Pre-Feasibility Study Report of CSRP 19march2018

Democratic Socialist Republic of Sri Lanka
Ministry of Transport and Civil Aviation
Colombo Suburban Railway Project

Project Preparatory Technical Assistance
Final Report
Panadura – Veyangoda
Initial Feasibility
Volume 1 - Main Report
February 2018
COLOMBO SUBURBAN RAILWAY PROJECT Panadura – Veuangoda Initial Feasibility Report
Project Preparatory Techncial Assitance
REPORT COVER PAGE
Project Title: Colombo Suburban Railway Project

Project Preparatory Technical Assistance (PPTA)
Project Owner Asian Development Bank

Contractor Egis International / Resources Development Consultants
(Pvt) Ltd
Project Office Address: Ministry of Transport, 1 D. R. Wijewardena Mawatha,

Colombo – 10, Sri Lanka.
Telephone: ++ 94 011 2689 243
Head Office Address: Egis International

15, Avenue du Centre – CS 20538 Guyancourt
78286 Saint-Quentin-en-Yvelines Cedex - France
Telephone: ++ 33 1 39 41 42 75
Fax: ++ 33 1 39 41 57 29
E-mail: Pascal.ROUSSEL@egis.fr
Contact Person: Mr. Pascal Roussel
Page i
Document quality information
General information
Author(s) Project Team

Project name Colombo Suburban Railway Project – Project Preparatory Technical
Assistance (PPTA)
Document name Final Report
Panadura – Veyangoda Initial Feasibility Study
Volume 1
Date 08 February 2018
Reference 49111-02/CSR PPTA/IFS/001
Addressee(s)
Sent to (hard copy / electronic):

Name Organisation Sent on (date):
Aruna Nanayakkara ADB 13 October 2017
Copy to (electronic):
Name Organisation Sent on (date):
Markus Roesner ADB 13 Oct 2017
Johan Georget ADB 13 Oct 2017
Palitha Samarasinghe MOT 13 Oct 2017
Pascal Roussel Egis International 13 Oct 2017
S. Jegasothy RDC 13 Oct 2017
History of modifications
Version Date Written by Approved by:

1 12 Oct 2017 Project team Pascal Roussel
2 08 Feb 2018 Project team Pascal Roussel
Page ii
TABLE OF CONTENTS
1 INTRODUCTION .............................................................................................. 1-1
1.1 PROJECT BACKGROUND ................................................................................................ 1-1
1.1.1 Project Context ....................................................................................................... 1-1
1.1.2 The Consultancy Services ...................................................................................... 1-1
1.1.3 General Description of Colombo Suburban Railways ............................................ 1-3
1.1.4 The PPTA Study Area............................................................................................. 1-4
1.2 CONTENT OF THE DOCUMENT ....................................................................................... 1-5
1.2.1 Objectives of the Report ......................................................................................... 1-5
1.2.2 Structure of the Report............................................................................................ 1-5
2 PROJECT CONTEXT ...................................................................................... 2-1
2.1 INTRODUCTION ................................................................................................................. 2-1
2.2 COMMUNITIES AND POPULATION .................................................................................. 2-1
2.2.1 Study Area and Administrative Boundaries ............................................................ 2-1
2.2.2 Study approach ....................................................................................................... 2-2
2.2.3 Methodology ........................................................................................................... 2-2
2.2.4 Communities and Population .................................................................................. 2-2
2.2.5 Population Increase/Decrease in the Divisional Secretary Areas selected for
the Study from 2001 to 2012 .................................................................................. 2-5
2.2.6 Projected Population ............................................................................................... 2-6
2.2.7 Population Characteristics in the Western Province in 2012 .................................. 2-6
2.2.8 Employed Population and Female Employments ................................................... 2-9
2.2.9 Student Population.................................................................................................. 2-9
2.2.10 Increase in Ownership of Private Modes of Transport in the Western Province .... 2-9
2.2.11 Ongoing Development Projects in the Western Region ....................................... 2-10
2.2.12 Land Requirements for Improvement of Railway Lines ........................................ 2-10
2.3 LAND USE AND MAIN ACTIVITIES ................................................................................ 2-12
2.3.1 General Land Use Patterns .................................................................................. 2-12
2.3.2 Economic Activities in the Railroad Corridor ........................................................ 2-12
2.4 EXISTING PHYSICAL AND NATURAL ENVIRONMENT ................................................ 2-16
2.4.1 Climate .................................................................................................................. 2-16
2.4.2 Topography ........................................................................................................... 2-16
2.4.3 Water and Hydrology ............................................................................................ 2-17
2.4.4 Coastal Processes ................................................................................................ 2-18
2.4.5 Geology and Soil................................................................................................... 2-20
2.4.6 Air Quality ............................................................................................................. 2-21
2.4.7 Noise and Vibration............................................................................................... 2-22
2.4.8 Ecological Resources ........................................................................................... 2-23
2.4.9 Proximity to any sensitive or special habitat areas ............................................... 2-24
2.4.10 Natural Disasters .................................................................................................. 2-26
2.5 RELEVANT INFRASTRUCTURE PROJECTS................................................................. 2-33
2.5.1 Rail projects .......................................................................................................... 2-33
2.5.2 Road Projects ....................................................................................................... 2-35
2.5.3 Public transport ..................................................................................................... 2-36
2.5.4 Other Transport related Projects .......................................................................... 2-37
3 PANADURA – VEYANGODA DEMAND AND TRAFFIC ................................ 3-1
3.1 INTRODUCTION ................................................................................................................. 3-1
3.1.1 Purpose and content of chapter .............................................................................. 3-1
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3.1.2 Approach ................................................................................................................. 3-1

3.2 EXISTING PASSENGER DEMAND ................................................................................... 3-1
3.2.1 Sources of Data ...................................................................................................... 3-1
3.2.2 Analysis of Existing Passenger Demand ................................................................ 3-5
3.2.3 Stated Preference Survey Results ........................................................................ 3-12
3.3 DEMAND FORECASTS .................................................................................................... 3-17
3.3.1 Introduction ........................................................................................................... 3-17
3.3.2 The STRADA Model Base Case Demand Forecasts ........................................... 3-22
3.3.3 Peak Period Analysis ............................................................................................ 3-31
3.3.4 Sensitivity Analyses .............................................................................................. 3-32
4 OPERATIONS PLAN ....................................................................................... 4-1
4.1 PURPOSE OF THE OPERATIONS PLAN ......................................................................... 4-1
4.2 DESIGN DEMAND .............................................................................................................. 4-1
4.2.1 Overall methodology ............................................................................................... 4-1
4.2.2 Proposed Passenger Services for 2035 ................................................................. 4-1
4.2.3 Proposed Passenger Services for 2025 ................................................................. 4-8
4.2.4 Off-peak services .................................................................................................. 4-12
4.3 THE PANADURA – VEYANGODA SECTION OPERATIONAL DESIGN ....................... 4-13
4.3.1 General Operational Aspects ................................................................................ 4-13
4.3.2 Journey Time Simulations and Commercial Speed .............................................. 4-13
4.3.3 Structure of Services and Service Frequency ...................................................... 4-19
4.3.4 Track layout and stations ...................................................................................... 4-22
4.3.5 Track Occupation and Timetable Planning ........................................................... 4-25
4.3.6 The Rolling Stock .................................................................................................. 4-28
4.3.7 Operating modes and Train Traffic Management ................................................. 4-33
4.3.8 Operational Indicators ........................................................................................... 4-52
4.4 SUMMARY – OPERATIONAL PLAN ............................................................................... 4-53
4.4.1 Proposed passenger services .............................................................................. 4-53
4.4.2 Proposed track layout and station improvements ................................................. 4-53
5 INITIAL TRACK ALIGNMENT AND DESIGN ................................................. 5-1
5.1 OVERVIEW.......................................................................................................................... 5-1
5.1.1 Coast Line ............................................................................................................... 5-1
5.1.2 Main Line ................................................................................................................ 5-4
5.2 GENERAL TECHNICAL SPECIFICATIONS AND DESIGN GUIDELINES ....................... 5-6
5.2.1 Design Principles .................................................................................................... 5-6
5.2.2 Specifications for Potential Speed on Curves ........................................................ 5-6
5.2.3 Cross-Sections and Structural Gauge .................................................................... 5-8
5.2.4 Track Components................................................................................................ 5-32
5.3 ALIGNMENT...................................................................................................................... 5-62
5.3.1 Design Criteria ...................................................................................................... 5-62
5.3.2 General alignment Description ............................................................................. 5-64
5.3.3 Alignment Description by Sections ....................................................................... 5-65
5.3.4 Summary of New Quantity of Works of New Main Items...................................... 5-93
5.3.5 Proposed Options for Track Re-Alignment ........................................................... 5-99
6 ELECTRIFICATION ......................................................................................... 6-1
6.1 INTRODUCTION ................................................................................................................. 6-1
6.2 GENERAL SPECIFICATIONS AND STANDARDS ........................................................... 6-1
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6.3 POWER SUPPLY SYSTEM AND POWER TRANSFORMATION ..................................... 6-2

6.3.1 Existing Power Generation and Demand Conditions ............................................. 6-2
6.3.2 Likely Substations to Tap Power for Panadura – Veyangoda Suburban Lines ...... 6-4
6.3.3 Pre-sizing of the Traction Power Supply architecture ............................................. 6-7
6.3.4 Traction Power simulation results ......................................................................... 6-11
6.3.5 Conclusions on Power Substations ...................................................................... 6-17
6.3.6 Backup power supply ............................................................................................ 6-17
6.4 OVERHEAD CONTACT SYSTEM (OCS)......................................................................... 6-19
6.4.1 General Description .............................................................................................. 6-19
6.4.2 Components .......................................................................................................... 6-21
6.5 SAFETY ELEMENTS ........................................................................................................ 6-27
6.5.1 Required Safe Electrical and Mechanical Clearances .......................................... 6-27
6.5.2 Earthing and Lightning Protection ......................................................................... 6-28
7 SIGNALLING, TELECOMMUNICATIONS, AND FARE COLLECTION
SYSTEMS ........................................................................................................ 7-1
7.1 SIGNALLING ....................................................................................................................... 7-1
7.1.1 Introduction ............................................................................................................. 7-1
7.1.2 The existing signalling installations ......................................................................... 7-2
7.1.3 Modernisation of signalling installations in stations ................................................ 7-3
7.1.4 Modernisation of the Automatic Block System (ABS) ............................................. 7-5
7.1.5 Particularities concerning Wadduwa and Pallewala stations.................................. 7-7
7.1.6 Particularities concerning Colombo Fort and Maradana ........................................ 7-7
7.1.7 The new CTC system (Control Traffic Centre) ....................................................... 7-8
7.1.8 The Level Crossings (LC) ..................................................................................... 7-10
7.1.9 Automatic Train Protection system – ERTMS Level 1 .......................................... 7-11
7.1.10 General Specifications and Standards ................................................................. 7-13
7.1.11 Characteristics of the signalling equipment .......................................................... 7-15
7.1.12 Power Supply for signalling installations............................................................... 7-18
7.1.13 Computerised Systems for Maintenance .............................................................. 7-19
7.1.14 Protection of the maintenance staff working on the tracks ................................... 7-20
7.1.15 Return of traction current and earthing of installations ......................................... 7-21
7.1.16 Environmental conditions ...................................................................................... 7-22
7.1.17 Spare parts and special tools ............................................................................... 7-23
7.2 TELECOMMUNICATIONS SYSTEM ................................................................................ 7-24
7.2.1 Introduction ........................................................................................................... 7-24
7.2.2 The existing Telecommunication system .............................................................. 7-24
7.2.3 Modernisation of the Telecommunication System ................................................ 7-25
7.2.4 International Norms............................................................................................... 7-31
7.3 TICKETING AND FARE COLLECTION SYSTEM ........................................................... 7-32
7.3.1 Current ticketing system ....................................................................................... 7-32
7.3.2 The proposed system ........................................................................................... 7-34
8 STATIONS AND INTERMODAL CONNECTIONS .......................................... 8-1
8.1 INTRODUCTION ................................................................................................................. 8-1
8.2 STEPS OF STUDY .............................................................................................................. 8-1
8.3 STATION TYPOLOGIES..................................................................................................... 8-3
8.4 DIAGNOSTICS OF SELECTED STATIONS (MULTIMODAL AND STATION
DIAGNOSTICS) ................................................................................................................ 8-10
8.4.1 Colombo Fort Station ............................................................................................ 8-10
8.4.2 Maradana station .................................................................................................. 8-18
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8.4.3 Dematagoda station .............................................................................................. 8-26

8.4.4 Kelaniya station ..................................................................................................... 8-31
8.4.5 Ragama station ..................................................................................................... 8-36
8.4.6 Ganemulla station ................................................................................................. 8-40
8.4.7 Gampaha station................................................................................................... 8-45
8.4.8 Veyangoda station ................................................................................................ 8-51
8.4.9 Ja-Ela station ........................................................................................................ 8-57
8.4.10 Secretariat Halt station.......................................................................................... 8-62
8.4.11 Kompannavidiya station ........................................................................................ 8-65
8.4.12 Kollupitiya station .................................................................................................. 8-68
8.4.13 Bambalapitiya station ............................................................................................ 8-71
8.4.14 Dehiwala station .................................................................................................... 8-74
8.4.15 Mount Lavinia station ............................................................................................ 8-79
8.4.16 Moratuwa station................................................................................................... 8-84
8.4.17 Panadura station ................................................................................................... 8-89
8.4.18 Baseline Road station ........................................................................................... 8-94
8.4.19 Cotta Road station ................................................................................................ 8-99
8.4.20 Narahenpitiya station .......................................................................................... 8-104
8.4.21 Nawinna station .................................................................................................. 8-109
8.4.22 Maharagama station ........................................................................................... 8-113
8.4.23 Malapalla / Makumbura station ........................................................................... 8-118
8.4.24 Homagoma station .............................................................................................. 8-120
8.5 GENERAL RECOMMENDATIONS FOR MULTIMODALITY DEVELOPMENT ............ 8-125
8.6 GENERAL RECOMMENDATIONS: STATION IMPROVEMENT .................................. 8-127
8.7 FORT-MARADANA | COLOMBO CENTRAL ................................................................ 8-131
8.7.1 Introduction ......................................................................................................... 8-131
8.7.2 Base Option – Improve Fort and Maradana Stations ......................................... 8-132
8.7.3 Schematic Options .............................................................................................. 8-138
8.7.4 Way Forward ....................................................................................................... 8-142
8.8 STATIONS SELECTED FOR FURTHER CONCEPTUAL DESIGN .............................. 8-147
8.8.1 Dehiwala ............................................................................................................. 8-147
8.8.2 Moratuwa ............................................................................................................ 8-149
8.8.3 Gampaha ............................................................................................................ 8-154
9 MAINTENANCE AND STABLING SHEDS ..................................................... 9-1
9.1 ROLLING STOCK ............................................................................................................... 9-1
9.1.1 Functional Specifications and General Technical Characteristics .......................... 9-1
9.1.2 Shunting locomotives .............................................................................................. 9-7
9.2 EMU MAINTENANCE AND STABLING SHEDS ............................................................... 9-8
9.2.1 Purpose of the EMU Maintenance Sheds............................................................... 9-8
9.2.2 EMU Maintenance Sheds Areas and Functions ..................................................... 9-9
9.2.3 Location of the EMU Maintenance and Stabling Sheds ....................................... 9-13
9.2.4 Concept Layout of EMU Maintenance and Stabling Sheds.................................. 9-14
10 BRIDGES ....................................................................................................... 10-1
10.1 INTRODUCTION ............................................................................................................... 10-1
10.2 TECHNICAL ASPECTS .................................................................................................... 10-2
10.2.1 Provision of Adequate Support ............................................................................. 10-2
10.2.2 Provision of Adequate Clearances ....................................................................... 10-3
10.3 BRIDGE INVENTORY ....................................................................................................... 10-4
10.3.1 Maradana to Veyangoda ...................................................................................... 10-4
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10.3.2 Maradana to Panadura ......................................................................................... 10-6

10.4 BRIDGE CONDITION SURVEY ........................................................................................ 10-7
10.5 BRIDGE ASSESSMENT CRITERIA ................................................................................. 10-8
10.5.1 General Considerations ........................................................................................ 10-8
10.5.2 Bridge Deck Configuration .................................................................................... 10-8
10.5.3 Types of Bridge Structures ................................................................................... 10-8
10.5.4 Typical Overpass Bridge Construction ............................................................... 10-13
10.5.5 Repair of Structures ............................................................................................ 10-13
10.6 BRIDGE ASSESSMENT AND SUMMARY OF PROPOSED BRIDGE WORKS ........... 10-14
10.6.1 Railway Bridges from Maradana to Panadura (Coastal Line) ............................ 10-14
10.6.2 Railway Bridges from Maradana to Veyangoda (Main Line) .............................. 10-20
10.6.3 Pedestrian Culvert Crossing ............................................................................... 10-28
10.6.4 Field Observations and Recommendations. ....................................................... 10-29
10.7 PROPOSED HIGHWAY OVERPASS BRIDGES – EXISTING BRIDGE
REPLACEMENT ............................................................................................................. 10-32
10.8 ELIMINATION OF LEVEL CROSSINGS ........................................................................ 10-33
10.8.1 Main line .............................................................................................................. 10-35
10.8.2 Coast line ............................................................................................................ 10-58
10.8.3 Summary............................................................................................................. 10-65
10.9 BRIDGE DESIGN METHODOLOGY .............................................................................. 10-66
10.10 BRIDGE COST ESTIMATES ............................................................................. 10-66
10.11 SUMMARY ......................................................................................................... 10-67
11 ESTIMATED CAPITAL AND OPERATING AND MAINTENANCE COSTS.. 11-1
11.1 INVESTMENT COSTS ...................................................................................................... 11-1
11.1.1 Basis for the Investment Cost Estimates .............................................................. 11-1
11.1.2 Investment Cost Estimates ................................................................................... 11-1
11.2 OPERATING AND MAINTENANCE COSTS ................................................................... 11-3
11.2.1 Introduction ........................................................................................................... 11-3
11.2.2 Cost estimates ...................................................................................................... 11-3
12 ECONOMIC AND FINANCIAL ASSESSMENT ............................................. 12-1
12.1 ECONOMIC EVALUATION............................................................................................... 12-1
12.1.1 Introduction ........................................................................................................... 12-1
12.1.2 Traffic Forecast ..................................................................................................... 12-1
12.1.3 Costs ..................................................................................................................... 12-1
12.1.4 Costs and Benefits ................................................................................................ 12-2
12.1.5 Economic Internal Rate of Return ......................................................................... 12-3
12.1.6 Sensitivity tests ..................................................................................................... 12-4
12.2 FINANCIAL EVALUATION ............................................................................................... 12-5
12.2.1 Introduction ........................................................................................................... 12-5
12.2.2 Costs ..................................................................................................................... 12-5
12.2.3 Passenger revenues ............................................................................................. 12-5
12.2.4 Financial analysis .................................................................................................. 12-6
12.2.5 Subsidies and tariffs.............................................................................................. 12-7
13 SOCIAL AND ENVIRONMENTAL SAFEGUARDS ....................................... 13-1
13.1 INITIAL ENVIRONMENTAL EXAMINATION ................................................................... 13-1
13.1.1 Anticipated Environmental Impacts and Mitigation Measures .............................. 13-1
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13.1.2 Environmental Monitoring Program .................................................................... 13-13

13.2 LAND ACQUISITION, RESETTLEMENT AND RELATED SOCIAL IMPACTS ............ 13-15
13.2.1 Identification of Land Acquisition and Resettlement Impacts ............................. 13-15
13.2.2 Objectives and Methodology .............................................................................. 13-15
13.2.3 Location of Project .............................................................................................. 13-16
13.2.4 Social Impact Assessment .................................................................................. 13-17
13.2.5 Alternatives Analysis ........................................................................................... 13-20
13.2.6 Proposed strategies to mitigate negative resettlement impacts ......................... 13-24
13.2.7 Entitlement Matrix ............................................................................................... 13-25
13.2.8 Legal and Policy Framework .............................................................................. 13-25
13.2.9 Estimated Resettlement Costs ........................................................................... 13-29
13.3 SOCIAL, GENDER, AND POVERTY ASSESSMENT .................................................... 13-32
13.3.1 General Information Analysis .............................................................................. 13-32
13.3.2 Initial Assessment of Affected People ................................................................ 13-33
14 PROJECT IMPLEMENTATION ..................................................................... 14-1
14.1 INSTITUTIONAL ARRANGEMENT .................................................................................. 14-1
14.1.1 Project Organisation Structure and Implementation Arrangements ..................... 14-1
14.1.2 Organizational Structure of the Agencies ............................................................. 14-1
14.2 PROCUREMENT PLAN .................................................................................................... 14-6
14.2.1 Implementation Schedule ..................................................................................... 14-6
14.3 RISK IDENTIFICATION AND MANAGEMENT ................................................................ 14-8
14.3.1 Procurement Capacity Assessment...................................................................... 14-8
14.3.2 Financial Management Assessment ..................................................................... 14-9
14.3.3 Management Capacity of the Implementing Agency ............................................ 14-9
APPENDIX 1: STATED PREFERENCE SURVEY FORMS
APPENDIX 2: INVESTMENT COSTS ESTIMATES
APPENDIX 3: SOCIO-ECONOMIC DATA
Page viii
LIST OF FIGURES
Figure 1-1: Schematics of PPTA Tasks ................................................................................... 1-2

Figure 1-2: Colombo Suburban Railway Lines ........................................................................ 1-4
Figure 2-1: Sri Lanka Map with District Boundaries ................................................................. 2-1
Figure 2-2: National growth rate of private vehicle ownership (source: Ministry of
Transport) ............................................................................................................ 2-10
Figure 2-3: Depth sequences of sandstone reefs (Beachrock) off Colombo coast ............... 2-19
Figure 2-4: Geological Map of the Project Area ..................................................................... 2-21
Figure 2-5: Agro ecological Regions of the Area ................................................................... 2-24
Figure 2-6: Environmental sensitive areas along the coastal line (a) and the main line (b) .. 2-25
Figure 2-7: Flood events by District (1999 – 2011) ................................................................ 2-26
Figure 2-8: Flood Hazard Map for Attanagalu Oya Basin ...................................................... 2-27
Figure 2-9: Flood extent for part of Kalu, Kelani and Attanagalu Oya Basins on 18 May,
2016 ..................................................................................................................... 2-28
Figure 2-10: Flood inundation map: Gampaha (May 2010) ..................................................... 2-29
Figure 2-11: Distribution of storm surge hazard (a) and tracks of past cyclones and
surges (b) in Sri Lanka......................................................................................... 2-30
Figure 2-12: Tsunami Hazard Maps along the coastline (a) from Colombo Port to
Bambalapitiya, (b) from Bambalapitiya to Dehiwala, and (c) from Dehiwala to
Moratuwa ............................................................................................................. 2-31
Figure 2-13: Proposed LRT network in CMR ........................................................................... 2-37
Figure 3-1: Stated Preference survey locations ....................................................................... 3-4
Figure 3-2: Main OD relation types on the corridor .................................................................. 3-7
Figure 3-3: Traffic load per section .......................................................................................... 3-8
Figure 3-4: Traffic load per section .......................................................................................... 3-9
Figure 3-5: Colombo Fort Station Boarding and Alighting per Hour ...................................... 3-11
Figure 3-6: Passenger Counts at Maradana Station .............................................................. 3-11
Figure 3-7: Age Profile of Stated Preference Surveyed Population ....................................... 3-12
Figure 3-8: Job Status profile of Stated Preference Surveyed Population ............................ 3-12
Figure 3-9: Travel time to boarding station distribution .......................................................... 3-13
Figure 3-10: Travel time to final destination distribution .......................................................... 3-14
Figure 3-11: Trip purpose breakdown ...................................................................................... 3-15
Figure 3-12: Main reason to choose the current transport mode ............................................. 3-16
Figure 3-13: Veyangoda – Panadura Buffer Contours ............................................................. 3-19
Figure 3-14: Structure of the Spreadsheet Demand Model ..................................................... 3-20
Figure 3-15: Public Transport Passenger Demand by Mode for Year 2020 ............................ 3-24
Figure 3-18: 2035 Traffic load per section during peak hour (both directions) ........................ 3-32
Figure 3-19. 2025 Traffic load per section during peak hour (both directions) ........................ 3-32
Page ix
Figure 4-1: Daily both direction boarding and alighting forecasts at stations in 2035
(000s) ..................................................................................................................... 4-2
Figure 4-2: Colombo Suburban Train Services per Peak Hour in 2035 .................................. 4-5
Figure 4-3: Daily both direction boarding and alighting forecasts at stations in 2025
(000s) ..................................................................................................................... 4-9
Figure 4-4: Colombo Suburban Train Services per Peak Hour in 2025 ................................ 4-11
Figure 4-5: Proposed Loops Services on the Main Line ........................................................ 4-19
Figure 4-6: Proposed Loops Services on the Coast Line ...................................................... 4-20
Figure 4-7: Schematics of 3-aspect signal operations ........................................................... 4-25
Figure 4-8: Schematics of 2025 and 2035 residual capacity by track segment..................... 4-27
Figure 4-9: Schematics of round trip time .............................................................................. 4-28
Figure 4-10: Structure of Operations ........................................................................................ 4-33
Figure 4-11: Schematics of operational modes ....................................................................... 4-35
Figure 4-12: Possible adjustments to the operating schedule ................................................. 4-36
Figure 4-13: Train Injections on the Main Line in 2025 ............................................................ 4-38
Figure 4-14: Train Injections on the Coast Line in 2025 .......................................................... 4-38
Figure 4-15: Train Injections on the Puttalam Line in 2025 ..................................................... 4-39
Figure 4-16: Schematics of normal train and train reversal operations ................................... 4-41
Figure 4-17: Urugidawatta Station as provisional terminal station under disturbed mode ...... 4-43
Figure 4-18: Kelaniya Station as provisional terminal station under disturbed mode .............. 4-44
Figure 4-19: Hunupitiya Station as provisional terminal station under disturbed mode ........... 4-45
Figure 4-20: Ragama Station as provisional terminal station under disturbed mode .............. 4-46
Figure 4-21: Ganemulla Station as provisional terminal station under disturbed mode .......... 4-47
Figure 4-22: Gampaha Station as provisional terminal station under disturbed mode ............ 4-48
Figure 4-23: Veyangoda Station as provisional terminal station under disturbed mode ......... 4-48
Figure 4-24: Schematics of running on remaining track in disturbed operations in Track 1 .... 4-49
Figure 4-25: Schematics of running on remaining track in disturbed operations in Track 2 .... 4-50
Figure 4-26: Schematics of impact on operation procedures .................................................. 4-51
Figure 5-1: Typical Cross-section Single Track Electrified in Straight Track ......................... 5-11
Figure 5-2: Typical Cross-section Single Track Electrified in Curve with Maximum Cant
proposed = 150mm .............................................................................................. 5-12
Figure 5-3: Typical Cross-section Double Tracks Electrified in Straight Track ...................... 5-13
Figure 5-4: Typical Cross-section Double Tracks Electrified in Curve with Maximum Cant
proposed = 150mm .............................................................................................. 5-14
Figure 5-5: Typical Cross-section Three (3) Tracks Electrified in Straight Track .................. 5-15
Figure 5-6: Typical Cross-section Three (3) Tracks Electrified in Curve with Maximum
Cant proposed = 150mm ..................................................................................... 5-16
Figure 5-7: Typical Cross-section Four (4) Tracks Electrified in Straight Track .................... 5-17
Figure 5-8: Typical Cross-section Four (4) Tracks Electrified in Curve with Maximum
Cant proposed = 150mm ..................................................................................... 5-18
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Figure 5-9: Typical Cross-section Four (4) Tracks Electrified in Straight Track with 5.50m
between Centre line ............................................................................................. 5-19
Figure 5-10: Typical Cross-section Coast Line – Characteristic Cross Section at Grade-
Third Track Electrified on Sea Side ..................................................................... 5-20
Figure 5-11: Typical Cross Section of Double Track Electrified with Signalling System ......... 5-21
Figure 5-12: Typical Cross Section of Three (3) Tracks with Gantry for Signalling System .... 5-22
Figure 5-13: Typical Cross Section of Four (4) Tracks with Gantry for Signalling System ...... 5-23
Figure 5-14: Typical Cross Section of Four (4) Tracks Electrified with 5.50 m between
centre line with Signalling System ....................................................................... 5-24
Figure 5-15: Typical Cross Section at Station with Platforms for Three (3) Tracks
Electrified ............................................................................................................. 5-25
Electrified and Lateral Drainage System ............................................................. 5-26
Electrified with Gantry for OHS and Lateral Drainage System ............................ 5-27
Figure 5-18: Typical Cross Section at Station with Isle & Side Platforms for Four (4)
Tracks Electrified and Lateral Drainage System ................................................. 5-28
Figure 5-19. Typical Cross Section at Station with Isle & Side Platforms for Four (4)
Tracks Electrified WITH Gantry for OHS and Lateral Drainage System ............. 5-29
Figure 5-20: Railway Bridge – Typical Cross Section of Double Track on deck composed
with steel girder embedded in reinforced concrete with Span ≤ 15m .................. 5-30
Figure 5-21: Typical Cross Section of double tracks with structure gauge .............................. 5-31
Figure 5-22: Determination of Strength of Track Superstructure ............................................. 5-32
Figure 5-23: UIC 60 Rail Details .............................................................................................. 5-33
Figure 5-24: Photographs of the Coast Line Sea Air and Rail Condition................................. 5-34
Figure 5-25: Schematics of UIC60/90A Rails Welding ............................................................ 5-35
Figure 5-26: Schematics of Protection with Concrete or Masonry Wall again the seawater
intrusion ............................................................................................................... 5-36
Figure 5-27: Detail of Coast Line Protection Wall Schematics ................................................ 5-36
Figure 5-28: Example of Monoblock concrete sleeper concept ............................................... 5-37
Figure 5-29: Schematic of Monoblock dimensions .................................................................. 5-38
Figure 5-30: Types of Fastenings Samples ............................................................................. 5-40
Figure 5-31: Glued Insulated Rail Joints Samples ................................................................... 5-41
Figure 5-32: Schematics of ballast profile ................................................................................ 5-42
Figure 5-33: Existing ballast ..................................................................................................... 5-42
Figure 5-34: Minimum Recommended Ballast Size ................................................................. 5-43
Figure 5-35: Loco Junction Complex Turnouts and Switches.................................................. 5-43
Figure 5-36: Schematics of Simple Turnouts and Switches Layouts ....................................... 5-44
Figure 5-37: Examples of Turnouts with Concrete Sleepers ................................................... 5-44
Figure 5-38: Example of Frog with Cast Iron Steel .................................................................. 5-45
Figure 5-39: Schematics of Track Substructure ....................................................................... 5-45
Figure 5-40: Schematics of Track Sub-Structure Thickness and Location ............................. 5-46
Page xi
Figure 5-41: Example of Geotextile Rolls................................................................................. 5-46

Figure 5-42: Example of Geogrid ............................................................................................. 5-46
Figure 5-43: Examples of rock filled and tetrapod embankment protection ............................. 5-47
Figure 5-44: Schematics of Sources of Water Filtering into the Rail Sub-structure................. 5-47
Figure 5-45: Schematics of Means to Drain Water out of Rail Substructure ........................... 5-48
Figure 5-46: Schematics of Types of Track Side Drainages.................................................... 5-48
Figure 5-47: Examples of Precast Slab Systems ..................................................................... 5-50
Figure 5-48: Diagrammatic Cross Section of an Orthotropic Bridge Deck .............................. 5-52
Figure 5-49: Diagrammatic of Filler Beam Bridge Construction............................................... 5-52
Figure 5-50: Transition Schemes between Railway Bridge and Earthwork ............................. 5-53
Figure 5-51: Example of Rail Extension Joint .......................................................................... 5-54
Figure 5-52: Examples of Arc Concrete Bridge Underpasses ................................................. 5-55
Figure 5-53: Examples of Level Crossing Track Structure ...................................................... 5-58
Figure 5-54: Example of platform shelter with electrified line .................................................. 5-59
Figure 5-55: Example of Concrete Slab Track Construction in Station ................................... 5-60
Figure 5-56: Examples of Goods Yard and Road Truck Congestion ....................................... 5-60
Figure 5-57: Example of Railroad fence................................................................................... 5-61
Figure 5-58: Positions of the new track on Veyangoda – Panadura line ................................. 5-64
Figure 5-59: Speed diagram, new track on Main line .............................................................. 5-65
Figure 5-60: Speed diagram, new track on Coast line ............................................................. 5-65
Figure 5-61: Suggested Re-alignment of Tracks from Ragama to Walpola Stations ............ 5-100
Figure 5-62: Suggested Re-alignment of Tracks from Bulugahagoda and Ganemulla
Stations .............................................................................................................. 5-101
Figure 5-63: Suggested Re-alignment of Tracks from Ganemulla to Yagoda Stations ......... 5-102
Figure 6-1: Sri Lanka Power Generation Mix January to June 2015 ....................................... 6-2
Figure 6-2: CEB Sub-stations Along the Panadura – Veyangoda Corridor ............................. 6-3
Figure 6-3: 2025 daily demand forecast at Kelaniya and Ratmalana GSS without traction
load ........................................................................................................................ 6-4
Figure 6-4: 2025 and 2035 forecast of traction load per substation ........................................ 6-5
Figure 6-5: 2025 and 2035 daily demand forecast at Kelaniya and Ratmalana GSS with
traction load ........................................................................................................... 6-5
Figure 6-6: Substation in AC current with main transformer 220kV 60MVA (France) ............. 6-6
Figure 6-7: Schematics of Traction Power Architecture........................................................... 6-8
Figure 6-8: Operation Plan of Traction Power Requirement Reference Simulation ................ 6-9
Figure 6-9: Operation Plan of Traction Power Requirement Sensitivity Test Simulation ...... 6-10
Figure 6-10: Voltage at train’s pantograph – reference simulation .......................................... 6-13
Figure 6-11: Speed of trains according to position – reference simulation .............................. 6-14
Figure 6-12: Voltage at train’s pantograph – sensitivity test .................................................... 6-16
Figure 6-13: Speed of trains according to position – sensitivity test ........................................ 6-16
Figure 6-14: Example of Overhead Contact System ............................................................... 6-19
Page xii
Figure 6-15: Typical Measurements of OCS Components ...................................................... 6-20

Figure 6-16: Examples of execution of foundations and masts without and with track ........... 6-22
Figure 6-17: Auto tensioning device......................................................................................... 6-23
Figure 6-18: Cantilever assembly pull-off and push-off configurations .................................... 6-24
Figure 6-19: Examples of OCS ................................................................................................ 6-25
Figure 6-20: Dropper schedule ................................................................................................ 6-26
Figure 6-21: Examples of Overhead Equipment Installation................................................... 6-27
Figure 6-22: Minimum structure gauge on 25kV AC ................................................................ 6-28
Figure 6-23: Typical railway subsystems ................................................................................. 6-29
Figure 6-24: Step and Touch Potentials................................................................................... 6-31
Figure 6-25: Interconnections between reinforcements and/or dedicated conductors ............ 6-32
Figure 7-1: Coverage of the Phase 1 Master Plan for Signalling and Communications .......... 7-1
Figure 7-2: Examples of Existing Signalling Installations......................................................... 7-2
Figure 7-3: Example of computerised Interlockings Equipment Room .................................... 7-3
Figure 7-4: Configuration of Signal Codes ............................................................................... 7-4
Figure 7-5: Example of classic mimic panel in use in SLR ...................................................... 7-4
Figure 7-6: Proposed signal code with the Automatic Block System ....................................... 7-5
Figure 7-7: Two-track section workings of the ABS ................................................................. 7-5
Figure 7-8: Three-track section workings of the ABS .............................................................. 7-6
Figure 7-9: Four-track section workings of the ABS ................................................................ 7-7
Figure 7-10: Example of Operation Control Centre ................................................................... 7-8
Figure 7-11: Example of automatic train (time and location) graph ........................................... 7-9
Figure 7-12: Schematic Distribution of Functional areas in the Operation Control Centre
(OCC)................................................................................................................... 7-10
Figure 7-13: Railway Crossing Signal Codes .......................................................................... 7-11
Figure 7-14: Example of level crossing road signal ................................................................. 7-11
Figure 7-15: Example of ERTMS cabin interface ..................................................................... 7-12
Figure 7-16: Schematics of ERTMS1 operations ..................................................................... 7-13
Figure 7-17: Examples of ERTMS1 beacons and track side equipment ................................. 7-13
Figure 7-18: Schematics of High Impulse Track Circuits ......................................................... 7-15
Figure 7-19: Schematics of insulated joints ............................................................................. 7-15
Figure 7-20: Schematics of electrical joints.............................................................................. 7-16
Figure 7-21: Examples of SLR signalling ................................................................................. 7-16
Figure 7-22: Example of signals on gantry for six tracks ........................................................ 7-17
Figure 7-23: Present and proposed points operations and locking ......................................... 7-17
Figure 7-24: Examples of Signalling cables ............................................................................. 7-18
Figure 7-25: Example of Hot Box Detection ............................................................................. 7-18
Figure 7-26: Arrangement of the power supply for signalling and telecommunication ............ 7-19
Figure 7-27: Schematics of the Maintenance Supervision Centre ........................................... 7-20
Page xiii
Figure 7-28: Example of protection switch ............................................................................... 7-20

Figure 7-29: Schematics of the installation of the earth cable in trenches or with ducts ......... 7-21
Figure 7-30: Schematics of connecting signal metallic structures to earth cable .................... 7-21
Figure 7-31: Diagram of return of traction current .................................................................... 7-22
Figure 7-32: Schematic of neutral section between two sub-stations ...................................... 7-22
Figure 7-33: Existing CCTV monitoring Centre in Maradana Station ...................................... 7-25
Figure 7-34: Mechanical laying of the fibre optic cable ............................................................ 7-27
Figure 7-35: Applications supported by the railway communication network .......................... 7-28
Figure 7-36: Typical structure of a TETRA system .................................................................. 7-29
Figure 7-37: Examples of passenger information display ........................................................ 7-31
Figure 7-38: Example of station ticket rack .............................................................................. 7-32
Figure 7-39: Example of SLR paper ticket ............................................................................... 7-33
Figure 7-40: Maradana Station Ticket counter ......................................................................... 7-34
Figure 7-41: Automatic ticketing and fare collection system .................................................... 7-36
Figure 8-1: Steps of Station and Inter-modality Study ............................................................. 8-1
Figure 8-2: Station Diagnosis ................................................................................................... 8-2
Figure 8-3: Station typologies .................................................................................................. 8-9
Figure 8-4: Aerial View – Fort Station .................................................................................... 8-10
Figure 8-5: Existing Plan – Fort Station ................................................................................. 8-11
Figure 8-6: Colombo Fort Existing Plan ................................................................................. 8-11
Figure 8-7: Existing Intermodal Facilities and Bus Routes Serving Fort Station ................... 8-17
Figure 8-8: Fort Station Area Intermodal Opportunities ......................................................... 8-18
Figure 8-9: Maradana Station Area ........................................................................................ 8-19
Figure 8-10: Existing Plan - Maradana Station ........................................................................ 8-19
Figure 8-11: Existing Intermodal Facilities and Bus Routes Serving Maradana Station ......... 8-24
Figure 8-12: Maradana Station Area Intermodal Opportunities ............................................... 8-25
Figure 8-13: Dematagoda Station ............................................................................................ 8-26
Figure 8-14: Existing Intermodal Facilities and Bus Routes Serving Dematagoda Station ..... 8-29
Figure 8-15: Dematagoda Station Area Intermodal Opportunities ........................................... 8-30
Figure 8-16: Kelaniya Station ................................................................................................... 8-31
Figure 8-17: Existing Intermodal Facilities and Bus Routes Serving Kelaniya Station ............ 8-34
Figure 8-18: Kelaniya Station Area Intermodal Opportunities.................................................. 8-35
Figure 8-19: Ragama Station ................................................................................................... 8-36
Figure 8-20: Existing Intermodal Facilities and Bus Routes Serving Ragama Station ............ 8-39
Figure 8-21: Ganemulla Station Location................................................................................. 8-40
Figure 8-22: Existing Intermodal Facilities and Bus Routes Serving Ganemulla Station ........ 8-43
Figure 8-23: Ganemulla Station Area Intermodal Opportunities .............................................. 8-44
Figure 8-24: Gampaha Station ................................................................................................. 8-45
Figure 8-25: Existing Intermodal Facilities and Bus Routes Serving Gampaha Station .......... 8-49
Page xiv
Figure 8-26: Gampaha Station Area Intermodal Opportunities ............................................... 8-50

Figure 8-27: Veyangoda Station .............................................................................................. 8-51
Figure 8-28: Existing Intermodal Facilities and Bus Routes Serving Veyangoda Station ....... 8-55
Figure 8-29: Veyangoda Station Area Intermodal Opportunities ............................................. 8-56
Figure 8-30: Ja-Ela Station Location ........................................................................................ 8-57
Figure 8-31: Existing Intermodal Facilities and Bus Routes Serving Ja-Ela Station ............... 8-60
Figure 8-32: Ja-Ela Station Area Intermodal Opportunities ..................................................... 8-61
Figure 8-33: Existing Intermodal Facilities and Bus Routes Serving Secretariat Halt
Station .................................................................................................................. 8-63
Figure 8-34: Secretariat Halt Station Area Intermodal Opportunities ...................................... 8-64
Figure 8-35: Existing Intermodal Facilities Serving Kompannavidiya Station .......................... 8-66
Figure 8-36: Kompannavidiya Station Area Intermodal Opportunities ..................................... 8-67
Figure 8-37: Existing Intermodal Facilities and Bus Routes Serving Kollupitiya Station ......... 8-69
Figure 8-38: Kollupitiya Station Area Intermodal Opportunities ............................................... 8-70
Figure 8-39: Existing Intermodal Facilities and Bus Routes Serving Bambalapitiya Station ... 8-72
Figure 8-40: Bambalapitiya Station Area Intermodal Opportunities ......................................... 8-73
Figure 8-41: Dehiwala-Mount Lavinia Station Location ........................................................... 8-74
Figure 8-42: Existing Intermodal Facilities and Bus Routes Serving Dehiwala Station ........... 8-77
Figure 8-43: Dehiwala Station Area Intermodal Opportunities ................................................ 8-78
Figure 8-44: Dehiwala-Mount Lavinia Station Location ........................................................... 8-79
Figure 8-45: Existing Intermodal Facilities and Bus Routes Serving Mount Lavinia Station ... 8-82
Figure 8-46: Mount Lavinia Station Area Intermodal Opportunities ......................................... 8-83
Figure 8-47: Moratuwa Station Location .................................................................................. 8-84
Figure 8-48: Existing Intermodal Facilities and Bus Routes Serving Moratuwa Station .......... 8-88
Figure 8-49: Panadura Station Location .................................................................................. 8-89
Figure 8-50: Existing Intermodal Facilities and Bus Routes Serving Panadura Station .......... 8-92
Figure 8-51: Panadura Station Area Intermodal Opportunities ................................................ 8-93
Figure 8-52: Baseline Road Station Location .......................................................................... 8-94
Figure 8-53: Existing Intermodal Facilities and Bus Routes Serving Baseline Road Station .. 8-97
Figure 8-54: Baseline Road Station Area Intermodal Opportunities ........................................ 8-98
Figure 8-55: Cotta Road Station Location ................................................................................ 8-99
Figure 8-56: Existing Intermodal Facilities and Bus Routes Serving Cotta Road Station ..... 8-102
Figure 8-57: Cotta Road Station Area Intermodal Opportunities ........................................... 8-103
Figure 8-58: Narahenpitiya Station Location .......................................................................... 8-104
Figure 8-59: Existing Intermodal Facilities and Bus Routes Serving Narahenpitiya Station . 8-107
Figure 8-60: Narahenpitiya Station Area Intermodal Opportunities ....................................... 8-108
Figure 8-61: Nawinna Station Location .................................................................................. 8-109
Figure 8-62: Existing Intermodal Facilities at Nawinna Station .............................................. 8-111
Figure 8-63: Nawinna Station Area Intermodal Opportunities ............................................... 8-112
Page xv
Figure 8-64: Maharagama Area ............................................................................................. 8-113

Figure 8-65: Existing Intermodal Facilities and Bus Routes Serving Maharagama Station .. 8-116
Figure 8-66: Maharagama Station Area Intermodal Opportunities ........................................ 8-117
Figure 8-67: Existing and New Location of Malapalla 7 Makumbura Station ........................ 8-118
Figure 8-68: 3D Imagery of Makumbura Bus Terminal .......................................................... 8-119
Figure 8-69: Homagama Station Location ............................................................................. 8-120
Figure 8-70: Existing Intermodal Facilities and Bus Routes Serving Homagoma Station ..... 8-123
Figure 8-71: Homagoma Station Area Intermodal Opportunities ........................................... 8-124
Figure 8-72: General recommendations for Major Multimodal Centres ................................. 8-126
Figure 8-73: General recommendations for Major Bus – Rail Interchanges .......................... 8-126
Figure 8-74: General recommendations for RTS – Rail Interchanges ................................... 8-126
Figure 8-75: General recommendations for Waterway – Rail Interchanges .......................... 8-126
Figure 8-76: General recommendations for Major Park and Ride Stations ........................... 8-127
Figure 8-77: General recommendations for Urban Local Stations ........................................ 8-127
Figure 8-78: General recommendations for Local Stations ................................................... 8-127
Figure 8-79: Colombo Fort - Maradana Area ......................................................................... 8-132
Figure 8-80: Fort and Maradana Station Heritage Vale ......................................................... 8-133
Figure 8-81: Heritage Priority (Fort) ....................................................................................... 8-133
Figure 8-82: Heritage Priority (Maradana) ............................................................................. 8-134
Figure 8-83: Example of protected heritage station – Strasbourg, France ............................ 8-134
Figure 8-84: Removing footbridge near Maradana station for cleared view .......................... 8-135
Figure 8-85: New Higher Shed with Heritage Building at back .............................................. 8-136
Figure 8-86: Possible new station area underneath Fort ....................................................... 8-136
Figure 8-87: Example of new concourse underground in St. Lara Station, Paris .................. 8-137
Figure 8-88: Top Down Construction under a heritage building to create four additional
levels .................................................................................................................. 8-138
Figure 8-89: Example of stabling and maintenance areas and central station locations ....... 8-139
Figure 8-90: Dehiwala Existing Layout Plan overlapped onto Google Earth Map ................. 8-148
Figure 8-91: Dehiwala Proposed Layout Plan overlapped onto Google Earth Map .............. 8-149
Figure 8-92: Moratuwa Existing Layout Plan overlapped onto Google Earth Map ................ 8-151
Figure 8-93: Moratuwa Proposed Street Layout Plan overlapped onto Google Earth Map .. 8-152
Figure 8-94: Moratuwa Proposed Station – Intermodal Hub / Station Forecourt Plan at
Street Level ........................................................................................................ 8-153
Figure 8-95: Moratuwa Proposed Station – Optional Intermodal Hub Plan at Footbridge
Level .................................................................................................................. 8-154
Figure 8-96: Gampaha Existing Station –Plan overlapped onto Google Earth ..................... 8-156
Figure 8-97: Gampaha Proposed Station –Plan overlapped onto Google Earth ................... 8-157
Figure 8-98: Gampaha Proposed Station –Station Entrance Zoom_Platform Level Re-
organized Pickup Lanes .................................................................................... 8-158
Page xvi
Figure 8-99: Gampaha Proposed Station –Station Entrance Zoom_Footbridge Level New
Road deck – Auto/Taxi Drop off at Footbridge Level ........................................ 8-158
Figure 9-1: Example of single deck EMU ................................................................................. 9-1
Figure 9-2: Examples of stainless steel EMUs ........................................................................ 9-3
Figure 9-3: Example of articulated trainset .............................................................................. 9-4
Figure 9-4: Schematics of transversal and longitudinal seat arrangements ............................ 9-4
Figure 9-5: Examples of platform and roof platform examination tracks ................................. 9-9
Figure 9-6: Example of external washing machine ................................................................ 9-10
Figure 9-7: Examples of Level 3 maintenance shed components ......................................... 9-11
Figure 9-8: Examples of Level 4 maintenance shed tracks ................................................... 9-12
Figure 9-9: Draft sketch layout of Level 1 &2 maintenance area ........................................... 9-14
Figure 9-10: Draft schematic layout of Level 3 maintenance area .......................................... 9-15
Figure 9-11: Draft schematic layout of Level 4 maintenance area .......................................... 9-15
Figure 10-1: Steel Truss Bridge ............................................................................................... 10-9
Figure 10-2: Steel Plate Girder Bridges ................................................................................... 10-9
Figure 10-3: Steel troughs bridges ......................................................................................... 10-10
Figure 10-4: Precast Slab girder bridges. .............................................................................. 10-11
Figure 10-5: Encased Steel Deck Construction ..................................................................... 10-11
Figure 10-6: Pre-cast Prefabricated substructure together with pre cast superstructure. ..... 10-12
Figure 10-7: Overpass Highway Bridge Sample Detail.......................................................... 10-13
Figure 10-8: Maradana to Panadura Overpass Highway Bridges ......................................... 10-14
Figure 10-9: Maradana to Panadura Overpass Footbridges ................................................. 10-15
Figure 10-10: Overhead Bridges in Mount Lavinia .................................................................. 10-18
Figure 10-11: Maradana to Panadura Railroad Bridges .......................................................... 10-18
Figure 10-12: Maradana to Veyangoda Overpass Highway Bridges ....................................... 10-20
Figure 10-13: Maradana to Veyangoda Overpass Footbridges ............................................... 10-21
Figure 10-14: Maradana to Veyangoda Railroad Bridges ........................................................ 10-25
Figure 10-15: Pedestrian Culvert Crossing at Gampaha ......................................................... 10-28
Figure 10-16: Condition of Duplication Road and Maligawatta School Lane Bridges ............. 10-29
Figure 10-17: Conditions of Bridge Decks in the Main Line ..................................................... 10-29
Figure 10-18: Defect in Overpass Footbridges ........................................................................ 10-30
Figure 10-19: Conditions of Steel Overpass Bridges ............................................................... 10-31
Figure 10-20: Example of Damaged Railway Culvert .............................................................. 10-31
Figure 10-21: Locations for Highway Bridge Replacement...................................................... 10-32
Figure 10-22: Highway overpass bridges needing replacement .............................................. 10-32
Figure 10-23: Location of level crossings on main line ............................................................ 10-34
Figure 10-24: Location of level crossings on coast line ........................................................... 10-35
Figure 10-25: ML01 – existing and proposed situation ............................................................ 10-36
Page xvii

Figure 10-34: ML10 bis – existing and proposed situation ...................................................... 10-43
Figure 10-54: CL01 – existing and proposed situation ............................................................ 10-59
Figure 10-59: CL04 bis – existing and proposed situation ....................................................... 10-63
Figure 12-1: Cost and benefits chronicle (in 2016$ million) ..................................................... 12-4
Figure 12-2: Sensitivity Analysis (%)........................................................................................ 12-4
Figure 13-1: Example of a Community on the Coastal Line using Railway Reservations ..... 13-19
Page xviii
Figure 13-2: Temple close to Kelaniya Railway Station that will need protection.................. 13-21
Figure 13-3: Example of the Railway Reservation Lands Used as Access Road to
Communities ...................................................................................................... 13-24
Figure 14-1: Sri Lanka Ministry of Transport & Civil Aviation Organizational Chart ................ 14-3
Figure 14-2: Sri Lanka Railways Organizational Structure ...................................................... 14-4
Figure 14-3: Colombo Suburban Railway Project Management Unit Organizational
Structure .............................................................................................................. 14-5
Figure 14-4: Project Implementation Schedule ........................................................................ 14-7
LIST OF TABLES
Table 2-1: Population and communities in four corridor areas of railway lines ...................... 2-3
Table 2-2: Density of Population in four Corridor Areas of Four Railway Lines in 2012 ........ 2-4
Table 2-3: Population increase/decrease in Divisional Secretary Areas of the Corridor
areas in four railway lines ...................................................................................... 2-5
Table 2-4: Percentage distribution of Population by ethnic groups in the Western
Province in 2012 .................................................................................................... 2-6
Table 2-5: Percentage Distribution of Population by Religion in the Western Province in
2012 ....................................................................................................................... 2-7
Table 2-6: Number of Grama Niladhari Divisions along the Railway Lines .......................... 2-11
Table 2-7: Summary Description of Main town centres located in the railroad catchment... 2-13
Table 2-8: Climate parameters for Colombo ......................................................................... 2-16
Table 2-9: Air quality parameters for Gampaha and Veyangoda measured in 2014 ........... 2-22
Table 2-10: 2-23
Table 2-11: Vibration levels measured at two locations along the main line .......................... 2-23
Table 2-12: Some of the Historical Earthquakes in and around Sri Lanka ............................. 2-32
Table 3-1: Structure of the current traffic on the corridor (source SLR) ................................. 3-6
Table 3-2: First 15 station to station origin-destination (both direction daily traffic) ............... 3-7
Table 3-3: Traffic load per section .......................................................................................... 3-8
Table 3-4: Daily boarding/alighting at stations, source: SLR .................................................. 3-9
Table 3-5: 3-13
Table 3-6: Transport mode used to access boarding station and final destination .............. 3-13
Table 3-7: Main boarding stations used by train passengers ............................................... 3-14
Table 3-8: Main boarding stations used by bus passengers ................................................ 3-14
Table 3-9: Frequency of use for bus and train ...................................................................... 3-15
Table 3-10: Reasons given to use bus rather than train among bus passengers .................. 3-16
Table 3-11: Rail demand elasticity coefficients ....................................................................... 3-17
Table 3-12: Megapolis Transport Demand Analysis Scenarios .............................................. 3-23
Table 3-13: Veyangoda – Panadura Daily Ridership Forecasts (both directions) .................. 3-27
Page xix
Table 3-14: Population forecast for Megapolis and JICA (COMTrans) high growth
scenarios.............................................................................................................. 3-28
Table 3-15: Slow Growth Transport Demand Scenarios Analysis .......................................... 3-29
Table 3-16: Veyangoda – Panadura Daily Ridership Forecasts (both directions) with
Slow Growth Scenario ......................................................................................... 3-29
Table 3-17: Sensitivity analysis ............................................................................................... 3-33
Table 4-1: Estimates of Colombo Suburban Train Services per Peak Hour in 2035 ............. 4-4
Table 4-2: Guideline for the Coupling of Mainline Intercity Trains .......................................... 4-7
Table 4-3: Estimates of Colombo Suburban Train Services per Peak Hour in 2025 ........... 4-10
Table 4-4: Daily passenger service level by time frame ....................................................... 4-12
Table 4-5: Journey Time table: Maradana – Polgahwela: Train stopping at all stations ...... 4-15
Table 4-6: Journey Time table: Maradana – Polgahwela: Train stopping at selected
stations................................................................................................................. 4-16
Table 4-7: Journey Time table: Maradana to Kalatura South: Train stopping at all
stations................................................................................................................. 4-17
Table 4-8: Journey Timetable: Maradana – Kalatura South: Train stopping at selected
stations................................................................................................................. 4-18
Table 4-9: Main Line service capacity estimates in 2025 and 2035 ..................................... 4-21
Table 4-10: Coast Line service capacity estimates in 2025 and 2035 ................................... 4-22
Table 4-11: Main Lien and Coast Line 2025 and 20235 turnback requirements .................... 4-24
Table 4-12: Track occupation on Main Line and Coast Line in 2025 and 2035 ..................... 4-25
Table 4-13: Colombo Suburban Lines - Estimates of rolling stock requirements for 2025 .... 4-30
Table 4-14: Colombo Suburban Lines - Estimates of rolling stock requirements for 2035 .... 4-30
Table 4-15: Main Line and Coast Line Estimates of 2025 and 2035 Train-kms ..................... 4-32
Table 4-16: headways under normal operations and disturbed operations............................ 4-50
Table 4-17: Summary of operational indicators ...................................................................... 4-52
Table 4-18: proposed passengers services ............................................................................ 4-53
Table 4-19: Additional turnback and stabling position needed in 2025 and 2035 .................. 4-54
Table 5-1: Track Length on the Coast Line from Panadura to Colombo Fort......................... 5-1
Table 5-2: Curves and Gradient on the Coast Line from Colombo Fort to Panadura ............ 5-1
Table 5-3: Summary of Curves on Coast Line from Maradana Station to Kalutara South ..... 5-2
Table 5-4: Summary of Gradients on Coast Line from Maradana Station to Kalutara
South...................................................................................................................... 5-2
Table 5-5: Track Length on the Coast Line from Panadura to Colombo Fort......................... 5-3
Table 5-6: Curves and Gradient on the Coast Line from Maradana to Colombo Fort ............ 5-3
Table 5-7: Summary of Curves on Coast Line from Colombo Fort to Maradana ................... 5-3
Table 5-8: Summary of Gradients on Coast Line from Colombo Fort to Maradana ............... 5-3
Table 5-9: Track Length on the Main Line from Maradana to Veyangoda ............................. 5-4
Table 5-10: Curves and Gradient on the Main Line from Maradana to Veyangoda ................. 5-4
Table 5-11: Summary of Curves on Main Line from Maradana Station to Tunnel 1 ................ 5-5
Table 5-12: Summary of Gradients on Main Line from Maradana Station to Tunnel 1 ............ 5-5
Page xx
Table 5-13: Standards for Modernization under Proposed Limiting Design Parameter ........... 5-7
Table 5-14: Density of Monoblock Concrete Sleepers ........................................................... 5-39
Table 5-15: Criteria for the Installation of Rail Extension Joint ............................................... 5-54
Table 5-16: Envisaged Solutions to Attain Electrical Clearance ............................................. 5-56
Table 5-17: Alignment Design Criteria .................................................................................... 5-62
Table 5-18: New Tracks Quantity of Works ............................................................................ 5-94
Table 5-19: Coast Line Quantity of Works .............................................................................. 5-95
Table 5-20: Main Line Quantity of Works................................................................................ 5-97
Table 6-1: Sri Lanka Power Generation January to June 2015 (GWh) .................................. 6-2
Table 6-2: Main Input Data for the Traction Power Supply Simulation ................................... 6-7
Table 6-3: Power at Traction Substations ............................................................................. 6-10
Table 6-4: Reference Simulation Power Demand at Traction Substations .......................... 6-11
Table 6-5: Reference Simulation Current Density in Each Conductor ................................. 6-11
Table 6-6: Sensitivity Test Simulation Power Demand at Traction Substations ................... 6-14
Table 6-7: Sensitivity Test Simulation Current Density in Each Conductor .......................... 6-15
Table 6-8: Maximum permissible body voltage .................................................................... 6-33
Table 8-1: Station typology on Main Line ............................................................................... 8-4
Table 8-2: Station typology on Puttalam Line ......................................................................... 8-6
Table 8-3: Station typology on Coast Line .............................................................................. 8-7
Table 8-4: Station typology on KV Line................................................................................... 8-8
Table 10-1: Standard vertical clearance requirement for Sri Lankan Bridges. ....................... 10-3
Table 10-2: Bridge list and location - Maradana to Veyangoda .............................................. 10-4
Table 10-3: Overhead - Maradana to Veyangoda .................................................................. 10-5
Table 10-4: Bridge list and location – Maradana to Panadura ............................................... 10-6
Table 10-5: Overhead – Maradana to Panadura .................................................................... 10-7
Table 10-6: summary of actions for level crossings .............................................................. 10-65
Table 10-7: Overall Summary of Bridge Construction Works ............................................... 10-67
Table 10-8: Coast Line Bridge Construction Works.............................................................. 10-67
Table 10-9: Main Line Coast Line Bridge Construction Works ............................................. 10-68
Table 11-1: Investment Costs Summary................................................................................. 11-2
Table 11-2: Existing (2015) Operating and Maintenance Costs in the Sri Lanka Railways ... 11-3
Table 11-3: Estimated Operating and maintenance costs on the Veyangoda – Panadura
corridor ................................................................................................................. 11-4
Table 12-1: Summary of Estimated Investment Costs (in 2016 USD millions) ...................... 12-2
Table 12-2: Calculation of Shadow Exchange Rate Factor (Source: ADB) ............................ 12-2
Table 12-3: Cost and benefits of the project ........................................................................... 12-3
Table 12-4: Weighted Average Cost of Capital ...................................................................... 12-6
Table 12-5: Costs and revenues of the project (in 2016 present value) ................................. 12-6
Table 13-1: List of native plant species suitable for replanting in the area ........................... 13-12
Page xxi
Table 13-2: Location of the Coastal and Main Line Railway Tracks and Railway Stations .. 13-17
Table 13-3: Number of Primary structures affected within the Corridor area of 20 Meters .. 13-18
Table 13-4: Socio-economic Profiles of Affected Households in 8 Grama Niladhari
divisions in Kelaniya DS area (N=570) .............................................................. 13-20
Table 13-5: Number of Primary Structures Affected in the Demarcated areas for Land
Acquisition.......................................................................................................... 13-21
Table 13-6: Improvements to Railway Stations on the Main line .......................................... 13-22
Table 13-7: Level Crossings in Maradana to Veyangoda and Fort to Panadura ................. 13-23
Table 13-8: Estimated Resettlement Budget ........................................................................ 13-31
Table 13-9: Summarized details of Project related administrative divisions ......................... 13-32
Table 13-10: Official Poverty line (per capita monthly expenditure Rs per month) ................ 13-32
Table 13-11: Poverty head count index and poor population ................................................. 13-33
Table 13-12: Monthly Poverty Line ......................................................................................... 13-35
Table 13-13: Employment composition of project related district population ......................... 13-35
Table 13-14: Employment composition of DSDs population .................................................. 13-36
Table 13-15: Employment composition in GN divisions ......................................................... 13-36
Table 13-16: Average household monthly income of DSDs and GNDs ................................. 13-37
Table 13-17: Distribution of Drinking Water ............................................................................ 13-38
Table 13-18: Distribution of Sanitary Facilities ....................................................................... 13-38
Table 13-19: Vulnerable Households ...................................................................................... 13-38
Table 13-20: Summary of Stakeholders Views ....................................................................... 13-39
Table 14-1: Implementation Schedule .................................................................................... 14-6
Page xxii
LIST OF ABBREVIATIONS
AC Alternate Current
ADB Asian Development Bank
ADE Assistant District Engineer
AOEB Automatically Operated Electrical Barriers
AP Affected People
BRT Bus Rapid Transit
CC&CRM Coast Conservation & Coastal Resources Management Department
CSS Country Safeguard System
CCTV Central Control Television
CEM Chief Engineer Motive power
CGR Ceylon Government Railway
CLS Colour Light Signalling
CME Chief Mechanical Engineer
CMR Colombo Metropolitan Region
CMRSP Colombo Metropolitan Region Structure Plan
CTC Central Traffic Control SLR
CoMTrans Colombo Metropolitan Region Urban Transport Master Plan Study
CSRP Colombo Suburban Railway Project
CSTE Chief Signal and Telecommunication Engineer
CUTS Colombo Urban Transport Study
CEB Ceylon Electric Board
DC Direct Current
DE District Engineer
DSTE Deputy Chief Signal & Telecommunication Engineers
DMRC Delhi Metro Rail Corporation
DMU Diesel Multiple Unit
DNS Do-nothing Scenario
DTC Driving Trailer Coach
DTL Deputy Team Leader
DIR District Signal & Telecommunication Inspector
DPC Driving Power Coach
ECTC Electronic Centralized Traffic Control
EIA Environmental Impact Assessment
EIAR Environmental Impact Assessment Report
Page xxiii
EIRR Economic Internal Rate of return

EMI Electro-Mechanical Interlocking
EMP Environmental Management Plan
EMoP Environmental Monitoring Plan
EOB Electrically Operated Barriers
ERD External Resources Department
FIRR Financial Internal Rate of return
GM General Manager
GMR General Manager of Railways SLR
GRC Grievance Redress Committee
HS Hand Signals
ICD Inland Container Depot
IEE Initial Environmental Examination
IXM Independent External Monitors
IESL institute of Engineer of Sri Lanka
IPSA initial Poverty and Social Analysis
ELS Electric locomotive shed
EPCS Electric Power Coach Shed
HLS Hydraulic Locomotive Shed
IPW Inspectors of Permanent Way
ITS Intelligent Transport Systems
JICA Japan International Cooperation Agency
JV Joint Venture
KPI Key performance indices
KV Kelani Valley
LAA Land Acquisition Act (1950, 1964, 1986)
LARC Land Acquisition and Resettlement Committee
LC Locally Controlled
LOEB Locally Operated Electrical Barriers
LRT Light Rail Transit
MIS Management Information System
MS -Mechanical Signalling
MOF Ministry of Finance
MOT Ministry of Transport and Civil Aviation
MRT Mass Rapid Transit
Page xxiv
NEA National Environmental Act (1980, 1988 and 1993)

NBD National Budgets Department
NIRP National Involuntary Resettlement Policy
NGO Non Governmental Organization
NPA National Procurement Agency
NPD National Planning Department
OCC Operations Control Centre SLR
OCS Overhead Contact System
OFC Optical Fibre Communications
PCS Power Coach Shed
PD Project Director
PMU Project Management Unit
PPTA Project preparatory technical assistance
RF Resettlement Framework
RI Relay Interlocking
RIP Resettlement Implementation Plan
ROW Right of Way
SLGRTTC Sri Lanka-German Railway Technical Training Centre
SLR Sri Lanka Railways
SPS Safeguard Policy Statement (Asian Development Bank)
STI Signal & Telecommunication Inspector
TA Technical Assistance
TC Trailer Coach
TEU Twenty Feet Equivalent Unit
TOR Terms of Reference
UI Un interlocked
V Volts
VPI Vital Processor Interlocking
WRMP Western Region Megapolis Plan/Planning Authority
WRMPP Western Region Megapolis Plan Project
W&W Way & Works
Page xxv
1 INTRODUCTION
1.1 P ROJ ECT BACKGROUND

1.1.1 Project Context
1. ADB's Country Partnership Strategy 2012-2016 aims at supporting sustainable

economic growth by developing viable multimodal transport systems, including
railways and the public transport system.
2. The ensuing project will be processed as a project loan; the scope being defined by
this project preparatory technical assistance (PPTA) and project preparation including
design and support for procurement and safeguards which will be provided under a
proposed technical assistance loan (TA loan).
3. Project Preparatory Technical Assistance Report and Initial Poverty and Social
Analysis were prepared in December 2015. Expressions of interest for this TA were
submitted in early January 2016 and proposals were submitted at the beginning of May
2016.
4. Expected benefits include positive impacts on economic activities, the environment,

and health of residents of Colombo Metropolitan Region (CMR), aligned with the
Government of Sri Lanka's Strategic Plan for Transport Management in the CMR. The
outcome will be improved transport capacity and service quality in the suburban
railway network of Sri Lanka Railways (SLR).
1.1.2 The Consultancy Services
1.1.2.1 Objectives of the Consultancy Services
5. The main objective of the assignment is to accompany Sri Lanka Railways in the
course of defining a commuter rail strategy for Colombo Metropolitan Region to be set
up over the next 20 years and define necessary phased investments reaching below
objectives:
■ Enhance quality & reliability service

■ Improve punctuality
■ Reduce travel time
■ Rationalize timetable
■ Increase capacity
■ Introduce frequency based suburban service
■ Improve cost efficiency
■ Improve safety
■ Facilitate access including for disabled and elderly people
■ Reduce environmental impacts
■ Service some areas not covered yet by rail suburban
6. This will result in a phased investment programme, at short, medium and long term.
Page 1-1
7. The aim of this project preparatory technical assistance (PPTA) is to assisting in the
preparation of the short-term investment programme to be financed through a loan
proposed by ADB. This will result in the preparation of components of the envisaged
loan. Loan preparation involves justifying the technical feasibility, economic viability
and financial soundness of a project. This preparation phase is to be undertaken in
close collaboration with ADB staff in charge.
1.1.2.2 Scope of the Consultancy Services
8. The TA is divided into 8 main tasks, as follows:
■ Task 1 - Mobilization, review of existing studies and diagnosis;

■ Task 2 – Demand and traffic study;
■ Task 3 – Operations plan and network definition;
■ Task 4 – Technical feasibility;
■ Task 5 – Impact on poverty reduction, environment and social and gender issues;
■ Task 6 – Procurement support;
■ Task 7 – Economic and financial analysis;
■ Task 8 – Institutional assessment.
9. The following chart in Figure 1-1 schematically illustrates the different proposed tasks.
Figure 1-1: Schematics of PPTA Tasks
10. The first stage was through review of previous studies, on site visits and meetings with
stakeholders, especially railways and ministry of transport to assess current condition
Page 1-2
of railway services and identify problems and potential solutions. In parallel a demand
study will be conducted so to assess likely evolution of demand over 20 years.
11. During the second stage we have, on one side, defined required capacity on the basis
of demand analysis and operation analysis and then defined potential improvements
on the network. This has included mainly:
■ Creation of new lines;

■ Rehabilitation / modernization of existing lines;
■ Electrification of existing lines;
■ Procurement of rolling stock;
■ Modernisation of signalling;
■ Improvement of maintenance and stabling facilities; and
■ Improvement of stations.
12. This has resulted in a long list of projects with date of implementation and first cost
estimate. Expected impacts of such improvements has been tested in terms of traffic,
financial performance and environmental impacts. Likely constraints such as
resettlement have been identified.
13. This long list of projects has then been organised into short (5 years), medium (10
years) and long term (20 years) projects based also on financing capacities of Sri
Lanka and Government of Sri Lanka. Components of the short-term investment
programme have then gone through feasibility study so to assess their bankability for
ADB financing. An envelope of MUSD 300 has been envisaged at that stage.
14. The feasibility study of the different actions with cost-benefit analysis have been
prepared to decide on the priority intervention with the Government and the Bank.
1.1.3 General Description of Colombo Suburban Railways
15. The Western Province, which is also identified as the CMR, is on the western
seaboard of Sri Lanka and includes the capital, Colombo. It extends over 3,684 km2
with a population of 5.8 million (29% of the country), leading to the highest population
density of 1,581 persons/km2. Western provincial share of the national gross domestic
product (GDP) is around 43.4% and has recorded the highest per capita income of Rs
372,814 (approx. $2,922) in 2012.
16. The railway network, which consists of around 1,500 route-km, is operated by SLR.
Almost 90% of the railway network of the country is single track, with 126 km of double
tracks, 14 km of three tracks and 3 km of four tracks. All multiple lines are located
within the CMR. The suburban network is developed along four major corridors,
namely Main Line, Coastal Line, Kelani Valley Line and Puttalam Line totalling around
230 km.
17. Though railway modal share is currently relatively low it provides an important
commuter service during the peak period from the outer suburbs to central Colombo.
Figure 1-2 shows Colombo Suburban railway lines. Main line and Coast line have
reached capacity limits during peak hours.
18. Main reasons for stagnant ridership are:
Page 1-3
■ Low operating speed

■ Insufficient capacity
■ Lack of comfort
■ Unsuitable multimodality
■ Delays
19. Commuter services are provided under fares which are low even compared to bus
fares.
Figure 1-2: Colombo Suburban Railway Lines
1.1.4 The PPTA Study Area
20. For the Colombo suburban rail strategic plan, the PPTA will encompass the study area
covering the four major corridors, Main Line, Coastal Line, Kelani Valley Line and
Puttalam Line, including:
■ Main line: Colombo Fort to Veyangoda and to Polgahawela (for possible signalling
and communications improvements);
■ Coastal line: Colombo Fort to Kalatura South;
■ Puttalam line, that diverts from the Main line at Ragama and goes to Negombo;
■ Kelani Valley line, that diverts from the Main line at Maradana and goes to
Homagama.
Page 1-4
1.2 CONTENT OF THE DOCUMENT

1.2.1 Objectives of the Report
21. This Report is presenting all findings of the PPTA, with a diagnostic of the Colombo
Suburban Railway system, proposals for its modernization and electrification of the
system in all of its components, and for development of the system.
1.2.2 Structure of the Report
22. This Report is comprised of the following chapters:
■ Chapter 1: Introduction
■ Chapter 2: Context
■ Chapter 3: Demand
■ Chapter 4: Operations
■ Chapter 5: Track
■ Chapter 6: Electrification
■ Chapter 7: Signalling
■ Chapter 8: Stations
■ Chapter 9: Rolling stock and maintenance
■ Chapter 10: Bridges
■ Chapter 11: Costs
■ Chapter 12: Economic and financial analysis
■ Chapter 13: Safeguards
■ Chapter 14: Implementation
23. In addition, Volume 2 of the Final Report includes drawing in A3 format.
Page 1-5
2 P ROJ ECT CONTEXT
2.1 INTRODUCTION
24. This Chapter presents the study area current natural and socioeconomic conditions,
including the existing baseline physical and natural environment, demographic, social
and economic conditions in the corridors of the four railway lines in Colombo
Metropolitan Region; and the on-going relevant transport projects.
2.2 COMMUNITIES AND P OP ULATION

2.2.1 Study Area and Administrative Boundaries
25. This Section presents the existing baseline demographic, social and economic
conditions in the corridor areas of the four railway lines servicing the Colombo
Metropolitan Region: 1) the main line from Colombo Fort to Veyangoda (37.6 km), 2)
the coastal line from Colombo Fort to Kalutara South (42.5 km), 3) the Puttalam line,
that diverts from the
mainline at Ragama
and goes to Negombo
(23.3 km and 4) the
Kelani Valley line that
diverts from the main
line at Maradana and
goes to Homagama
(26.5 km).
26. The corridor areas are

located in three
districts of Colombo,
Gampaha and
Kalutara in the
Western Province and
within the Colombo
Metropolitan Region
(CMR) as identified
with its boundaries
based on the district
administrative
boundaries (see
Figure 2-1).
Figure 2-1: Sri Lanka Map

with District Boundaries
Page 2-1
2.2.2 Study approach
27. The first section provides a broad overview of the existing demographic, social and
economic conditions in the study areas of the four railway lines and at district and
province levels. This study of socio-economic conditions on four railway transport
corridors and the district and Provincial level information was to understand the
potential railway transport demand and key factors influencing such demand by using
more railway operations. These factors include the population growth, population
density and urban development, expansion of commercial, industrial and services in
urban centres with ongoing development projects and generation of new employments,
the potential in demand from the users of private motor vehicles including the student
population.
2.2.3 Methodology
28. The methodology employed included reviews of documents published by the

Department of Census and Statistics, Central Bank of Sri Lanka, unpublished
documents prepared by Divisional Secretariats in the study area and other documents
available from the relevant organizations.
29. The Divisional Secretaries (DS) and the planning division were consulted to obtain
information on social and economic conditions in each Divisional Secretary area and to
identify the Grama Niladhari Division (GNDs) areas on both sides of the railway tracks.
The potentially project affected households from land acquisition and land use
restrictions, i.e., reservations within each of the railway improvement corridors are
difficult to be identified at this time and therefore, it was decided to document field
observations and estimates. The expansion of the capacity of railway lines for railway
electrification such as track improvements, additional tracks, upgrading railway
stations, improved access roads and railway crossings, upgrading railway stations and
the improved infrastructure facilities will have both positive and negative impacts for
local communities and therefore, the awareness and cooperation for project activities
from the Divisional Secretariats are required.
30. The Consultant visited 15 DS offices and briefed the Divisional Secretary/Assistant
Divisional Secretary and the Assistant Director, Planning regarding the proposed
Colombo Sub Urban Railway Project and collected socio-economic information. The
social and economic conditions in the GNDS will be examined in more detail in the
initial social impact assessment once the project components and track improvements
are decided and it may require acquiring either private land or vest the railway lands
occupied by illegal occupants in GND areas identified in this initial assessment.
Although the actual extent of land requirements for railway track improvements and
railway stations have not yet been decided, the consultant identified GNDs and
collected basic socio-economic information to understand possible social and
economic impacts from land acquisition in each corridor areas of four railway lines.
Each DS office has a document titled “Resource Profiles” containing demographic and
socio-economic information and the maps showing the Grama Niladhari Divisions and
their boundaries.
2.2.4 Communities and Population
31. The total population and communities in the corridor areas of four railway lines are
presented in Table 2-1.
Page 2-2
32. The four corridor areas of the railway lines which are located in three districts of
Colombo, Gampaha and Kalutara in the Western province had a population of 3.06
million in 2012 which was about 16% of the total population in the country and about
52% of the total population in the Western province (Census of Population and
Housing, 2012). It is estimated that about 2000 urban and rural communities are in 935
GND areas (the GN area is the smallest administrative division and each GN area has
about 2 to 3 communities and the average population varies from 1500 to 3000.)
Table 2-1: Population and communities in four corridor areas of railway lines
Population Number
Corridor areas DS divisions
(2012) of GNDs
Mail line -Colombo Fort to Kelaniya, Wattala, Gampaha and
690,096 335
Veyangoda (37.6 km) Attanagalla in Gampaha district
Coastal line - Colombo Dehiwala, Ratmalana, Moratuwa in
Fort to Kalutara South Colombo district and Panadura and Kalutara 694,735 229
(42.5 km) in Kalutara district
Kelani valley line – From
Sri jayawardnepura Kotte, Maharagama
Maradana to Homagama 542,253 142
and Homagama in Colombo district
(26.5 km)
Puttalam line -from
katana, and Negombo in Gampaha district 377,427 117
Ragama to Negombo
Common to Coastal line
Thimbirigasyaya 238,057 20
and Kelani valley line
Common to Main line,
Coastal line and kelani Colombo 323,257 35
valley line
Common to main line and
jaela 201,521 57
Puttalam line
Total 3,067,346 935
Source: Census of Population and Housing, 2012, Department of Census and Statistics
33. The density of population is considered as an indicator of the urbanization and the
concentration of residential population in specific locations. Table 2-2 presents the
density of population in DS area in four railway corridor areas.
34. The high density of population indicates the urbanized areas and densely populated
areas are around Colombo DS area (17,958 and 9919 per square kilometer) and along
the coastal areas (4511 per square kilometer). Generally, all DS areas have high
density of population compared to the average density of population in the Western
Province (Table 2-2).
35. The migration of workers to the export processing zones of Katunayaka and Biyagama
and residential development is considered as a major factor in the population increase
in Gampaha district that was a part of Colombo district until 1978. The improved road
transport facilities to Colombo District have an advantage for the residents in Gampaha
district to access to administrative services, education facilities and commercial
services in the Colombo district. The Kalutara district also had a population of 1.2
million in 2012 and it is the adjoining district with a large population commuting to
Colombo district for employments and services.
Page 2-3
Table 2-2: Density of Population in four Corridor Areas of Four Railway Lines in 2012
Land
Population Density
Corridor areas DS divisions area in 2
(2012) 2 per Km
Km
Mail line –Colombo Fort Kelaniya, Wattala, Gampaha and
690,096 319 2163
to Veyangoda (37.6 km) Attanagalla in Gampaha district
Coastal line – Colombo Dehiwala, Ratmalana, Moratuwa
Fort to Kalutara South in Colombo district and Panadura 694,735 154 4511
(42.5 km) and Kalutara in Kalutara district
Kelani valley line – From Sri jayawardnepura Kotte,
Maradana to Maharagama and Homagama in 542,253 176 3081
Homagama (26.5 km) Colombo district
Puttalam line –from katana, and Negombo in
377,427 166 2274
Ragama to Negombo Gampaha district
Common to Coastal line
Thimbirigasyaya 238,057 24 9919
and Kelani valley line
Common to Main line,
Coastal line and Kelani Colombo 323,257 18 17,958
Valley line
Common to main line
Ja-Ela 201,521 60 3359
and Puttalam line
Total 3,067,346 917 3345
Colombo district 2,323,826 676 3,438
Gampaha district 2,298,588 1,341 1,539
Kalutara district 1,214,880 1,576 771
Source: Census of Population and Housing, 2012 and Statistical Abstract 2013, Department of Census and
Statistics
36. Urban population and centres have been identified based on the decisions made by
the Ministry of local Government by considering the concentration of urban activities
and facilities. There are five Municipal Council (MC) areas in the project study area,
namely, Colombo, Dehiwala-Mount Lavinia, Moratuwa, Sri jayawardanepura-Kotte,
Negombo and Gampaha. The total population within the MC area varies from 67,990
in Gampaha MC to the Colombo MC area with a population of 693,596 in 2012.
Page 2-4
2.2.5 Population Increase/Decrease in the Divisional Secretary Areas selected

for the Study from 2001 to 2012
37. The population in the Western province increased from 3.87 million in 1981 to 5.84
million in 2012 and the average annual growth rate (AAGR) was 1.21%. However, the
AAGR was 1.65% and 1.25% in Gampaha and Kalutara districts respectively whereas
the AAGR in Colombo district was 1.05%. The following Table 2-3 shows the
population increase or decrease in Divisional Secretary areas of the corridor areas in
four railway lines from 2001 to 2012.
Table 2-3: Population increase/decrease in Divisional Secretary Areas of the Corridor areas
in four railway lines
Average
Divisional Secretary Population Population annual
Increase Decrease
area (2001) (2012) growth rate
(%)
Colombo 380,946 323,257 - 57,689 -1.5
Homagama 186,050 237,905 51855 2.8
Maharagama 185,193 196,423 11,230 0.6
Sri jayawardanepura-
116,366 107,925 8,441 -0.7
Kotte
Thimbirigasyaya 266,154 238,057 28,097 -1.0
Dehiwala 101,830 88,962 12,868 -1.3
Ratmalana 108,716 95,506 13,210 -1.2
Moratuwa 177,563 168,280 9238 -0.5
Colombo district 2,239,696 2,323,826 84130 -0.3
Negombo 144,274 142,136 2138 -0.1
Katana 222,683 235,291 12,608 0.5
Wattala 160,127 175,525 15,390 1.0
Jaela 184,666 201,521 16,855 0.9
Gampaha 171,040 197,667 26,627 1.6
Attanagalla 134,364 137,339 2975 0.2
Gampaha District 2,060,470 2,298,588 238,118 1.0
Panadura 163,492 182,285 18693 1.1
Kalutara 141,829 159697 17,868 1.2
Kalutara district 1,065,635 1,214,880 149,245 1.2
Sri Lanka 18,797,200 20,277,600 1,480,400 0.8
Source: Department of Census and Statistics, census of population and housing, 2001 and 2011
38. The two districts of Kalutara (1.2%) and Gampaha (1.0%) reported the annual
population growth rates over 0.8% of the national average from 2001 to 2012. This
was due to the development of suburban areas of the Colombo district and migration
Page 2-5
of people from other districts choosing Gampaha and Kalutara districts for residence
with access to the Colombo district for their jobs, commercial activities and education
for their children. Some DS areas in Colombo had population decrease and it may be
due to the choice of suburban areas by some residents and out migration to foreign
countries. Therefore, it is assumed that these two districts of Gampaha and Kalutara
district will continue to attract migrants preferring the two neighbouring districts
contributing to the higher annual population growth rates in the Western province from
2016 to 2035.
2.2.6 Projected Population
39. The study done for Urban Transport Development Project for Colombo Metropolitan
Region and Suburban Areas by the Japan International Cooperation Agency (JICA) in
2014 forecasted to have higher population growth rates of 1.23% from 2020 to 2025
and 1.5% from 2026 to 2035 in the Western Province. This projection appears to be
very high. As indicated in Table 2-3 population in some DS areas in Colombo district
decreased from 2001 to 2012 and it is unlikely to have a total population increase from
5.8 million in 2012 to about 8 million in 2035 in the Western Province as projected by
the JICA study team. However, even with the low rate of population growth rate at
1.0% it is estimated to have the total population to about 6.5 million in 2020 in the
Western Province.
2.2.7 Population Characteristics in the Western Province in 2012
2.2.7.1 Population by Ethnic Group
40. The ethnic composition of the population in three districts is presented in Table 2-4.
Table 2-4: Percentage distribution of Population by ethnic groups in the Western Province
in 2012
Sri
Ethnicity Colombo Gampaha Kalutara
Lanka
Sinhalese 76.7 90.6 86.7 74.9
Sri Lankan Tamil 10.0 3.5 2.0 11.2
Indian Tamil 1.2 0.5 1.9 4.2
Sri Lankan Moor 10.5 4.2 9.2 9.2
Burgher 0.6 0.4 0.1 0.2
Malay 0.5 0.5 0.2
Other 0.5 0.3 0.1 0.1
Total 100.0 100.0 100.0 100.0
Source: Statistical abstract, 2013, Department of Census, page 84
41. Sinhalese are in the majority ethnic group in three districts. Ethnic minority group
includes Sri Lankan Tamil, Indian Tamil and Sri Lankan Moor and other groups. As a
percentage of the population, the minority ethnic group had the highest percentage
Page 2-6
found in Colombo district (about 23%) and the lowest percentage of 13% and 9% in
Gampaha and Kalutara districts respectively.
2.2.7.2 Population by Religion in the Western Province in 2012
42. Table 2-5 presents the composition of religious groups in three districts of Colombo,
Gampaha and Kalutara.
Table 2-5: Percentage Distribution of Population by Religion in the Western Province in

2012
Ethnicity Colombo Gampaha Kalutara Sri Lanka
Buddhist 70.7 71.5 83.5 70.2

Hindu 7.9 2.3 3.3 12.6
Islam 11.8 5.0 9.4 9.7
Roman Catholic 6.8 19.3 3.1 6.1
Other Christians 2.8 1.9 0.7 1.3
Other 0.1 0.1 - -
Total 100.0 100.0 100.0 100.0
Source: Statistical Abstract, 2013, Department of Census, page 91
43. Buddhists are the majority religious group and Hindus are 2.3% in Gampaha district
and 7.9% in Colombo district), Islam (5% in Gampaha district and 11.8% in Colombo
district, and Christians (3.8% in Kalutara district and 21.2% in Gampaha district making
up other religious groups.
2.2.7.3 Urban Population
44. The urban areas include all local government units administered by Municipalities and
Urban councils. According to the census of population in 2012, the urban population in
the country was 18.2% and 77.6% of total population in Colombo district was
categorized as urban. The percentages of urban population in Gampaha and Kalutara
districts were 15.6% and 8.9% respectively. Out of the total urban population of 3.7
million in Colombo district 44% were in the Colombo Municipal Council area, 20% in
Kaduwela Municipal Council area, 15% in Dehiwala Municipal Council area, 13% in
Moratuwa Municipal Council area and 8% in Sri Jayawardanepura, Kotte. The
population in five urban council areas in Colombo district, 5 urban council areas in
Gampaha district and 4 urban council areas in Kalutara district were also considered
as urban population. Generally, Sri Lanka has experienced low rate of urbanization in
the country.
2.2.7.4 Growth of Urban centres
45. In order to understand the pattern of urban development it is useful to understand the
historical aspects of development in the city of Colombo and the Colombo Municipal
Council area that has a population of 561,314 in 2012 with 47 wards. Its share of total
urban population is about 15% and the area includes two DS areas of Colombo and
Thimbirigasyaya.
Page 2-7
46. The city of Colombo has developed originally as a trading centre and a small seaport
used by the Arab, Chinese and Persian traders in the 14th century. With the occupation
of the maritime provinces of Sri Lanka by the Portuguese (1505-1658), the Dutch
(1658-1796) and the British (1796-18150 and after annexation of the Kandyan
Kingdom in 1815, and then from 1815 to 1948 under the British rule, Colombo city
became the capital city of the country. After independence in 1948, it continued to be
the capital city. Its historical role in terms of the military fort by the Portuguese (present
Fort area) and its outer area (Pettah) was occupied by the ruling elite, government
officers and traders.
47. The Colombo city became the centre of administration and the development of the
Colombo Port because of the growth of import and export trade in the plantation
sector. The growth and expansion of Colombo city is clearly reflected in the growth of
population from 211,274 in 1911 with a population density of 17,698 per square miles
to 562,160 with a population density of 39,098 per square kilometer in 1971. One of
the changes was the residential areas selected by the city elite to move towards to the
periphery of the city. The original areas occupied by the elite were then became the
congested residential locations of lower income groups.
48. The Fort and Pettah became the commercial centre and some of the residential areas
in the vicinity of Fort and Pettah are Hulsdorf, Kochchikade, Wolfendal, Slave Island
and Maradana which later became the centres of some commercial activities. The new
residential areas were developed towards Borella in the East, Kollupitiya and
Bambalapitiya in the south.
49. Urban centres are the locations where commercial, administrative and services are
available for the local residents, as well as the neighbouring communities and
commuters from other urban centres. In the project study area the central location of
Fort and Pettah has been the first order centre but Sri Jayawardane, Kotte and
Battaramulla town has been developing as a centre of administrative services. The
number of daily commuters to this new centre has been increasing.
50. In the Kelani Valley railway line a number of major urban centres are linked with the
road transportation such as Nugegoda, Maharagama, Kottawa and Homagama. They
are considered as the second order centres. Along the coastal railway line 4 urban
centres, Dehiwala, Moratuwa, Panadura and Kalutara are located and mainly serve the
coastal population. In Gampaha district, some urban areas were expanded and they
include Gampaha, Ja-Ela and Biyagama. The road widening along the Kandy road,
High Level road, Horana road, Galle road and the Outer Circular highway contributed
to increase rapid commercial development along these roads.
51. The study area also has a large number of institutions located and such institutions
can be grouped into categories such as central schools, universities, hospitals, banks,
security organizations, district and local government administration etc. A number of
large, medium and small-scale tourist hotels, restaurants, travel and tour agencies,
tourist shops and recreational outlets are located along the coastal line.
Page 2-8
2.2.8 Employed Population and Female Employments
52. The Western Province is the most developed and urbanized region in Sri Lanka and its
share of Gross Domestic Product was 43.4% in 2012. In terms of economic activities
the services sector contributed 64% and the share of industrial activities was 35%.
53. According to the Labour Force Participation study done by the Department of Census
and Statistics in 2014, 2.3 million were employed in the Western Province. This was
about 30% of the total employed population in the country and only 8% were engaged
in agricultural activities in 2010. About 69% of economically active population in
Colombo, Gampaha and Kalutara districts were males and 31% were females. The
average rate of labour force participation in three districts was 46% and 65% were men
and 35% were females. Colombo district shows the highest percentage of 68% of
employment contribution to the services sector, followed by Gampaha district (56%)
and Kalutara district 50%. These services include a wide range of activities such as
wholesale and retail trade, sale and repair of motor vehicles, transport, communication
etc. the industrial sector contribution to generate employment is about 24% in the
Western Province and the highest percentage is from Gampaha district (38%).
54. According to the Central Bank Annual Report in 2015, the recent increase in the labour
force was mainly due to the higher number of female employments and the percentage
of female employments in the total labour force increased from 35% in 2014 to 36.6%
in 2015. The number employed in the private sector and self-employed increased at a
higher rate between 2010 and 2015.
2.2.9 Student Population
55. It was reported that the total student population in the Western Province increased to
about 1.2 million in 2012 which include about 1 million school students, 43000
university students and other students and projected to increase the student population
to about 1.5 million in 2015 (JICA study, 2014). The highest number of popular schools
(schools having Advance Level science (1AB), schools having advanced level arts and
commerce (1C) students are in the Western Province (23%). In addition, a large
number international schools and primary schools are located in Colombo district. The
demand for transport from home to schools has been increasing.
2.2.10 Increase in Ownership of Private Modes of Transport in the Western

Province
56. According to the JICA study in 2014, the total number of vehicles based on the
revenue licenses in the Western province was about 1.3 million in 2012 and the annual
increase was about 8.3% during the previous years. The number of motor cars
doubled and the number of three wheelers increased by 3 times from 2002 to 2012.
The increase in ownership of motor vehicles was due to the creation of new jobs and
increased income levels in households and low interest rates for vehicle leasing. Such
conditions contributed to increase the purchase of private motor vehicles such as cars,
motor bicycles and three wheelers resulting higher demand in road traffic causing
traffic congestion and traffic accidents. Therefore, the improved quality of train
services will attract a portion of the present users of motor vehicles.
57. At national level, the observed growth between 2012 and 2016 is even higher with an
average of 9.8% per year. 2015 has seen a particularly high growth of the vehicle
Page 2-9
ownership. The following figure shows the private vehicle ownership growth rate at
national level.
Figure 2-2: National growth rate of private vehicle ownership (source: Ministry of Transport)
2.2.11 Ongoing Development Projects in the Western Region
58. The present government developed its “Megapolis Development Plan” to facilitate
urban development and this plan is envisioned and conceptualized to develop urban
areas in the Western region. The plan comprises mega projects to develop
infrastructure that would help to develop international trade, commercial, financial and
industrial activities. The Development of Colombo Central District and the Port City
project are expected to create the new environment for new business activities,
housing development, tourism and leisure. Since the demand for housing has been
increasing a number of housing development programs, particularly for low income
groups were implemented such as the Program for Semata Sevana where the national
Housing Development Authority provided credit and housing materials. The Urban
Development Authority implements 17 large scale housing projects and township
development in Maharagama, Homagama and Hanwella (for more details about these
projects, see Annual Report, 2015, Central Bank of Sri Lanka).
2.2.12 Land Requirements for Improvement of Railway Lines
59. The annual performance report prepared by the Ministry of Internal Transport in March
2015 highlighted two issues of the limited track capacity and insufficient platforms of
some railway stations which resulted in delays in railway operations between Fort and
Panadura and from Fort to Ragama. The first issue is the illegal occupation of about
13,000 acres (5200 hectares) and these lands can be cleared and used for
modernization of railway lines. These land reservations need to be vested with the
Department of Railways in order to use them for railway track improvements, future
developments as well as for reservations due to environmental reasons.
60. The Cabinet of Minister appointed a committee with the Chairperson of the General
Manger in 2009 to prepare a common policy to deal with encroachments on railway
Page 2-10
lands. The national policy on railway lands has been prepared and submitted to the
Cabinet in April 2009. The committee addressed key issues such as types of
encroachers (railway employees and others) and the procedure to take legal action for
ejectments.
61. The General Manger is responsible for management of lands and lands are vested in
the Railway Department for its use. Most of these lands are tracks, wayside
reservations, station premises, yards and workshop areas. It is estimated that 2000
acres are now encroached with permanent structures. Generally, the General manage
has authority to grant short-term leases (5 years) with the condition of not to construct
permanent structures and, therefore, those who have built structures on railway lands
are illegal occupants. The eviction of such persons can be done under only through a
legal action. Such legal procedures are time consuming and costly. A significant
number of railway employees have also encroached lands and built structures. The
committee recommended that the illegally occupied lands need to be identified and
vesting of such lands should be done in accordance with existing legal and statutory
provisions. The appropriate mechanisms to be developed is to establish a “railway
Resource Development Trust” and a Land Management Unit to manage the vested
lands.
62. A national Policy on Railway Lands was prepared to introduce strategies for the
management of railway lands and to survey and categorize railway lands to decide the
extents of land needs for reservations for environmental reasons, future development
and for commercial development. It was proposed to carry out a census of railway
lands and to decide the most suitable use for such lands. More importantly, the
development boundaries of the lands located in the areas and stretches where the
railway tracks need improvements. It is proposed that the boundary for any
construction activities to be 7.5 meters from the centre of the railway line. The policy
framework also includes the organizational structure for land management and
property development.
63. The number of GNDs along the four railway lines is presented in Table 2-6.
Table 2-6: Number of Grama Niladhari Divisions along the Railway Lines
No. of
Corridor areas DS divisions
GNDS
Main line -Colombo
Colombo in Colombo district and Jaela, Kelaniya,
Fort to Veyangoda 49
Wattala, Gampaha and Attanagalla in Gampaha district
(37.6 km)
Coastal line - Colombo Colombo, Thimbirigasyaya, Dehiwala, Ratmalana,
Fort to Kalutara South Moratuwa in Colombo district and Panadura and 75
(42.5 km) Kalutara in Kalutara district
Kelani valley line –
Colombo, Thimbirigasyaya, Sri jayawardanepura Kotte,
From Maradana to 32
Maharagama and Homagama in Colombo district
Homagama (26.5 km)
Puttalam line -from
Jaela, katana, and Negombo in Gampaha district 18
Ragama to Negombo
Total 174
Source: Divisional Secretary Offices, October and November 2016
Page 2-11
64. The Main line from Fort to Veyangoda goes through two districts of Colombo and
Gampaha and 49 GND areas area along the railway track. There is no readily
available information on the number of households occupying railway land and
encroachment has been identified as an issue by DS offices.
65. The section from Fort to Kalutara South is double tracked and about 60% of the track
runs at distance about 100 meters from the seacoast and the sea erosion in some
areas is reported. The reservations for the railway lines with future development may
be 7 to 10 meters from centre to either sides of the track. Out of 75 GND areas, 26 are
in the Panadura DS area and 17 are in the Moratuwa DS area. It appears that the
encroached lands are in these GNDs in the coastal line. It also runs through sandy
soils and marshy lands and need wide drains to be provided to carry storm water both
from the track as well as drainage from catchment areas to the sea. Some culverts
have been blocked by unauthorized structures. The existing drainage system has to be
improved.
66. This Kelani valley railway line runs southeast direction from Maradana station through
a number of urbanized areas in the city of Colombo. It runs through urban centres such
as Nugegoda, Maharagama, Kottawa and Homagama. Although the number of GNDS
along the railway line is 32, the number of roads crossed by the railway is about 40
from Maradana to Maharagama.
2.3 LAND US E AND MAIN ACTIVITIES

2.3.1 General Land Use Patterns
67. The most prominent use of the land in the project beneficial areas is home gardens
and other livelihood related buildings (58% to 99%). This is a common feature
observed in land use pattern related information in divisional secretariat divisions
through which proposed rail line falls from Veyangoda to Panadura. Agriculture can be
observed only in some DSDs in the railroad catchment and even it is not more than
10% to 15% in average. Forest cover available is negligible and it is not reported from
most of the 13 DSDs and even in the DSDs forest cover available it is not more than
4% maximum. Natural and manmade water bodies are reported from all 13 DSDs but,
it is also negligible and maximum coverage is 14%. This is same with the land area
comes under wetland. The information on land use patterns available in project
related 13 DSDs located in the rail line catchment area is shown in Table 4 of
Appendix 4 (Socio-economic data).
2.3.2 Economic Activities in the Railroad Corridor
68. Agriculture and Fisheries: The railroad corridor is not popular for conventional
irrigated agriculture which is commonly observed in other parts of the country.
Industries and other services are the main dominant economic features in the 13
divisional secretariat areas in which rail line is fallen. The data on percentage of
families categorized as agriculture and fisheries depicts the degree of significance
occupied by these two sectors in the economy of 13 DSDs. The maximum percentage
of families under agriculture reported from the 13 DSDs is 13% in Attanagalla DS and
minimum percentage is (0.3%) reported from Dehiwala DSD area. This is same with
percentage of families involved in fisheries, maximum in Ja-Ela DSD (10%) and
minimum from Thimbirigasyaya DSD ( 0.3% families) . The details of families involved
in agriculture and fisheries in each DSD relevant to the proposed project are shown in
Table 5 in Appendix 4.
Page 2-12
69. Industries and other services: The data available in DSDs indicates number of
industries and other services such as banks available in each DSD area. Moderately
significant number of service delivery institutions and industries are in the road corridor
from Veyangoda to Panadura. The number of large industries available in 13 DSDs is
423 and maximum reported is 97 in Kolonnawe DSD and minimum number is reported
from Mahara DSD which is 10. The total medium and small industries available in 13
DSDs are 1074 and maximum number is reported from Kolonnawe DSD (148 ) and
minimum number is able in Mahara that is 38. There are 278 public Banks and 235
private Banks located in the 13 DSD areas coming under the project corridor. The
distribution of industries and Banks among 13 DSDs are shown in Table 6 in
Appendix 4.
70. Main townships located in the railroad catchment area: Twelve main townships in
Western province are located in the railroad catchment. These are the centres to which
large number of people visit for various services. Table 2-7 provides a summary
description of these main townships
71. Most of the employees working in various organizations in these town centres travel in
railways. The nature of these town centres with regard to their facilities and benefits of
road improvement to these town centres from stakeholders’ point of view is detailed in
Section 11-3 of this report.
Table 2-7: Summary Description of Main town centres located in the railroad catchment
Town centre General Description
Veyangoda The rail line proposed to improve connects North and South of
the country. Location of Rail station in this township has
significantly helped for the development of the town. The
special economic centre of Veyangoda would benefit from
proposed improvements to the railway line.
Gampaha This is one of the main townships in western province located

in the corridor of the proposed rail line. Large number of tuition
classes is located in Gampaha and students of these
institutions would benefit from the improved rail line.
Ragama Ragama is one of the rapidly improving townships in

Gampaha district. Ragama teaching hospital is located in the
vicinity of the rail line. The main bus stand is also located
adjacent to the Ragama railway station.
Kelaniya Significant public centres such as Kelaniya temple and

Kelaniya University are located in the close proximity of
railway station. Kelaniya area is also rapidly developing due to
shifting of people from other area of Colombo for residences in
this peripheral area of Colombo city.
Page 2-13
Colombo This is the main urban centre through which the proposed rail
line traverses towards North and South. According to CGR,
staff in Fort railway station about 1 million population daily
visits to Colombo for various activities such as employment
and other services. Headquarters of most of the public
institutions are located in Colombo city. Some of these popular
institutions include Colombo general hospital, Kalubowila
hospital and many other private hospitals and government
ministries. Colombo is the main market centre from which
goods are transported to other parts of the country.
Bambalapitiya Bambalapitiya is the first railway station of the coast line

railroad. A large number of people daily travels to
Bambalapitiya town for various needs such as Employment
and other services.
Kollupitiya Kollupitiya is famous for tourism and therefore, few major

hotels are located. Improvements to railroad will enhance the
access facilities to this town centre.
Wellawatta Majority of the residential communities in Wellawatta are

Tamil. They have direct relations with people in Northern
province and therefore, improvement of rail line generates
direct benefits to this community. Wellawatta is also famous
for business activities and therefore, large number of migrant
community is observed in Wellawatta Town.
Dehiwala Dehiwala is also famous for tourism and for fishing activities.
Dehiwala is a famous business centre for the communities in
Dehiwala and Mount Lavinia area.
Moratuwa Moratuwa is the most famous wood industrial area and most
of the carpentry shop owners transport some of their furniture
in railway. According to Moratuwa railway station master, at
least 175-200 furniture items per day are transported from
Moratuwa railway station. In addition to furniture industry
Moratuwa is also famous due to Katubedda University and few
other schools.
Panadura A large number of people in Panadura area travel to Colombo

for employment in railway. Panadura is rapidly improving
urban centre.
Page 2-14
Kalutara This is one of the 3 major townships in Western province.

(Other two are Colombo and Gampaha). Kalutara is popular
for tourist industry and other institutions delivering public
services. Significantly large number of people travels “Kalutara
Bodhiya” which is famous among Buddhists.
Page 2-15
2.4 EXIS TING P HYSICAL AND NATURAL ENVIRONMENT

2.4.1 Climate
72. Colombo and Gampaha Districts have a wet tropical climate (Köppen-Geiger
classification: Af) with no cold or dry season as it is constantly moist (year-round
rainfall). The average temperature is 27.4 oC. Monthly average temperatures vary by
less than 2 °C. The range/ variation of diurnal mean temperatures is 6 - 7 °C. May is
the hottest month having a mean temperature of 28.3 °C, and January is the coolest
month with an average temperature of 26.6 °C. The driest weather is in January when
an average of 62 mm of precipitation occurs, whereas May is the wettest when an
average of 382 mm of precipitation occurs.
Table 2-8: Climate parameters for Colombo
2.4.2 Topography
73. A dominant physical aspect of the Colombo and Gampaha Districts is the extensive
network of watercourses. A large part of Colombo and Gampaha are below +30 m
MSL, and some areas in the east of Colombo are below the sea level. Rivers are
supplemented by numerous canals either draining the rainwater from the low-lying land
or constructed for water transportation purposes. According to field observations, the
topography of Colombo and Gampaha districts are flat with lower surface undulations.
74. In the area between Colombo to Mount Lavinia, the areas close to the sea are
dominated by residual hills and ridges. The coastal beach south of Dehiwala and
Mount Lavinia, the bedrock outcrops are intermittently seen in between offshore and
the present shore. The extensive lowlands on the lower part of the Kelani Ganga,
especially at Beira Lake areas (from Fort area towards Maradana), Maligawatte,
Urugodawatte, Peliyagoda, and Kelaniya have been filled with various types of
sediments. The rest of the project area along the main line is within the Attanagalu Oya
basin where low-lying areas and paddy fields are common.
Page 2-16
2.4.3 Water and Hydrology
2.4.3.1 Existing Drainage Pattern
75. Much of the water drains into Bolgoda River (Lagoon) in areas around Panadura and
Moratuwa. Areas close to Moratuwa to Ratmalana drains into Lunawa Lagoon and
connected canals, or directly to the sea. Urban areas located in western parts of
Colombo and suburbs drain into two canal systems: Dehiwala and Wellawatta canals,
through Kolonnawa and Kirullapone canals, Heen Ela, Kinda Ela, towards a westerly
direction. Dematagoda and Kittampahuwa Canals drain much of the surface runoff
towards the northerly direction to Kelani River.
76. Much of the surface drainage of the city areas drains into a network of canals
connected to the Beira Lake. The area north of the city is drained up to Aluthmawatha
culvert through St. Sebastian Canal and Dematagoda Ela. The primary drainage
pattern is in the South – East and North – East directions along Main Drain and North
Lock Gate to release this floodwater to Kelani River under low tide and regular flow
conditions, but the North Lock is closed and become ineffective during any high flood
event due to increased water level in the downstream river. The accumulated
floodwater is then pushed along in North – West direction with the rising flood wave to
the sea through the existing Main Drain and present Mutwal Tunnel (Box drain) outfall.
77. Parts of the existing railway line from Dematagoda to Veyangoda are on paddy fields
and low-lying areas, where floods are very frequent. Kelani Ganga, Uruwal Oya,
Attanagalu Oya, Deeli Oya and a tributary of these rivers are the main rivers
encountered by the main line.
78. The railway line crosses Uruwal Oya at 7°04'59.7"N 79°59'10.3"E (Orutota Road, Kalu
Palama) close to Gampaha railway station. According to SLLRDC (2011), high flood
level for 100-year return period at Uruwal Oya is about 7.6 m MSL. Floodplain from the
overbank flow of Uruwal Oya merges with that of Attanagalu Oya to make a continuous
flood pool during high flood events. From Pahala Yagoda (7°04'11.0"N 79°58'11.9"E)
to mid location between Daraluwa and Bemmulla Station (7°06'45.5"N 80°00'50.8"E),
the railway alignment is in the same general direction of Attanagalu Oya. Yagoda,
Gampaha and Daraluwa Stations are located within the Attanagalu Oya flood plain. A
study by SMEC (2014) estimates a 100-year peak discharge of 1,700 m3/s at these
locations upstream flood plain. According to the same report, Attanagalu Oya brings
about 1060 m3/s during a 100-year flood, into the natural flood plain it shares with the
Dee al Oya. The railway line crosses Dee al Oya at 7°07'41.3"N 80°01'27.7"E, and run
close to the river and tributaries. The Veyangoda station and the proposed yard areas
are located close to the Dee al Oya. The track runs very close to the stream, intersects
the irrigation and drainage canals at several locations. Almost all these places have
undergone heavy flooding several times in the recent past. A study by SMEC (2014),
estimates a 100-year peak discharge of 800 m3/s along Paramulla Road towards
Heendeniya-Pattiyagoda Station. The narrow valley along Keenawala Road towards
the Yard area, the estimated 100-year flood discharge is about 210 m3/s.
79. Generally, low-lying paddy fields and marshes act as retention areas during high
floods. In the Attanagalu Oya basin, the land is a very flat land with a general slope not
exceeding 1:1000. River meanders, numerous bunds, anicuts and gates, thick
vegetation, road embankments, etc make this an ideal retention area. This retention
area is very important as it retards and attenuates the floods reaching Bemmulla,
Gampaha, Minuwangoda, Ja-Ela, Ekala, Kotugoda and other downstream areas which
are highly populated. A Flood takes about 24 hrs to travel through a length of 25 km
Page 2-17
from Ganegoda to Gampaha, the most critical flood stretch of the railway along the
main line. Without the retentions, flood movement will be much quicker and the travel
time will be reduced by about 50%.
2.4.3.2 Water Quality
80. Surface water in Bolgoda, Lunawa, Beira Lake and canals located in the urban areas
are polluted heavily with organic demanding waste, nutrients and industrial effluents,
whereas water bodies more towards inland along the main line with agricultural runoff.
In general along the main line, the water quality, both surface and groundwater are
relatively unpolluted from anthropogenic activities in comparison to that of more
densely populated areas in the Western part of the country. However, agricultural
activities, especially paddy cultivation contribute numerous pollutants (especially
discharges rich in nitrogen and phosphorous and pesticides) as non-point sources
contaminating both surface and groundwater. Several town centres, households and
small-scale industries discharge considerable amounts of oxygen demanding wastes
directly into major rivers and streams, which passes such populated areas. At present,
surface water sources, such as rivers and streams and irrigation tanks, are used for
bathing and washing, agriculture, fishing, recreational purposes, industrial operations
and to a limited extent of drinking. Groundwater is the primary source of drinking water,
and for domestic water uses in some of the areas. However, pipe-borne water is
available in most of the urban areas.
81. The water quality analysis of the project area revealed that the BOD520 levels vary
from 4 mg/L to 35 mg/L and exceed the CEA Proposed (ungazetted) Ambient Water
Quality Standards for Inland Waters. Total and faecal coliform levels at some locations
exceed 10,000 MPN / 100 mL, and there is no flushing and dilution of the water in
some of the canals and lagoons during the dry season. All the waterways show
contamination with total and faecal coliform matter possibly due to runoff containing
substances such as faecal matter. Dissolved oxygen in water bodies in urban areas
are very low (anaerobic conditions can be observed in canals and bottom layers of the
lagoons) and high nutrient levels (both Total Nitrogen and Total Phosphorous).
2.4.4 Coastal Processes
2.4.4.1 Bathymetry
82. The coastal profile up to 2 m water depth MSL is very steep, averaging 1:12. After that,
the steepness decreases to approximately 1:110. The beach sand has a mean grain
diameter (d50) of 1.3 mm, and at water depths below 2 m, the seabed material is
considerably finer. This may explain why the beach slope is very steep when
compared to deeper areas. No significant variation of slopes in the beach profile due to
monsoonal changes has been noticed. The closure depth is assumed to be at the 3.0
m depth contour.
Page 2-18
83. The beach stretch from Panadura to

Kollupitiya is about 10 m - 30 m wide during
the Southwest Monsoon period and at most
locations increases to about 60 m during the
Northeast Monsoon period due to the
relatively calm wave conditions. There is a
submerged sandstone reef about 200 m
offshore on the section between Mt. Lavinia
and the Colombo Harbour (see Figure 2-2).
The reef is at very shallow levels, and a
section of about 100 m length is above the
mean sea level at the site where the sea
outfall is to be located. According to the
Admiralty Charts (Chart No 3700,
Hydrographer of the Navy, Hydrographic
Office, Taunton, Somerset TA12DN, UK;
1985), Continental shelf is about 25 km away
from the shoreline and at 1.7 km distance the
water depth reaches to about 20 m.
Figure 2-3: Depth sequences of sandstone reefs (Beachrock) off Colombo coast
2.4.4.2 Wave Climate
84. Sri Lanka experiences two monsoons during a year (the South West Monsoon and the
North East Monsoon). The sea waves undergo seasonal fluctuations during the year,
namely, the South-West monsoonal wind waves (May-September) and the North-East
Monsoonal wind waves (December-February). The South-West Monsoon generates
waves much higher than during the North-East Monsoon. Sea waves are produced by
the local wind fields and have wave periods less than the swell waves. In contrast, to
swell waves, sea waves have a broad range of directions. In addition to that,
throughout the year, southerly perennial swell waves exist. During the period April -
October, due to the perennial southerly swell generated by the trade winds near the
equator on the wind waves generated by the SW monsoon winds, very often results in
double peaked spectra both with respect to frequency and direction. This phenomenon
happens during the NE monsoon, but double peak spectra cannot be observed clearly
due to existence of small wave heights and dominance of swell situation. The
directional wave climate of Colombo could be considered as applicable to entire
coastal stretch between Colombo and Panadura, which is almost straight, with a
bearing of 351° from the north. For 60% of the time, the significant wave height off
Colombo lies between 1.40 m and 2.25 m, while for 45% of the time waves come from
the direction 235°- 245°. During the NE Monsoon, waves lie between 0.30 m and 0.70
m. The low wave heights and direction more inclined towards south during the NE
Monsoon could be attributed to the fact that during this period, swell waves are
dominant. The corresponding average wave periods for the two seasons are 6.0 s and
14.0 s respectively.
2.4.4.3 Tide and Currents
85. The tide in Sri Lanka is semi-diurnal, and the Highest Astronomical Tide level is about
0.9 m above the Chart Datum. According to the Admiralty tide tables based on the
measurements done at Colombo port, Tides are predominantly semi-diurnal, and the
tidal range varies between 0.45 m and 0.60 m during spring tide and between 0.1 m
and 0.25 m during the neap tide. These tidal ranges are too small to generate a
Page 2-19
system of dominant tidal currents. These variations occur almost at the same time
along the coastal stretch under consideration. Ocean currents circulating the country
depend on monsoonal changes, and during the SW Monsoon, they are in a northerly
direction while currents in a southerly direction are experienced during the NE
Monsoon. While the magnitude of the currents may be as high as 1.0 m/s occasionally,
most of the time it is in the range of 0.15 m/s.
2.4.5 Geology and Soil
86. The geology of Colombo is representative of the geology of the western coast of Sri
Lanka and has existed for much of the Quaternary era. Bore holes drilled in central
Colombo City show that this area once formed an estuary of the Kelani River, Kalu
Ganga and Attanagalu Oya, the two main rivers that drain into the sea on the western
coast. A few kilometres upstream in the inland valleys, there is a high-level gravel
formation consisting of quartz pebbles embedded in a matrix of laterite separated with
pebble-free layers of laterites. The floodplains along the rivers consist mainly of alluvial
deposits. The floodplains of Kelani River also provide thick alluvial profiles for
unconfined aquifers, in addition to the productive overburden along tributary banks.
87. Vast area (over 90%) of Sri Lanka is underlain by metamorphic crystalline rocks of
Precambrian age, which includes the project area, which covers a variety of Gneisses.
According to Cooray, 1982 (Figure 2-3) and 1:10,000 and 1:50,000 geological maps of
Colombo region produced by the Geological Survey and Mines Bureau, the typical
rock types of this basement include Biotite gneiss, Hornblende Biotite gneiss,
Undifferentiated charnockite, Charnockitic gneisses, Pegmatitic granitoid, Quartzite
and undifferentiated Metasediments. The floodplains along Kelani River and the
Attanagalu Oya rivers consist mainly of alluvial deposits. The floodplains of these two
rivers also provide thick alluvial profiles for unconfined aquifers, in addition to the
productive overburden along tributary banks.
88. According to Geological map of the main soil types in the project area are as follows:
■ Red Yellow Podzolic soils with soft or hard laterite and undulating terrain
■ Bog and Half bog soils: flat terrain
■ Alluvial soils of variable texture and drainage: flat terrain
■ Regosols on recent beach sands: flat terrain
89. Field surveys and direct observations carried using recently formed earthen
embankments and burrow pits have indicated that the local geology in the proposed
project area is characterized by peat/peaty clays with sand and patches of laterite with
bedrock > 20 m depth while the soil types include peat and organic clays with surface
alluvium with sporadic laterite patches, especially on high ground. It is presumed that
these site-specific features are the most important ones as the environmental impact is
considered.
Page 2-20
Figure 2-4: Geological Map of the Project Area
Source: Cooray, 1982
2.4.6 Air Quality
90. Annual average ambient PM10 levels in Colombo over the years have remained
relatively stable within the 72 to 82 μg/m3 range, peaking only in 2001. These values,
however, consistently exceed the World Health Organization annual guideline of 20
μg/m3 for PM10. Despite high SO2 emissions from industrial activities, especially
power plants close to Colombo City, the ambient SO2 level in the city for 2003 fell
within the annual USEPA limit of 78 μg/m3 (Sri Lanka does not have an annual
standard for SO2). Unlike PM10, which was relatively stable within a small range of
values, SO2 levels in Colombo have shown an increasing trend from 1997 to 2000 and
then a general decreasing trend to 2003. NO2 concentration levels in Colombo over
the years have experienced the same pattern trends as with SO2 - increasing from
1998 to sometime 2001 then decreasing to 2003. Unlike SO2, however, annual NO2 in
Colombo has exceeded WHO guideline of 40 μg/m3 (Sri Lanka does not have an
annual standard for NO2).
91. From the recent air quality observation in Gampaha and Veyangoda, it is evident that
all air pollutant levels are well below the permissible levels given in Table 2-9. This
Page 2-21
may be due to few industries and that agriculture (paddy cultivation) is predominant
land use in the area. Furthermore, these regions have no highly polluting industries,
and the number of vehicles is much less than in other areas, except in Gampaha town,
and the ambient air quality is expected to be within the National Ambient Air Quality
(NAAQ) Standards.
Table 2-9: Air quality parameters for Gampaha and Veyangoda measured in 2014
Nitrogen Sulfur Carbon Carbon

Ozone PM10 PM2.5 SPM
Dioxide Dioxide 3 Monoxide Dioxide 3 3 3
3 3 (mg/m ) 3 (mg/m ) (mg/m ) (mg/m )
(mg/m ) (mg/m ) (mg/m ) (ppm)
NAAQ 0.100 0.080 0.200 0.100 0.050 0.300
10 (8hr)* N/A
Standards (24hr)* (24 hr)* (1hr)* (24hr)* (24 hr)* (24 hr)**
1
Gampaha 0.005 <0.025 <0.020 3.1 456 0.042 0.023 0.052
2
Veyangoda 0.004 <0.025 <0.020 1.4 426 0.043 0.020 0.055
Source: Centre for Sustainability, University of Sri Jayawardenapura, 2016
Note: * As given in NAAQ stipulated under Extraordinary Gazette No. 1562/22, August 2008.
** Maximum permissible level for Suspended Particulate Matter (SPM) is based on the NAAQ regulations
gazette in 1994.
Locations: 1Gampaha: N 07° 05.445' E 079° 58.485' & 1Veyangoda: N 07° 09.088' E 080° 03.806'
92. No air quality data have been observed along the coastal stretch. However, the
potential to attenuate any air pollutants is very high due to wind movement between
land and the sea.
2.4.7 Noise and Vibration
93. Background noise levels in the coastal area were found to be relatively low, varying in
the range of 45 – 54 dB (A) during the site visit, indicating that no high noise levels
being generated in the project area, except when trains are moving along the coastal
line intermittently. The existing noise levels are attributed to the noise generated from
households, hotels and restaurants, vehicles and waves breaking. Traffic generated
noise is occasional, predominantly from three wheelers/motor bicycles. Other than the
train movements, no significant vibration levels were perceived during the field visit
indicating that vibration induced activities were almost absent.
94. Noise levels in the city limit are high due to vehicle movements, industrial activities,
and loud noises emanated due to human activities. Noise levels can be as high as 70
dB(A) during the daytime, and during the night time, it will be lesser depending on the
location.
95. Existing ambient noise and vibration levels in the area are consistent with suburban
and light industrial zones (Table 2-10 and Table 2-11). There are also moderate levels
of traffic noise from adjoining roads. Industrial activities and commercial activities of
the area are not very significant to have high levels of noise. However, during land
preparation and harvesting seasons where machinery is used the noise levels may
increase.
Page 2-22
Table 2-10: Noise levels measured at two locations along the main line
Location Measurement period – Measurement period – Measurement period –

Day dB(A) Evening dB(A) Night dB(A)
ABL RBL ENL ABL RBL ENL ABL RBL ENL
1
Gampaha 44 45 51 47 48 51 44 45 48
2
Veyangoda 39 43 53 42 45 50 42 43 46

Note: ABL-Assessment Background Level (LA90,15min), RBL- Rating Background Level (LA90, 15min), ENL-
Existing Noise Level (LAeq,h) h- hour
Locations: 1Gampaha: 7°05' 27.03"N 79° 59' 0.20"E & 1Veyangoda: N 07° 05.98' E 080° 03.48.43'
Table 2-11: Vibration levels measured at two locations along the main line
Time
Location Description
0 – 15 min 15 – 30 min 30 45 min 45 – 60 min
1
Gampaha Category of Structure Type 3
Vibration Measurement
Max. Peak Value in Velocity
0.085 0.075 0.078 0.080
mode (mm/sec)
Frequency (Hz) 0 - 10 10 - 50 10 - 50 10 – 50
Predominant Frequency (Hz) 8.00 22.50 11.00 11.00
2
Veyangoda Category of Structure Type 3
Vibration Measurement
Max. Peak Value in Velocity
0.083 0.084 0.085 0.090
mode(mm/sec)
Frequency (Hz) >50 >50 >50 >50
Predominant Frequency (Hz) 87.00 89.00 89.50 36.50
Locations: 1Gampaha: 7°05' 27.03"N 79° 59' 0.20"E & 1Veyangoda: N 07° 05.98' E 080° 03.48.43'
2.4.8 Ecological Resources
96. The entire project area is located within the Wet Zone Low Country (WL) and within
WL3 and WL4 agro-ecological zones (See Figure 2-4). Biogeographically, the falls
under floristic region V: Northern Wet Lowlands (within the wet zone) (Ashton and
Gunatilleke, 1987). Tropical Wet Evergreen Forests comprises the natural vegetation
formations in the floristic zone V.
Page 2-23
97. The railway line from Panadura to

Kollupitiya is located very close to the
coastal line. The main line traverses
through a variety of natural, semi-natural
and human-modified landscapes. Much
of the original forest cover has been
cleared for human settlements,
agriculture, and infrastructure
development. Built-up areas, wetlands,
low-lying areas, agro ecosystems and
home gardens are the major land-use
types are predominant. Despite being
human-modified habitats, wet and
intermediate zone home gardens can be
observed to be rich in flora and fauna
diversity.
Figure 2-5: Agro ecological Regions of the

Area
Source: Dept. of Agriculture, 1979)
98. The proposed route spans over a variety of natural and human-made habitat types
including terrestrial, aquatic and semi-aquatic systems in the Northern Wet Lowlands
floristic regions. Field investigations identified five major terrestrial habitat/vegetation
types and inland aquatic/wetland habitat types in the project area. These can be
classified into following terrestrial and aquatic, coastal or wetland habitats.
i. Natural terrestrial habitats: Wet zone mixed forest plantations, scrub forests,
riparian vegetation, rock outcrops
ii. Anthropogenic terrestrial habitats: home gardens, coconut and rubber plantations
iii. Natural aquatic/wetland habitats: Streams/rivers, marshes, wetlands, low-lying

area
iv. Anthropogenic aquatic/wetland habitats: Paddy fields, tanks and canals
v. Coastal habitats and lagoons, beach and sand dunes
2.4.9 Proximity to any sensitive or special habitat areas
99. The railway line from Bridge over Panadura River to Koralawella and part of the line
along the Puran Appu Mawatha (between Moratuwa and Lunawa), a part close to Mt.
Lavinia, and the entire stretch from beyond Dehiwala Canal to Kollupitiya are within the
coastal zone (see Figure 2-5).
Page 2-24
Figure 2-6: Environmental sensitive areas along the coastal line (a) and the main line (b)
Source: CEA
100. The majority of the land extend of the main line is through marshy land and/or paddy
fields. However, existing conditions of these wetland areas are very poor. For instance,
some areas have been subjected to encroachment, landfilling and dumping (along
Kittanpahuwa Ela, Dematagoda, Wanawasala, Enderamulla, Horape and Ragama
areas). Most of these wetland/marshy areas are dominated by numerous invasive
species such as Stachytarpheta jamaicensis, Pennisetum polystachion, Mikania
cordata, Mimosa invisa, Ludwigia peruviana, Panicum maxicum and Lantana camara.
Most of the low-lying areas are utilised for paddy cultivation, which can be noticed from
Bulugahagoda and Ganemulla and beyond.
101. Railway lines (both coastal line from Panadura – Fort and main line up to Veyangoda)
do not traverse through any national parks, sanctuaries or declared wetlands.
However, the coastal line traverses close to Bolgoda Environmental Protection Area (<
200 m), Bellanvila-Attidiya Sanctuary (approx. 1 km) and Lunawa Lagoon (not a
sensitive area). The main line is located away from Muthuajawela Environmental
Protection Area (> 2 km) and traverses close to Henerathgoda Botanical Garden in
Gampaha (approx. 500 m). The nearest wildlife reserve is Horagolla National Park,
located approximately 1.5 km linear distance from Veyangoda Station and Yard area
towards the south-west direction.
Page 2-25
102. Furthermore, clearing and reclamation of lands and loss of natural drainage
systems/wetlands have significant impacts on ecological systems. Dumping of garbage
is rampant in wetland areas and the riparian fringes. In addition to polluting this
valuable natural resource base, it also causes disturbances to drainage paths. The
management of solid waste, including industrial and hazardous waste need more
careful planning and action.
103. There were no permanent terrestrial animal movement pathways observed in the
project area of the fauna of conservation significance.
2.4.10 Natural Disasters
2.4.10.1 Floods
104. Notably, the two Districts: Colombo and Gampaha, where the project interventions are
proposed have experienced heavy flooding in the past two decades (see 1999-2011
flood events by district statistics in Figure 2-6). The tendency for flooding, due to the
loss of flood retention areas, in and around Colombo, because of the filling of
wetlands, is compounded by poor storm water drainage in most urban areas.
Muthurajawela, Bellanwila, Diyawanna, Ragama, Attanagalu Oya basin areas have
been extensive wetlands which acted as flood detention and retention areas for
millennia. Major floods in these two districts are associated with the Southwest
monsoon season (May-September) when the Western, Southern and Sabaragamuwa
provinces are vulnerable to floods, especially Kalu, Kelani and Attanagalu Oya basins.
Figure 2-7: Flood events by District (1999 – 2011)
Source: UNDP (2014)
105. During the recent floods in May 2016, the estimated inundated area was approximately
52 km2 for Kelani Ganga, but other river basins were also affected including Deduru
Oya (85 km2) as the higher inundation followed by Attanagalu Oya (35 km2), which
are all in the proposed project area. Six to ten feet of floodwaters were observed in
Page 2-26
some localities causing significant damage to rural households and gardens/croplands.

The flood affected Grama Niladhari (GN) divisions included: Kolonnawa, Wellampitiya,
Kelanimulla, Gotatuwa, Udumulla North, Walpola, Kaduwela, Rangala, Mahadeniya, ,
Welivita, Malabe West, lhala Bomiriya, Pahala Bomiriya) and for the Gampaha GN
divisions- Gampaha, Biyagama, Dompe, Ja-Ela, Divulapitiya based on the reports from
DMC (see Figure 2-7).
Figure 2-8: Flood Hazard Map for Attanagalu Oya Basin
Source: UNDP, 2014
The overflow of the Attanagalu Oya during the inter-monsoon and south-west monsoon
periods causes human displacement and property damage in Gampaha district. In addition,
improper drainage management and blockage of drainage canals in settlement areas have
caused flash flood situations in the Gampaha district. The main line from Batuwatta to
Veyangoda is within the Attanagalu Oya basin and is located within the flood hazard zone,
and annual floods are experienced (see Figure 2-8 and Figure 2-9). The severity of flood is
very high at Gampaha, Daraluwa, Magalegoda, Heendeniya and Bemmulla. The flood would
recede after 3-4 days after rainfall abates. The railway line and stations are not being
inundated. However, the access roads will be flooded.
Page 2-27
Figure 2-9: Flood extent for part of Kalu, Kelani and Attanagalu Oya Basins on 18 May, 2016
Source: IWMI, 2016
Page 2-28
Figure 2-10: Flood inundation map: Gampaha (May 2010)
Source: UNDP, 2014
2.4.10.2 Cyclones and Storm Surges
106. The height of a storm surge depends on cyclone characteristics such as wind speed,
pressure drop, angle with which the cyclone crosses the coast and on the shape of the
sea floor and the coastline. The surge of water generated by the cyclone-induced wind
rushes inland causing flooding. The severity and the extent of flooding depend
primarily upon the surge height and the prevailing tide as well as the elevation, the
slope and the roughness of the terrain.
107. Based on the classification adopted in Sri Lanka related to revolving tropical weather
systems, maximum sustained wind speeds of 62 - 88 km/hour, 89 - 118 km/hour and
119 - 221 km/hour are categorized as cyclonic storms, severe cyclonic storms and
very severe cyclonic storms respectively (see Figure 2-10(a)). Sixteen cyclones, of
which five are severe or very severe cyclonic storms, are known to have crossed Sri
Lanka during the past 130 years. Of these, only two have been formed in the Arabian
Sea and made landfall in either western or north-western coastlines; the rest have all
been formed in the Bay of Bengal and made landfall on the north and east coasts.
108. Figure 2-10(b) shows the distribution of storm surge heights around the Sri Lankan
coastline corresponding to a tropical cyclone of maximum sustained wind speed 220
km/hour with an estimated recurrence interval of about 100 years. Storm surge hazard
assessment corresponds to a cyclone scenario of maximum sustained wind speeds
220 km/h. The coastal line in the Western Province can expect a surge of 1 - 2 m. The
probability of occurrence of tropical cyclones on western areas of the country is
sparse, with compared to more northern and eastern areas.
Page 2-29
Figure 2-11: Distribution of storm surge hazard (a) and tracks of past cyclones and surges (b)
in Sri Lanka
Sources: (a) Wijetunge, 2013 & (b) UNDP, 2014)
2.4.10.3 Tsunami
109. The Tsunami 2004 affected most of the coastal line. Damage to houses, health,
education; infrastructure such as ground water, electricity, transportation; and
livelihoods such as fishery were severe in the western and southern coastal areas.
According to the Tsunami Hazard maps developed by the DMC, the coastal line from
Panadura to Kollupitiya falls within the High Hazard One (Figure 2-11). Tsunami
surges would propagate into land and inundate the railway line from Mt. Lavinia to
Bambalapitiya where Dehiwala to Wellawatta stretch is more vulnerable.
Page 2-30
Figure 2-12: Tsunami Hazard Maps along the coastline (a) from Colombo Port to
Bambalapitiya, (b) from Bambalapitiya to Dehiwala, and (c) from Dehiwala to Moratuwa
Hazard Levels: Red: Severe; Orange: Medium; Yellow: Low Risk

Source: DMC, 2012
2.4.10.4 Land subsidence
110. Land subsidence and landslides are critical environmental issues recorded with rapid
development projects. However, geological formations and topography along the
coastline and main line indicate low threats from land subsidence. Geological and
structural conditions of the terrain are quite stable, and there are no topographical
conditions which would usually indicate subsidence. Land subsidence can occur due to
excessive uses of groundwater. Thus, there has to be proper management of the
groundwater and surface water sources around the railway lines to prevent damages
on soil embankment. Geomorphology of the area is such that landslides are not
expected due to flat and lower surface undulations.
111. Geological investigations further reveal that there are no threats from local
earthquakes. However regional scale earthquakes can trigger local earth tremors and
hence foundations of the proposed project should consider possible minor earth
vibrations.
Page 2-31
2.4.10.5 Seismology
112. Although Sri Lanka has been considered as aseismic, the available records of seismic
events that have occurred during the last four centuries suggest that the island is
situated in a region where seismicity is quite high. Even though Sri Lanka is not
situated close to any plate margin or any active faults, the plots of the epicentres of the
earthquakes reported to have occurred during the last two centuries show that the
island is located in a seismically active region. Some of the earthquakes that have
taken place in Sri Lanka, or close to the coastal areas of the island, in the past have
been recorded. However, no records of earthquakes are available. In Sri Lanka,
historical records reveal that over 60 tremors have been felt in Sri Lanka during the last
two centuries. They are caused either by seismic activity occurring within the country
or by tectonics outside Sri Lanka in the Indian Ocean. Two types of earthquakes have
been felt in Sri Lanka: (i) earthquakes that occur outside Sri Lanka; (ii) earth tremors
that have an origin within the country. The first type is related to present-day plate
tectonics of the Indian Ocean, while those occurring in Sri Lanka seem to be the result
of movements along the faults and fracture lineaments in the country caused by the
nearly N-S compression acting on Sri Lanka landmass. Some of the historical
earthquakes occurred in and around Sri Lanka are shown in Table 2-11.
Table 2-12: Some of the Historical Earthquakes in and around Sri Lanka
Date Longitude Latitude Magnitude Description

14.04.1615 >6.5 Extensive damages in Colombo; 2,000 dead
09.02.1823 80.0 7.0 5.7 Epicentre east of Colombo
03.07.1867 79.6 12.0 5.7 -
01.1882 81.2 8.6 6.3 Epicentre near Trincomalee
30.02.1973 84.3 5.9 5.9 Epicentre east of eastern coast of Sri Lanka
Source: Fernando & Munasinghe (1986).
Page 2-32
2.5 RELEVANT INFRAS TRUCTURE P ROJ ECTS

2.5.1 Rail projects
2.5.1.1 Construction of Coast Line Railway from Matara to Kataragama (110km)
Phase 1. Construction of Track from Matara to Beliatta (27 km)
113. The track is designed to permit running of trains of 100-120 kph. Starting from the
present terminal station of the coast line at Matara, the southern railway line extension
will be 26.06 km, passing by some major towns and villages in the Southeast area of
Sri Lanka.
114. The proposed project consist of modernized construction of the extension of the
railroad from Matara to Beliatta which consist of viaducts across Nilwala river flood
plain and Wahialla flood plain, level crossings (21), overpasses (09), underpasses(16)
and two cut and cover tunnels etc.
115. Key project data:
■ Contract sum –US$ 278ml

■ Financed by- Government of P R: China
■ Project Duration 36 months
■ Schedule date of Commencement -01-08-2013
■ Scheduled date of Commencement -31-07-2016
■ Revised date of completion -30.09.2017
116. There are 4 stations and 2 sub stations to be located along the proposed track.
■ Piladuwa sub station

■ Weherahena substation
■ Kakanadura station (6.5km)
■ Bambaranda station (12.89km)
■ Wewrukannala station (17.10km)
■ Beliatta station (26.06km)
117. Progress:
■ Construction of bridges: 90%

■ Tunnels: 99%
■ Earth work: 77%
■ Culverts & Under passes: 99%
■ Stations: 3%
■ Track: 0%
2.5.1.2 Double tracking of coast line railway from Payagala South to Aluthgama
118. This project designed and implemented by SLR on a phase out basis utilizing funds
allocated through the annual National budget. The objective is to increase the track
capacity of the coast line to meet the future demand. The first phase of duplication of
Page 2-33
coast line commenced from Panadura to Kalutara north in the year 2008 .The next
phase is planned to extend the double tracking up to Aluthgama.
119. Allocation in the Budget -2016: Rs. 75ml.
120. Progress: Formation work, laying ABC & initial ballast completed up from Kaluthara
south to Payagala south has been completed. Construction of platforms overhead
bridges 3 stations beyond Payagala south completed.
121. Work will be continued utilising Rs. 10ml provided in the National budget 2017.
122. Provision of Signalling system is not yet commenced
2.5.1.3 Double Tracking of Puttalam line from Jaela to Chilaw (Up to Kochchikade)
123. The duplication of Puttalam line from Ragama junction also started few years ago with
local funds provided in the national budget. The second track has been extended to
Jaela by 2012-2013. During 2016 the construction work continued up to Katunayaka.
124. Allocation of funds in 2016: Rs 50ml
125. Physical progress shows: 50%
126. Financial Progress : 14.1%
127. Installation of Signalling system yet to be undertaken.
128. Double tracking of the Ragama – Katunayake section has a profound impact on future
development of Railway- Airport link.
2.5.1.4 Improvement to Kelani Valley railway line
129. In view of easing out the increasing congestion along the High Level road corridor,
high priority has been laid on improvement to Kelani Valley railway line. The objective
of the current crash programme is to improve station facilities to divert more
commuters from road to rail. The main tasks include:
■ Procurement of track materials to strengthen the condition of the track

■ Renovation of stations
■ Installation of power signalling at stations
■ Improvement of sanitary facilities
■ Procurement of track maintenance machinery.
130. Allocation through Budget 2016: Rs 120 ml
131. Physical Progress: 90%.
132. Action initiated to procure materials to improve facilities at stations
133. Rehabilitation and Double tracking of KV line up to Padukka is also considered under
SASEC operational plan.
Page 2-34
2.5.1.5 Operational Plan 2016-2025 of South Asian Sub-regional Economic Conference

(SASEC)
134. Objective: Enhance physical connectivity through multimodal transport system that is
aligned more closely with the development of market.
2.5.1.5.1 Rehabilitating and double tracking rail line to Katunayake Airport
135. Status: 90% of double tracking from Ragama to Katunayake has been completed. The
condition of the track has to be upgraded to cater to airport passenger volumes.
136. Remaining tasks includes
■ Construction of rail connection up to ‘Airport Terminal Building (1km)

■ Double tracking up to airport branch line (4km)
■ Rehabilitation of rail track from Colombo Fort to Airport (30km)
137. Project duration: 3years
138. Total Estimated Cost: US$ 96ml
2.5.1.5.2 Construction of a new Rail line from Maho to Puttalam
139. This project is designed to facilitate the transport of coal from Trincomalee harbour to
Norochchole power plant, a distance of 64km. The total estimated cost is US $ 300ml
and project duration is 2 years.
2.5.1.5.3 Rehabilitation and upgrading rail line from Trincomalee to Maho junction
140. Distance of 158km to be rehabilitated & construction of 2km from Trincomalee station
to the harbour
141. Total estimated cost is - US$220ml
2.5.1.5.4 Rehabilitation and double tracking of Colombo Port rail connection
142. The only rail connection to port of Colombo is in a state of abandon. Feasibility study
completed. The tasks involved are: construction of ICD, double tracking rail line,
installing signalling, construction of Orugodawaththa triangle, procurement of freight
container 4 sets.
2.5.2 Road Projects
2.5.2.1 New Bridge Construction Project Over the Kelani River
143. The Road Development Authority under Ministry of Highways and higher Education is
implementing the Project for constructing a separate bridge adjoining the New Kelani
Bridge, a 1,160m long, 6 traffic lane bridge located in the northern part of the city of
Colombo which has become the key link for transportation by connecting 01 road from
Kandy to the city centre, the access road of Colombo port, and the A03 road linking
Bandaranayake International Airport. With opening of Colombo – Katunayake
Expressway the volume of traffic has increased considerably. The existing New Kelani
Bridge will not be enough to accomodate the growing demand. Therefore, a separate
bridge adjoining the New Kelani Bridge is planned.
Page 2-35
144. Status: Resettlement Action Plan is in progress
2.5.2.2 Construction of four lane elevated highway from new Kelani Bridge to
Rajagiriya
145. Phase 1 of New Kelani Bridge to Athurugiriya on Built Operate &Transfer (BOT) basis.
Total Length -6.9 km, Total width- 24.5 km No: of Lanes-4 Lane width 3.5km Centre
median -2m,Design speed-80km/h
146. Easy access to Administrative capital, Battaramulla from Colombo – Katunayaka

Expressway
147. After completion of above section with Rajagiriya-Athurugiriya elevated highway,

Katunayake expressway connects to the southern expressway facilitating easy access
to International Airport at Katunayaka from south.
148. Status: Land Acquisition Program in progress
2.5.2.3 Construction of Port Access Elevated Highway
149. The Government of Sri Lanka (GoSL) has decided to construct an elevated highway
from the New Kelani Bridge to Fort via the proposed Port Access Elevated Highway.
The proposed SASEC PAEHP traverses from Ingurukade junction and ends at Galle
Face. The total length of the elevated road is 5.4 Km with 4 lanes. Entry/exit ramps at
both ends of the road as well as at an appropriate location in Colombo port area will be
constructed. The project also includes widening existing 4-lane ground-level Port
Access Road to 6 lanes, and other related facilities such as tollgates, weighing
stations, and custom and port inspection facilities. The Ministry of Higher Education
and Highways (MOHEH) is the executing agency, and Road Development Authority
(RDA) is the implementing agency.
150. The project aims to realize the following objectives.
■ To provide a high level-of-service alternative to other roads;

■ To reduce traffic congestion in Colombo;
■ To contribute to providing a preferable social and urban environment;
■ To contribute to the national, regional and urban socioeconomic development; and
■ To promote planned urban development and new communities.
2.5.3 Public transport
2.5.3.1 Construction of Seven Light Rail Transport lines in CMR
The seven LRT light rail lines are the following:
■ LRT line 1: Green Fort / Kollupitiya / Boralla / Maradana: 15km

■ LRT line 2: Orange Fort / Maradana / Mattakkuliya / Peliyagoda: 11.5km
■ LRT line 3: Red Dematagoda / Boralla / Kirullapone / Havelock City /
Bambalapitiya: 10km
■ Elevated or at grade LRT line 4 Purple Boralla / Malabe: 10km
■ Elevated or at grade LRT line 5 Pink Malabe /Kottawa via Malabe: 9.6km
■ Elevated or at grade LRT line 6 Olive Malabe / Kaduwela: 6km
Page 2-36
■ Elevated or at grade LRT line 7 Ash Peliyagoda / Kadawatha: 3 km
Figure 2-13: Proposed LRT network in CMR
151. Present status: Line 1 and Line 4, feasibility studies in progress by Japan International
Cooperation Agency (JICA)
152. Expression Of Interest (EOI) received from interested parties for consultancy for the
feasibility studies for rest of the lines are being evaluated for selection of consultants.
2.5.3.2 Multi Modal Transport Hub at Makumbura
153. The first ever Multi–modal Transport Centre is being constructed at Kottawa /
Malapalla site closer to Kelani Valley rail line, High Level road and Kottawa access to
southern high way (E1). A new railway station on the Kelani Valley line is located few
meters away from existing Malapalla station, closer to High Level road and integrated
with new Makumbura bus terminal. The construction of structures comprising bus
bays, passenger waiting areas, drop-off areas of the bus terminal is directly connected
to the rail station by a foot bridge. It is also planned to provide Park &Ride facilities
154. Construction of main structures is due to be completed in last quarter of this year
(2017).IT solution for operating function of the MMC is being negotiated with a IT
system provider
2.5.4 Other Transport related Projects
2.5.4.1 Greater Colombo Waste Water Management Project
155. The objective of the project is to improve the urban environment, public health and
quality of life for urban and sub-urban residents in Greater Colombo area. The major
activities of the project include: (a). Upgrading sewage infrastructure; (b) Strengthening
institutional capacity: and (c) Project management.
Page 2-37
156. A 10 km length gravity sewage line in greater Colombo in the Colombo district falls in
to 6 sub projects (A1,M26,T,U,U3,and CFM9 . except one section of the sub
projectCFM9 all falls within public land in densely populated areas
157. Executing Agency- Ministry of Provincial council and Local Government
158. Implementing Agency – Colombo Municipal Council
159. 57 railway quarters and 10nos unauthorised houses in Railway land in Maligawaththa
area are to be demolished to pave way for sewage line in M26 sub project area.
160. Railway reservation land along Kelani Valley line has been identified to make use for
laying pipe line and building pump houses at Kirula and Narahenpitiya for Kirullapone
Kalinga Mawatha area sub project.(6 crossings across K:V line). The other crossing is
at Wellawatta (Coast line).
2.5.4.2 National Port Master Plan
161. Sri Lanka Ports Authority (SLPA) has initiated to prepare a National Port Master Plan
with financial assistance of Asian Development Bank. Consultant appointed through
ADB has undertaken the study.
2.5.4.3 Beach Nourishment Project
162. Urban Development Authority (UDA) has called for submission of Expression of
Interest for feasibility study, design, construction and operation of formation of
Recreational Beach Area along the shoreline west of Colombo as a Public/Private
financed urban regeneration project on BOT basis.
163. Identified locations for urban design:
■ Kollupitiya Railway station junction

■ Bambalapitiya Railway Junction
■ Wellawatta Railway junction
164. Project area (nourishment of beach) is from Galle face Green up to Dehiwala Canal
(App:7.5 km)
2.5.4.4 Extension of Marine Drive up to Panadura
165. Road Development Authority (RDA) has initiated preliminary designing work for
extending the Marine Drive up to Panadura.
Page 2-38
3 PANADURA – VEYANGODA DEMAND AND TRAFFIC
3.1 INTRODUCTION
3.1.1 Purpose and content of chapter
166. This chapter describes the demand analysis and the traffic forecast done concerning
the Initial Feasibility Study for the modernization of the priority corridor between
Panadura and Veyangoda:
■ Gives a brief description of the available data and additional data collected for the
demand analysis and the traffic forecast;
■ Describe and analyse the existing rail traffic on the corridor;
■ Present the traffic forecast realised using the CoMTrans STRADA model, updated
by the Megapolis Project;
■ Analyse the forecast to supply the traffic data needed for the technical studies (in
particular the operation plan) and the economic and financial analysis.
3.1.2 Approach
167. The Ministry of Transport provided the Consultant with the data bases of the STRADA
model used in the CoMTrans demand analysis. The Consultant also has the STRADA
model data as updated and used in the Megapolis project.
168. The STRADA model has been very useful in developing transport planning in Sri
Lanka and Colombo metropolitan regions in particular. Its applications in CoMTrans
and Megapolis projects are a testimony of its worthiness. Therefore, the Consultant
used the STRADA model as basis for this PPTA demand modelling.
169. The Megapolis was described in detail in the interim report, in particular its key inputs
such as socio-economic data (population, employment, income level) as well as
information on the public transport network provision and coverage.
170. Section 3.3 describes the forecasting of traffic for the Panadura-Veyangoda for years
2025 and 2035 using the Megapolis Model. Then, sections 3.3.4 and 3.3.5 focus on
more specific issues concerning the peak hour analysis of traffic, and a sensitivity
analysis of forecasted traffic using elasticities based on a SP survey.
3.2 EXIS TING P AS S ENGER DEMAND

3.2.1 Sources of Data
171. In addition to the existing traffic model, the demand and traffic study is based specific
on data collected for the analysis:
■ SLR record on boarding and alighting,

■ Boarding and alighting counts in Colombo Fort and Maradana stations,
Page 3-1
■ Stated preference survey among rail and bus users within the Panadura-
Veyangoda corridor.
3.2.1.1 SLR records on Boarding and Alighting
172. Sri Lankan Railway provided a database from its ticketing system for the month of
March 2016. The database contains all rail trips for the whole national network, station
to station and includes both ordinary tickets and pass (monthly and quarterly pass).
173. This database has been processed:
■ Cleaning and check for consistency,

■ Symmetrizing traffic for both direction origin-destination,
■ Aggregating different types of fares, taking into account multiple trips for monthly
and quarterly pass,
■ Estimating daily traffic from monthly traffic.
174. This process ends up with an origin-destination matrix for daily rail traffic station to
station, from which we can estimate boarding and alighting per station, and traffic flows
per section.
3.2.1.2 Boarding and Alighting Counts in Maradana and Colombo Fort
175. The railroad operations analysis will propose a transport plan able to cope with
demand on the Panadura-Veyangoda corridor. To do that, it will compare the section
with the highest level of operations with the highest throughput capacity. Beside
operational considerations (like switching requirements and is/out shed movements),
one major determination of the level of operations is passenger demand at the peak
period. Thus, hourly railroad passenger movements, to determine peak period
movements, are required for the railroad operations analysis.
176. The existing STRADA Model is adequate to define future rail demand on the corridor.
For this, the STRADA model provides daily passengers boarding and alighting by
station. However, the STRADA model does not provide outputs for passenger
forecasts along the day or at peak period.
177. Through its ticket system, Sri Lanka Railways (SLR) has the basic information on
boarding and alighting by station and origin and destination. However, the ticket
system cannot provide the hourly distribution of passengers.
178. The survey consists on all day boarding and alighting passenger counts at Fort and
Maradana stations, stations used by all trains arriving and departing from Colombo, to
obtain the hourly variations in railroad passenger movements.
179. The main characteristics of the traffic counts are:
■ Expected surveys: The target level is to count all boarding and alighting of 40-50%
of all trains arriving and departing Fort and Maradana stations (abut 130-150
trains).
■ Distribution of surveys: Fort and Maradana trains, including suburban and intercity
trains, randomly distributed throughout the day.
Page 3-2
■ Location of surveys: Fort and Maradana. All trains arriving and departing Colombo
use either Fort or Maradana or both.
■ Days and hours of surveys: One day each station, all day counting
■ Number of surveyors: 70 each day.
180. One single form has been prepared for all train types. This form, in addition to the date,
survey station and surveyor information contains:
■ Train number
■ Coach and door identification
■ Alighting passengers
■ Boarding passengers
3.2.1.3 Stated Preference Survey
181. Additional surveys consist of SP survey among current railway and buses users in the
corridor of the electrification project between Panadura and Veyangoda. The surveys
allow us to measure the sensibility of travellers to improvement in the railway service,
such as frequency, travel time, travel cost, comfort. These data will then be used to
evaluate the sensitivity of traffic forecast.
182. The main characteristics of the SP survey are:
■ Target surveys: A total of 600 persons.

■ Distribution of surveys: Expected 50% on rail and 50% on bus.
■ Location of surveys: Distributed among different stations along the corridor. Initially
planned 10 stations (5 for bus and 5 for rail) determined according to their current
frequentation, at the end 12 locations were used (see location map in Figure 3-1).
183. Two forms have been prepared: one for bus users and one for railway users. Each
form has the following structure:
■ A Revealed Preference questionnaire to collect information on the current travel

and confirm the selection of the person surveyed:
 Origin and destination of the travel
 Purpose of the travel
 Origin and destination station
 Travel mode: access to the station and final access to destination
 Travel time: from home to the station, on train/bus, from the station to the
destination
 Total travel cost
 Reason of the mode choice: Time travel, cost, frequency, comfort, safety,
convenience
 For buses only: is there an alternative route using railway (Yes/No/IDK)
■ A Stated Preference questionnaire with five questions corresponding to five
scenarios concerning combination of improvement of the railway service
(frequency, time travel, fare, comfort). The scenarios are expressed in terms of
change with respect to the current travel (for example: decrease of travel time of 15
minutes).
Page 3-3
Figure 3-1: Stated Preference survey locations
184. The forms are presented in the Appendix 1.
185. In order to check the survey forms issues and survey process issues pilot survey was
conducted on 8/12/2016 at Panadura railway stations and bus stand. Survey forms
template and order of the Preference survey questions were changed according to the
pilot survey results.
Page 3-4
186. Stated preference survey was carried out as two phases:
■ First phase of the survey was done on 15/12/2016 from Panadura to Colombo fort.
3 groups of surveyors were assigned to Panadura, Bambalapitiya, and Colombo
fort railways stations. Each group was supervised by a coordinator. 150 railway
passengers were surveyed. Same day other groups were assigned to A2 Galle
road at Bambalapitiya, Ratmalana and Panadura bus stands and 150 bus
passengers were surveyed. Each group was supervised by a coordinator.
■ Phase two of the survey was carried on 20/12/2016 from Colombo fort to
Veyangoda. 3 groups of surveyors were assigned to Gampaha, Ragama, and
Veyangoda railways stations. Each group was supervised by a coordinator. 150
railway passengers were surveyed. Same day 150 Bus passengers were surveyed
at Pettah, Kelaniya, Gampaha Veyangoda and Nittabuwa bus stands.
187. Stated preference survey results are detailed in paragraph 3.2.3.
3.2.2 Analysis of Existing Passenger Demand
3.2.2.1 Rail traffic on the corridor between Panadura and Veyangoda
188. The analysis considers all the trips involving the corridor:
■ Internal traffic, with both

boarding and alighting
stations inside the corridor;
■ Exchange traffic between
the corridor and the rest of
the rail network (Coast line
south to Panadura, Main
line north to Veyangoda,
other lines of the network),
when only the origin or the
destination of the trip is
inside the corridor;
■ Transit traffic when neither
the origin nor the
destination of the trip is
inside the corridor.
189. The analysis of the current rail traffic between Panadura and Veyangoda is based on
the ticketing data from SLR for March 2016. It considers all rail traffic including
suburban and intercity trains. All the figures are presented in daily traffic (see Table 3-
1).
190. The total daily traffic on the corridor is 309 400 passengers per day, which represent
83% of the total SLR daily traffic.
191. The traffic of the corridor splits almost equally between internal traffic (154 600 trips
per day) and exchange traffic (153 200 trips/day). Transit traffic is marginal, it
represents only 1 700 trips per day, mostly trips between the south part of the Coast
line (south to Panadura) and the Northern line, and short transit trips towards the
Puttalam line, the KV line and the north part of the Main line (north to Veyangoda).
Page 3-5
192. The major part (92%) of exchange traffic concerns short and medium distance trips
between the corridor and the south part of the Coast line, north part of the Main line,
the Puttalam line and the KV line. The demand towards the farthest lines of the
network is much lower.
Table 3-1: Structure of the current traffic on the corridor (source SLR)
Internal traffic of the Corridor 154 600 50,0%

Corridor Corridor 154 600 50%
Exchange traffic of the Corridor 153 200 49,5%

Corridor Batticaloa Line 800 0%
Corridor Coast Line (South) 57 000 18%
Corridor Kelani Valley Line 16 300 5%
Corridor Main Line (North) 44 000 14%
Corridor Matale Line 2 900 1%
Corridor Northern Line 8 000 3%
Corridor Puttalam Line 23 500 8%
Corridor Talaimannar Line 300 0%
Corridor Trincomalee 300 0%
Transit traffic on the Corridor 1 700 0,5%

Coast Line (South) Batticaloa Line 0 0%
Coast Line (South) Kelani Valley Line 100 0%
Coast Line (South) Main Line (North) 500 0%
Coast Line (South) Matale Line 300 0%
Coast Line (South) Northern Line 600 0%
Coast Line (South) Puttalam Line 200 0%
Coast Line (South) Talaimannar Line 0 0%
Coast Line (South) Trincomalee 0 0%
Puttalam Line Kelani Valley Line 0 0%
Total traffic of the Corridor 309 400 100%

Total traffic SLR 371 800
Source: CLR
193. The structure of the traffic among the corridor can be detailed by cutting it into main
sections (Panadura – Koralawella, Moratuwa – Wellawatta, Bambalapitiya - Secretary
Halt, Fort – Maradana, Dematagoda – Ragama, Walpola – Gampaha, Daraluwa –
Veyangoda), and showing the main OD relations types (see Figure 3-2).
194. The first 15 relations depicted in the following chart represent 75% of the traffic of the
corridor. The first 9 arrows of the chart all involve either Fort or Maradana as
starting/ending point. There are few strong OD relations between the south part of the
corridor on the Coast line and the north part of the corridor on the Main line (such
relations would necessitate a transfer in Fort or Maradana).
Page 3-6
Figure 3-2: Main OD relation types on the corridor
195. Table 3-2 present the first 15 OD relations station to station (both direction). They
represent 26% of the corridor daily traffic (79 300 trips/day). Only 2 of them do not
involve Fort or Maradana (Gampaha-Veyangoda and Ragama-Gampaha).
Table 3-2: First 15 station to station origin-destination (both direction daily traffic)
Station A Station B Traffic 2016

COLOMBO FORT GAMPAHA 14 400
PANADURA MARADANA 11 600
COLOMBO FORT VEYANGODA 8 800
KALUTARA SOUTH COLOMBO FORT 5 600
COLOMBO FORT RAGAMA 5 200
KALUTARA SOUTH MARADANA 5 100
COLOMBO FORT MIRIGAMA 4 000
MARADANA RAGAMA 3 600
COLOMBO FORT GANEMULLA 3 400
GAMPAHA VEYANGODA 3 200
RAGAMA GAMPAHA 3 100
PANADURA COLOMBO FORT 3 000
COLOMBO FORT POLGAHAWELA 2 800
COLOMBO FORT HUNUPITIYA 2 800
COLOMBO FORT KELANIYA 2 700
Source: SLR
Page 3-7
3.2.2.2 Passenger Flows
196. This section covers the traffic load per railway section. Table 3-3 and Figure 3-3
shows average daily load and max daily load for main sections.
197. The most loaded section of the corridor is between Fort and Maradana with 175 400
passengers per day both direction. Then the traffic decrease towards each end of the
corridor.
Table 3-3: Traffic load per section
Daily average Daily max load

Section (From - To)
load 2016 2016
Panadura - Moratuwa 78 100 79 400
Moratuwa - Bambalapitiya 89 800 95 600
Bambalapitiya - Fort 106 000 110 300
Fort - Maradana 175 400 175 400
Maradana - Ragama 142 800 160 800
Ragama - Gampaha 101 100 107 800
Gampaha - Veyangoda 73 800 77 400
Panadura - Veyangoda 104 200 175 400
Source: SLR
Figure 3-3: Traffic load per section
Source: SLR
Page 3-8
198. The next Figure 3-4 shows traffic load for each interstation among the corridor. Traffic
rises almost linearly on the Coast line from Panadura to Colombo Fort. Whereas, on
the Main line we have clears levels at Ragama and Gampaha. Traffic load remains
above 100 000 passengers from Bambalapitiya to Bulugahagoda.
Figure 3-4: Traffic load per section
Source: SLR
3.2.2.3 Boarding and alighting at stations
199. Among the 34 stations on the corridor, half of them are above 5 000 boarding and
alighting per day (see Table 3-4). They generate 90% of the traffic corridor. 28% of the
boarding/alighting of the corridor occurs in Colombo Fort. Apart from Fort and
Maradana, the most intended stations are Gampaha (42 500 BA/day), Ragama
(27 900 BA/day), Veyangoda (24 100 BA/day) and Panadura (21 900 BA/day).
Table 3-4: Daily boarding/alighting at stations, source: SLR
Boarding / Alighting
Station %
Daily 2016
PANADURA 21 900 5%
EGODA UYANA 1 400 0%
KORALAWELLA 1 600 0%
MORATUWA 9 600 2%
LUNAWA 1 000 0%
ANGULANA 4 500 1%
Page 3-9
Boarding / Alighting
Station %
Daily 2016
RATMALANA 7 400 2%
MOUNT LAVINIA 3 900 1%
DEHIWALA 8 800 2%
WELLAWATTE 4 500 1%
BAMBALAPITIYA 15 900 3%
KOLLUPITIYA 12 400 3%
KOMPANNAVIDIYA 9 700 2%
SECRETARIAT HALT 3 300 1%
COLOMBO FORT 127 800 28%
MARADANA 59 900 13%
DEMATAGODA 8 100 2%
KELANIYA 11 600 3%
WANAWASALA 3 800 1%
HUNUPITIYA 6 500 1%
ENDERAMULLA 5 200 1%
HORAPE 1 500 0%
RAGAMA 27 900 6%
WALPOLA 4 200 1%
BATUWATTA 4 300 1%
BULUGAHAGODA 3 000 1%
GANEMULLA 15 000 3%
YAGODA 1 600 0%
GAMPAHA 42 500 9%
DARALUWA 1 500 0%
BEMMULLA 4 300 1%
MAGALEGODA 2 700 1%
HEENDENIYA PATTIGODA 600 0%
VEYANGODA 24 100 5%
Source: SLR
3.2.2.4 Peak Hour, Daily and Yearly Coefficient Estimation
200. Traffic forecast are made on a daily basis. Yearly traffic is obtained using a coefficient
of 317 days per year (into line with the Megapolis model calibration).
201. The hourly distribution of railway passengers is estimated through different data
sources. In the Megapolis model it is assumed that a peak hour represents 8.9% of
the daily transport demand. This assumption is based on the results of the Home Visit
Survey performed for the CoMTrans study. For the present project, traffic counts were
carried out in Fort and Maradana. These traffic counts allow drawing the hourly
distribution of passengers in the two central stations (see Figure 3-5 and Figure 3-6).
Page 3-10
Figure 3-5: Colombo Fort Station Boarding and Alighting per Hour
Source: Own passenger counts.
Figure 3-6: Passenger Counts at Maradana Station
Source: Surveys.
202. During the morning peak period, we have identified 2 main peak hours between 7am
and 9am, and we also notice two intermediary hours with still a high level of boarding
and alighting in the central stations (between 6am and 7am in Maradana and between
9am and 10am in Fort). The 2 main peak hours represent each between 12% and 15%
of the daily traffic (in terms of boarding and alighting). Yet, if we consider the whole
morning peak period (from 6am to 10am) for the two central stations, the mean peak
hour represents 9.1% of the daily traffic. This tends to validate the assumption used in
the Megapolis model.
Page 3-11
203. The traffic counts also allow us to estimate the rate of the peak direction within the
peak hour: inbound traffic represents 80% of the both direction traffic during the peak
hour.
204. Therefore, we estimate the sizing traffic for the suburban railway lines by applying to
the daily traffic evaluated with the Megapolis model:
■ A 8.9% rate to estimate the peak hour traffic,

■ A 80% rate to estimate the inbound direction traffic.
3.2.3 Stated Preference Survey Results
3.2.3.1 The Characteristics of the Surveyed Population
205. A total of 560 trips was surveyed: 282 bus trips and 278 train trips.
3.2.3.1.1 Passenger characteristics
206. Among the characteristics surveyed, bus and train users have mainly similar profiles.
Both types of users are mainly young (under the age of 30), with bus users, on
average, a bit younger than train users (see Figure 3-7).
Figure 3-7: Age Profile of Stated Preference Surveyed Population
207. 75% of train users are employed, 70% for bus users. Students represent also an
important category of travellers both for bus and train (see Figure 3-8).
Figure 3-8: Job Status profile of Stated Preference Surveyed Population
208. Car ownership is slightly higher for train user (see Table 3-5). For bus users, more of
them own a 3-wheeler than a car.
Page 3-12
Table 3-5: Vehicle ownership profile of Stated Preference Surveyed Population
% Vehicle ownership Bus users Train users

Car 17% 20%
3-Wheeler 19% 9%
Bike 34% 30%
3.2.3.1.2 Trips to / from station
209. To access the boarding station from their origin, train passengers use mainly bus and
non-motorized modes (walk and bicycle). Bus passengers also massively use these
modes as well as private 3-wheeler (see Table 3-6).
210. To go to their final destination from the alighting station, passengers use the same
modes as the ones to access the boarding station, except for train passengers who are
more numerous to walk or bicycle (55% of train users).
Table 3-6: Transport mode used to access boarding station and final destination
Boarding Station Access Mode Destination Access Mode

% Bus % Train % Bus % Train
Walk / Bicycle 28% 36% 29% 55%
Motorcycle 0% 9% 0% 6%
Private Car 0% 5% 0% 1%
Taxi / 3-Wheeler 4% 4% 7% 7%
Private 3-Wheeler 26% 0% 24% 1%
Bus 40% 37% 39% 26%
Other 2% 9% 1% 3%
211. Average travel time to reach the boarding station is slightly higher for train passengers;
it is 25.5 minutes compared to 18.4 minutes for passengers travelling by bus. 90% of
bus passengers have a travel to boarding station shorter than 30 minutes
212. Average travel time to final destination from the alighting station is less than access
time to station: it is 15.5 minutes for bus users and 20.4 minutes for train users.
Figure 3-9: Travel time to boarding station distribution
Page 3-13
Figure 3-10: Travel time to final destination distribution
3.2.3.1.3 Travel characteristics
213. 10 stations represent 81% of the boarding surveyed. The most used stations are
Colombo Fort, Panadura and Veyangoda (see Table 3-7).
214. For the bus passengers surveyed, the 10 first stations represent 92% of the surveys.
Pettah station in Colombo represents 28% of the boarding surveyed (see Table 3-8).
Table 3-7: Main boarding stations used by train passengers
Train station Nb. Trips % (cumulative)

Colombo Fort 54 19%
Panadura 50 37%
Veyangoda 32 49%
Moratuwa 31 60%
Gampaha 26 69%
Egoda Uyana 10 73%
Ragama 8 76%
Mirigama 6 78%
Ratmalana 5 80%
Kalutara South 4 81%
Table 3-8: Main boarding stations used by bus passengers
Bus station Nb. Trips % (cumulative)

Pettah-Colombo 11 78 28%
Panadura 48 45%
Ratmalana 44 60%
Moratuwa 23 68%
Egoda Uyana 16 74%
Veyangoda 14 79%
Gampaha 11 83%
Page 3-14
Bus station Nb. Trips % (cumulative)

Dehiwala 10 87%
Ragama 6 89%
Colombo 5 90%
Bambalapitiya 4 92%
215. The main purpose surveyed is travel for work, especially for train users: 60% of them
travel for work purpose (see Figure 3-11).
Figure 3-11: Trip purpose breakdown
216. Whist most train users use the train regularly (see Table 3-9) only 10% of train
passengers use a seasonal (monthly) ticket. All the bus passengers surveyed had
normal tickets. The average ticket prices are not very different: 35 Rs for bus
passengers and 33 Rs for train passengers (excluding train passengers with a
seasonal ticket).
Table 3-9: Frequency of use for bus and train
Use Frequency % Bus % Train

Daily 47% 68%
1-2 times / week 16% 10%
Less than 1 time / week 37% 22%
3.2.3.1.4 Reason for current choice
217. Figure 3-12 shows that the main reason raised to choose to travel by bus is
convenience (for almost ¾ of bus passengers surveyed), far higher than the other
reasons like frequency and cost or travel time. For train passengers, the main reason
raised for their choice is also convenience, but only for 42% of them. Travel time and
cost are also very important reasons (the main one for respectively 28% and 26% of
train passengers).
Page 3-15
Figure 3-12: Main reason to choose the current transport mode
218. In addition, bus passengers were also asked if a train was available for the same
journey and if so to give 3 reasons that lead them to choose bus rather than train (see
Table 3-10). It appears that there is no train available for 48% of the surveyed and
moreover, when there is the train, the stations often are too far from passenger’s origin
or destination (reason #1 for 27%). The other main reasons to choose bus are trains
too much crowded or not enough frequent.
Table 3-10: Reasons given to use bus rather than train among bus passengers
Reason to choose bus Reason 1 Reason 2 Reason 3

No train available 48%
Train station is too far from my O/D 27% 8% 4%
Don't know train schedule 6% 2%
Train is too much crowded 1% 20% 5%
Train is too slow 0%
Train are not enough frequent 11% 10% 9%
It is difficult to access the station 6% 11% 5%
Other 1%
3.2.3.2 Demand Elasticity Coefficients
219. Elasticity coefficients are estimated based on the SP questionnaires: 5 cases are
presented to each traveller, so that we have a total of 2800 fictional trips observations
to calibrate the elasticity coefficients.
𝑑𝑑𝑑𝑑�
220. 𝜀𝜀𝑇𝑇� = 𝑑𝑑𝑑𝑑 𝑇𝑇 Demand elasticity represents the marginal variation of demand in response
𝐹𝐹 �𝐹𝐹
to a marginal variation of a related parameter. For instance, the rail traffic (T) elasticity
to rail fare (F) is written:
Page 3-16
221. This leads to the following rail demand elasticity coefficients:
Table 3-11: Rail demand elasticity coefficients
Elasticity of rail demand to rail fares -0,349

Elasticity of rail demand to rail travel time -0,305
Elasticity of rail demand to rail frequency 0,610
Elasticity of rail demand to rail comfort 0,233
222. Elasticity coefficients to fares, travel time and frequency are calibrated based on a 10%
variation of the parameter, whereas comfort elasticity is calibrated for a total variation
of the comfort parameter (A/C on train and seated space available).
3.3 DEMAND FORECAS TS

3.3.1 Introduction
3.3.1.1 Approach
223. For the analysis of the priority corridor electrification project, we are developing a
spreadsheet corridor model based on the output of the Megapolis model.
224. The Megapolis transport model takes key inputs such as socio-economic data
(population, employment, income level) as well as information on the public transport
network provision and coverage, are used to produce forecasts for CMR as a whole.
The spreadsheet based corridor model then takes as a key input the future situations
modelled with Megapolis model and allows running different tests to evaluate the
impact on rail traffic of different projects and improvements of the characteristics of the
rail service.
225. This evaluation is made using elasticities of rail traffic to rail transport characteristics.
226. The spreadsheet model is focused on the corridor corresponding to the priority
modernization and electrification project (between Panadura and Veyangoda). It is
complementary to the existing STRADA model:
■ In the STRADA model, mode choice uses a logit model between private and public
transport. Then there is no proper mode choice model among public transport
modes: STRADA assigns directly public transport demand on the network
(travellers choose directly their route and therefore the corresponding mode). Then,
in a second time, there is a mode shift calculation (using a probit model based on
SP surveys): For each existing mode (car, bus, rail …) the model calculates the
mode shift towards the new transport mode. With the spreadsheet model, we will
complete the mode choice issue among public transport: mode shift with respect to
offer improvement will be calculated through elasticities based on SP surveys.
■ The use of a spreadsheet model ensures coherence with previous forecast from
Megapolis model as project demand forecast will consist of variations around a
base case scenario estimated with the Megapolis model.
Page 3-17
227. The spreadsheet model gives the ability to easily and quickly test various rail service
improvements during technical feasibility study, and perform sensibility tests among
various parameters during the socioeconomics and financial assessment (iteration
between traffic and economics analysis to strengthen and optimize the analysis).
3.3.1.2 Model characteristics

3.3.1.2.1 Software environment
228. The spreadsheet model is developed under Microsoft Excel and composed of different
spreadsheet files for inputs, calculations and outputs.
229. All inputs from the Megapolis model are exported from STRADA software through MS
Excel files.
3.3.1.2.2 Area and zoning
230. The scope of the corridor corresponds to the influence area of the railway between
Panadura and Veyangoda, the area that include the major part of demand using the
line.
231. We superpose the Megapolis model zoning and the project corridor by drawing buffers
around the Panadura-Veyangoda railway section (see Figure 3-13). We count:
■ 113 centroids within a 2 km buffer,

■ 197 centroids within a 5 km buffer,
■ 238 centroids within a 7 km buffer.
232. We consider the demand corresponding to the 5 km buffer. As the zoning is very
precise in the buffer (almost 200 zones), we consider aggregated demand according to
the stations of the corridor line. The aim is to characterise correctly the access journey
to the different stations of the line.
233. The area is completed with external zones corresponding to the demand from other
railway lines connected to the corridor:
■ Main line, north to Veyangoda,

■ Coast line, south to Panadura,
■ K-V line,
■ North line.
234. This analysis of the demand is conducted on the base case scenario evaluated with
the Megapolis model. Then the spreadsheet model is constructed and applied on a
station to station base.
Page 3-18
Figure 3-13: Veyangoda – Panadura Buffer Contours
3.3.1.2.3 Input data
235. Data for the spreadsheet model are built from a “base case” scenario from the
Megapolis model.
236. The outputs from Megapolis are given on an origin-destination basis:
■ traffics by mode and modal shares,
Page 3-19
■ transport offer characteristics by mode (travel times, ingress times, frequency,

distance, travel cost).
3.3.1.2.4 General architecture
237. The structure of the spreadsheet model is presented in the following diagram:
Figure 3-14: Structure of the Spreadsheet Demand Model
238. The inputs of the spreadsheet model are the data from the Megapolis model and the
traffic elasticities evaluated from the SP survey.
239. The spreadsheet model enables to evaluate evolution of rail traffic depending on
modifications in railway service characteristics in coherence with the modernization
project on the corridor. This evaluation is based upon the elasticities corresponding to
the different railway service characteristics on which the project is based.
240. Calculations are made for the different years corresponding to the outputs from the
Megapolis model. Then traffic can be calculated for any year by interpolation.
3.3.1.3 Priority Corridor Base Condition Demand
241. Calculations through the spreadsheet model are made using data from a base case
scenario, evaluated with the Megapolis model for different years (see Section 3.3.2).
This base case scenario considers:
■ Socioeconomics and land use evolution hypothesis from the Megapolis modelling,
■ Transport project from the Megapolis masterplan for all other modes than rail,
including:
o RTS network,
o Road projects and expressways construction,
o Inland water transport,
o Modernization of public bus transport system.
■ A do-nothing situation for the railway services.
Page 3-20
242. Some modernization issues, in particular when involving major evolutions in the traffic
repartition upon stations, will require a different base case scenario from the Megapolis
model. This will ensure that the use of the spreadsheet model remains appropriate with
respect to this kind of modernization issues. We make here a reference to the solution
consisting in creating a new central station between Fort and Maradana.
3.3.1.4 CSR Factors and Policy Scenarios Influencing Demand
243. The spreadsheet model enables to evaluate the impact of different factors in scenario’s
transport plans. The factors that will be taken into account are:
 Travel time, taking into account access time to/from the station, train travel time
and transfer time. The total travel time is the sum of these three elements with a
ponderation of 1.5 for access time and 2 for transfer time, in order to represent the
arduousness.
 Train frequencies from one station to another.
244. For travel time and frequency, we have developed an excel program which calculate
automatically these indicators from a timetable input. It generates a station to station
database with the mean travel time and the train frequency.
 Travel cost for the traveller. Fare structure is modelled through the travel cost for
passengers. The model will be able to assess the impact of a general
increase/decrease in fares (ex. +10%) or a new fare structure. If we want to
simulate a new fare structure, we will have first to calculate the new travel costs
station to station corresponding to this new structure.
 Comfort in trains, corresponding to trains offering more seated spaces and / or air
conditioning.
245. The base case scenario corresponds to a do-nothing situation, therefore to the current
railway transport plan. Then for each project scenario, we will first evaluate the
modifications concerning the factors taken into account in the spreadsheet model:
adding new frequencies, reducing travel time, reducing transfer time, improving ingress
conditions or comfort …
246. An overall reorganization of rail service (for example between Fort-Maradana stations)
will be modelled through a new transport plan and subsequent modifications in rail
service characteristics (travel times and frequencies) calculated through our automatic
excel program.
247. If we consider a modernization issue involving major evolutions in traffic repartition

between station and connectivity to station (like the question of a new station between
Fort and Maradana), we will use a different base case scenario in order to deal with
these connectivity issues. The spreadsheet model will then apply on a transport plan
based on this new situation.
3.3.1.5 The Demand Elasticity Coefficients
248. The traffic elasticities coefficients have been calculated based on the SP surveys.
249. This SP survey takes into account different simulated scenarios concerning train’s
frequency, travel time, transport cost and comfort.
Page 3-21
250. Table 3-11 in Paragraph 3.2.3.2 details the demand elasticity coefficients.
3.3.2 The STRADA Model Base Case Demand Forecasts
3.3.2.1 Model Description
251. As noted above, the base case demand forecasts were prepared with the Megapolis
Project demand modelling tool. The Megapolis Project used the JICA STRADA model
developed for the JICA CoMTrans study, which is the most recently calibrated
transport demand model for Colombo metropolitan region.
252. The main characteristics of the Megapolis demand forecasts are as follows (a full detail
of Megapolis demand forecasts are in the Master Plan Report, which is an integral part
of the project´s final reports):
■ Population growth: The Megapolis Master Plan identifies that the current 5.8 million
populations will grow at a faster rate assuming a “pro-business” labour policies
allowing multinational talents to work in Sri Lanka. It is estimated that a maximum
population of around 8.8 million will make Western Region as their homes by year
2030 which is forecasted at 9.1 million by the year 2035. Thus, the projection
indicates that an additional 3 million people would be added to the Western Region
over the next 15 years with and annual growth rate of around 2.3%.
■ Spatial distribution: The spatial distributions trends in the Megapolis Plan considers
a cluster based approach for development, with higher population and employment
growths in the areas surrounding the Colombo Central area, with the following key
development zones and planning areas:
 Aero City Zone – Katunayake
 Logistics Corridor – Linking Airport and Harbour
 Eco Zone – Muthurajawela
 Industrial Townships – Mirigama
 Core Area Zone – CBD
 Science and Technology City – Malabe
 Industrial Township – Horana
 Coastal Tourism Belt
 Plantation City – Avissawella
 Forest and Plantation City – Baduraliya
 Tourism & Luxury Housing Zone – Dedduwa Lake and Surrounding,
Bolgoda Lake & Surrounding
 Marine Development Zone – Exclusive Economic zone bounded from
kochchikade to Aluthgama
■ Transport network. The Megapolis Master Plan used the base transport network
developed by CoMTrans, updated where required, with the transport development
scenarios in 2020, 2025 and 2035 shown in the following Table 3-12.
Page 3-22
Table 3-12: Megapolis Transport Demand Analysis Scenarios
The following scenarios were considered as project scenarios for future years
2020, 2025 and 2035 and were used for further analysis and detail demand
outputs.
 Scenario 2: Case A (Project Case) for Year 2020
 Scenario 5: Case B (Project Case) for Year 2025
 Scenario 11: Case D (Project Case) for Year 2035
As noted, Scenario D assumes that all major transport projects with be done before
2035; Scenario B assumes that all road projects, railroad modernization and RTS
projects, with the exception of RTS 7 – Kelaniya – Kadawatha line and the
Elevated highway Kelaniya – Rajagiriya – Pore, will be done by 2025; Scenario A
assumes that some major RTS, railroad and road projects will be done by 2020.
Page 3-23
3.3.2.2 Public Transport Model Results
253. The following Figure 3-15 to Figure 3-17 show the Megapolis Master Plan public
transport passenger demand forecast by mode for 2020, 2025 and 2035 respectively.
Figure 3-15: Public Transport Passenger Demand by Mode for Year 2020
Page 3-24
Page 3-25
Page 3-26
254. Table 3-13 summarizes the resulting Veyangoda – Panadura daily ridership forecasts.
For 2020, 2025 and 2035 and the actual 2016 daily ridership. As noted, daily ridership
is expected to increase more than threefold on the Main Line and fourfold on the Coast
Line, which is a significant increase, with most of the increase occurring in 2020, once
it is assumed the lines are modernized.
Table 3-13: Veyangoda – Panadura Daily Ridership Forecasts (both directions)
From To 2016 2020 2025 2035

Main Line
Veyangoda Heendeniya-Pattigoda 71.000 117.000 142.000 173.000
Heendeniya-Pattigoda Magalegoda 71.000 120.000 147.000 179.000
Magalegoda Bemmulla 73.000 128.000 153.000 187.000
Bemmulla Daraluwa 76.000 130.000 156.000 190.000
Daraluwa Gampaha 77.000 130.000 156.000 190.000
Gampaha Yagoda 95.000 204.000 245.000 301.000
Yagoda Ganemulla 95.000 212.000 254.000 310.000
Ganemulla Bulugahagoda 101.000 233.000 274.000 338.000
Bulugahagoda Batuwatta 103.000 234.000 274.000 338.000
Batuwatta Walpola 105.000 239.000 280.000 346.000
Walpola Ragama 108.000 256.000 303.000 375.000
Ragama Horape 134.000 354.000 449.000 576.000
Horape Enderamulla 135.000 350.000 447.000 577.000
Enderamulla Hunupitiya 138.000 354.000 454.000 588.000
Hunupitiya Wanawasala 141.000 359.000 459.000 605.000
Wanawasala Kelaniya 144.000 390.000 471.000 605.000
Kelaniya Dematagoda 146.000 432.000 538.000 560.000
Dematagoda Maradana 161.000 517.000 539.000 589.000
Maradana Colombo Fort 175.000 501.000 487.000 565.000
Coast Line
Colombo Fort Secretariat Halt 110.000 421.000 422.000 505.000
Secretariat Halt Kompannavidiya 108.000 382.000 377.000 438.000
Kompannavidiya Kollupitiya 104.000 364.000 365.000 425.000
Kollupitiya Bambalapitiya 101.000 353.000 347.000 403.000
Bambalapitiya Wellawatta 96.000 370.000 388.000 437.000
Wellawatta Dehiwala 95.000 282.000 299.000 363.000
Dehiwala Mount Lavinia 92.000 276.000 297.000 355.000
Mount Lavinia Ratmalana 91.000 264.000 286.000 340.000
Ratmalana Angulana 87.000 252.000 273.000 322.000
Angulana Lunawa 84.000 247.000 268.000 313.000
Lunawa Moratuwa 84.000 243.000 264.000 307.000
Moratuwa Koralawella 79.000 204.000 215.000 254.000
Koralawella Egoda Uyana 78.000 190.000 200.000 236.000
Egoda Uyana Panadura 77.000 185.000 194.000 229.000
Source: Owen estimates based on Megapolis Project STRADA Model
Page 3-27
3.3.2.3 Slow Growth Scenario Results
255. Given that there were some questions regarding the high population growth rate and
the optimistic construction phasing of the transport development scenarios, it was
decided to conduct a demand forecast with lower population growth and a more
realistic construction phasing of transport projects. For this slow growth scenario, the
main characteristics are:
■ Population growth: The decision was based on the actual population growth in the
Western Region between 2012- 2015 that was 1.4% as per Census. The JICA
study high growth scenario projected growth for 2012-2015 is 1.31%. Therefore, it
was decided to use the JICA high growth scenario with a growth of: 1.55%
between 2012- 2020, 1.76% between 2020-2025, 1.94% between 2025-2030 and
2.09% between 2030- 2035. Table 3-14 shows the projected population for
Megapolis scenario and JICA High growth scenario used in the slow growth
scenario.
■ Spatial distribution: It was decided to keep the spatial distributions trends in
Megapolis Plan.
■ Transport network. It was decided to phase in the RTS projects in a more
conservative manner, as shown in Table 3-15.
Table 3-14: Population forecast for Megapolis and JICA (COMTrans) high growth scenarios
Megapolis scenario
Districts 2012 2015 2020 2025 2035
Colombo 2,324,349 2,426,810 2,641,122 2,878,870 3,278,399
Gampaha 2,304,340 2,433,902 2,813,494 3,228,223 3,884,364
Kalutara 1,221,948 1,279,107 1,461,012 1,654,695 1,967,640
Grand Total 5,850,637 6,139,820 6,915,627 7,761,788 9,130,403
Colombo 1.45% 1.71% 1.74% 1.31%
Gampaha 1.84% 2.94% 2.79% 1.87%
Kalutara 1.54% 2.70% 2.52% 1.75%
Grand Total 1.62% 2.41% 2.34% 1.64%
JICA (COMTrans) high growth scenario
Districts 2012 2015 2020 2025 2035
Colombo 2,309,809 2,382,600 2,555,700 2,774,400 3,368,800
Gampaha 2,294,641 2,393,200 2,586,000 2,821,400 3,435,900
Kalutara 1,217,260 1,277,500 1,396,500 1,537,300 1,903,100
Grand Total 5,821,710 6,053,300 6,538,200 7,133,100 8,707,800
Colombo 1.04% 1.41% 1.66% 1.96%
Gampaha 1.41% 1.56% 1.76% 1.00%
Kalutara 1.62% 1.80% 1.94% 2.16%
Grand Total 1.31% 1.55% 1.76% 2.01%
Page 3-28
Table 3-15: Slow Growth Transport Demand Scenarios Analysis
256. Table 3-16 below shows the resulting daily ridership forecasts between Veyangoda
and Panadura with the slow growth scenario.
Table 3-16: Veyangoda – Panadura Daily Ridership Forecasts (both directions) with Slow
Growth Scenario
From To 2016 2025 2035

Main Line
Veyangoda Heendeniya-Pattigoda 71.000 119.773 166.268
Heendeniya-Pattigoda Magalegoda 71.000 122.473 234.801
Magalegoda Bemmulla 73.000 129.842 252.280
Bemmulla Daraluwa 76.000 132.692 259.555
Daraluwa Gampaha 77.000 132.692 259.555
Gampaha Yagoda 95.000 207.847 344.248
Yagoda Ganemulla 95.000 216.122 354.129
Ganemulla Bulugahagoda 101.000 238.334 378.520
Bulugahagoda Batuwatta 103.000 240.540 378.739
Batuwatta Walpola 105.000 244.656 384.645
Page 3-29
From To 2016 2025 2035

Walpola Ragama 108.000 262.693 390.139
Ragama Horape 134.000 357.342 508.370
Horape Enderamulla 135.000 355.120 513.945
Enderamulla Hunupitiya 138.000 360.203 512.770
Hunupitiya Wanawasala 141.000 366.843 515.867
Wanawasala Kelaniya 144.000 366.843 515.867
Kelaniya Dematagoda 146.000 437.435 619.864
Dematagoda Maradana 161.000 523.814 731.313
Maradana Colombo Fort 175.000 490.543 720.586
Coast Line
Colombo Fort Secretariat Halt 110.000 411.605 607.160
Secretariat Halt Kompannavidiya 108.000 356.646 501.339
Kompannavidiya Kollupitiya 104.000 339.397 471.097
Kollupitiya Bambalapitiya 101.000 330.853 427.855
Bambalapitiya Wellawatta 96.000 343.683 432.156
Wellawatta Dehiwala 95.000 274.792 350.766
Dehiwala Mount Lavinia 92.000 269.288 347.944
Mount Lavinia Ratmalana 91.000 255.153 335.870
Ratmalana Angulana 87.000 242.982 326.958
Angulana Lunawa 84.000 235.256 325.024
Lunawa Moratuwa 84.000 233.355 324.342
Moratuwa Koralawella 79.000 195.197 284.639
Koralawella Egoda Uyana 78.000 181.141 267.868
Egoda Uyana Panadura 77.000 175.959 260.579
Source: Owen estimates based on Megapolis Project STRADA Model
257. As noted, the results show that, whist in the outlying stations the slow growth scenario
shows a small reduction in ridership compared with the base case, the stations closer
to Colombo downtown area show higher ridership forecasts, with a higher peak hour
forecasts.
258. The above results indicate that:
■ Projected ridership is not too sensitive to population forecast. This means that,
according to the model, there is already a latent demand that is waiting for an
improved public transport service (as the one assumed by the model for the
railroad) to manifest itself; thus, the demand is supply driven.
■ The slow growth scenario did not test for alternative spatial distribution of activities.
However, it can be inferred that a more concentrated distribution of activities in the
downtown area of Colombo would result in higher suburban to downtown Colombo
trips.
■ The competition between modes (railroad and RTS), particularly closer to
downtown Colombo is an important determinant of the level of ridership. Without
the development of the RTS network, the railroads will need to satisfy more
demand. Thus, for a balanced distribution of trips between RTS and railroad, it is
also important to develop the RTS network.
Page 3-30
3.3.3 Peak Period Analysis
259. Based on traffic forecasts with and without project, we calculate the section load for a
peak hour on the corridor.
260. The following Figure 3-18 shows traffic load per section during peak hour in 2035 for
with and without project scenarios.
261. In 2035, without project, the maximum traffic load is around 25 000 passengers per
hour (both direction) between Ragama and Dematagoda. The traffic on the Coast line
part of the corridor is just below 20 000 passengers/hour. On the Main line part of the
corridor the traffic is just below 10 000 passengers per hour between Veyangoda and
Gampaha, and above 10 000 between Gampaha and Ragama.
262. With the modernization project, the traffic load increases on the whole corridor, but the
difference with the without project situation is most noticeable between Gampaha and
Wellawatta, where the traffic load with project is around the double of the without
project traffic. The maximum traffic load reaches 47 000 passengers per hour between
Hunupitiya and Kelaniya. Between Veyangoda and Gampaha, the traffic load is around
15 000 passengers per hour, and it increases up to 31 000 passengers per hour in
Ragama. On the coast line part of the corridor, the traffic remains above 30 000
passengers per hour from Colombo Fort to Mont Lavinia, and above to 20 000 pph up
to Panadura.
263. In the “without project” situation a drop of ridership can be observed between
Maradana and Kollupitiya. This is linked to the implementation of LRT line 1 loop
between Maradana, Fort and Kollupitiya. Without any improvement of the railway
service, the LRT line provides a far more competitive service that attracts former
railway passengers. In the “with project” situation, the railway improvement balances
the attractiveness of the LRT line. Therefore less passenger are transferring to the
LRT in Kollupitiya.
264. In 2025 (see Figure 3-19), the traffic load curves show the same shape. In 2025, we
have around 15% to 15% percent less passengers than in 2035. The most loaded
sections in the scenario with project are between Ragama and Colombo Fort with a
traffic load above 32 000 pph.
Page 3-31
Figure 3-18: 2035 Traffic load per section during peak hour (both directions)
Source: Own estimates based on Strada demand model forecasts.
Figure 3-19. 2025 Traffic load per section during peak hour (both directions)
Source: Own estimates based on STRADA demand model forecasts.
3.3.4 Sensitivity Analyses
265. Sensitivity analysis is performed among rail traffic of the corridor for the project case
scenario in 2025 and 2035. The analysis is based on the total boarding in the stations
between Panadura and Veyangoda. For the base project scenario, this traffic is 1.2
Million passengers in 2025 and 1.47 Million passengers in 2035. Sensitivity to
Page 3-32
variations in different offer parameters is then calculated using demand elasticity

coefficients (see Section 3.2.3.2).
266. The following Table 3-17 gives the traffic estimated for different sensitivity cases.
Table 3-17: Sensitivity analysis
Project case Project case

Total boarding for Panadura-Veyangoda corridor Impact %
2025 2035
Base forecast 1 230 000 1 473 000 -
Train fares +10% 1 187 000 1 422 000 -3,5%
Train fares +30% 1 101 000 1 319 000 -10,5%
Train fares +50% 1 016 000 1 216 000 -17,5%
Train travel time +10% 1 193 000 1 428 000 -3,1%
Train travel time +30% 1 118 000 1 339 000 -9,2%
Train travel time -10% 1 268 000 1 518 000 3,1%
Train frequency +10% 1 305 000 1 563 000 6,1%
Train frequency -10% 1 155 000 1 383 000 -6,1%
Train frequency -20% 1 080 000 1 294 000 -12,2%
No improvement of train comfort
944 000 1 130 000 -23,3%
(no A/C and no increase of seating positions)
Page 3-33
4 OP ERATIONS P LAN
4.1 P URP OS E OF THE OP ERATIONS P LAN

267. The Operation Plan aims at defining the best service structure suiting with the
expected ridership on 2 different dates, 2025 and 2035. This will serve as a basis to
define the infrastructure needs (tracks, turnouts and other related equipment), as well
as fleet in operation at peak period.
268. This follows a first round of operations analysis presented in the Interim report in
November 2016, covering all Colombo suburban rail lines. It gives more details on the
graphical analysis, the actual operation at peak period, and gives first indications on
key operational indicators.
4.2 DES IGN DEMAND

4.2.1 Overall methodology
269. The passenger ridership estimation is based upon previous available data, named as
“Megapolis Study (see Section 3.3.2.2), providing forecast on boarding and alighting
at any station of the suburban area for the years 2020, 2025 and 2035. For
operational analysis, the target operations have been planned with the 2035 demand
forecasts and the start of operations has been planned with the 2025 demand
forecasts.
4.2.2 Proposed Passenger Services for 2035
4.2.2.1 Daily traffic in Colombo metropolitan stations
Figure 4-1 shows the estimated 2035 daily boarding and alighting at stations (both directions)
for the same year 2035. In the Main Line and Coast Line the stations forecasted to have the
highest frequentation (i.e. > 150 000) are:
■ Main Line:
 Veyangoda
 Gampaha
 Ragama
 Maradana
■ Coast Line:
 Colombo Fort
 Secretariat Halt
 Panadura
270. In addition to local commuter trains stopping at all stations within the Colombo area,
the above stations, because of their high frequentation, would also merit being served
by a small number of semi-fast services as well.
Page 4-1
Figure 4-1: Daily both direction boarding and alighting forecasts at stations in 2035 (000s)
Page 4-2
4.2.2.2 Peak hour traffic in Colombo metropolitan stations
271. The transformation of daily ridership in both directions to peak hour ridership per
direction has been achieved based on the following assumptions:
■ Ratio peak hour to daily passenger flows: 8.9% (CoMTrans / Megapolis estimation)
■ Ratio peak hour boardings / alightings:
 Morning: 80% alighting, 20% boarding,
 Evening: 20% alighting, 80% boarding.
272. Evening peak hour services will be the same as for the morning peak hour services,
but with directions reversed.
4.2.2.3 Services required at peak hour
273. To convert from Passengers per Hour per Direction to the number of Services per
Hour per Direction, a train capacity of 2,200 passengers has been assumed on all lines
within the Colombo Suburban Railway Project area (Main, Puttalam, Coast and Kelani
Valley). This train capacity corresponds to vehicles with longitudinal seats, all being
occupied and a standing density of 6 passengers per m2. Table 4-1 shows the
estimates of train services per hour in 2035 for all Colombo Suburban Rail Lines.
274. Figure 4-2 summarizes Table 4-1 estimates. It depicts the schematic showing the
proposed passenger services for 2035. Train services (to accommodate projected
peak hour demand) coming into Colombo are shown in red and train services going
out of Colombo are shown in blue. Where there is a change in service frequency, the
station has been selected because it already has some additional tracks allowing trains
to be parked (stabled) off the main running lines.
275. Currently, trains coming from Main line terminate in Colombo fort whereas train coming
from Coast line terminate in Maradana, which induces excessive train circulations
between Maradana and Fort. It is therefore recommended to have a central station to
avoid this issue. Later in this report will be developed the opportunity for the creation of
a new central station between Maradana and Colombo Fort.
276. If such a central station cannot be created, the role of the central station will be
assigned to Maradana as it is the station with the highest forecast ridership and also,
on an operational point of view, Maradana is the station that offers the largest capacity.
277. Therefore, in the following passenger service proposal, all trains from Main and coast
lines will be terminus at Maradana. Only one train upon two coming from KV Line will
be terminus in Colombo Fort.
Page 4-3
Table 4-1: Estimates of Colombo Suburban Train Services per Peak Hour in 2035
Page 4-4
Figure 4-2: Colombo Suburban Train Services per Peak Hour in 2035
Page 4-5
4.2.2.4 Services with Existing Track Layout
278. To service the required peak hour operations, as detailed in Table 4-1 and Figure 4-2,
and maintaining the existing track composition, the passenger service proposal for the
future operating scenario (year 2035) assumes that the trains stop at all stations,
maintaining a rigid stop pattern (all trains stopping) between Ragama and Maradana.
although later on there might be some additional capacity available for operating a very
limited number of semi-fast services, in addition to or replacing the services (train
paths) shown below:
Main Line:
■ Up to 3 semi-fast services per hour per direction:

 1 Colombo Fort / Maradana ⟷ Kankesanturai / Talaimannar
 1 Colombo Fort / Maradana ⟷ Trincomalee / Batticaloa
 1 Colombo Fort / Maradana ⟷ Kandy-Matale / Badulla
 Stopping at all stations between Colombo Fort / Maradana and Ragama,
 Fast to Ganemulla, Gampaha, Veyangoda, Mihirigama and Polgahawela.
■ All other trains shall stop at all stations,
Puttalam Line:
■ 1 semi-fast service per hour per direction: Colombo Fort / Maradana ⟷ Negombo
(Stopping at all stations between Colombo Fort / Maradana and Ragama)
(Fast to Peralanda, Kapuwatte, Seeduwa, Katunayake, Kurana and Negombo)
Coast Line:
■ 1 semi-fast service per hour per direction : Katara ⟷ Colombo Fort / Maradana
(Stopping at all stations between Maradana / Colombo Fort and Ratmalana)
(Fast to Moratuwa, Panadura and Kalutara South)
Kelani Valley Line:
■ All trains shall stop at all stations,

■ No semi-direct services.
279. Semi-fast trains would be non-electric i.e. diesel, since they need to operate outside of
the electrified zone.
280. Because of the high frequency of services along some sections, with the existing track
configuration the semi-fast services stop at all stations from Colombo Fort / Maradana
to Ragama and Ratmalana. Then they can go fast to Polgahawela, Negombo and
Kalatura South as the service frequency diminishes. This should allow them to be
inserted more easily in-between the trains stopping at all stations, whilst having the
same train path along the higher frequency sections.
281. The present timetable shows 2 separate trains paths arriving in Maradana and
Colombo Fort from Kankesanturai and Talaimannar. The same occurs along
Trincomalee and Batticaloa and Kandy-Matale and Badulla. This makes for a total of 6
Page 4-6
train paths. Because of the high demand for frequent passenger services along the
Ragama – Maradana section in 2035, it could be proposed to couple the trains outside
of Colombo. They would then run as double units, thus saving a total of 3 train paths.
282. The following Table 4-2 illustrates the principle of coupling together two separate train
services at some common point along their respective journeys, then operating them
as a double unit, towards their final destination.
Table 4-2: Guideline for the Coupling of Mainline Intercity Trains
Trains departs Trains couple Double unit train arrives

Line
Trains arrive Trains uncouple Double unit train departs
Talaimannar Talaimannar Medawachchiya
→ + → = →→ Colombo Fort / Maradana
Northern Kankesanturai ← + ← = ←←
Main Badulla Peradeniya
Matale Matale / Kandy ← + ← = ←←
Batticaloa Batticaloa Gal Oya
Trincomalee Trincomalee ← + ← = ←←
283. This type of operating manoeuvre happens in France (and in Great Britain). For
example, one high speed train leaves Marseille. Another high speed train leaves
Montpellier. At Lyon-Part-Dieu, they are coupled together to form a double unit high
speed train. The second high speed train arrives on the same platform (400m long)
about 10 minutes after the first train. They then go together to Paris Charles de Gaulle
airport and Lille. They are then separated at Lille. One of the TGVs may then
continue onto Brussels.
284. When constructing a new timetable, the inter-city or semi-fast trains are generally
positioned first. They usually have longer distances to run and more cities to connect
with. Then the local trains can be positioned secondly, checking for any conflicts with
the faster services, with local adaptations to their journey and stopping times (train
paths), on an individual, case by case basis.
285. Because of the high demand for frequent passenger services in 2035, it is assumed
that any freight trains (parcels, goods, oil etc.) which presently run within the Colombo
Suburban area during the 2016 peak hour are rescheduled to run during the off-peak
hours in 2035.
4.2.2.5 Services with Track Layout Improvements
286. The services arrangement described in hereafter was extensively discussed during the
Interim Report period. Based on Sri Lanka Railways comments that long distance
trains and express trains ought not to be forced to stop at all stations closer to
Colombo City, and given the rigid timetable, with little scope to handle potential
disruptions, it was concluded that the following track improvements were required:
■ Add one additional track, to 4 tracks from Maradana to Ragama. This track
configuration will allow for low speed trains, stopping at each station, to use one
down track and express and semi-express trains using the second down track, and
applying the same pattern for to the up lines. More detailed simulations should
Page 4-7
clearly identify if the slow track should be the outer most track or the inner most
track or other configuration.
■ Add one additional track, to 3 tracks, from Ragama to Veyangoda. This 3-track
configuration will allow the down lines in the morning peak to continue with the
same service pattern above described
■ Add one additional track, to 3 tracks, from Panadura to Colombo Fort, to allow the
up lines (coming into Colombo in the morning peak) the same track specialization
of slow track and express and semi-express track.
■ Add a viaduct at Ragama to avoid a potential bottleneck, given Main Line trains
departing from Ragama on the Up Line will have to cross Puttalam Line trains
arriving on the Down Line.
287. The following Chapter 5 provides more details of the proposed added tracks and
viaduct at Ragama Station.
4.2.3 Proposed Passenger Services for 2025
4.2.3.1 Daily traffic in Colombo metropolitan stations
288. Based on our knowledge of the 2035 ridership, same assumptions are made to obtain
an estimation of patronage for the year 2025. Figure 4-3 shows the estimated daily
boarding and alighting at stations (both directions) for this period.
289. As in 2035, In the Main Line and Coast Line the stations project to have the highest
frequentation (i.e. > 150 000) are:
■ Main Line:
 Veyangoda
 Gampaha
 Ragama
 Maradana
■ Coast Line:
 Colombo Fort
 Secretariat Halt
 Panadura
290. In addition to local commuter trains stopping at all stations within the Colombo area,
the above stations, because of their high frequentation, would also merit being served
by a small number of semi-fast services as well.
4.2.3.2 Peak hour traffic in Colombo metropolitan stations
291. The transformation rules from daily ridership to peak hour in 2025 are the same as
those used for 2035.
4.2.3.3 Services required at peak hour
292. In 2025, it is also assumed that the trainsets with 2,200 passengers each are already
in operation, all equipped with longitudinal seats fully occupied and a standing density
of 6 passengers per m² at peak time.
Page 4-8
293. Table 4-3 shows the estimates of train services per hour in 2035 for all Colombo
Suburban Rail Lines and Figure 4-4 summarizes the table’s estimates. As noted, the
required services follow the same pattern as 2035, but reduced in about 20%.
Figure 4-3: Daily both direction boarding and alighting forecasts at stations in 2025 (000s)
Page 4-9
Table 4-3: Estimates of Colombo Suburban Train Services per Peak Hour in 2025
Page 4-10
Figure 4-4: Colombo Suburban Train Services per Peak Hour in 2025
Page 4-11
4.2.4 Off-peak services
294. It is assumed that train services dedicated to Colombo metro area will be operated to
the following periods:
■ First departure (both directions): 05h

■ Last departure (both direction): 23h
295. No overnight service is scheduled. It is recommended to leave lines without any

passenger or freight service during a time frame of at least 6 consecutive hours to
enable maintenance personnel to work on track, for preventive or curative actions.
296. The working days will be divided in five different time frames of passenger’s affluence,
as shown in Table 4-4.
Table 4-4: Daily passenger service level by time frame
Time frame Passenger service period Level of service
05.00 – 07.00 Early morning – beginning of service 40%

07.00 – 09.00 Morning peak 100%
09.00 – 17.00 Daytime – off-peak period 60%
17.00 – 19.00 Afternoon peak 100%
19.00 – 23.00 Evening 40%
Page 4-12
4.3 THE P ANADURA – VEYANGODA S ECTION OP ERATIONAL

DES IGN
4.3.1 General Operational Aspects
297. The general assumptions considered for space-distance design are the followings:
■ No Freight trains running at peak hour

■ Minimal turn-back time at Colombo central stations: 15 minutes
■ Tracks available: a slight modernization of the Puttalam line is to be taken into
account, with the doubling of track completed between Seeduwa and Katunayake.
All other line keeps their current configuration.
4.3.2 Journey Time Simulations and Commercial Speed
4.3.2.1 Methodology and assumptions
298. Journey time simulations have been performed on all Main and Coast lines. They
assume that modern electric trains are operating on renewed and upgraded
infrastructure. This will allow improved performance, in terms of higher running speeds
and better acceleration / braking.
Journey Time = Technical Run-Time + Regulation Time + Dwell Times in Stations
299. The Technical Run-Time is the minimum time which the driver needs to run in-between
two stations (also referred to as the wheel start to wheel stop time). The driver applies
time this if he is running late. The driver can then progressively recover lost time over
several stations. The Regulation Time is added to the Technical Run-Time. It allows
the driver to run at a more practical rhythm. Finally, the Dwell Times in Stations are
added. This gives the Journey Time and Commercial Speed.
300. Input data and assumptions are as follows:
■ Horizontal curves: Radius severity is already taken into account by the permanent
speed restrictions.
■ Gradients:
o Main Line: Half the distance from Colombo Fort to Polgahawela has a ±5 ‰
gradient.
o Coast Line: Half the distance from Colombo Fort to Panadura has a ±5 ‰
gradient.
o All other lines simulated with 0 ‰ gradient (level track).
■ Maximum operating speed:
o Straight sections: 100 km/h,
o In curves: depending on radius severity (existing permanent restrictions
applied),
o All temporary speed restrictions lifted.
Page 4-13
■ Rolling stock:
o Electric traction (25kV 50 HZ ac),
o Acceleration and braking: Up to 1.0 m/s2.
■ Technical run-time:
o Maximum speeds in steps of 5 km/h (e.g. 40, 45, 50, 55, 60, 65 etc.),
o Simulated speeds are smoothed over and adjusted to simulate realistic and
practical running by the train driver.
o Simulated maximum speed held for at least 15 consecutive seconds,
o Limited number of maximum speed steps between stations.
■ Regulation time:
o Margin of 4½ minutes per 100 km is homogeneously applied to the whole train
journey
o Train uses 90% of the maximum speed. This is an additional margin to allow
the train to run without any disturbances (small allowances for coasting around
the maximum speed, reduction in the overhead line voltage etc.).
■ Dwell times in stations:
o 3 minutes for trains which stop in Colombo Fort and Maradana, and then
continue onwards in the same direction,
o 10-15 minutes for trains which terminate at Colombo Fort and Maradana, and
then reversing direction,
o 1 minute for all other stations.
4.3.2.2 Results
The following Table 4-5 to Table 4-8 depict the estimated running times for different routes on
the Main Line and Coast Line, as follows:
Main Line:
■ Table 4-5: Journey Time table: Maradana – Polgahwela: Train stopping at all
stations. Total running time: 1:46:22. Total distance: 71,927 m. Average
commercial speed: 40.57 km/h.
■ Table 4-6: Journey Time table: Maradana – Polgahwela : Train stopping at
selected stations. Total running time: 1:10:34. Total distance: 71,927 m. Average
Coast Line:
■ Table 4-7: Journey Time table: Maradana to Kalatura South: Train stopping at all
stations. Total running time: 1:04:04. Total distance: 43,757 m. Average
■ Table 4-8: Journey Time table: Maradana – Kalatura South: Train stopping at
selected stations. Total running time: 0:49:54. Total distance: 43,757 m. Average
Page 4-14
Table 4-5: Journey Time table: Maradana – Polgahwela: Train stopping at all stations
Page 4-15
Table 4-6: Journey Time table: Maradana – Polgahwela: Train stopping at selected stations
Page 4-16
Table 4-7: Journey Time table: Maradana to Kalatura South: Train stopping at all stations
Page 4-17
Table 4-8: Journey Timetable: Maradana – Kalatura South: Train stopping at selected stations
Page 4-18
4.3.3 Structure of Services and Service Frequency
4.3.3.1 Timetable generations
301. The timetable is composed of a set of trips defining scheduled trains operations for the
whole day or a part of the day. Timetables are built for each calendar day by means of
a timetable editor. It is usually an off-line tool, located in a technical room of the OCC.
Train movements to be applied to the lines and the maintenance depot are defined
according to the current operating schedule.
4.3.3.2 Train services
302. Train service patterns and their headways will be adapted to the expected ridership
along both Main and Coast lines. The number of train services running per hour and
per direction must offer sufficient passenger transportation capacity. Trains will
normally stop at all stations for its scheduled service.
303. Planned train service patterns use the nested loops principle (see Figure 4-5 and
Figure 4-6):
■ Main line: 2 nested loops are scheduled, one to Gampaha and one to Veyangoda.
Other limited services are also planned to serve the metropolitan area, going
toward Mihirigama and Polgahawela,
■ Coast line: 3 nested loops are scheduled, one to Mount Lavinia and one to
Panadura. A third loop also exists and serves the remote station of Kalutara South.
Figure 4-5: Proposed Loops Services on the Main Line
Page 4-19
Figure 4-6: Proposed Loops Services on the Coast Line
304. Each loop has its own service level, and its proper headway. As all trains stops at all
stations, the train running on long loops can be added to shortest on common trunks.
As a result, the headway is greatly reinforced in these particular sections.
305. According to forecast ridership showing a high need of transport toward Colombo on
morning peak period, the train offer is adapted to this unbalanced movement. As a
result, the counter-peak direction (Up line direction) is far lower than peak-direction.
306. It is assumed that the same behaviour is seen at evening peak period, with a need of
transport for targeted to people leaving Colombo, going to the periphery. As a result,
the peak direction is Up line with massive offer on that way. The down line direction
has lowest number of trains and higher headway.
307. A part of the offer between Maradana and Ragama is done by trains serving Puttalam
line after the Ragama junction. The average commercial headway takes into account
the whole offer on that section. Passengers should carefully watch the information
system to choose the right platform prior train arrival to benefit from intense headway.
4.3.3.3 Through services
308. The proposed nested loop services are all terminus in Maradana. It is yet possible to
optimize the operation by proposing through trains. In this case, trains coming from
Main line (Gampaha, Veyangoda) would be continuing on Coast line, toward Mount
Lavinia and Panadura.
309. This optimization offers a better journey quality for passengers that don’t have to
change at Maradana. On an operational point of view it needs less platform capacity
for Maradana station, which can prove to be attractive owing Maradana land’s
constraints.
310. Yet, such services also have operational constraints at Maradana stations as it might
induce more train crossings while approaching / leaving Maradana station.
Page 4-20
311. And it has to be reminded that the peak period is pretty much polarized toward
Maradana station. Which means, only a few services will be through trains. Indeed, in
2035, there are 17 trains coming from Mount Lavinia but only 4 would be continuing
toward Gampaha. On the other direction, there are 13 trains coming from Gampaha
and only 8 will be continuing on coast line.
312. Finally, the total journey travel time for through trains would be quite long. As the peak
periods are quite shorts, there would be only a limited number of through services that
will fit during the peak period. This would get more interesting when the peak period
length would increase.
313. Therefore, it can be noted that operations can be optimized with the introduction of
through train even if these services will be limited.
4.3.3.4 Days of operation
314. Colombo metropolitan services running on Main and Coast Lines are scheduled to
operate every day of the year (365 or 366 days per year). Timetables are generated
according to the type of day. Based on the Sri Lankan calendar, the year is divided in
the following periods, with the approximate number of days.
■ Weekdays (Monday to Friday): 243 days

■ Week-ends (Saturday & Sunday): 104 days
■ Public Holidays and non-working day 17 days
4.3.3.5 Period of operation
4.3.3.5.1 Peak period
315. Peak operating periods occur when the overall train system provides the maximum
required capacity: weekdays between 7.00 and 9am, and 17.00 and 19.00pm.
316. Table 4-9 shows the Main Line overall capacity offered at peak in 2025 and 2035.
Capacity estimates consider 12 cars can carry 2,200 passengers with an average
density of 6 passengers / m² (AW3).
Table 4-9: Main Line service capacity estimates in 2025 and 2035
2025 2035
Section Peak direction Peak direction

Capacity (pax / Capacity (pax /
services services
hour / direction) hour / direction)
(down line) (down line)
Maradana - Ragama 18 39 600 22 48 400
Ragama - Gampaha 11 24 200 13 28 600
Gampaha - Veyangoda 6 13 200 7 15 400
Veyangoda - Mihirigama 3 6 600 4 8 800
Mihirigama - Polgahawella 2 4 400 3 6 600
Page 4-21
317. It is important to note that additional trains are also running on Main Line at peak
period: national trains from remote provincial cities: Kandy/Matale, Badulla,
Trincomalee/Batticaloa, Jaffna, … They all stop in the 4 major stations of the Main line:
Mirigama, Veyangoda, Gampaha and Ragama. In these selected locations, the
offered capacity at peak should be increased of 2-3 national trains per hour in the peak
direction (down line), representing each 1 800 passengers (5 400 supplementary
passengers).
318. Table 4-10 shows the Main Line overall capacity offered at peak in 2025 and 2035.
Table 4-10: Coast Line service capacity estimates in 2025 and 2035
2025 2035
Section Peak direction Peak direction

Capacity (pax / Capacity (pax /
services (up services (up
hour / direction) hour / direction)
line) line)
Colombo Fort – Mount Lavinia 14 30 800 17 37 400
Mount Lavinia - Panadura 10 22 000 12 26 400
Panadura Kalutara South 3 6 600 4 8 800
319. It is important to note that an additional train also runs on Coast line at peak period
coming from Galle. It serves Kalutara South, Panadura and Mount Lavinia. In these
selected locations, the offered capacity at peak should be increased of 1 train per hour
in the peak direction (up line), representing a spare capacity of 1800 passengers.
4.3.3.5.2 Off-peak period
320. Train services run less frequently during off-peak periods compared to peak periods.
They can be adjusted during revenue operation, according to the ridership
expectations. It is common to experience simple ratios between the periods, for
example:
■ 50 – 60% between daytime off-peak and peak hour,

■ 30 – 40% between early morning / late evening and peak hour.
321. For the overall estimation of train-km, it is assumed that there are no modifications of
train composition between peak and off-peak periods. Service adjustments are made
adjusting the number of trains per hours and per direction.
4.3.4 Track layout and stations
4.3.4.1 In year 2025

4.3.4.1.1 Main Line
Number of tracks:
322. According to the space-distance diagram, a fourth track is required between Ragama
and Maradana. As a result, it can provide a complete separation between trains
running on Puttalam and Main line. Other operational arrangements, such as
dedicated up and down tracks for slow trains (for both Main Line and Puttalam Line)
Page 4-22
and for express and semi-express trains, will need to be further analysis and
considered in more detailed designs of the lines.
323. The positioning of paths considers the doubling of track between Seeduwa and
Katunayake. Additionally, a third track is required between Ragama and Gampaha in
order to segregate suburban and intercity trains in the peak direction.
324. A railway flyover at Ragama station will also be implemented to reduce train crossings.
Terminal station configuration:
325. Main line services are structured upon 4 terminal stations: Polgahawella, Mihirigama,
Veyangoda and Gampaha. According to current track layout, these stations have a
limited number of stabling positions. As applying the forecast service for the year 2025,
we identify a crucial need for stabling and turnback positions.
GAMPAHA
A total of 11 metropolitan services are generated at this station, to cover morning peak
needs. One turn-back position is currently available at this place, used by the first
trainset. According to the service structure in 2025, a maximum of 5 consecutive turn-
back procedures are realized each hour at peak period. In the meantime, 3 trains are
simultaneously observed at this station. At year 2025, a maximum of 2 additional turn-
back positions are required compared with current situation. These additional positions
are considered in the proposed new facilities (see Chapter 5 for more details).
VEYANGODA
A total of 7 to 8 metropolitan services are initiated at this station at peak period (from 7
to 9am). Four (4) turn-back places are currently available at this place. The first four
services can be stabled locally. According to the forecast services at 2025, 2 turn-back
may be performed at same time (here, around 8am), after full release of stabling
positions, requiring a maximum of 3 positions used simultaneously. As a result, the
current station layout complies with morning peak needs.
MIHIRIGAMA
Only one metropolitan service is generated each hour at morning peak period. The
station is already equipped with 2 turn-back positions. All morning needs are covered
by current infrastructure.
POLGAHAWELLA
Two metropolitan services are launched front this station. It already benefits from 4
turn-back positions. As a result, all trains initiated from this location can be stabled
locally, as 4 services are identified from this point between 6 and 8 am.
4.3.4.1.2 Coast Line
Number of tracks:
326. On Coast line, a third track is required between Colombo Fort and Panadura in order
to segregate suburban and intercity trains in the peak direction.
Page 4-23
327. Coast line services are structured upon 3 terminal stations: Mount Lavinia, Panadura
and Kalutara South. According to current track layout, these stations have a limited
number of stabling positions. As applying the forecast service for the year 2025, we
identify a crucial need for stabling and turnback positions at these places.
MOUNT LAVINIA
A total of 4 trains are launched from this station each hour at morning peak. Most of
them are composed of trainsets stabled locally, or coming from remote location in case
of non-availability of stabling track on this site (from Ratmalana loco shed). There are
currently two turnback positions. In case of local stabling, 7 to 8 different positions
should be provided. Given the space constraints in Mount Lavinia, this is not possible
to implement new turn-back places. Therefore, Ratmalana loco shed will be used for
all stabling needs and it currently offers enough space for all the additional turnback
places that would be needed for Mount Lavinia.
PANADURA
A total of 7 trains are launched from this station each hour at morning peak. At the
beginning of morning peak period, all of them should be parked locally, or coming from
remote location (CY) in case of non-availability of tracks. Once the peak period started,
trains can be easily reversed at Panadura, which allows a short track occupation and
no need for injection from stabling tracks. There are currently four (4) turnback
positions available at Panadura which complies with the morning peak hours needs.
KALUTARA SOUTH
At this station, a total of 3 trains are injected on line toward Colombo. A stabling yard of
6 positions has to be implemented.
4.3.4.2 In year 2035
Number of tracks:
328. An additional investment is to be done on Main line, which is the prolongation of the
third track until Veyangoda. The following table sums-up 2025 and 2035 requirements.
329. The following Table 4-11 sums-up 2025 and 2035 terminal station requirements in the
Main Line and Coast Line.
Table 4-11: Main Lien and Coast Line 2025 and 20235 turnback requirements
No. on turnback places / stabling position

Station on Main line Additional ones in Additional ones
2016 2025 compared to in 2035 compared
2016 to 2016
Veyangoda 4 0 0
Gampaha 1 2 2
Station on Coast line No. on turnback places
Page 4-24
Additional ones in Additional ones

2016 2025 compared to in 2035 compared
2016 to 2016
Mount Lavinia 2 0 0
Panadura 4 0 0
4.3.5 Track Occupation and Timetable Planning
4.3.5.1 Basic principles
330. Track occupation depends on the technical performances of the static signalling
system and the number and type of trains running on the network on a given period
(one hour). It is assumed that the signalling system complies with 3-aspects signals in
an automatic block architecture (see Chapter 7 for proposed signalling).
331. The below diagram in Figure 4-7 schematizes a line with 3-aspect signals. The block
occupied by Train 1 is protected by the red signal at the entrance to the block. The
block behind is clear of trains but a yellow signal provides advanced warning of the red
aspect ahead. This block provides the safe braking distance for Train 2. The next
block in rear is also clear of trains and shows a green signal. The driver of Train 2
sees the green signal and knows he has at least two clear blocks ahead of him and
can maintain the maximum allowed speed over this line until he sees the yellow.
Figure 4-7: Schematics of 3-aspect signal operations
332. In these conditions, based on feedback of Automatic Block in service in European

network, it is possible to assume that the minimum spacing between 2 trains in same
direction is 3 minutes (technical block + robustness). As a result, considering the
services for each year term, the track occupation can be qualified as shown in Table 4-
12.
Table 4-12: Track occupation on Main Line and Coast Line in 2025 and 2035
2025 2035
Section of Main Line
Number of train / h Rate of Number of train / h Rate of
on down line occupation on down line occupation
Main line: 11 metro + 70% Main line: 13 metro + 80%

3 national 3 national
Maradana - Ragama
Puttalam line: 7 Puttalam line: 9
trains (all categories) 35% trains (all categories) 45%
Page 4-25
11 metro + 3 13 metro + 3
Ragama - Gampaha 70% 80%
national national
Gampaha - Veyangoda 6 metro + 3 national 45% 7 metro + 3 national 50%
Veyangoda - Mihirigama 3 metro + 3 national 30% 4 metro + 3 national 35%
Mihirigama - Polgahawella 2 metro + 3 national 25% 3 metro + 3 national 30%
2025 2035
Section of Coast Line
Number of train / h Rate of Number of train / h Rate of
on up line occupation on up line occupation
90 % with 2
Colombo Fort – Mount 14 metro + 1 17 metro + 1 tracks
75 %
Lavinia national national Around 75% in
rd
case of 3 track
10 metro + 1 12 metro + 1
Mount Lavinia - Panadura 55% 65%
national national
Panadura - Kalutara South 3 metro + 1 national 20% 4 metro + 1 national 25%
333. Figure 4-8 shows the residual capacity in each track segment. For the Main Line, it
justifies adding one track to four tracks from Maradana to Ragama and adding one
track to three tracks from Ragama to Gampaha. From Gampaha to Veyangoda, the
addition of one track to three tracks will provide flexibility to accommodate slow trains
and fast trains. For Coast line, the track occupation for 2025 and 2035 shows lack of
capacity, that justifies the implementation of a third track from Colombo Fort to
Panadura.
Page 4-26
Figure 4-8: Schematics of 2025 and 2035 residual capacity by track segment
Page 4-27
4.3.5.2 Occupation of tracks on 3-track and 4-track sections

4.3.5.2.1 Main Line
On the 4-track section between Ragama and Maradana, a fully segregated operation between
suburban and intercity trains is possible. Thanks to the rail flyover in near Ragama station, it
will be possible to put the fast (intercity) trains on centre tracks and slow (suburban) trains on
sidetracks.
On the 3-track section between Ragama and Gampaha, the slow (suburban) trains on
sidetracks and fast (intercity) trains on the centre track, oriented on the peak direction
(morning towards Colombo, afternoon from Colombo).
On the 3-track section between Colombo and Panadura, the slow (suburban) trains on side
tracks and rapid (intercity) trains on the centre track, oriented on the peak direction (morning
towards Colombo, afternoon from Colombo).
4.3.6 The Rolling Stock
4.3.6.1 Functional Specifications and General Technical Characteristics
334. Chapter 9 of this report describes the functional specifications and general technical
characteristics of the proposed rolling stock. The proposed standard composition of
two coupled 6-car trainsets (in the form of a multiple unit) gives it operational flexibility
and can provide an overall capacity of 2,200 passengers per coupled multiple unit.
4.3.6.2 Fleet size calculation

4.3.6.2.1 The round trip-time
335. The Round Trip Time (RTT) is the time that a passing train needs to make a complete
loop of the line, starting at a given location, serving all stations in both directions,
turning back at both termini, and passing the same location again, under normal
operation conditions (see Figure 4-9).
Figure 4-9: Schematics of round trip time
336. The RTT is the sum of:
■ Journey times for both the Up Line and Down Line directions, from terminus to
terminus,
■ Turnaround times at each terminus.
Page 4-28
337. The RTT is adjusted to ensure that, for a given headway, the number of trains required
in operation is an exact whole number.
338. The minimum time spent at terminal station is the combination of 2 constraints: having
a regulation time of 10% of single direction trip time, and in a general way, at least 15
minutes spent at terminal station for all operation purposes.
4.3.6.2.2 Passenger capacity
339. Two 6-car trainsets represent about 240m length and can transport roughly 2000
passengers under AW3 load (maxi 6 pax/m²), or 2200 with longitudinal seats
arrangement. Next phase study EMU’s specification ought to give more accurate
capacity estimates.
340. A maximum of double external sliding doors per side facilitates alighting and boarding
in stations and reduces dwell time.
341. Full-width connecting gangways configuration:
■ allows passengers to spread along the whole train thanks to absence of internal
partitioning between coaches;
■ increases capacity;
■ avoids concentration of people at certain areas which can disturb alighting and
boarding in stations.
4.3.6.2.3 Calculation of rolling stock fleet size
342. The rolling stock fleet is composed of:
■ Trains required on line (bare rake requirement), during peak hours,

■ Trains on operating / traffic reserve (i.e. available on standby, to replace a failed
train on-line),
■ Trains undergoing maintenance / repair (i.e. they are not available for operations).
343. Trains required on line (bare rake requirement) are calculated based on the Round
Trip Time (RTT) divided by the peak-hour headway.
344. Spare rakes have been estimated as follows:
■ Traffic reserve: Minimum of 1 rake, up to +5% of the bare rake requirement

(operational spares, to cater for failure of another train operating along the line),
■ Maintenance reserve: Minimum of 1 rake, up to +10% of the bare rake requirement
(trains undergoing periodic and intermediate overhauls i.e. preventive
maintenance. The length of the revision prevents them being available during peak
operating hours).
345. The calculated number of rakes in fraction is rounded off to the next higher number.
346. Table 4-13 and Table 4-14 summarize the main fleet figures for all lines of the
Colombo metropolitan area, for year 2025 and 2035 respectively.
Page 4-29
Table 4-13: Colombo Suburban Lines - Estimates of rolling stock requirements for 2025
Table 4-14: Colombo Suburban Lines - Estimates of rolling stock requirements for 2035
Page 4-30
4.3.6.3 Rolling stock fleet mileage
347. Annual fleet mileage is estimated as follows:
Total mileage = Revenue mileage + Non-revenue mileage
348. Revenue mileage is calculated as follows:
∑ Departures per day (both directions) x Days per year x Revenue length (km)
349. There are approximately 243 Weekdays (Mondays to Fridays), 104 days of weekend
(52 Saturdays and 52 Sundays) and 17 Public Holidays and off-work days.
350. In an operational approach, the non-revenue mileage includes:
■ Each one-way trip will generate one terminus turn back operation (Maradana or
each of intermediate terminal station),
■ Each inserted train (morning or evening) will generate one trip from the stabling
area to one of the 2 ends of line or concerned loop,
■ Each withdrawn train (morning or evening) will generate one trip from the terminus
to the stabling area.
351. However, at this level of study, it is not clear where should be located the stabling
area, or the number of technical paths imposed by the size of parking locations at end
of loops. As a result, it is mostly defined by a given rate of revenue service: 10%.
352. Non-revenue mileage excludes unscheduled mileage and internal movements within
the maintenance depot. All trains (both bare and spare rakes) equally share the
annual mileage.
353. Table 4-15 summarizes the mileage for Main Line and Coast Line, for year 2025 and
2035.
Page 4-31
Table 4-15: Main Line and Coast Line Estimates of 2025 and 2035 Train-kms
Page 4-32
4.3.7 Operating modes and Train Traffic Management
4.3.7.1 Operational concept
354. The organisation of operation is structured generally in the following tasks and carried
out under use of facilities of infrastructure
(guide way and its elements) and trains
(see Figure 4-10):
■ planning operation (Offices for

planning operation including timetable,
train- and staff resources),
■ operation management and
supervision (Operation Control Centre),
■ execute train operation
(decentralised control and safeguarding
level, wayside and on-board),
■ maintenance for all facilities
and equipment of the transport system,
especially infrastructure, trains,...
Figure 4-10: Structure of Operations
355. The task of operation planning contains all necessary measures to prepare
operation. The activities are assigned to office working places independent from
installations and facilities for operation management, supervision and executing train
operation.
356. Operation planning has to provide at least the operation management and supervision
level with all necessary information to execute train operation and will be provided by
information from management and supervision level with the goal to adjust the
planning process for operational needs.
357. The tasks of operation management and supervision take place under use of
facilities primarily at the Operation Control Centre level. It contains all measures which
are necessary to provide operation under normal, perturbed and failure situations. This
system level has to be provided with information from planning level.
358. The tasks of executing train operation take place under use of facilities on the
decentralized control and safeguarding level. It contains all measures that are
necessary to control and safeguard train operation. This system level has to be
provided with information from the Operation control level with the goal of controlling
train operation. It provides the OCC level with information with the goal to supervise
the status of infrastructure and trains and providing data for maintenance of trains and
wayside equipment.
359. The tasks of maintenance are assigned to dedicated working places in Depots. All
facilities and equipment of the transport system are considered, especially
infrastructure, trains and trains control equipment.
Page 4-33
4.3.7.2 Operating modes
360. This section describes requirements relative to fleet operations on the line from a
higher perspective of operational sequences of trains along the line in revenue service,
manually driven by dedicated personnel. Some particular operational tasks and
processes are described in more detail.
361. The concepts of "trips" and "missions" are occasionally used in the following, where a
trip is any movement of a train between designated and specific positions on the line
(i.e. station platforms, signals, turn back track positions) and defined travel direction. A
mission is defined in this context as one or more trips of a particular train in a specified
travel direction and shall contain operational attributes of the trips such as stopping
points and timings.
362. The operation control system ensures optimal control of the sequence of main and
auxiliary processes.
363. The type of operational services includes:
■ Revenue services:
 Nominal services as per time tables configuration,
 Degraded or fall-back services,
■ Non-revenue services during operation hours:
 Push-pull recovery mode for faulty trains,
 Faulty trains movements to the depot or between both depots,
■ Non-revenue services out of operation hours:
 Trains movements between both depots,
 Test on track using trains.
4.3.7.3 “Minimum Operating Conditions” concept
364. The minimum operating conditions (MOC) are the synthesis of subsystems status
involved in the operation of the lines.
365. These MOC are defined in two parts:
■ MOC level 1 (MOC1) are gathered when all subsystems are in a normal status.
■ MOC level 2 (MOC2) are gathered when at least one subsystem loses its normal
status. It is the first fallback mode. As an example, a power supply component fails
and the redundant one replaces it without decreasing the “nominal” level of service.
366. The impact on the service in case of loss of these MOC is characterized as follows:
■ In case of loss of MOC1, the transit system becomes “Stressed”. As “stressed”

status (loss of MOC1), the Central control operating personnel shall quickly ask the
concerned maintenance staff for repair. However, the regular operating conditions
are not degraded and stay as “normal”.
■ In case of loss of MOC2, the transit system becomes “Best effort”. As “best effort”
status (loss of MOC2), the “normal” operating conditions are no longer
encountered and the service is degraded. The system cannot answer to the
Page 4-34
transportation demand. Central control operating personnel shall ensure a

degraded mode until the return to normal or at least “stressed” status.
■ Figure 4-11 sums up the different situations from the operation point of view.
Figure 4-11: Schematics of operational modes
4.3.7.4 Normal Operations – timetable regulation
367. The OCC Operator can apply the following controls to the current operating schedule
(timetable applicable for the current day) in real time during revenue service (Figure 4-
12 illustrates the different possibilities):
■ Create a set of trips (i.e. define the trip attributes: origins, destinations, scheduled
departure and arrival times, and stations to be served) for one or several trains not
yet assigned to the trip,
■ Delete a trip or set of trips not yet assigned to the train,
■ Modify an existing trip not yet assigned to the train (i.e. change at least one of its
following attributes; departure time, dwell time, destination, speed profile and
stations to be served),
■ Replace a set of trips in a time slot from another timetable in the same time slot,
■ Modify the dwell time in a trip or set of trips (i.e. modify the dwell time planned on
one or several platforms to be served by the train assigned to the trip),
■ Modify the speed profile in a trip or set of trips (i.e. modify the speed profile
planned for each inter-station within a given trip or set of trips),
■ Balance a set of trips (i.e. automatic adjustment of the headway in a set of
consecutive trips from a given origin),
■ Display the distance-time graph (this timetable graph is updated continuously and
allows the OCC to follow up the real and scheduled trips to associated trains
operating along the line).
Page 4-35
Figure 4-12: Possible adjustments to the operating schedule
Planned Timetable
Delay without timetable rescheduling
Theoretical timetable Actual timetable

Delay with timetable rescheduling
Theoretical timetable Actual timetable
Page 4-36
4.3.7.5 Train injection

4.3.7.5.1 Clearance ride
368. After night shutdown periods and before resumption of revenue service, the right of
way shall be verified for absence of any potential obstacles on the track and within the
train clearance envelope. This verification shall be performed by a clearance ride,
which shall also be performed after longer system shut downs or after suspicion of
obstacle intrusions on the line. No passengers shall be admitted during the clearance
ride and stations shall be passed in skip stop mode.
4.3.7.5.2 Actions of the train driver

■ As the trains are warming up, the air conditioning is activated and auto test
generated.
■ During the auto test, the driver will verify that the trains report a “normal status”.
■ If the auto-test is successful, the train will get the green light to be routed from the
stabling area to the insertion waiting position through the insertion test zone (where
an emergency brake test will be performed). The train is only allowed to enter
Revenue Service if it has successfully completed any dynamic tests required
beforehand.
■ If the train passes all tests, it can be inserted onto the main line; otherwise it will be
rerouted back towards the depot for maintenance. The system sends the trains to
the insertion point, in order that they can leave the departure platform at the
scheduled time.
369. It shall be noted, that trains may not necessarily be inserted only from the depot or
stabling area but also simultaneous train insertion (or traffic continuation) with trains
being stored at other locations such as pocket or sidings, or rear stations stabling
positions (along or at the end of the lines) shall be possible.
4.3.7.5.3 Main Line - year 2025
370. Only 2 trains running on down line direction can be used to handle services on the
opposite direction, as the offer is unbalanced between 2 directions of Main line: 11
services on down-line versus 3 services on up-line at peak period. All other trains on
down line are stabled once arrived at Maradana or Colombo Fort, which entails
technical movements between these stations and Colombo Yard or Locomotive
Junction. As a result, a large number of trains run only once at peak period, on down
line direction (see Figure 4-13).
4.3.7.5.4 Coast Line - year 2025
371. The offer is more balanced than Main line: 14 services run on up-line direction, and 6
on the opposite direction each hour (see Figure 4-14). Among the 14 trains running on
Up-line direction on the first hour, 5 trains can be reversed at Colombo central station
to operate on Down-line direction. All other trains should be stabled once arrived in
Colombo Fort or Maradana, at Colombo Yard or Locomotive Junction. All trains
running on Down-line direction have to leave the same stabling yard just minutes
before their injection on line, between 6 and 7am.
Page 4-37
Figure 4-13: Train Injections on the Main Line in 2025
Figure 4-14: Train Injections on the Coast Line in 2025
4.3.7.5.5 Puttalam Line - year 2025
372. At year 2025, it is decided that the level of traffic remains unchanged. Slight
modifications are done to fit with the effective passenger demand. As a result, the
morning peak train offer is reduced to 2 to 3 trains on average on down line direction.
Page 4-38
A total of 6 different trainsets are required to handle arrival between 7and 9 am (see
Figure 4-15). This is to note that most of the trains running on morning time are
coming from Chilaw or Puttalam, outside Colombo metropolitan area. Only one train is
limited to metro boundaries (Negombo – Colombo).
Figure 4-15: Train Injections on the Puttalam Line in 2025
4.3.7.5.6 Possible improvements
373. If required, the turn-back time at the terminus can be kept short by employing an
operating procedure known as “step back”: two drivers are used. The first driver (at the
front end of the terminating train) deactivates his cab and gets out. The second driver
(at the rear end of the terminating train) gets in his cab and activates it. This cab then
becomes the front end of the reversing train. This operating procedure can then reduce
the reversal time, because there is no need for one driver to walk back down the entire
length of the train (4 minutes or more), from one cab end to the other.
374. This is to note that some improvements may be adopted to reduce the number of
technical movement to provide at morning peak. Instead of ship a part of trains to
shed, they could be sent to the other Origin station to serve on neighbouring line. This
would ease the operation on central trunk, but increase the number of running trains
on line at counter-peak direction during morning peak.
375. Technical movements are performed before and at the beginning of morning peak
period, to feed both Main and Coast Line at origin stations from stabling yards. These
movements are needed when local stabling positions are not sufficient to handle all
Page 4-39
forecast services. As a result, this will necessitate a residual capacity at counter-

current (i.e. on Up-line direction on Main line and down line direction on Coast line).
4.3.7.6 Train removal
376. After a train terminates its last scheduled mission of an operating time in revenue
service, the train shall in general be removed from service. Removing in this context
shall mean removed from the passenger line into a stabling track or any other non-
revenue track (maintenance, washing track, etc.) and will be supported to some extent
by dedicated personnel.
■ Authorized and planned personnel will be walking through the train to verify
absence of any person or inadequate objects; the personnel will also verify
cleanliness and check for possible damages and may perform some washing
action.
■ After successful verification, the personnel leave the train and transmit completion
of the check procedure to the train driver, that then transmits information to OCC
■ Upon reception of the departure signal, the train driver closes the doors and
departs to the destination (i.e. stabling track, stopping point in front of
maintenance, washing track).
■ The removal criteria verification by personnel may take longer than scheduled at
that time would admit (particularly if remaining persons require further action/help).
In this case, the train may reside for a longer time than the timetable at the last
station. If this platform is not commonly used for passenger exchange, then
passengers need to be informed about the circumstances. If such a platform is not
available or incompatible with the ultimate time table/schedule management, then
the supplier shall propose an alternative solution, eg. shifting the removal criteria
verification location to a position beyond the station, eg. in a turnback area.
■ Occasionally, the personnel may encounter damages or unacceptable cleanliness
situations incompatible with train removal to stabling. In these events, the
personnel shall have the possibility to report to the OCC personnel, which in turn
shall have the possibility of modifying the originally planned destination to eg.
washing track, maintenance. The Train Management System shall take into
account the reassignment of the train, its new destination coordination and
command and the impact on the fleet for further passenger traffic (eg . missing
train needs operational replacement by spare).
4.3.7.7 Disturbed Mode Operations

4.3.7.7.1 When it happens?
377. Degraded or fallback operating modes cover technical disruptive incidents, and which
would take long time to resolve. For example:
■ Trainset running under reduced power (reduced voltage or motorized bogie

failure);
■ Running at reduced speed (signalling equipment problem);
■ Blockage along the line (failed trainset, passengers, technical problem).
378. Some measures must be undertaken to operate line on degraded situation, when a
failure is appearing. In this situation, 2 modes can be adopted:
Page 4-40
■ Option 1: The reversal of train in provisional terminal stations (to be identified),

■ Option 2: The continuation of operation on the remaining available tracks (if
existing), to serve as both direction.
4.3.7.7.2 Option 1 – reversal of trains due to full track failure
General principle:
379. The location of provisional terminal station must be accompanied of intermodal

facilities in the station, so that the passenger left on the ground can continue their way
by alternative means of transport (public buses, taxis).
380. On this first approach, it is considered that the proper distance between dedicated
provisional terminal station (with appropriate turnouts) in heavy load area should be of
one every 10 kilometres (or one every 4 basic stations). In the meantime, it is preferred
to locate provisional terminal at official terminal stations, where crossovers are already
present due to origin-end of daily and repeated missions.
381. In the first option, the infrastructure and the overall organization of the operator must
be designed to handle reversal: proper location and orientation of turnouts and
crossovers, blade switch made from OCC by operator, local staff deployed on the
ground to give adapted information to passengers, reorganization of drivers planning to
fit with the new operation setup. Figure 4-16 shows the schematic operations of
normal trains and reversal of trains
Figure 4-16: Schematics of normal train and train reversal operations
Disturbed operations on the Main Line:
382. For this analysis, the following distribution of tracks is assumed:
■ 2 highest tracks dedicated to Puttalam line, with both slow and rapid trains,
Page 4-41
■ 2 lowest tracks dedicated to Main line, with both slow and rapid circulations.
383. For this analysis, the following distribution of tracks is assumed 1:
■ 2 highest tracks dedicated to Puttalam line, with both slow and rapid trains,
■ 2 lowest tracks dedicated to Main line, with both slow and rapid circulations.
384. In case of catch-up of trains on same line, a diversion is also possible to ease take-
over.
385. The following track layouts give the detail of reversal in specific stations, according to
the deployment of the infrastructure in the coming years (from 2025, and 2035).
Urugodawatta Station:
386. At Urugodawatta, the main line is equipped with 4 parallel tracks (see Figure 4-17). It
is assumed that the traffic from Puttalam line and Main line are strictly separated.
When an operation failure occurs, a provisional terminal station can be organized at
this location.
387. It is to note that an extra turnout should be implemented between the 2 lowest tracks to
enable a better reversal, with operation done after the platform. Reversal can be
designated as technical movement. No further signalling improvements are to be done.
Kelaniya Station:
388. At Kelaniya, only one direction can be easily handled on disturbed situation: line failure
on Veyangoda side. The opposite direction should require the installation of 2 extra
turnouts to operate the reversal behind platforms, processed as a technical movement
(see Figure 4-18). With the forecast track equipment, it would be only possible to
manage a static reversal with driver cab change done on the platform. The boarding
and alightings are mixed together in the same limited space, what would harden the
situation even further.
1
As noted before, this is not the only possible arrangement: The two highest tracks can be dedicated to
up trains (one for slow trains on one for fast trains) and the two lowest tracks can be dedicated to down
trains. In this arrangement. outer tracks can be dedicated either to slow trains or to fast trains. All
possible track arrangement options will need to be carefully considered and simulated, once the overall
track arrangement and maintenance stabling facilities are finally located, together with the final location
of the Colombo Central Station.
Page 4-42
Figure 4-17: Urugidawatta Station as provisional terminal station under disturbed mode
Without additional investment:
With additional investment:
Page 4-43
Figure 4-18: Kelaniya Station as provisional terminal station under disturbed mode
Page 4-44
Hunupitiya Station:
389. At Hunupitiya, only one direction can be easily handled on disturbed situation: line
failure on Veyangoda side. The opposite direction should require the installation of 2
extra turnouts to operate the reversal behind platforms, processed as a technical
movement (see Figure 4-19). With the forecast track equipment, it would be only
possible to manage a static reversal with driver cab change done on the platform. The
boarding and alighting are mixed together in the same limited space, what would
harden the situation even further.
Figure 4-19: Hunupitiya Station as provisional terminal station under disturbed mode
Page 4-45
Ragama Station:
390. Ragama plays a particular role on Main Line. It is both a provisional terminal station in
case of line failure, but also a junction with Puttalam twin tracks. It is possible to see
that a large number of turnouts are present in that station to help track diversion or
track change. In case of failure on Colombo side, the disturbed mode can be handled
in best conditions (see Figure 4-20).
391. On the opposite direction, the proposed infrastructure only allows turnback to be done
on a static manner, along platform. In the case on Puttalam line, the position of rear
turnout on Puttalam branch may also enable a technical movement behind station, but
requires a long time to access it. Due to local alignment constraint (sharp curve after
junction, it seems impossible to get a closer turnout). In the case of Main line, technical
turnback at rear of station seems better as the existing and future turnout may be
closer from platforms.
Figure 4-20: Ragama Station as provisional terminal station under disturbed mode
Page 4-46
Ganemulla Station:
392. Ganemulla station is located on Main line branch. Reversing trains is possible along
platform with forecast equipment when failure happens on Colombo side. A further
investment of an extra turnout may be required to operate technical turn-back behind
platforms and have better capacity with dedicated tracks for alighting and boarding
(see Figure 4-21). When breakdown is on Veyangoda side, the infrastructure shows
appropriate features to return train with separated tracks.
Figure 4-21: Ganemulla Station as provisional terminal station under disturbed mode
Page 4-47
Gampaha Station
393. In Gampaha, the forecast infrastructure perfectly suits with operating principles of
technical turnback at rear of station (see Figure 4-22).
Figure 4-22: Gampaha Station as provisional terminal station under disturbed mode
Veyangoda Station:
394. Veyangoda is an official terminal station. This station is equipped with various tracks
allowing trains to be parked during the day. As a result, no investment is necessary to
realize turn-backs on a proper way at this location (see Figure 4-23).
Figure 4-23: Veyangoda Station as provisional terminal station under disturbed mode
4.3.7.7.3 Option 2 – running on remaining track
395. To allow fallback operation, specific motorized crossovers should be installed along the
line. The principle is in the event of a blockage of a track, trains are allowed to run on
the other track, on the opposite direction of normal operation (see Figure 4-24).
Page 4-48
Traction power and signalling are designed to allow this. The sketch below gives an
overview of operation.
Figure 4-24: Schematics of running on remaining track in disturbed operations in Track 1
396. With a theoretical perfect infrastructure (back to back crossover at each station), the
related movements of sequence 1 are the followings:
■ Train n°1
 departs from station A after completion of passenger service = T0
 runs with reduced speed on diverted track on active crossover (2) to get to
track 2.
 runs on track 2 with a maximum run-speed of various levels according to
inter-station length.
 performs its full passenger exchange (alightings and boardings) on track 2
of station B, on reverse direction of normal operation.
 gets to track 1 with reduced speed due to circulation on diverted track of
active crossover (4).
The entry of train n°2 on station B is possible once train n°1 passes through
release point located after last active crossover (4).
The related movements of sequence 2 are the followings:
■ Train n°2
 departs from station B after completion of passenger service,
 runs on direct track without speed reduction,
 passes through release point of crossover (2),
 leaves the way to another coming train on track 2, repeating sequence 1.
397. In case of incident on track 2, the concept remains the same, with an equivalent set of
crossovers in stations (see Figure 4-25).
Page 4-49
Figure 4-25: Schematics of running on remaining track in disturbed operations in Track 2
398. A consequence of the fall back operation is that is the headway is increased, and
entails a capacity reduction on the corridor.
399. In this configuration, the driving requirement is the minimum headway to be operated
during fall back, for each section. This point must be discussed much further with the
operator and local authorities, in order to set the appropriate standards affected to
Colombo metropolitan services and long-range trains (national trains).
400. In this option, the decided headway on fallback operation defines the equipment to be
provided. On first approach, different levels of headways are defined according to
affluence at peak period on given sections, as shown in Table 4-16. Alternatively, it
could be taking a common fallback headway, for instance 3 times the commercial
headway on nominal situation.
Table 4-16: headways under normal operations and disturbed operations
Resulting required
Average headway Required minimum
maximal distance
Section on Main Line on normal headway during fallback
between
operation (2025) operation (proposition)
crossovers
Maradana - Ragama 3’25’’ 10’30’’ 6km

Ragama - Gampaha 5’30’’ 16’30’’ 10 km
Gampaha - Veyangoda 10’ 30’ 20 km
4.3.7.7.4 Impact on operation procedures
401. In the event of loss of Minimum Operating Conditions MOC1 (respectively loss of
MOC2), the system shall take a status considered as “Stressed” (respectively shall
take a status considered as “Best effort”).
402. As “stressed” status, the Central control operating personnel shall quickly ask the
concerned maintenance staff for repair. However, the regular operating conditions are
not degraded and stay as “nominal”. As an example of failure causing “stressed”
status, a power supply component fails and the redundant one is switched on. As
“best effort” status, the regular operating conditions are no longer encountered. Central
Page 4-50
control operating personnel shall be enabled to define an adequate operating mode.

This mode depends on the considered subsystem failure (see Figure 4-26).
Figure 4-26: Schematics of impact on operation procedures
4.3.7.7.5 In case of major operational delays
403. When operational delays occur, it is essential that both passengers and railway
personnel are kept informed on a regular basis. The means to typically communicate:
■ On-board the trains

 CTC and Train Driver(s),
 Train Driver and Train Guard (if present),
 Train Driver or Train Guard to passengers.
■ In stations
 Permanent information (signage, display boards, posters),
 Public address system,
 Passenger information system.
 Telephone hotline (call centre, or recorded messages) and website (traffic
alert + updates).
404. The key to minimizing operating delays and their impacts are as follows:
■ Less failures and down time due to more reliable, well maintained infrastructure,
trains and equipment,
■ If the railway track and level crossings are better protected from trespassers and
crossing road vehicles, then drivers do not need to be so overly cautious,
■ Working arrangements for on-track workers, so that they have minimum interaction
with train services,
■ Operations department ensure that train personnel are ready to board the train
when it arrives in the station or when it has to leave the shed.
■ Station personnel should not delay a train due to the loading and unloading of
parcels and letters. Dwell times in stations must be respected.
Page 4-51
■ When a driver is authorised to leave the station (green signal aspect) then he / she
must do so without delay. Otherwise the route will stay set, with the risk of
blocking other train movements.
■ Planned disruption (engineering works). Giving passengers advanced warning:
 For major works, try to plan outside of operating hours. If not, during off-
peak periods. See time slots available in existing timetable.
 Announcements made at least 3 days in advance,
 Type of engineering works to be performed (and what its benefit will be),
 Section of line and stations affected,
 How long the scheduled works will last,
 Publish temporary timetables.
■ Unplanned disruption (cancellations, delays). Keep passengers informed on a
regular basis:
 First announcement after approximately 5-10 minutes,
 Type of incident,
 Where the incident has occurred,
 What is the potential delay (to be adapted for each station / train impacted),
 Alternative routes/trains (if any),
 Exceptional changes to existing train stopping patterns (stations & platform
nos.),
 Deployment of additional staff (identifiable, to provide extra help and
assistance),
 Refreshed announcements containing updated information say every 5-10
minutes.
 Confirmation that the incident has ended and that normal operations have
been resumed.
4.3.8 Operational Indicators
405. According to operation principles adopted for both year 2025 and 2035, a list of
indicators can then be produced. They are summed-up in the Table 4-17.
Table 4-17: Summary of operational indicators
Operational indicators 2025 2035
Fleet size at peak Number of trains 105 126

Number of coaches 1204 1448
Train-km Main line 6 200 000 7 600 000
Coast line 5 900 000 7 400 000
Average commercial Main line 40.6km/h
speed Coast line 38.6 km/h
Page 4-52
4.4 S UMMARY – OP ERATIONAL P LAN

4.4.1 Proposed passenger services
406. The service pattern on normal operation is kept unchanged between 2025 and 2035,
but the number of services involved at peak time evolves, modifying the average
commercial headway.
407. The following table summarizes the proposed passengers services for 2025 and 2030.
Table 4-18: proposed passengers services
Off-Peak
Morning Peak 2025 Morning Peak 2035
Operations
Line Station
From & to From To From To
Maradana Maradana Maradana Maradana Maradana
Main & Puttalam
Lines Ragama 15 5 18 8 22
Gampaha 9 3 11 4 13
Veyangoda 5 2 6 2 7
Main Line
Mihirigama 3 1 3 3 4
Polgahawela 2 1 2 3 3
Ja-Ela 6 2 7 4 9
Puttalam Line
Negombo 5 2 5 3 6
Coast and KV Lines Colombo Fort 17 11 17 14 20
Mount Lavinia 12 6 14 8 17
Coast Line Panadura 9 5 10 6 12
Kalatura South 3 1 3 2 4
Malapalla 10 6 10 6 12
KV Line
Homagama 4 2 4 3 6
4.4.2 Proposed track layout and station improvements
408. Additional tracks are needed to ensure the operations of the proposed passenger
services. These additional tracks are:
■ In 2025:
 A fourth track between Maradana and Ragama (Main and Putalam lines);
 A third track between Ragama and Gampaha (Main line);
 A rail flyover at Ragama Station (Main line)
 A second track between Seeduwa and Katunayake (Putalam line);
 A third track between Colombo Fort and Panadura (Coast line).
 A second track between Maradana and Homagama (KV line);
■ In 2035:
 A third track between Gampaha and Veyangoda (Main line).
Page 4-53
409. For Main and Coast lines, needs for additional turn-back and stabling positions have
been assessed. These infrastructures are to concern the following stations:
■ Main line:
 Gampaha;
 Veyangoda;
■ Coast line:
 Mount Lavinia;
 Panadura.
410. The following table summarizes the needs for 2025 and 2035.
Table 4-19: Additional turnback and stabling position needed in 2025 and 2035
No. on turnback places / stabling position

Station on Main line Additional ones in Additional ones in 2035
2016
2025 compared to 2016 compared to 2016
Veyangoda 4 0 0
Gampaha 1 2 2
No. on turnback places
Station on Coast line Additional ones in Additional ones in 2035
2016
2025 compared to 2016 compared to 2016
Mount Lavinia 2 0 0
Panadura 4 0 0
411. For Maradana / new Central Station, the existing yard at between Colombo Fort and
Maradana offer sufficient capacity to handle all the operations.
412. The addition of tracks on several sections implies that stations have to be reorganized
and some of them require additional platforms. This is more detailed in Chapter 5. Yet,
the following stations will be impacted:
■ Main line:
 One additional central platform for Daraluwa, Bemmulla, Magalegoda,
Heendeniya-Pattigoda, Yagoda, Ganemulla, Bulugahagoda, Batuwatta,
Walpola, Horape, Enderamulla and Urugowatta stations;
 One additional side platform for Hunupitiya and Wanawasala stations;
 One additional side platform and one additional central platform for
Ragama Station;
 Dematagoda station is rearranged with 2 central platforms;
■ Coast line:
 One additional central platform for Secretariat Halt, Kompannavidiya and
Koralawalla stations;
Page 4-54
 One additional side platform for Kollupitiya, Bambalapitiya, Wellawatta,

Dehiwala, Angulana, Lunawa and Egoda Uyana stations.
■ Maradana / new Central Station. A total of 12 platforms are needed at Maradana /
new Central station. This can be slightly reduce with the introduction of through
trains but still with limited impact. Maradana currently supports 10 platforms, which
means two (2) additional platforms should be provided.
Page 4-55
5 INITIAL TRACK ALIGNMENT AND DES IGN
5.1 OVERVIEW
413. The study area of the priority corridor for electrification and modernization goes from
Panadura Station to Colombo Fort on the Coast Line and from Colombo Fort to
Veyangoda on the Main Line. These sections are below escribed.
5.1.1 Coast Line
414. The study area on the Coast Line goes from Panadura to Maradana. Table 5-1
provides the total track length on the Colombo Fort to Panadura section of the Coast
Line. Given the number of tracks on this section of the Coast Line, the total length of
the corridor from Panadura to Colombo Fort is 26.254 and the total length of track is
52.508 km.
Table 5-1: Track Length on the Coast Line from Panadura to Colombo Fort
Number Length of
From km To km
of tracks Track (km)
1.895 (Colombo Fort) 28.149 (Panadura) 02 52.508
Cumulative tracks from Panadura station to Colombo Fort 52.508
Source: Track Department, Sri Lanka Railways.
415. Table 5-2 provides horizontal curves and gradient on the Coast Line section from
Colombo Fort to Panadura.
Table 5-2: Curves and Gradient on the Coast Line from Colombo Fort to Panadura
From Radius of
To km Station (Km) Grades (0/00) Level Crossing
km Curvature (m)
1.895 2.050 Colombo Fort 1400/1600 L
2.050 2.820 Secretariat Halt (2.566) 220 -2.60/L/-5.70
2.820 3.210 500 +2.40 1xUnprotected
3.210 3.500 400 L 1xProtected
3.500 3.650 Kompannavidiya (3.620) 440 -2.00/L 1xProtected
3.650 4.020 320 +5.05 1xProtected
4.020 4.420 280 +1.50
4.420 5.230 Kollupitiya (5.008) 1200/400/4000/600 +0.75 1xUnprotected
5.230 6.035 6000 L
6.035 6.450 4000 L
6.450 6.850 2600/1200 +0.75 1xUnprotected
6.850 7.650 Bambalapitiya (7.025) 3000 L 1xUnprotected
7.650 8.050 1600 +0.40 1xUnprotected
8.050 8.500 5200/1800 L/-0.76 1xUnprotected
8.500 8.850 2800 L 1xUnprotected
8.850 9.250 1200 L/+1.50 1xUnprotected
9.250 9.650 Wellawatta (9.145) 5200 L 1xUnprotected
9.650 10.050 1200 L 1xUnprotected
10.050 10.860 1000 L 1xUnprotected
10.860 11.265 1500 +2.40 1xUnprotected
Page 5-1
From Radius of
To km Station (Km) Grades (0/00) Level Crossing
km Curvature (m)
11.265 11.700 1600 L 1xUnprotected
11.700 12.100 Dehiwala (11.857) 2000 -0.15 1xUnprotected
12.100 12.500 1200 -0.15 1xUnprotected
12.500 13.300 1400 L 1xUnprotected
13.300 13.700 400 L 1xUnprotected
13.700 14.100 400 -2.50
14.100 14.500 Mount Lavinia (14.111) 400/400 L
14.500 14.900 4000/2800 +2.50
14.900 15.700 1200/4000 -1.70
15.700 17.300 Ratmalana (15.910) 3600 +0.30/L/+0.30
17.300 17.700 900 L 1xUnprotected
17.700 18.900 Angulana (17.839) 1600 +2.50 1xUnprotected
18.900 19.100 2600 L 1xUnprotected
19.100 19.200 1600 -3.15 1xUnprotected
19.200 19.320 Lunawa (19.266) 2000 -1.90 1xUnprotected
19.320 20.520 600 L/+0.75
20.520 20.920 Moratuwa (20.849) 560 L/+1.50 1xProtected
20.920 21.350 1200 L/-2.90 1xUnprotected
21.350 22.530 L+2.10 1xProtected
22.530 22.700 Koralawella (22.631) L 1xUnprotected
22.700 23.100 L 1xUnprotected
23.100 23.200 L 1xUnprotected
23.200 23.400 2800 L 1xUnprotected
23.400 24.150 +0.60
24.150 24.550 Egoda Uyana (24.463) +0.30
24.550 24.950 +0.75 1xUnprotected
24.950 25.750 +0.20 1xUnprotected
25.750 27.760 1200 -0.52/L 1xUnprotected
27.760 28.160 Panadura (28.149) 500 L
416. Table 5-3 summarizes the curve condition of the section whilst Table 5-4 summarizes
the gradient condition. On the Coast Line, between Maradana (km 0.00) and
Panadura Station, the minimum radius in curve is R=220m, and the maximum gradient
is -5.70 per mile or, - 0.57 per cent. The sharp curves are located near Colombo Fort
Station (between km 1.875 and km 4.420) where, all the trains are presently stopped.
Table 5-3: Summary of Curves on Coast Line from Maradana Station to Kalutara South
Curve with R<400m Curve with R≥400m Straight line

Number of Length Number of Length Length
% % %
curves (km) curves (km) (km)
03 1.540 6 47 5.430 21 19.295 73
Table 5-4: Summary of Gradients on Coast Line from Maradana Station to Kalutara South
Grade < ± 1%
Level
(Maxi = - 0.76%)
Cumulative Cumulative
% %
Length (km) Length (km)
18.054 69 8.200 31
Page 5-2
417. Table 5-5 provides the total track length between Colombo Fort (km 1.875) and
Maradana Station (km 0.00) section of the Coast Line. Given the number of tracks on
this section of the Coast Line, the total length of the corridor from Panadura to
Colombo Fort is 7.580 (excluding turnouts and yard tracks).
Table 5-5: Track Length on the Coast Line from Panadura to Colombo Fort
Number Length of
From km To km
1.895 (Colombo Fort) 0.00 (Maradana Station) 04 7.580
Cumulative tracks from Colombo Fort to Maradana 7.580
Maradana to Colombo Fort.
Table 5-6: Curves and Gradient on the Coast Line from Maradana to Colombo Fort
From Radius of Level

To km Station (Km) Grades (0/00)
km Curvature (m) Crossing
0.00 0.400 Maradana (0.00) 400/480 L
0.400 0.800 360 +6.10/L
0.800 1.210 3000 -5.05
1.210 1.610 300/600 L
1.610 1.895 Colombo Fort +7.60
419. Table 5-7 summarizes the curve condition of the section whilst Table 5-8 summarizes
the gradient condition. On the Coast Line, between Maradana Station (km 0.00) and
Colombo Fort Station, the minimum radius in curve is R=300m, and the maximum
gradient is + 7.60 per mile or, +0.76 per cent.
Table 5-7: Summary of Curves on Coast Line from Colombo Fort to Maradana

% % %
02 0.800 42 04 0.545 29 0.550 29
Table 5-8: Summary of Gradients on Coast Line from Colombo Fort to Maradana
Grade < ± 1%
Level
(Maxi = - 0.76%)
Cumulative Cumulative
% %
Length (km) Length (km)
1.295 68 0.600 32
Page 5-3
5.1.2 Main Line
420. The study area on the Main Line goes from Veyangoda Station to Maradana Station.
Table 5-9 provides the total track length on the Colombo Fort to Panadura section of
the Coast Line. Given the number of tracks on this section of the Main Line, the total
length of the corridor from Maradana to Veyangoda is 36.000 and the total length of
track is 85.950 km.
Table 5-9: Track Length on the Main Line from Maradana to Veyangoda
Number Length of
From km To km
0.00 (Maradana Station) 1.100 04 4.400
1.100 13.650 (Ragama Station) 03 37.650
13.650 35.600 (Veyangoda station) 02 43.900
Cumulative tracks Maradana station to Veyangoda station 85.950
Colombo Fort to Panadura.
Table 5-10: Curves and Gradient on the Main Line from Maradana to Veyangoda
From To km Station (Km) Radius of Grades (0/00) Level Crossing

km Curvature (m)
0.00 0.400 480 Level (L)
0.400 0.600 520 L
0.600 0.800 Maradana 640 -0.20
0.800 1.600 800 -2.30
1.600 2.100 Dematagoda (1.768) 800 +0.30 1xProtected
2.100 3.200 Urugodawatta (2.798) 600 -1.40 1xProtected
3.200 4.800 340 -1.90
4.800 5.220 Kelaniya (4.973) 340 -4.30
5.220 5.600 960 -9.10 1xProtected
5.600 6.050 360 -0.40/-5.05 1xProtected
6.050 7.600 Wanawasala (6.776) 400 L/-0.30 1xUnprotected
7.600 8.050 560 +1.50 1xUnprotected
8.050 8.850 Hunupitiya (8.126) 880 L 1xProtected
8.850 10.100 Enderamulla (9.799) 290 +4.50
10.100 10.860 320 L
10.860 12.150 Horape (12.143) 880 -5.05
12.150 14.100 Ragama (13.646) 1200 L 1xProtected
14.100 15.300 320 -5.05/L/- 1xUnprotected
3.80/L/+3.80/+1.
50
15.300 16.100 340 +0.60/-5.30/- 1xUnprotected
9.10/-7.60
16.100 16.900 Walpola (16.216) 1200 -9.30/- 1xUnprotected
6.70/+10.0
16.900 20.120 Batuwatta (17.183) 400 +3.03/+1.90/L/-
Bulugahagoda (18.831) 5.00/+6.70
20.120 20.520 360 L/- 1xUnprotected
9.50/+7.60/+10.
0
Page 5-4
From To km Station (Km) Radius of Grades (0/00) Level Crossing

km Curvature (m)
20.520 20.920 Ganemulla (20.622) 360 +3.30/+1.60/L/- 1xProtected
5.00/+6.70/L
20.920 22.130 320 -
9.50/+7.60/+10.
0/+1.50
22.130 23.350 Yagoda (22.424) 800 +1.00/L/
23.350 24.500 960 -3.30
24.500 24.950 800 L
24.950 25.350 1600 +1.90/-
4.40/+0.75
25.350 26.550 Gampaha (25.638) 1600 -3.30/+0.40 1xUnprotected
26.550 27.400 1500 -1.00 1xProtected
27.400 28.200 Daraluwa (28.021) 1600 L
28.200 28.600 960 -2.30
28.600 28.970 1200 +0.60/-5.00
28.970 31.000 Bemmulla (30.005) 1600 +7.60
31.000 31.400 800 L
31.400 31.800 960 -2.20/+3.80
31.800 32.200 800 L/-10.50/-3.30 1xProtected
32.200 33.400 Magalegoda (32.264) 1200 -5.00/+9.10
33.400 35.050 Heendeniya-Pattigoda 1200 -9.10/+8.30/L-
(33.770) 9.70/+10.0/L
35.050 36.660 Veyangoda (35.578) +0.40 1xProtected
422. Table 5-11 summarizes the curve condition of the section whilst Table 5-12
summarizes the gradient condition. On the Main Line, between km 0.00 and
Veyangoda Station (km 35.578), the minimum radius in curve is R=290m, and the
maximum gradient is -10.5 per mile or, - 1.05 per cent.
Table 5-11: Summary of Curves on Main Line from Maradana Station to Tunnel 1

% % %
10 8.490 23 29 7.650 21 20.520 56
Table 5-12: Summary of Gradients on Main Line from Maradana Station to Tunnel 1
Grade ≥ ±1%
Grade < ± 1% Level
(Maxi = - 1.05%)
Cumulative Cumulative Cumulative
% % %
Length (km) Length (km) Length (km)
4.460 12 24.500 67 7.700 21
Page 5-5
5.2 GENERAL TECHNICAL S P ECIFICATIONS AND DES IGN

GUIDELINES
5.2.1 Design Principles
423. The track alignment designer is free to specify the values most appropriate to the
various parameters, but when considering safety, geographical, engineering, historical
and economic constraints. These values are defined in accordance with the Sri Lanka
Railways authorities, but the choice should be such that the selected values are not
worse than the maximum (or minimum) limiting values, for the safety related
parameters.
424. Whenever necessary, the track alignment designer should take into consideration any
specific requirements of the appropriate National Standards.
425. The designer shall endeavour to use the recommended limiting value specified in the
UIC Standard (with the European PR standard 13803-1), and avoid unnecessary use
of maximum (or minimum) limiting values.
5.2.2 Specifications for Potential Speed on Curves
5.2.2.1 Present formula
426. Maximum value for cant (140mm) and cant deficiency (75mm), set for, by present SLR
regulations, give the following formula for maximum speed on curves, with track gauge
= 1 676 mm:
V (maxi) = 4 x √R with:
- V = speed in km/h
- R = radius in meter, and
- 4 = coefficient valid for broad gauge (1676 mm).
5.2.2.2 Future Speed
427. In the future, with track and rolling stock in good condition, the maximum value for cant
can be raised to 150 mm and to 90 mm for cant deficiency. The formula for maximum
speed becomes:
V(maxi) = 4.30 x √R
428. During the track modernization, the objective will be to improve the track layout with
horizontal curve’s radius of 780 m, with design speed up to 120 km/h and with
horizontal curves’ radius of 550 m, for speed up to 100 km/h, but could be lower if
situations requires.
429. The European Norms (EN 13803-1), is recommending for train speed between 80km/h
and 120 km/h, to avoid the risk of derailment of torsional-stiff freight wagons on sharp
radii curve, it is recommended that cant should be restricted to the following limit: Cant
(in mm) = R-50/1.5; For Main Line = 160 mm; For Coastal Line = 113 mm. For Coastal
line, the sharp curves are located near Colombo Fort, where almost all the train are
stopping.
Page 5-6
430. Regarding, the cant deficiency, the European Norms is recommending for mixed traffic
line with 80km/h < V < 120 km/h, a cant deficiency = 110 mm; BUT, the designer
should endeavour to keep the value at 20 mm below the recommended limiting value
for cant deficiency.
5.2.2.3 Recommended Speed
431. In accordance with the UIC Standard, is to modify the Normal limiting design values for
the Cant, from 140 mm to 150 mm. and the Normal limiting design values for cant
deficiency, from 75 to 90 mm.
432. In consequence, based on the above formula V(maxi) = 4.30 x √R (with V in km/h and
R in meter), on the Main Line the maximum speed in horizontal curve with R = 290 m
is V = 73 km/h, and on the Coast Line with R = 220 m, the maximum speed is V = 60
km/h.
433. On the other hand, based on the formula: R (minimum) = 0.0541 V², the minimum
horizontal curve radius for the design speed (120 km/h) is R (H) = 780 m, and for the
speed V = 100 km/h the minimum radius for the horizontal curve is R(H) = 550 m.
434. The following Table 5-13 summarizes the standards for modernization under proposed
limiting design parameter.
Table 5-13: Standards for Modernization under Proposed Limiting Design Parameter
Item Main Line Coastal Line

Maximum Cant in mm 150
Maximum Cant Deficiency in mm 90
Minimum Horizontal Radius Design = 780m – Operation = 550 m
Speed Restriction Design = 120 km/h – Operation = 100 km/h
Minimum Radius for Vertical Curve 5000 m
Reverse curve No straight between curves or Minimum Length (L) = 60 m
435. The above parameters shall be adopted for the Project, to minimize the construction
cost.
436. The recommended limiting values to be applied by the designer for the design of the
upgrading of the existing line, ensure maintenance costs of the track are kept at
reasonable level, except where conditions of poor track stability may occur, without
compromising passenger comfort.
437. A good compromise should be found between train dynamic performance,

maintenance of the vehicle and track and construction costs. The choice of alignment
elements depends upon the operation requirements, the parameters specified (and
their values) and on local conditions.
438. The new alignment shall be designed within the SLR right of way, to avoid the cost of
the land acquisition.
439. The specified parameters and values within these UIC Standards may have to be
adjusted in consultation with the train operator.
Page 5-7
5.2.2.4 Transition Curve
440. Where possible, a transition curve shall be provided between two circular curves or
between a circular curve and straight track. Curvature shall increase (or decrease)
regularly over the entire length of the transition curve.
441. Where it is not possible to provide a transition curve, the permissible speed shall be
calculated assuming a virtual transition 12.2 m long, in accordance with Europeans
requirements.
442. The clothoid spiral (or its close approximation, the cubic parabola) is the usual form of
transition curve used on the mainline railway.
5.2.2.5 Vertical Alignment
443. On running lines, vertical alignments shall consist of lengths of track at constant
gradient connected by parabolic vertical curves. The minimum length of each
geometrical element shall be appropriate to the length and characteristics of vehicles
likely to use the track.
444. Design of track gradients shall take account of the following factors:
a. Braking and traction performance of operational and maintenance vehicles

likely to use or work on the line.
b. Position of signals and operational regime (for example, the likelihood of a train
being required to start on the gradient or stop at a station or signal).
c. Projected rail adhesion conditions, including the effect of the weather.
d. The combined effect of gradient and horizontal curvature where the gradient
coincides with a small radius horizontal curve
445. The normal limiting design value for track gradient on running lines shall be 1 in 80
(12.5 mm/m). The maximum track gradient acceptable shall be 15.0 mm/m (15%), for
limiting the civil works during the construction of railway fly-over structure.
5.2.2.6 Track Geometry for siding
446. Horizontal curves shall be designed to take account of the curving characteristics of
vehicles likely to use the siding.
■ The normal minimum radius on sidings shall be 150 m.

■ The exceptional minimum radius on sidings shall be 125 m.
5.2.3 Cross-Sections and Structural Gauge
5.2.3.1 Cross-Sections
5.2.3.1.1 General Requirements
447. The following documents are presented on “the Project Preparatory Technical
Assistance”, including all required items and dimensions, including track, ballast,
earthworks and drainage, walkways, signalling, electrification, fencing, but:
Page 5-8
■ The dimensions of the sub-ballast, sub grade and the laying of geotextile and/or
geogrid are indicative only, and shall be modified after further analysis and in
accordance with the quality of the soil, and after detail design phase;
■ The Over Head Catenary System shown on the drawing, is for information only,
other type maybe provided following detail design phase;
■ For the drainage, the concrete ditches and/or the gutters maybe variable type shall
be used and modified after detailed design phase completion.
■ The Cable ducts are shown for information only;
■ The dimensions of the platform in Station area shall be adjusted in accordance with
the detail design analysis.
■ All the dimensions are in metric system (scale in mm).
5.2.3.1.2 Typical Cross-Sections
448. The following figures show recommended typical cross-sections for the specified
conditions:
■ Single Track Electrified in Straight Track – Figure 5-1;

■ Single Track Electrified in Curve with Maximum Cant proposed = 150mm – Figure
5-2;
■ Double Tracks Electrified in Straight Track – Figure 5-3;
■ Double Tracks Electrified in Curve with Maximum Cant proposed = 150mm –
Figure 5-4 (2 pages);
■ Three (3) Tracks Electrified in Straight Track – Figure 5-5 (2 pages);
■ Three (3) Tracks Electrified in Curve with Maximum Cant proposed = 150mm –
Figure 5-6. 5B;
■ Four (4) Tracks Electrified in Straight Track – Figure 5-7;
■ Four (4) Tracks Electrified in Curve with Maximum Cant proposed = 150mm –
Figure 5-8;
■ Four (4) Tracks Electrified in Straight Track with 5.50m between Centre line –
Figure 5-9;
■ Coast Line – Characteristic Cross Section at Grade-Third Track Electrified on Sea
Side – Figure 5-10;
■ Typical Cross Section of Double Track Electrified with Signalling System - Figure
5-11;
■ Typical Cross Section of Three (3) Tracks with Gantry for Signalling System –
Figure 5-12;
■ Typical Cross Section of Four (4) Tracks with Gantry for Signalling System –
Figure 5-13;
■ Typical Cross Section of Four (4) Tracks Electrified with 5.50 m between centre
line with Signalling System – Figure 5-14;
■ Typical Cross Section at Station with Platforms for Three (3) Tracks Electrified –
Figure 5-15;
■ Typical Cross Section at Station with Platforms for Three (3) Tracks Electrified and
Lateral Drainage System – Figure 5-16;
■ Typical Cross Section at Station with Platforms for Three (3) Tracks Electrified with
Gantry for OHS and Lateral Drainage System – Figure 5-17;
■ Typical Cross Section at Station with Isle & Side Platforms for Four (4) Tracks
Electrified and Lateral Drainage System – Figure 5-18;
Page 5-9
■ Typical Cross Section at Station with Isle & Side Platforms for Four (4) Tracks
Electrified WITH Gantry for OHS and Lateral Drainage System – Figure 5-19;
■ Railway Bridge – Typical Cross Section of Double Track on deck composed with
steel girder embedded in reinforced concrete with Span ≤ 15m – Figure 5-20;
■ Rail Traffic Management during Railway Bridge Rehabilitation and/or Construction.
– Fig 16A, 16B & 16C.
5.2.3.2 Structural Gauge

5.2.3.2.1 Minimum Distance between Track Centres
449. On existing double-track lines, and outside stations, the distance between track
centres varies between 3.75 m and 4 m. When tracks are completely renewed, efforts
should be made to increase the distance, with the aim of achieving a minimum
distance of 4 m.
450. On the line with three (3) and/or Four (4) Tracks, the minimal distance required,
including the walkway for the maintenance people, but without fixed obstacles
(Catenary Poles and/or Signalling Masts, etc.), is in accordance with the European
Norms:
451. D (minimal) = 2.49 m + 1.50 m with maximum speed line < 160 km/h, in consequence
= 4.00 m. With 2.49 m = 2 (1.67m/2+ 0.06m) + 0.70m.
452. On Colombo Suburban Railway project, with the broad gauge, the minimal distance
track centres shall be 4.00 m.
5.2.3.2.2 Aerodynamic effects on Structure
453. The aerodynamic (slipstream) effects caused by the passage of moving vehicles shall
be taken into account, when designing the line, considering the type of structures, but
on Colombo Suburban Railway Project, taken into consideration the Maximum Speed
of Design = 120 km/h and, only V = 100 km/h, for operating train, the aerodynamic
effects are minimized, and the structure gauge should be in accordance with the
current railway norms.
Page 5-10
Figure 5-1: Typical Cross-section Single Track Electrified in Straight Track
Page 5-11
Figure 5-2: Typical Cross-section Single Track Electrified in Curve with Maximum Cant proposed = 150mm
Page 5-12
Figure 5-3: Typical Cross-section Double Tracks Electrified in Straight Track
Page 5-13
Figure 5-4: Typical Cross-section Double Tracks Electrified in Curve with Maximum Cant proposed = 150mm
Page 5-14
Figure 5-5: Typical Cross-section Three (3) Tracks Electrified in Straight Track
Page 5-15
Figure 5-6: Typical Cross-section Three (3) Tracks Electrified in Curve with Maximum Cant proposed = 150mm
Page 5-16
Figure 5-7: Typical Cross-section Four (4) Tracks Electrified in Straight Track
Page 5-17
Figure 5-8: Typical Cross-section Four (4) Tracks Electrified in Curve with Maximum Cant proposed = 150mm
Page 5-18
Figure 5-9: Typical Cross-section Four (4) Tracks Electrified in Straight Track with 5.50m between Centre line
Page 5-19
Figure 5-10: Typical Cross-section Coast Line – Characteristic Cross Section at Grade-Third Track Electrified on Sea Side
Page 5-20
Figure 5-11: Typical Cross Section of Double Track Electrified with Signalling System
Page 5-21
Figure 5-12: Typical Cross Section of Three (3) Tracks with Gantry for Signalling System
Page 5-22
Figure 5-13: Typical Cross Section of Four (4) Tracks with Gantry for Signalling System
Page 5-23
Figure 5-14: Typical Cross Section of Four (4) Tracks Electrified with 5.50 m between centre line with Signalling System
Page 5-24
Figure 5-15: Typical Cross Section at Station with Platforms for Three (3) Tracks Electrified
Page 5-25
Figure 5-16: Typical Cross Section at Station with Platforms for Three (3) Tracks Electrified and Lateral Drainage System
Page 5-26
Figure 5-17: Typical Cross Section at Station with Platforms for Three (3) Tracks Electrified with Gantry for OHS and Lateral Drainage System
Page 5-27
Figure 5-18: Typical Cross Section at Station with Isle & Side Platforms for Four (4) Tracks Electrified and Lateral Drainage System
Page 5-28
Figure 5-19. Typical Cross Section at Station with Isle & Side Platforms for Four (4) Tracks Electrified WITH Gantry for OHS and Lateral Drainage
System
Page 5-29
Figure 5-20: Railway Bridge – Typical Cross Section of Double Track on deck composed with steel girder embedded in reinforced concrete with
Span ≤ 15m
Page 5-30
Figure 5-21: Typical Cross Section of double tracks with structure gauge
Page 5-31
5.2.4 Track Components
5.2.4.1 Rails
5.2.4.1.1 Introduction
454. The strength of track superstructure can be evaluated by the quotient of rail section
modulus (I/v in mm3) by sleeper spacing in millimetre (see Figure 5-21). From
experience, maximum value of axle load, speed, and cant’s deficiency are determined
for various value of this quotient.
Figure 5-22: Determination of Strength of Track Superstructure
455. With the present SLR track structure (Rail 39.700 kg/m with sleeper spacing of 700
mm) a 120 km/h speed can be allowed for an axle load limited to 16 tonnes. A 20
tonnes axle load at 120 km/h requires a 50kg/m rail with 600 mm spacing, minimum.
456. SRL, during the rehabilitation of track is laying a rail 90 A (45.100 kg/m) with 1666
sleepers per km (0.600 m spacing), with maximum speed of 80 km/h, and with
locomotive with 20 tonnes axle load (Per SLR Track Department’s Record).
457. These speed and axle load are verified, if all the following conditions are true:
■ Track and Rolling stock always in excellent condition,

■ Vertical and lateral wear of rail, especially for the outer rail in curves, kept to a
minimum,
■ At least 150 mm of clean ballast beneath sleeper, good drainage and good track
formation.
458. The bad track alignment, the excessive wearing of the rail and the numerous broken
sleepers are the consequence of the weakness of the track superstructure. The
strength of the track structure is not in accordance with the increasing of speed, traffic
forecasted and the future requirement up to 30 years. The rail must be change to 60
kg/m with a reinforced concrete sleeper spacing of 0.600 m (1666 sleepers per km).
459. When, considering the phenomenon of track deterioration, some aspect of the
deterioration must be clearly defined:
■ Fatigue (in general rail fatigue but also, fatigue of sleepers, fastenings, etc.)
■ Wear (in general rail wear but also, wear of sleepers, fastenings, ballast, etc.)
■ Deterioration of track geometry quality,
Page 5-32
■ Deterioration of tracks components,

■ And their combined action results in the deterioration of the Railway System.
5.2.4.1.2 Rail Description
460. For the rail modernization of Colombo suburban rail, UIC 60 type of rail is proposed.
Figure 5-22 shows the main characteristics of this type of rail.
Figure 5-23: UIC 60 Rail Details
Rail Flange Head Web Weight Section’s Cm4

Height Width Height Thickness (per Surface Ix
(mm) (mm) (mm) (mm) meter) (mm²)
UIC 60 E1 172 150 72 16.5 60.21 7670 3038.3
5.2.4.1.3 Corrosion along the Coastal Line
461. The track is laid along the Indian Ocean and the corrosion is excessive, because the
aggressiveness of the sea air, but also the intrusion of the sea water directly on the
track (see Figure 5-23). Per the SLR Track Department’s Record, the rails shall be
substituted in this section, every 5 years.
Page 5-33
Figure 5-24: Photographs of the Coast Line Sea Air and Rail Condition
462. Per the SLR Track’s department, the painting of the rail’s web with coaltar was tested
unsuccessfully, because of the cracks which facilitated the retention of water.
Presently, the SLR Track’s department is researching with Rails’ Suppliers, galvanized
rails, to increase the life duration of the rails on the Coast Line.
5.2.4.1.4 General Conclusion
463. The relationship between maximum axle load and track deterioration increases with
speed, but this deterioration is all the higher when the track geometry quality is poor
and, of course when the tracks components as the rails are in bad condition.
464. Running on small-radius curves where is frequent on Colombo Suburban Railway

Network, leads to greater lateral wear on the rails, and grades with a higher wear
resistance are therefore recommended.
465. The railhead profile shall comprise a side slope on the flank of the head angled with a
nominal inclination of 1 in 20 towards the track centre line. The steel grade of the rail
shall be as defined by the EN standard and/or UIC Recommendations applicable.
466. The rail to be adopted for the modernization of the track should be the type UIC 60E1,
with the following advantages:
■ Reducing the Track maintenance cost,
Page 5-34
■ Strengthening the track for increasing the speed and the traffic forecasted,
■ Better track geometry and stability with a heavy Rails,
■ Decreasing the lateral wear on the rails,
■ UIC 60 with the wider thickness of the web and better steel grade, increase the
service life, for the Coastal Line,
■ Facilitated to found this type of Rail (UIC 60) on the world market, in comparison
with 90 A,
■ Better ton’s Price competition for the UIC 60 in comparison with the 90 A (Presently
the Cost of Rail UIC60 is between 550 USD and 700 USD per ton)
467. On the other hand, the use of continuous welding rails (CWR) should be considered as
a standard, and the experience shows that the electric flash-butt welds have a longer
service life than aluminothermic welds.
468. The installation of CWR on the Coast Line is acceptable, despite the frequency of the
rails replacement, if the following is strictly respected:
“Laying in the track a quantity of metal identical to that removed.”
469. The connection between the new rail and the existing rails shall be done with two (2)
distinct types of rail, welded in the workshop properly with two (2) pieces of 9 m/12 m
each (see Figure 5-24).
Figure 5-25: Schematics of UIC60/90A Rails Welding
470. Per the Rail Group Standard requirement, sic “all passenger lines, and freight only
lines adjacent to passenger lines, with a horizontal radius of 200 m or less shall be
fitted with a continuous check rail to the inside rail of the curve”, to limit train
derailments.
471. In SLR, numerous horizontal curves with R > 200 m are also equipped with the third
rail. The installation of the guardrail obliges the wheels to run on curve´s inside rail,
increasing the weakling of the inside rails, because the increasing of vertical and
Page 5-35
lateral forces and because the cracks on the rail’s web, where bolts are installed. On
the other hand, the non-compensation of the lateral force is uncomfortable for the
passengers including for the environment with the nose of the wheels along the
checkrail.
472. On the Coast Line, to limit the corrosion of the rail and fastenings, a concrete wall with
approximately 1.50m high should be built, considered the construction, approximately
every 100m, of emergency recesses and longitudinal ditches to drain seawater. (See
Figure 5-25).
Figure 5-26: Schematics of Protection with Concrete or Masonry Wall again the seawater
intrusion
1.50 m
1.50 m
Water
drainage
473. Or, in accordance with the

following schema (See Figure
5-10, Typical Cross-section
Coast Line – Third Track
Electrified on Sea Side, and
an expanded section of this
Figure in Figure 5-26 below),
the protection wall can be
located, depend of the SLR
Right of Way limits, at 5.00 m
from the Centre Track,
because the safety, reliability
and the quality of the track
maintenance are improved.
Figure 5-27: Detail of Coast Line

Protection Wall Schematics
Page 5-36
5.2.4.2 Sleepers
474. The Railway sleepers are one of the most essential elements of the railway track
system. They are the beams laid underneath the rails to support the track and their
functions are to transfer and distribute the transported rail loads to the ballast,
transversely secure the rails to maintain the correct gauge-width and to resist the
cutting and abrading actions of the bearing plates and the ballast material. The
Sleepers also resist the lateral and the longitudinal movement of the rail system.
475. The monoblock concrete sleeper is the most popular of the new types of sleepers (see
example in Figure 5-27). Concrete sleepers are much heavier than wooden ones, so
they resist movement better. They work well under most conditions. A concrete sleeper
weighs up to 320 kg compared with a wooden sleeper, which weighs about 100 kg.
The monoblock concrete sleepers have become more common mainly due to their
greater economy and better support of the track under heavy traffic and high speed.
Figure 5-28: Example of Monoblock concrete sleeper concept
5.2.4.2.2 Design criteria
476. The Design criteria to be considered for the design of Monoblock Concrete sleepers
are described below:
Service Categories for Sleeper Designs
477. Where the service loading is different, this theoretically permits a different sleeper
design. Economies exist where the sleeper is designed specifically for the application,
but this is offset against increased manufacture, stocking and repair management
costs.
478. The following circumstances may lead to a requirement for distinctive design criteria:
■ different axle load or speed categories of line,

■ different constraints (e.g. low depth requirement),
■ different service load (e.g. curves, on ballasted bridges),
■ different track requirements (e.g. expansion joints etc.).
479. Standardization of sleeper designs will lead to greater volume and therefore minimum
unit cost of production. Decision on the number of sleeper designs should therefore
Page 5-37
be guided by economic criteria, considering the unit cost of production at the relevant
volume levels.
Design Life and warranty
480. The sleeper shall be designed for a minimum service life of 40 years. The
components shall be warranted against defects in materials or manufacture for a
minimum period of 5 years. The warranty shall also cover the areas of the design that
are the responsibility of the manufacturer.
Design Loading
481. Derivation of design loading for concrete sleepers shall take account of:
■ the design static axle load of trains.

■ dynamic factors, to take account of geometric irregularities in the track structure
and vehicles.
■ the influence of the track structure in sharing applied axle loads between sleepers
and the variability of the track support.
482. Several load cases may need to be evaluated to determine the worst combination of
static and (speed related) dynamic load. A ‘standard’ sleeper may be considered as
satisfying the following load/speed cases:
Axel load/ 180 225 250

Speed kN kN kN
120 km/h X X X
General Conclusion
483. Figure 5-28 shows the general dimension of a Monoblock concrete sleeper.
Figure 5-29: Schematic of Monoblock dimensions
where:
L = sleeper length
b1 = Width of waisted section of sleeper
b2 = Additional width at each side of rail seat section of sleeper
h = Length of the wide section at the sleeper end
g = Length of the tapering section.
484. The sleeper shall have a trapezoidal cross section having a width of (154/160 mm) at
the top and (250/300 mm) at the bottom and a height of (210/230 mm) at rail seat.
Page 5-38
485. The Monoblock Concrete sleepers using pre-tensioned or post tensioned tendons for
pre-stressing the sleepers shall be used for the modernization of the track, considered
the following Table 5-14, and according the European & UIC Standards and:
Table 5-14: Density of Monoblock Concrete Sleepers
Rail Type UIC 60

Density of Monoblock Minimum Radius in accordance with different Ballast
Concrete Sleepers per km Profile (in meter)
Full Ballast Profile Reinforced Ballast Profile
1666 500 m 400 m
1800 350 m
5.2.4.3 Fastenings
486. The rail fastening system shall provide support, guidance, resilience and insulation
between rail and sleeper, and shall incorporate modern technological developments for
all components. The main components of the rail fastening system, depending on
design, shall be as follows:
For Ballasted Track:
■ Rail Pads
■ Tension Clamps/Rail Clips
■ Insulating Elements
■ Sleeper Screws or similar
■ Inserts/Shoulders in Sleepers.
Design Criteria:
487. The elastic fastening shall be in accordance with the UIC Standard and the following
parameters shall be determined as a minimum:
■ Longitudinal restraint,
■ Torsional resistance,
■ Attenuation of impact loads,
■ Effect of repeated loading,
■ Determination of electrical resistance,
■ Effect of exposure to severe environmental conditions,
■ Determination of clamping force.
■ The minimum longitudinal creep resistance shall be between 7kN and 9 kN per rail
seat, with the installation of Continuous Welded Rails (CWR).
488. The elastic rails fastenings must allow a complete cohesion between rails and sleepers
to transmit all the loading and dynamic forces to the sub-structure, and per
consequence, are playing a significant role on the track railway system. Figure 5-29
shows diverse types of fastenings are available on the actual market.
Page 5-39
Figure 5-30: Types of Fastenings Samples
Pandrol “e-clip” Pandrol “fast-clip”
Tension clamp Bolt clamp
NABLA Fastening
489. A resilient rubber pad is inserted between the rail and the base plate and around the
securing clip, for two (2) reasons:
■ To reduce impact on concrete sleepers, it is advantageous to provide rubber pads

or elastomeric pads supporting rail with t (thickness) ≥ 5 mm, between the rail and
surface concrete or base plate.
■ to provide insulation for the track circuits where installed and prevent the sleeper
from shorting the track circuit; a low voltage passes through the rails for signalling
purposes.
■ For certain control-command and signalling system, the minimal electrical
resistance required is 5kΩ.
Page 5-40
5.2.4.4 Insulated Rail Joints (IRJ)
490. The insulated rail joints (see samples in Figure 5-30) are required in co-ordination with
the proposed signalling system and in accordance with the following requirements, for
Colombo Suburban Railway Project:
■ All insulated joints shall be factory-made and welded into the track unless space
constraints make in-situ joints unavoidable (for example at the end of turnouts in
crossovers).
■ The pre-fabricated joint shall be manufactured from rail, which has been cut in its
centre for the insulated rail joint, corresponding to the profile and type of the rail in
the track, and of a length 10m for Main Lines and 5m for depot and workshop.
■ Insulated rail joints shall be of a glued design with six high tensile fastenings and
approximately 1.0m length fishplates.
■ The railhead shall be specially treated to reduce the railhead wear (for instance
heat treatment before cutting).
■ The minimum distance between an in-situ prepared insulated rail joint and any
adjacent weld shall be 4.50m unless space constraints require a shorter distance.
■ The exact location of the insulated rail joints will be determined according to the
requirements of the signalling system.
Figure 5-31: Glued Insulated Rail Joints Samples
Glued Insulated Rail Joint
5.2.4.5 Ballast
491. Ballast material shall be quarried hard rock, generally consisting of granite, basalt, or
other durable igneous rock material capable of being crushed into sharply faceted
surfaces. All ballast shall consist of crushed rock, and mechanical crushing of the
parent rock shall form 100% of the ballast particle surface. Ballast shall not contain
impurities such as wood fragments, carbonaceous or organic matter, metal, plastics, or
other material inappropriate for ballast.
492. The ballast size is designated by the paired minimum/maximum square sieve size (in
mm), with "d" defined as the lower limit designation sieve and "D" defined as the upper
Page 5-41
limit designation sieve. The ballast size (d/D) shall be (22.4mm/63mm) and in
accordance with the EN 13450.
493. The ballast is used to facilitate drainage of water, to distribute the load from the
railroad sleepers, and to keep down vegetation that might interfere with the track
structure. Good ballast should be strong, hard-wearing, stable, drainable, easy to
clean, workable, resistant to deformation, easily available, and reasonably cheap to
purchase.
494. A high proportion of particles finer than this will reduce its drainage properties, and a
high proportion of larger particles result in the load on the ties being distributed
improperly. Angular stones are preferable to naturally rounded ones, as these
interlocks with each other, inhibiting track movement.
495. The thickness of a layer of track ballast depends on the size and spacing of the ties,
the amount of traffic expected on the line, and various other factors. Track ballast
should never be laid down less than 150 mm thick and the thickness of the ballast
layer beneath the lowest rail site (under the concrete sleeper), should be a minimum of
250 mm. Figure 5-31 shows profile schematics of full and reinforced ballast.
Figure 5-32: Schematics of ballast profile
Full ballast profile Reinforced ballast profile
496. The present ballast seems good quality, except the size (see picture in Figure 5-32),
but the following tests shall be executed, for the Colombo Suburb Railway Project, to
be sure that the ballast used, will have high intrinsic quality:
■ Resistance to Weathering (Soundness)

Test,
■ Resistance to fragmentation Test,
■ Resistance to Degradation (Los Angeles
Test),
■ Compressive strength Test,
■ Resistance to abrasion Test (Micro-Deval
Test).
Figure 5-33: Existing ballast
The minimum ballast size shall be between 22.4 mm to 63 mm, as shown the graphic of
Figure 5-33.
Page 5-42
Figure 5-34: Minimum Recommended Ballast Size
5.2.4.6 Turnouts
497. The switches are a vital part of railway system. They are compulsory any time one
wants to send a train in an alternate direction. They make it possible to store one train
on a siding and run another around it, or any other basic operation. Unfortunately, they
are also the leading cause of derailments and accidents.
498. Presently, the tracks layout is complex because of limited space, but also because
train operations are not optimised (see, for example, complex turnouts and switches
around Loco Junction in Figure 5-34).
Figure 5-35: Loco Junction Complex Turnouts and Switches
Page 5-43
499. For the Colombo Suburban Railway network, the target is to make track layouts as
simple as possible to reduce installation and maintenance costs (see schematics in
Figure 5-35). The recommendation is to use simple turnout with TG 1/9 and/or TG
1/12, accordingly:
■ 1/9: 40 km/h (25 mph) – Tg 0.11, the most common switch, installed by default;
■ 1/11: 50 km/h (31 mph) – Tg 0.09, used where passenger trains follow a diverging
path;
■ 1/12: 60 km/h (40 mph) – Tg 0.083, used where either non-interruptible movement
is required or the mainline diverges from the branch line;
■ 1/20-80 km/h (50 mph) – Tg 0.050, where it is necessary for improvement of Train
operation, only.
Figure 5-36: Schematics of Simple Turnouts and Switches Layouts
500. The turnouts shall be equipped with concrete sleepers and/or pre-stressed concrete
sleepers (see Figure 5-36).
Figure 5-37: Examples of Turnouts with Concrete Sleepers
501. Regarding the frog, it is a point of weakness because the wheels are unsupported for a
short distance and can inflict wear and damage. There is also a small risk that the
wheels may go the wrong way. For these reasons, most of the frogs used now are cast
steel (see Figure 5-37). Manganese steel gives great wear resistance because of its
extraordinary work hardening.
Page 5-44
Figure 5-38: Example of Frog with Cast Iron Steel
5.2.4.7 Track Installation

5.2.4.7.1 Sub-structure
502. The track substructure consists of the ballast, the sub-ballast under the ballast, and the
upper part of the subgrade under the sub-ballast (see schematics in Figure 5-38).
Figure 5-39: Schematics of Track Substructure
503. For the modernization of the Colombo Suburban Railway Network, and during the
track renewal, the track structure should be recovered, with excavating and
compacting of the sub-grade layer, installation of the sub-ballast layer and the ballast
layer.
504. The Consultant does recommend conducting destructive and/or non-destructive

geological survey tests in the next phase of the project, to be sure that the correct
amount of sub-structure works for the modernization of the track are determined.
There are many types of Soil compaction tests which are performed on soil. Some of
these are: Plate-load test (EV2); the sand cone method; California Bearing Ratio
(CBR); soil permeability, etc.
Page 5-45
505. The minimum thickness of the Sub-structure must be between 0.45 m < e < 0.70 m
and the minimum distance between the ballast and the water level should be 2 m (see
Figure 5-39).
Figure 5-40: Schematics of Track Sub-Structure Thickness and Location
506. With the presence of water,

geotextile rolls (see example in
Figure 5-40) shall be laid
between the Sub-Grade and
the Sub-ballast. Where the
distance between Top of Sub-
Ballast and Water Level is less
than 2.00 m, the material shall
be resisted to the ballast
aggressively with a sand layer
of 0.15 m thickness.
Figure 5-41: Example of Geotextile

Rolls
507. The installation of Geogrid (see

example in Figure 5-41)
provides an excellent stress
transfer on Railway Project and
maybe a good opportunity for
reinforcing the soils, in
Colombo Suburban Railway
Project where the track is laid
at grade with low-embankment.
The Geogrid is geosynthetic
material.
Figure 5-42: Example of Geogrid
508. During the modernization of the track and taken into consideration the ballast and Sub-
Ballast thickness = 0.25 m + 0.15/0.25 m, and in accordance with the quality of the
sub-grade, the track level must be raised up to 30 cm or 50 cm in some locations.
Page 5-46
509. The railway embankment located in flood area and/or the Bridge abutments shall be
strengthened with gabions and, along the seacoast with rock filled embankment
protection or tetrapod concrete structure (see examples in Figure 5-42).
Figure 5-43: Examples of rock filled and tetrapod embankment protection
5.2.4.8 Drainage
510. There are three (3) basic sources of water into the rail substructure (see Figure 5-43):
Figure 5-44: Schematics of Sources of Water Filtering into the Rail Sub-structure
■ Precipitation falling directly on the track will enter the substructure,

■ Rain falling onto the ground at a higher elevation adjacent to the track can flow into
the track substructure from the sides. This water can and should be intercepted to
prevent it from entering the track substructure,
■ Water can flow upward through the ground into the substructure – this water is
more difficult to control. The goals of the drainage system are first to restrict the
amount of the water getting into the substructure, and second to remove the water
that does get into the substructure.
511. Figure 5-44 shows means of getting drainage water out of the rail substructure.
Page 5-47
Figure 5-45: Schematics of Means to Drain Water out of Rail Substructure
512. Water which enters the ballast from above is either diverted to the side by the top of
the sub-ballast (which is a less permeable layer), or else the water enters the sub-
ballast. The water that enters the substructure is either diverted to the side by the top
of the subgrade (which is usually the least permeable layer), or it flows downward into
the subgrade if the subgrade is permeable enough.
513. The water flowing to the side, either over the surface of the sub-ballast or through the
sub-ballast, must have a clear path to exit the substructure. This water must be
collected by a side drain system or it will flow down an embankment. In the case of a
side ditch, the water will either flow away longitudinally to a discharge point or will
evaporate.
514. Water loss by evaporation from the ballast surface is not usually a significant
contribution to track drainage.
515. The water draining out of the ballast and sub-ballast needs to flow away from the track.
This is most easily accomplished if the track is on an embankment and the ground
surface is sloped down toward the side of the embankment. For track on flat ground or
in a cut open channel, side ditches are the solution. Figure 5-45 shows three (3) types
of drainage: an embankment, an earth ditch, and a concrete lined ditch.
Figure 5-46: Schematics of Types of Track Side Drainages
Page 5-48
516. For the Modernization of the track in Colombo Suburb Railway Project, the drainage
shall be considered seriously and in accordance with further hydraulic analysis, which
determine the best drainage system to be implemented. The construction of earth ditch
and/or concrete ditch with catching basins must be envisaged including the removing
of the water outside of the track sub-structure, with discharge structure. The typical
cross-sections shown in Section 5.2.3.1.2 include the corresponding drainage
structures.
5.2.4.9 Continued Welded Rails
517. In the Colombo Suburb Railway Network, the rails must be installed in Continuous
Welded Rails (CWR), with length of rails 18 m and or 36 m welded together by electric
flash-butt welding or gas-pressure welding. Excepted for some area, where a special
study should be carried out (long railway bridges without ballasted track, where it will
be necessary to install Rail Expansion Joint (REJ).
518. The Continued Welded Rails is the track built up with long rails, without (or few), rails
joints from the beginning of the project to the end. The turnouts are welded, the
Insulated Rail Joint (IRJ) are glued.
519. The advantage of the CWR was demonstrated all over the World:
■ Few or Not joints,

■ Strong track with a smooth ride,
■ Increase the train speed,
■ Better comfort for passenger train,
■ No loud noise and chock with rail joint,
■ Less maintenance.
520. The rail shall be finally welded at the Neutral Rail Temperature Range. This ensures
that:
■ The rail will not become in so much tension that, even during the coldest weather
there is not a significant increased risk of welds breaks or rail breaks occurring,
■ The rail will not become in so much compression that, even during the hottest
sunniest weather, there is not a significant increased risk for track buckling or
distortion.
521. Appendix 3 describes in more detail the Neutral Rail Temperature Range and the
procedures for its determination.
522. The CWR should be laid with concrete sleepers only (because the weight = 300
kg/unit) and according the above recommendation (Chapter 3.3) on the curve with R ≥
330 m (with 1800 sleepers per km and reinforced ballast profile). On the Turnout, the
joints are all welded with aluminothermic welding. The maintenance of the track
geometry shall be realized with heavy tamping/levelling Machine.
5.2.4.10 Non-ballasted Sections

Page 5-49
523. Presently all over the world non-ballasted track concepts are being applied. The main
advantages of such structures are:
■ Reduction of structure height;

■ low weight;
■ Lower maintenance requirements and hence higher availability;
■ Increased service life;
■ High lateral track resistance.
■ In addition, recent life cycle studies have shown that from the cost point of view,
slab tracks might be very competitive.
524. If the low-maintenance characteristics of slab track on open line are to be retained,
great care must be taken to ensure that the subgrade layers are homogenous and
capable of bearing the loads imposed.
525. The slabs can be precast or poured on site. The most known tracks with precast slabs
are (see some examples in Figure 4-46):
■ Austrian System "OBB-Porr" ;

■ Italian System "IPA" ;
■ Japanese System "J-Slab" ;
■ Dutch System "EDILON" & "Concrete Slab";
■ German System, "RHEDA" ;
■ French System "STEDEF & SONNEVILLE" ;
■ Swiss System "WALO".
Figure 5-47: Examples of Precast Slab Systems
Rheda System
J-Slab
Turnout with Rheda System

Stedef System
Page 5-50
526. With the design of railway lines factors like life cycle cost, construction time, availability
and durability play an increasingly important role. In this respect, non-ballasted track
concepts offer good opportunities.
527. With the growth of traffic intensity, it becomes more and more difficult to carry out
maintenance and renewal work.
528. In the past new projects were mainly assessed based on investment costs, whereas
today the principle of life cycle costing is strongly emerging. Because of these new
attitudes ballasted track concepts will lose attractiveness in favour of slab track
systems.
529. The Main Station of Colombo Fort and Maradana could be equipped with Non-
Ballasted track system, taken into consideration, the possibility to arrange a better
drainage system, a good aspect and quality of the track installation and lower
maintenance requirements.
530. On the other hand, and because the bad condition of the sub structure in Railway
Suburb, it shall be necessary to raise the ballasted track. However, in the Station
section, the difficulty to have a higher track can be solved by the laying of concrete
slab-track with the reduction of structure height.
531. Concerning the Road Bridge, with an Electrical Clearance limited, the reduction of the
structure high with the Concrete slab track installation, can give also, the possibility to
avoid the demolition and re-construction of the bridge concerned. The Consultant will
study this possibility for the selected priority corridor.
532. The transition between the ballasted and slab track shall include a transition in the
track structure.
533. An interface layer shall be placed between the track slab and the top surface of the
earthwork. To prevent any over-stressing of the load-bearing layer due to dynamic
forces present in at-grade structures. This can be hydraulic bonded layer or a
concreted roadbed.
534. The total thickness of this layer shall be calculated by the Designer taking under
consideration all components of the slab track such that the deformation modulus at
the upper, non-bonded loading bearing layer does not exceed EV2≥120N/mm2, on the
plate-load tests.
535. In all cases, the minimum thickness of this layer under each location of the track
concrete structure shall be at least 300mm.
5.2.4.11 Bridges
5.2.4.11.1 Rail Bridges
536. The quality of the Railway Bridges, regarding the foundation, the abutments, the span
and the bearing pads capacity system shall be verified, tested before the
Modernization of the Suburb Railway.
Page 5-51
537. The Modernization of the track structure with the installation of continuous welded rails
(CWR) is requesting ballasted rail bridges, to facilitate the maintenance requirement,
with heavy mechanized equipment. The old steel railway bridges in bad condition shall
be replaced by new rail bridges:
Bridges with Spans of up to 9 m / 12 m:
538. A very shallow structure depth of approximately 300 mm to 400 mm can be achieved
using all-steel spanning longitudinally between abutments (see Figure 5-47). The
orthotropic decks offer the shallowest structure depth of any of deck form construction
539. The deck units comprise a steel plate with structural Tee sections welded to its lower
face. The Tees usually sit on elastomeric pad or strip bearing and end diaphragms are
created by casting concrete around the Tees at the ends.
540. The deck units are relatively flexible transversally. Parapet/robust kerb containment
can be achieved using independent parapet walkway units located clear of the track, in
the same way as for solid steel slab.
Figure 5-48: Diagrammatic Cross Section of an Orthotropic Bridge Deck
Bridges with Spans of up to 12 m / 30 m:
541. Filler beam construction (see Figure 5-48) uses rolled steel section embedded within
and generally acting compositely with a reinforced concrete slab. The concrete slab is
cast to the level of the top of the bottom flanges and covers the tops of the sections.
Structure depth varies from a minimum of about 400 mm. In Europe spans up to about
30 m have been constructed with UIC Norms wide flange beam HE and HD series.
Figure 5-49: Diagrammatic of Filler Beam Bridge Construction
542. The deck can be poured in situ, if construction is outside a possession, but usually the
deck is constructed in several units, which are precast and connected using shear-key
joints. Complete deck can be precast for installation as single units, where appropriate
access and carnage are available.
Page 5-52
543. However, during the Construction, the minimizing disruption to the railway is one of the
key criteria to be understood by the designer in developing a successful solution.
544. Prior to commencing the design of a new or replacement railway structure,

consideration must be given to the level of disruption that would be acceptable on the
railway lines that would be affected by the works. For example, on a busy suburban or
main line, a closure of only one or two days may be the maximum available for the
proposed works.
545. Disruption can be considered in two (2) main categories, “Speed restriction” and
“Possession”, not to jeopardize the train-operating requirement.
Technical backfill approach between embankment and abutment:
546. Between the railway bridge and the earthwork, the transitions are required to transfer
any change in track modulus due to differential settlement differences, as the schemes
shown in Figure 5-48.
Figure 5-50: Transition Schemes between Railway Bridge and Earthwork
Page 5-53
Rail Expansion Joint (REJ):
547. Table 5-15 shows how the Installation of rail expansion joint should be carried out
depending on the following criteria:
■ Type of Railway Bridge (With Ballast Track or Not);

■ Type of Track (With CWR or Not);
■ Expendable Length of the Bridge.
Table 5-15: Criteria for the Installation of Rail Extension Joint
Expandable
Railway
Track Length (L) of the Type of REJ
Bridge Type
Railway Bridge
1 x REJ with Expendable Length = 180mm on
40m < L ≤ 200m
Mobile Pot Bearing Side.
With Joints 1 x REJ with Expandable Length = 300mm on
200m < L ≤ 400m
L >400m Special Study.
No Ballast
2 x REJ with Expandable Length = 180mm on
L ≤ 200m
both Side (Fixed and Mobile Pot Bearing).
CWR 2 x REJ with Expandable Length = 300mm on
200m < L ≤ 400m
both Side (Fixed and Mobile Pot Bearing).
L >400m Special Study.
With Joints All No REJ required.
L ≤ 200m
With Ballast 1 x REJ with Expandable Length = 300mm on
CWR 200m < L ≤ 400m
L > 400m
Figure 5-51: Example of Rail Extension Joint
5.2.4.11.2 Road Bridges
548. The Road Bridges in the Railway Suburb shall be verified case by case, in order to
respect the clearance from the railway.
Page 5-54
549. Clearances between passing trains and the bridge structure must be sufficient to
ensure that:
■ Train and their occupants may pass safely (including passengers or crew who may
be leaning out of windows);
■ Staff may work on the line side safety;
■ Aerodynamic forces on the structure, trains and passengers are acceptably low;
■ Where the railway is electrified, electrical arcing does not occur between the
structure and the pantograph, collector shoes or other electrical equipment of
passing train.
550. The boundary enclosing the necessary clearances is known as the “structure gauge”.
The clearances required depend on the permitted speed of trains and track geometry.
For new or reconstructed bridges, a simplified structure gauges are used, which is
based on conservative assumptions for the sizes of train and is defined by dimensions
from the rails, rather than by clearances from train.
551. The structure gauge and clearances are measured from the “running edges” (or inner
faces) and the tops of the rails. Where the track is canted, dimensions are measured
parallel and normal to the plane of the top of rail. For Electrification purpose, the
Electrical clearance shall be respected.
552. For the construction of the new road bridge and when the road bridges are made of
beams call upon a known technique widely used by design engineers. Its principle
consists in laying metal beams, generally rolled sections, on the supports, to board the
gap between the lower flanges with stay-in-place forms, to install the reinforcement
and then to fill with concrete. This simple and favourable technique allows one to build
continuous decks, with single or multiple spans, approximately 30-meter-long, while
using no scaffoldings, and to ensure a good association between steel and concrete,
crossing with limited clearances.
5.2.4.11.3 Bridge Underpasses/ Box Culverts
553. The suppression of the level crossings can be realized with road flyovers or
underpasses, depending on the condition of the crossings and the soil/water-level
nature (for bridge underpasses) are acceptable. Arc concrete bridges can be installed
with only 48 hours of railway traffic interruption (see example in Figure 5-51).
Figure 5-52: Examples of Arc Concrete Bridge Underpasses
Page 5-55
554. The Modernization of the Colombo Suburb Railway Network will involve the demolition
and the reconstruction of the structures considering the old Steel Railway Bridges with
loading gauge from 14 tons to 16.5 tons’ axle load only, obsolete and not in adequacy
with the Continuous Welded Rails and the modern ballasted or non-ballasted
electrified track. Regarding the road overpasses structures, further study can be
carried out, case by case for limited the demolition and perturbation of the cars traffic
in Colombo Suburb.
555. Regarding the road bridge where the electrical clearance is not applicable, the
solutions shown in Table 5-16 can be envisaged:
Table 5-16: Envisaged Solutions to Attain Electrical Clearance
Works Envisaged Advantage Inconvenient Recommendation
Lowering of the Electrical Clearance - Works cannot be carried out - Further Investigation
Track Respected without further investigation for may be conducted
the foundation condition; through an institute of
- Possibility to be in face of repute.
water level with costly pumping - Solution Not
water device; acceptable, in term of
- No track slope because the track condition.
proximity of the station level.
- The levelling of track by
heavy tamping machine is not
possible during the
maintenance requirement.
Installation of Reduction of structure - Costly in term of track - Can be envisaged,
Concrete Track head. installation; without lowering the
track level.
Lifting the Bridge No demolition of the - The Road shall be interrupted - Further Investigation
bridge. during the lifting may be conducted
- The capability of the structure through an institute of
bridge shall be calculated repute.
before jacking.
- Temporary road deviation
shall be analysed in
cooperation with Road
Department.
Demolition of the - The new bridge can be - Costly solution; Special study case by
Bridge in accordance with the - Temporary road deviation case shall be realized,
structure and Electrical shall be analysed in including the urban
clearance for the Modern cooperation with Road authorities from the
Electrified track (a) Department. Road Department.
- Taking the opportunity to
improve the road traffic in
Colombo city.
Page 5-56
5.2.4.12 Level Crossings

556. The high quantity of levels crossings is an obstacle to the development of the Colombo
Suburb Railway System. The use of level crossings contributes the greatest potential
for catastrophic risk on the railways system, in addition to imposing stop times to road
users and requiring additional signalling equipment and/or manning.
557. When considering an operating programme for train speeds to 120 km/h, it is desirable
in tackling the problem of level crossings, to exanimate the practical possibilities of
eliminating all those points where rail and road are at the same level. The following
criteria should be used as a basis for prioritising level crossing for:
■ Eliminations of dangerous crossings with heavy and/or slow moving road traffic,
and crossings where the passage of heavy vehicles and exceptional loads occurs
with statistical frequency;
■ Elimination of level crossings in case where even a small profit emerges in terms of
annual saving comparing attendance and maintenance costs with the investment
required for the construction of bridge or road deviations;
■ Elimination of private or rarely used levels crossings and as far as possible of level
crossings reserved for pedestrians.
558. In conjunction with the Road Development authority and municipal road department, a
program of level crossing elimination, taken into consideration the above criteria,
should be implemented to eliminate as many as technically possible. The construction
of Bridges Underpasses or Overpasses can be realised for the suppression of the
Level crossings in the city, added with road deviations.
559. When the level crossing cannot be eliminated, the level crossing structure shall consist
of internal panels to span between the rails of an individual track and external panels
for a distance not less than 580 mm outside each rail of that track (see examples in
Figure 5-52).
560. The panels shall provide a crossing surface which is devoid of any pedestrian tripping
hazards. The panels shall butt up securely in the longitudinal direction so as not to
create a hazard for wheelchairs and bicycles.
561. The level crossing structure shall be designed so that it can be removed, and
reinstalled or replaced, either for replacement purposes or to gain access to the track
for maintenance or inspection without damage to the component parts of the level
crossing structure.
562. Level crossing panels shall not have steel edges that extend fully around the panel
because of the potential for shorting track circuits.
Page 5-57
Figure 5-53: Examples of Level Crossing Track Structure
563. The Modernization of the Colombo Suburb Railway Network is not compatible with the
presence of numerous level crossings. For this reason, the project shall take the
opportunity, with the competent authorities to eliminate the crossing roads and railway
tracks at the same level, through the construction of fly overs and/or underpasses.
564. When, the level crossings are not eliminated, a new level crossing structure shall be
implemented for safety requirement and for track maintenance purpose. The
dismantling and re-installation of the panels are easy, after complete tamping and
levelling for the rectification of the track geometry by heavy tamping machine.
5.2.4.13 Stations and Sidings

565. The nominal platform height above the running plane shall be 1100 mm.
566. For platform edges positioned at the nominal heights, the nominal distance L from the
track centre parallel to the running plane shall be obtained from the formula:
L (mm) = 1650 + 3750/R + (1676-1435)/2; with R = 550 m, L = 1780 mm, where
R is the radius of the track, in meters,

g the track gauge, in millimetres, 1676 in the case of Sri Lanka.
Page 5-58
567. The platforms shall be lengthened to 260 m, for accommodation with the new rolling
stock and sometimes widened for taken into consideration:
■ the rush during the peak hours on both direction;

■ space for people to step off trains without colliding with obstacles;
■ space to deploy a boarding aid for people with reduced mobility;
■ distance from the platform edge people need to stand to be safe from the
aerodynamic effects of passing trains (the ‘danger area’).
568. The track adjacent to the platforms shall preferably be straight, but shall nowhere have
a radius of less than 500 m. The modification of the shelters for passenger’s platform
shall be realized according the electrical clearance (see example in Figure 5-53).
Figure 5-54: Example of platform shelter with electrified line
569. A cheaper form of station construction, at least for a railway at grade level, is the island
platform. A bridge or underpass is usually provided. Island platforms are usually wider
than single platforms used for side platform stations but they still require less area.
570. An island platform on a railway is where a single platform lies between two tracks,
serving both. Usually, the two tracks are on the same line, running in opposite
directions.
571. Island platforms generally have a lower construction cost and require less space than
side platforms, a pair of separate platforms with the tracks running between them.
However, island platforms may become overcrowded, especially at busy stations.
572. Additionally, the need for the tracks to diverge around the centre platform requires
extra width along the right-of-way on each approach to the station,
573. Island platforms are popular in the modern railway world for several reasons. One is
their lower construction cost. Island platforms also allow facilities such as escalators,
elevators, shops, toilets and waiting rooms to be shared between both tracks rather
than being duplicated or present only on one side. Passenger convenience is another
significant consideration. An island platform makes it easier for wheelchair users and
the infirm to change services.
Page 5-59
574. The track layout in the stations shall be simplified, when it is possible with the
incorporation of switches running up to 60 km/h in deviated track (Tg. 1/12 and/or Tg.
1/9). On the main stations with maintenance difficulties and drainage failure, the
concrete slab track should be realized (see example in Figure 5-54).
Figure 5-55: Example of Concrete Slab Track Construction in Station
575. The simplification of the track layout is the key for the future increasing of traffic
forecasted and commercial speed on Colombo Suburban Railway Network.
5.2.4.14 Yard Arrangements
576. Presently, in Colombo, due to the transfer of freight transport from rail to road and the
containerization of rail-freight transport for economic reasons, hump yards are
generally in decline and abandoned (see example in Figure 5-55). However, the road
congestion and the cars’ traffic-jam are increasing exponentially in particular, on
Orugodawatte sector (see Figure 5-55), because the proximity of the Good Depot
under Custom Department.
Figure 5-56: Examples of Goods Yard and Road Truck Congestion
577. The simplification of the track with second hand rails after ultra-sonic tests, concrete
sleepers and ballast, can be used for the yards and the workshops, generally. The
turnouts with Tg. 1/9 and/or Tg. 1/11 should be laid, on wooden sleepers creosoted.
Page 5-60
5.2.4.15 Fences
578. Access to or intrusion by people or road vehicles or other, into railway premises may
present a risk for railway traffic, the nature and criticality of which is common to all
types of train. When such risk is deemed to be substantial, suitable protection such as
fencing around the railway land, protective railing on road bridges and/or road vehicle
intrusion detectors shall be installed.
579. The control of the risk of unwanted access or intrusion by persons or vehicles is the
subject of national regulations, which enforces them according to the specific hazard of
the site considered. The recommendation is to install fences on the limit of Sri Lanka
Railway Right of Way, on both sides (see example in Figure 5-56).
Figure 5-57: Example of Railroad fence
Page 5-61
5.3 ALIGNMENT
5.3.1 Design Criteria
5.3.1.1 Track alignment principles
580. The alignment of the upgraded line between Panadura and Veyangoda is designed
with standard design criteria based on international practice and summarized in the
following Table 5-17.
Table 5-17: Alignment Design Criteria
Main tracks
Design speed 120 km/h
Operation speed 100 km/h
Maximum cant 150 mm
Maximum cant deficiency 90 mm
Minimum horizontal radius for design speed 780 m
Minimum horizontal radius for operation speed 550 m
Maximum gradient 1,5 ‰
Minimum radius for vertical curve 5000 m
Minimum length of straight between curves 60 m
Nominal 3-track railway platform width 20 m
Minimum 3-track railway platform width 18 m
Nominal 4-track railway platform width 53 m
Minimum 4-track railway platform width 23 m
Turnouts
Speed at 30 km/h on the diverging track 1/9
Speed at 60 km/h on the diverging track 1 / 12
Speed at 90 km/h on the diverging track 1 / 20
At stations
Minimum platform length 260 m
Minimum platform useful length 220 m
Nominal side platform width 5m
Minimum side platform width 3m
Nominal central platform width 10 m
Minimum central platform width 6m
581. The main elements characterising the track alignment domain are:
■ The nominal track gauge Nominal track gauge shall be 1 676 mm;
■ Minimum infrastructure gauge must be constructed to allow safe clearance for the
passage of trains complying with Rolling Stocks.
■ The Minimum infrastructure gauge is defined by given swept volume inside which
no obstacle must be located or intrude. This volume is determined based on a
reference kinematic profile and considers the gauge of catenary and the gauge for
lower parts.
Page 5-62
■ The minimum distance between track centres is 4.00m with two (2), three (3) and
four (4) tracks, but can be increased for four (4) tracks with a distance of 5.50m
between two pairs of tracks, for maintenance propose (walkway) and signalling
installation. (see Typical Cross Sections in Section 5.2.3.1.2).
■ The distance between track centres shall be considered carefully by the designer in
accordance with the land acquisition and resettlement program.
■ Gradients as steep as 15 mm/m are permitted for main tracks, but at the design
phase, the slope as 12.5mm/m shall be a target.
■ 5When designing the lines for high-speed operation, the minimum radius of
curvature selected shall be such that, for the cant set for the curve under
consideration the cant deficiency does not exceed, when running at the maximum
speed for which the line is planned, the values indicated are: R(mini) = 550 m for
Speed at 100 km/h and 780 m for Design Speed at 120 km/h.
■ The track cant is the maximum difference in height between outer and inner rails,
measured at the centre of the railhead surface (in mm). Value depends upon
gauge if measured in mm; value is not dependent on gauge if measured in
degrees. The design cant shall be limited to 150 mm. But, with the existing line
(Coast Line) and sharp curves, the maximum cant in mm, shall be in the limit of (R-
50/1.5).
■ In curves, cant deficiency is the difference, expressed in mm, between the applied
cant on the track and the equilibrium cant for the vehicle at the particular stated
speed. The maximum cant deficiency shall be 90 mm.
5.3.1.2 Track Insertion Principles
582. The general principles of insertion of new tracks are the following:
■ The new tracks are located at grade, parallel to the existing double track railway
platform.
■ The above “nominal” design criteria are used as frequently as possible, although
minimal values can be reached in case of limited available ‘Construction Right of
Way’ (CROW).
■ The location of the new tracks, installations and platforms shall have a minimum
impact on residents, to minimize the actions of compensation and other assistance
as per Government and ADB policy compliance standards.
■ The previous consideration will lead us to recommend the shifting of the existing
tracks at some critical sections in case of a limited available CROW, which will
have an impact on railway operation.
■ At this initial feasibility stage of the study, the turnouts are only inserted in straight
sections of the alignment.
■ At crossing of rivers, new rail bridges designed separately from the existing bridges
will support the new tracks.
■ At level crossing, it is necessary to plan systematically the building of new road
flyovers in urban areas to avoid road traffic congestion. Height of the roadway will
be about 8 meters above the rail level.
■ The choice among the different options will be done in the further phases of the
project, during detailed feasibility study and design, based on ground topography
tied to the Sri Lanka topography grid.
Page 5-63
5.3.2 General alignment Description
583. For enabling the operation planned for horizon year 2035, additional tracks are needed
on the Veyangoda – Panadura railroad section. They are represented in solid lines in
the Figure 5-57 diagram:
■ 4th track on the Main Line between Loco Junction (CH 1.7) and Ragama station
(CH 13.6).
■ 3rd track on the Main Line between Ragama station (CH 13.7), Gampaha station
(CH 25.6) and Veyangoda station (CH 35.6). Being the third track between
Veyangoda and Gampaha (a distance of 10 km) for preserving the future, it has
been represented with dotted lines.
■ 3rd track on the Coast Line between Colombo Fort (CH 1.9) and Panadura (28.1)
Figure 5-58: Positions of the new track on Veyangoda – Panadura line
584. Stabling areas are located in Panadura, Gampaha, Veyangoda and in the Colombo
Fort – Maradana area.
585. Figure 5-58 and Figure 5-59 show the speed diagrams for the additional tracks on the
Main Line and Coast Line respectively.
Page 5-64
Figure 5-59: Speed diagram, new track on Main line
Figure 5-60: Speed diagram, new track on Coast line
5.3.3 Alignment Description by Sections
5.3.3.1 Main Line

5.3.3.1.1 Veyangoda (CH 35.6) – Gampaha (CH 25.6)
Description 3rd track is located on the west side between Veyangoda station and
Gampaha station. New stabling and maintenance facilities are connected to
the backside of the station. Four intermediate stations (Heendeniya-
Pattigoda at CH 33.8, Magalegoda at CH 32.3, Bemmulla at CH 30.0 and
Daraluwa at CH 28.0) are to be adapted.
Page 5-65
- At Veyangoda station, track VI is continued and 1/7 cross outs are

Particular points
added for connection to existing tracks
- 4 new central platforms and footbridges at Daraluwa, Bemmulla,
Magalegoda and Heendeniya-Pattigoda stations. New road bridges
near the stations may be created instead of level crossings for
improvement of road traffic
- 12 new separate Rail Bridges, 2 of them with large span (Attanagalu
and Dee-Al Owa rivers). They are designed for double track for
preserving the future. Only one track will be laid for the project
- 5 level crossings shall be closed and at least 4 of them replaced by
new road bridge at Heendeniya-Pattigoda road, Magalegoda road,
Aluthgama – Wigoda road and Daraluwa station road
- Impacts on land and structures are low
Page 5-66
5.3.3.1.2 Gampaha (CH 25.6) – Ragama (CH 16.2)
Description 3rd track is located on the west side between Gampaha station and Ragama
station and connected to existing platform line at Gampaha station. Three
stabling tracks are created at the station yard parallel to the main tracks
(east side), and connected to the backside of the station. One additional
long stabling track (2 positions) is created in the backside of the station. Five
intermediate stations (Yagoda at CH 22.4, Ganemulla at CH 20.6,
Bulugahagoda at CH 18.8, Batuwatta at CH 17.2 and Walpola at CH 16.2)
are to be adapted.
Page 5-67
Page 5-68
- 2 crossovers are added to the existing ones for the functional

Particular points
requirement of changing tracks on both side of Gampaha station
- 3 turnback / stabling positions are created back to Gampaha station
- 4 crossovers are added for enabling change of tracks on a middle
point between Gampaha and Ragama, near Ganemulla station
- 5 new central platforms and foot bridges at Yagoda, Ganemulla,
Bulugahagoda, Batuwatta and Walpola stations
- 5 new separate Rail Bridges, which are designed for double track for
preserving the future. Only one track will be laid for the project
- 6 level crossings shall be closed and replaced by new road bridge at
Yagoda station road, Kadawatha-Ganemulla road, Kandana-
Ganemulla road, Batuwatta station road, Walpola station road and on
the eastern side of Ragama station
- The Gampaha road flyover is not impacted
- Impacts on land and structures are low to medium, small houses
being may be impacted between Walpola and Ragama stations
Page 5-69
5.3.3.1.3 Ragama (CH 16.2) – Hunupitiya (CH 8.1)
Description 4th track is located on the west side between Ragama station and Hunupitiya
station. The junction with Puttalam line is adapted in the backside of
Ragama station. A Railway Flyover is created south of Ragama stations to
avoid the operation conflicts between train movements of Puttalam and Main
line. Two intermediate stations (Horape at CH 12.1 and Enderamulla at CH
9.8) are to be adapted.
Page 5-70
- 1 new side platform at Ragama station and new central platforms

Particular points
and 3 new foot bridges at Ragama, Horape and Enderamulla stations
- 4 new separate Rail Bridges, which are designed for double track, on
which will be laid the existing 3rd track and new 4th track
- A new railway flyover is located between Horape railway station and
Ragama road flyover. It will be around 1,2km long
Horape road and Enderamulla station road
- 6 crossovers are present in the track layout west of Horape station
for changing tracks on west side of Ragama flyover
- The Ragama road flyover is not impacted
- Impacts on land and structures are low to medium. Small houses
may be impacted between Enderamulla and Hunupitiya
Page 5-71
5.3.3.1.4 Hunupitiya (CH 8.1) - Kelaniya (CH 5.0)
Description 4th track is located on the west side between Hunupitiya station and Kelaniya
station. One intermediate station (Wanawasala at CH 6.8) is to be adapted.
Page 5-72
- 2 new side platforms and foot bridges at Hunupitiya and Wanawasala

Particular points
stations
- 3 Rail Bridges, which are designed for double track, on which will be
laid the existing 3rd track and new 4th track
- Going the railway line along the Colombo - Katunayake motorway
around Hunupitiya station, a general realignment of the tracks is
necessary to insert the fourth track. The presented option as
“reference alignment” considers the elevation of the rail platform at
the same height than the motorway. Other option is to change the
location of the Hunupitiya road. Indeed, due to traffic congestion, it
will not be possible to keep rail and road at the same level
Wanawasala road and Sri Sudharama Jama road
- The Colombo-Kandy road flyover north of Kelaniya is not impacted
because span is sufficient for the insertion of a new track below it.
Only a secondary road may be impacted.
- Impacts on land and structures are medium, small houses may be
impacted on both side of Wanawasala station.
Page 5-73
5.3.3.1.5 Kelaniya (CH 5.0) - Dematagoda (CH 1.8)
Description 4th track is located on the west side between Kelaniya station and
Dematagoda station. One intermediate station (Urugodawatta at CH 2.8) is
to be adapted.
Page 5-74
Level crossing and temple north of Kelaniya Available right-of-way south of Kelaniya
Page 5-75
- General realignment around Kelaniya station. North of the station,

Particular points
the new track is located on the east side due to the presence of a
temple on the west side. Tracks and platforms will be re-arranged
- 1 road flyover north of Kelaniya station is necessary instead of level
crossing for reduction of the road traffic congestion. It is an hard spot
for insertion
- 6 crossovers around Kelaniya stations are necessary for the purpose
of changing tracks near the junctions to Colombo harbour and
industrial side yard (oil)
- 1 new bridge with large span is being built on the Kelani River for
double track, at the same location than the existing one. It will
support the existing 3rd track and future 4th track
- 1 new bridge with large span will be built on the Kelani channel for
double track, at the same location than the existing one. It will
supporting the existing 3rd track and future 4th track
- 3 Rail Bridges which are designed for double track, on which will be
laid the existing 3rd track and new 4th track
- New central platforms and foot bridge at Urugodawatta station
- Impacts on land and structures are low to medium, houses may be
impacted between Kelaniya and Urugowatta stations
Page 5-76
5.3.3.1.6 Dematagoda (CH 1.8) – Maradana (CH 0)
Description 4th track is located on the west side between Dematagoda station and the
loco junction east of Maradana station.
Page 5-77
- Realignment around Dematagoda station. Tracks and platforms

Particular points
(preferably 2 central platforms) will be re-arranged
- South of Dematagoda station, 4 tracks are already running under the
Road Fly Over
- The base line road flyover west of Dematagoda is not impacted. The
level crossing under the Road Fly Over shall be closed for road traffic
Page 5-78
Track over rail bridge north of Dematagoda Realignment south of Dematagoda
Page 5-79
5.3.3.2 Coast Line

5.3.3.2.1 Maradana (CH 0) – Colombo Fort (CH 1.9)
On the Maradana – Colombo Fort, there is an existing 4-track railway platform. Depending on
the selected option for the location of the central railway station, the tracks will be accordingly
realigned. The feasibility of the arrangement will be analysed at the next stage of project.
There is no impact regarding ‘Construction Right of Way’.
5.3.3.2.2 Colombo Fort (CH 1.9) – Kollupitiya (CH 5.0)
Description Existing tracks are to be almost integrally realigned between Colombo Fort
and Kollupitiya, due to the high constraints in terms of ‘Construction Right of
Way’ for the insertion of a 3rd track. The 3rd track is connected to a Buffer line
western from Colombo Fort. Two intermediate stations (Secretariat Halt at
CH 2.6 and Kompannavidiya at CH 3.6) are to be adapted.
Page 5-80
Page 5-81
- New double-track separate Rail Bridge (CH 2.4) west of Colombo

Particular points
Fort station, designed for double track for preserving the future. Only
one track will be laid for the project
- At Secretariat Halt station, the new track is located on the eastern
side, due to the presence of a temple on the opposite side. Position
of the platform on the temple side can be decided at the next stage.
Parsons Road Bridge is to be rebuilt with a 20m span for overpassing
3 tracks north of Secretariat Halt station
- On Slave Island in front of Galle Face, the new track is planned on
the canal side
- A new platform and foot bridge at Kompannavidiya station preferably
on the eastern side, due to the presence of high buildings on the
opposite side
- 2 new Rail Bridges on canals south of Secretariat Halt station and
west of Kompannavidiya station. Near Secretariat Halt, the bridge
needs to be wide enough to support track and platform
- 3 level crossings at Sri Uttarananda Mawatha, Justice Akbar
Mawatha road and Glennie street shall be closed and replaced by a
new road bridge (hard spot)
- 1 new Bridge on Galle Road is needed
- Punctual impacts on land and structures are mostly located at
Secretariat Halt and Kompannavidiya stations
Page 5-82
Buffer line for connection at Colombo Fort New track west of Colombo Fort
New track at Secretariat Halt station New track south of Secretariat Halt
Page 5-83
5.3.3.2.3 Kollupitiya (CH 5.0) – Mount Lavinia (CH 14.1)
Description 3rd track is located on the seaside between Kollupitiya and Mount Lavinia
stations. Three intermediate stations (Bambalapitiya at CH 7.0, Wellawatta
at CH 9.1, Dehiwala at CH 11.9) are to be adapted.
Page 5-84
- 4 new side platforms on sea side and foot bridges at Kollupitiya,

Particular points
Bambalapitiya, Wellawatta and Dehiwala stations
- 4 crossovers north of Wellawatta station are necessary for the
purpose of changing tracks
- 3 new separate Rail Bridge, designed for double track for the
purpose of preserving the future, on which 1 track will be laid for the
project
- The access to the locomotive shed for parking trains is to be
preserved
Page 5-85
- The track is directly at sea shore on whole Kollupitiya – Wellawatta

section, south of Wellawatta and north of Mount Lavinia station: the
railway embankment located in flood area shall be strengthened with
gabions and, along the seacoast with rock filled bank protection or
tetrapod concrete structure. The compatibility with the beach project
from the Megapolis has to be followed
- Several level crossings for access to the beach shall be protected
and foot bridges added
- Impacts on land and structures are low to medium, small houses may
be impacted between Dehiwala and Mount Lavinia stations
- Impact on environment is related to the close sea shore
Rock filled bank protection tetrapod concrete structure
Page 5-86
5.3.3.2.4 Mount Lavinia (CH 14.1) – Ratmalana (CH 15.9)
Description 3rd track is located on the seaside between Mount Lavinia and Ratmalana
stations. On Mount Lavinia side, the additional track is connected to an
existing platform line.
- Use of the existing platform lines at Mount Lavinia station. Two

Particular points
crossovers are added to the existing ones for the purpose of
changing tracks on both side of Mount Lavinia station
- 6 crossovers around Mount Lavinia station and Wellawatta station
are necessary for the purpose of changing tracks
- The road bridge for access to Mount Lavinia hotel is to be rebuilt
- Impacts on land and structures are low to medium, some houses
may be impacted
Page 5-87
5.3.3.2.5 Ratmalana (CH 15.9) – Moratuwa (CH 20.9)
Description 3rd track is located on the seaside between Ratmalana and Moratuwa
stations. On Ratmalana side, the additional track is connected to an existing
platform line. Two intermediate stations (Angulana at CH 17.8 and Lunawa
at CH 19.3) are to be adapted.
Page 5-88
- Existing platform lines are preserved at Ratmalana station

Particular points
- 2 new side platforms on sea side and footbridges at Angulana and
Lunawa stations
- 1 new separate Rail Bridge between Angulana and Lunawa,
designed for double track for the purpose of preserving the future, on
which 1 track will be laid for the project
- 2 crossovers are necessary to preserve the access to the locomotive
shed at Ratmalana
- The track is directly at sea shore south of Lunawa: the railway
embankment located in flood area shall be strengthened with
gabions and, along the sea coast with rock filled bank protection or
tetrapod concrete structure
- Several level crossings for access to the beach shall be protected
and foot bridges added
impacted
Page 5-89
5.3.3.2.6 Moratuwa (20.9) – Panadura Bridge (CH 27.7)
Description 3rd track is located on the seaside between Moratuwa station and Panadura
Rail Bridge. On Moratuwa side, the additional track is connected to an
existing platform line. Two intermediate stations (Egoda Uyana at CH 24.5
and Koralawalla at CH 22.6) are to be adapted.
Page 5-90
- The existing platform lines are preserved at Moratuwa station.

Particular points
- 4 crossovers are necessary for the purpose of changing tracks near
Moratuwa station
- 1 new side platform and footbridge on sea side and foot bridge at
Egoda Uyana station
- 1 new central platform and footbridge at Koralawalla station
- 1 new separate Rail Bridge between Angulana and Lunawa,
designed for double track for the purpose of preserving the future, on
which 1 track will be laid for the project
- 1 level crossing at Fraser avenue shall be closed and replaced by a
new road bridge (hard spot)
- The track is directly at sea shore south of Koralawalla station: the
railway embankment located in flood area shall be strengthened with
gabions and, along the sea coast with rock filled bank protection or
tetrapod concrete structure
impacted between Koralawalla and Moratuwa stations
- Impact on environment is due to the close sea shore
Page 5-91
5.3.3.2.7 Panadura Bridge (CH 27.7) – Panadura Station (CH 28.1)
Description 3rd track is located on the seaside between Panadura station and Panadura
Rail Bridge. Three stabling tracks are created at the station yard parallel to
the main tracks (seaside), and connected to the backside of the station. One
additional long stabling track (2 positions) is created in the backside of the
station.
- 7 stabling positions in Panadura station area, with 2 of them on

Particular points
existing platform lines. Crossovers are preserved for shunting
movements
- The Rail Bridge on Bolgoda river will be preserved for laying the new
track
- 2 level crossings at Sri Gunananda Road and Sagara Mawatha shall
be closed and replaced by a new road bridge (hard spot)
Page 5-92
Stabling track in the back side of the station Area for stabling tracks
5.3.4 Summary of New Quantity of Works of New Main Items
586. The following Table 5-18, Table 5-19 and Table 5-20 show of summary of the quantity
of works items: new tracks, Coast Line and Main Line respectively.
Page 5-93
Table 5-18: New Tracks Quantity of Works
Number of New Total per Line

Line From To Total km
Track (km)
Coast Line Panadura (km 28.149 Colombo Fort (km 1.895) 01 26.254
28.149
Coast Line Colombo Fort (km 1.895) Maradana (km 0.000) 01 1.895
Main Line Maradana (km 0.000) Loco Junction (km 0.800 approx.) 01 0.800
Main Line Loco Junction (km 0.800) Ragama (km 13.650) 01 12.850 35.578
Main Line Ragama (13.650) Veyangoda (km 35.578) 01 21.928
Page 5-94
Table 5-19: Coast Line Quantity of Works
Foot Turnouts
Track Siding
rd Railway Road Overpass (Unit) Protection Sea
From To 3 Track
Bridge Bridge and/or Wall Protection
(km) (km) Location Length
(Unit/ Length) (Unit) Underpass Qty 1/9 1/12 (m) (m3)
(m)
(Unit)
Panadura Sta. Egoda Sta. (Km
Sea Side 1 (230 m) 2 3 1 200 18 2 900
(Km 28.149) 24.463)
Egoda Sta. Koralawella Sta.
Sea Side 2 950
(24.463) (Km 22.631)
Koralawella Sta. Moratuwa Sta. (Km
Sea Side 2 13
(Km 22.631) 20.849)
Moratuwa Sta. Lunawa Sta. (Km
Sea Side 2 550
(Km 20.849) 19.266)
Lunawa Sta. (Km Angulana Sta. (Km
Sea Side 1 (35 m) 2 2 200
19.266) 17.839)
Angulana Sta. Ratmalana Sta.
Sea Side 2 6
(Km 17.839) (Km 15.910)
Ratmalana Sta. Mount-Lavinia Sta.
Sea Side 2 1 400 16
(Km 15.910) (Km 14.111)
Mount-Lavinia Dehiwala Sta. (Km
Sea Side 2 250 1 350
Sta. (Km 14.111) 11.857)
Dehiwala Sta. Wellawatta Sta. 1 (15 m)
Sea Side 2 1 300 5 400
(Km 11.857) (Km 9.145) 1 (40 m)
Wellawatta Sta. Bambalapitiya Sta.
Sea Side 1 (50 m) 2 8 1 900 30 000
(Km 9.145) (Km 7.025)
Bambalapitiya Kollupitiya Sta. (Km
Sea Side 2 2 400 35 500
Sta. (Km 7.025) 5.008)
Kollupitiya Sta.
Km 4.060 Sea Side 1 990 10 800
(Km 5.008)
Kompannavidiya
Km 4.060 City Side 1 (30 m) 2
(Km 3.620)
Kompannavidiya Secretariat Halt City Side 1 (Galle 2
Page 5-95
Foot Turnouts
Track Siding
rd Railway Road Overpass (Unit) Protection Sea
From To 3 Track
Bridge Bridge and/or Wall Protection
(km) (km) Location Length
(Unit/ Length) (Unit) Underpass Qty 1/9 1/12 (m) (m3)
(m)
(Unit)
(Km 3.620) Road)
Colombo Fort (Km 1 (50 m) 1 (Parson
Secretariat Halt City Side 2
1.895) 1 (25 m) Bridge)
2 (Captains
Colombo Fort Maradana Sta.
Garden & 34
(Km 1.895) (0.00)
Maradana
Total 3 (280 m) 4 30 4 1 600 34 61 11 240 85 250
Page 5-96
Table 5-20: Main Line Quantity of Works
Foot Turnouts
Railway Bridge Overpass Track Siding
From To Location of (Unit)
and Viaduct and/or
(km) (km) New Track Underpass Total
(Unit / Length) Qty 1/9 1/12
(Unit) (m)
rd
3 Track on West Side 2 3 pits tracks 750 22 8
9 4 230
Veyangoda Sta. (Km 1 washing machine 350
35.578)
1 slab track 30
Heendeniya-Pattigoda rd
3 Track on West Side 2
Sta. (Km 33.770)
Heendeniya-Pattigoda Magalegoda Sta. (Km rd
Sta. (Km 33.770) 32.264)
Magalegoda Sta. (Km Bemmulla Sta. (Km rd 1 (80 m)
32.264) 30.005) 1 (15 m)
Bemmulla Sta. (Km Daraluwa Sta. (Km rd
3 Track on West Side 1 (25 m) 2
30.005) 28.021)
Daraluwa Sta. (Km Gampaha Sta. (Km rd 1 (80 m)
3 Track on West Side 2 3 1 170 4 12
28.021) 25.638) 2 (9 m)
1 (35 m)
Gampaha Sta. (Km Yagoda Sta. (Km rd
25.638) 22.424)
1 (15 m)
Yagoda Sta. (Km Ganemulla Station (Km rd
3 Track on West Side 1 (12 m) 2 8
22.424) 20.622)
Ganemulla Station Bulugahagoda Sta. (Km rd
(Km 20.622) 18.831)
Bulugahagoda Sta. Batuwatta Sta. (Km rd
(Km 18.831) 17.183)
Page 5-97
Foot Turnouts
Railway Bridge Overpass Track Siding
From To Location of (Unit)
and Viaduct and/or
(km) (km) New Track Underpass Total
(Unit / Length) Qty 1/9 1/12
(Unit) (m)
Batuwatta Sta. (Km Walpola Sta. (Km rd
3 Track on West Side
17.183) 16.216)
Walpola Sta. (Km Ragama Sta. (Km rd
16.216) 13.646)
Ragama Sta. (Km 14
4 Tracks Viaduct (1000 m) 2 8
13.646)
HORAPE STA. (Km
2 6
12.143)
Horape Sta. (Km Enderamulla Sta. (Km th
12.143) 9.799)
Enderamulla Sta. (Km Hunupitiya Sta. (Km th
4 Track on West Side 1 (12 m) 2 13
9.799) 8.126)
Hunupitiya Sta. (Km Wanawasala Sta. (Km th
8.126) 6.776)
Wanawasala Sta. (Km Kelaniya Sta. (Km th 1 (20 m)
4 Track on West Side 2 6
6.776) 4.973) 1 (12 m)
1 (20 m)
Kelaniya Sta. (Km Dematagoda Sta. (Km th
4 Track on West Side 1 (45 m + 2 14
4.973) 1.768)
footbridge)
Dematagoda Sta. (Km Maradana Sta. (Km
2 40
1.768) 0.000)
Bridge: 18 (241)
Total 38 17 6 530 80 75
Viaduct: 2 (1 000)
Page 5-98
5.3.5 Proposed Options for Track Re-Alignment
587. The improvement of the train capacity on the line is linked closely with the increase of
the average speed. However, in Colombo Suburban Railway, the numerous curves
with sharp radius do not authorise the possibility for the increasing the speed in the
curve. The track re-alignment on the sections where the speed is limited maybe
considered.
588. The following bullet points detail the sections along the Main Line were track
realignment may be considered 2.
 Option N° 1 – Construction of new tracks and existing track re-alignment between

RAGAMA Station (km 13.646) and WALPOLLA Station (km 16.216) Stations, to
permit a maximum speed up to 120 km/h (see Figure 5-60).
 Option N° 2 – Construction of new tracks and re-alignment of the existing tracks

between BULUGAHAGODA Station (km 18.831) and GANEMULA Station (km
20.622) Stations, to permit a maximum speed up to 100 km/h (see Figure 5-61).
 Option N° 3 – Construction of new tracks and re-alignment of the existing tracks

between GANEMULLA Station (km 20.622) and YAGODA Station (km 22.424)
Stations, to permit a maximum speed up to 120 km/h. The option 3, according to
the map, does not show an impact on the habitation and/or urbanised area (see
Figure 5-62).
2
Should any of these section realignments seem worthwhile, a full assessment, including technical
(considering the geological had hydrological characteristics), economic and safeguards assessments
(environmental, social and gender, and land acquisition and resettlement), would need to be conducted
in the next phase of the project.
Page 5-99
Figure 5-61: Suggested Re-alignment of Tracks from Ragama to Walpola Stations
Page 5-100
Figure 5-62: Suggested Re-alignment of Tracks from Bulugahagoda and Ganemulla Stations
Page 5-101
Figure 5-63: Suggested Re-alignment of Tracks from Ganemulla to Yagoda Stations
Page 5-102
6 ELECTRIFICATION
6.1 INTRODUCTION
589. The Panadura – Veyangoda Suburban Railway Project involves the renewal of the
line, including the electrification of the 64-km corridor. This Chapter describes the
general design specifications and standards and the electrification components.
6.2 GENERAL S P ECIFICATIONS AND S TANDARDS

590. The following European standard shall be the reference and specifically when there
are equivalents in IEC:
■ EN 50163: Railway applications – Supply voltages of traction systems

■ EN 50388: Railway applications – Power supply and rolling stock – Technical
criteria for the coordination between power supply (substation) and rolling stock to
achieve interoperability
■ EN 50329: Railway applications – Fixed installations – Traction transformers
■ EN 50119: Railway applications – Fixed installations – Electrical traction overhead
contact lines
■ EN 50121: Railway applications – Electromagnetic compatibility
■ EN 50122: Railway applications – Fixed installations – Electrical safety, earthing
and the return circuit
■ EN 50124: Railway applications – Insulation coordination – Overvoltage and
related protection
■ EN 50149: Railway applications – Fixed installations – Electric traction – Copper
and copper alloy grooved contact wires
■ EN 50152: Railway applications – Fixed installations – Particular requirements for
AC switchgear – Single-phase disconnectors, earthing switches and switches with
Un above 1 kV
■ EN 50155 - Railway applications - Electronic equipment used on rolling stock
■ IEC 61000 series - Electromagnetic compatibility (EMC)
■ IEEE 80 - Guide for Safety in AC Substation
■ IEEE 81 - Guide for Measuring Earth Resistivity, Ground Impedance, and Earth
Surface Potentials of a Grounding System
■ IEEE 998-2012 - Guide for Direct Lightning Stroke Shielding of Substations.
■ IS 2309-2005 - Protection of Buildings and Allied Structures against Lightning
Page 6-1
6.3 P OWER S UP P LY S YS TEM AND P OWER TRANS FORMATION

6.3.1 Existing Power Generation and Demand Conditions
6.3.1.1 Sri Lanka Overall Power Generation
591. Sri Lanka’s maximum recorded electricity demand in first half of 2015 was 2210.4MW
(excluding the contribution of SPP Mini Hydro, Solar and Biomass) which is a higher
value compared to the maximum demand of 2151.7MW in year 2014. Altogether 196
Grid connected power plants with total installed capacity of 3917MW have been
operated in the first half of 2015.
592. Table 6-1 shows the power generation amounts in the first six months of 2015 in GWh
and Figure 6-1 show its mix. As noted, Sri Lanka heavily dependent on hydro and coal
power generation. However, Sri Lanka has experienced power cuts during dry years
when the hydro reservoirs are depleted and contribution from main hydro plants are
minimum, or when coal power plants of Norochcholai is out of operation.
Table 6-1: Sri Lanka Power Generation January to June 2015 (GWh)
Figure 6-1: Sri Lanka Power Generation Mix January to June 2015
593. In Comparison with the 2015 Statistics the maximum Demand in first quarter of 2017
has gone up to 2467 MW and days average energy requirement of 44.97 GWh.
Page 6-2
6.3.1.2 Overview of the Overall Existing and Programmed Power Generation Capacity
and Power Demand in Sri Lanka
594. Many dispatchable generation capacity is owned by CEB (i.e. about 75% of the total
dispatchable capacity), which includes 1355 MW of hydro and 863 MW of thermal
generation capacity. Balance dispatchable capacities, which are only thermal plants,
are owned by Independent Power Producers (IPPs).
595. Ongoing Power projects of 35MW Broadlands (2017), 120MW Uma Oya (2017) and
31MW Morogolla (2020) will add to the capacity soon. Further as per the generation
plan of 2015 to 2034 candidates under consideration are 600MW Super critical and
300MW high efficient sub critical coal-fired steam plants, 300MW LNG fired combined
cycle plants, 600MW Nuclear power plants, 35MW & 105MW Diesel-fired Gas
Turbines and 150MW & 300MW Combined Cycle Plants.
596. By CEB Tender Notice CEB/AGM/(Pr)/PD-KCCPP2016, Tenders has been called and
closed for Establishment of 300 MW Multi Fuel Combined Cycle Power Generating
Facility at Kerawalapitiya. It is also understood that similar plant would be established
in Trincomalee soon.
597. Further CEB has floated a tender to install 1 MW x 60 Solar PV installations around the
country as 60 Nos 1MW IPPs and the tenders are under evaluation stage.
6.3.1.3 Electricity Grid and Potential Feeding Substations in Panadura – Veyangoda

Corridor
598. Ceylon Electricity Board Grid Substations along the Panadura – Veyangoda corridor
are shown in Figure 6-2 below.
Figure 6-2: CEB Sub-stations Along the Panadura – Veyangoda Corridor
Page 6-3
599. Along the railway corridor Ratmalana and Wanawasala has ample space for traction
transformers. The closest substation located to Ratmalana and Wanawasala
respectively are Ratmalana grid substation and Kelaniya grid substation. Their location
is well distributed along the 64 km-Veyangoda - Panadura corridor, but also in regards
to the possible extension of electrification on adjacent lines of Colombo Suburban
Railway network. The lengths of the transmission lines between existing grid
substations and new railway traction substations are about 1.5 and 3 kilometres
respectively.
600. Other substations are also has been considered and due to need of land and the
needs of relocation, it has been considered that the other substations are not suitable
for locating the traction substations.
6.3.2 Likely Substations to Tap Power for Panadura – Veyangoda Suburban

Lines
6.3.2.1 General Location of Substations
601. It is decided that the Panadura Veyangoda Corridor shall be fed by Ratmalana and
Kelaniya grid substations and the traction substations shall be located in Ratmalana
Railway Premises and Wanawasala Railway Premises.
6.3.2.2 Load forecasts at Kelaniya and Ratmalana substations
602. For the forecast of the 2025 loads of the substations without the traction load, shown in
Figure 6-3, the data in latest transmission plan has been used.
Figure 6-3: 2025 daily demand forecast at Kelaniya and Ratmalana GSS without traction load
603. Figure 6-4 shows the 2025 and 2035 forecast of traction load per substation. It is
assumed that the demand in 2025, at the initial stages of electrification of railway, is
50% of the load forecasted in 2035.
604. Maximum Demand of the railway of Panadura to Veyangoda section is estimated to be

60 MW in the morning peak and during evening peak of transportation. Therefore,
each substation shall comprise with 2 x 30 MW traction transformers.
Page 6-4
Figure 6-4: 2025 and 2035 forecast of traction load per substation
605. Figure 6-5 show the 2025 and 2035 load forecast of the substations with the traction
load.
Figure 6-5: 2025 and 2035 daily demand forecast at Kelaniya and Ratmalana GSS with
traction load
Page 6-5
6.3.2.3 Typical Layout of Substations
606. As noted above, it is proposed that the Panadura – Veyangoda suburban lines shall be
fed with two substations. Each substation will require an enclosed area of 100-150 m2.
607. Typical elements in a traction substation include:
■ Primary and secondary

■ Current transformer
■ Voltage measurement transformer
■ Disconnect switch / Circuit breaker
■ Main transformer
■ Lightning arrester
■ Control building
■ Security fence and/or enclosing building
Figure 6-6 shows some examples of traction substations.
Figure 6-6: Substation in AC current with main transformer 220kV 60MVA (France)
Page 6-6
6.3.3 Pre-sizing of the Traction Power Supply architecture
6.3.3.1 Input data
608. Main input data for the traction power supply simulation done with SIMALIM software
(Egis in-house certified software for traction power supply simulations) are gathered
into the following Table 6-2:
Table 6-2: Main Input Data for the Traction Power Supply Simulation
Traction substations
Location of substation on Coast Line Ratmalana
Location of substation on Main Line Wanawasala
High voltage 132 kV
No-load voltage 27.5 kV
Rated power of traction transformers 30 MVA
Short-circuit voltage 8%
Position of inline posts
Paralleling post Panadura
Paralleling post Bambalapitiya
Neutral section After Maradana
Paralleling post Ragama
Paralleling post Gampaha
Paralleling post Veyangoda
Overhead Equipment
Section of contact wire 150 mm²
Section of catenary wire 86 mm²
Rolling stock
Empty mass 240 tons
Capacity 2200 passengers
Maximum electrical power 2500 kW
Efficiency 90%
Power factor 0.9
Auxiliary power 360 kVA
Braking regeneration Enabled
Power regulation Enabled
Operation
Operation speed 100 km/h
Page 6-7
6.3.3.2 Tested traction power architecture
609. In this architecture, the transformers at both traction substations (TSS) at Ratmalana
and Wanawasala shall convert the incoming 132 kV 3 phases to two outputs as Main
and Teaser at 54 kV having all protection arrangements and all safety features for
operating and maintenance personals under all circumstances. From TSS, Overhead
Equipment will be fed at notionally +25 KV power supply on one side from Main
winding and from Teaser on another side of TSS (see schematics in Figure 6-7).
Figure 6-7: Schematics of Traction Power Architecture
610. A sectioning and paralleling post (SP) is provided at neutral section between
Maradana and Dematagoda stations for isolations of two TSSs power supply with the
provision of feed extension as per operational requirements. In case of failure of any of
the TSS, the feed of the other TSS is extended by closing the bridging circuit breakers
provided at SP. At SP, paralleling interrupters are provided for current balancing and
better voltage regulation in Up and Down OHE lines.
Page 6-8
611. Five other paralleling interrupters are proposed at Panadura, Bambalapitiya, Ragama,
Gampaha and Veyangoda.
612. Besides the Traction Power Supply architecture, there are some locations like Level
Crossing Gates, etc, where normally 240 V supply is provided by installing Auxiliary
transformers, having HT connections from OHE and another point to rails.
6.3.3.3 Studied Scenarios
613. To appreciate the relevance of the power supply architecture, a reference simulation
and a sensitivity test to traffic have been performed:
■ The reference simulation considers the planned traffic for horizon 2035 on Main
Line and Coast Line, including both commercial services and technical movements
for injection of sufficient number of trains in the peak direction. The operation plan
of the reference simulation is as Figure 6-8 shows.
Figure 6-8: Operation Plan of Traction Power Requirement Reference Simulation
■ The sensitivity test considers a reinforced operation grid. For the purpose of the
study only, it is considered that the planned traffic from Puttalam line will run with
electric traction on the Main Line. The operation plan of the sensitivity test is as
Figure 6-9 shows.
Page 6-9
Figure 6-9: Operation Plan of Traction Power Requirement Sensitivity Test Simulation
6.3.3.4 Design criteria for the simulation
614. As a first consideration, the following parameters are presented for adequacy with EN
standard:
■ Power at Traction Substations (TSS): according to data from High Voltage power
grid, power constraints (and especially unbalance rate) are summarized in the
following Table 6-3:
Table 6-3: Power at Traction Substations
Maximum Maximum 10’ average

TSS Short circuit power
unbalance rate power demand
Wanawasala 1056 MVA 2% 21.1 MVA
Ratmalana 1089 MVA 2% 21.8 MVA
■ Maximum 10’ RMS current density in contact and catenary wires: current in cables
will be analysed, particularly concerning the effects of overheating. Current density
shall remain under 3A/mm².
■ Voltage at the pantograph of the trains: according to EN 50388, voltage at train’s
pantograph must remain between 19 kV and 29 kV.
■ Minimum useful voltage: according to EN 50388, minimum useful voltage on each
electrical section and for each train must remain higher than 22 kV.
Page 6-10
6.3.4 Traction Power simulation results
6.3.4.1 Reference simulation

6.3.4.1.1 Power Demand at Traction Substations
615. The following Table 6-4 show power demand at each traction substation.
Table 6-4: Reference Simulation Power Demand at Traction Substations
Ratmalana Substation Wanawasala Substation

Active Reactive Apparent Active Reactive Apparent
power power power power power power
1 min average 33 MVA 19 MVA 38 MVA 23 MVA 14 MVA 27 MVA
10 min
22 MVA 15 MVA 27 MVA 17 MVA 11 MVA 20 MVA
average
1h average 21 MVA 14 MVA 26 MVA 16 MVA 11 MVA 19 MVA
616. According to design criteria, Wanawasala substation presents no problem in term of

power demand.
617. Concerning Ratmalana substation, a discussion with CEB High Voltage power grid
need to be opened concerning power demand at this location. Nevertheless, the power
demand does not seem unreasonable.
6.3.4.1.2 Current Density in Each Conductor
618. The following Table 6-5 present the current density in each conductor. Each Traction
Substation has 4 departures: 2 tracks in 2 directions.
Table 6-5: Reference Simulation Current Density in Each Conductor

Contact wire Catenary wire Contact wire Catenary wire
Track 1 1.54 A/mm² 1.87 A/mm² 1.34 A/mm² 1.62 A/mm²
North
South
619. Maximum current density is less than 2 A/mm². At this stage of the project, there is no
apparent trouble concerning conductors.
6.3.4.1.3 Voltages
620. In this configuration, average voltage at traction substation is:
■ Ratmalana TSS’ average voltage = 24 755 V

■ Wanawasala TSS’ average voltage = 24 790 V
Page 6-11
621. Average voltage at train’s pantograph is:
■ On Coast Line, minimum pantograph’ average voltage = 24 123 V

■ On Main Line, minimum pantograph’ average voltage = 23 565 V
622. These four values are higher than 22 kV, criteria is validated.
623. The following graphic in Figure 6-10 presents voltage at train’s pantograph, according
to position. Both lines (Main and Coast) are represented.
624. Egis used its own software called “Simalim” dedicated to the simulation of electric
traction networks to perform the simulations. “Simalim” is able to model electric and
transport network and to perform a simulation of the trains operation. This simulation
gives the electric calculation on any equipment that participates to power the trains. All
types of simulation is authorized, from DC to AC electric network, and from Light rail
train or electric buses to High speed train network passing by heavy freight lines.
625. “Simalim” is based on a brick to brick model. It means that each element of the
simulation is modelled individually in a first time. These first single models are based
on the input data entered in the software and represent the connection between
traction conductors on single points. In a second time, interactions between elements
are modelled to build a full electric network. The result of this model is a matrix to
solve. In a third time, trains are modelled. Trains are particular because their locations
will change at each time step and electrical parameters (single model) will change
according to power demand.
626. After selection time step of calculation and calculation precision, “Simalim” provides an
iterative calculation to solve the matrix system. The result is a full electric calculation at
each element on the line.
627. Basically, it is possible to have the results for Power, Current, Voltage and temperature
of the OHE conductors. With these results, it is possible to deduce all the information
required to design an electric network (cables and equipment) in accordance with the
estimated operation, or to describe, the permitted operation according to electric input
data.
628. The results for Voltage at pantograph are given in this section, each train being
represented in a different colour.
Page 6-12
Figure 6-10: Voltage at train’s pantograph – reference simulation
629. As we can see, voltage stay over 22 200 V. Effect of power regulation is visible, and
speeds need to be checked to ensure this regulation do not affect too much trains.
6.3.4.1.4 Train’s speed
630. The following diagram in Figure 6-11 shows speed of trains according to their position.
631. The first result given by this graphic is that for all-stop trains, 100km/h is enough, as
trains have barely the time to reach maximum speed before braking for the next stop.
632. The second result is that despite power regulation, there is no problematic speed
reduction on all the line.
Page 6-13
Figure 6-11: Speed of trains according to position – reference simulation
6.3.4.1.5 Conclusion on the reference simulation
633. In this case, the only relevant point is power drawn at Ratmalana Substation. Demand
is slightly over the limit presented in input data document, and discussions need to be
opened with High Voltage power supplier, but nothing alarming at this point of the
project.
634. All the other elements are compliant with EN standards, and the architecture at this
stage of the project seems appropriate to run the traffic.
6.3.4.2 Sensitivity test

6.3.4.2.1 Power demand at Traction Substations
635. The following Table 6-6 show power demand at each traction substation.
Table 6-6: Sensitivity Test Simulation Power Demand at Traction Substations

Active Reactive Apparent Active Reactive Apparent
power power power power power power
1h average 23 MVA 15 MVA 27 MVA 22 MVA 14 MVA 26 MVA
Page 6-14
636. As expected, there is no big difference on Ratmalana substation in case of electrified

trains toward Puttalam.
637. Concerning Wanawasala substation, adding new trains on this section cause an
overcharging. However, this rise stay limited, but a discussion with CEB High Voltage
power grid is also required.
6.3.4.2.2 Current density in each conductor
638. The following Table 6-7 present the current density in each conductor. Each Traction
Substation has 4 departures: 2 tracks in 2 directions.
Table 6-7: Sensitivity Test Simulation Current Density in Each Conductor

Contact wire Catenary wire Contact wire Catenary wire
North
South
639. Even in this configuration, maximum current density is less than 2.5 A/mm². OHE
conductors do not seem to present problems, and perhaps some optimization will be
possible on next stages of the project.
6.3.4.2.3 Voltages
640. In this configuration, average voltage at traction substation is:
■ Ratmalana TSS’ average voltage = 24 436 V

■ Wanawasala TSS’ average voltage = 24 344 V
641. Average voltage at train’s pantograph is:
■ On Coast Line, minimum pantograph’ average voltage = 23 710 V

■ On Main Line, minimum pantograph’ average voltage = 22 806 V
642. These four values are higher than 22 kV, criteria is validated.
643. The following graphic in Figure 6-12 presents voltage at train’s pantograph, according
to position. Both lines (Main and Coast) are represented.
644. As we can see, voltage still stay over 22 200 V. Effect of power regulation is visible,
and speeds need to be checked to ensure this regulation do not affect too much trains.
6.3.4.2.4 Train’s speed
645. The following diagram in Figure 6-13 shows speed of trains according to their position.
Comparatively to reference simulation, speed seems to be slightly affected near
Veyangoda, were regulation is more needed.
Page 6-15
Figure 6-12: Voltage at train’s pantograph – sensitivity test
Figure 6-13: Speed of trains according to position – sensitivity test
Page 6-16
6.3.4.2.5 Conclusion of the sensitivity test
646. In this case, power demand is slightly over the limit in both substations, and
discussions with CEB High Voltage power supplier are required to ensure feasibility of
the project.
647. Anyway, the design is validated given that the design criteria (EN standards) in terms
of power, current density and voltages are fulfilled.
6.3.4.3 Next steps regarding traction power simulations
648. Discussions with CEB High Voltage power supplier can continue in the next phase of
the Project start with results presented in this document as reference, and if power
demand is a little high, nothing alarming appears.
6.3.5 Conclusions on Power Substations
6.3.5.1 Location of Substations
649. As proposed in the traction power simulation, 2 substations, positioned at Ratmalana

and Wanawasala, would be sufficient to operate the line.
6.3.5.2 Fall back operation, reliability and possible phasing of the investment
650. It is considered a complete redundancy of the equipment of the traction substation. No

fallback operation mode is to be designed as the architecture of the electric post will be
robust enough to guarantee the permanent operation of the equipment.
651. In practice, it will mainly consist on 2 traction transformers of 30 MVA, to be able to

operate one or the other. V-connected transformers can be considered in Ratmalana
substation, as it would reduce voltage unbalance.
652. Another possibility could be to operate three traction transformers of 15 MVA, and two
transformers will be operated simultaneously. Advantage could be a progressive
installation, as 15 MVA could be sufficient to operate a part of the traffic, but it
consumes more space, and safety measures will be required to operate both
transformers in parallel. This possibility needs to be explored further in the next phase
of the Project.
6.3.6 Backup power supply
653. Although the reliability of Sri Lankan electricity transmission network (132 kV) is
relatively high compared with the distribution network (33 kV and below), Sri Lanka
experienced three national blackouts over 2015-2016. In such a scenario, there should
be adequate amount of backup power sources to operate electrified sections of the
railway network, without inconveniencing passengers.
654. First of all, the Traction Substations may be connected as far as possible to two grid
substations connected to different HV lines in order to prevent the blackout of feeding
system.
655. In case of a generalized blackout, several options can be considered such as:
Page 6-17
■ Maintaining emergency generators with adequate capacity, directly connected to

the traction substations, to move EMUs one by one to closest stations and/or to
provide a limited service;
■ Specifying backup battery capacity on-board EMUs;
■ Prioritizing electricity supply to the electrified railway network in a blackout through
special (dedicated) transmission arrangements from power stations of Ceylon
Electricity Board.
656. These three options will be further studied during the detailed design stage.
Page 6-18
6.4 OVERHEAD CONTACT S YS TEM (OCS )

6.4.1 General Description
657. The main components of Overhead Contact System (OCS) are the following
■ Posts
 Foundations
 Mast
 Automatic Tensioning Device (ATD)
■ Cantilever
 Stay tube
 Bracket tube
 Register arm
 Steady arm
■ Wiring
 Contact wire
 Messenger wire
 Dropper
 Aerial Earth Conductor (AEC) wire
 Jumper
658. Figure 6-14 shows photograph examples of OCS and Figure 6-15 shows a cross
section with a wide area between tracks and typical measures of OCS components
Figure 6-14: Example of Overhead Contact System
Page 6-19
Figure 6-15: Typical Measurements of OCS Components
659. At the design phase, following main properties of the OCS system shall be defined:
■ Maximum Span Length: distance between the centre lines of two adjacent masts.
Typical distance is around 50m, and it differs for alignment and curvatures. The
selection shall be confirmed considering that the contact wire should remain within
the current collecting zone of the pantograph. Different factors considered in the
selection of maximum span are given below:
 Blow-off of contact wire due to wind and temperature
 Stagger effect
 Deflection of mast caused by wind
 Displacement of contact wire due to oscillation of pantograph
 Displacement of contact wire due to lateral displacement of pantograph
■ Maximum Tension Length: length of the catenary system is restricted by the
possible expansion and contraction caused by variation of temperature from
ambient temperature. Typical length is around 1500m, being the effect of
temperature calculated on the half due to the installation of an anti-creep point at
the midpoint of the tension length. The following mentioned factors are taken in to
account with the respective specified limiting values:
 Safe and unrestricted movement of pulley type regulating equipment in the
allowable play zone at maximum and minimum temperature (considered as
specified in the CA).
Page 6-20
 Maintaining safe electrical and mechanical clearances between brackets at

overlaps, considering the cantilever swivel due to expansion and
contraction in the catenary system caused by variation of temperature from
ambient temperature.
 Cantilever drag or resetting force.
■ Conductors Properties: material of conductors and minimum cross section finalized
after validation of a Traction Power Supply simulation study at design phase.
Chosen material for conductors shall have temperature range up to 100 degree C
as per EN 50119.
■ Cantilever Assembly Properties: overhead conductors are held by bracket
assemblies pivoted to the structure/mast, capable of swivelling along the track as
well as adjustable transverse thereto. A pre-determination of the position of each
clamp is done at the design stage so that the cantilever assembly in its final
position can be easily done.
■ Cylindrical foundations, mast and ATD properties: dimensions are determined due
to several factors related to environment (soil, wind, air temperatures…).
6.4.2 Components
6.4.2.1 Typical mast foundations and masts
660. Different types of foundation for the mast can be made, for example, between, cast in
situ and precast:
■ Parallel piped foundation

■ Cylindrical foundation
■ Pre-cast foundation
661. Typical dimensions of cylindrical foundations are:
■ Depth from 2.0m to 4.0m

■ Diameter of 0.7m or 0.9m
662. The choice for a cylindrical foundation depends on several factors:
■ Geotechnical data
■ Soil profile
■ Maximum working moment
■ Thickness of dead ground
■ Direction of the moment in relation to the track
663. During the detail design phase of the project, the type of foundation and its
characteristics should be determined based on the additional soil investigations. After
deciding on size of foundations, foundation selection charts/ tables/ volume charts
shall be prepared in the detail design phase for different soil conditions and application
requirements.
Page 6-21
Figure 6-16 show examples of execution of foundations and masts without and with track
Figure 6-16: Examples of execution of foundations and masts without and with track
Execution of foundations and masts, without track
Execution of foundations and masts, with track
664. On open bridges the OCS structures are proposed being placed on the pier caps. The
base plate and bolts are decided based upon individual load and stability analysis at
design phase.
665. As a single vertical pole structure embedded in the foundation to support the overhead
equipment with cantilever assembly, the mast has typical dimensions of 0.3m x 0.4m.
666. The standard setting distance is the perpendicular distance from centre line of the
nearest track to the face of the OHE structure. Typical value of setting distances of
portal uprights is 3.5m. Setting distances on curve locations are worked out by adding
clearances to the nominal setting distance in alignment.
Page 6-22
667. An auto tensioning device (see example in Figure 6-17) or regulating equipment is
necessary in order to maintain
the contact and catenary wire
at specified tension in spite of
thermal variations a balancing
weight is provided at the
termination of each wire run.
Depending on the system
chosen (with or without a
compensating plate), one or
two ATDs are handling tension
of contact wire and catenary
wire.
Figure 6-17: Auto tensioning device
6.4.2.2 Cantilever assembly
668. All the overhead equipment is supported from the masts through the cantilever
assembly. Cantilever is an insulated swivelling type structural member, comprising of
different sizes of steel tubes, to support and to keep the overhead catenary system in
position and transfers all vertical load, lateral forces and bending moment load through
insulator to mast so as to facilitate smooth current collection by the pantograph at the
designed speed.
669. Different types of cantilevers may be recommended depending on the locations on the
project:
■ Cantilever on main lines, for higher cross sections of contact and catenary wires
■ Cantilever on yard lines, for reduced sizes of catenary and contact wires
■ Modular cantilever with some of the advantages:
 Light Weight
 Corrosive Resistant
 Supports Higher Design Speeds
 Reduces rigidity at the supports
670. The cantilever assembly is typically made of the following components, for a pull-off
configuration:
671. Due to stagger, there is alternately a pull-off and push-off configuration. Near neutral
sections and turnouts, are particular cantilever assembly (see Figure 6-18 for a
schematics of both pull-off and push-off configurations.
672. The stability of cantilever is to be analysed at design stage by stress checks taking into
consideration the following forces which are acting on the components:
■ Radial Tension due to Stagger

■ Horizontal Loads
■ Vertical Loads
Page 6-23
Figure 6-18: Cantilever assembly pull-off and push-off configurations
pull-off configuration
push-off configuration
673. Neutral sections are provided to isolate different phases of power supply in adjoining
overhead equipment fed by adjacent substations. The neutral sections maintain
mechanical but not electrical continuity of OHE. PTFE type short neutral sections and
light weight section insulators are typical equipment to be used.
The following Figure 6-19 show examples of OCS in different arrangements and locations.
Page 6-24
Figure 6-19: Examples of OCS
Portal frame OCS on viaducts
OCS under road overpasses OCS inside tunnel
OCS at neutral section
OCS at Sheds and Maintenance Facilities (swivelling portion of conductor)
Page 6-25
6.4.2.3 Wiring
674. The so-called Overhead Equipment (OHE) which is supported by the cantilevers is
made of contact wire, catenary wire and dropper. The catenary wire supports the
contact wire via the droppers:
■ The contact wire is provided for energizing the locomotive through pantograph.
Material is usually pure Cu, alloy Copper Tine Alloy or Copper Silver Alloy. Typical
cross section is 150 mm²;
■ The catenary wire is provided to give the mechanical support for contact wire
through droppers and is supported by the cantilever assembly of masts. Typical
material is a Copper Magnesium Alloy. Typical cross section 125 mm²;
■ A dropper is a conductor connected between contact and catenary to transfer sag
from contact to catenary. In addition, these also provide current sharing between
catenary and contact wire. Typical cross section area is 10 mm²
675. A typical dropper schedule is as follows:
Figure 6-20: Dropper schedule
676. OHE conductors, catenary wire and contact wire are tensioned to ensure smooth
current collection by pantograph. By a mechanical design based on pantograph-
catenary interaction simulations and characteristics of pantograph, a maximum
permissible tension is calculated and a safety factor of three is considered. Typical
value of maximum tension in catenary wire and contact wire is 1000 kgf.
677. The aerial earth wire is a continuous earthing conductor connecting all the traction
masts. Earth wire is connected to rail at definite intervals for electrical safety purpose.
678. A jumper is a conductor which is free of tension, forms electrical connection between
any two conductors. The jumpers should be flexible so that the required shape can be
given to them easily to suit the requirement of the location. There are several types of
jumpers for purpose of continuity at uninsulated overlap and turnouts, potential
equalizing at insulated overlap, connection cross feeder to OHE at switching stations
and connection anticreep wire to OHE at anticreep centre locations. Typical material is
annealed copper conductors or aluminium conductors.
679. Figure 6-21 show examples of overhead equipment installation.
Page 6-26
Figure 6-21: Examples of Overhead Equipment Installation
6.5 S AFETY ELEMENTS

6.5.1 Required Safe Electrical and Mechanical Clearances
680. For electrical components under a bridge, the recommended electrical clearances are
given in EN 50 119. The electrical clearances relating to distances must be delineated
in all circumstances: in line, in curves and under bridges.
681. Clearances are classified into two types:
■ Long Duration Clearance: It is the minimum distance from any live part of OHE to
earth structure or between the Pantograph and any earthed material under any
permissible conditions of operation and maintenance of vehicles, track and
overhead equipment. The long duration clearance to be maintained should not be
less than 250mm
■ Short Duration Clearance: It is the minimum distance required from the live parts of
the OHE to any earthed structure when OHE is subjected to up-lift due to
pantograph. The short duration clearance to be maintained should not be less than
200mm
682. While placing OCS structures near over line structures, it shall be ensured that
sufficient distance is maintained and arrangement should not affect any kind of
electrical and mechanical clearances. For clearance calculation, necessary provision
should be made in overhead structures and overhead equipment to allow possible
rising of the tracks in the future to cater to increased height of track structure and other
unforeseen factors such as re-grading.
683. To provide sufficient electrical and mechanical clearances, reduced encumbrances

and contact wire grading can also be adopted to get safe electrical clearances
between over line structure and OCS.
Page 6-27
684. As a first approach, the minimal height of the structure gauge taking into account a
pantograph of width is 2040mm, is 5030 mm on 25kV (see Figure 6229). Details are
the following:
■ Minimal height of the catenary 4684mm;

■ Possible uplift of the catenary 36 mm;
■ Recommended value of static electrical clearances of EN 50124 270mm;
■ Track allowance of 40 mm;
Figure 6-22: Minimum structure gauge on 25kV AC
685. The distances specified apply only in case of straight tracks. On curves, the distances
should be increased to keep the clearances:
6.5.2 Earthing and Lightning Protection
6.5.2.1 Electromagnetic Compatibility (EMC)
686. Equipment and supply sources shall be regarded as being electromagnetically

compatible provided their emission levels are within limits which do not result in
Page 6-28
permanent damage or loss of performance to other equipment or temporary loss of

performance during the emission, unless the temporary loss characteristic is identified
and allowable.
687. Similarly, equipment shall be regarded as being electromagnetically compatible

provided their susceptibility withstand is sufficient to tolerate the prescribed emission
levels without permanent damage or loss of performance or temporary loss of
performance unless the temporary loss characteristic is identified and allowable.
688. The operational hazard of Electromagnetic Interference (EMI) can be split into three
basic elements, which will apply to any emission or susceptibility situation. They are:
■ EMI Source (i.e., Radar, mobile phones, traction power collector, radio emission),
■ Coupling Media (i.e., antenna-antenna, common ground, field coupling with wires,
cables or pipes),
■ EMI Receptor (i.e., Airport navigation systems, telecom systems, electronic
devices, human beings).
689. Therefore, to ensure the compatibility within any operational environment, interaction
of these elements causing interference above a certain level has to be limited.
690. The following Figure 6-23 shows a sample of identified risks between railway
subsystems.
Figure 6-23: Typical railway subsystems
691. Possible sources from neighbouring installations which can affect the Railway systems
are:
■ Hospitals
■ Industries (nuclear, metalworking, chemicals…)
■ Laboratories
■ Schools
Page 6-29
■ HV substations (other than Traction substations)

■ Houses
■ Adjacent railways infrastructure
■ External antennae (GSM, radar, radio broadcasting …) up to 2km away from the
railways
■ Airports control towers up to 8km away from the railways
■ Collinear or crossing networks
■ HV power lines
■ LV networks
■ Telecom networks
692. Possible victims of 25 kV traction system due to its electromagnetic and electrical
sources can be:
■ Equipment
■ Metallic structures
■ Human beings
693. To integrate the requirement of EMC compatibility within the project, EMC simulation
studies shall be performed to control the interactions between EMC elements from the
railway system throughout the design, manufacturing and commissioning stages.
694. After simulations, an EMC Management Plan including Railways and Traction
substations shall:
■ Set EMI/EMC/E&B strategy

■ Set actions and responsibilities
■ Initiate the analysis of hazards for EMC subjects
6.5.2.2 Earthing & bonding system
695. The purpose of the Earthing & Bonding system is to ensure people safety around
metallic parts during steady-state conditions and faults. It intends to mitigate the risk of
damage to people and property in order to:
■ Provide a very high-reliability low impedance return path (Earth conductors and
Rails) for normal traction current
■ Limit readily accessible touch potentials to metalwork or semi-conductive surfaces,
such as concrete, during traction fault
■ Limit the export of potential, both under normal operation and traction fault, which
may have an adverse impact upon railway services within the railway alignment
and/or adjacent third party service providers
696. The following Figure 6-24 presents the main issues which can be related to earthing
and bonding: step and touch voltages risks situations around a faulted substation.
Page 6-30
Figure 6-24: Step and Touch Potentials
697. The main risks identified in a preliminary hazard analysis are located near:
■ Metallic equipment of the railway such as rails, masts… (Touch voltage according
to EN 50122-1)
■ TSS surroundings (step and touch in case of a fault due to symmetrical grid
current: The portion of the symmetrical ground fault current that flows between the
grounding grid and surrounding earth according to IEEE 80)
■ Metallic installations collinear to railway and subject to induced currents (induced
currents in steady-state and fault conditions)
698. For an electrified railway system, the return circuit is usually constituted by:
■ The earthing grids at traction substations and other electrical installations

■ The two tracks: 2 x 2 rails
■ Two Aerial Earth Conductor (AEC): one per track, interconnecting the OHE masts
■ Two Buried Earth Conductor (BEC): one per track. The installation of a BEC is
recommended as an international good practice
■ Other secondary components, such as cable trays, building structures and bridge
steel structures or interconnected steel reinforced concrete structure
699. On the basis of this return circuit grid, the following list contains some examples of
measures to reduce the risks from touch voltages and ensures a reliable earthing
system:
■ Reduction of the rail to earth resistance by means of improved or additional earth

electrodes,
■ Equipotential bonding between metallic parts, improved by the presence of
additional earthing conductors which complete the grounding system,
■ Obstacles or insulated accessible parts, including Access restrictions for protection
against contact with the voltage on the return circuit, prohibition to approach the
Page 6-31
running rails and the trains except in accordance with procedures concerning the
safety of instructed persons,
■ Reduction of fault and/or operation currents or reduction of the tripping time
needed to interrupt the short-circuit current when possible.
■ Voltage-limiting device when a non-acceptable touch voltage is identified during
track tests.
700. A proper combination of these protective measures reduces the voltage risks around
metallic structures, above all at following locations:
■ Substations and electrical installations

■ OHE
■ Stations and service buildings
■ Bridges (viaducts, minor bridges and box culverts)
■ Retaining walls
■ Tunnels
701. Interconnections between reinforcements and/or dedicated conductors can be done

according the principles shown in Figure 6-25 below.
Figure 6-25: Interconnections between reinforcements and/or dedicated conductors
Welding Clamp
Metallic handrail Concrete handrail Earthing at fence
Page 6-32
702. Their proper sizing shall be done in the detail design phase of the Project. A basic rule
for earthing and bonding, aiming for people and equipment safety is the maximum
body voltage in AC systems defined by EN 50122-1 (see Table 6-8).
Table 6-8: Maximum permissible body voltage
6.5.2.3 Lightning
703. Lightning is a random and unpredictable event which creates significant voltage
anomalies on transmission lines, substations as well as switching stations.
704. The lightning protection system shall:
■ Identify the major electrical equipment in substations and switching stations.

■ Identify the suitable locations for positioning of earth screen/shield conductor to
cover entire area.
■ Estimate and analyse the maximum separation between shield conductors as such
the equipment under it shall be protected.
705. The usual protective devices against lightning (air termination system) are located at
substations and other electrical installations. There are lightning masts, earth wires
and fences.
706. Both methods of fixed-angle and rolling sphere methods enable to check by simulation
the suitably positioning of earth screen conductors on tower peaks to avoid unwanted
damage to equipment.
Page 6-33
7 S IGNALLING, TELECOMMUNICATIONS , AND FARE

COLLECTION S YS TEMS
7.1 S IGNALLING
7.1.1 Introduction
707. This signalling chapter is based on the recommendations provided in the Interim
Report (revised February 2017), and also considers the evolutions of the track lay out
in stations which has been modified in order to meet the increase of traffic in the
coming years.
708. The installations concerned by the modernisation of signalling are located:
■ The Coast line from Panadura to Colombo,

■ The Main line from Maradana to Veyangoda,
■ The stations of Colombo Fort and Maradana (for these 2 stations the track lay out
is not yet finalised)
■ The stations of Pallewala and Wadduwa which are just beyond the electrification
area will also be modernised for homogeneity reasons.
709. Figure 7-1 indicates the limits for the electrification and modernisation of signalling and
telecommunication in the context of Phase 1 of the Master Plan. The sections to be
modernized and electrified with 25 KV shall include the sections from Panadura (on
Coast Line) to Veyangoda (on Main Line).
Figure 7-1: Coverage of the Phase 1 Master Plan for Signalling and Communications
Page 7-1
710. Main characteristics of the future signalling system:
■ The open line between stations will be equipped with new Automatic Block System
■ The stations shall be equipped with computerised interlocking, the signalling
equipment such as cables will be protected against induction from catenary and
earthing (grounding) will be adapted to this electrified environment.
■ The signalling installations shall be remote controlled from a CTC (Centralised
Traffic Control) which shall be installed in a new building located near Maradana
station
■ An ATP system (Automatic Train Protection) shall be installed trackside and on-
board the trains. This system shall be ERTMS Level 1.
■ Level crossings which will not be closed shall be modernised.
7.1.2 The existing signalling installations
711. In stations, the existing signalling installations are equipped with signals and relay
interlockings which are 50 years old (see examples in Figure 7-2). These signalling
installations are old, some spare parts are missing and they are not compatible with a
25 KV electrification. These installations will be removed and replaced by new
computerised interlockings.
712. On open line, the intervals between stations are operated with Automatic Block System
(ABS). The installations are 50 years old and are not compatible as well with a 25 KV
electrification. The length of the block sections is comprised between 800 and 1300
meters depending on their location along the line. The existing ABS system will be
removed and replaced by a new block system.
Figure 7-2: Examples of Existing Signalling Installations
Example of a relay room on Main Line: Existing Automatic Block System (ABS): On
All stations from Panadura to Veyangoda Coastal Line and Main Line the sections are
are equipped with relay interlocking equipped with ABS.
713. Presently these installations are operated from the Operation Control Centre (OCC)
located in Maradana station. A new CTC will be installed to operate the new signalling
installations.
Page 7-2
7.1.3 Modernisation of signalling installations in stations
714. New computerised interlockings will be installed in each station from Wadduwa to
Pallewala (Coastal and Main line) including Colombo Fort and Maradana stations (see
example in Figure 7-3).
Figure 7-3: Example of computerised Interlockings Equipment Room
Typical arrangement in a signalling

equipment room with computerised
interlocking equipment
The frame on the photo is a relay
interface with outdoor equipment
715. The signalling diagrams of the stations are provided in appendix of this chapter. The
modified signalling diagrams of Colombo Fort and Maradana are not included because
the track lay out of these stations is not yet finalised. The main commands will be:
■ Setting of routes,
■ Automatic route release,
■ Manual route release,
■ Possibility to close individually signals
716. It will be possible to verify on the mimic panel or workstation at the CTC:
■ Clearing or closing of signals,

■ Routes set,
■ Track occupancy,
■ Direction of the points,
■ Approach locking,
■ Alarms
■ Etc…
717. The stations will have the “overlap protection”. It means that when a route is set in the
direction of a platform for example, the points in advance of the exit signal are set in
the continuity of the route for a distance of 183 meters during limited time. This
prevents accident in case the train driver does not stop the train at the signal.
718. The existing signal code for stations will be applied for new signalling installations as
indicated in Figure 7-4 below.
719. The new signalling installations will be normally controlled from the OCC but in case of
necessity it will be possible to control locally the installations from a classic mimic
panel, this solution has the preference of Sri Lanka Railways (see example in Figure
7-5).
Page 7-3
Figure 7-4: Configuration of Signal Codes
Type Possible Configuration Purpose - Remarks

Main High
Signals
(a), (b) and (C) - Up or Down Home
Signals
(d) Home Signal for a terminal station
(a) (b) (c) (d)
Up or Down starting signals for the

Main Platform lines
Dwarf
Signals
Up or Down Starting Signal for Loop
line with low speed turnouts
Shunting
Signals (a) Fixed at the bottom of a Control
Signal
(b) Standalone Shunting Signal
(a) (b)
Figure 7-5: Example of classic mimic panel in use in SLR
SLR prefers this type of mimic panel

they consider as more reliable to
operate locally the signalling
installations in case of necessity
Page 7-4
7.1.4 Modernisation of the Automatic Block System (ABS)
7.1.4.1 Working principles of the new ABS
720. The future Automatic Block System will work with the same signal code as presently
(see Figure 7-6 below).
Figure 7-6: Proposed signal code with the Automatic Block System
Automatic (a) Automatic Approach Block signal

Block placed before Home signal type (a)
Signals (b) Automatic Approach Block signal
placed before Home signal type (b) or (c)
(c) Automatic Approach Block signal
placed before Home signal type (d)
(d) 3 Aspect Automatic Block signal
(a) (b) (c) (d)
721. The average length of the future Automatic Block System will be about 1200 meters.
This distance is a good compromise for train operation between fast and slow trains.
722. It allows new trains running at 120 km/h to stop on one block section and slow trains
will not spend too much time occupying each block section.
7.1.4.2 Working of the ABS on sections equipped with 2 tracks
723. The section between Panadura and Wadduwa and the section between Veyangoda
and Pallewala will be double tracks.
The Up Line and Down Line will be permissive/absolute (see Figure 7-7). It means that for
normal direction the line is divided in block sections of approximately 1200 meters. The track
will be capable to be operated for the wrong direction (reverse direction) from station to station
with one train at the time in the interval. The line will be equipped with trackside signals.
Figure 7-7: Two-track section workings of the ABS
724. The sections from Panadura to Colombo Fort and the section from Ragama to
Veyangoda will be equipped with three tracks. We propose the followings
arrangements (see Figure 7-8):
■ The Up Line will be permissive/absolute, it means that for normal direction the line
is divided in block sections of approximately 1200 meters. The track can be
Page 7-5
operated for the wrong direction (reverse direction) from station to station with one
train at the time in the interval.
■ The Up Line / Down Line in the middle can be operated in both directions
indifferently with block sections of approximately 1200 meters for both directions
■ The Down line will be permissive/absolute in the same conditions as the Up Line
Figure 7-8: Three-track section workings of the ABS
725. In the morning time trains can be operated on two tracks and in the evening trains can
be operated on two tracks also for the other direction as people go back from work. It
is possible because the track in the middle can be operated indifferently in both
directions.
726. We are in the opinion that this solution is preferable to a solution with all three tracks
permissive/permissive which is more complicated and costly and does not bring real
advantages in terms of train operation.
727. The signals will be mounted on gantries because the space between the tracks is
reduced at the maximum and do not allow the installation of trackside signals.
728. The section from Maradana to Ragama will be equipped with four tracks. We propose
the following arrangement (see Figure 7-9):
■ The Up Line will be permissive/absolute, it means that for normal direction the line
is divided in block sections of approximately 1200 meters. The track can be
operated for the wrong direction (reverse direction) from station to station with one
train at the time in the interval.
■ The 2 tracks (Up Line / Down Line) in the middle can be operated in both directions
indifferently with block sections of approximately 1200 meters for both directions
■ The Down line will be permissive/absolute in the same conditions as the Up Line
Page 7-6
Figure 7-9: Four-track section workings of the ABS
729. The Up line and Down line will be operated preferably by Intercity trains. The two
tracks in the middle will be operated by suburban trains.
730. This track arrangement can be modified depending on train operation requirements.
For example, the permissive/absolute tracks can be located in the middle and
permissive/permissive tracks can be located on the outside.
731. The signals will be mounted on gantries because the space between the tracks is
reduced at the maximum and do not allow the installation of trackside signals.
7.1.5 Particularities concerning Wadduwa and Pallewala stations
732. Wadduwa on Coastal line and Pallewala on Main line are just beyond the limit of
electrification but should be modernised both of them.
733. Wadduwa station is equipped with relay interlocking and was renewed in 1994.
Beyond Wadduwa in the direction of the south there are VPI interlockings in stations
734. Pallewala station is equipped with relay interlocking and was renewed in 1996. This
station is just before the electro mechanical stations in the direction of Matale.
735. For homogeneity reasons in regard of CTC operation, it is proposed to modernise also
with computerised interlockings these two stations. Layout of these two stations will not
be changed for modernisation.
736. Signalling equipment for these two stations will not be lost but will be reused as part of
the recovery of the old signalling equipment.
7.1.6 Particularities concerning Colombo Fort and Maradana
737. The track lay out of Colombo Fort and Maradana is not yet finalised. For these two
stations, the signalling diagram provided in the appendix of this chapter corresponds to
the present situation.
Page 7-7
738. The signalling diagrams of these 2 stations will need to be updated taking into account
the evolution of the track lay out in particular if the solution with “Central Station” is
retained or not. In all cases track lay out of these stations should be simplified specially
the Maradana and loco junction areas.
739. The cost estimate for these two stations has been calculated considering the present
track lay out and shall need to be updated as well.
7.1.7 The new CTC system (Control Traffic Centre)
7.1.7.1 Functionalities of the CTC
740. The new signalling installations on Coast Line and Main Line from Wadduwa to
Pallewala will be controlled from a CTC located in the Operation Control Centre (OCC)
building (see example in Figure 7-10). The signalling installations of Colombo Fort and
Maradana shall also be controlled from this CTC.
741. The CTC will be equipped with workstations which will display the following
information:
■ The upper screens may display a general view of the line with the main signalling
information required for normal train operation,
■ Detailed pictures of each station with track occupancy, position of point, setting of
route, signals cleared,…
■ Programming of routes with the possibility to change the order of the routes set,
■ Train describer picture,
■ Automatic graph setting,
■ Pictures with different controls such as power supply, alarms, good working of
computerised modules,….
742. A large control panel fixed on the wall may be provided with all the most important
signalling information displayed for normal train operation. In case of necessity the
signalling operator can visualise on his screens the detailed signalling information of
each station.
Figure 7-10: Example of Operation Control Centre
Example of a modern CTC room

with workstations
Generally the main information on
signalling and on the location of the
trains is displayed on a wall control
panel. Detailed information on
signalling are displayed on the
screens from the workstations
743. From the CTC the operator can set routes, close signals, ensure track protection for
maintenance, etc. The CTC will be provided with computerised tools to facilitate the
work of train operators:
Page 7-8
■ Train file: database which contains the number identifying each train and its
destination, the program is loaded every morning and connected to the train
describer system, routes are set automatically.
■ Train describer system: train number comes from the train file, as the train
progress on the line, the number of the train progress from window to window on
the screen of the train operator and on the wall control panel.
■ Automatic graph: the graph of the train may be visualised automatically on a
screen, this system allows to visualise rapidly possibility of conflict when a train run
faster that the train in front of it (see example in Figure 7-11).
Figure 7-11: Example of automatic train (time and location) graph
Automatic graph may be

visualised with on the
right of the screen the
potential conflicts with
train of different speeds
744. The new CTC will be provided with a workstation used for training. From this
workstation, it will be possible to change the programming of the trains, their number
and their mission.
745. Note: In case of problem at the OCC building (fire,….), the signalling installations shall
be controlled locally in each station from the mimic panel.
7.1.7.2 Building to be erected for the new OCC (Operation Control Centre)
746. A new building will be erected for the new OCC at proximity of Maradana station. This
new building may include (see Figure 7-12 for a possible distribution of functional
areas):
■ In the Basement: The Power Supply rooms, batteries for back up, diesel generator,
equipment room for signalling and telecommunication, transmission equipment,
and similar support equipment.
■ In the first floor:
o The CTC room for signalling with sufficient place to accommodate extension for
future workstations for remote control of signalling installations in the Colombo
area.
o The maintenance supervision Centre.
o The Power Control Room (SCADA) for catenaries and sub-station supervision.
o The CCTV for video surveillance.
Page 7-9
Figure 7-12: Schematic Distribution of Functional areas in the Operation Control Centre
(OCC)
7.1.8 The Level Crossings (LC)
747. The priority will be to reduce the number of LC. Level Crossings with low road traffic
should be closed and bypass roads should give access to fly over bridges which must
be constructed for LC with important road traffic.
748. All the remaining LC will be of the Protected type and shall be equipped with new
standards:
■ The announcement of the trains will be realised automatically by track circuit

occupancy.
■ Barriers are operated by station masters when LC is near a station, home signal or
exit signal will clear only when barriers are closed.
Page 7-10
■ Barriers are operated automatically when LC is located on open line.

■ Audible sounds and flashing red lights for car drivers.
■ Physical separation of traffic lanes.
■ Protection signal and advanced signal to indicate to the train driver the barriers are
closed (Figure 7-13 show signal codes and Figure 7-14 show example of road
signals).
Figure 7-13: Railway Crossing Signal Codes
Railway
Crossing (a) Railway Crossing signal placed near
signals the crossing
(b) Railway Crossing warning signal
placed away from the crossing
(a) (b)
Figure 7-14: Example of level crossing road signal
Level Crossings: The new LC will be

equipped with this type of road signal
(see photo) which will replace 3
aspects road signals.
This road signal shall be the standard
for new Level Crossings. On the road
side, we propose to make the cross
bigger for a better view by the car
drivers
7.1.9 Automatic Train Protection system – ERTMS Level 1
749. An Automatic Train Protection system (ATP) increases significantly the safety of train
operation. The objective of an ATP system is to stop automatically the train before the
“Danger Point” whatever the behaviour of the driver.
750. ERTMS has been developed to replace progressively all the Europeans ATP systems
presently into service. ERTMS has open specifications, several manufacturers can
propose it such as Alstom, Bombardier, Ansaldo, Siemens, Thales,… The ERTMS
Level 1 is the ATP system used generally for conventional lines. It is a fail-safe system
with a very high level of security.
751. We recommend to install ERTMS Level 1 trackside and on-board the trains. The new
trains that will be delivered to SLR must be equipped with ERTMS Level 1.
752. The operation of trains equipped with ERTMS Level 1 is compatible with the operation
of trains not equipped with ERTMS. It is proposed that the new trains ordered will be
equipped with ERTMS Level 1 and progressively all the trains shall be equipped with
ERTMS as SLR order new trains. It may be difficult and costly to install on-board
ERTMS on existing locomotives. With ERTMS Level 1, the lines continue to be
equipped with way side signals as presently.
Page 7-11
753. The drivers of trains equipped with ERTMS can operate the trains on the base of the
information displayed in the cab (see example in Figure 7-15) and on the base of the
aspects displayed by signals in case of failure of ERTMS system. The drivers of trains
not equipped with ERTMS will observe the aspects displayed by signals for train
operation.
Figure 7-15: Example of ERTMS cabin interface
ERTMS system verifies that

there is no over-speed in all
circumstances. This verification
is particularly important when a
train pass on the diverted
direction of a point (switch).
754. Advantages provided by ERTMS:
■ Specifications are open; they are not the property of one Manufacturer.
■ Several Manufacturers can answer to a Bid, there is competition for prices.
■ Railways can change of Manufacturers without problem.
■ There is compatibility with the trackside equipment from one Manufacturer and the
on-board equipment of another Manufacturer.
755. Two main functions realised by ERTMS:
■ Spacing of trains with display in the cab of the authorised speed on the DMI.
■ Over speed detection and automatic braking of the train if necessary before the
Danger Point.
756. With ERTMS Level 1 the information is transmitted to the train trough the beacons
which send variable messages from track to train (see schematics of ERTMS1
operations in Figure 7-16 and examples in Figure 7-17).
Page 7-12
Figure 7-16: Schematics of ERTMS1 operations
Figure 7-17: Examples of ERTMS1 beacons and track side equipment
Beacon which transmits information to Lineside Electronic Unit

the train (LEU) is a coding unit
757. ERTMS is now becoming a standard of reference in Europe but also in other countries
especially in Asia.
758. It is difficult now to recommend another system than ERTMS Level 1 but the final
decision concerning the choice of the ATP system will be of SLR responsibility.
7.1.10 General Specifications and Standards
759. The present norms, regulations and the signal code in use in SLR will continue to be
applied. Some adjustments will have to be made concerning in particular:
■ The ERTMS Level 1 system.

■ The signalling related to electrification.
7.1.10.1 Signalling
760. The signalling installations described in this interim report are consistent with
standards and performance in force in major European Railways. The characteristics
of the materials and equipment must conform to European Norms (EN) and more
Page 7-13
generally with the regulations and standards established by the International Union of
Railways (UIC).
■ EN 50126: railways-applications-the-specification-and-demonstration-of-reliability-
availability-maintainability-and-safety-rams
■ EN50128: Railway applications - Communication, signalling and processing
systems
systems
■ ENV 50121-1: Railway applications - Electromagnetic compatibility - Part 1:
General
■ ENV 50121-2: Railway applications. Electromagnetic compatibility. Emissions of
the whole railway system to the outside world
■ ENV 50121-4: Railway applications. Electromagnetic compatibility. Emission and
immunity of the signalling and telecommunications apparatus
■ ENV 50121-5: Railway applications. Electromagnetic compatibility. Emission and
immunity of fixed power supply installations and apparatus
■ EN50125-3: Railway applications. Environmental conditions for equipment.
Equipment for signalling and telecommunications
■ EN50122: Railway applications. Fixed installations. Electrical safety, earthing and
the return circuit
systems - Safety-related communication in transmission
■ EN61508: Functional Safety
761. The signalling installations shall be designed and installed in conformity with the
following quality standards:
■ ISO 9000: Quality management systems -- Fundamentals and vocabulary

■ ISO 9001: Quality management systems -- Requirements
■ ISO 10005: Quality management systems -- Guidelines for quality plans
■ ISO 10006: Quality management systems -- Guidelines for quality management in
projects
■ ISO 10011: Quality management systems -- Guidelines for quality management in
projects
7.1.10.2 Environmental conditions
762. The outdoor signalling equipment must work normally until a maximum temperature of
+70° C. The equipment must sustain the conditions of humidity in Sri Lanka.
763. Air conditioning is recommended in the rooms with computerised equipment.
764. All the proposed equipment must be in conformity with the following environmental
norms:
■ EN50125 – Railway applications – Environmental conditions for equipment

■ EN50155 – Railway applications – Electronic equipment used
Page 7-14
7.1.11 Characteristics of the signalling equipment
7.1.11.1 Train Detection by Track Circuits

7.1.11.1.1 Train detection in stations
765. The Track Circuits proposed in this document are compatible with electrification and
are immune with all the harmonics coming from the rolling stock.
766. In stations, it is proposed to use High Impulse Track Circuits. Every second, three
impulses of about 100 volts are sent in the rails during 1.5 milliseconds. The
advantage is to improve the detection of train even if the rail is dirty and that is
important to ensure safety in stations.
767. The Track Circuits in stations are separated by Glued Insulated Joints. In order to
ensure the return of traction current, Impedance Bonds are installed as indicated in the
scheme in Figure 7-19.
Figure 7-18: Schematics of High Impulse Track Circuits
With High Impulses voltages the train detection is improved
Figure 7-19: Schematics of insulated joints
The Impedance Bond ensures

the return of the traction current
when insulated joints are used.
7.1.11.1.2 Train detection on open line
768. With Long Welded Rails (LWR) it is necessary to use Track Circuits with electrical
joints; it is not possible to use insulated joints. Audio frequency track circuits allow the
use of electrical joints (see Figure 7-20).
Page 7-15
Figure 7-20: Schematics of electrical joints
The length of
the electrical
joint is 26
meters
7.1.11.2 Vital Processor Interlockings
769. The interlockings will be based on computerised technology which is currently in use in
all major railways. Different manufacturers can propose this technology. The interface
between indoor and outdoor equipment may continue to be based on relays
technology.
770. The computer will be of the fail-safe type, this means that the level of safety will be the
highest. For interlockings, this level of safety is defined by the SIL (Safety Integrity
Level) which must be of 1.10-9 defects or events which can lead to a dangerous
situation per working hour (SIL4).
7.1.11.3 Signals
All the signals in stations and on open line will be renewed. The positioning of the new signals
along the line will have to take into account the new gauge in relation with the electrification.
The signals shall be designed in conformity with SLR regulations (see examples in Figure 7-
21).
Figure 7-21: Examples of SLR signalling
Home signals (at SLR) Dwarf signals are installed in main stations and on
sidings at SLR
771. It is proposed to equip the lamps of signals with LED. Duration of life is greater and
maintenance is facilitated. The LED provided for signals shall need to have been
approved by an independent recognised entity to be used in railways. The colour
displayed by the LED must fulfil specific and strict criteria to be sure there is no
misunderstanding by the driver.
Page 7-16
772. Sections with three or four

tracks, where space
between tracks does not
allow the installation of
signals, will be equipped
with gantries to install
signals as shown in Figure
7-22.
Figure 7-22: Example of signals

on gantry for six tracks
7.1.11.4 Point Motors – Operation and Locking
773. Presently in SLR, the points are operated by electric point motors (see Figure 7-23,
left). For safety, the points must be locked. Presently the locking of the point is realised
inside the point motor. In some railways, the locking of the points is realised
independently of the point motor. On Figure 7-23 on the right, it is possible to see a
clamp lock installed on each tongue of the rail.
Figure 7-23: Present and proposed points operations and locking
Point motor in Maradana station Locking of the point realised by clamp lock
774. Both technologies can be used. If SLR is accustomed with the locking inside the point
motor, this technology can be retained for the future installations.
7.1.11.5 Cables
775. In an electrified environment, the copper cables used for signalling must be protected
against the induction generated by the 25 Kv catenary. The copper signalling cables
used in a 25 KV environment are equipped with 2 metallic protection (see Figure -24):
■ One metallic protection against induction

■ One metallic structure for mechanical protection
776. The metallic parts of the cable must be connected to the earth at regular intervals for
protection against voltages due to electrification.
Page 7-17
Figure 7-24: Examples of Signalling cables
Copper cable Signalling cables

protected against installed in ducts
induction
7.1.11.6 Hot Box Detection (HBD)
777. Hot Box Detectors (HBD) can be installed trackside or on-board trains. Trackside HBD
are installed about every 60 km (see example in Figure 6-25). Data is recorded
centrally to analyse the temperature of each axle and its evolution. Depending on the
temperature detected, there are 2 types of alarms:
■ Simple alarm: at the next siding, the driver will examine the axle
■ Danger alarm: the train is stopped immediately with normal braking
Figure 7-25: Example of Hot Box Detection
Every 60 kilometres, captors

are installed on each side of
the track, they measure the
temperature of each axle
7.1.12 Power Supply for signalling installations
778. Power supply for signalling and telecommunication will operate in the following manner
(see Figure 7-26):
■ From the national grid in nominal mode,

■ From the catenary in case of failure of the nominal mode.
Page 7-18
Figure 7-26: Arrangement of the power supply for signalling and telecommunication
779. In case of problem, a diesel generator installed in each station will start automatically.
Batteries mounted in the floating mode will have a capacity of 6 hours and will allow
the continuity of power supply in case of failure.
780. A power cable will be installed all along the line to supply the Automatic Block System
installations and track circuits on open line.
7.1.13 Computerised Systems for Maintenance
781. The good working of signalling installations must be supervised to ensure quality of
maintenance. MTTR (Mid time To Repair) is an essential criterion for good operation of
the installations and to ensure safety, duration of a failure must be as low as possible.
782. Computerised maintenance systems will be installed in stations; they supervise the
working of installations and deliver alarms in case of problem. The main installations
supervised are:
■ the track circuits

■ the computerised interlocking cabinets
■ The signal lamps
■ The power supply for signalling and Telecoms
■ The point machines
783. The supervised information is centralised in the “Maintenance Supervision Centre”

which can be located near the OCC (see schematics in Figure 6-27). In case of failure
signalling maintainers are informed rapidly and precisely on the location of the failure.
The staff in charge of the maintenance must be located near the installations to
intervene the more rapidly possible.
Page 7-19
Figure 7-27: Schematics of the Maintenance Supervision Centre
CTC, SCADA and Supervision

Maintenance Centre may be
located in the same building at
the OCC but in separate
rooms
In case of failure, information

will be centralised and will
facilitate maintenance
operations
784. The main features of the maintenance computerised system are:
■ Independence with the computerised interlocking system

■ Record the working of signalling installations
■ Information recorded can be checked in real time or at a past time and date
■ It is possible to consult from the Maintenance Supervision Centre the signalling
data of each station
785. The Maintenance Supervision Centre works closely with Maintenance Centres located
along the lines:
■ The maintenance supervision centre is operational 24 hours every day

■ In case of failure the Maintenance supervision Centre contact immediately the
maintenance signalling technicians located at proximity of the installations
■ Failures are repaired more rapidly
■ Train operation is improved
7.1.14 Protection of the maintenance staff working on the tracks
786. With the increase of speed, it is necessary to protect people working on the tracks. For
this purpose, the tracks, especially in stations, are divided into elementary sections.
Protection of each section can be activated separately. Protection and safety
measures are taken when maintenance technicians work on the tracks.
Figure 7-28: Example of protection switch
Protection devices
(switches) are installed
for staff working on the
tracks at the proximity
of the track section
concerned
Page 7-20
787. The principle is to prohibit the setting of routes in direction of the teams working on the
tracks. The protection of staff working on the tracks is realised at 2 levels:
■ First level, the station duty officer locally or at the CTC prevent by dialogue the
setting of route in direction of the staff working on tracks
■ Second level, confirmation of the protection by the working staff by turning a switch
near the site to be protected
7.1.15 Return of traction current and earthing of installations
7.1.15.1 Protection of people and installations
788. In a 25 KV environment the protection of people and installations is realised with the
best possible grounding to get equipotential of all metallic structures.
789. A good grounding is obtained by installing a buried unshielded copper/lead cable

(earth cable) of 35 mm2 all along the line (called CdTE). The ground resistance should
not be more than 1 ohm.
Figure 7-29: Schematics of the installation of the earth cable in trenches or with ducts
790. All signalling metallic structures, signal mast, metallic shields of cables, and the rails
are connected to the buried earth cable (CdTE) (see Figure 7-30). The mast for
catenary and all metallic structures for bridges, tunnels and platforms are connected to
the Aerial Protection wire (CdPA). The association of aerial protection cable and buried
earth cable improve greatly safety for people and installations.
Figure 7-30: Schematics of connecting signal metallic structures to earth cable
About every 1500 meters

CdPA, CdTE and rails are
connected together in order
to obtain the best possible
equipotentiality
Page 7-21
7.1.15.2 Return of traction current by the earth
791. With the association of the earth cable and aerial protection cable:
■ The return traction current goes more rapidly in the earth, it is better for safety
■ This arrangement is now adopted by many railways in Europe
Figure 7-31: Diagram of return of traction current
7.1.15.3 Neutral section between 2 sub-stations
792. Between two sub-stations, it will be necessary to install a neutral section (see Figure
7-32) with adapted signboards to inform the train driver to lower pantograph.
Figure 7-32: Schematic of neutral section between two sub-stations
7.1.15.4 Protection against overvoltage
793. Protection against over-voltage must be installed to protect in particular the signalling
installations in the equipment rooms in stations.
794. The over-voltage is due in general to lightning even indirect strike. The over-voltage
comes back to equipment room through the metallic protection of the signalling cables.
795. The protection requires installing a surge arrestor in the equipment room in order to
have instantly equipotentiality of the equipment and discharge the current to the earth.
7.1.16 Environmental conditions
796. The outdoor signalling equipment must work normally until a maximum temperature of
+70° C. The equipment must sustain the conditions of humidity in Sri Lanka. Air
conditioning is recommended in the rooms with computerised equipment.
Page 7-22
797. All the proposed equipment must be in conformity with the following environmental
norms:
■ EN50125 – Railway applications – Environmental conditions for equipment

■ EN50155 – Railway applications – Electronic equipment used
7.1.17 Spare parts and special tools
798. Spare parts must be provided in sufficient quantity by the signalling Contractor. In
general, spare parts represent about 5% of the price of the signalling equipment:
■ Spare parts must be available in sufficient quantity near the installations

■ Spare parts are used to replace damaged equipment
■ Spare part may be used for systematic replacement during preventive maintenance
(signal lamps for example)
■ Spare electronic cards must be available in stations with good storage conditions
799. The spare part shall include cables, point motors, electronic cards,
transmitters/receivers for track circuits, relays, etc., to allow normal operation of the
signalling installations.
800. Tools are also required for maintenance operators; they must have their personal tools
including electrical measure devices, gauges, etc.
801. A workshop/laboratory will be provided with necessary machine tools to realise

mechanical parts and test bench to verify the good working of the electronic cards.
Page 7-23
7.2 TELECOMMUNICATIONS S YS TEM

7.2.1 Introduction
802. Requirements of voice and data communication for SLR can be summarized as
follows.
■ The Telecommunication System shall provide connectivity for voice for:

o Train operation (OCC-dispatchers, Stations masters,)
o Level crossings
o Electric Traction controller
o Train drivers, Guards
o Signal posts
o Shunting staff
o Substations
o Maintenance offices (Signal & Telecom, Way & works, Rollin stock, etc)
o Signal and Telecommunication equipment rooms and Electric substations
o Maintenance officers working in the field
o Security staff
o Commercial staff
o Administrative staff;
■ Voice communication system should provide fixed line communication facilities and
mobile communication facilities appropriately
■ High priority will be given for the communication connectivity between Train
dispatcher, Station master and the Train driver
■ Voice recording facilities to be provided for recording all operational conversations
■ Group calling facilities to be provided
■ Facilities for connecting public telephones through the train despatcher
■ Data transmission facilities as explained in the forthcoming paragraph.
7.2.2 The existing Telecommunication system
7.2.2.1 Telephone system
803. Sections from Loco Junction to Pallewala is provided with omnibus type
communication facilities using paper insulated, copper cables as follows:
804. This system has been installed in mid 1960s. Performance of this system is poor and
the system does not have capacity to meet the present needs. Complete replacement
with modern communication facilities is needed.
7.2.2.2 Fibre Optic Cable
805. Eight cores optical fibre cable is laid from Maradana to Matara. This system provides
the facilities for train dispatching, maintenance and other operational purposes with
selective dialling and includes the train radio system. This system is performing well
except the Train Radio system.
Page 7-24
7.2.2.3 Radio communication:
806. UHF/VHF Radio communication system is in operation for stations areas. This system
operates in 430MHz range and 160MHz range.
807. New radio system will be provided in order to maintain the effective communications
with trains and also to act as a standby system for train operation in case of the cable
systems is not operative.
7.2.2.4 Passenger Information System:
808. Presently the Passenger Information System is limited to the Public Address System
and clock system. Old Master-slave analog type clocks are used for displaying the time
and now some stations are provided with GPS based Digital clocks, too.
809. Passenger Information Display (PID) Systems are installed in all suburban stations.
7.2.2.5 Station monitoring System:
810. CCTV monitoring centre has been established at Maradana near CTC Centre for
monitoring passenger movements at Maradana and Colombo Fort station.
Figure 7-33: Existing CCTV monitoring Centre in Maradana Station
7.2.3 Modernisation of the Telecommunication System
7.2.3.1 Recommendations
811. It is recommended to install a modern telecommunication system with the following

sub systems and components:
■ Optical fibre as backbone with 72 fibres and High capacity SDH transmission to
meet voice and data communication needs of SLR.
Page 7-25
■ Telephone switching network with facilities for external interfaces

■ Digital Radio system with suitable capacity to be installed to meet the mobile
communication needs of SLR and to ensure the continuous communication for the
train operation in case of a failure of the cable system.
■ Train despatcher’s interface system
■ Passenger information at stations and on board (display and voice) to be provided
as they will enhance the quality of service to the passengers.
■ Facilities for data transmission to be established for improving the operational
maintenance and general management activities.
■ To expand and improve the station monitoring and surveillance system for other
stations up to Panadura and Veyangoda on both lines.
■ Network Management System.
812. The telecommunications system shall include:
■ Designed to enable the real time remote monitoring and control of the rail transport
system, including the future extension.
■ Must be based on international standard, open architecture/technology, and
include the necessary capacity of expansion.
■ Design of the system such that modifications and extensions can be executed with
no disruption of normal railway operations.
■ The architecture and technology shall enable the upgrade of the system and the
introduction of new functionalities.
■ System should be able to expand to the areas beyond the study area.
■ Lightning protection to be incorporated.
7.2.3.2 The Fibre Optic (FO) cable
813. New fibre optic cables shall be installed with the modernisation of signalling and
telecommunication on Coastal and Main line from Wadduwa to Pallewala.
814. It is recommended to install 72 fibres FO cables, to serve both current and future SLR
transmission capacity needs and to serve transmission needs of organisations external
to the railways. This cable serves installations such as the signalling interlocking rooms
in stations, sub-stations, stations, depots, maintenance buildings as well as the track-
to-train radio cabins. This cable connects these various points of the network of the
Line to the OCC Centre.
815. The cables must be compact, robust and light and should be installed by pulling or
blowing. The cables must be reinforced for good mechanical characteristics (see
example in Figure 7-24). The optic cable shall be laid at a one-meter depth, with
protective ducting, as shown in Figure 7-24 or Figure 7-34.
Page 7-26
Figure 7-34: Mechanical laying of the fibre optic cable
7.2.3.3 The Transmission System
816. The telecommunications transmission system shall provide a voice/data backbone and
will allow the interconnection of the following equipment and systems (see schematics
in Figure 6-35):
■ Data transmission;
■ Track-to-train radio (Terrestrial Trunked Radio) or LTE (Long Term Evolution,;
■ Telephone for train operation;
■ Administrative telephone network;
■ The master clock network;
■ The remote monitoring and command of the signalling, telecommunications and
power supply (electrification);
■ The remote-control connections of the various equipment deployed along the line;
■ The safety system for secure access and control of rooms and buildings;
■ The passenger information and display system;
■ The CCTV network;
■ The ticketing network;
■ Access control for passenger gates;
■ Freight Information system;
■ Maintenance management information system for all specialities;
■ Intranet;
■ The LAN/WAN/WIFI network.
817. This network is of SDH technology with 622Mbits (STM4) or 2488Mbits (STM16) loops.
For availability reasons and technological limitation (management of the nodes of SDH
loops), the network is divided along the line into several sections used for each access
network. This network will use optical fibre cable, and equipment shall be redundant.
818. If large amounts of data must be transferred, a Gigabit Ethernet network can be
installed in parallel to support the applications of ticketing, LAN/WAN/Wifi, CCTV and
other applications.
Page 7-27
Figure 7-35: Applications supported by the railway communication network
7.2.3.4 The Radio System
819. Future functionalities of the future Radio system:
■ Train radio digital communication

■ Connection with stations masters in backup
■ Connection with train drivers
■ Maintenance purpose
820. The new radio system shall have the following characteristics:
■ Radio communication system should be Digital system which can use presently
with available frequency bands (160 MHz and 410-430 MHz) in SLR
■ All Equipment used should be in accordance with the requirements stipulated by
the Telecommunication Regulatory Commission (TRC) of Sri Lanka
■ Radio communication system includes mobile voice and data communications for
operations and maintenance staff
■ Train Radio communication equipment including high gain antenna are of inbuilt
type for the new EMUs, and suitable fixing arrangements to be made for existing
locomotives.
■ Shall provide facilities and capacity for effective voice communication between
Driver, Guard and the train dispatcher and the efficient data transmission for other
on-board purposes
■ Frequency channel changing for the train radios should be automatic.
■ System should display the train identification number when the engine power is on.
Page 7-28
■ Radio communication system shall facilitate voice communication through fixed

telephone in stations/offices, on board equipment in trains and in specified road
vehicles and hand-held radiophones of the field staff.
■ Shall provide 100% coverage for areas along the track including stations, depots
track and the Operation Control Centre.
■ Shall have the capacity to extend the system beyond the study area, on other rail
lines radiating from Colombo (Kelani Valley line, Puttalam line, Main line and
Northern line) to cover all stations in the Colombo operating region and also the
inter connection between other two operating centres at Nawalapitiya and
Anuradhapura.
■ Radio system will provide separate console for each operator in different station
groups.
821. One possibility is to install TETRA (Terrestrial Trunked Radio) which is more
economical, require fewer antennas than GSM-R and is adapted to the environment of
Sri Lanka. TETRA is a digital radio system providing reliable radio communication and
offer functionalities such as point to point calls, group calls, emergency calls, direct
mode, and continuous coverage as well as various data services (see Figure 7-36 for
a typical arrangement of a TETRA system). Equipment are available from many
suppliers around the world as it is an open standard technology
Figure 7-36: Typical structure of a TETRA system
822. Another possibility is the use of LTE. Public operators are already providing LTE (4G)
communications services in Sri Lanka. SLR can either develop its own LTE network,
based on existing repeater antennas, be the recipient of special LTE communications
from one or more providers. The radio system shall be further considered on a specific
study considering all telecommunications needs of SLR.
Page 7-29
7.2.3.5 The Telephone System
823. A new telephone system will be installed for train operation, maintenance and alarms
and administrative requirements.
Telephones for train operation:
824. These telephones are installed in station master room in every station. Special
dedicated and secured circuits shall be used. They are dedicated for train operation
and allow communication with:
■ each of the adjacent stations on both sides,

■ the OCC (Operation Control Centre)
■ the telephones associated to home and exit signals of the station
Telephone for maintenance
825. These telephones are installed in equipment rooms and allow communication with
maintenance supervision centre and cover at least signalling, telecommunication and
electrification activities.
Administrative telephone connections
826. These connections are necessary for exchanges between all the actors along the line
and with outside parties. In all the buildings of the line, telephones are installed
allowing joining any user of the Switched Telephone Network. These telephones are
connected to the different PABX-IP.
Telephones associated to signals
827. Home signals and exit signals in stations shall be equipped with telephones. These
telephones are connected with the CTC dispatcher if the signalling installations are
remote controlled or connected to the station master if the station is controlled locally.
7.2.3.6 The Passenger Information Display (PID) System
828. Passenger information display will be installed in stations and halts. There will be
dedicated screens for arrival and departure trains (see examples in Figure 7-37)
829. Information will be displayed on screens with departure time of the train, the number of
the platform and the number of the train. Complementary information about delay or
cancelling of the train may be provided.
830. On each platform and the halts, a departure screen will display only information in
relation with the train stopping at the platform.
831. For important stations, bigger PID will be provided in the hall of the station for example
with information on all the train leaving the station. A similar PID may be provided also
for arrival trains at the station.
832. The PID system will be operated from the OCC. The information will originate from the
train describer system. The information displayed on the PID may be modified
manually when required from a workstation at the OCC.
Page 7-30
Figure 7-37: Examples of passenger information display
Example of PID for smaller stations Example of Passenger Information Display

for big station
7.2.3.7 The Public Address (PA) System
833. A Centre for Public Address System must be realised. In case of problems, delays,
cancellation of trains, specific messages can be broadcast from this centre. The
announcement to the passengers may be realised automatically and digitalised. The
information may come directly from the Passenger Information Display.
834. Messages can be programmed or broadcast in real time. Stations and platforms can
be selected. The PA system offers functions such as regular announcements,
scheduled announcements with announcement types; as well as selectable
announcement based on pre-defined sentences
7.2.3.8 Time Display
835. Clocks will be provided on platform in stations and on platforms in Halts. Passenger
Display Information units will be provided with digital clock on the upper part.
7.2.3.9 CCTV equipment
836. Presently there is a CCTV Centre in Maradana station. The new equipment provided
for the extension of CCTV will be located in the future OCC building
7.2.4 International Norms
837. Regarding international telecommunication and safety standards, the list below provide
international standards to be followed appropriately in designing the
telecommunication system:
■ Telecommunication systems to comply with EN 50122, EN 50126, EN 50128, IEEE

1558, EN 50129, EN 50159 and EN61508 as applicable.
■ Where applicable, the system design and performance to the applicable safety
integrity level (SIL) for hazardous failures according to EN50126.
■ ITU.
■ CENELEC.
Page 7-31
7.3 TICKETING AND FARE COLLECTION S YS TEM

7.3.1 Current ticketing system
838. The revenue of the Sri Lanka Railways (SLR) can be categorized as Transportation
Revenues and Non-Transportation Revenues. Revenue on transportation can further
be classified as revenues from Passenger Transportation, Goods Transportation and
Parcel Transportation. Passenger revenue is collected through selling of Railway
Tickets, Railway Season Tickets and selling of Railway Warrants.
839. Current ticketing system is a paper-based system. The SLR has 175 stations and 155
sub stations. Under the present ticketing system, separate tickets are issued between
each origin and destination resulting in hundreds of thousands of possible
combinations of tickets for first, second, and third classes. In practice, stations have
tickets for nearby and for popular destinations. For other destinations, book tickets
(hand written tickets on standard format) are being issued (see Figure 7-38 for an
example of station tickets rack with a variety of tickets).
Figure 7-38: Example of station ticket rack
840. This system requires 25,000-30,000 combinations of tickets to be printed. Ordinary

tickets are pre-printed at Railway Headquarters. The size of the existing ticket is about
2”x 1” (see Figure 7-39) and consists of following information printed on it.
■ Serial Number
■ Stations of origin and destination in all three languages.
■ The price
■ The class
■ The issue date which will be impressed on the hardboard ticket
Page 7-32
Figure 7-39: Example of SLR paper ticket
841. When ordinary tickets are issued, they are impressed with the date. They are
perforated when checked at the entrance station and are finally collected at the
destination station to prevent re-use. The tickets that are collected are sorted serially
by staff of origin station and recorded in a “collected ticket register”. The purpose is to
identify out of sequence tickets which might indicate cheating at the origin station.
842. At present, SLR issues 12 different ticket types namely, Ordinary Single Class Tickets,
Workmen Single Class (Third Class), Intercity Express Tickets, Special Third Class
return tickets, Rail Car and unattended halt tickets, Sleeping Car Tickets (1st Class
tickets), Double fair Suburban 3rd Class Return Tickets, Air-Conditioned Saloon
Tickets (1st Class), Observation Saloon Tickets (1st Class), Zone Tickets (3rd Class),
Ordinary and Concessionary Season Tickets (2nd & 3rd), Platform Tickets etc.
843. The Seat Reservation Function is being implemented by SLR with a Mobile Service
Provider (M/s.Mobitel) and this PPP which was started in small scale has grown and
today, about 80% of the daily reservations are being done through the system.
844. However, the only delivery channel available for Railway Daily Ticketing is the
Ticketing Counter at the Railway Station. Colombo Fort and Maradana stations have
25 and 15 ticketing counters respectively (see Figure 7-40). According to surveys,
there are 16 stations with 5 counters, 32 stations with 3 counters, 98 stations with 2
counters and 165 stations with single counter.
Page 7-33
Figure 7-40: Maradana Station Ticket counter
845. The existing method has the following disadvantages:
■ Frequent shortages of tickets at stations due to delays in importing blank tickets,

delays in printing tickets, printing machine breakages etc.
■ Cost per ticket is high due to imported paper being used for printing tickets and
due to high inventory carrying cost.
■ The system is totally manual. This causes delays in issuing tickets at busy stations.
■ Loss of revenue due to ticketless travel. The date imprinting machines are very
old and are not printing the date properly.
■ It is not possible to collect timely information about traffic patterns etc.
■ Difficulty in tracking fraud.
■ Lack of flexibility (for ex: it is not possible to introduce flexible ticketing fares).
7.3.2 The proposed system
7.3.2.1 System Components and Architecture
846. The concept definition of the fare mechanism, ticket system model shall include:
■ The ticket system concept and functional requirements;

■ Fare structure and pricing;
■ Ticket distribution system;
■ Fare payment and revenue management system;
■ Financial management, and subsidy mechanism and calculated fares and
subsidies for SLR activities.
847. For that purpose, it is proposed to install a smart card based automatic ticketing and
fare collection system (ATFCS) that has the following features:
Page 7-34
■ Provides opportunities for “fare and ticket Integration” between services and/or
modes where by passengers can change routes without any additional fare, or just
pay a fixed fee for a certain period (weekly, monthly or even annual).
■ Provides data regarding the number of passengers passing through the gates at
each and every station.
■ Provides passengers with passenger information at the stations and through web
services.
■ Provides facilities for passengers to ‘top up’ stored value tickets and purchase
single trip tickets.
■ Reduces cash loss, and increases safety of the revenue.
848. The ATFCS will accurately reflects demand through the monitoring and counting of
passengers entering and exiting the system, and the operating system will provide
accurate information on passenger origins and destinations (at the station level, within
the network covered by the ticketing system) to allow for future planning of services to
match with passenger demands.
849. The following Figure 7-41 provides the general ATFCS architecture. The ATFCS in
the Colombo suburban rail system will make use of the fibre optics backbone
communications. Other stations and sites with no initial fibre optics connections, will
be connected through WI-FI, LTE or TETRA (see the previous section). External
points of sales will relate to regular phone lines through the public switched telephone
network (PSTN). The Central Ticketing System will be located at the main Operations
Control Centre building and will process all ticketing and fare collection records to
generate all required databases and reports.
Page 7-35
Figure 7-41: Automatic ticketing and fare collection system
7.3.2.2 Standards and specifications
850. The ATFCS for SLR will be built on a standard framework, consistent with the SLR
ticket standards and policies.
851. The following smart card specifications are recommended:
■ Use smartcard (contactless technology) for ticket system (Type A/B ISO14443
interface standard ISO18092).
■ Where possible the card shall be capable of inter-operability with other smart card
system for other public transportation in Colombo and Sri Lanka.
■ The card shall be capable of communication with the related devices such as
validator, POS (points of sale) which is equipped with contactless IC-Card Reader
/Writer.
■ The card shall be capable of encryption and store the information to prevent illegal
modification, illegal reading or reporting.
■ The cards technical requirements are as follows:
o The card shall comply with ISO/IEC 14443 (Part2-4) or ISO/IEC 18092.
o The physical characteristic of card shall comply with ISO/IEC 7810 ID1.
o The card shall comply with Advanced Encryption Standard (AES) for the
encryption method.
Page 7-36
852. In addition to the above standards, the following additional standards are to be
followed:
■ Identification card - physical characteristics:

o ISO/IEC 14443-1: Identification cards, contactless integrated circuit cards-proximity
cards, Part 1: Physical characteristics, that satisfies ISO/IEC 7810 or ISO/IEC 15457-1.
o ISO/IEC 7810: Identification cards-physical characteristics.
■ Data transmission between card and card acceptance equipment:
o ISO/IEC 14443 (Part 2-4): Part 2: Radio frequency power and signal interface,
Part 3: Initialization and anti-collision, and Part 4: Transmission protocol (Note:
Type A and B card differ in part 2 and 3).
o ISO/IEC 18092: Information Technology, telecommunications and information
exchange between systems, Near Field Communication, Interface and Protocol
(NFCIP-1) (Note: For data communications).
o ISO 10373: Identification cards – Test methods.
■ Organization, security and commands for data interchange:
o ISO/IEC –7816-4: Organization, security and commands for interchange.
■ Coding electronic security data:
o FIPS 197: AES-Advanced Encryption Standard.
o FIPS PUB 46-3: Triple DES.
■ Evaluation criteria for IT security:
o ISO/IEC 15408: Information technology - Security techniques-Evaluation
criteria for IT security.
■ Overall architecture for interoperability:
o ISO/IEC 24014-1: Public transport - Interoperable fare management system-
Part 1: Architecture.
o ISO-CEN 24014-3: Interoperable fare management system (IFM) - Part 3:
Complementary concepts to Part 1 for multi-application media-
■ Use of mobile phones and NFC bank cards:
o ISO/IEC 21481: Information technology – Telecommunications and information
exchange between systems – Near field communication interface and protocol.
853. This initial list of standards will need to be confirmed, updated and expanded as the
system’s design advances in the next stages of the project.
Page 7-37
8 S TATIONS AND INTERMODAL CONNECTIONS
8.1 INTRODUCTION
854. Multimodality is a key development to ensure better transport management. Indeed,
instead of mode competition which leads to lower ridership for each mode and
increased congestion on the road network, mode integration provides better and faster
public transport system by shifting passengers on mass transit network.
855. Mode integration has four main components:
■ Interchange points, where passengers will switch mode. These interchange points
need to provide all needed facilities for bus, rail, private vehicles, taxis, bikes and
must ensure that shifting between the modes is smooth and easy for passengers;
■ Public transport network integration: all public transport networks (rail, RTS, bus,
waterways) have to be considered as one network with a core network defined by
the mass transit lines (rail, RTS) and feeding lines to the core network (bus and
waterways);
■ Timetable integration: to ensure efficient interchanges timetables need to be
harmonized to ensure that feeder services arrive and leave the mass transit
stations in accordance with the mass transit system timetables;
■ Fare integration: to promote multimodality, shifting from one mode to another must
not imply excessive additional cost for the passengers. This means that public
transport fare integration must be developed to ensure interchanges between
feeder services and mass transit system. But also that Park and Ride policies need
to be developed to attract car drivers.
856. The following subhead will mainly focus on the steps of study, first component, on
existing station facilities & multimodal facilities, categorisation of stations and general
recommendations for inter-modality and station development.
8.2 S TEP S OF S TUDY

857. At broader level scope of study includes diagnosis of the stations and
recommendations for general improvements for station and multi-modality, as shown in
Figure 8-1.
Figure 8-1: Steps of Station and Inter-modality Study
Page 8-1
858. Twenty-three (23) stations were diagnosed by studying (see Figure 8-2):
■ Urban Setting: Study of stations at urban level.

■ Intermodal Analysis: Station surroundings to see how other modes of transport
are working.
■ The Station itself: Study of station and all its elements.
Figure 8-2: Station Diagnosis
859. Following input data was studied:
■ JICA CoMTrans Study.

■ Colombo Master Plan (Univ. of Moratuwa Report).
■ WRMPP Report.
■ Operational Inputs.
■ World Bank Report (Analysis of 4 stations & Development of proposals for 2
stations).
860. For all other stations, general multimodal facilities to be developed next to the station,
by station typology, are detailed in the general recommendations
861. Further to that during various meetings with Sri Lankan Railways and City Authorities
(Megapolis Project and Lake Development Project), various options of location of
Colombo Central Stations were presented in March 2017. These options were
discussed at various levels by Team Leader and there is a general consensus for
locating the new greenfield Colombo Central Station right on the Axis of Megapolis
Project to make an iconic Multi-modal project integrating city & regional buses, future
metro, railway, water transport and auto-taxis. This integration makes sure that
passengers have to travel minimum distances from one mode to other and the transit
is over the airspace which links all the various modes on a central axis.
862. Other than two major stations and a new green-field station, the scope of study is to
propose station redevelopment proposals for three other stations. Following three
stations were selected for development of specific proposals-
Page 8-2
a) Dehiwala as a typical station on Coastal Line

b) Moratuwa Station as a multimodal station on Coastal Line
c) Gampaha as a multimodal station on Main Line.
863. The last Section of this chapter covers design proposals of the above three stations as
part of draft final report.
8.3 S TATION TYP OLOGIES

864. To assess the needs for intermodal facilities we have classified the station by typology.
Seven typologies have been defined:
■ Major Multimodal Centre (MMC): Stations where the ridership is high, the station
attractiveness is important (especially stations with a large hinterland and stations
next to the main business areas) and several modes are found at the station,
especially rail, bus, inter-city bus and private vehicles. MMC are found within
Colombo Metropolitan Area as stations outside may have less demand for travel
toward Colombo;
■ RTS-Rail interchange: Stations where the main objective is to integrate RTS and
rail. Other modes can also be found but on a smaller scale than for MMC;
■ Bus-Rail interchange: Stations where a large bus terminal has to be integrated with
the railway station. Other modes can also be found but on a smaller scale MMC;
■ Waterway-Rail interchange: Stations next to a waterway station. Other modes can
also be found but on a smaller scale than for MMC;
■ Major Park and Ride stations: Stations located just before or at the beginning of
Colombo highly congested area. These stations will drain passengers from further
than just the station surroundings as their road accessibility is still good and the
remaining rail journey time is much lower than the road one;
■ Urban and local stations: Smaller scale stations that will mostly attract passengers
from the neighbouring areas. The difference between urban and local is the land-
use density next to the station. Stations in densely urbanized area will not propose
Park and Ride facilities as the favoured access modes will be non-motorized
modes (NMT).
865. To estimate the station typologies a table has been created to summarize the existing
multimodal potential at each station.
866. The following Table 8-1 to Table 8-4 shows all the information gathered to classify the
stations in the Main, Puttalam, Coast and KV lines respectively 3.. Figure 8-3
3
The initial assessment of stations was done for all four Colombo suburban rail lines, not only the Main
Line and Coast Line. For the purpose of completeness, the analysis of all lines is reported in this Final
Report.
Page 8-3
Table 8-1: Station typology on Main Line
Population Distance Major Station Connection to Good Road

Daily Station
Name 2015 - from Fort (ridership > Bus Water- Network
1km radius Ridership (km) 10,000) RTS Connection Typology
Station way
Colombo Fort 108,033 24,949 0 X X X X Congested area MMC
Maradana 125,599 10,497 1.9 X X Congested area RTS
Dematagoda 52,969 3,379 3.668 X Congested area RTS
Kelaniya 21,862 4,744 6.873 X Congested area BUS
Wanawasala 17,448 2,344 8.676 LOCAL
Hunupitiya 23,360 3,507 10.026 X P+R
Enderamulla 13,442 3,679 11.699 LOCAL
Horape 6,314 1,100 14.043 LOCAL
Ragama 12,788 16,652 15.546 X X BUS
Walpola 7,859 2,910 18.116 LOCAL
Batuwatta 5,491 3,037 19.083 LOCAL
Bulugahagoda 6,874 #NA 20.731 X LOCAL
Ganemulla 9,522 10,522 22.522 X X BUS
Yagoda 3,575 1,229 24.324 LOCAL
Gampaha 27,211 25,723 27.538 X X X MMC
Daraluwa 4,058 997 29.921 LOCAL
Bemmula 2,568 3,494 31.905 LOCAL
Magalegoda 2,506 1,979 34.164 LOCAL
Heendeniya-Pattigoda 2,550 516 35.67 LOCAL
Veyangoda 6,947 17,193 37.478 X X X MMC
Wadurawa 7,143 #NA 39.331 X LOCAL
Keenawala #NA 1,906 41.627 LOCAL
Pallewala #NA #NA 43.913 X LOCAL
Ganegoda #NA 1,264 46.213 LOCAL
Page 8-4

Daily Station
1km radius Ridership (km) 10,000) RTS
Station way Connection Typology
Wijaya Rajadahana #NA #NA 49.1 X LOCAL

Mirigama #NA #NA 50.27 X X X BUS
Milwatte #NA #NA 52.108 X LOCAL
Botale #NA #NA 54.433 X LOCAL
Ambepussa #NA #NA 56.224 X LOCAL
Yaththalgoda #NA #NA 59.851 X LOCAL
Bujjomuna #NA #NA 61.873 X LOCAL
Alawwa #NA #NA 65.672 X LOCAL
Walakumbura #NA #NA 69.784 X LOCAL
Polgahawela #NA #NA 73.827 X X BUS
Page 8-5
Table 8-2: Station typology on Puttalam Line

Daily Station
Station way
Peralanda 10,832 1,393 17.077 LOCAL
Kandana 14,963 1,567 18.829 LOCAL
Kapuwatte 8,105 876 20.556 LOCAL
Ja-Ela 13,655 3,073 22.153 X X MMC
Tudella 10,144 #NA 23.934 X LOCAL
Kudahakapola 8,614 692 25.18 LOCAL
Alawatupitiya 5,648 #NA 26.503 X LOCAL
Seeduwa 12,104 1,752 28.056 X LOCAL
Liyanagemulla 12,930 503 30.124 LOCAL
Investment Promotion 39,034 #NA 32.33 X LOCAL
Zone
Colombo Airport #NA #NA 33.439 X LOCAL
Katunayake
Katunayake 5,298 #NA 32.447 X LOCAL
Kurana 8,599 453 35.31 LOCAL
Negombo 34,398 2,691 38.85 X X BUS
Page 8-6
Table 8-3: Station typology on Coast Line

Daily Station
Station way
Secretarial Halt 29,234 718 0.666 X Congested area RTS
Kompannavidiya (Slave Island) 84,028 #NA 1.72 X X Congested area RTS
Kollupitiya 65,387 504 3.108 X Congested area RTS
Bambalapitiya 52,243 1,892 5.125 X Congested area RTS
Wellawatta 47,489 1,157 7.245 X Congested area WATER
Dehiwala 29,171 3,338 9.957 X X BUS
Mount Lavinia 17,087 1,468 12.211 X P+R
Ratmalana 24,615 #NA 14.01 X LOCAL
Angulana 21,675 3,115 15.939 LOCAL
Lunawa 17,050 712 17.366 LOCAL
Moratuwa 16,230 9,056 18.949 X X MMC
Koralawella 13,126 1,095 20.731 LOCAL
Egoda Uyana 13,062 1,000 22.563 LOCAL
Panadura 32,414 14,464 26.249 X X X MMC
Pinwatte 6,429 #NA 29.467 X LOCAL
Wadduwa 8,198 #NA 32.461 X LOCAL
Train Halt 01 7,508 #NA 36.052 X LOCAL
Kalutara North 18,073 #NA 39.868 X LOCAL
Kalutara South 17,189 #NA 41.857 X X BUS
Page 8-7
Table 8-4: Station typology on KV Line

Daily Station
Station way
Baseline Road 50,557 1,032 3.784 X Congested area RTS
Cotta Road 55,343 511 5.445 X Congested area RTS
Narahenpitiya 37,622 925 7.515 X Congested area RTS
Kirullapone 34,970 382 9.263 Congested area URBAN
Nugegoda 42,890 1,735 11.045 X Congested area BUS
Udhamulla 15,634 #NA 13.421 X Congested area URBAN
Nawinna 13,276 #NA 15.191 X X P+R
Maharagama 23,818 2,843 16.36 X BUS
Pannipitiya 21,958 2,155 19.012 LOCAL
Kottawa 15,604 2,457 21.31 X LOCAL
Malapalla / Makumbura 4,992 293 22.498 X X X MMC
Homagama 23,715 2,444 26.51 X BUS
Page 8-8
Figure 8-3: Station typologies
Page 8-9
8.4 DIAGNOS TICS OF S ELECTED S TATIONS (MULTIMODAL AND

S TATION DIAGNOS TICS )
867. Based on the station typologies, 23 stations have been selected for a multimodal
diagnostic and opportunities. These stations are:
Main Line: Coast Line:

Colombo Fort Secretariat Halt
Maradana Kompannavidiya
Dematagoda Kollupitiya
Kelaniya Bambalapitiya
Ragama Dehiwala
Ganemulla Mount Lavinia
Gampaha Moratuwa
Veyangoda Panadura
Puttalam Line: KV Line:
Ja-Ela Baseline road
Cotta road
Narahenpitiya
Nawinna
Maharagama
Malapalla / Makumbura
Homagoma
8.4.1 Colombo Fort Station
8.4.1.1 Fort Station – Station Diagnostic

8.4.1.1.1 Urban Setting:
868. Fort Railway Station is a major rail hub in Colombo, Sri Lanka. Fort Station is the main
rail gateway to central Colombo (see Figure 8-4 for an aerial view, and Figure 8-5 and
Figure 8-6 for existing layout of Colombo Fort and surroundings.
Figure 8-4: Aerial View – Fort Station
Page 8-10
Figure 8-5: Existing Plan – Fort Station
Figure 8-6: Colombo Fort Existing Plan
Page 8-11
8.4.1.1.2 The Station Analysis:

Station Building:
The Historic Fort Station was opened in 1917.
The original building along with the shed covering has been constructed similar to Manchester
Victoria Station. The main structure has an architectural heritage value.
The station was increased in size to accommodate longer trains and more trains in later years
with multiple additions.
Main Entrance/ ticket windows
Main Elevation
Main Exit
Platforms:
Currently there are 9 platforms:
■ Platforms 1 & 2 are later additions added on northeast side of the main heritage shed.
(Approx. length 180m).
■ Platforms 3 is serving line-3 from both side of the line. (Approx. length 300m).
■ Platforms 4, 5 & 6 are three other platforms under the heritage shed. (Approx. length
300m).
■ Platforms 7, 8 & 9 are three platforms extended on south side. (Platforms 7 & 8 approx.
300m and Platforms 9 approx. 250m long).
Page 8-12
Platforms 1 & 2 Platform 9
* There are two shorter lines on the southeast side

of the station.
Platforms 3, 4, 5 & 6
Foot Over-Bridges:
There are three type of footbridges:
■ Footbridge under heritage building: mainly connecting platforms 3, 4, 5 & 6.
■ West Side footbridge which connects all platforms and connects north and south sides.
■ East Side footbridge which connect PF-2, 3, 4, 5, 6, 7 & 8.
Platform Sheds:
There are three Type of platform sheds:
■ Main heritage shed covering platforms 3, 4,

5 & 6.
■ Historic extension sheds over platforms 3,

4, 5 & 6.
■ New sheds over platforms 1 & 2 and

platforms 7, 8 & 9.
Plan showing location of footbridges
Page 8-13
Historic extension shed Main heritage shed
New sheds
Heritage shed Heritage shed with footbridge
Projected Passenger Volumes:
Project Daily Passenger Volumes for Fort Station for 2035 is :
Transfer Alighting Boarding
86,288 162,454 175,283
* Additional Passenger facilities to be provided-
- new parking, new intermodal connections, new restaurants, ticket windows etc.
Page 8-14
Conditional Analysis:
Platforms 3, 4, 5, 6 are lesser in width at the

foot of the footbridge. Due to presence of
waiting seats, the passenger flow is not smooth,
especially at peak hour train operations.
Though the station is used by many

international/national tourists to travel to Galle
and Candy (both tourist destinations), the
facilities of station (ticketing, platforms, waiting Station front parking
areas, restaurants etc.) require modernisation.
Platforms are lower in height resulting in

problems of boarding/alighting of trains.
8.4.1.2 Fort Station – Multimodal Diagnostic
Multimodal Exchanges-
There are two entrances to Fort station: one through the

station building, along Olcott Mawatha and one at the
back of the station (but there is no ticket booth).
The station building is backed off the street and opens to

a station plaza.
The rear entrance opens on a small parking area and is

used to access the Ministry departments along D. R.
Wijewardena Mawatha. An old steam locomotive is
displayed. This access is gated and can be closed.
Pedestrian access to the main entrance is good, with wide

sidewalks on the front road. There is a footbridge to cross
the road and some barriers have been displayed between
the two road directions to prevent pedestrian to cross at
ground level.
On the rear entrance, there is no facility for pedestrians.

They have to access the station through the parking area.
There is no facility for cycles (no parking area, constrained

access to the footbridge due to stairs).
There is a major bus stop next to the railway station. This

bus stage is separated from the main carriageway to
ensure no private vehicle will use the bus area. Almost all
intra-provincial lines coming from the nearby bus terminal
also stop in front of the railway station. There are bus
shelters but no bus information on timetables, bus routes.
There are 3 bus terminals next to the station, for both intra
Page 8-15
and inter provincial buses. Each bus terminal is managed

independently. The busiest one is Bastian Mawatha with
more than 4,200 bus movements per day. The closest one
is 500 m away from the railway station. There is no direct
and visible link between the railway station and the bus
terminals.
There is a bus stop next to the back entrance.
According to Megapolis masterplan, Fort station should be

connected to the RTS network as well as to the waterway
shuttle.
There is a driveway with parking space between the

station main entrance and the bus stops. This is used by
taxi and private vehicles to drop-off / pick-up passenger.
On the back entrance, there is a small parking area that is

mainly used by railway employees. However, there is still
some space for three-wheeled taxi.
The private vehicles can use the same facilities than taxi
for Kiss and Ride. However, there are no long-term
parking spaces.
Page 8-16
Figure 8-7: Existing Intermodal Facilities and Bus Routes Serving Fort Station
Existing intermodal facilities at Fort Station Existing bus routes serving Fort
Station
8.4.1.3 Fort Station Opportunities
869. Many buses, short and long distance, terminate at Pettah / Fort. This leads to a highly
congested area, even if the loading level of the buses is not very high (For
Gunasinghepura terminal, which represents 8.5% of the buses, 90% of the buses are
empty when arriving / departing from the terminal).
870. Rail / Bus interviews that were conducted by the Moratuwa University in 2009
(«Greater Colombo Traffic Management Study», University of Moratuwa) show that
more than 50% of the bus passengers are transferring to another bus and nearly 40%
of the rail passenger are transferring to the bus. This indicates there is a major need
for intermodal facilities and intermodal connections outside of the CBD and the
congested area to shorten and improve passenger journey. This should be the subject
of a separate, dedicated study that needs to be done as soon as possible.
871. This will help reducing the number of empty / low loaded buses that park at the bus
terminals or bus stages next to Fort / Pettah. It is most probable that only one major
bus terminal can be use (and share between private and public operators), with the
bus stages in front of the railway station. The other bus terminals can be redeveloped
as per the city needs.
872. Early 2016, the government announced the moving of the Manning Market to
Peliyagoda. The space freed by the moving can be used to create a better integrated
transport hub at Fort station. First would come the bus terminal that would be the
three existing merged into one; then a car park needs to be provided for long distance
Page 8-17
passengers (see Figure 8-8). The back access could be improved with station plaza,
pedestrian sidewalks, bus stops along the road and formalized taxi stands. A
connection with the waterway port has to be developed with good pedestrian path and
good visual linkage.
Figure 8-8: Fort Station Area Intermodal Opportunities
8.4.2 Maradana station
8.4.2.1 Maradana Station – Station Diagnostic

873. When the railways first opened in Ceylon (Sri Lanka) in 1864, trains terminated at
Colombo Terminus Station, a now-retired station near Maradana. In 1906, a project
was launched to reorganise the railway within the Colombo area. Colombo Terminus
Station was closed and replaced by the new Maradana Station (see Figure 8-9 and
Figure 8-10).
Page 8-18
Figure 8-9: Maradana Station Area
Figure 8-10: Existing Plan - Maradana Station
Page 8-19

Station Building:
The main building is mainly the entry hall and

ticket windows with side wing housing Railway
offices and operational control centre.
Main elevation
Main building as viewed from various points around the station
Main entrance hall / ticket windows Main porch
Page 8-20
Platforms:
Currently there are 10 platforms serving main
line – coastal line and KV-line also.
 Platforms 1, 2, 3 & 4 are approx. 260m in
length.
 Platforms 5 & 6 are approx. 290m in length.
Platform 5 & 6 contains a building housing

operational & passenger facilities.
Platforms 6 to 10.
Platform-1 to 4. Platform 5
Foot Over-Bridges:
There are 2 footbridges connecting all the
platforms:
 West side footbridge connects all platforms
and also opens on northern side of the
station.
 Central footbridge connects all the platforms
and then further connects to the Maradana
main building via a long FoB running along
the lines.
Plan showing location of footbridges
Central footbridge
Western footbridge
Page 8-21
Platform Sheds:
There are platform sheds over each platform of
various lengths ranging from 120 m long to
220 m long.
Platform sheds
Footbridge with commercial shops and multiple levels

Project Daily Passenger Volumes for Maradana

Station for 2035 is :
197,836 294,344 281,062
The passengers mainly use western main Bus Stops net to the station.
building for exiting and connect to the bus stops
to go the respective destinations (approx. 200m
walk). There is no demarcated stoppage for
auto-rickshaws. Though commercial vehicles
are not allowed to come in front portion of the
main building/porch (mainly used by railway
officers), couple of auto-rickshaws were seen
next to the porch.
Maradana Main station building is connected to

the platforms through footbridges. There is a
difference in the ground level of main building
and the platforms.
There is a matrix of footbridges outside the

station which is in conflict with the heritage
value of the main building due to its FoB in front of Heritage Building.
configuration, colour and condition. Condition of
the footlink is not good, hence it is an eyesore.
Multiple level of footbridge does not make it
convenient for people to use it.
Page 8-22
8.4.2.2 Maradana Station – Multimodal Diagnostic
There are two entrances to Maradana Station. The main

one, in the historical building leads to P De S Kularatne
Mawatha, on a large elevated junction. The second one
is on Jayantha Weerasekara Mawatha.
The main entrance has a small station plaza but it is

used as a three wheeled taxi waiting and drop-off area.
This plaza is not dedicated to pedestrians.
The secondary access has a very small plaza that can be

closed at night. The plaza is not really used. Some
vehicles were parked but not waiting for any passenger.
There are sidewalks in front of each station entrance,

which ensure good pedestrian accessibility. As the road
leading to the station are major ones, pedestrian crossing
are elevated. A footbridge is developed all around the
roundabout, with many accesses. This footlink alternates
between bridge over the roads and commercial areas
when following the roundabout. The footling is not in very
good condition and there are some cleanness issues. All
sections of the footbridge are not necessarily on the
same level which requires pedestrians to frequently climb
up and down stairs. Finally, the footlink has a huge visual
impact as the railway station is almost impossible to see
from the main access road.
There is no facility for cycle and the footlink is not

accessible easily to them due to the number of stairs.
There are bus bays next to each entrance. Yet, on P De

S Kularatne Mawatha (main entrance), the bus stop on
the opposite direction (coming from the South) is a little
further away (250 m). On the secondary entrance, there
is a bus stop next to the railway station, with covered
sitting area.
Currently, many bus routes are serving Maradana

station. Some of them are quite long-distance routes;
others are competing with the railway lines or the future
RTS. There will be a need for a new bus master plan to
better feed the RTS/Rail network.
Page 8-23
Three wheeled taxis are parked on the station plaza of

the main entrance and are waiting passenger, queuing
along the main road. There is no dedicated space for
them to wait.
There is almost no facility for private vehicles. They can

use the station plaza as for the taxi and there are some
few parking bays along Jayantha Weerasekara Mawatha,
opposite the railway station.
Jayantha Weerasekara Mawatha is only one-way, but

with 6 lanes.
Figure 8-11: Existing Intermodal Facilities and Bus Routes Serving Maradana Station
Existing intermodal facilities at Maradana Existing bus routes serving Maradana Station
Station
8.4.2.3 Maradana Station Opportunities
874. One major opportunity is to improve the visibility of the main station building. This
might be done by bringing back the pedestrian crossing at ground level, directly in front
of the station. The crossing can be secured by traffic lights. This would open the
station on the street and ease its access. This also means the development of a nice
pedestrian plaza between the station and the main road. Taxi and private vehicle drop-
off can be organized at the end of the plaza. The waiting areas for taxi will be
developed along the main roads.
875. On P De S Kularatne Mawatha, on the South-North direction, the bus stop should be
move closer to the railway station for a better connection.
Page 8-24
876. Jayantha Weerasekara Mawatha is currently unnecessarily wide, with six lanes. It
seems that four lanes for private transit should be sufficient. A bus lane can be added
to ease movement of the buses next to the railway station and the remaining space
can be used to provide parking spaces for taxi and PV.
Figure 8-12: Maradana Station Area Intermodal Opportunities
Page 8-25
8.4.3 Dematagoda station
8.4.3.1 Dematagoda Station – Station Diagnostic

8.4.3.1.1 Urban Setting
877. The Dematagoda station is approx. 1.8km away from Maradana Station on Main Line.
(see Figure 8-13)
Figure 8-13: Dematagoda Station

Station Building:
Access to the station is under the

baseline road flyover. The road under the
flyover is controlled by grade level
barriers. Most of the passengers access
the platforms by crossing the railway lines
from the flyover side.
Baseline Road flyover and main access
Page 8-26
Bus stops under flyover Passenger accessing the platforms
Platforms:
Dematagoda station has three platforms:
• Platform 1 is approx. 280m long.
• Platforms 2 & 3 are approx.180m

long.
Platform 1 to 3.
Footbridges:
There is a footbridge which connects the

two platforms, but not the road access.
Footbridge.
Project Daily Passenger Volumes for

Dematagoda Station for 2035 is :
27,818 113,400 108,427
Passenger volumes
Page 8-27
Condition Analysis:
Trespassing is one of the major concerns

at this station. With increase in train
services, it would be advisable to block
the entry through tracks.
There is an opportunity to create an

intermodal station with proposed LRT
system. Though the alignment and station
location for LRT is not yet finalized,
railway land opposite the station on south Opportunity to develop intermodal hub.
side is an ideal location for creation of
intermodal complex and the new Bus
terminus.
8.4.3.2 Dematagoda Station – Multimodal Diagnostic
The railway-sub-station directly opens on Baseline road,

next to a U-turn area. There is no plaza in front of the
station. The main access is via the station building on the
north of the tracks, at the end of the platform. It is
possible to access directly the second platform from its
end but there is no ticketing booth on it.
There is no protected pedestrian access: no secured

pedestrian crossing, neither for the road nor for the
railway tracks, the passenger crosses wherever they
want.
The access was only formalized from Baseline road but

many pedestrians have been seen during the site visit
coming from the other end of the platform. There is no
sidewalk on that area so pedestrians simply walk next to
the tracks or on the tracks. It is most probable that these
pedestrians come from the settlements at the east of
Dematagoda canal.
There is no facility for bikes.
Page 8-28
Bus stops, with bus pull-out are located on Baseline

road, on both directions.
There is a high rate of transfer between rail and bus but

no passenger information at the bus stops. Many bus
routes are following Baseline road and then High Level
road, competing with the Kelani Valley line.
According to Megapolis Master Plan, Dematagoda

station will be an interchange station with the RTS
network.
There is no space dedicated for taxi. Three wheels park

in front of the station and along the road.
There is no facility for private vehicles.
Figure 8-14: Existing Intermodal Facilities and Bus Routes Serving Dematagoda Station
Existing intermodal facilities at Dematagoda Existing bus routes serving Dematagoda

Station Station
Page 8-29
8.4.3.3 Dematagoda Station Opportunities
878. The major opportunities for Dematagoda station are to secure the pedestrian
accesses, from both sides (see Figure 8-14). Indeed, even if the eastern access is not
an official one, the flow of pedestrians highlighted the need for a second access.
Proper and secured pedestrians sidewalks must be developed along the railway line to
ensure that no pedestrian will use the railroad (especially to cross the Dematagoda
canal).
879. On the main access, the pedestrian crossings must be formalized and secured: for the
rail crossing, fences must be erected at the end of the platform up to the road to
prevent pedestrian from crossing in the middle of the railway station. Adequate grade
crossings, with traffic light / barriers have to be developed along the road, connecting
with the sidewalks.
Figure 8-15: Dematagoda Station Area Intermodal Opportunities
Page 8-30
8.4.4 Kelaniya station
8.4.4.1 Kelaniya Station – Station Diagnostic

880. The Kelaniya station is approx. 3.3km away from Dematagoda Station on Main Line
(see Figure 8-16). Kelaniya Station is located close to A1 highway (Colombo-Kandy
Road). While the main line and A1 highway splits in two different directions. Few daily
passengers & bus users travelling on A1 highway interchange (Pattiya Junction Bus
Stop) at Kelaniya Station to get into Colombo faster. The station is not really visible
from the highway, approx. 60m away.
Figure 8-16: Kelaniya Station

Station Building:
The station building is a single storey basic

station with standard passenger facilities.
Main station building
Page 8-31
Level crossing to A1 Main entrance
Platform 1
Platforms:
Kelaniya station has two platforms:
• Platform 2 is approx.150m long.
There are minimal sheds over both the

platforms approx. 35-40m long
Platforms
Footbridges:
There is a footbridge to connect the two

platforms. The footbridge is a steel structure
black painted.
Existing footbridge.
Project Daily Passenger Volumes for Kelaniya

Station for 2035 is:
132,910 141,677 141,248
Page 8-32
Condition Analysis:
Station lacks direct access/connectivity to A1

highway. The station has basic passenger
facilities located at platform 1. There is an
opportunity to renovate station
building/platforms/sheds, footbridge, platforms
and pedestrian.
Opportunity to connect to A1 highway.
8.4.4.2 Kelaniya Station – Multimodal Diagnostic
The railway station directly opens on Station road with

very little setback. Thus, there is a very small plaza with
triangle shape because of the position of the station
compared to the road.
The station building leads to platform 1. Platform 2 is

directly accessible from Station road but there is no
ticketing booth on the platform.
There is no sidewalk at the south of the station. They

stop at the north at the railway tracks. There are no
pedestrian crossings, neither in front of the station, nor at
the grade crossing.
No facilities for bike have been noted.
No bus route comes next to the railway station. They run

either on A1 or further south on B214 (Biyagama road).
There is a bus terminal in Kelaniya, next to the junction of
A1 and B214 but it is unfortunately quite far from the
railway station (more than 1 km).
Yet, the bus network stopping at Kelaniya has a very

good potential for feeding the railway station as most of
the routes serve areas where this is no railway station.
Page 8-33
Three-wheel taxis stop in front of the station building or

next to the end of platform 2. But there is no formalized
drop-off / pick-up area
There is no facility for private vehicle, no parking space

or pick-up / drop-off area.
Figure 8-17: Existing Intermodal Facilities and Bus Routes Serving Kelaniya Station
Existing intermodal facilities at Kelaniya Existing bus routes serving Kelaniya Station
Station
8.4.4.3 Kelaniya Station Opportunities
881. Kelaniya has a huge opportunity to become a major multimodal hub (see Figure 8-16).
Indeed, there a very good road accessibility, from both A1 and B214 (via Station road).
The station is located before the highly congested, travel time to Maradana or Fort is
short and frequency is high as trains from Puttalam and Main lines stop at Kelaniya.
882. There is also a good potential for bus / rail interchanges, as long as the bus station can
be moved next to the railway one.
883. The main issue will be the available land next to the station. Some areas are
undeveloped but ownership of the land must be assessed to undermine the potential
development.
884. Having higher bus traffic on Station road implies that the road alignment is
straightened next to the station. The platforms need to be moved toward the east.
Page 8-34
Figure 8-18: Kelaniya Station Area Intermodal Opportunities
Page 8-35
8.4.5 Ragama station
8.4.5.1 Ragama Station – Station Diagnostic

885. Ragama station is a major junction station where railway line splits into Main and
Puttalam lines. Ragama is on B13 state road linking A1 and A3 highway. Ragama is
almost midway located on B13 link road (see Figure 8-19).
Figure 8-19: Ragama Station

Station Building:
The station building is accessed through

National Basilika Avenue accessed under the
Ragama flyover along the railway line.
The building is a single storey structure with

basic passenger facilities opening onto
platform 1.
There is space available next to the station Ragama Station

building where bus stand, auto stands are
located
Page 8-36
Ragama station building
Platforms:
Ragama station has five platforms:
 Platforms 1, 2 & 3 are approx. 320m long.
 PFlatforms 4 & 5 are approx. 315m long.
Sheds:
 PFlatform 1 is covered with sheds approx. Platforms

135m long.
 Platforms 2 & 3 are covered with sheds

approx. 115m long.
 PFlatforms 4 & 5 are covered with small

sheds approx. 35m long.
Footbridges:
There is only one footbridge to connect all

platforms towards the south side.
The footbridge is constructed out of steel

(similar to that in Kelaniya).
Existing footbridge
Project Daily Passenger Volumes for Ragama

85,953 172,093 177,464
Passenger Volumes
Page 8-37
Condition Analysis:
There is an opportunity to renovate the station

(building, platforms, footbridges etc.) along
with commercial development as suggested in
World Bank Report.
8.4.5.2 Ragama Station – Multimodal Diagnostic
The railway station directly opens on a busy commercial

street (National Basilika Avenue). There is little space in
front of the railway station.
The main road crosses the railway tracks at the end of

the platforms but the platforms have been fenced to
prevent passengers from entering / exiting by the
platforms.
The direct surroundings of the station are secured for

pedestrians: there are poles to prevent vehicles to park
too close to the entrance and a pedestrian crossing is
found in front of the station building. Yet, sidewalks are
not continuous, especially were buses are parking.
Ragama main bus terminal is 300m away from the

station. A small bus terminal has developed next to the
railway station, but without any facility for bus or
passenger and without any secured area for passengers.
There is no facility dedicated to taxi. They just park next

to the railway station between the buses and along the
road.
Some vehicles are parked next to the railway station

building on the north but it probably had no link with the
railway station. The area is used for the commercial
activities of the street.
Page 8-38
Figure 8-20: Existing Intermodal Facilities and Bus Routes Serving Ragama Station
Existing intermodal facilities at Ragama Existing bus routes serving Ragama Station
Station
8.4.5.3 Ragama Station Opportunities
886. Detailed proposals were developed under the World Bank “Colombo Low Carbon
Urban Transport Study”, October 2014.
Page 8-39
8.4.6 Ganemulla station
8.4.6.1 Ganemulla Station – Station Diagnostic

887. Ganemulla Station is located at joining of B58/B226 state road (see Figure 8-21).
Figure 8-21: Ganemulla Station Location

Station Building:
Ganemulla station is accessed from B58 road

level crossing. The station is located right next
to the crossing.
The station building is located on both the

platforms, a small hutment like structure with
limited passenger facilities.
Station is accessed through narrow road next Ganemulla station

to the grade level crossing. Passengers were
seen entering station at the end of platforms
next to grade level crossing.
Page 8-40
Platforms and Sheds:
Thre are two platforms at Ganemulla station,

approx. 150m.
There are minimal platform sheds next to the

station building.
Minimal shed over platforms.
Footbridges:
There is only one footbridge linking both the

platforms at eastern side.
Footbridge
The station building is a very small hutment

kind of building with limited passenger
facilities. Platform edge finishing was
underway during the visit. Due to this
construction there is a restriction in barrier free
access to the station.

(Pplatforms, sheds, footbridges, access road
etc).
Restriction in barrier free access due to new platform
Project Daily Passenger Volumes for

Ganemulla Station for 2035 is:
32,174 48,362 47,383
Page 8-41
8.4.6.2 Ganemulla Station – Multimodal Diagnostic
The station building is located at the end of a small,

remote street. Many passengers enter or exit next to the
footbridge where there are accesses on each platform.
These accesses are closer to the main road.
There are no sidewalks next to the station. Yet, the

station street is quite unused so pedestrians can walk
easily in the street.
There are no facilities for bikes.
The Ganemulla bus terminal is located 300m away from

the railway station. There are no facilities for the
passengers at the terminal. It is simply a bus park.
Three wheels taxis are waiting at the beginning of the

station street, next to the platform exit.
Access to the station building is quite uneasy for private

vehicles as the street is narrow and is a dead-end. Drop-
off / picks can only be done on the main road, where
there is no dedicated space for it.
Page 8-42
Figure 8-22: Existing Intermodal Facilities and Bus Routes Serving Ganemulla Station
Existing intermodal facilities at Ganemulla Existing bus routes serving Ganemulla Station
Station
8.4.6.3 Ganemulla Station Opportunities
1. Ganemulla can become a good Rail/Bus interchange. That means the bus station
needs to be moved next to the railway station. The main issue will be the availability of
land as there is little to no space next to the station. This may imply some resettlement,
which needs to be assessed carefully, with a dedicated study.
2. As Ganemulla is an important city, a car park area can be developed along the railway
tracks, on the north. There is currently not enough space available to develop a major
park and ride area but at least 50 parking bays can be fitted easily.
Page 8-43
Figure 8-23: Ganemulla Station Area Intermodal Opportunities
Page 8-44
8.4.7 Gampaha station
8.4.7.1 Gampaha Station – Station Diagnostic

888. Gampaha is situated to the northeast of the capital Colombo (see Figure 8-24). It is
the sixth largest urban area in Western Province, after Colombo, Negombo, Kalutara,
Panadura and Avissawella. Gampaha is also the second largest urban centre in
Gampaha district, after Negombo.
889. Gampaha is located on A33 highway (Ja-Ela – Ekala – Gampaha – Yakkala Road). It
is one of the major regional urban area connected to many small towns/villages
through a road network of B525, B526, B569, B570, B288 state roads.
Figure 8-24: Gampaha Station

Station Building:
Gampaha station is located right on

intersection of A33 highway and main line.
A33 highway circles round the railway line and
cross it through a flyover. Main entrance is on
eastern side where Gampaha town is
populated.
Gampaha station
Page 8-45
The entry of the station is through a wide

porch and a larger entry/ticketing hall. Entry to
the station is through a busy commercial
street. A large bus terminus is located right
next to the station on eastern side linked
through elevated walkways passing through
the retail shops. Another bus terminus is
located on western side a bit further away.
Entrance/ticketing hall
Gampaha station main entrance
There are 3 platforms at Gampaha station:
 Platform 1 is approx. 200m long
 Platforms 2 & 3 are approx. 290m long.
Approx. 130m long sheds are built on all 3

platforms
Platforms and sheds
Footbridges:
There are 2 footbridges in Gampaha station,

one at northern end and one on southern side,
both linking three platforms and both sides of
the town.
Southern footbridge apart from linking

platforms is also a secondary entry to the Footbridges
station from both sides of the town and further
links to bus terminus on both sides.
Footbridges
Page 8-46
The station building lacks waiting area. Due to

large passenger volumes, there is a need to
provide larger waiting area and wider
platforms.

(building, platforms, footbridges, sheds etc.).
Projected Daily Passenger Volumes for

Gampaha Station for 2035 is:
106,511 187,582 185,153
Passenger Volumes
8.4.7.2 Gampaha Station – Multimodal Diagnostic
There are several accesses to the railway station. The

main one is through the station building, located on a
busy commercial street. There is also a direct access
from the bus terminal via an elevated commercial link, on
the same side than the station terminal but slightly further
south. The two other accesses are on the other side of
the tracks: there are two pedestrian flyovers that allow
crossing the railway tracks and accessing the platforms.
The station building opens on a small plaza that is mostly

used as a parking area. There is no plaza or setback for
the other accesses.
There are no sidewalks next to the railway station, on the

main entrance side. Pedestrians have to walk between
parked cars and taxis. The junction opposite the main
entrance is quite messy with cars parked all over the
junction and no proper space for pedestrians.
The two flyovers allow pedestrians crossing the railway

tracks even if they do not go to the railway station.
The elevated pedestrian footlink provides a direct access

to the bus terminal but it seems seldom used as most of
the passengers prefer walking at the ground level,
through the commercial passage instead of the first floor.
Page 8-47
No facilities were noticed for bikes.
The main bus terminal is located next to the railway

station, accessible via the footling or the commercial
passage. Yet, another bus terminal exists; it is much
smaller and is located on the other side of the railway
tracks, 300 m away from the railway station.
The main bus terminal is very busy with 14 different bus

routes. The bus terminal is split into two with long
distance on one side and local buses on the other one.
There are approximately 20 bus bays which are used for
parking or for taking passengers. There is no information
within the bus terminal. The only information is the one
on the buses. Some benches are found within the
terminal for the passengers waiting for their bus.
There is no proper pedestrian access at ground level.

Passengers have to walk directly on the terminal road to
access the buses.
Some buses are also parked outside of the bus terminal

because of the lack of space within the terminal. It has to
be noted that the visit was don off-peak so the space
constraint must be even greater during peak hours.
Taxis are parking in front of the railway station, on the

station plaza, along the road and next / inside the bus
terminal. They are also found next to the fly-overs on the
other side of the tracks.
Private vehicles are parked on the station plaza and on

the neighbouring streets but they are not all relating to
the railway station but more to the commercial area
bordering the railway station. Parking is quite anarchic
and leads to chaotic traffic flow.
There is a car park in front of the bus terminal which was

quite fully used at the time of the site visit. Yet, the car
park serves the bus and railways stations as well as the
Page 8-48
commercial centre of the city.
Figure 8-25: Existing Intermodal Facilities and Bus Routes Serving Gampaha Station
Existing intermodal facilities at Gampaha Existing bus routes serving Gampaha Station
Station
8.4.7.3 Gampaha Station Opportunities
890. Gampaha is already a major multimodal hub: the railway station is the busiest one of
the suburban network, the bus terminal is well connected to the railway station, with
many local bus routes.
891. Improvement can be done on the direct surrounding of the station to offer more
secured and better space for pedestrian. The station plaza can be freed from any
vehicle and a proper taxi stand and car drop-off / pick-up area can be created between
the station building and the fly-over.
892. The junction in front of the station can be improved by removing the extra road space
that is currently used for anarchic parking and converting it into public plaza that can
be used by restaurants or shops.
Page 8-49
Figure 8-26: Gampaha Station Area Intermodal Opportunities
893. The bus terminal is currently overcrowded. It can be redeveloped with a dedicated
terminal for drop-off and pick-up of passengers and a bus park where the buses can
wait for their turn. The terminal can be dragged closer to the railway station by
demolishing the commercial passage. Instead, commercial kiosks can be developed
within the bus terminal next to the waiting areas.
894. As Gampaha is a major city of the Western Province and has a large hinterland, a park
and ride facility should be developed next to the station. Yet, there is space constraint
next to the station. The area just north of the station building would be ideal, but it is a
built up area. Land ownership should be assessed to estimate the feasibility of the
P&R on such place. It is also possible to build the Park and Ride on top of the bus
park, as a decked parking area. Roughly, 150 parking bays could be created per deck.
Yet, it has to be noted that a decked parking is more costly than a ground one in terms
of building and maintenance so the Park and Ride would not be free to cover at least
the operation costs. This implies that parking within the city centre has to be regulated
(short-term parking / toll parking…) to ensure that rail passengers actually use the Park
and Ride facility instead of parking on the streets in the CBD.
Page 8-50
8.4.8 Veyangoda station
8.4.8.1 Veyangoda Station – Station Diagnostic

895. Veyangoda is located approx. 4kms away from A1 highway accessed through B445
state road (see Figure 8-27). Veyangoda also serves nearby towns/villages through
B443, B444, B179, B208 state roads. Veyangoda is projected to be a major regional
bub with connectivity to nearby towns/villages. A bus terminus is located right across
the station.
Figure 8-27: Veyangoda Station

Station Building:
Veyangoda Station building is G+1 building with

retail shops and ticketing on Ground. First Floor
shops are unoccupied since they do not fall in
path of passenger movement.
The Ticket windows are located under the

arcade next to retail shops.
Passenger takes up the staircase to reach the Veyangoda station sicket windows
platform through the footbridge which is located
at northern end.
Page 8-51
Station can also be accessed through south-

west side. A small building exists on platform 1
containing ticket window
Veyangoda station building
Veyangoda station
Veyangoda bus terminal
There are four platforms at Veyangoda station:
 Platform 1 is approx. 280m long.
 Platforms 2 & 3 are approx. 310m long.
 Platform 4 is approx. 210m long.
Platform 4 is covered with approx. 120m long Platform 4

shed; platforms 2 & 3 are covered with approx.
90m long shed and platform 1 is covered with
approx. 50m long shed.
Page 8-52
Platforms 3 & 4 Platforms 1 & 2
Many Railway offices, operational building and passenger facilities are located on platforms
2 & 3.
Passenger waiting hall on Pplatforms 2 & 3.
Footbridges:
There is only one footbridge located at

Veyangoda connecting all four platforms and
both the sides of the station.
Plan showing location of footbridge.
Page 8-53
Footbridge
Veyangoda is a large station extended over

times. From the configuration of the platforms
and footbridge it can be concluded that station
was extended by building platform 4 and the
footbdridge at a later date.
The new building built on N-E side is not fully

utilized since the first floor shops are not in line
of passenger movement.
Platform is low than the level of train cars,

hence difficulty in boarding the train.
There is an opportunity to develop the station

with appropriate intermodal links and
refurbished station (building, platforms,
footbridge, sheds etc.)

Veyangoda Station for 2035 is:
47,297 105,075 99,266
8.4.8.2 Veyangoda Station – Multimodal Diagnostic
There are two accesses, on each side of the railway

tracks. The main station building is located on the
eastern side and opens on a very narrow road. The
second one is integrated in a commercial complex and
opens on a large plaza / road junction that leads to the
bus terminal.
Page 8-54
For both accesses there are no sidewalks for

pedestrians. Yet, on the eastern side, the road is a small
local one with little traffic so pedestrian can easily walk
on the road.
On the western side, there is more traffic and especially,

there are many buses going to the bus terminal. So the
pedestrian paths are not secured.
Some two wheels are found next to the eastern entrance,

parked next to the station building but there are no
facilities such as bike shelter at any access point.
The bus terminal is located just in front of the western

access of the railway station. There are facilities for
passengers such as waiting area and bus information. All
bays are dedicated to a specific line.
Taxis are parking on the station plaza, for both accesses.
There are no facilities for private vehicles.
Figure 8-28: Existing Intermodal Facilities and Bus Routes Serving Veyangoda Station
Existing intermodal facilities at Veyangoda Existing bus routes serving Veyangoda Station
Station
Page 8-55
8.4.8.3 Veyangoda Station Opportunities
896. Veyangoda can become a major multimodal centre. It already has a good bus-rail
connection and car accessibility is good. The main access will be shift from the eastern
side to the western one, close to the bus terminal.
897. The station area can be improved by securing pedestrian access, giving more space to
pedestrians via a car-free station plaza. The plaza could be extended toward the
existing bus terminal to create a good and secure link between the two stations.
898. As motorization will increase, it is fundamental to secure space for Park and Ride.
There is land available, between the railway tracks and Paramulla road to create a
parking area and a small Kiss and Ride (drop-off) area.
Figure 8-29: Veyangoda Station Area Intermodal Opportunities
Page 8-56
8.4.9 Ja-Ela station
8.4.9.1 Ja Station – Station Diagnostic

899. Ja-Ela is a suburb of Colombo, located approximately 20km north of the Colombo city
centre. Ja-Ela lies on the A3 road which overlaps with the E03 Colombo – Katunayake
Expressway at the Ja-Ela Junction. A33 highway also links to A3 very close to Ja-Ela.
Figure 8-30: Ja-Ela Station Location

Station Building:
Ja-Ela station building is accessed from A3

highway. The station building is a very small
one storey structure containing ticket windows
and passenger facilities, parcel room etc.
Ja-Ela station building
Page 8-57
Ticketing hall Toilets
Platforms:
There are 3 platforms at Ja-Ela Station,

approx.160m long.
Platform 1 is covered with approx. 60m long

shed. Platforms 2 & 3 are covered with a
minimal shed approx. 25m long.
Platform shed
Footbridge
There is only one footbridge located at

southern side of the platform linking all three
platforms.
Footbridge location
Projected Daily Passenger Volumes for Ja-Ela

32,007 32,007 32,007
Conditional Analysis
Ja-Ela is a small station in comparison to the

passenger volumes it is handling. Many
people living nearby were also seen
trespassing the railway lines through the
station. Platform edges of platforms 2 & 3 are
not built properly, they are of low height and
without any proper platform edge.
Platform edge
There is an opportunity to renovate the new
station (new building, platforms, footbridges,
Page 8-58
sheds etc.).
8.4.9.2 Ja-Ela Station – Multimodal Diagnostic
The station is located 100 m from the main road (A3), on

a local road. The main entrance is via the station building
but passengers also exit from the ends of the platforms
and cross the tracks at ground level to access the
eastern side of the tracks.
There are no proper sidewalks next to the station but

there is a pedestrian crossing in front of the station
building.
The footbridge is not connecting the eastern side of the

tracks so pedestrians cross the railway tracks wherever
they want to access this area.
There is a shelter with bikes and motorcycles but access

to this area was unclear (railway staff, rail passengers…)
as the shelter is located on the platform, within the
station boundary.
Ja-Ela bus terminal is located on the other side of A3,

250 m away from the railway station. Many bus serving
Ja-Ela are competing with the railway line as the main
destinations are Negombo, Ragama and Fort. The bus
terminal has a passenger shelter with bus bays and a
bus park.
There is no bus stop next to the railway station.
As the station is located in the curve of station road, a

small triangular plaza is located in front of the station.
Taxis park on this area.
There are no facilities for private vehicles. Some are

parked along the road but they did not seem to be related
to the railway station.
Page 8-59
Figure 8-31: Existing Intermodal Facilities and Bus Routes Serving Ja-Ela Station
Existing intermodal facilities at Ja-Ela Station Existing bus routes serving Ja-Ela Station
8.4.9.3 Ja-Ela Station Opportunities
900. To develop multimodality, the bus terminal could be moved next to the railway station.
Yet, there is a major issue of land availability next to the railway station. This needs to
be assessed carefully to determine the potential locations for a bus terminal.
901. Je-Ela is a large town and a private vehicle parking area should be proposed next to
the railway station, along the tracks.
902. The station footbridge could be extended toward the east to create a formal entrance
and prevent passenger from crossing the tracks. At the same time, the tracks can be
fenced between the station and the north road (St Marys road).
Page 8-60
Figure 8-32: Ja-Ela Station Area Intermodal Opportunities
Page 8-61
8.4.10 Secretariat Halt station
8.4.10.1 Secretariat Halt Station – Multimodal Diagnostic
The Halt is located next to the junction of Lotus road and

A4. There is no station building. Accesses are directly
done on the platform, from Lotus road for platform 1 and
from A4 bridge for platform 2.a
Access to the halt is mainly done by pedestrians.

Sidewalks and pedestrians crossings are found next to
the halt.
Bus stops are found in the neighbourhood of the halt but

there is no direct connection with the halt; Yet, it is to be
noted that the halt is only 600 m from Colombo Fort
where all the bus connections can be done. Passengers
connecting with a bus will preferably alight at Fort.
According to Megapolis master plan, there will be RTS

connection at Secretariat Halt.
Taxis are parked along lotus road, a little further from the
railway halt.
There is a car park next to the halt but it is most probably

not linked to the halt as the halt is more a destination
station in the morning than an origin one.
Page 8-62
Figure 8-33: Existing Intermodal Facilities and Bus Routes Serving Secretariat Halt Station
Existing intermodal facilities at Secretariat Existing bus routes serving Secretariat Halt
Halt
8.4.10.2 Secretariat Halt Station Opportunities
903. As the station will be in interchange with the RTS network, Secretariat halt can be
transformed into a station, with a station building located in the current car park and a
second access on Regal Terrace on the other side of the tracks. Access from Lotus
road can be preserved but the one directly on the A4 bridge can be removed. To
enhance and increase the platform area, this can be shifted to the south in front of the
lake area, and connect to the above described accesses through a walkway.
904. Next to the station building a plaza can be developed linking the building to Lotus road.
On the sides of the plaza intermodal facilities can be inserted such as bike shelter and
taxi drop-off / pick-up area.
905. According to the Megapolis master pan, the RTS line could follow the railway tracks. It
might be considered to have the RTS station on top of the railway one. This would
provide a fully integrated interchange and the station facilities can be share with the
RTS.
Page 8-63
Figure 8-34: Secretariat Halt Station Area Intermodal Opportunities
Page 8-64
8.4.11 Kompannavidiya station
8.4.11.1 Kompannavidiya Station – Multimodal Diagnostic
The station building is located at the end of the platform,

along Justice Akbar Mawatha. The station building is the
only access as the ends of platforms are fenced.
There is a small plaza in front of the station building.
There are sidewalks on the roads accessing the station.

The station access is clearly identified and the station
plaza is quite clear of motorized vehicles.
The level crossing barriers also prevent pedestrians from

crossing when the train is passing.
There are no bus stops next to the station. The closest

ones are located on A4, 400m from the station.
According to Megapolis masterplan, the RTS network

would be interchange with Kompannavidiya station.
There is a small space dedicated to taxis on the station

plaza.
Page 8-65
Figure 8-35: Existing Intermodal Facilities Serving Kompannavidiya Station
8.4.11.2 Kompannavidiya Station Opportunities
906. Kompannavidiya station is a local, urban station. It already has a good pedestrian
accessibility. Bike accessibility can be improved by proposing a bike shelter on the
station plaza.
907. Next to the station building a plaza can be developed linking the building to Lotus road.
On the sides of the plaza intermodal facilities can be inserted such as bike shelter and
taxi drop-off / pick-up area.
908. According to the Megapolis master pan, the RTS line could follow the railway tracks
from Secretariat Halt to Kompannavidiya and turn just before the station on Justice
Akbar Mawatha to go to A4 road. There are then two options to insert the RTS station:
either next to the railway tracks, or along Justice Akbar Mawatha. The best option will
be, depending on the insertion constraints, the one that minimize the interchange
distance and that give good visibility of the railway station from the RTS one.
Page 8-66
Figure 8-36: Kompannavidiya Station Area Intermodal Opportunities
Page 8-67
8.4.12 Kollupitiya station
8.4.12.1 Kollupitiya Station – Multimodal Diagnostic
The station is located along the seashore, at the corner

of Marine Drive, 150m away from A2 road.
The station is a central platform station and the station

building is directly on the platform. There is only one
access point, with a footbridge over the tracks. The
station boundaries are walled to prevent passengers
from grade crossing of the tracks.
The access is done via Marine Drive. Sidewalks not

continuous and some sections are narrow. There is no
pedestrian crossing next to the station.
The lack of adequate bus terminal leads to bus parking

along on the road and on the sidewalks which affects
pedestrian circulations.
There are no facilities for bikes. The footbridge to access

the station is not bike friendly and is in very bad
condition.
The main bus stops are located on A2 road, 150m away

but there are 5 routes that terminate at Kollupitiya, on
Marine Drive, next to the junction of A2 road (routes 140,
175, 177, 03/177 and 177/3). Yet, there is no dedicate
space for the buses to park before pick-up passengers
so buses just park along the road, crating mess and
congestion.
The RTS network should also be in interchange with

Kollupitiya station.
There is no space dedicated to taxis. They just park

along the road, between the buses or simply ride on the
road and ask for passengers.
Page 8-68
Figure 8-37: Existing Intermodal Facilities and Bus Routes Serving Kollupitiya Station
Existing intermodal facilities at Kollupitiya Existing bus routes serving Kollupitiya station
station
8.4.12.2 Kollupitiya Station Opportunities
909. Kollupitiya will become a major urban interchange centre with rail, RTS and buses.
There is a stretch of land, between the railway station and A2 road. The ownership of
the land and its availability is unknown to this study, but this land would have a very
high potential for intermodal purpose.
910. The station building could be moved from the platform to the current access of the
footbridge. A public plaza can be created in front of the station. This plaza would open
on the RTS station and the small urban bus terminal. Integration of the railway station
and the RTS station can be studied for better interchange between the two modes.
911. Taxis and bike shelters will be found directly next to the railway station entrance.
Page 8-69
Figure 8-38: Kollupitiya Station Area Intermodal Opportunities
Page 8-70
8.4.13 Bambalapitiya station
8.4.13.1 Bambalapitiya Station – Multimodal Diagnostic
The station is located along the seashore, along

Colombo Plan road.

access point, with a footbridge over the tracks. The
station boundaries are walled to prevent passengers
from grade crossing of the tracks.
The station access is not pedestrian friendly. There are

no sidewalks on Colombo Plan road and many cars are
parked, forcing pedestrians to walk on the carriageways
even is the traffic is quite important. There are no
pedestrian crossings next to the footbridge.
There are no bus stops close to the railway station. The

closest one is on A2 road, 300m away.
Yet, according to Megapolis masterplan, the RTS

network will be in interchange with Bambalapitiya station.
There is no dedicated space for taxis. They just park

along the road and next to the station footbridge.
Cars are parking along the road but they do not seem to
be relating to the railway station. There is no dedicated
facility.
Page 8-71
Figure 8-39: Existing Intermodal Facilities and Bus Routes Serving Bambalapitiya Station
Existing intermodal facilities at Existing bus routes serving Bambalapitiya

Bambalapitiya station station
8.4.13.2 Bambalapitiya Station Opportunities
912. Bambalapitiya could be improved by moving the station building from the railway
platform to the corner of station road / Colombo Plan road. This would allow creating a
station plaza where taxi can park to pick-up and drop-off passengers. A bike shelter
can also be created next to the station building.
913. Pedestrian crossings and continuous sidewalks have to be implemented next to the
railway station to secure pedestrian access.
914. The RTS station has to be created as close to the railway station as possible. It can be
considered to share some infrastructure such as the railway station building for
example, for a better integration.
Page 8-72
Figure 8-40: Bambalapitiya Station Area Intermodal Opportunities
Page 8-73
8.4.14 Dehiwala station
8.4.14.1 Dehiwala Station – Station Diagnostic

915. Dehiwala station is accessed through the station road coming from A2 road under the
flyover (see Figure 8-41).
Figure 8-41: Dehiwala-Mount Lavinia Station Location

Station Building:
Dehiwala station is accessed through a

footbridge next to a small old building. The
ticketing hall is located at platform level only.
Station building on platform has the basic

passenger facilities (ticketing & waiting) apart
from standard railway operational offices.
Station does not open onto seaside. Dehiwala station
Platforms Station building on footbridge
Page 8-74
Ticketing Hall Passenger Waiting
There are two platforms (island type

configuration) at Dehiwala Station, approx.
220m long, covered with a shed approx. 50m
long only.
Platform & sheds
Footbridge:
The only entrance to the station is through a

footbridge. Auto rickshaws come and drop/pick
up passengers right at the foot of the
footbridge.
One can further walk on the main road to

access the buses parked directly on the
roadside.
Footbridge

Dehiwala Station for 2035 is:
53,494 53,494 53,494
Auto rickshaws at foot of the footbridge
Page 8-75
Access to the platforms is not barrier free

since one has to climb the footbridge.
Platforms are lower in height resulting in
problems of boarding and alighting of trains.
There is an opportunity to improve the station

(building, footbridge, platforms, sheds etc.).
There is also an opportunity to open-up the Steps on the footbridge

station to the beach-side
8.4.14.2 Dehiwala Station – Multimodal Diagnostic
The station is located next to the seashore. The access

road is station road and it is a dead-end coming from A2
road.

access point, with a footbridge over the tracks.
The main access is from station road, but there is also a

pedestrian path along the railway tracks to connect with
the southern neighbourhoods. Some barriers protect the
path on the few first meters but after there is no barrier to
protect pedestrian from the railway tracks.
There are also some houses between the railway tracks

and the seashore but there is no secured pedestrian
access. Pedestrians have to cross the tracks at ground
level.
Dehiwala is a terminus stop for 8 bus routes (119, 156,

163, 167, 176, 198, 981, 118/156). The bus stop is on
Station road which means that buses have to do their U-
turn at the end of the road, next to the railway station with
little space to do it. As there is no proper bus terminal,
the buses just park along the road, waiting for their turn
to pick up passengers.
Taxis park at the end of station road, next to the

footbridge entrance.
Page 8-76
There is no dedicated space for private vehicles, they

park along the road.
Figure 8-42: Existing Intermodal Facilities and Bus Routes Serving Dehiwala Station
Existing intermodal facilities at Dehiwala Existing bus routes serving Dehiwala station
station
8.4.14.3 Dehiwala Station Opportunities
916. Dehiwala main issue is the absence of adequate facility for buses. As they park along
the road, they block pedestrian flow and alter safety.
917. The main opportunity is to use the space northeast of the station footbridge to create a
bus park where buses can park, do their U-turn and wait for their turn to pick-up
passengers. This will remove the buses parked along the road and provide facilities for
bus driver with the parking area. Then some bus bays on a saw-tooth shape basis can
be implemented at the end of station road, to pick up passenger close to the railway
station and improve multimodality.
918. The existing footpath could be upgraded and extended toward the sea, to offer a safe
and secured crossing of the railway tracks to access the seashore. Thus, tracks could
be fenced all along the railway station and further more. This would reduce train –
pedestrian conflicts.
Page 8-77
Figure 8-43: Dehiwala Station Area Intermodal Opportunities
Page 8-78
8.4.15 Mount Lavinia station
8.4.15.1 Mount Lavinia Station – Station Diagnostic

919. Mount Lavinia station is accessed through the roads coming from A2 road (see Figure
8-44).
Figure 8-44: Dehiwala-Mount Lavinia Station Location

Station Building:
Mount Lavinia station is accessed through a

single storey arcaded building with porch
leading to entry/ticketing hall and further to
platforms.
Mount Lavinia station
Entry/ticketing hall Stairs leading to footbridge on platform 1
Page 8-79
Platforms:
There are four platforms at Mount Lavinia

station all 260m long.
Platform 1 is covered with shed approx. 30m

in length and platforms 2 & 3 are covered with
shed approx. 20m long.
The shed is supported by cast iron columns

indicating to the period when this station was Platforms
built.
Shed columns Existing shed
Footbridge:
There is only one footbridge at Mount Lavinia

station at the northern end connecting all 4
platforms.
footbridge
footbridge
Projected Passenger Volume:
Projected Daily Passenger Volumes for Mount

Lavinia Station for 2035 is:
27,030 27,030 27,030
Page 8-80

building, its platforms, sheds, footbridge
another passenger facilities by providing new
finishes and barrier free access, still
preserving the heritage character of the
building.
Various existing elements
8.4.15.2 Mount Lavinia Station – Multimodal Diagnostic
The station is located next to the seashore, between the

Mount Lavinia Hotel and the Mount Lavinia Girls
Buddhist College. The station is quite hidden with no
straight and visible access from the main road.
There is only one access point, through the station

building.
There are no proper sidewalks up to the railway station.

The access road (station road) is quite narrow so the
absence of sidewalk can make pedestrian journey
unsafe.
No bus route is serving the station, the closest bus stops

are on A2 road, 500m away (crow-fly distance).
Some taxis are parked along the road but there is no

space dedicated to them.
Page 8-81
There is a small parking area north of the station but it is

largely unused.
Figure 8-45: Existing Intermodal Facilities and Bus Routes Serving Mount Lavinia Station
Existing intermodal facilities at Mount

Lavinia station
8.4.15.3 Mount Lavinia Station Opportunities
920. The main opportunity for Mount Lavinia is to develop a Park and Ride area next to the
station. Indeed, the station is located at the border of Colombo highly congested area.
Car owner can be interested in driving up to the station when the traffic is still good and
switch to the train to go to the congested area of Colombo.
921. Yet, there is a question of land availability: there is land next to the station but it seems
to be owned by the girls Buddhist College. Its availability needs to be carefully
assessed.
922. A more direct access road can also be considered, depending on land availability. It
would help giving more visibility to the station and a better attractiveness to the Park
and Ride.
Page 8-82
Figure 8-46: Mount Lavinia Station Area Intermodal Opportunities
Page 8-83
8.4.16 Moratuwa station
8.4.16.1 Moratuwa Station –Station Diagnostic

923. Moratuwa is a large suburb of Colombo city, on the southwestern coast of Sri Lanka,
near Dehiwala-Mount Lavinia. It is situated on the Galle–Colombo (Galle road) main
highway, 18 km south of Colombo city centre (see Figure 8-47).
924. The coastal railway line from Colombo to Matara runs through Moratuwa along the
coast. Railway stations at Angulana, Lunawa, Moratuwa, Koralawella and Egoda
Uyana serve residents of Moratuwa
Figure 8-47: Moratuwa Station Location

Station Building:
Moratuwa station building opens up into a

large plaza in the front where Moratuwa main
bus stand is located. In fact buses come and
park right next to the entrance.
Entry hall/ticketing hall leads directly to

platform 1.
Moratuwa station main building
Page 8-84
Moratuwa station main entrance Moratuwa station and temple
Entry/ticketing hall Passenger facilities and operation rooms
Moratuwa station and bus stand
Platforms:
There are three platforms at Moratuwa station

all approx. 275m long.
Platforms are covered with sheds approx.

120m long.
Platforms
Page 8-85
Footbridge:
The platforms are connected through one

footbridge towards the northern side.
footbridge
footbridge
Projected Daily Passenger Volumes for Mount

Lavinia Station for 2035 is:
20,554 67,901 75,956

building, its platform, sheds, footbridge
another passenger facilities by providing new
finishes and barrier free access.
Since, wooden/metal furniture is being

manufactured in Moratuwa, the station is also
being used to transport wooden/metal furniture
to Colombo by trains. Appropriate facilities to
transport cargo can be looked at.
Various elements of station
Page 8-86
8.4.16.2 Moratuwa Station – Multimodal Diagnostic
The station is located along AB11 road, just after the

junction with A2 road. There is a station plaza which is
shared with the bus terminal. The station building is the
only access to the station.
The station plaza is mostly used for parking, for taxis and
buses. There are also some Buddha statues in the
middle of the plaza and it is used as a roundabout.
The main access is through the station plaza. However, it

is used as a parking area so there is no secured
pedestrian path to access the station building.
There is a major bus terminal sharing the station plaza

with the railway station. There are approximately 10 bus
bays but it seems underestimated as many buses are
parked elsewhere on the station plaza.
The bus terminal is equipped with waiting areas, benches

and there is some passenger information on the bus
bays. Each bus bay is dedicated to one line.
Many bus routes are serving Moratuwa station.

Nevertheless, it is to be noted that there is an important
bus hub at Piliyandala, 7km from Moratuwa. It can be
considered extending all routes going to Piliyandala up to
Moratuwa to improve the connection between rail and
bus.
Taxis are parked on the station plaza, close to the

building entrance.
There are no facilities for private vehicles. They can

drop-off and pick-up passengers on the station plaza but
there is no parking facility.
Page 8-87
Figure 8-48: Existing Intermodal Facilities and Bus Routes Serving Moratuwa Station
Existing intermodal facilities at Moratuwa Existing bus routes serving Moratuwa station
station
8.4.16.3 Moratuwa Station Opportunities
925. Detailed proposals for Moratuwa have been developed under the World Bank report
“Colombo Low Carbon Urban Transport Study” in October 2014.
Page 8-88
8.4.17 Panadura station
8.4.17.1 Panadura Station – Station Diagnostic

926. Panadura is a large town in Kalutara District, Western Province in Sri Lanka. It is
located approximately 27 km south of the capital Colombo
Figure 8-49: Panadura Station Location

Station Building:
Single storey Panadura station building is

accessed through a porch entry protruding
onto front plaza. The front plaza is mainly used
for parking of auto rickshaw.
There is no separate ticketing hall, ticketing

windows open onto the front colonnade.
A small passage leads to platform 1 and a Panadura station

footbridge.
Page 8-89
Entry/ticketing hall Main entry Entry porch
Platforms:
There are three platforms at Panadura station:
• Platforms 2 & 3 are approx. 260m long.
Platform 1 is covered with a shed approx.

150m long. Platform 2 and 3 are covered with
a shed approx. 90m long. Platform 2 & 3.
Platform 1 Entry plaza
Footbridges:
There is only one Footbridge lining all 3

platforms. This footbridge is located on at
southern side of the station. The staircase of
the footbridge starts immediately on entry to
platform 1.
Footbridge
Page 8-90

Panadura Station for 2035 is:
127,508 187,458 189,188
Considering higher projected passenger

volumes, there is an opportunity to renovate
the station building, its platform, sheds,
footbridge another passenger facilities by
providing new finishes, barrier free access and
larger areas for ticketing and passenger
movement.
Various elements of Panadura station
8.4.17.2 Panadura Station – Multimodal Diagnostic
The station is slightly away from the main commercial

area and the main street.
The station opens on a large plaza that is also used as

the access road.
There is no secured pedestrian path leading to the

station. Pedestrians have to walk through the station
plaza and the road to access the station.
There are two bus terminals, on A2 road, on for SLTB

and one for private operators. They are 400m and 450m
away from the railway station. There are several local
routes as well as some long distance ones.
The SLTB bus terminal has no waiting area for

passengers whereas the bus terminal for private operator
proposes facilities for passengers with waiting area with
Page 8-91
shelter and bus information.
Taxis are parked on the station plaza to pick-up / drop-off

passengers.
Some cars were parked on the station plaza but there is

no formalized parking area or Park and Ride.
Figure 8-50: Existing Intermodal Facilities and Bus Routes Serving Panadura Station
Existing intermodal facilities at Panadura station Existing bus routes serving Panadura
station
8.4.17.3 Panadura Station Opportunities
927. Panadura has a very good potential to become a major multimodal hub. Indeed, there
is already a large bus network serving the Panadura hinterland and feeding to
Panadura; accessibility to the station area is really good because of A2 road, A8 road
and AB11 road. Yet, accessibility on the last hundreds meters can be improved to give
more visibility to the station.
928. Thus, it might be interesting to reshape Desasewa Mawatha and upgrade it as the
extension of A8 road up to the station. Yet, availability of the land needs to be
assessed.
Page 8-92
929. To improve integration of bus and rail, the two bus terminals should be at least merged
and if possible moved next to the railway station. Ideally, there should be less than
100m between the railway station and the bus terminal. Yet, if the moving is not
feasible, because of land constraint, nice pedestrian sidewalks, with planted trees and
visual contact must be implemented to ensure good connectivity between the railway
station and the current private operator bus terminal.
930. The station plaza needs to be formalized and preserved for pedestrians. Clearly
dedicated spaces for taxis and bike shelters have to be implemented to avoid taxis
parking on the station plaza. A drop-off area for private vehicles can also be created on
the station plaza.
931. To improve the station accessibility, the footbridge could be extended up to the other
side of the tracks and the existing railway building can be transformed into a secondary
station access. An access road up to the new station access has to be created where
a footpath already exists.
932. Basic intermodal facilities such as taxis and bike shelters need to be provided next to
the second access.
933. On the western side of the station there are two tracks that are abandoned. Theses
tracks could be removed to created space to insert a Park and Ride area, accessible
from the new station road. Around 80 bays can be offered and if needed, the parking
can be developed into decked parking to increase the capacity when needed.
Figure 8-51: Panadura Station Area Intermodal Opportunities
Page 8-93
8.4.18 Baseline Road station
8.4.18.1 Baseline Road Station – Station Diagnostic

934. Baseline Road is the second station after Maradana on KV-Line. The station is located
right next to the grade level crossing and most of the people enter the station at the
northern end of platform right next to the grade level crossing.
Figure 8-52: Baseline Road Station Location

Station Building:
The station main building can be accessed

by vehicles through Sri Nigrodharma
Mawatha
The entry leads to ticketing hall and then

access to the platform 1.
Since there are very few trains currently on

KV line, the second line is mainly used as Baseline Road station
passing line.
Page 8-94
Entry/ticketing hall Main entry
Platforms:
There are two platforms at Baseline Road

Station:
• Platform 2 is approx.80 long.
Platform 1 is covered with a shed approx.

30m long. Platform 2 is covered with a shed Platform 1 & 2.
approx. 15m long.
Footbridge:
Here is no footbridge at this station.

17,208 41,892 40,395
Platform-1
At operational level KV-line needs to be

revived by putting in 2nd track. At this time 2
options are being explored:
 Acquisition of land for additional track.
 Make the entire line elevated.
In both the cases, there is an opportunity to Existing elements

re-develop the stations.
Page 8-95
8.4.18.2 Baseline Road Station – Multimodal Diagnostic
The sub-station is located next to Baseline road, next to

Sri Nigrodharama Mawatha. There is a narrow access
road to the sub-station building but most of the access is
done from baseline road, directly on the end of the
platforms or on the other end of the platforms, from Sri
Nigrodharama Mawatha.
Baseline road is a high traffic road. It has good sidewalks

and protected pedestrian crossing. The access from the
end of the platform is regularly used but not formalized,
especially for the second platform (almost never used)
where there is only an earth path to access it.
The grade crossing on baseline road is only designed for

cars. It does not prevent pedestrians from crossing when
there is a train coming.
Sri Nigrodharama Mawatha is a local road with no

sidewalks. Access to the platform is done following the
tracks. There is no formalized path to access it.
Bus stops are located on Baseline road. If the bus stop

on the southbound direction is close to the railway
station, the other direction is quite further away,
approximately 250m away.
According to Megapolis masterplan, Baseline Road

station will be in interchange with the RTS network.
There is no space for taxis. Passengers have to call them

on baseline road.
There is no facility for cars.
Page 8-96
Figure 8-53: Existing Intermodal Facilities and Bus Routes Serving Baseline Road Station
Existing intermodal facilities at Baseline Existing bus routes serving Baseline road
Road station station
8.4.18.3 Baseline Road Station Opportunities
935. Baseline Road station is located in a very dense urban area. The main opportunities
for the station are to enhance pedestrian, bike and public transport accesses. This
means that all accesses must be secured for pedestrian with formalized sidewalk,
fence protection to prevent pedestrians from crossing the tracks in the middle of the
station. The grade crossing barriers could be extended to also block the pedestrians
when a train is coming.
936. For public transport, the bus stops could be moved closer to the railway station,
especially on the northbound direction. Accordingly, secured pedestrian crossing must
be implemented next to the station access to provide good access to the bus stop on
the northbound direction.
937. For the access on Sri Nigrodharama Mawatha, a secured pedestrian access can be
created to access the main platform. For the other one there is not enough space
available to provide a safe and secure path. Fencing of the tracks and the end of the
platform would prevent pedestrians from accessing on this side.
Page 8-97
Figure 8-54: Baseline Road Station Area Intermodal Opportunities
Page 8-98
8.4.19 Cotta Road station
8.4.19.1 Cotta Road Station – Station Diagnostic

938. The Cotta Road station is located at intersection of B62 road (cotta road) and
Buddhaloka Mawatha on KV-line. The entry to the station is right next to the grade
level crossing KV Line crosses Cotta Road.
Figure 8-55: Cotta Road Station Location

Station Building:
Cotta Road station building is a very small

hutment like structure with a very small
frontage.
The hutment contains a single ticket window.
Access to platform is through a very narrow

passage next to railway track. In fact lot of
people trespass through the grade level Cotta Road Station
crossing to access the platforms.
Page 8-99
Narrow passage to access the platform Grade level crossing
Platforms:
There is only one platform at Cotta Road

approx.30m long. The shed over platform is
only 20-25m long.
Platform
Footbridge:
Here is no footbridge at this station since there

is only one platform.

53,853 71,868 63,930
The station will be required to expand since

projected passenger volume for 2035 is very
high comparative to many other stations.
Revival of KV-line is necessary to connect the
suburban population.

Page 8-100
In both the cases, there is an opportunity to re-

develop the stations.
8.4.19.2 Cotta Road Station – Multimodal Diagnostic
The sub-station is located between Cotta road and

Ruhunukala Mawatha. The main access is from cotta
road, via the sub-station building. Because of the curve
the platform is not directly accessible from the building a
path along the tracks is needed to access it. However,
most of the passengers bypass the station building and
follow the tracks from Cotta road to access the platform.
There is a small setback in front of the station.
The second access is via Ruhunukala Mawatha where

pedestrian can walk few meters along the tracks to
access the end of the platform.
Sidewalks are available on Cotta road but they are not

continuous. The grade crossing is not very protected for
pedestrians.
There is a good pedestrian path along the tracks to

connect Cotta road to Sri Jayawardanepura Mawatha,
200m south. Yet, the tracks are not fenced along the
path.
From Ruhunukala Mawatha, there are no sidewalks and

the road is quite narrow.
There are no formalized bus stops but buses are

stopping next to the grade crossing.
There are also bus stops on Sri Jayawardanepura

Mawatha, but it is much further away.
According to Megapolis masterplan Cotta road station

will be connected to the RTS network.
Taxis are parking on the station plaza.
Page 8-101
There are no facilities for cars.
Figure 8-56: Existing Intermodal Facilities and Bus Routes Serving Cotta Road Station
Existing intermodal facilities at Cotta Road Existing bus routes serving Cotta road station
station
8.4.19.3 Cotta Road Station Opportunities
939. Cotta Road station is located in a very dense urban area. The main opportunities for
the station are to enhance pedestrian, bike and public transport accesses. This means
that all accesses must be secured for pedestrian with formalized sidewalk, fence
protection to prevent pedestrians from crossing the tracks in the middle of the station.
The station plaza is extended up to the tracks that are fenced. The station building
becomes the only entrance on that side.
940. A dedicated area is proposed for taxis so they do not park everywhere on the station
plaza. Similarly, a bike shelter is created on the station plaza. Secured pedestrian
crossings are proposed next to the railway station. For public transport, the bus stops
are formalized next to the railway station, with adequate passenger information and
bus stop pull-out.
Page 8-102
Figure 8-57: Cotta Road Station Area Intermodal Opportunities
Page 8-103
8.4.20 Narahenpitiya station
8.4.20.1 Narahenpitiya Station – Station Diagnostic

941. The station located on Muhandiram E Dabare Road very near to AC8 road (Baseline
Road). Entry to the station is right next to grade level crossing.
Figure 8-58: Narahenpitiya Station Location

Station Building:
Station building of Narahenpitiya Station is a

single storey structure located next to the grade
level crossing.
The building extends over the entrance as an

entry porch. Ticket windows open directly under
the porch.
Waiting hall and railway rooms are located at Narahenpitiya Station

platform 1
Page 8-104
Ticket windows Waiting hall
Platforms:
There are two platforms at Narahenpita Station.
• Platform 1 is approx.100m long. The

shed over platform is only 60m long.
• Platform 2 is also approx. 100m long but

built out of temporary precast elements,
it has been built only as a passing line.
Platform
Footbridge:

40,039 55,363 53,547
Since train service on KV-line is very less, lot of

pedestrian use the tracks to trespass to go to Platform
other part of town.
At operational level KV-line needs to be revived

by putting in 2nd track. At this time 2 options are
being explored:
In both the cases, there is an opportunity to re- Entry Porch

Page 8-105
8.4.20.2 Narahenpitiya Station – Multimodal Diagnostic
The station is located next to Baseline road / Ven.

Muruththettuwe Ananda Himi Mawatha junction. The
station opens on a very small plaza that leads to
Muhandiram E. Dabare road.
There are discontinuous sidewalks on Muhadiram E.

Dabare road. On baseline road and Ven. Muruththettuwe
Ananda Himi Mawatha, there are large sidewalks and
traffic light protected pedestrian crossings.
Pedestrians have been seen walking on the tracks to

access Kirimandala Mawatha on the south.
The bus stops are located on baseline road, on each side

of the junction. The bus stops are equipped with a shelter
and benches for passengers waiting for the bus. Yet,
most of the lines running on baseline road go to High
Level road, competing with Kelani Valley line. There are
then little opportunities for rail-bus interchange.
According to Megapolis masterplan, Narahenpitiya

station will be connected to the RTS network.
Taxis can park on the station plaza even if there is no

dedicated space for them.
There are some cars parked along Muhadiram E. Dabare

road but they are probably not linked to the railway
station.
Page 8-106
Figure 8-59: Existing Intermodal Facilities and Bus Routes Serving Narahenpitiya Station
Existing intermodal facilities at Existing bus routes serving Narahenpitiya

Narahenpitiya station station
8.4.20.3 Narahenpitiya Station Opportunities
942. The main opportunity for Narahenpitiya station is to improve the connection with
Baseline road and the visibility of the station. A good pedestrian path should be
implemented along Muhandiram E. Dabare road to link the station with baseline road
junction. This path would also give a clear visibility of the station from the junction, the
bus stops and the future RTS system.
943. In front of the station, the plaza can be improved by creating a bike shelter next to the
platform and by slightly pushing the taxi from the plaza to dedicate it to pedestrians.
944. Then, the ends of platforms should be fenced to prevent pedestrians from walking
along the tracks. At the same time, the path should be fence at the grade crossing in
Kirimandala Mawatha, in the south.
Page 8-107
Figure 8-60: Narahenpitiya Station Area Intermodal Opportunities
Page 8-108
8.4.21 Nawinna station
8.4.21.1 Nawinna Station – Station Diagnostic

945. Nawinna station can be accessed through B291 road approx. 100m away from A4
Highway / High Level Road.
Figure 8-61: Nawinna Station Location

Station Building:
Station building of Nawinna Station is a small

single storeyed hutment like structure.
Access to the station is through a narrow road

next to car garages, hence not a very
attractive road.
The hutment contains a single ticket window.

Nawinna Station
Page 8-109
Ticket windows Entry to platform
Platforms:
Platforms at Nawinna have been built later,

hence difference in floor level at the entrance,
not suitable for barrier free access.
There is only single rail line and platform at

Nawinna approx. 140m long.
One can see readiness for an additional

ballasted track at Nawinna.
Platform
Footbridge:

Nawinna Station for 2035 is:
19,427 23,165 24,085
Preparation for additional track.

Page 8-110
In both the cases, there is an opportunity to re-

8.4.21.2 Nawinna Station – Multimodal Diagnostic
Nawinna sub-station is located next to High Level road,

on a remote road. There is just one entrance from the
station building even if most of the passengers prefer to
walk on the tracks and access by the platform.
The access road goes through a garage / car wash.

There is no secured, dedicated access for pedestrians.
There are no bike facilities.
The closest bus stops are on High Level road, more than
300m away so there is no bus connection.
At the time of the site visit there was no service so no

taxis were waiting.
There are no facilities for cars.
Figure 8-62: Existing Intermodal Facilities at Nawinna Station
Page 8-111
8.4.21.3 Nawinna Station Opportunities
946. Nawinna station has a very good accessibility from High Level road. It is located just
before the highly congested area. There is then a good opportunity for creating a Park
and Ride facility.
947. Some land is available next to the railway station. Currently it is used for ballast
storage but it can easily be transformed into car park area.
948. A second access can be created from the Richard Pieris & Company industry access
road.
949. Taxi stands and bike shelter can be created next to the station plaza to provide all the
needed basic intermodal facilities.
Figure 8-63: Nawinna Station Area Intermodal Opportunities
Page 8-112
8.4.22 Maharagama station
8.4.22.1 Maharagama Station – Station Diagnostic

950. Maharagama station can be accessed through B504 road approx. 60m away from A4
Highway / High Level Road.
Figure 8-64: Maharagama Area

Station Building:
Station building of is constructed over the

tracks with a FoB link to the market road/B504
road.
The building extends over the tracks, though it

is not usable since all the passengers use
tracks next to grade level crossing on B504
road/market road to access the station. The
area constructed on 1st floor remains
unutilized.
Ticket Hall cum waiting area is on the platform

itself and right at the bottom of the footbridge.
Maharagama Station
Other than ticket windows and waiting hall,
rest of the railway operational offices are also
located in the building on the platform.
Page 8-113
Ticket Windows Waiting Hall
Platforms:
There are two platforms at Maharagama

Station, approx. 90m long.
The shed over platform is only 30m long.
Platform
Footbridge:
There is one footbridge from the railway road

to the upper building and then linking to
platforms. The footbridge moves along the
empty rooms on the first floor. It is evident that
the footbridge and the first floor are not used
by passengers.
Footbridge

Maharagama Station for 2035 is:
23,220 45,897 46,105
Since train service on KV-line is very less.

During the non-peak hours, the track facing View of market and grade level crossing from
the main market is used by temporary street footbridge
retail.
Page 8-114

In both the cases, there is an opportunity to re- Street retail along tracks leading to the station.
One of the lessons can be drawn from this

building is that building can be occupied only
when it is on the way of passenger circulation,
otherwise it is a bad example of
redevelopment.
8.4.22.2 Maharagama Station – Multimodal Diagnostic
The station is located few meters away from High Level

road, next to Pamunuwa road, a busy commercial street.
As the service is discontinued during of—peak hours,
commercial stands are found on the railway lines.
The formal access point is via a footbridge but it seems

totally used. The main access is via the tracks, at the end
of the central platform.
Some other accesses can be found along station road,

along the tracks.
Pamunuwa road is so busy with commercial stands that

there is no more space for pedestrians. Traffic is chaotic
so pedestrians have to walk between cars and
motorcycles.
The footbridge to access the station is used.
Maharagama is a busy bus terminal. Yet, the bus

terminal is too small compared to the number of bus
routes and unfortunately not connected to the railway
station.
If some services compete with KV Line, many of them

are feeding areas not connected to the railway network.
There is here a good opportunity to improve connection
between the bus network and the railway one.
Page 8-115
There is no space for taxis to wait for passengers. They

mostly are waiting next to the bus terminal, 300m away.
There are strictly no facilities for private vehicles.
Figure 8-65: Existing Intermodal Facilities and Bus Routes Serving Maharagama Station
Existing intermodal facilities at Existing bus routes serving Maharagama

Maharagama station station
8.4.22.3 Maharagama Station Opportunities
951. The main opportunity for Maharagama station is to fully integrate the bus terminal and
the railway station.
952. This can be done by creating a new access for the railway station, next to the bus
terminal. This area is currently used for a market. The land can be split onto two with
one side for the station plaza and the other side for a formalized market, more space
efficient.
953. On the plaza a pedestrian footbridge would allow passenger to access the platform
without crossing directly the tracks. Fencing may be added to ensure passengers are
correctly using the footbridge.
954. Taxi stands and bike shelter will also be found directly on the plaza or adjacent to it.
The main opportunity for Maharagama station is to fully integrate the bus terminal and
the railway station.
Page 8-116
955. This can be done by creating a new access for the railway station, next to the bus
terminal. This area is currently used for a market. The land can be split onto two with
one side for the station plaza and the other side for a formalized market, more space
efficient.
956. On the plaza a pedestrian footbridge would allow passenger to access the platform
without crossing directly the tracks. Fencing may be added to ensure passengers are
correctly using the footbridge.
957. Taxi stands and bike shelter will also be found directly on the plaza or adjacent to it.
958. The bus terminal can be slightly expended is High Level is reorganized to have two
directions / 2 lanes per direction on the road and then just one lane per direction on
northern road to access the city.
959. Adequate pedestrian crossings need to be provided at the different junctions as the
place is a busy commercial area with many pedestrians.
Figure 8-66: Maharagama Station Area Intermodal Opportunities
Page 8-117
8.4.23 Malapalla / Makumbura station
960. Currently the sub-station is located at Malapalla, 500m from High Level road, close to
Galawila road (see Figure 8-67). Yet, the station will be moved closer to High Level
road and integrated with Makumbura Bus Terminal. The bus terminal and the new
station are currently under construction. The old Malapalla station will not be used
anymore as the two stations would be too close.
Figure 8-67: Existing and New Location of Malapalla 7 Makumbura Station
961. The project includes:
• The moving of the station. The station

building will be created next to the curve
and the platform will extend on the
straight line;
• The bus terminal will include a drop-off
area, close to the railway station and
then several bus bays in the other side to
pick-up passengers;
• On the first floor of the bus terminal
some waiting area and restaurants will
be found;
• A footbridge will be created to directly
connect the railway station with the first
floor of the bus terminal;
• The bus drop-off area will be shared with
taxis and private vehicles for drop-off.
Page 8-118
962. On longer term a park and ride area will be created at the north of the bus terminal.
963. The following figures are 3D imagery from the project, given by the Consultant.
Figure 8-68: 3D Imagery of Makumbura Bus Terminal
964. It is to be noted that currently there is a large bus terminal in Kottawa, just few
kilometres west of Makumbura. To improve interchanges and mode integrations, the
bus terminal in Kottawa should be shifted to Makumbura. This does not prevent buses
to stop at Kottawa bus the bus routes should be extended up to Makumbura for their
final stop.
Page 8-119
8.4.24 Homagoma station
8.4.24.1 Homagoma Station – Station Diagnostic

965. Homagama is a town in Colombo District, Western Province of Sri Lanka, 24km from
the city of Colombo. & is located on eastern side of E01 expressway. Homagama
station is located in the town of Homagama, approx. 2.6 km from the road exchange
between E01 and A4 and can be accessed through B452 road approx. 500m away
from A4 highway.
Figure 8-69: Homagama Station Location

Station Building:
The station building is located next to the

grade level crossing of B452 road. The station
building is a small single storey structure on
Denzil Kobbekaduwa Mawatha.
The station building is located on platform 1

with a porch opening onto the access road.
Homagama Station
Page 8-120
Ticket windows Entry stairs
Platforms:
There are two platforms at Homagama

Station, approx. 100m long.
The shed over platform is only 30-40m long.
Platform
Footbridge:
There is one footbridge connecting the two

platforms on the western side of the station
right next to the entry structure.
footbridge

Homagama Station for 2035 is:
1,831 1,831 1,831
Projected volume is very less mainly due to

accessibility and stations close to each other Existing parking sheds on right opposite empty land
within 1km distance.
Page 8-121

In both the cases, there is an opportunity to re- Station access road

8.4.24.2 Homagoma Station – Multimodal Diagnostic
Homagoma station is located 500m away from High

Level road, at the junction of Galawila road and station
road (coming from High Level road).
There is only one access point via the station building as

the ends of platform are fenced.
There are no formalized sidewalks to access the railway

station. Yet, there is enough space on the side of the
road for pedestrians.
Within the station a footbridge allows passengers to

change platform.
There are no formalized bus stops on the roads but

buses stop next to the Galawila road / station road
junction.
Yet, most of the routes running on High Level road are

not rerouted up to the station. They just stop at
Homagoma bus terminal, few meters before station road.
In front of the railway station there is a large unused

space with no clear function. This is used by taxis and
cars to park.
Page 8-122
Figure 8-70: Existing Intermodal Facilities and Bus Routes Serving Homagoma Station
Existing intermodal facilities at Homagoma Existing bus routes serving Homagoma station
station
8.4.24.3 Homagoma Station Opportunities
966. The land in front of the station can be used to create a local bus interchange where all
feeder buses could stop.
967. A small plaza can be stretched along the railway tracks between the railway station
and Station road.
968. A park and Ride area can be developed at the north of the tracks as Homagoma drains
a large hinterland and private vehicle feeding to the station may become important
here.
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Figure 8-71: Homagoma Station Area Intermodal Opportunities
Page 8-124
8.5 GENERAL RECOMMENDATIONS FOR MULTIMODALITY

DEVELOPMENT
969. When developing intermodal facilities pedestrians must be at the centre of the design.
Indeed, whatever mode passengers are switching from or to, they have to walk
between the two. Thus, nice pedestrian accesses are a priority when designing
multimodal facilities.
970. To ensure good pedestrian circulation within the multimodal facilities, it is compulsory
to offer good visibility and visual linkage between all the facilities and quality pedestrian
paths with sidewalks, car free station plaza... Road crossings must be avoided as
much as possible. Yet, when needed, large and secured pedestrian crossing need to
be created where the path is the shortest; pedestrians don’t walk further to just to cross
on a dedicated crossing point, they will just take the shortest path.
971. Then all modes must be displayed along these pedestrian areas with the following
constraints:
■ Bike shelters have to be located as close to the station access as possible. Yet,
their location should also be close to the access road not to interfere too much with
pedestrians. The facilities must also be visible from the main accesses to ensure
security of the parked bikes;
■ Between motorised modes, public transports should be favoured in terms of
distance. They should have the shortest access from the station entrance and as
much as possible no need for road crossing. Yet, as bus stops and bus terminal
can be space consuming, it is recommended not to have them directly in front of
the station, in order not to block the visual linkage;
■ Taxis should be found adjacent to the station plaza and private vehicles (drop-off –
Kiss and Ride - and Park and Ride) would be found a little further.
972. As the station becomes more important, in terms of ridership, it becomes more useful
to allow access from both sides of the railway tracks. In that case, basic intermodal
facilities such as pedestrian plaza, bike shelter, taxi stands and car drop-off area need
to be provided on the second access point.
973. When the interchange is with a future RTS network, integration of the railway station
and the RTS station needs to be studied to provide shorter distance between the two
modes. Ad example, when feasible, the RTS station could be deployed on top of the
railway station area to have a direct access between the two modes.
974. The following Figure 8-72 to Figure 8-78 show the general recommendations by
station typology.
Page 8-125
Figure 8-72: General recommendations for Major Multimodal Centres
Figure 8-73: General recommendations for Major Bus – Rail Interchanges
Figure 8-74: General recommendations for RTS – Rail Interchanges
Figure 8-75: General recommendations for Waterway – Rail Interchanges
Page 8-126
Figure 8-76: General recommendations for Major Park and Ride Stations
Figure 8-77: General recommendations for Urban Local Stations
Figure 8-78: General recommendations for Local Stations
8.6 GENERAL RECOMMENDATIONS : S TATION IMP ROVEMENT

1. Passenger Comfort
a. Min. area required for queuing, circulation.
Station sizing is one of the most critical points. Station sizing is proposed to
follow Level of Service (LOS) Performance Standards by J. J. Fruin, 1987 for
pedestrian circulation / queuing.
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b. Dealing with high passenger volume for vertical transport – Use of Escalators
at strategic locations.
c. Segregation of incoming and outgoing passengers for bigger/special stations.
2. Barrier Free Access / Facilities for specially abled passengers.
a. Provision of Lifts – min. one for each platform and entry structure.
b. Provision of Tactile tiles
3. Trespassing Control
Identify areas of trespassing and fencing of those areas.
4. Station Elements
a. Increase of the height of the footbridge to suit to electrification requirement
b. Increase of the height of platforms to suit to SoD (schedule of Dimensions)

requirement
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c. Reconfiguration of platforms as required by operational studies.
5. Station Finishes
Use materials which are modern and require low maintenance.
6. Station Signage
It is proposed to develop a signage design guidelines for the station
7. Station accessibility designs shall conform to Sri Lanka regulations, in particular, the
Protection of the Rights of Persons with Disabilities Act (No. 28 of 1996.
Page 8-129
8. Summary of General Recommendations for all the stations:
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8.7 FORT-MARADANA | COLOMBO CENTRAL

8.7.1 Introduction
975. Fort and Maradana lies at the heart of the Colombo Railway System. City around the
stations is transforming.
976. During the discussions and meetings with technical committee, we have captured the
following Railway’s vision for suburban railway improvement:
■ Efficient and modern mode of transport

■ Preferred and Safe mode of transport
■ Efficient connectivity to the city
■ Contribute to city’s vision of redevelopment
977. Following is the city’s vision of “Colombo Downtown” vision
■ Position Colombo as Asia’s new global city

■ Enliven the business district with waterfront shopping and entertainment complexes.
■ Restore and revitalize the existing Fort and Pettah Bazaar heritage districts.
■ Develop a multimodal transport hub and world-class mass transit infrastructure.
■ Promote Colombo as a cruise travel destination.
■ Develop Port City as extension of the CBD.
978. Current ADB PPTA Consultancy Assignment gives Sri Lankan Railways an opportunity
to meet their vision. The project aims in removing operational and infrastructure
problems to meet the traffic demand of future 2035.
979. One such issue presented during the “technical committee meeting” of 18th Nov’2016 is
redevelopment of station (with special focus on Fort and Maradana) and an opportunity
to develop a new station “Colombo Central” on the Railway Land of 36 Ha (see Figure
8-79) including property development to fund the Sri Lanka Railways.
Page 8-131
Figure 8-79: Colombo Fort - Maradana Area
980. The proposal is aimed to fully integrate the Railways with the City Transport
Development and in turn ease out the operational problems between Fort and
Maradana.
981. Following options were explored:
■ Base Option: Improve Fort and Maradana.

■ Option 1: New Colombo Central Station (integrating both sides of the city)
■ Option 2: New Colombo Central Station (with restricted integration to the south side)
■ In addition, Sri Lanka Railways has explored another option whereby Colombo Fort
station is expanded southeast covering the floating market area.
982. Following “Key Questions” were explored:
a) What does Colombo Central mean?

b) Location of Maintenance / Stabling Areas?
c) Future Use of Fort and Maradana Stations?
983. In this section, solutions to the above questions have been looked at. Further to the
interim report, the Consultant proposes that suitable solutions for all stakeholders (Sri
Lanka Railways, MOT&C, Megapolis Project, potential private stakeholders) be identified
through a concerted approach to the Colombo Fort-Maradana Stations area.
8.7.2 Base Option – Improve Fort and Maradana Stations
984. Within the scope of this PPTA, the Consultant will continue to prepare this base option,
with improvements to Fort and Maradana stations. Other than the general improvement
suggested in previous sections, other key aspects of such improvements are:
Page 8-132
1) Heritage: Preserve Heritage and transform.

2) Passenger Comfort: Create more space for passenger circulation.
3) Inter-modality: Improve Intermodal Connections.
8.7.2.1 Heritage
985. Both Fort and Maradana Stations has a Heritage value attached to the buildings/sheds
because of unique architecture indicating an era in which it was build (see Figure 8-80).
It is important not only to preserve the heritage but also to transform it for future.
Figure 8-80: Fort and Maradana Station Heritage Vale
986. It is important to identify which part of the building comes under “Heritage Priority” and
which part can be “demolished”. Layouts below represents the “Heritage Priority” and
need to preserve the architecture, not only preserve but also transform it to make it good
for future use.
Figure 8-81: Heritage Priority (Fort)
Page 8-133
Figure 8-82: Heritage Priority (Maradana)
987. One such example of restoration of Heritage (by

literally protecting it) is Strasbourg station in
France, where a new roof has been erected not
only to conserve the heritage building but also to
create more circulation area and new linkages.
Figure 8-83: Example of protected heritage

station – Strasbourg, France
(Strasbourg, France | source- AREP Ville and SNCF)
988. We also recommend to remove the network of footlink near Maradana station and to
provide adequate views to the heritage building:
Page 8-134
Figure 8-84: Removing footbridge near Maradana station for cleared view
8.7.2.2 Passenger Comfort
989. It is also important to create new area and new circulation to handle future passenger
load. With proposed electrification of railway lines, a min. clearance is required for
traction infrastructure due to which many of the bridges are to be demolished. To
provide for such circulation area and such linkages and still to preserve the Heritage, we
can either:
1) Make higher new sheds with new over-bridges/concourses. Example below is just an
illustration on how a new shed spanning across the platforms is possible.
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Figure 8-85: New Higher Shed with Heritage Building at back
2) Make new subways under the station. The figure below illustrates ways to create
more basement/underground area for circulation and linkages in addition to
passenger facilities, retail etc.
Figure 8-86: Possible new station area underneath Fort
Page 8-136
990. Illustration below is of St. Lazare Station, Paris, France where two useable basements
and two car parking were created under the station.
Figure 8-87: Example of new concourse underground in St. Lara Station, Paris
Page 8-137
Figure 8-88: Top Down Construction under a heritage building to create four additional levels
(St. Lazare Station | source- AREP Ville and SNCF)
8.7.2.3 Inter-modality:
991. Section 8.4.1 and Section 8.4.2 detailed the proposed intermodal improvements for
Colombo Fort and Maradana station respectively, proposing more direct interconnectivity
to bus services at both stations and connectivity to the future waterway service in the
lake area at Fort.
8.7.3 Schematic Options
992. We explored 2 options, primarily focussing on New “COLOMBO CENTRAL STATION”

with following key questions:
■ What does Colombo Central mean?

■ Maintenance / Stabling Areas next to new station or away?
■ Future Use of Fort and Maradana Stations?
What does Colombo Central mean?
COLOMBO CENTRAL is an opportunity to develop:
- ICONIC PROJECT
- Creates urban form within the city and animated the urban life.
- PASSENGER COMFORT
- Large Concourses to handle more passenger
- Ease of circulation & crowd control
Page 8-138
- Ease of access/egress
- INTEGRATE TRANSPORT HUB
- Connections with road, rail, metro, water for efficient disbursal of passenger
- Open-up opportunities to integrate with City’s Vision “DOWNTOWN
COLOMBO” for tourism, entertainment, leisure.
- A COMMERCIAL HUB
- Commerce within the station
- Commerce around the station
Maintenance and Stabling areas next to the station or away?
993. There are worldwide examples of maintenance and stabling areas not necessarily near
the main station.
Figure 8-89: Example of stabling and maintenance areas and central station locations
994. Together with the Sri Lanka Railways, adequate maintenance/stabling area/shed will be
identified. During further course of study, we keep on exploring suitable solution for the
same.
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Future Use of Fort and Maradana Stations?
995. We propose to preserve and transform Fort and Maradana. The scheme is
demonstrated below through following international examples:
Preserve the sheds
Preserve the Façade
FAÇADE LIGHTING | ST. LAZARE, PARIS | source: SNCF
Page 8-140
Reuse Fort Station for Luxury Trains (for Fort, Maradana could continue to cater to
suburban passengers)
Page 8-141
Provide new passenger facilities
8.7.4 Way Forward
996. The following figures show some of the alternative options presented for the central
station. Whilst the concept of a new Colombo Central Station has been, in general,
accepted since the scheme adds value to the overall vision of Megapolis master plan /
proposed transport hub / Beria lake restoration, the multitude of stakeholders makes it
difficult to move forward in a coordinated manner.
997. Further to concepts presented in this Report within this, there is a requirement of
developing the “New Colombo Central Project” in coordination with scheme of proposed
intermodal hub by Megapolis, Sri Lanka Railways operational and commercial
requirements, MOT&C property interests, and other possible stakeholders’ interests.
998. This New Colombo Central Project can be conceived as a separate project, or it can be
part of the suburban rail modernization project, as an iconic presence of the new,
modernized Sri Lanka Railways, a truly new system with a new Colombo Central
Station.
Page 8-142
1. Improve Fort and Maradana Stations. No new Central Station
Page 8-143
2. Besides Fort Station (as proposed by Megapolis Project)
Page 8-144
3. Between Fort and Maradana (as proposed in the Interim Report)
Page 8-145
4. Over the Floating Market (new proposal)
Page 8-146
8.8 S TATIONS S ELECTED FOR FURTHER CONCEP TUAL DES IGN

8.8.1 Dehiwala
8.8.1.1 Summary of Diagnostic studies
999. Dehiwala Station is on located on the Coastal line located in Dehiwala-Mount Lavinia
District of Colombo Region.
1000. This is one of the typical stations of Sri Lanka Railway Network that will get affected by
modernisation of the railway network.
1001. Station Diagnosis studies indicate-
■ the station as a typical station with island platform and access through a footbridge
next to a small old building.
■ the ticketing hall is located at platform level only.
■ access to the platforms is not barrier free since one has to climb the footbridge.
■ Platforms are lower in height resulting in problems of boarding/alighting of trains.
1002. Multimodal Diagnosis studies indicate
■ The access road is station road and it is a dead-end coming from A2 road.
■ Dehiwala is a terminus stop for eight bus routes (119, 156, 163, 167, 176, 198,
981, 118/156). The bus stop is on Station road which means that buses have to do
their U-turn at the end of the road, next to the railway station with little space to do
it. As there is no proper bus terminal, the buses just park along the road, waiting for
their turn to pick up passengers.
■ Taxis park at the end of station road, next to the footbridge entrance
■ The main access is from station road, but there is also a pedestrian path along the
railway tracks to connect with the southern neighbourhoods. Some barriers protect
the path on the few first meters but after there is no barrier to protect pedestrian
from the railway tracks. There are also some houses between the railway tracks
and the seashore but there is no secured pedestrian access. Pedestrians have to
cross the tracks at ground level.
■ There are no facilities for bikes.
■ There is no dedicated space for private vehicles, they park along the road.
1003. With proposed electrification of lines and additional track for operational improvement
of Railway Network, there is an opportunity-
■ to improve the station (building, footbridge, platforms, sheds etc.).

■ to open-up the station to the beachside.
■ to segregate drop off vehicles (autos, cars) and public transport (buses).
8.8.1.2 Existing Layout Plan

■ The station is on coastal line having island platforms resulting in access to the
platforms through footbridge.
■ The access road to station ends at the foot of footbridge.
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■ There is no direct access to the beachside nor the footbridge is crossing the station
and hence a problem of trespassing through the track.
Figure 8-90: Dehiwala Existing Layout Plan overlapped onto Google Earth Map
8.8.1.3 Proposed Layout Plan:
1004. The proposed plan envisage-
■ Construction of new platform

■ Construction of 2 new footbridges (second north footbridge is optional)
■ Construction of new station building over railway airspace (can be only roof over
railway tracks), having new ticketing, waiting, passenger facilities and railway
offices
■ Optional: A new Road deck over railway tracks to segregate between Auto/Taxi
drop-off at deck level and bus terminus below at road level.
■ Reuse of unutilized old building (Colonial building) as a new passenger facility –
coffee shop.
Page 8-148
Figure 8-91: Dehiwala Proposed Layout Plan overlapped onto Google Earth Map
8.8.2 Moratuwa
1005. Moratuwa is a large suburb of Colombo city, on the southwestern coast of Sri Lanka,
near Dehiwala-Mount Lavinia. It is situated on the Galle–Colombo (Galle road) main
highway, 18 km south of Colombo city centre.
1006. The coastal railway line from Colombo to Matara runs through Moratuwa along the
coast. Railway stations at Angulana, Lunawa, Moratuwa, Koralawella and Egoda
Uyana serve residents of Moratuwa. This is one of the typical stations where existing
intermodal exchanges happen right across the station.
■ the station building opens up into a large plaza in the front where Moratuwa main
bus stand is located. In fact, buses come and park right next to the entrance.
■ There are 3nos. platforms at Moratuwa station all approx. 275m long.
■ The platforms are connected through one footbridge towards the Northern side.
■ Platforms are lower, resulting in problems of boarding/alighting of trains.
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1008. Multimodal Diagnosis studies indicate-
■ The station is located along AB11 road, just after the junction with A2 road.
■ There is a station plaza which is shared with the bus terminal.
■ There is a major bus terminal sharing the station plaza with the railway station.
There are approximately 10 bus bays but it seems underestimated as many buses
are parked elsewhere on the station plaza.
■ The bus terminal is equipped with waiting areas, benches and there is some
passenger information on the bus bays. Each bus bay is dedicated to one line.
■ Many bus routes are serving Moratuwa station. However, it is to be noted that there
is an important bus hub at Piliyandala, 7km from Moratuwa. It can be considered
extending all routes going to Piliyandala up to Moratuwa to improve the connection
between rail and bus.
■ The station plaza is mostly used for parking, for taxis and buses. There are also
some Buddha statues in the middle of the plaza and it is used as a roundabout.
■ The main access is through the station plaza. Nevertheless, it is used as a parking
area so there is no secured pedestrian path to access the station building.
■ Taxis are parked on the station plaza, close to the building entrance.
■ There are no facilities for private vehicles. They can drop-off and pick-up
passengers on the station plaza but there is no parking facility.
1009. With proposed electrification of lines and additional track for operational improvement
of Railway Network, and Moratuwa being developed as an intermodal hub (as derived
from various other studies), there is an opportunity:
■ to improve the station (building, footbridge, platforms, sheds etc.).

■ to provide new finishes to the station by refurbishing it.
■ to segregate between various modes of transport.

■ The station is on coastal line and is a major intermodal hub with regional buses.
■ The access to the station is right across a busy vehicular junction.
■ The station forecourt is having unhindered access and the bus parking is
unorganized.
■ The station is not directly linked to west side population.
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Figure 8-92: Moratuwa Existing Layout Plan overlapped onto Google Earth Map
8.8.2.3 Proposed Layout Plan
1010. The proposed plan envisages:
■ Construction of new flyover over the main access road to decongest the station
access (optional, as a road project).
■ Reorganisation of road in front of the station, with or without the flyover.
■ Reorganisation of station forecourt by segregating different modes of transport
• Organising bus lanes/parking.
• Constructing new bus terminal G+2 over forecourt.
• Constructing new auto/taxi lanes and new exit lane.
• New pedestrian plaza in front of station
• Shifting of shops in bus terminal at street & footbridge level.
■ Construction of new station building G+1 linked at footbridge level to the new bus
terminal having new ticketing, waiting, passenger facilities and railway offices.
■ Construction of new footbridges to link west side to new station building and new
bus terminal
■ Re-Construction of existing footbridges as per new electrification of railways.
■ New platforms & platform sheds.
Page 8-151
Figure 8-93: Moratuwa Proposed Street Layout Plan overlapped onto Google Earth Map
Page 8-152
Figure 8-94: Moratuwa Proposed Station – Intermodal Hub / Station Forecourt Plan at Street
Level
Page 8-153
Figure 8-95: Moratuwa Proposed Station – Optional Intermodal Hub Plan at Footbridge Level
8.8.3 Gampaha
1011. Gampaha is situated to the northeast of the capital Colombo. It is the sixth largest
urban area in Western Province, after Colombo, Negombo, Kalutara, Panadura and
Avissawella. Gampaha is also the second largest urban centre in Gampaha district,
after Negombo.
1012. Gampaha station is located right on intersection of A33 highway and main line. A33
highway circles round the railway line and cross it through a flyover. Main entrance is
on eastern side where Gampaha town is populated.
1013. The entry of the station is through a wide porch and a larger entry/ticketing hall. Entry
to the station is through a busy commercial street. A large bus terminus is located right
next to the station on eastern side linked through elevated walkways passing through
the retail shops. Another bus terminus is located on western side a bit further away.
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■ There are three platforms at Gampaha station of varied lengths.

■ There are two footbridges in Gampaha Station, one at northern end and one on
southern side, both linking 3 platforms and both sides of the town.
■ Southern footbridge apart from linking platforms is also a secondary entry to the
station from both sides of the town and further links to the bus terminal on both
sides.
■ The station building lacks waiting area. Due to large passenger volumes, there is a
need to provide larger waiting area and also more platform width.
1015. Multimodal Diagnosis studies indicate-
■ The station building opens on a small plaza that is mostly used as a parking area.
There is no plaza or setback for the other accesses.
■ There are no sidewalks next to the railway station, on the main entrance side.
Pedestrians have to walk between parked cars and taxis. The junction opposite the
main entrance is quite messy with cars parked all over the junction and no proper
space for pedestrians.
■ The elevated pedestrian footlink provides a direct access to the bus terminal but it
seems seldom used as most of the passengers prefer walking at the ground level,
through the commercial passage instead of the first floor.
■ The two footbridges allow pedestrians crossing the railway tracks even if they do
not go to the railway station.
■ No facilities were noticed for bikes.
■ The main bus terminal is located next to the railway station, accessible via the
footling or the commercial passage. Yet, another bus terminal exists; it is much
smaller and is located on the other side of the railway tracks, 300 m away from the
railway station.
■ The main bus terminal is very busy with 14 different bus routes. The bus terminal is
split into two with long distance on one side and local buses on the other one.
There are approximately 20 bus bays which are used for parking or for taking
passengers.
■ There is no proper pedestrian access at ground level. Passengers have to walk
directly on the terminal road to access the buses.
■ Some buses are also parked outside of the bus terminal because of the lack of
space within the terminal.
■ Taxis are parking in front of the railway station, on the station plaza, along the road
and next / inside the bus terminal. They are also found next to the footbridges on
the other side of the tracks.
■ Private vehicles are parked on the station plaza and on the neighbouring streets
but they are not all relating to the railway station but more to the commercial area
bordering the railway station. Parking is quite anarchic and leads to chaotic traffic
flow.
■ There is a car park in front of the bus terminal which was quite fully used at the
time of the site visit. Yet, the car park serves the bus and railways stations as well
as the commercial centre of the city.
1016. Overall there is an opportunity to improve the station since Gampaha is a major
intermodal Hub among a busy commercial city.
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■ Improvement can be done on the direct surrounding of the station to offer more
secured and better space for pedestrian. The station plaza can be freed from any
vehicle and a proper taxi stand and car drop-off / pick-up area can be created
between the station building and the fly-over.
■ The junction in front of the station can be improved by removing the extra road
space that is currently used for anarchic parking and converting it into public plaza
that can be used by restaurants or shops.
■ The bus terminal is currently overcrowded. It can be redeveloped with a dedicated
terminal for drop-off and pick-up of passengers and a bus park where the buses
can wait for their turn. The terminal can be dragged closer to the railway station by
demolishing the commercial passage. Instead, commercial kiosks can be
developed within the bus terminal next to the waiting areas.
Figure 8-96: Gampaha Existing Station –Plan overlapped onto Google Earth
Page 8-156
8.8.3.3 Proposed Plan
1017. The proposed plan envisages:
■ Optional: Construction of deck to create auto/taxi drop-off at footbridge level and to

segregate pickup area at Street Level
■ Reorganisation of Station Forecourt for auto/taxi pickup
■ New Station Building G+1 having new ticketing, waiting, passenger facilities and
railway offices. New Station building to span across railway tracks (optional)
■ Optional: Construction of new footbridges to link west side bus terminal
■ Re-Construction of existing footbridges as per new electrification of railways.
■ New platforms & platform sheds.
Figure 8-97: Gampaha Proposed Station –Plan overlapped onto Google Earth
Page 8-157
Figure 8-98: Gampaha Proposed Station –Station Entrance Zoom_Platform Level Re-
organized Pickup Lanes
Figure 8-99: Gampaha Proposed Station –Station Entrance Zoom_Footbridge Level New Road
deck – Auto/Taxi Drop off at Footbridge Level
Page 8-158
9 MAINTENANCE AND S TABLING S HEDS
9.1 ROLLING S TOCK

9.1.1 Functional Specifications and General Technical Characteristics
9.1.1.1 General characteristics
1018. Procurement of modern EMUs is necessary. Given the heavy level of commuters in
very dense areas, trains should be of integral floor single deck vehicles with wide-body
concept which offers more capacity (see example in Figure 9-1). Single deck is more
suitable for accessibility and short dwell time especially for short travel time and short
distances between stations (2 to 3 km).
Figure 9-1: Example of single deck EMU
Source: ALSTOM series X'TRAPOLIS
1019. Double deck trainsets allow to increasing passenger capacity up to about 70% per car.
Nevertheless, this accommodation increases dwell time and is incompatible with a tight
headway. Therefore, this type of vehicles is more suitable on long-distance routes
which make fewer stops.
1020. The manufacturer shall use technological expertise acquired through many years of
experience in suburban rolling stock in high density networks. He must offer:
■ either wide range of existing well-proven (or catalogue-proven) rolling stock mostly
used for worldwide commuter service, corresponding to SLR demands;
■ or a wide choice of modular options and flexible design.
1021. Adapted solution can be optimally met with intelligent and flexible trainset concept.
1022. Whatever the power may be (about 3 MW), rapid acceleration and high braking
performance shall make trainsets suitable for services with small intervals between
stations and short headway. That is why 25 kV AC with asynchronous motors provide
higher acceleration/braking rates, and also regenerative braking system.
Page 9-1
1023. Articulated concept trainset is more profitable in terms of procurement, maintenance,

comfort, and fits with smaller radius curves. Moreover, safety increases a lot in case of
derailment.
1024. Procurement of new EMU with new maintenance plan will increase much more the
performance (speed and passenger capacity) and the span life of the fleet (40 years at
least if a suitable maintenance plan is appropriately applied).
1025. Trains shall be composed of two separable trainsets. Instead of a 12-car trainset, two
6-car trainsets can be coupled (in the form of a multiple unit). This conceptual flexibility
of train sets allows:
■ adjustment of the train capacity according to the constantly changing demand;

■ flexibility for trainset replacement in case of failure;
■ flexibility for maintenance (12-car trainset should require double maintenance
infrastructure size).
1026. EMU shall be bi-directional. Reversibility must be ensured with driver cab at each end.
Reversibility may be with power car at each end or one power car and a control trailer
as last car, that means a non-powered car equipped with a driver's cab.
1027. An easy coupling and uncoupling device can allow coupled trainsets to have two
different destinations by separating the two trainsets at a given point along the route.
1028. To achieve this, trainsets shall be equipped with automatic coupling at both extremities
which ensures instantaneously automatic mechanical, electrical and pneumatical
coupling of trainsets.
9.1.1.2 Passenger capacity
1029. Two 6-car trainsets represent about 240m length and can transport roughly 2000
passengers under AW3 load (maxi 6 pax/m²), or 2200 with longitudinal seats
arrangement. Future EMU’s specification will give more accurate capacity.
1030. A maximum of double external sliding doors per side facilitates alighting and boarding
in stations and reduces dwell time.
1031. Full-width connecting gangways configuration:
■ allows passengers to spread along the whole train thanks to absence of internal
partitioning between coaches;
■ increases capacity;
■ avoids concentration of people at certain areas which can disturb alighting and
boarding in stations.
9.1.1.3 Body
1032. For safety reasons in case of collision, trains must be designed with energy absorption
system.
Page 9-2
1033. Floor height (above rail level) shall be 960mm, to be compatible with stations
platforms. This will facilitate passengers alighting and boarding, especially for people
with reduced mobility.
1034. Considering the atmospheric and geographic conditions of Colombo district, stainless
steel is suitable for EMU (see examples in Figure 9-2). This type of metal is much
more durable than painted sheet steel or aluminium.
Figure 9-2: Examples of stainless steel EMUs
Source: HITACHI TX 2000 Tsukuba and commuter HITACHI serie 100
1035. This solution offers an excellent performance of the body against any environmental
aggressiveness.
■ Advantages:
 no corrosion problem;
 no painting needed;
 no maintenance of the external body and under-frame;
 reduced energy consumption because of lighter body shell;
 painted or sticky stripes and motives can be added or removed for aesthetic.
■ Disadvantages:
 procurement more expensive;
 no choice in the colour;
 wears appear very late but suddenly and not gradually like in sheet steel.
1036. This type of material is used in saline environment. In Europe, some 40-year old trains
have still the body in very good condition despite any treating.
1037. Articulated trainset (one bogie shared with two adjacent trailer cars, see Figure 9-3)
provides:
Increase of stability and comfort, and especially more safety in case of derailment;
■ Economies of scale with less purchased bogies; furthermore, bogies represents
about 40% of trainset maintenance cost.
Page 9-3
Figure 9-3: Example of articulated trainset
9.1.1.4 Interior lay out and seating arrangement
1038. The trainset’s interior design must comply with the required passenger capacity. The
seating arrangement has a direct impact on seating capacity (and comfort).
Longitudinal seats arrangement decreases passenger seated capacity but increases
total passenger capacity 10 to 15% (see Figure 9-4).
Figure 9-4: Schematics of transversal and longitudinal seat arrangements
transversal seats longitudinal seats
Full-width connecting gangways:
• increase the space and mobility of

passengers inside the train
• facilitate alighting and boarding in
stations
Full-width connecting gangway
1039. All interior parts must comply with fire protection safety, fire spread, flammability and
smoke emission.
Page 9-4
9.1.1.5 Doors
1040. EMUs shall be equipped with automatic doors closing system. A sufficient number of
well-sized doors per cars as a proportion of train length shall be provided to meet the
best alighting and boarding time compatible with operational requirements.
1041. The on-board computer system shall be able to select the left or right side according to
the localization of the platform.
1042. NOTE: for a good working of air conditioning, doors should remain closed.
1043. Assuming that the headway will be considerably reduced, nobody will travel on the
footstep with doors open during rush hours. Anyway, on the present-day EMU types,
the on-board computer system shall vitally disallow any train movement in the absence
of a positive indication that all doors are closed and locked.
9.1.1.6 Configuration
1044. A number of components have back-up controls allowing reconfiguration of the train so
that it can continue to function in the event of a component failure. This applies to the
transformers and pantographs and other items such as doors and functions closely
linked to safety.
1045. Equipment shall be distributed along the train. The main transformers and batteries
can be located on the roof with the traction converters, braking resistors, air-
conditioning units while other components can be located under the floor on some
cars.
9.1.1.7 Motorisation
1046. The trainset may be designed to operate using four power bogies with two traction
motors on each, all this allowing the train to develop an effective starting tractive effort.
1047. Power shall be collected from one of two pantographs per trainset.
1048. Unless otherwise specified after a local power network diagnosis, 25 kV AC system is
the best one, both for the performance and the profitability, especially with
asynchronous motors which provide higher acceleration/braking rates. This type of
motorisation is used extensively in many countries for suburban and loco-hauled trains
also.
9.1.1.8 Traction braking performances
1049. At AW3 load condition (maxi 6 pax/m²), the trainset shall be capable of reaching a
maximum service speed between 80 km/h to 120 km/h, with residual acceleration
equal to or larger than 0.1 m/s² in order to keep a steady maximum speed for
operational needs.
1050. The following nominal performance acceleration levels are required under AW3 load
condition and with all motor bogies in service:
■ average full-service acceleration rate, up to a minimum of 35 km/h: ≥1 m/s2,

■ average full-service acceleration rate, up to a minimum of 60 km/h: ≥0.6 m/s2,
Page 9-5
■ average full-service acceleration rate, up to a minimum of 80 km/h: ≥0.4 m/s2,
1051. The following nominal performance braking levels are required in overload conditions
AW3, and with all motor bogies in service:
■ Operational braking: Whatever the speed at start of braking, up to maximum

speed, the operational braking performance shall meet the following requirements
with all motor bogies in service: deceleration rate can be modified by the driver
from 0 m/s² to maximal operational brake. In maximal operational brake, the
minimum average deceleration rate is >1m/s².
■ Emergency Braking: Whatever the speed at the start of braking, the emergency
braking rate shall be no less than 2 m/s²
In order to optimize the performances and the safety of the train in all conditions, additional
devices (traction control systems, anti-slide device, regenerative dynamic brakes, bogie
instability detection, automatic sanding and flange lubrication) shall be included.
1052. An automatic driver's vigilance system shall avoid human failure.
9.1.1.9 Signalling system
1053. At this stage of the project, ERTMS seems to be the most likely system which will be
selected. New EMUs shall be comprised of in-built required equipment.
9.1.1.10 Maintainability/Reliability
1054. Reliability is the key issue for a successful railway operation and maintenance is the
number one priority to ensure reliability. A faulty train can block a railway immediately,
can disturb the regular service and can cause important risks within railway safety, or
delays and bad quality service for passengers.
1055. The design of new EMU will allow the implementation of a modern maintenance plan,
which will be cheaper and more efficient.
1056. Modern EMU have a modular design which is intended to use a process of component
overhauls. This concept is based on part replacement operations designed to
guarantee a predetermined level of availability and reliability throughout the service life
of the rolling stock. This concept must be combined with body painting when
necessary.
1057. This new maintenance policy increases considerably the availability and mainly the
span life of the fleet.
1058. The procurement of new EMU would be a good opportunity for developing this new
maintenance policy.
1059. Specific requirements in terms of reliability, maintainability and life-cycle costs shall be
laid down in the contract:
■ Reliability must be taken into account with:

 effective contractual arrangements and incentives;
 improved extent of system redundancy and other design features.
Page 9-6
■ Maintenance must be considered as a critical area and quantified based on the

train's estimated 40-year life.
1060. This approach is more expensive at the design stage, but the result will be lower life-
cycle costs.
9.1.1.11 Homogeneousness
1061. Fleet homogeneousness allows having a biggest fleet of a sole series, which is more
profitable than a fleet comprised of several small number of various classes of EMU.
Flexibility in use can be assumed whatever the line should be. For all the lines, it is
preferable to select the same manufacturer and the same type of trains. Invitation for
tenders for a small fleet will reduce considerably the number of participants and the
possibilities to negotiate.
1062. The cost of the design or innovative technology is high. Procurement of rolling stock
has to take into account this aspect. That is why EMUs with a very low level of
modifications with respect to the existing well-proven (or catalogue-proven) rolling
stock in the railway market and with standard proven propulsion equipment are
preferable. A fine blend between standardisation and customisation will lead to
cheapest trainsets, while respecting initial requirements.
1063. Fleet homogeneousness allows reducing maintenance costs within the scope of:
■ depots facilities;
■ tools equipment;
■ spare parts purchasing and availability
■ staff training;
■ maintenance documentation;
■ maintenance following (record keeping, procedures updating, etc…)
9.1.2 Shunting locomotives
1064. Connecting lines, stabling yard and mains tracks of the depot must also be electrified
so that shunting movements from and to these sites will be insured by the trains
themselves with their own electrical power supply.
1065. One shunting locomotive must be dedicated at each maintenance site for shunting
movements within the site on non-electrified tracks, and in case of rescue in main line.
These shunting locomotives shall be equipped with automatic coupling compatible with
the new trainsets coupling device. Some existing shunting locomotives can be used.
Page 9-7
9.2 EMU MAINTENANCE AND S TABLING S HEDS

9.2.1 Purpose of the EMU Maintenance Sheds
1066. Adapted maintenance sheds are necessary for all types of maintenance, levels 1 & 2
(at the same area), level 3 and level 4.
9.2.1.1 Level 1
1067. systematic in-service examinations which provides a means of detecting any

anomalies which may have occurred in service according to random or unforeseen
circumstances, and which may affect traffic safety.
1068. The purpose of this operation is to ensure that the rolling stock can be brought back
into service without any risk to safety, with regard to traffic, persons or equipment.
9.2.1.2 Level 2:
1069. systematic periodic examinations, which allow more skilled personnel to ensure that,
taking into account the service to be provided until the next scheduled intervention of
similar importance, the equipment, component or subassembly inspected offers
predetermined guarantees of safety, reliability and comfort:
■ Running Gear Examination

■ Comfort Examination
1070. This site will also allow small and medium troubleshooting operations.
1071. Periodic cleaning operations will also be performed at level 1 and 2 maintenance
sites.
9.2.1.3 Level 3
1072. These operations, with longer periodicity, require heavy and specific facilities:
■ Limited Inspection (LI), General Inspection (GI) and Full General Inspection
(FGI), operations are more an in-depth process than examinations and are
designed to guarantee a predetermined level of availability and reliability
throughout the service life of the rolling stock.
■ Part replacement of components or subassemblies which are triggered off within
the framework of systematic preventive maintenance or when it is noted in the
course of an inspection that the normal operation threshold criteria have been
reached, but also within the framework of corrective maintenance.
1073. This site will also allow great troubleshooting operations.
1074. In depth cleaning operations will also be performed at level three maintenance sites.
9.2.1.4 Level 4
1075. Major repairs and overhauls, interventions on dismantled components or

subassemblies and structural equipment (such as body) carried out to restore to the
elements concerned to the same level of operation or comfort as an identical new one.
Page 9-8
These interventions usually involve resources related to a reconstruction of the

element in question.
1076. These interventions must be performed according to rolling stock maintenance cycle
and require:
■ Immobilizing the trainset during about one month on a heavy maintenance

workshop in order to treat the body shell structure and replace all subassemblies;
■ Receiving the components or subassemblies removed from trainsets during level 2
and 3 maintenance activities, in order to overhaul them, and send them back to
maintenance sites.
9.2.2 EMU Maintenance Sheds Areas and Functions
9.2.2.1 Levels 1 and 2
1077. This area shall be comprised of:
■ covered or uncovered four examination tracks (see Figure 9-5) on pit 250 meters
long with:
o platform for train accessibility;
o roof platforms for pantograph examination;
■ external washing machine which carries out run-through cleaning along the full
train length (see example in Figure 9-6);
■ stabling yard with tracks minimum 250 meters long.
Figure 9-5: Examples of platform and roof platform examination tracks
Examination track on pit with train Roof platform for pantograph examination
accessibility platform
Page 9-9
Figure 9-6: Example of external washing machine
9.2.2.2 Level 3
1078. This site is mainly composed of a 10-track shed (160m X 80m) including mainly:
■ 1 track dedicated to the major cleaning operation 130 meters long;

■ 4 inspection tracks on lateral and middle working pit 130 meters long;
■ 1 accidental repair track on lateral and middle working pit 130 meters long;
■ 1 lifting track equipped with simultaneous trainset hoisting facility 130 meters long;
■ 1 track for bogies repair;
■ 1 track for the dropping table;
■ 1 track for the underfloor wheel lathe;
■ retractable rigid catenaries on each track except the track for bogies repair;
■ platforms for roof-mounted components accessibility and movable scaffoldings;
■ dropping table, for dismantling of a defective bogie only;
■ underfloor wheel lathe (pit lathe);
■ overhead cranes;
■ a battery room;
■ air compressed network.
1079. In addition, this shed includes several auxiliary workshops and zones as follow:
■ mechanical (bogies, pantographs, couplings, gear motor, etc.);

■ electrical and brakes, air conditioning devices;
■ electronic equipment, troubleshooting, testing benches;
■ body (doors, interior fittings, small painting);
■ machines-tool (milling, drilling, centre lathe) for small repairs or small making;
■ components washing machines (cleaning of parts before repair or painting);
Page 9-10
■ facilities and tooling maintenance.

■ storeroom for storage and distribution of spare parts and consumables including an
off-loading area;
1080. The following Figure 9-7 shows some examples of Level 3 maintenance shed
components.
Figure 9-7: Examples of Level 3 maintenance shed components
Simultaneous trainset hoisting facility Dropping table
Track on pit Underfloor wheel lathe
9.2.2.3 Level 4
1081. One main shed must be designed to house:
■ a cleaning track 150m long;

■ one inspection track 150m long and retractable rigid catenary;
■ an uncoupling/coupling track 150m long where the cars of the trainset and the
bogies will be separated, equipped with four-jack simultaneous lifting zone and one
bogie turn table (see example in Figure 9-8);
■ an area equipped with a car traverser (see Figure 9-8) for moving of individual
cars and bogies to different overhaul and repair zones of the shed.
1082. The main shed shall also house specialized repair workshops for all overhaul activities:
■ heavy components area as bogie, gear boxes, wheel sets work station equipped
with pressing on of wheels and overhead cranes;
■ light components area;
Page 9-11
■ body work station - electrical test Insulation and continuity tester and simulator to
test functions (door, air conditioning, braking system, video, lighting…);
■ body work station - heavy components removing with Overhead crane and roof
fixed platform;
■ body work station track - light components removing with extremity platform and
lateral movable platforms;
■ body shell repair station with all installations necessary for body repair as welding;
■ machines-tool (milling, drilling, centre lathe) for repairs or making;
■ boilermaking, sheet metal working zone.
Figure 9-8: Examples of Level 4 maintenance shed tracks
Uncoupling/coupling track
Car traverser
(four-jack simultaneous lifting zone)
1083. The main shed shall also house:
■ washing booth, blasting booth;

■ preparation and pre-treatment zone before painting;
■ painting booth and drying booth.
1084. A well sized warehouse for storage and distribution of spare parts and consumables,
including an off-loading area, can be within an adjacent or a separated shed.
1085. One outside dynamic test track minimum 800 m long with signalling equipment is
necessary.
1086. Due to the time remaining before big overhaul (approximately 8 or 10 years) the
feasibility can be engaged later.
1087. NOTE: All maintenance sites must include an access road, an internal roadways and
parking spaces for emergency vehicles, delivery trucks and private vehicles.
Page 9-12
9.2.3 Location of the EMU Maintenance and Stabling Sheds
9.2.3.1 Level 1 & 2 and Level 3
1088. First, maintenance sites should be easily accessible for trains coming from the main
lines.
1089. Levels 1 & 2 maintenance area shall be located as close as possible to the train’s
origin to avoid numerous shunting operations and running empty.
1090. The location requirements are closely linked to the intensity of the revenue service.
1091. Ideally, level 1 & 2 sheds must be located:
■ in Veyangoda (terminal of the electrified sector) with 3 examination tracks on pit

and train washing machine
■ in Colombo, in the current EPCS site, with 1 examination track on pit
1092. Nevertheless, maintenance site located at the terminals of the electrified sector may
raise issues in the future in case of extension of electrification. This will entail:
■ numerous shunting operations and running empty, or,

■ re-build new levels 1 & 2 maintenance sites.
1093. Level 3 shed can be located near RS (Running Shed) in Maligawatta zone. Shunting
operations and running empty will not be numerous taking into account that the
shortest periodicity of level 3 inspections is 3 months.
1094. Maintenance levels 1 & 2 is different from maintenance level 3 in terms of periodicity,
workload and facilities. That is why these activities must be shared. This configuration:
■ gives economies of scale due to:

o each site has its own facilities and specific installations
o each site has its adapted staff training plan
■ entails relevant quality of maintenance operations due to specialised staff.
1095. If needed because of lack of room, levels 1&2 and level 3 can be geographically
separated as well, but not very far in order to facilitate the logistics.
9.2.3.2 Stabling yards:
1096. For a smooth train roster, a stabling yard must be arranged at both ends of the line
and. Each stabling shall house about 40% of the fleet.
1097. An additional stabling yard must be located in Colombo for the trains which will end
and start their journey route at Colombo.
9.2.3.3 Level 4
1098. The Level 4 maintenance centre location is not very important due to the long
periodicity of operations (minimum 8 years). These operations can be performed within
Page 9-13
the site of the existing major repair workshop, at Ratmalana. However, a dedicated
shed must be built.
9.2.4 Concept Layout of EMU Maintenance and Stabling Sheds
1099. Figure 9-9 shows a draft sketch layout of level 1 & 2 maintenance area.
Figure 9-9: Draft sketch layout of Level 1 &2 maintenance area
1100. For the layout of Level 3 and Level 4 maintenances, Figure 9-10 and Figure 9-11
show schematic of their draft layouts.
Page 9-14
Figure 9-10: Draft schematic layout of Level 3 maintenance area
160 m
track 1
track 2
track 3
track 4
80 m
track 5
track 6
track 7
track 8
track 9
track 10 13 m
30 m
tracks Cleaning zone strorage area (900 m²)

pit lathe dropping table offices zone
mechanical & bogie zone (1000m²) battery room (65 m²)
electrical & body zone (1000m²) machines-tool zone
Components washing machines area facilities and tooling maintenance
track 1: major cleaning track 6: accidental repair

track 2 to 5: inspection tracks on lateral and middle pits track 7: simultaneous hoisting
Figure 9-11: Draft schematic layout of Level 4 maintenance area
160 m
25 m
body work s ta ti on
hea vy components
120 m
removi ng
car traverser
1300 m²
removing (1400 m²)
body work station
light components
heavy components area Boi l erma rki ng zone light components area
800 m²
6500 m² 4500 m²
body s hel l repa i r s ta ti on
800 m²
260 m
lifting zone blasting booth (300 m²) Total covered surface = about 17000 m²
Body work - Electrical test (500 m²) painting booth (600 m²)
washing booth (300 m²) drying booth (600 m²) Bogie turn table
Page 9-15
10 BRIDGES
10.1 INTRODUCTION
1101. The scope Project Preparatory Technical Assistance of Colombo Sub Urban Railway
Project is to upgrade the sub urban railway system from Veyangoda to Colombo Fort
and Colombo Fort to Panadura. The main aspect of the project is to upgrade the
railway system to accommodate for proposed high-speed electric train system.
1102. The study was commenced to assess the technical feasibility of the existing railway
structures and to determine the extent of new structure needs, at the railway crossings.
1103. Following three (3) categories of existing bridge structures were inspected during the
data collection phase.
■ Railway Main Line Bridges supporting railway track loads

■ Railway overpass foot bridges supporting pedestrians
■ Highway Bridges at Railway crossings supporting overpass highway loadings.
1104. Potential locations for new Grade Separated Crossings were also investigated.
1105. During inspection the following data and observations are recorded:
■ Approximate Location of the Bridge.

■ Type of Bridge structure. i.e. Main Line Bridge, Overpass Foot Bridge or Overpass
Highway Bridge.
■ Photographs of the structure from accessible locations.
■ Structure condition, age and behaviour.
■ Any significant details or defects.
■ Geometrical adequacy, Head Room requirement, clearance.
■ Safety at bridge including vertical and horizontal alignment, Clearance
requirement.
■ Preliminary recommendation for upgrade of the structure i.e. no action, repairing,
or replacement.
1106. The Department of Railways possesses a significant amount of the Data relevant to
the Railway Bridge Structures. The detailed study is commenced based on the
available data and the field observations.
1107. The existing Railway Lines have a limited number of rail tracks as given below.
Coastal Line 2 Tracks

Main Line up to Ragama 3 Tracks
Main Line from Ragama to Veyangoda 2 Tracks
Page 10-1
1108. As the outcome of the feasibility study the number of tracks is increased. In addition,
track realignments are proposed. Additional Railway Bridges are required at these
locations.
10.2 TECHNICAL AS P ECTS

1109. There is wide range of bridge categories, based on the purpose of the structure and
the form of structure. Structure shall be built for the purpose of either Main Line
Bridge or Overpass Highway Bridge or an Overpass Foot Bridge. The structure types
shall be Steel, Concrete or Masonry.
1110. There are predominantly, two functional requirements in Railway Bridges.
10.2.1 Provision of Adequate Support
1111. Following requirements are significant in the terms of provision of adequate support.
■ Strength and fatigue

■ Limiting Deflections and Deformation
■ Structure durability
■ Robustness
1112. The bridge should ensure an adequate strength, with a Factor of Safety against the
expected maximum loading passing over it.
1113. The loading over a bridge depends on the type of traffic, speed, number of tracks /
lanes etc. The loading effects of bridge structural elements depend on the geometry of
bridge as well (skewness, curvature etc.)
1114. The loading on railway bridges is significantly affected by
■ The rapid rate of loading and the internal response of the structure.
■ Passage of loaded axles having uniform spacing at successive axles.
■ Variations in wheel loads.
■ Lurching effects
1115. In addition, it is necessary keep provision for fatigue effects.
1116. The deformations of the bridge can occur in following manner
■ Vertical deflection
■ Twist
■ Uplift at ends
■ Change of angle at end of the deck
■ Lateral Displacement
Deformations can occur due to both Dead Load and Live Loads. Pre chambering is needed to
minimise the final resultant deformation.
Page 10-2
1117. Bridges shall also be designed such that they have sufficient robustness so that not to
suffer damage due to accidental events or Vandalism. This can be achieved by
incorporating structural redundancy within the design. Generally, structures shall be
designed so that it gives advance warning of failures at their critical failure modes.
1118. Railway structure maintenance is a difficult task. A small repair in a bridge may need
rail track closures, access through land belonging third parties. It may generate
administrative costs.
1119. For steel structures, a high quality protective coating with long life is needed. Instead of
protective coating, for some circumstances uncoated high-quality Weathering Steel
may be appropriate.
1120. Steelwork should not be in direct contact with track ballast, because of the risk of
damage and corrosion. Steel surfaces buried in ballast should be protected by water
proofing and protective layer or by concrete.
10.2.2 Provision of Adequate Clearances
1121. Clearance between passing trains and the bridge structure, or any fixtures attached
must be sufficient to ensure that trains and occupants pass safely. Where the railway
is electrified, clearance shall be kept sufficient so that electrical arcing does not occur
between the structure and pantographs, collector shoes other electrical equipment of
passing train.
1122. An adequate lateral clearance for maintenance staff to work on lineside shall also be
maintained. Generally, a minimum width for safe walking 700 mm and additional
clearance is required at structure locations.
1123. Table 10-1 shows the standard vertical clearance requirement for Sri Lankan Bridges.
Table 10-1: Standard vertical clearance requirement for Sri Lankan Bridges.
Crossing Road Minimum Vertical Clearance (mm)

Expressway 5100
Railway 5487 (18 ft)
Class A, B Road 5100
Class C , D Road 5100 ( 4800)
Class E Road 4500
Pedestrian Road 3000
1124. Presently Sri Lankan Railway consists of 1.676m (5’-6”) gauge network. In addition,
the requirement for Horizontal Clearance for the Railway is 7.620 m (25 ft from the
centre line of the railway track. Many of the overpass bridges do not have the
necessary horizontal clearance.
1125. The minimum vertical clearance maintained by the Railway Department is 14’-6”
(4.425 m), therefore the old railway Bridges do not have sufficient headroom clearance
for future railway upgrade. However recently build Overpass bridges have the
minimum clearance of 18’-0” (5.500 m)
Page 10-3
10.3 BRIDGE INVENTORY

1126. Based upon data recorded from the site inspection described above an inventory of
bridges will be included in “Bridge Appendix 1”.
1127. The need of additional bridge crossings due increased number of rail tracks is also
incorporated in bridge inventory.
1128. The bridge inventory is a prime document which is used for deciding the type of
improvement either replacement, modification, repair or to retain.
10.3.1 Maradana to Veyangoda

Table 10-2: Bridge list and location - Maradana to Veyangoda
Bridge Chainage No of Total Span

Description
No- (km) spans (m)
1 0,543 O/H Foot Bridge at Maligawatta 2
2 1,549 O/H Foot Bridge at Dematagoda Substation 1
3 2,545 Railway bridge 1 6,629
6 4,800 Railway bridge 18 237,000
8 5,725 O/H Foot Bridge - Kelaniya 1
11 8,945 O/H Foot Bridge - Hunupitiya
18 14,440 O/H Foot Bridge - Ragama
19 17,125 O/H Foot Bridge - Walpola
20 18,092 O/H Foot Bridge - Batuwatta
21 19,740 O/H Foot Bridge - Bulugahagoda
23 20,400 O/H Foot Bridge - Ganemulla School
24 20,689 O/H Foot Bridge - Ganemulla
25 21,303 Railway bridge 1 3,8862
26 22,248 Railway bridge 1 6,9342
27 22,762 Railway bridge 1 6,9342
28 23,320 O/H Foot Bridge - Yagoda
29 23,325 Railway bridge 1 6,9342
30 24,422 Railway bridge 2 6,3246
Page 10-4
Bridge Chainage No of Total Span

Description
No- (km) spans (m)
31 24,945 Railway bridge 1 29,1846
32 26,405 O/H Foot Bridge - Gampaha
33 26,566 Railway bridge 3 6,9342
34 28,628 Railway bridge 3 18,5166
35 29,162 Railway bridge 1 18,2372
36 29,745 Railway bridge 3 6,5532
37 31,164 Railway bridge 1 6,5024
38 31,567 Railway bridge 3 18,2118
39 34,807 Railway bridge 1 6,5532
40 35,381 Railway bridge 1 6,5532
41 36,487 O/H Foot Bridge - Veyangoda
42 36,588 Railway bridge
Table 10-3: Overhead - Maradana to Veyangoda
Height of
Ref Chainage Chainage Station Type Overhead Bridges
Up Dn 3rd
1 0,608 Maradana 4,724 4,724
2 1,768 2,677 Dematagoda Substation 5,486 5,486
3 4,973 5,882 Kelaniya 4,369 4,407
4 6,776 7,685 Wanawasala Substation
5 8,126 9,035 Hunupitiya 4,813 5,042 5,194
0,909 5,855 5,842 5,994
6 9,799 10,708 Enderamulla Substation 5,359 5,182 5,461
7 12,143 13,052 Horape Substation
Crossing
8 13,646 14,555 Ragama Station 4,343 4,305 4,362
9 16,216 17,125 Walpola Substation
10 17,183 18,092 Batuwatta Substation
11 18,831 19,740 Bulugahagoda Substation
12 20,622 21,531 Ganemulla 4,521 4,407
5,105 5,245
13 22,424 23,333 Yagoda Substation
Crossing
14 25,638 26,547 Gampaha Station 4,890 4,877 5,372
4,985 4,991 5,271
15 28,021 28,930 Daraluwa Substation
16 30,005 30,914 Bemmulla Substation
17 32,264 33,173 Magalegoda Substation
18 33,770 34,679 Heendeniya Pattigoda Substation
Crossing
19 35,578 36,487 Veyangoda Station 4,394 4,496 4,686
4,661 4,909 4,820
Page 10-5
10.3.2 Maradana to Panadura

Table 10-4: Bridge list and location – Maradana to Panadura
Bridge No of Total Span

Chainage (km) Description
No. spans (m)
1 0,221 Maradana O H Bridge 1 3 28,8
2 Maradana O H Bridge 2 28,8
3 1,006 Captains Garden O/H Bridge 3 28,8
4 1,701 Main Line Bridge 1 8,890
5 1,895 Fort Foot Bridge 4 28,042
7 2,626 Parsons Road OH Bridge 3 27,889
9 3,620 OH Foot Bridge at Kompannavidiya
11 4,407 Galle Road O Head Bridge 1 8,992
12 5,008 OH Foot Bridge at Kollupitiya
15 7,025 OH Foot Bridge at Bambalapitiya
16 7,687 Main Line Bridge (Culvert) 1 2,591
18 9,145 OH Foot Bridge at Wellawatta
20 11,857 OH Foot Bridge at Dehiwala
21 14,111 OH Foot Bridge at Mount Lavinia
22 15,910 OH Foot Bridge at Ratmalana
23 17,839 OH Foot Bridge at Angulana
25 19,266 OH Foot Bridge at Lunawa
26 20,849 OH Foot Bridge at Moratuwa
27 22,631 OH Foot Bridge at Koralawella
28 24,463 OH Foot Bridge at Egoda Uyana
29 27,663 Main Line Bridge 4 198,000
30 28,149 OH Foot Bridge at Panadura
Page 10-6
Table 10-5: Overhead – Maradana to Panadura
Height of Overhead
Ref Chainage Station Type Bridges
Up Dn 3rd
1 1,895 Colombo Fort 4,572 4,470 4,775
2 2,566 Secretarial Halt Train Halt 4,369
3 3,620 Kompannavidiya 5,017
4 5,008 Kollupitiya 4,686
5 7,025 Bambalapitiya 5,017
6 9,145 Wellawatta 5,258
7 11,857 Dehiwala 4,890
8 14,111 Mount Lavinia 5,004
9 15,910 Ratmalana 5,296
10 17,839 Angulana 4,851
11 19,266 Lunawa 4,724
12 20,849 Moratuwa 4,540
13 22,631 Koralawella Substation 4,305
14 24,463 Egoda Uyana 4,940
15 28,149 Panadura 4,902
10.4 BRIDGE CONDITION S URVEY

1129. Bridges along the railway track are visited to make visual inspection. The serviceability
and condition of each bridge are noted under the following headings;
■ Structural integrity (damage, safety etc)

■ Geometrical adequacy
■ Adequacy for purpose
1130. The photographs of the existing structure, highlighting the structure condition were
taken for further assessment.
1131. The findings of the field surveys will be used to identify the problems related to
adequacy of the structure and to prepare the proposed work schedules for bridge
improvement.
1132. The information described above can then be used as an integral part of the Project, in
suitable contract packages, or else be reallocated to a separate programme according
to the scale and urgency of the required works. It is anticipated that small and medium
scale works are likely to be included in this project. Replacements of several major
bridges are likely to be funded separate projects.
Page 10-7
10.5 BRIDGE AS S ES S MENT CRITERIA

10.5.1 General Considerations
1133. The primary consideration in assessing requirements for upgrade of an existing bridge
is its structural condition. Bridges which are unsafe and cannot be repaired
economically will be replaced by a new structure with which meets Railway
Department Standards and height appropriate to road geometry.
1134. Based upon information from site visits, the structural work recommended for upgrade
of bridges are is as follows:
■ Repair the existing structure

■ Replace the deck of the existing structure
■ Construct a new or replacement bridge
1135. The other criterion to consider is the residual life span of the existing bridge. The
frequency of periodic maintenance required to keep the structure in serviceable
condition is a main factor for the final assessment. With the upgrading the railway
system and electrification, the running frequency of the trains is very high. Provision of
uninterrupted service with an increase number of trains is expected during the service
stage of this project. Owing to the need of track possessions, road closures or access
to railway through third parties, it is difficult and costly to gain access to railway bridges
for the purpose of maintenance. Particularly for smaller bridges, the cost of access can
be significant. Even Minor defects can generate a significant cost. For long run,
replacement of small span, old bridges is considered economical.
1136. Further to the assessment of existing bridge structures, the requirements arisen due to
addition of new tracks, realignments and the proposed upgrade of commercial area
near Colombo Fort and Maradana.
10.5.2 Bridge Deck Configuration
1137. The railway consists of railway lines with 1.676 m gauge. The layout and the deck
arrangement depend on the track layout. The new bridge can be either full width bridge
or half through. Typical width of the half through deck is 6.0m. Due to the requirement
of ensuring, uninterrupted rail service, half through bridge has advantage, as it allows
stage construction process. For the bridges across wider streams or lagoons, provision
of pedestrian foot walks is needed.
10.5.3 Types of Bridge Structures
10.5.3.1 General
1138. Railway Department bridging systems traditionally used in main line bridges in Sri
Lanka is Steel type.
1139. The steel bridges are in following three (3) types.
■ Steel Truss type (see Figure 10-1).

■ Steel Plate Girder Type (see Figure 10-2).
■ Steel trough type (see Figure 10-3).
Page 10-8
Figure 10-1: Steel Truss Bridge
Steel Truss Bridge in Gampaha Truss Schematic Diagram
1140. Steel Plate Girder Bridges used are in two types (see Figure 10-2)
■ Deck Plate Girder Type

■ Through Plate Girder Type
Figure 10-2: Steel Plate Girder Bridges
Deck Plate Girder Construction

Deck Plate Girder - Schematic Diagram
Through Plate Girder Construction
Through Plate Girder - Schematic Diagram
1141. Small span bridges in Sri Lanka were constructed with Steel Trough (Corrugated
shape). In large span Plate girder bridges steel troughs are spanning as the transverse
load sharing member. However, these bridge decks are frequently re decked using
new Steel troughs (see Figure 10-3).
Page 10-9
Figure 10-3: Steel troughs bridges
Steel trough spanning between the abutments Steel trough spanning transverse between plate
girders
1142. Steel troughs are designed for composite construction. However for a long period, in
Sri Lanka Railways trough decks are being used with no concrete flooring. Ballast is
placed over the trough deck, resulting structural overloading.
1143. Superstructure designs are usually based on following parameters.
■ Width of the superstructure based on the number of tracks, safety clearance,

footwalks etc.
■ Type of the crossing, topographical requirements
■ Cost of the bridge relative to the approaches.
1144. Span lengths shall be decided based on
■ Most appropriate pier locations

■ Vertical clearance
■ Design standards, maximum gradient and curvature k factor
■ Offset from adjacent lanes and properties.
1145. Concrete Bridges are now widely used in new railway bridge construction.
10.5.3.2 Bridge Superstructure
1146. Following superstructure types are widely used for Railway Bridge construction.
■ Slab type
■ Concrete trestle with ballast deck
■ Concrete girder type.
■ RC box bridges
■ Encased steel and concrete decks
1147. However, the traditional superstructure construction methods are now being replaced
with new solutions. Precast Sections shall be used to expedite the construction (see
Figure 10-4 and Figure 10-5). Mass production of girders and avoiding the setting
time requirement for in-situ works will ensure the speedy construction.
Page 10-10
Figure 10-4: Precast Slab girder bridges.
Deck can be formed with Strong Slab Girder bridge beams
Precast Box Girder Decks*

Precast I Girder Construction
Suited for spans up to 30m. A strong and rigid form
of construction
When longer spans are dictated spliced Girder Trapezoidal Box Girders can achieve longer
Construction can be used spans, higher strengths with pleasing
appearance
Figure 10-5: Encased Steel Deck Construction
Encased Steel Deck Construction Encased Steel Deck
Page 10-11
10.5.3.3 Bridge substructure
1148. Bridge substructure shall be of conventional cast in-situ abutment / pier system or
precast modular system.
Figure 10-6: Pre-cast Prefabricated substructure together with pre cast superstructure.
1149. Precast Concrete Substructure systems have following advantages.
■ Reduced Construction Time

■ Minimum inconvenience to public
■ Lower costs
■ Better tolerances and architecture
Page 10-12
10.5.4 Typical Overpass Bridge Construction
10.5.4.1 Typical Overpass Footbridge Construction
1150. The existing overpass footbridges in Railway stations are steel truss/ girder type or
pre-stressed concrete. Standard PSC beams are used as pre-stressed concrete
beams. However specially designed new beam types are needed for the coastal area.
Post tensioned box girders (precast / precast segmental) or I girders are more feasible.
10.5.4.2 Typical Overpass Highway Bridge Construction
1151. Generally, the overpass highway bridges are type post-tensioned I girder bridges.
However, for longer lengths, segmental box girder type shall be used.
Figure 10-7: Overpass Highway Bridge Sample Detail
10.5.5 Repair of Structures
1152. Repair work is recommended where it is considered that the structure can be
economically rehabilitated to provide a safe bridge with a longer serviceable life.
1153. The repair work is broad in scope and cannot be fully detailed in the design but
includes structural repairs, replacement of damaged or corroded deck members, Crack
repairs, abutment strengthening using jacket walls.
1154. The actual extent of the repair work carried out during construction, will be defined by
the Engineer based on standard details or standard specifications.
Page 10-13
10.6 BRIDGE AS S ES S MENT AND S UMMARY OF P ROP OS ED BRIDGE

WORKS
1155. For the final list for the bridge improvement, in addition to the bridge assessment data,
the necessary modifications for proposed electrification work, track alignment
improvements, additional tracks and station improvement etc., are needed to be
considered.
1156. Details and photographs to illustrate the site condition of the bridges in each project
road are given below.
10.6.1 Railway Bridges from Maradana to Panadura (Coastal Line)
1157. There are Five (5) Nos. overpass Highway Bridges in Maradana to Panadura Section.
The list of bridges with bridge photographs are shown in Figure 10-8.
Figure 10-8: Maradana to Panadura Overpass Highway Bridges
Maradana (old) bridge
Old steel I girder bridge. Stone laid arch at the

central portion. In addition to the live loads,
bridge supports the additional dead load due to
shopping building. Headroom clearance
inadequate.
Maradana (New) Bridge

Steel Bridge in Good Condition.
Captains Garden O/H Bridge
Steel Girder with corrugated plate deck. Brick

abutments. Deck is not in good condition.
Limited Head room clearance.
Page 10-14
Parsons Road Bridge

abutments. Deck is not in good condition. Limited
Head room clearance.
Galle Road Bridge

abutments and Deck is in poor condition. Limited
Head room clearance.
1158. Fourteen (14) numbers of overpass footbridges are located at railway stations.
Figure 10-9: Maradana to Panadura Overpass Footbridges
Overpass Foot Bridge at Fort Station
Footbridge construction using steel I girders.

Fair Condition. Limited Head room clearance.
Overpass Foot Bridge at Kompannavidiya (Slave

Island)
Old steel I girder bridge.
Overpass Foot Bridge at Kollupitiya
Prestressed beam deck. Deck is in poor

condition. Damages at deck soffit.
Page 10-15
Overpass Foot Bridge at Bambalapitiya
Prestressed beam deck. Fair Condition.
Overpass Foot Bridge at Wellawatta
Overpass Foot Bridge at Dehiwala
Prestressed beam deck. Slight damages to the

deck.
Overpass Foot Bridge at Mount Lavinia
Overpass Foot Bridge at Ratmalana
Prestressed beam deck. Damaged deck.
Page 10-16
Overpass Foot Bridge at Angulana
Prestressed beam deck. Poor Condition.

Damaged beams patched using mortar.
Overpass Foot Bridge at Lunawa
Prestressed beam deck. Poor Condition.
Overpass Foot Bridge at Moratuwa
Steel truss bridge. Poor Condition.
Overpass Foot Bridge at Koralawella
Prestressed Beam construction. Deck beams are

in poor condition.
Overpass Foot Bridge at Egoda Uyana
Prestressed Beam construction. Deck beams

are in poor condition.
Page 10-17
Overpass Foot Bridge at Panadura
Steel girder bridge. Poor Condition. Plates

damaged.
1159. Four (4) overhead bridges to Link the Private premises in Mount Lavinia area.
Headroom heights are limited. The bridge linking Mount Lavinia Hotel is old and not in
good condition.
Figure 10-10: Overhead Bridges in Mount Lavinia
Access Bridge to Mount Lavinia Hotel. Limited Concrete

Headroom.
1160. There are Seven Major Main Line Bridges in the Railway Line from Maradana to
Panadura.
Figure 10-11: Maradana to Panadura Railroad Bridges
Bridge near Floating Market
Old steel I girder bridge. One section in concrete.
Bridge near Fort Station
Old steel I girder bridge. Deck in Poor Condition.
Page 10-18
Bridge near Secretarial Station
Steel I girder bridge. Corrosion in Deck. Poor

Condition.
Bridge near Duplication Road
Steel Girder bridge. Poor Condition. Damaged

Abutments and wingwalls.
Bridge near Wellawatta station
Steel Girder bridge. Brick abutments. Poor

Condition. Corrosion in I girders.
One line of the bridge recently re decked.
Bridge near Dehiwala station
Steel Girder bridge. Poor Condition. Corrosion in

I girders.
Bridge near Angulana station
Steel Girder bridge. Poor Condition. Corrosion in

I girders. Deck replacement works in progress
Page 10-19
.
Bridge near Panadura Station
Steel Girder Bridge. Corrosion visible.
10.6.2 Railway Bridges from Maradana to Veyangoda (Main Line)
1161. There are Seven (7) Nos. overpass Highway Bridges in Maradana to Panadura
Section. The list of bridges with bridge photographs are shown in Figure 10-12.
Figure 10-12: Maradana to Veyangoda Overpass Highway Bridges
Dematagoda Fly over bridge
Ten Span prestressed Beam overpass bridge in

good condition.
Orugodawatta Flyover Bridge
Prestressed Beam overpass bridge in good

condition.
Kelaniya Flyover bridge
Steel I girder overpass bridge in good condition
Page 10-20
Access to CKE Road Bridge
Concrete girder overpass bridge in good

condition
Road Bridge near Hunupitiya Station
Steel Girder single lane overpass bridge. Deck is

in poor condition
Ragama Fly Over Bridge
Nine Span prestressed Beam overpass bridge in

good condition
Gampaha Town Bridge
Prestressed Beam overpass bridge in good

condition.
1162. Fourteen (20) numbers of overpass footbridges are located at railway stations.
Figure 10-13: Maradana to Veyangoda Overpass Footbridges
Overpass Foot Bridges at Maradana Station
A steel bridge and a concrete bridge. Fair

condition
Page 10-21
Overpass Footbridge at Maligawatta
Old steel truss footbridge. Bridge is in very poor

condition.
Overpass Foot Bridge at Dematagoda Station
Prestressed concrete beam, bridge. Good

condition
Overpass Foot Bridge at Kelaniya Station
Old steel truss bridge. Poor condition. Has

historical value.
Overpass Foot Bridge at Wanawasala Station

PSC beam footbridge in good condition.
Overpass Foot Bridge at Hunupitiya Station
Steel I girder bridge. Fair condition.
Page 10-22
Overpass Foot Bridge at Enderamulla Station
Steel girder bridge. Fair condition
Overpass Foot Bridge at Horape Station
PSC bridge. Fair condition
Overpass Foot Bridge at Ragama Station
Steel truss bridge. Poor condition
Overpass Foot Bridge at Walpola Station
PSC beam bridge. Fair condition
Overpass Foot Bridge at Batuwatta Station
Page 10-23
Overpass Foot Bridge at Bulugahagoda Station
Overpass Foot Bridge at Ganemulla Station
Overpass Foot Bridge at Yagoda Station
Overpass Foot Bridges at Gampaha Station
PSC beam bridge. Fair condition.
Overpass Foot Bridge at Veyangoda Station
Steel truss bridge. Poor condition.
Page 10-24
1163. There are twenty-eight Major Bridges in the Railway Line from Maradana to
Veyangoda (Main Line).
Figure 10-14: Maradana to Veyangoda Railroad Bridges
Bridge at Maradana Maligawatta (School Lane)
Old steel I girder bridge / trough deck. Structure is

in very poor condition. Maintenance of this bridge
is difficult. Replacement need urgently.
Bridge near Dematagoda (Over Dematagoda

Canal)
Old Steel I girder Bridge corroded. Residual Life

is limited. Maintenance is difficult economical to
replace by new structure.
Kelaniya Bridge
Steel I Girder Bridge. One old bridge and the

other new. Old bridge to replace under a new
bridge project. Limited headroom for under
passing roads. Difficult to correct at this stage. To
be retained.
Bridge near Wanawasala Station
Old Steel trough Bridge corroded. Residual Life

is limited. Maintenance is difficult economical to
Bridge near Hunupitiya Station
Old Steel trough Bridge corroded. Residual Life is

limited. Maintenance is difficult economical to
Page 10-25
Bridge near Enderamulla station
Old Steel Bridge corroded. Residual Life is

limited. Maintenance is difficult Economical to
Bridge near Horape station
Steel Bridge in Fair Condition.

Old Steel Bridge corroded. Residual Life is limited.
Maintenance is difficult. Economical to replace by
new structure.
Bridge before Ragama station
Steel trough Bridge in Fair Condition.

Old Steel Bridge corroded. Residual Life is
limited. Maintenance is difficult economical to
Bridge near Bulugahagoda Station
Steel Bridge in Fair Condition. Steel trough.

Corrosion at supports. Residual life limited. In long
run, economical to replace the deck.
Bridge near Gampaha Station
Steel Bridge in Fair Condition.

Two old Steel truss bridges in parallel. 14’-6”
clearance not enough. Replace Steel trusses.
Page 10-26
Bridge after passing Gampaha Station

Old Steel bridge. Steel trough, residual life is
limited. Economical to replace in long run.
Bridge near Gampaha Station (towards Daraluwa)
3 Spans Steel truss Bridge in Fair Condition.

Flooding over the bridge.
Maintenance is difficult economical to replace by
new structure
Bridge near Daraluwa Station (towards

Gampaha)
3 Spans Steel girder Bridge in Fair Condition.
One bridge is corroded. One side replace and
other side retained with maintenance.
Bridge near Daraluwa Station (towards Bemmulla)
Steel girder Bridge in Fair Condition. Overloaded

due to extra ballast weight.
Maintenance is difficult economical to replace by
new structure.
Bridge between Bemmulla & Daraluwa Station

3 Span Steel girder Bridge in Fair Condition
(LHS). RHS Poor condition.
Residual Life is limited. Maintenance is difficult
economical to replace the deck by new
structure.
Page 10-27
Bridge near Bemmulla Station
.
Old Steel Bridge corroded. Bridge deck to be
replaced. Abutments are in good condition.
Bridge between Veyangoda and Magalegoda

station

Residual Life is limited. Maintenance is difficult
economical to replace by new structure.
Bridge after Veyangoda station
Old Steel trough Bridge corroded. Foundations

are poor. Bridge to be replaced
10.6.3 Pedestrian Culvert Crossing
1164. Pedestrian Culvert crossing at Gampaha is very narrow (see Figure 10-15). A big
demand for a vehicular crossing is existent at this location. A new box bridge to
accommodate vehicular traffic is needed at this location.
Figure 10-15: Pedestrian Culvert Crossing at Gampaha
Page 10-28
10.6.4 Field Observations and Recommendations.
1165. Railway Line Panadura to Veyangoda passes through a relatively flat terrain. The
section from Panadura to Colombo is located in the coastal area. Most of the
structures are very old and their residual life is limited. Conditions of the few main line
bridges are poor.
1166. The foundation condition of the River bridge near Duplication Road (Slave Island) and
Overpass Bridge at Maligawatta school lane are poor (see Figure 10-16).
Superstructure is also in poor condition.
Figure 10-16: Condition of Duplication Road and Maligawatta School Lane Bridges
Abutment damages at Maligawatta school lane. Wingwall failures at bridge near Duplication
Road (Slave Island)
1167. The structural condition of the bridge decks is poor in several old Main Line bridges
(see Figure 10-17).
Figure 10-17: Conditions of Bridge Decks in the Main Line
Bridge near Lakehouse
Corrugated trough bridge deck corroded and

steel area losses in deck soffit.
Bridge near secretarial halt (Lakehouse)
Corroded steel girders.
Page 10-29
Bridge at Galle Road
Corrugated trough bridge deck corroded and

steel area losses in deck soffit.
Bridge near Angulana Station
Corroded steel girders. Structure is in poor

condition.
Overpass bridge at Maligawatta school lane.
Corroded steel girders/ Corrugated plates.

Structure is in poor condition.
1168. Defects are observed at the overpass footbridges (see Figure 10-18). Pre-stressed
concrete beams are used as the main member of the concrete footbridges. The
standard beam sections designed for the road bridges (Designed by Road
Development Authority) are used for these bridges. Due to inadequate concrete cover /
overloading due to parapet wall loads, failure signs are visible.
Figure 10-18: Defect in Overpass Footbridges
Overpass Bridge at Kollupitiya
Failure signs of PSC Beams near Support
Page 10-30
Overpass Bridge at Angulana
Damages of PSC Beams
Overpass Bridge at Koralawella
Damages of PSC Beams
1169. The Steel Overpass bridges are also apparently structurally unsound (see Figure 10-
19). The residual design life of the bridges is limited.
Figure 10-19: Conditions of Steel Overpass Bridges
Foot Bridge at Maligawatta: The bridge is in very Foot Bridge at Kelaniya: The bridge is not in good
poor condition, Corroded members. Need condition.
replacement
1170. Damaged Railway

Culverts / Culverts in
poor condition need
to be replaced. Three
culverts in Coastal
Line need
replacement (see
example in Figure
10-20).
Figure 10-20: Example of

Damaged Railway Culvert
Page 10-31
10.7 P ROP OS ED HIGHWAY OVERP AS S BRIDGES – EXIS TING

BRIDGE REP LACEMENT
1171. The following existing highway overpass bridges, located on the coast Line, are
needed to replace due to inadequate dimensional clearances and the structural
reasons (see their locations in Figure 10-21 and their condition in Figure 10-22).
■ Highway Bridge at Colombo – Galle Road

■ Highway Bridge near Lake House
■ Highway Bridge at Maradana (Old Bridge)
Figure 10-21: Locations for Highway Bridge Replacement
Figure 10-22: Highway overpass bridges needing replacement
Overpass Highway Bridge at Galle Road

Crossing
Page 10-32
Overpass Highway Bridge near Lake House
Overpass Highway Bridge near Maradana

Station
10.8 ELIMINATION OF LEVEL CROS S INGS
There are 29 level crossings on main line between Colombo Fort and Veyangoda and only 8
on coast line between Colombo Fort and Panadura. This is due to the line configuration which
is aligned to the seashore on most of its layout.
Most of the level crossings are found on low to very low traffic roads (30 level crossings on
both lines) and only two crossings are found on high traffic roads.
The next figure shows the location of the level crossings on each line and the daily road traffic
at the crossings.
Page 10-33
Figure 10-23: Location of level crossings on main line
Page 10-34
Figure 10-24: Location of level crossings on coast line
1172. A preliminary analysis has been undertaken for each level crossing to estimate the
need and the feasibility for grade segregation. On the 37 level crossings, 25 can be
closed and 12 need to be converted into road flyovers or road underpass. The flowing
paragraphs explain for each level crossing the selected solution and characteristics.
10.8.1 Main line
10.8.1.1 Level crossing ML01 - Baseline Road - Dematagoda Railway Station
1173. This level crossing is located just before Dematagoda railway station. There is already
a flyover for baseline road but the service roads on the ground still have a level
crossing. The level crossing has electrically operated barriers (EOB).
1174. It is proposed to simply close the level crossing as the flyover has already been built.
The services roads are kept to serve the roads and buildings along the flyover and
roundabouts are created before the railway lines to prevent grade crossing.
Page 10-35
Figure 10-25: ML01 – existing and proposed situation
Existing Proposed
10.8.1.2 Level crossing ML02 – Avissawella Road
The level crossing is located between Dematagoda and Kelaniya railway stations. There is
already a flyover for Avissawella road but the level crossing has been kept for the services
roads. The level crossing has electrically operated barriers (EOB).
It is proposed to simply close the level crossing as the flyover has already been built. The
services roads are kept to serve the roads and buildings along the flyover and roundabouts
are created before the railway lines to prevent grade crossing.
Page 10-36
Existing Proposed
10.8.1.3 Level crossing ML03 – Station Road - Kelaniya Station
1175. The level crossing is located just after Kelaniya railway station. It has electrically
operated barriers. The station road is currently quite narrow with no pedestrian
sidewalks. Daily traffic is around 6,800 vehicles and there is no close alternative to
cross the railway line.
1176. There is no possibility for creation of a new access road as the area is already highly
urbanised with little land available. Thus, a flyover needs to be developed even if the
current station road is quite constrained. Land acquisition would be required to insert
the flyover, especially on the southern ramp. Yet, even the land acquisition will be
constrained by the presence of the railway station that can’t be moved and a temple.
1177. For the northern ramp, the distance between the railway tracks and the A1 – Kandy
road is roughly 70 to 75 m, which means the ramp gradient will be of 10% which is
acceptable considering the traffic with few buses and trucks.
Page 10-37
Existing Proposed
10.8.1.4 Level crossing ML04 – A1 Kandy Road
1178. The level crossing is located between Kelaniya and Wanawasala railway stations.
There is already a flyover for Kandy road but the level crossing has been kept for the
services roads. The level crossing has electrically operated barriers (EOB).
1179. It is proposed to simply close the level crossing as the flyover has already been built.
The services roads are kept to serve the roads and buildings along the flyover and
roundabouts are created before the railway lines to prevent grade crossing.
Existing Proposed
Page 10-38
10.8.1.5 Level crossing ML05 – Wanawasala Road
1180. The level crossing is located between Kelaniya and Wanawasala stations, on
Wanawasala road. It has bell and light signal but no barrier. The road traffic is high
with 13,500 vehicles per day. The traffic is high enough to justify the creation of a
flyover.
1181. The existing road is quite narrow with no space to insert a flyover. Yet, there is some
undeveloped land close to the level crossing. This may be an opportunity to create the
flyover on that land.
Existing Proposed
1182. The flyover would be 250m long and would connect on an existing dirt road that needs
to be upgraded into tarmac road. The length of the new access road is estimated at
110m.
1183. The existing level crossing is closed and roundabouts are created both sides of the
railway tracks to prevent private vehicle from grade crossing.
10.8.1.6 Level crossing ML06 – Wanawasala Road – Wanawasala station
1184. The level crossing is located just before Wanawasala railway station. It has bell and
light signal but no barrier. The road has a quite low traffic and does not support any
transit function. An alternative access is located 1 km North, which induce a limited
additional travel time for vehicles.
Page 10-39
1185. The level closing can be simply closed.
Existing Proposed
10.8.1.7 Level crossing ML07 - Hunupitiya Road - Hunupitiya Station
1186. The level crossing is located just before Hunupitiya railway station. It has automatically
operated barriers. The road has high traffic (30,600 vehicles per day) with all types of
vehicle, especially buses and trucks. Grade segregation is thus compulsory.
1187. Yet, the area is very constrained: the railway tracks are located parallel to the elevated
A1 Kandy road, with only few meters between the two infrastructures. It is thus not
possible to insert a flyover on the existing road. The surrounding areas are fully
urbanized so there are no opportunities for an alternative layout. Therefore, the only
solutions are either elevation of the railway or underpass for the road.
1188. The first one is costly as the acceptable gradient for railway must remain below 4%,
which means a longer and more costly bridge. Then, the level crossing is not far from
the railway station so the distance might be too constrained to insert the railway bridge.
1189. The proposed solution is then to create an underpass. As the Hunupitiya road hosts all
type of traffic, high clearance is needed for the underpass (4.5 m).
Page 10-40
Existing Proposed
1190. The total length of the underpass would be 150m. The junction at the West of the
underpass may have to be slightly pushed down to reduce the underpass road
gradient.
1191. An access road is required on the eastern side to maintain accessibility to existing
buildings and roads. As the existing road may not be wide enough to insert the
underpass and the service road, land acquisition will be necessary.
10.8.1.8 Level crossing ML08 – Station road – Hunupitiya Station
1192. This crossing is located just after the Hunupitiya station. An overpass has been built
and it mainly support light vehicles and three wheel taxis. As an alternative is created
just south of the station, there is no need for upgrading the overpass for all traffic.
10.8.1.9 Level crossings ML09 & ML10 - Katunayaka Toll Gate Road & Kapuwara Road -
Enderamulla Station
1193. ML09 level crossing is located between Hunupitiya and Enderamulla railway stations. It
is located on a dirt road linking the newly built Katunayaka Toll Gate. The railway
crossing only features bell and light. This road is the only access point for Katunayaka
Toll Gate and the buildings between the Toll Road and the railway line. Yet the traffic is
very limited.
1194. 1km North is ML10 level crossing, just before Enderamulla railway station. The level
crossing has bell and light signal. The road is quite narrow with a relatively low traffic of
4,000 vehicles per day.
1195. It is thus proposed to create a single flyover for the two level crossings, in-between the
two locations. There is undeveloped land that could be available for inserting the
flyover and the access roads. The two existing crossings would be closed.
Page 10-41
Existing Proposed
Existing Proposed
Page 10-42
Figure 10-34: ML10 bis – existing and proposed situation
Existing Proposed
1196. The proposed flyover would be 250m long and 750m of new access roads are
required.
10.8.1.10 Level crossing ML11 - Horape Road - Horape Station
1197. The level crossing is located just before Horape railway station on Horape road. It only
features bell and light signal. The road traffic is quite low with 2,100 vehicles per day.
An alternative access can be found 1.4km north so the crossing is proposed to be
closed.
Page 10-43
Existing Proposed
10.8.1.11 Level crossing ML12 – Ragama road – Ragama Station
1198. The level crossing is located just before Ragama railway station. There is already a
flyover for Ragama road but the level crossing has been kept on the service roads.
1199. This level crossing has to be closed; roundabouts are created next to the railway lines
to prevent cars from crossing the railroad.
Existing Proposed
Page 10-44
10.8.1.12 Level crossing ML13 - Police Road - Ragama Station
1200. The level crossing is located between Ragama and Walpola station. It only features
bell and light signal. The road traffic is quite low with 4,000 vehicles per day. An
alternative access can be found 1km south so the crossing is proposed to be closed.
Existing Proposed
10.8.1.13 Level crossings ML14, ML15 & ML16 - Walpola Road - Walpola Station,
Uggashena Road and Battuwatta Road - Battuwatta Station
1201. There are three level crossings within 1km: ML14 just before Walpola station, ML15
between Walpola and Battuwatta stations and ML16 just before Battuwatta station.
1202. The first one is located in a densely urbanised area. The road traffic is modest with
7,200 vehicles per days. The existing road is narrow so inserting a flyover would
require land acquisition and resettlement.
1203. The second level crossing is located on a very low traffic road, which may not be
opportunistic for a flyover.
1204. For the third one, the road traffic is similar to the first one with 7,200 vehicles per day.
In tjis case, the road is still narrow but there is undeveloped land close to the road and
the railway tracks which could be used to insert a flyover. This flyover could also serve
the deviated traffic from the two first level crossings.
Page 10-45
Existing Proposed
Existing Proposed
Page 10-46
Existing Proposed
1205. The flyover length is 235 m and there is no need for service roads. All existing level
crossings are closed.
10.8.1.14 Level crossing ML17 - Bulugahagoda Road
1206. The level crossing is located between Battuwatta and Bulugahagoda railway stations.
It only features bell and light signal. The road has a very low traffic (900 veh per day)
and does not support any transit function. There is an alternative access either 1 km
south. The level crossing can be closed.
Page 10-47
Existing Proposed
10.8.1.15 Level crossing ML18 - Bulugahagoda Road - Bulugahagoda Station
1207. The level crossing is located just after Bulugahagoda railway station. It has bell and
light signal but no barrier. The road has a quite low traffic (2,900 veh per day) and
does not support any transit function. There are alternative accesses either 1.5 km
south or 2 km north. The level crossing can be closed.. The level crossing can be
closed.
Page 10-48
Existing Proposed
10.8.1.16 Level crossing ML19 - Sri Saranapalla Mawatha
1208. The level crossing is located between Bulugahagoda and Ganemulla railway stations.
It features bell and light signal. The road traffic is very low and there is an alternative
access 1km east. The level crossing can be closed.
Page 10-49
Existing Proposed
10.8.1.17 Level crossing ML20 - Ganemulla Road - Ganemulla Station
1209. The level crossing is located just after Ganemulla railway station. It has electrically
operated barriers. The road traffic is high with 25,000 vehicles per day. Yet there is a
flyover under construction just few meters away to bypass the level crossing. Once this
flyover completed, the level crossing will be closed.
Existing Proposed
10.8.1.18 Level crossing ML21 - Yagoda Station Road - Yagoda Station
1210. The level crossing is located just after Yagoda station. It has bell and light signal but no
barrier. The road has a quite low traffic and does not support any transit function.
Page 10-50
There is an alternative access 2 km south. The crossing can be closed and accesses
to the station are preserved.
Existing Proposed
10.8.1.19 Level crossing ML22 - Gampaha Flyover
1211. The level crossing is located shortly before Gampaha station. There is already a
flyover on Gampaha road but the level crossing has been kept on the service roads. It
is thus proposed to close the level crossing.
Existing Proposed
Page 10-51
10.8.1.20 Level crossing ML23 - Ilahagama Road
1212. The level crossing is located between Gampaha and Daraluwa railway stations. It is
unprotected without any signal or barrier. The traffic is extremely low, with an
alternative access 2km south so the level crossing can be closed.
Existing Proposed
10.8.1.21 Level crossing ML24 - Daralawula Road - Daralawula Station
1213. The level crossing is located just after Daraluwa railway station. It has bell and light
signal but no barrier. The road traffic is very low (500 veh per day) and there is an
alternative access 2km north. The level crossing can be closed.
Page 10-52
Existing Proposed
10.8.1.22 Level crossing ML25 - Aluthgam-Wigoda Road - Bemmula Station
1214. The level crossing is located just after Bemmula station. It has electrically operated
barriers. The road traffic is quite significant with 6,000 vehicles per day. There is some
land north of the railway station to insert a flyover while reducing the impact on existing
structures.
Page 10-53
Existing Proposed
1215. The flyover length would be 310m and there is no need for service roads. The existing
level crossing is closed.
10.8.1.23 Level crossing ML26 - Malegoda Road - Malegoda Station
1216. The level crossing is located just after Malegoda station. It has electrically operated
barriers. The road traffic is not very high (3,400 vehicles per day) but there is no close
alternative. There is undeveloped land west of the crossing that could be used to insert
a flyover.
Page 10-54
Existing Proposed
1217. The flyover length would be 300m and there is no need for access and service roads.
The existing level crossing is closed.
10.8.1.24 Level crossing ML27 - Heendeniya Pattigoda Road
1218. The level crossing is located shortly before Heendeniya Pattigoda railway station. It
only features bell and light signal. The road has a very low traffic and does not support
any transit function. There is an alternative access 1.5km south. The level crossing can
be closed.
Page 10-55
Existing Proposed
10.8.1.25 Level crossing ML28 - Malegoda - Heendeniya Pattigoda Road
1219. The level crossing is located between Heendeniya Pattigoda and Veyangoda railway
stations. It has bell and light signal but no barrier. The road has a very low traffic
(1,900 vehicles per day) and does not support any transit function. There is an
alternative access 1.2 km north. The level crossing can be closed.
Page 10-56
Existing Proposed
10.8.1.26 Level crossing ML29 - Veyangoda Road - Veyangoda Station
1220. The level crossing is located just after Veyangoda railway station. It has electrically
operated barriers. A flyover has already been built few meters north so the existing
level crossing can be closed.
Page 10-57
Existing Proposed
10.8.2 Coast line
10.8.2.1 Level crossing CL01 – Glennie Street
1221. The level crossing is located between shortly before Kompannavidiya railway station. It
has electrically operated barriers. The road has a quite significant traffic with 8,100
vehicles per day. It is currently the main access for the Cinnamon Life project. Yet
there is not enough space between the railroad and the Cinnamon Life project to insert
a flyover. As the Cinnamon Life project also borders Justice Akbar Mawatha, it is
expected that the access will be from this road and not from Gleenie street that needs
to be closed at the railway tracks.
Page 10-58
Figure 10-54: CL01 – existing and proposed situation
Existing Proposed
10.8.2.2 Level crossing CL02 - Justice Akbar Mawatha - Kompannavidiya Station
1222. The level crossing is located just before Kompannavidiya railway station. It has
electrically operated barriers. The road traffic is rather high with 14,300 vehicles per
day. The road is wide enough to insert a flyover. Yet it may be difficult to restore 2
lanes per direction on the flyover while keeping service roads on the ground.
Page 10-59
Existing Proposed
1223. The flyover length would be 210m with service roads both sides.
10.8.2.3 Level crossing CL03 - Sri Uttarananda Mawatha
1224. The level crossing is located between Kompannavidiya and Kollupitiya railway stations.
It has electrically operated barriers. The road traffic is quite high with 19,700 vehicles
per day. There is undeveloped land east of the road to expand it and insert a two-lanes
per direction flyover with service roads.
Page 10-60
Existing Proposed
1225. The flyover length would be 210 m with two lanes per direction and service roads both
sides.
10.8.2.4 Level crossing CL04 & CL05 - Uswatta circular road - Moratuwa Station and
Fraser road
1226. CL04 level crossing is located just after Moratuwa railway station. It has electrically
operated barriers. The road traffic is low to significant with 4,200 vehicles per day. Yet,
the railway line is parallel to Colombo - Galle New Deviation Road with less than 20m
between the road and the railway. It is thus not possible to insert a flyover.
1227. CL05 level crossing is located few meters south from CL04 level crossing. It also
features electrically operated barriers. The road traffic is slightly less with only 3,300
vehicles per day. The layout is very similar with Colombo - Galle New Deviation Road
parallel to the railroad.
1228. Yet, those two crossing are the only access points for all the urbanized area west of
the railway tracks, located between the railroad and the sea. A flyover need to the
inserted in the area. There is some land, just north of the Moratuwa station that is
owved by Sri Lanka Railways. This area is host some buildings but does not have any
maintenance function anymore. The conversion of the land to host the flyover needs to
be assessed.
Page 10-61
Existing Proposed
Existing Proposed
Page 10-62
Figure 10-59: CL04 bis – existing and proposed situation
Existing Proposed
1229. The flyover length is 250 m and there is a need for one service road on the western
side of the railway.
10.8.2.5 Level crossing CL06 - Lanka Academy of Technological Studies
1230. The level crossing is located between Egoda Uyana and Panadura railway stations. It
is unprotected, without any bell and light signal or barrier. The road traffic is low but it
is the only access point for Lanka Academy of Technological Studies. As the railroad is
slightly above the natural terrain, it is possible to insert a short underpass under the
railway tracks.
Existing Proposed
1231. The underpass would be around 30m long only, without any service road.
Page 10-63
10.8.2.6 Level crossing CL07 & CL08 - Sagara Mawatha - Panadura Station and Sri
Gunananda Road - Panadura Station
1232. These two level crossings are located just before and just after Panadura station. They
present electrically operated barriers. Road traffics are quite low with 1,800 and 3,700
vehicles per day respectively for CL07 and CL08. Both level crossings serve the
neighbourhood comprised between the railway tracks and the sea with no other
access point. The only land that may be available for a flyover is located just north of
CL07. The current level crossing are closed.
Existing Proposed
Page 10-64
Existing Proposed
10.8.3 Summary
1233. The following table summarizes all the level crossing and the proposed action.
Table 10-6: summary of actions for level crossings
Level Crossing Name Action

ML01 Baseline Road - Dematagoda Railway station Closing
ML02 Avissawella Road Closing
ML03 Station Road - Kenlaniya Station Flyover
ML04 A1 Kandy Road Closing
ML05 Wanawasala Road Flyover
ML06 Wanasawala road - Wanasala Station Closing
ML07 Hunupitiya Road - Hunupitiya Station Underpass
ML08 Station Road - Hunupitiya Station (Overpass) Existing overpass
ML09 Katunayaka Toll Gate Road Closing
ML10 Kapuwara Road - Enduramulla Station Closing
ML10bis Between ML09 and ML10 Flyover
ML11 Horape Road - Horape Station Closing
ML12 Ragama Road - Ragama Station Closing
ML13 Police Road - Ragama Station Closing
ML14 Walpola Road - Walpola Station Closing
ML15 Uggashena Road Closing
ML16 Battuwatta Road - Battuwatta Station Flyover
ML17 Bulugahagoda Road Closing
ML18 Bulugahagoda Road - Bulugahagoda Station Closing
ML19 Sri Saranapalla Mawatha Closing
Page 10-65
ML20 Ganemulla Road - Ganemulla Station Flyover under construction

ML21 Yagoda Station Road - Yagoda Station Closing
ML22 Gampaha Flyover Closing
ML23 Ilahagama Road Closing
ML24 Daralawula Road - Daralawula Station Closing
ML25 Aluthgam-Wigoda Road - Bemmula Station Flyover
ML26 Malegoda Road - Malegoda Station Flyover
ML27 Heendeniya Pattigoda Road Closing
ML28 Malegoda - Heendeniya Pattigoda Road Closing
ML29 Veyangoda Road - Veyangoda Station Closing
CL01 Glennie Street Closing
CL02 Justice Akbar Mawatha - Kompannavidiya Station Flyover
CL03 Sri Uttarananda Mawatha Flyover
CL04 Uswatta circular road - Moratuwa Station Closing
CL05 Fraser Road Closing
CL04 bis North of Moratuwa Station Flyover
CL06 Lanka Academy of Technological Studies Underpass
CL07 Sagara Mawatha - Panadura Station Flyover
CL08 Sri Gunananda Road - Panadura Station Closing
1234. 12 flyovers or underpasses need to be constructed.
10.9 BRIDGE DESIGN METHODOLOGY

1235. The Bridge Design Standard currently used is BS 5400. RU & RL Type specified in BS
5400 Part 2 shall be used as Bridge Loading.
1236. The principal type of loading to be considered are
■ Dead load –Weight of Structural Elements

■ Superimposed Dead Loading – Weight of Ballast, track, walkways, parapets,
services
■ Railway Live Loading –RU, RL Type Loading, Secondary Live Loads , Longitudinal
loads
■ Accidental Loading _ Impact from Derailed trains, impact from road traffic etc.
1237. The Provisions in BS .5400 Part 4 shall be used for Structural Designs.
10.10 BRIDGE COS T ESTIMATES

1238. The Bridge Cost estimates for preliminary designs were made based on recent cost
data. The unit rates per square meter are as follows.
■ Large Span bridges - 450,000.00 Rs/sqm

■ Minor bridges - 250,000.00 Rs/ sqm
Page 10-66
1239. Cost estimates are shown in Chapter 11 of this Final Report.
10.11 S UMMARY
1240. The bridge construction works – excluding elimination of level crossing - are
summarized as below in Table 10-6 to Table 10-8.
Table 10-7: Overall Summary of Bridge Construction Works
No. of Bridges
Design Type Maradana to Maradana to
Total
Panadura Veyangoda
Overpass Highway Bridge (Replacement
3 0 3
of existing)
Overpass Highway Bridge(Re-deck) 1 22 23
Main Line Bridge Replacement 5 28 33
Main Line Bridge Re-decking 2 0 2
Main Line Bridge Repair 1 0 1
Overpass foot bridges – Replacement or
10 6 16
New Construction
Overpass foot bridges – Extension or
3 12 15
Modification
Table 10-8: Coast Line Bridge Construction Works
Road No. Ch. Description Existing Crossing Proposed Bridge Work

One line Plate Girder Deck, 1 line concrete Steel bridge to replace, New bridge
1,700
deck 8.890 m single span. for additional line.
Railway Track Four Span Plate Girder Semi through with Re deck 2 Lines. New bridge for
Bridges transverse trough flooring. 28.042 m. Two additional line.
2,405
railway lines. Foundation fair condition.
Deck poor condition.
U beam semi through span with transverse Re deck 2 Lines. New bridge for
2,847
trough flooring. 9.093 m additional line.
Plate girder semi through with transverse Replace. New bridge for 3 lines
4,065 troughs. Structure in poor condition. Single
span. 10.6 m
Culvert, Two lines, longitudinal troughs. Replace by new culvert
5,947
1.75 m
6,067
1.75 m
7,687
2.55 m
Single Span Plate Girder Deck 30.6 m Replace 1 line bridge. New bridge
9,066 Long. One line new. Other line in poor for additional line
condition.
Single Span Plate Girder Deck 15.2 m Replace. New bridge for 3 lines
10,787 Long, double track. Bridge in poor
condition.
Plate girder semi through double track 11.3 Replace 1 line bridge. New bridge
18,425
m long. One line new. Other line in poor for additional line
Page 10-67

condition.
Four Span Plate Girder continuous beams Repair existing bridges. Add new
27,663 with 198 m long. 1 Line in good condition. bridge for additional line
Other line fair condition.
Overpass Foot 0,221 Maradana Road Bridge. 31m. Old steel Replace with 6 Lane Highway
/ Highway Girder bridge bridge
Bridges
Maradana Road Bridge. New bridge in good Retain
condition.
1,006 Captains Garden Road Bridge Trough Redeck.
Bridge. Deck in poor condition. 10 m
1,895 Colombo Fort Footbridges. Retain
2,566 Secretarial Halt Road Bridge near Replace. Longer bridge for 3 lines
Lakehouse.3 Span trough bridge in poor
condition. 27 m.
3,620 Kompannavidiya. Station Footbridge. Steel Replace
gider poor condition
4,407 Road Bridge (Colombo Galle Rd) 10m. Replace with 6 Lane Highway
Steel trough. Poor condition. bridge
5,008 Kollupitiya Footbridge. PSC Deck. Poor Replace
Condition
7,025 Bambalapitiya Footbridge. PSC Deck. Fair Modify / Extent
Condition
9,145 Wellawatta Footbridge. PSC Deck. Fair Modify / Extent
Condition
11,857 Dehiwala Footbridge. PSC Deck. Poor Replace
Condition
14,111 Mount Lavinia Footbridge. PSC Deck. Fair Modify / Extent
Condition
15,910 Ratmalana Footbridge. PSC Deck. Poor Replace
Condition
17,839 Angulana Footbridge. PSC Deck. Poor Replace
Condition
19,266 Lunawa Footbridge. PSC Deck. Poor Replace
Condition
20,849 Moratuwa Footbridge. PSC Deck. Poor Replace
Condition
22,631 Koralawella Footbridge. PSC Deck. Poor Replace
Condition
24,463 Egoda Uyana Footbridge. PSC Deck. Poor Replace
Condition
28,149 Panadura Footbridge. Steel Girder Deck. Replace
Poor Condition
Table 10-9: Main Line Coast Line Bridge Construction Works
Railway Track 1,549 6.62 m long longitudinal 2 Nos double line Steel bridge to replace. New
Bridges trough bridge in poor condition. bridge for additional line.
Page 10-68
2,988 61 m long 4 span steel I girder bridge (2 Steel bridge to replace. New
parallel bridges double lines each). Steel bridge for additional line.
deck corroded. Safety issue. No provision
for pedestrians.
4,367 6.55 m long steel longitudinal trough bridge. Steel bridge to replace, New
4 lines bridge for additional line.
4,800 237 m long Kelani Bridge .Existing new No improvement proposed.
bridge to improve for four lines. Old bridge
to replace in a new project.
5,605 6.1 m long steel longitudinal trough bridges Steel bridge to replace, New
1 line in each. Structurally unsound. bridge for additional line.
6,863 6.82m long steel longitudinal trough bridge Steel bridge to replace, New
2 lines. 1 line I girder. Structurally unsound. bridge for additional line.
7,144 6.55 m long steel longitudinal trough bridge Steel bridge to replace, New
2 lines. 1 line I girder. Structurally unsound. bridge for additional line.
8,986 6.52m long steel longitudinal trough bridge 2 Replace 1 line bridge. New bridge
lines. 1 line I girder. Structurally unsound. for additional line
9,388 6.40m long longitudinal trough bridge in Replace. New bridge for 3 lines
poor condition.
9,862 6.62m long longitudinal trough bridge in Replace 1 line bridge. New bridge
poor condition. for additional line
11,622 6.60m long longitudinal trough bridges in Replace existing bridge. Add new
poor condition. bridge for additional line
12,145 6.62m long longitudinal trough bridge in Replace existing bridges. Add new
13,967 6.55m long longitudinal trough bridge in Replace existing bridges. Add new
19,944 6.57m long longitudinal troughs (2lines) Replace existing bridges. Add new
bridge in poor condition. bridge for additional line
24,945 29.18m long Steel truss bridges in fair Replace existing bridges. Add new
condition. Limited head room. bridge for additional line
26,566 6.93m long longitudinal troughs (3lines) Replace existing bridges. Add
bridge in poor condition. new bridge for additional line
28,628 18.5m long Plate gider (2lines) 3span Replace existing bridges. Add new
bridge in poor condition. Hydraulically bridge for additional line
inadequate.
Page 10-69
29,162 18.23m long Plate gider (2lines) bridge in Replace existing bridges. Add new
31,567 18.21m long Plate gider (2lines) bridges in Replace existing bridges. Add new
36,580 6.65m long longitudinal troughs (2lines) 2 Replace existing bridges. Add new
span bridge in poor condition. bridge for additional line
Overpass Foot 0,543 Maradana Station Foot Bridges ( 2 Nos) in Modify or Reconstruct
/ Highway fair condition
Bridges
Maligawatta Pedestrian Foot Bridge in very Replace by new foot bridge
poor condition.
Dematagoda Fly over in good condition. Retain
2,677 Dematagoda Station Foot Bridge Modify and extent
Orugodawatta Flyover in good condition Retain
5,882 Kelaniya Station Footbridge. Poor Replace
Condition.
Kelaniya Fly over Fly over in good condition. Retain
Fly over to Access Katunayake Expressway Retain
Fly over in good condition.
7,685 Wanawasala Station Foot Bridge in good Modify / Extent
condition
9,035 Hunupitiya Station Foot Bridge in good Modify / Extent
condition
Hunupitiya by road bridge in poor condition Replace
10,708 Enderamulla Station Foot Bridge in good Modify / Extent
condition
13,052 Horape Station Foot Bridge in good Modify and extent
condition
Ragama Flyover Bridge. Fly over in good Retain
condition.
14,555 Ragama Station Footbridge. Poor Condition. Replace
17,125 Walpola Station Footbridge in good Modify and extent
condition
18,092 Batuwatta Station Footbridge in good Modify and extent
condition
Page 10-70
19,740 Bulugahagoda Station Footbridge in good Modify and extent

condition
Ganemulla school Footbridge in good Modify and extent
condition
21,531 Ganemulla Station Footbridge in good Modify and extent
condition
23,333 Yagoda Station Footbridge in good Modify and extent
condition
Fly over at Gampaha. Fly over in good Retain
condition.
26,547 Gampaha Station Footbridge in good Modify and extent
condition
36,487 Veyangoda Station Footbridge. Poor Replace
Condition.
Page 10-71
11 ES TIMATED CAP ITAL AND OP ERATING AND

MAINTENANCE COS TS
11.1 INVES TMENT COS TS

11.1.1 Basis for the Investment Cost Estimates
1241. The investment cost estimates for the Panadura-Veyangoda modernization and
electrification project was based on the results of initial draft engineering design,
quantity take-off of each work items, for civil works, signalling, communications and
fare collection, stations improvements, electrification components and estimates of
rolling stocks and stabling and maintenance sheds described in the preceding
chapters.
1242. The basic premises in estimating the cost are as follows:
■ All the construction work will be executed by contractor to be selected through

international competitive bidding (see the proposed implementation arrangements
in Chapter 14).
■ When possible, unit prices and other related cost factors were taken from local
prices, based on the Sri Lanka Railways information and experiences. When no
local experience was available and cost item would need to be acquiring
international, the experts’ market knowledge and research was used.
■ Costs do not include pre-construction costs (feasibility studies, detail designs,
project management, supervision of works) and taxes.
■ Contingencies are included as part of item cost item, as estimated by each
international expert as per each items’ uncertainty at this level of study.
11.1.2 Investment Cost Estimates
1243. Table 11-1 summarizes the estimated investment costs. Appendix 2 includes more
detailed cost estimates for each cost item, including unit quantities and applicable unit
costs.
Page 11-1
Table 11-1: Investment Costs Summary
Total Cost
Item
(million USD)
Track Civil works 379.52
Coast Line 176.17
Modernization of existing tracks 78.73
New track 26.08
Bridges 26.15
Slab tracks at stations 4.87
Sidings 0.48
Other (level crossing panels, fencing, walls, sea protection) 39.86
Main Line 196.35
Modernization of existing tracks 114.69
New track 32.98
Bridges 35.66
Slab tracks at stations 5.95
Sidings 2.03
Other (level crossing panels, fencing) 5.04
Maradana - Loco Junction improvements (provisional sum) 7.00
Buildings 46.29
Coast Line stations 9.67
Main Line stations 12.89
Maintenance 0.23
Control Centre Building (provisional sum) 5.50
Colombo Central Station (provisional sum) 18.00
New road bridges to eliminate grade crossings 129.85
Coast Line 40.74
Main Line 89.12
Signalling, communications, and ticketing 148.24
Signalling 132.34
Signalling Coastal Line 40.07
Signalling Fort & Maradana 29.05
Signalling Main Line 56.47
Other signalling (OCC, parts, training) 6.75
Communications 10.00
Automatic ticketing and fare collection 5.90
ATC Coast Line 1.74
ATC Main Line 1.88
Other ATC (OCC, POS, parts, training) 2.28
Rolling Stock and Maintenance Sheds 1,211.98
Rolling stock Coast Line 545.60
Rolling stock Main Line 616.00
Maintenance sheds (Level 1 to 4) 50.38
Electrification elements 59.79
Coast Line (Colombo Fort - Panadura) 14.83
Main Line (Maradana - Veyangoda) 23.94
Colombo Fort - Maradana 7.02
Traction sub-station 14.00
Land and resettlement 88.00
Land and resettlement Coast Line 61.50
Land and resettlement Main Line 26.50
GRAND TOTAL 2,035.57
Source: Appendix 2.
Page 11-2
11.2 OP ERATING AND MAINTENANCE COS TS

11.2.1 Introduction
1244. Based on the 2015 Sri Lanka railways cost analysis (all trains: intercity, suburban and
freight), the posts of operating and maintenance costs are as follows:
Table 11-2: Existing (2015) Operating and Maintenance Costs in the Sri Lanka Railways
Personnel costs (Rs.)

Salaries and wages 3,817,497,000
Travelling Expenses 1,352,517,000
Cost of Living 1,942,561,000
Other Allowances 1,053,828,000
Total 8,166,403,000
Annual train-km 11,671,902
Total / train-km 700
Energy consumption costs (Rs.)
Fuel and Lubricants 4,880,388,000
Total / train-km 418
Other expenditures (Rs.)
Travelling Expenses 280,275,000
Other Recurrent Expenditure (water, uniforms…) 722,459,000
Total 1,002,734,000
Total / train-km 86
Total
Total 14,049,525,000
Total / train-km 1,203
11.2.2 Cost estimates
11.2.2.1 Train-Kilometres
1245. In conformity with the operation study, the operational indictors for the Veyangoda –
Panadura corridor are detailed in Section 4.3.8 of this Final Report. The estimated
train-km are as follows:
Line 2025 2035

Main Line 6,200,000 7,600,000
Coast Line 5,900,000 7,400,000
Total 12,100,000 15,000,000
Page 11-3
11.2.2.2 Personnel costs
1246. Using the same ratios than in 2015 for personnel costs on the Veyangoda – Panadura
corridor:
Personnel costs (Rs.2015)

2025 8,470,000,000
2035 10,500,000,000
11.2.2.3 Electricity Consumption and costs
1247. Considering the electrification of the Veyangoda – Panadura corridor, the electricity
consumption for a suburban train is about 650 kWh per 100 km.
1248. With a estimation of 20 Rs.2015 per kWh for the electricity cost, it leads to the following
costs on the Veyangoda – Panadura corridor:
Electricity consumption costs (Rs.2015)

2025 1,573,000,000
2035 1,950,000,000
11.2.2.4 Other Operating Consumables and Materials costs
1249. Using the same ratios than in 2015 for Travelling Expenses and other Recurrent
Expenditure (water, uniforms…) on the Veyangoda – Panadura corridor:
Other Operating Consumables and

Materials costs (Rs.2015)
2025 1,040,600,000
2035 1,290,000,000
11.2.2.5 Total Costs
1250. Operating and maintenance costs on the Veyangoda – Panadura corridor for both
2025 and 2035 horizon years are the following:
Table 11-3: Estimated Operating and maintenance costs on the Veyangoda – Panadura
corridor
Total Operating and Maintenance Costs

Cost Item (Rs.2015)
2025 2035
Personnel 8,470,000,000 10,500,000,000
Electricity consumption 1,573,000,000 1,950,000,000
Other Operating Consumables and Materials 1,040,600,000 1,290,000,000
Total 11,083,600,000 13,740,000,000
Page 11-4
12 ECONOMIC AND FINANCIAL AS S ES S MENT
12.1 ECONOMIC EVALUATION

12.1.1 Introduction
1251. The economic asset of the Colombo suburban railway project evaluate the project
using actual implementation costs and benefits at 2016 price levels and last traffic
projections. The valuation period is from 2019 to 2055, which includes construction
time and 30 operational years. Terminal value has been taken into account until 2105.
1252. The project assessment has been realized using the ADB economic analysis of
projects guideline.
12.1.2 Traffic Forecast
1253. The Ministry of Transport provided the Consultant with the data bases of the STRADA
model used in the CoMTrans demand analysis. The Consultant also has the STRADA
model data as updated and used in the Megapolis project.
1254. The STRADA model has been very useful in developing transport planning in Sri
Lanka and Colombo metropolitan regions in particular. Its applications in CoMTrans
and Megapolis projects are a testimony of its worthiness. Therefore, the Consultant
used the STRADA model as basis for this PPTA demand modelling.
1255. In addition to the existing traffic model, the demand and traffic study is based specific
on data collected for the analysis:
■ SLR record on boarding and alighting,

■ Boarding and alighting counts in Colombo Fort and Maradana stations,
■ Stated preference survey among rail and bus users inside the Panadura
Veyangoda corridor.
1256. Traffic forecast methodologies and results are detailed in Chapter 3 of this Final
Report.
12.1.3 Costs
The estimated investment project costs are USD2,035.67 million for the material, the
modernization of the existing line and the construction of a new track of 63.75km between
Panadura and Veyangoda. Table 12-1 provides a summary of the estimated investment costs.
More detailed description of estimated investment costs is presented in Chapter 11 of this
Final Report.
Page 12-1
Table 12-1: Summary of Estimated Investment Costs (in 2016 USD millions)
Cost Estimate (USD

Cost Item
million)
Track Civil works 379.52
Buildings 96.67
New road bridges to eliminate grade crossings 129.85
Signalling, communications, and ticketing 148.24
Rolling Stock and Maintenance Sheds 1,161.60
Electrification elements 59.79
Land and resettlement 88.00
TOTAL 2,035.67
1257. A Shadow Exchange Rate Factor of 1.02 as been taken into account as well as a
Shadow Wage Rate of 0.75 for unskilled workers and of 1 for semi-skilled and skilled
workers.
Table 12-2: Calculation of Shadow Exchange Rate Factor (Source: ADB)
1258. Maintenance costs for tracks, infrastructure, rolling stock, signal and telecom are
based on medium standard (per 2017).
1259. The residual value is estimated by prolonging the asset for 50 years and calculating
costs and benefits for this period. Following hypothesis have been taken into
consideration:
■ Traffic growth after 2035 is null;

■ All other values are stabilized,
■ Renewal of infrastructure cost is based on life span of the items.
12.1.4 Costs and Benefits
1260. Following hypothesis have been done for the benefits evaluation:
1261. Value of time, accident cost and emission cost have been estimated from CoMTrans
study:
■ Value of time for rail users is estimated to 73.03 LKR per passenger.hour, being
about 0.5 US $ per passenger.hour;
■ Accident cost is estimated to 1.29 LKR per vehicle.km, being about 0.01 US $ per
vehicle.km;
Page 12-2
■ Emission cost for car is estimated to 1.98 LKR per vehicle.km, being about 0.02
US $ per vehicle.km;
1262. The passenger travel time value is estimated to grow like the GNP per capita, with an
elasticity of 1.
1263. Evaluation of the operation cost and energy cost are based on medium standard (per
2017) and estimation of expert in the subject for new equipment.
1264. Based on these assumptions, the project costs and benefits for the purpose of
economic evaluation were estimated. Table 12-3 summarizes these benefits and
costs.
Table 12-3: Cost and benefits of the project
1265. About 78% of the benefits are time-savings and 15% related to car operation cost
savings. The last 9% are linked to elimination of level crossing (5%) accident and
emission cost savings (2% each).
12.1.5 Economic Internal Rate of Return
1266. Following graph in Figure 12-1 presents the economic evaluation for the 30 years of
operation period, which has an economic internal rate of return (EIRR) of 18.5%. This
rate is higher than the threshold of 12%, indicating the project is generating significant
economic benefits.
Page 12-3
Figure 12-1: Cost and benefits chronicle (in 2016$ million)
12.1.6 Sensitivity tests
1267. The sensitivity tests show that the net present value of the project is highly sensitive to
the demand projections and investment costs.
■ 10% variation in the traffic has an impact of 20% on the net present value;
■ 10% variation in the initial investment cost has an impact of 10% on the net present
value.
1268. The following graph in Figure 12-2 shows the results of the sensitivity tests.
Figure 12-2: Sensitivity Analysis (%)
Page 12-4
12.2 FINANCIAL EVALUATION

12.2.1 Introduction
1269. The financial assessment of the Colombo Suburban Railway project evaluates the
financial profitability calculated by balancing capital and operational expenditures to
commercial revenues, over a thirty-year period.
1270. Investment costs, including initial investment and maintenance costs, and operating
costs, including staff costs and energy costs (here, savings), are calculated in the
previous chapters of this report. These costs are summarized below:
■ VAT tax standard rate at 15% (source: Inland Revenue Department of Sri Lanka)
■ A standard conversion factor of 0.98 (estimated from trade data), used for
approximating the border price equivalent of non-traded inputs and outputs
■ A shadow exchange rate facto of 1.02 applied to investment costs (estimated from
trade data)
■ Shadow wage rates of 1 for skilled and semi-skilled workers, and 0.75 for unskilled
workers applied to O&M costs.
12.2.2 Costs
1271. The estimated investment project costs are USD1993.24 million for the material, the
modernization of the existing line and the construction of a new track of 63.75km
between Panadura and Veyangoda. Table 12-1 in the Economic Evaluation section
provides a summary of the estimated investment costs. More detailed description of
estimated investment costs is presented in Chapter 11 of this Final Report.
1272. Evaluation of the operation cost and energy cost are based on medium standard (per
2017) and estimation of expert in the subject for new equipment (see related chapter).
1273. Maintenance costs for tracks, infrastructure, rolling stock, signal and telecom are
based on medium standard (per 2017).
1274. Residual value of investments are based on the life of the investments using a straight-
line depreciation method, considering that rolling stock and signalling & systems items,
with a 30-year lifespan, have no residual value.
12.2.3 Passenger revenues
1275. The project is expected to generate additional revenue related to the increasing traffic.
Following assumptions have been done for the revenue calculation:
1276. The average price for a passenger ticket is estimated with on a LKR/km basis. Based
on ticket fares available on Sri Lankan Railways website, the average price per km for
the area is 2.71 LKR/km for second class and 1.43 LKR/km for third class ticket. From
passenger statistics (Passenger Counts and Revenues for 2016), it is estimated that
93% of the ticket sold are 3rd class and 7% are 2nd class (with no 1st class available
for these trips). The average ticket price is then 1.52 in 2017 values.
1277. Ticket fare are assumed to grow as half of Consumer price index forecasts (data from
the International Monetary Fund, World Economic Outlook Database, 2017).
Page 12-5
2017 From 2018

Ticket fare growth
1.030 1.025
coefficient
1278. After 2018, growth is assumed constant at 2.5%.
12.2.4 Financial analysis
1279. For the purpose of evaluating the project financial sustainability, it is necessary to
calculate the Weighted Average Cost of Capital (WACC). The project funds include a
loan from ADB’s ordinary capital resources (OCR), and counterparts funds from the
Government of Sri Lanka (GOSL). The loan will have a 25-year term, a grace period of
5 years, and an annual interest rate determined in accordance with ADB’s London
interbank offered rate (LIBOR)-based lending facility. The cost of GOSL funds was
based on the risk premium on lending charged by banks to the private sector in Sri
Lanka. The average local inflation is forecast at 5.50% and foreign inflation at 1.54%.
The overall WACC of the project was estimated at 1.44% in real terms.
Table 12-4: Weighted Average Cost of Capital
1280. Based on the assumptions defined above and included in the economic assessment
section, the project financial performance is estimated and summarized in the table
below.
Table 12-5: Costs and revenues of the project (in 2016 present value)
1281. The items above are presented in Present Value, meaning that for each item all
amounts (cost or revenue) are summed over the 30-year period, and discounted with
the WACC calculated before from the first dollar spent (in 2019).
Page 12-6
1282. It results that Revenues (including passenger revenues and residual value of the initial
investment) generated by the project are not sufficient to cover the Costs (initial and
annual costs).
1283. However, in present value, revenues and terminal value cover the operating costs.
With the remaining amount, project benefits are able to cover part of the maintenance
costs, a little more than 27%.
12.2.5 Subsidies and tariffs
1284. As Sri Lankan Railway is currently not financially sustainable, it is proposed to assess
the level of subsidy required to the break-even, the tariff policy remaining unchanged
from proposed before. The goal is to reach the target value of 1.44% for the Financial
Internal Rate of Return (FIRR), being the WACC indicator, by compensating the lack of
passenger revenues with subsidies.
1285. In this case, the necessary annual subsidy required to have a FNPV equal to zero is
USD186.67 million (undiscounted), starting from the first dollar spent in 2019, to
2055.This represent a total amount of subsidies of USD5885.29 million (discounted). If
only the operating and maintenance costs are to be covered, the total subsidy
decrease to USD3391.46 million, or an annual amount of USD134.47 million
(undiscounted) to be spent each year from the project commissioning in 2025.
1286. It is also proposed to reach the break-even by raising the average ticket fare, still to
reach the target value of 1.44% for the FIRR, or 0 for the FNPV. In a theoretical
approach, the average ticket fare per passenger.km would be 54.11 LKR/km instead of
1.52 LKR/km. Considering only O&M costs to be covered, the average ticket fare
would be 31.82 LKR/km. The increase representing a high discrepancy compared to
the current price, a mix between subsidies and ticket fare increase would be an
intermediate answer to cover the investment and O&M costs.
Page 12-7
13 S OCIAL AND ENVIRONMENTAL S AFEGUARDS
13.1 INITIAL ENVIRONMENTAL EXAMINATION

13.1.1 Anticipated Environmental Impacts and Mitigation Measures
1287. The conceptual and preliminary designs for project elements, especially the track
alignment and access road construction have been selected to avoid and/or minimize
overall environmental impacts. Impacts related to the construction period are mostly
short-term and reversible and can be mitigated adequately. Long-term impacts which
are irreversible result mainly from the acquisition of land for the right of way. Impacts,
mitigation measures, and proposed monitoring are summarized below.
13.1.1.1 Aspects Related to Air Quality
1288. The project area along the coast line is characterized by limited industrial
development, highly residential and an expanding tourist trade; whereas along the
main line up to Ragama, industrial development and low-cost residential areas are
noticeable and low-lying areas and paddy cultivation are prominent thereafter. Sri
Lanka has no standards specified for ambient air quality. However, in control of
ambient air quality in Sri Lanka, it is mandatory to control source emissions as well as
non-source emissions, which is defined by The National Environmental (Ambient Air
Quality) Regulations, 1994, published in Gazette Extraordinary, No. 850/4 of
December, 1994 and amended by Regulations made in Gazette Extraordinary, No.
1562/22 of August, 2008. As a strategy for source emission control, the Central
Environmental Authority has finalized Source Emission Control standards for Sri
Lanka. These standards were approved by Board of Management of the CEA and
allowed to practice as interim standard until gazetted under National Environmental
Act. All the interventions proposed by the project should take these considerations into
account when planning construction activities and subsequent operation and
maintenance of new railway systems together with associated infrastructure.
1289. During the construction phase, the atmospheric pollution sources include airborne dust
from earthworks, material storage yards, and tail gases from construction equipment
and vehicles. Construction of new railway lines needs substantial amounts of gravel as
fill material and aggregates. In addition to air pollution during transportation, operations
of borrow sites and quarries could result in significant air pollution scenarios in terms of
fine dust particles along with high noise and vibration levels. Furthermore, dust could
cause significant sociological issues/ problems due to increased incidences of smoke
and dust in the air. The dust will settle on houses, roadways, trees and crops, and can
cause respiratory problems for local residents. Experience has shown that frequent
spraying of water in construction sites and on exposed earth surfaces, covering of
material stock piles with appropriate wind shields or covering material and covering
material trailers of transportation vehicles with tarpaulins, and training of equipment
operators and drivers in fuel efficiency and anti-idling can effectively reduce the air
emissions. With the adoption of these mitigation measures for this Project, the residual
atmospheric impact is anticipated to be temporary and minimal. In consideration of the
spread of the emissions from construction activities and the strong wind conditions
(along the coastal line) and the large absorptive capacity of the local air-shed, the
residual impact on air quality is forecast to be slight, but proper mitigation measures
should be in place.
Page 13-1
1290. During the operational phase, the main air quality impact will be from reduced
emissions of operating locomotives. Rail electrification is the most important part of the
proposed project strategy. Typically, an electric train emits between 20% and 35% less
carbon dioxide per passenger kilometre than a diesel train. Electric trains emit around
50 gCO2/passenger km with compared to 65 -100 gCO2/passenger km for a diesel
train, 120 gCO2/km for a bus and almost 150 gCO2/km for a car. This benefit will only
improve as the electricity generation industry reduces its carbon emission levels.
Electric trains also have zero emissions at the point of use, of particular benefit for air
quality in pollution hot spots like urban areas along the main line and densely
populated areas along the coastal line. This advantage will increase over time as Sri
Lanka’s power generation mix becomes less carbon intensive.
13.1.1.2 Water and hydrological aspects

13.1.1.2.1 Water Quality
1291. The proposed construction of new rail tracks and bridges, extensions to stations and
related facilities, rail yards and storage-related facilities, access roads, overpasses,
etc. involve activities such as land clearing, extensive cut and fill operations,
excavations, blasting and drilling (mainly for material supply), soil disposal and soil
stabilization, construction of access roads and landscaping, and significant operations
involving transport of material, which would invariably result in surface water quality
deterioration mainly as a result of high turbidity and colour, especially when the
construction work is carried out during the rainy season. The proposed rail track will be
constructed on elevated embankments, which demands very large amounts of soil,
which has to be transported to the project area. This will lead to high rates of erosion in
the area where borrow pits are located and also in sections where there are significant
amounts of filling. Erosion can be expected from freshly placed earth fills and borrow
areas until the soil layers are stabilized. Surface runoff from such areas will carry
substantial amounts of eroded soil particles, which will cause severe turbidity and
colour problems in rivers and streams.
1292. The mainline railway crosses (or passes adjacent to) several rivers, numerous
streams, irrigation tanks and low-lying areas. At locations where the railway line
passes through paddy fields or above water bodies, the impacts of water quality
deterioration will be relatively more significant during construction stage than the
operational stage. Locations such as Veyangoda and Panadura used to construct
railway yards are located close to surface water bodies and are vulnerable to siltation
from surface runoff during construction. Construction of railway yards and stations in
the middle of vast paddy fields and low-lying areas (e.g. Daraluwa, Magalegoda,
Yagoda, Bemmulla anicut area, Elowita, Kochchikade-Halpe, Kirindiwita) will cause
short-term water quality deterioration, especially during periods of heavy rain. In the
flood prone areas of the Attanagalu Oya basin, notably Ganemulla, Gampaha,
Daraluwa, Bemmulla areas and Veyangoda area which is close to Dee al oya flood
plain, surface water quality deterioration due to surface and subsurface runoff
enrichment will be significant during the heavy rainy periods of the south-west
monsoon (May-September) and inter-monsoonal periods. Construction of bridges,
culverts and canal systems will occasionally need dredging and bank stabilization,
which will increase turbidity in water and also lead to colour problems. Disposal of
dredged material may cause impacts similar to, but potentially more severe than, those
associated with dredging operation.
1293. A large fleet of construction vehicles, mainly for transportation of earth and other
construction material is expected during construction. Washing and cleaning of these
Page 13-2
vehicles will also contribute substantial amounts of solids to water bodies. Oil spills,
fuel and lubricant leakages from vehicles and construction machinery and equipment
will contaminate both surface and groundwater. Improper storage of construction
material and waste and debris can be a potential source of pollution of both surface
and groundwater.
1294. During operational stages, with rail transportation and operations at railway yards and
stations will give rise to spillage of oil, grease, lubricants and other chemical (of any)
which will contaminate surface waters if such pollutants are washed away with surface
water. This will contribute hydrocarbons, oils and trace metals such as lead and zinc
into surface runoff. Cleaning servicing of engines, carriages, and other machinery and
equipment, operations at storage facilities will generate substantial amounts of waste
and/or wastewater that could potentially contaminate watercourses. Transportation and
storage of hazardous and/or dangerous material can be a potential source of severe
contamination of surface water if proper and consistent procedures are not observed.
1295. Pollution due to improper disposal of wastewater and solid waste generated at stations
and related facilities can be regarded as one of the potential impacts. Human wastes
arising from worker camps (during construction), stations and related facilities (during
operational phases) that are not properly treated and are disposed at a point of origin
can contaminate groundwater sources and pose a risk of parasitic infections (through
direct contact with faecal matter) and various gastrointestinal diseases.
13.1.1.2.2 Flooding
1296. Attanagalu Oya, Uruwal Oya and Dee al Oya are the major rivers crossing the railway
lines. The railway line crosses Uruwal Oya at close to Gampaha railway station, where
high flood level for 100-year return period is about 7.6 m MSL. Floodplain from the
overbank flow of Uruwal Oya mergers with that of Attanagalu Oya to make a
continuous flood pool during high flood events. From Pahala Yagoda to mid location
between Daraluwa and Bemmulla Station, the railway alignment is in the same general
direction of Attanagalu Oya. Yagoda, Gampaha and Daraluwa Stations are located
within the Attanagalu Oya flood plain. Low-lying areas within the Attanagalu Oya flood
plain notably Ganemulla, Gampaha, Daraluwa, Bemmulla areas and Veyangoda area
that is close to Dee al oya flood plain undergo flooding almost once a year. The railway
line crosses Dee al Oya and runs close to the river and tributaries. The Veyangoda
Station and the proposed Yard areas are located close to the Dee al Oya. The track
runs very close to the stream, intersects the irrigation and drainage canals at several
locations. Almost all these places have undergone heavy flooding several times in the
recent past. It has been estimated that a 100-year peak discharge of 800 m3/s would
occur along Paramulla Road towards Heendeniya-Pattiyagoda Station. The narrow
valley along Keenawala Road towards the Yard area, the estimated 100-year flood
discharge is about 210 m3/s. It is expected that construction of the new railway lines
would affect the surface flow and runoff, due to the increased obstruction of flow paths.
This can create local flooding unless adequate culverts/bridges are provided.
1297. The proposed new railway trace although follows the existing railway tracks can cause
blockage of floodwater creating a significant impact on flooding if sufficient openings
are not provided. Flood levels on the upstream side of the low-lying areas will also
increase if sufficient openings are not provided to maintain the natural sheet flow
pattern of floodwater.
Page 13-3
1298. It is observed that flooding is a baseline occurrence. Nevertheless, the new railway line
has to be designed so as not to aggravate flooding. The following mitigation measures
will be adopted in this regard:
■ Systematic hydrological / hydraulic design and provision of flood openings for all
streams and other required locations in the flood plain.
■ Liaise with Irrigation Department, Provincial Irrigation Engineer and other
stakeholders for necessary concurrence.
■ Recommend channel improvements to alleviate baseline flooding when necessary.
13.1.1.3 Noise and Vibration
1299. The main noise sources during the construction phase will include blasting, heavy
equipment, and transportation vehicles. To minimize the impacts, construction sites will
be planned considering the sensitiveness of receptors, such as schools, temples,
population centres, etc. In addition to choosing equipment of low noise and vibration,
construction activities with noisy equipment near schools will be scheduled to avoid
school class hours and those taking place near residential areas will avoid the use of
noisy equipment at night (22:00-06:00). With such engineering practices and
management measures, no significant disturbance to local communities from
construction-related activities is anticipated.
1300. Noise levels should be well monitored during the construction phase. If ambient levels
are far higher than the stipulated limit of 75 dB(A) for daytime construction works
(defined from 6 am to 9 pm), then appropriate measures should be taken. All workers
in the vicinity of loud noise and those working with or in compaction, batching or
concrete mixing operations, jack hammering, etc. shall be provided with appropriate
protective gear.
1301. All machinery and equipment to be used for the construction phase need to be
regularly well maintained (for example, proper lubrication of the moving parts of the
machinery in contact will reduce noise due to friction) and fitted with noise reduction
devices such as exhaust silencers/mufflers in accordance with manufacturer’s
instructions. Similarly, the vehicles should have good quality mufflers or silencers to
reduce exhaust noise.
1302. Electric trains are quieter than diesel trains, and virtually silent when waiting at
stations. During the operational phase, the noise will generate from the wheel-track
friction from passenger and freight trains, the whistling of locomotives, and stations
and depots. Located in the 30- and 200-meter zone of the railway corridor are a
number of sensitive receptors, including temples, schools and hospitals. The diesel
trains operating at present are noisier than electric trains. Therefore, the introduction of
electric trains will lessen the need for diesel trains and will limit the frequency of such
trains. Therefore, the noise reductions will be significant positive impacts on sensitive
receptors. However, engine drivers will be required to avoid whistling when passing
schools in the day and when passing villages during late-night hours. With the
proposed noise reduction measures, the daytime and night time noise levels of all
sensitive spots are anticipated to be within the allowable limits.
1303. The Interim Standard on Vibration Pollution Control for Sri Lanka provides guidelines
for the operation of machinery, construction activities, vehicular movements,
acceptable human exposure to vibrations depending on the length of the vibration
period (continuous, intermittent, and impulsive). Excavations and backfilling operations
Page 13-4
may induce moderate levels of vibration. However, the duration will be short, and the
intensity will be low. Vibrations during operation of electric trains will not be any
significantly different from diesel trains, and increase in vibration levels is not a
significant impact.
13.1.1.4 Topographical and Geological Aspects

13.1.1.4.1 Soil Erosion
1304. The project sites are located within the wet climatic regions of the country, where the
annual rainfall exceeds 2,400 mm. However, the entire rainfall is concentrated for short
periods, notably during inter-monsoons and/or southwestern monsoon, during which
rainfall of high intensities can lead to heavy surface runoff and flooding in the project
areas along the main line. Heavy erosion of exposed areas is possible during rainy
periods, as project interventions involve borrowing of gravel and extensive earthwork.
The clearing of the land due to project activities will invariably expose surface soil to
erosion. Moreover, excavation of the elevated ground and filling of the low-lying areas
will also contribute to soil erosion. Soil erosion and transportation of the eroded soil will
cause several environmental problems such as siltation and blocking of existing
waterway, reducing the yield of the agricultural crops, flooding due to blockage of
drainage paths and pollution of drinking water sources.
1305. The Project will require the construction of new railway lines, construction and
rehabilitation of bridges, culverts, extensions to stations and new yards. Filling
activities along low lying areas, especially along the main line and construction of the
sub-grade will involve large quantities of borrow material and generation of large
volumes of spoils. The removal of vegetation from excavation in borrow areas and
dumping of spoils will cause soil erosion. During construction, soil loss caused by the
construction of the sub-grade for the railway lines, stations, and yards will amount to
large quantities of soil material over the construction period.
1306. Several mitigation measures are proposed to minimize the loss of soil. These include:
(i) optimizing horizontal and vertical sections of the line; (ii) maximizing the use of
spoils as refill materials; (iii) re-vegetating exposed areas immediately upon completion
of the earthworks; and (iv) establishing retaining walls. All the earth slopes, created
due to project activities, should be properly designed to minimize soil erosion.
Mitigation measures such as paving the surface or turfing, reduction of the slope,
provision of drains and rainwater disposal system can be considered during the design
stage. Exposure of unprotected sloping ground during rainy season should be
minimized. Stockpiling of material near waterways, drinking water sources and
agricultural lands should be avoided as much as possible. Wherever possible silt traps
and detention facilities should be provided to prevent the development of excessive
flow velocities to minimize the amount of surface erosion.
1307. After mitigation measures are put in place, the volume of soil loss caused by the
construction of the sub-grade, stations, and yards can be reduced to manageable
quantities over the construction period, while the volume of soil loss caused by the
disposal of spoils can be effectively managed.
13.1.1.4.2 Coastal erosion and impacts on coastal landform
1308. Along the coastal line from Panadura to Kollupitiya, the landform of much of the project
corridor will be severely changed due to the construction of the new track along the
coastal stretch. This is more prominent from midway between Dehiwala and
Page 13-5
Wellawatta Stations to Kollupitiya. Along with this stretch, which is about 5 km in

length, construction of the new railway line needs:
1. the removal of existing groynes, boulders, and rock armour which are in place at
present, leading to coastal erosion until new protection structures are in place
2. filling and constructing embankments for the new track, construction of sea walls,
and/or groynes at selected locations, to protect the new track
3. constructing emergency recesses, rock-filled protection walls, especially to support
and protect new platform construction and extensions of Wellawatta, Bambalapitiya
and Kollupitiya railway stations.
1309. In addition, the new track that has been proposed for the coastal line at locations from
the bridge over Bolgoda Lagoon to Egoda Uyana area towards Koralawella, the trace
close to Lunawa, Angulana, Ratmalana to Mt. Lavinia is located very close to the
coastal stretch. In addition to the impacts due to interventions mentioned above,
construction of the new track along the coastal line, in general, will lead to following
impacts:
■ modification of natural coastal landforms through earthworks, coastal protection

work and other hard structures
■ disruption of natural drainage patterns
■ disruption of natural coastal processes including sand transport (especially the long
shore drift), accretion and erosion of the beach,
■ increased sediment runoff from land clearance and earthworks, beach
replenishment, reclamation and coastal structures
■ removal of coastal vegetation and impacts on important habitats such as wetlands
(though not prominent, there are small pockets of coastal wetlands), dunes and
riparian margins
■ disrupting natural patterns through inappropriate landscaping and/or the planting of
non-indigenous local species.
■ Construction material and soil can wash away with surface runoff thereby polluting
the shoreline.
■ Wastewater and/or surface runoff diverted toward the beach will pollute and erode
the sandy surface and will be visually unattractive, and will be a nuisance for other
users of the beach.
1310. Sri Lankans have a close association with the coast. The ability to access and enjoy
the coast is a significant contributor to people's quality of life and sense of community
well-being. The maintenance and enhancement of public access to and along the
margins of the coast are recognized as a matter of societal importance. Construction of
a new track will limit the open coastal space, and the introduction of new electric
railway will impose restrictions on crossing the railway lines to reach the coastal areas.
1311. The project should maintain open coastal space to the extent as possible and such
space should be maintained and enhanced wherever possible and is an important
design consideration for proposed project activities. Expert landscape assessments
and a strategic planning approach can enable the project developers to protect coastal
landscapes.
Page 13-6
1312. The extent to which development impacts on the natural character of the coastal
stretch will depend on how modified the environment currently is, and how well the
development has been designed to accommodate elements of natural character
(including coastal processes) and mitigate adverse impacts. The risk of incremental
loss of natural character because of the development of an additional coastal railway
track and other activities related to the development in the coast is high.
1313. Installation of sediment traps, proper drainage management in and around

construction sites, proper storage of construction material and following good
construction practices would mitigate most of the construction-related impacts. Material
yards and areas for stockpiling should be selected well-away from the coastal areas
and other water bodies. As the new track is planned on the seaward side of the
existing tracks, transport of material for filling, and construction work will have to be
planned properly. Transport of boulders, rock armour and material for the construction
of sea walls, and other coastal structures would need barge operations and/or
extensive movements of heavy vehicles, which need prior planning. Impacts and
corresponding mitigation of transport-related impacts apply here as well.
1314. All the project interventions along the coastal line should be finalized with proper
attention paid to the impacts mentioned above. Coastal processes should be well-
understood (especially sand transport patterns, accretion and erosion patterns) and
coastal structures, abutments, sea walls, groynes, coastal armour, embankments and
any fillings should be properly designed. All the project interventions should have
approvals of the Department of Coast Conservation & Coastal Resources
Management (CC&CRM) for all the development activities and structure in the Coastal
Zone and should satisfy the compliance requirements prescribed under the Coast
Conservation Act No. 57 of 1981 and subsequent amendment (1988); Coast
Conservation Amendment Act. No. 49 of 2011 and The Coastal Zone and Coastal
Resources Management Plan – 2016 (proposed). Designing coastal structures without
a proper understanding of coastal processes will lead to disastrous effects, especially
accelerating coastal erosion and destabilising the coastal line and the infrastructure,
notably the railway tracks and bridges.
1315. The construction of the new track should be planned in consultation with other
government agencies, such as Ministry of Megapolis and Western Development,
Urban Development Authority and Department of Coast Conservation & Coastal
Resources Management. ‘Formation of Recreational Beach Area along the Shoreline
South of Colombo (in the form of Perched Beaches)’ and ‘The reclamation of coastal
areas and city development of Colombo and adjacent areas’ are two projects
extensively discussed lately. In addition, an extension of the Marine Drive is also
planned, and the proposed interventions can be designed and implemented as parallel
projects.
1316. Any mitigation measures should consider long-term impacts of changes in

temperature, precipitation, sea level, and coastal storms which are predicted to
increase the vulnerability of newly proposed infrastructure. In addition, the effects of
climate-induced extreme events on infrastructure are likely to be important but are
incompletely understood.
13.1.1.4.3 Impacts on land form along the main line
1317. The change in the landform along the main line due to the construction of a third track
can be considered minor because there already exist at least two railway tracks up to
Veyangoda along the main line. Since the embankment for the rail track through the
Page 13-7
low-lying areas will be at most locations perpendicular to the water flow during rainy
seasons, the drainage pattern near the project corridor will be changed slightly due to
additional embankment width.
1318. Provision of additional drainage paths is needed to mitigate such impacts.
13.1.1.4.4 Mineral Resources/ Construction Material
1319. Boulders and rock required for sea walls and the railroad construction may be quarried
from outside the trace, and therefore, mineral deposits outside the project corridor may
be used up for the construction of the proposed new railroads. Borrow material and
earth may be needed in large quantities. However, since these minerals are commonly
found in other areas of the region, there will not be a significant impact on the mineral
resources due to the construction of the railroads and other infrastructure.
13.1.1.4.5 Slope Stability and Settlement of the Ground
1320. Rail track should have a very mild slope and generally less than 1:100. The entire
project area lies within flat terrain, and therefore, construction of the rail tracks, yards
and other infrastructure will not affect any slopes. However, the slopes of newly
constructed embankments, which are stable during the dry season, might become
unstable during the rainy season due to the development of excess pore water
pressure and the loss of shear strength of the unsaturated soil due to saturation.
Proper monitoring is needed along newly constructed embankments at least during the
first few years after the track becomes operational.
1321. At places, where the railway track of the main line runs through low-lying areas and
valleys of the streams, the sub surface consists of organic soils or soft alluvial
deposits. Within these low-lying areas, significantly high embankments are needed to
prevent flooding of the rail track and to maintain the gradient less than the permissible
maximum. Construction of high embankments over such soft compressible deposits
will invariably give rise to large primary and secondary consolidation settlements. Such
settlements of newly constructed embankments can be observed through the already
constructed embankments of existing railway tracks, and proper remedial measures
have to be taken, if needed, during the operational period.
1322. If ground improvement is carried out using preloading with or without vertical drains,
settlement of the embankment and the vicinity should be monitored, and filling rate
should be controlled to minimize slope failure of the embankment. If the rail track is
passing through the areas where surface soil is expansible, necessary design
measures should be taken to minimize the movement of the track due to swelling of
the surface. Embankment construction should be done ensuring a certain uniform
degree of compaction. A quality control program should be in place to ensure that
minimum compaction level is achieved thus, reducing post construction creep
settlement.
13.1.1.5 Impact on Transport Network

13.1.1.5.1 Impact on Roads and Railways
1323. There are numerous national roads (A or B class) crossing the main line between
Maradana and Veyangoda and at several locations on the coastal line, near Slave
Island. In addition, there are around a hundred of minor road crossings, mostly C and
D-class roads managed by Provincial Road Authority) along the main line. These
Page 13-8
roads provide transport facilities for local, regional and even national road users to
various significant centres in the project area, and also in the Western Province.
During the construction period, the users (both vehicular users and pedestrians) of
these roads will get disturbed due to the construction of the new railway track,
extension work to stations and platforms, construction of access roads near railway
stations and especially construction of overpasses and underpasses. The disturbances
will be significant in the road where high traffic volumes are reported.
1324. During the operation period the railway system together with overpasses and
underpasses will be properly established in its functions, but some disturbance to the
traffic of the other crossing roads can be expected in the long run. It is necessary to
provide safe crossings for these C and D Class roads and any other important minor
road identified during detail field verifications by way of underpasses or over passes or
at grade control systems. The remaining minor roads could be connected through
service roads running parallel to the railway line.
13.1.1.5.2 Impact on Transport Services
1325. It is possible that the public transport service will get affected during the construction
period especially with respect to congestions (due to construction work and
construction vehicles) detours and delays. This will be mainly due to the construction
of underpasses and overpasses and pedestrian bridges. It may be necessary to
change the locations of the present bus, and other para transit stops and terminals
such a way that they could be coordinated with the transport operation. During the
operational stage, some of the long distance bus travellers will switch to the railway
and will increase the level of service of the bus operation. However, there will be a
higher demand for local bus routes to and from the new railway stations.
13.1.1.6 Impacts on other infrastructure services
1326. A significant number of households in the project area have access to pipe borne
water facilities. Water distribution lines might get damaged or disturbed during the
construction period. If so, water users will face significant problems. Similar impacts
may be expected on electricity and telecommunication users due to the construction of
the proposed railway line, pedestrian bridges, overpasses, etc. Sometimes existing
electricity distribution lines may need to be temporary shifted or removed during the
construction period.
1327. Since there are no common sewer lines in the area, construction activities may not
disturb such infrastructure facilities. The latrines in individual houses which require
relocation will not have significant negative impacts. If the road construction sites
create long-term storm water stagnation problems community health will be adversely
affected. If the pipe-borne water supply gets disturbed use of water sealed latrines may
also be difficult.
1328. Design alternatives may be explored to avoid high tension power lines. If the power or
telecommunication lines providing electricity to the communities are to be removed
from construction activities, alternative measures should be worked out to provide
continuous power to the communities who are presently enjoying electricity power.
This problem may be mainly confined to the construction stage of the project.
1329. If the existing water supply pipelines are removed or disturbed due to construction
activities alternative measures taken to provide continuous services to the people who
are currently enjoying pipe water facility. If any shallow wells used for drinking
Page 13-9
purposes get affected action must be taken to construct alternative wells to provide a
continuous source of water for the users.
13.1.1.7 Ecological impacts

1330. In coast line, proposed railway line is designed to be laid on the seaside from the
existing railway line. Though coastal vegetation cover is sparse beside the coastal
railway line, (from Panadura to Dehiwala), a belt of Pandanus sp. and Cocus nusifera
could be observed in some places parallel to the existing track. As per to the design,
such vegetation covers need to be removed, however, these vegetation cover/belts act
as wind barriers and prevent the soil erosion.
1331. In addition, small patches of Pisonia grandis, Terminalia catappa Barringtonia asiatica,
Scaevola taccada, Thespesia sp. in the seaside need to be removed. Along the railway
line from Wellawatta to Kollupitiya, the vegetation cover is extremely low, therefore, the
impact on flora is negligible. However, filling/reclamation of the sea may be required for
the proposed new railway line.
13.1.1.7.2 Main Line
1332. The proposed new railway line passing the urbanized city centres do not cross
habitats, which are ecologically significant. In the rural and semi-urban segments of the
main line, ecological habitats such as wetlands and marshy lands are already
degraded and disturbed by anthropogenic interventions such as the construction of
roads, high power transmission lines, etc. and are mostly infested with introduced and
invasive plant species such as Annona glabra and Acasia sp. Moreover, both sides of
the existing railway line, which may be subjected to land clearance and preparation,
have sufficient open space with low vegetation cover and comprise of common
domestic vegetation types. There are a few larger trees (about 30” – 45” dbh) belongs
to family Fabaceae (Mara Trees) have observed along the main line. However, the
removal of such trees will be decided only after the exact trace has been finalized.
Therefore, ecological impact related to the design and its location is negligible.
13.1.1.7.3 Impacts on Ecological Features
1333. In pre-construction stage, land clearance will be undertaken, and coastal vegetation
belt will be removed. In addition, yards will be proposed for material storage and labour
camps; thereby land clearance can be expected in identified locations along the
railway line (if any). These pre-construction activities will remove the floral habitats and
disturb the fauna, some of which will inevitably be lost. It is also proposed to build new
bridges across the Bolgoda Estuary and Lunawa Lagoon (at the point where lagoon
connects to the sea), coastal structures/protection walls. In addition, the near shore
seabed will be excavated to lay the new railway line, especially from Wellawatta to
Kollupitiya, where the narrow stretches of the beach is found.
1334. Drilling, excavation, anchoring, installation of coastal structures/protection walls will

cause negative ecological impacts. However, it will be restricted to the construction
period alone, and therefore the impacts are short-term. During construction stage, soil
erosion, water and air pollution, noise and vibration could be expected at the levels of
low, medium and high; therefore, negative impact on both flora and fauna in
marine/brackish water is anticipated. However, the exact impact could be varying and
depending on the construction plan.
Page 13-10
Construction of the main line will not cause significant impacts as the coastal line, except
urbanized city centres such as Kelaniya, Ragama and Gampaha.
Soil erosion:
1335. The soil will be highly disturbed with the removal of vegetation cover. The exposure of
excavated sandy soil to surface runoff will lead to severe soil erosion, which needs to
be mitigated. In addition, disturbance to the coastal line and the seabed due to
excavation and anchoring of the protection walls/coastal structures can be identified as
the main impacts during the construction stage of the project. Excavation of the coastal
areas will loosen the subsurface soil and will be subject to erosion. Laying of the
railway line (materials) in parallel to the existing railway line may have a low impact on
the coastal and the marine environment. One of the main impacts would be increased
turbidity and sediments in the water column, which will have an adverse effect on the
marine fauna and flora. Construction of the new track and other developments,
earthworks, vegetation clearance can result in increased sediment loadings
discharging into water bodies. Sedimentation is a threat to coastal and fresh waters
alike, and overall coastal/freshwater water quality. It can smother benthic communities
and significantly adversely affect natural habitats and ecosystems. For instance,
crustaceans use the beach/brackish water and/or beach as their breeding grounds. In
wetlands and freshwater habitats, benthic habitats are very productive. Therefore, all
the construction activities should be carried out in a manner while giving special
attention to protecting these habitats.
Air Pollution:
1336. There is a possibility that the proposed construction will cause air quality impacts.
Gaseous pollutant emission by mechanical equipment and vehicles would lead to
slightly increased air pollution in the area. This may negatively affect for the flora and
fauna in nearby area, however, the impacts will be short-term and will be restricted to
construction period.
Noise:
1337. The proposed construction activities may cause high levels noise levels mainly due to
the construction activities and operation of machinery, equipment and heavy vehicular
fleets. Due to a project of this nature, it is anticipated that there will be a moderate flow
of vehicular traffic either diverted or created depending on the locality especially along
the coast line. Construction processes connected with excavation, handling and
material transportation may also cause increased noise levels. Since construction
works require the use of heavy machinery (apart from the use of several construction
vehicles), noise levels will be very significant, though the effects may be temporary
(since the construction phase is confined to a shorter time period).
1338. Furthermore, disturbing effects on marine and terrestrial fauna will be marginally
higher, especially when working during night time.
Vibration:
1339. The vibration from the heavy vehicles during transportation of equipment and haulage
of materials could induce vibrations, which would sometimes exceed above levels so
that it will affect the marine and terrestrial fauna. For instance, some behavioural
patterns of crustaceans, birds and amphibians, could be altered due to elevated noise
and vibration levels.
Page 13-11
Disposal of waste:
1340. Nearby water bodies, marine environment and neighbourhood area, will be polluted if
solid waste, sewage and wastewater generated during the construction phase are not
properly disposed of. Any shortcomings in the provision of sanitation facilities for the
workforce involved in the construction works would cause pollution with untreated
domestic wastewaters (i.e. grey water and black water or sewage) containing high
levels of biochemical oxygen demand (BOD) or biodegradable organic matter,
nutrients and pathogens.
13.1.1.8 Operation and Maintenance of new infrastructure
1341. The main environmental impact related to operation period is incessant vibration.
However, due to the existing railway transportation, vibration is generated at a
significant level and the levels are not expected to increase significantly.
13.1.1.9 Replanting programme to mitigate loss of vegetation
1342. Ground clearance activities may impact the flora (coastal and terrestrial) along the
railway line to a higher degree. As per to the design, vegetation cover needs to be
removed parallel to the existing railway line. This impact can be minimized by
replanting plant species along the coast line (e.g., Pandanus sp.) and main line (native
terrestrial plants) to compensate the loss of plant species. However, it is much better if
larger trees are root balled during the initial land clearance and maintains them during
constructions; same plant species can be used for replanting within site. Table 13-1
provides a list of plant species that are suitable for replanting.
Table 13-1: List of native plant species suitable for replanting in the area
Family Species Local name
Apocynaceae Carissa spinarum Heen Karamba

Boraginaceae Carmona retusa Heen Thambala
Boraginaceae Heliotropium indicum Ath Honda
Euphorbiaceae Flueggea leucopyrus Katu Pila
Fabaceae Bauhinia racemosa Maila
Fabaceae Cassia auriculata Ranawara
Fabaceae Cassia fistula Ehala
Fabaceae Tephrosia purpurea Pila
Meliaceae Azadirachta indica Kohomba
Moraceae Ficus bengalensis Nuga
Myrtaceae Syzygium cumini Madan
Pandanaceae Pandanus odoratissimus Weta Keyiya
Rhamnaceae Ziziphus mauritiana Masan
Rubiaceae Morinda coreia Ahu
Rutaceae Glycosmis mauritiana
1343. In addition, boundaries along the railway line should be clearly demarcated and fenced
before construction. This may help to minimize the unnecessary removal of
trees/plants and disturbance to flora and fauna and their habitats.
Page 13-12
13.1.1.10 Land Acquisition and Resettlement
1344. The construction of the Project will involve land acquisition, removal of buildings, and
population resettlement. Details of Initial Identification of Land Acquisition and
Resettlement and a summary of the RP is included in Section 13.2.
13.1.1.11 Public Safety and Health
1345. During the construction period, there is also a risk of incoming workers spreading
diseases (e.g., Dengue and HIV/AIDS). A mobile health team is proposed to conduct
regular health checks for the construction workers. Moreover, it is recommended that
the construction sites and construction workers’ camps should be provided with proper
water supply and sanitation facilities including proper waste management practices in
place. A sanitation and hygiene officer will be assigned to large sites with more than
40-50 workers. Such locations should be accessible to the Public Health Inspectors (of
local authorities) at all times.
1346. Health and safety of workers at work will also be an issue of concern. To avoid
accidents, training will be provided to workers, especially machinery operators, on
safety procedures and precautions. Helmets will be required at all construction sites.
The contractors will be required to appoint a safety officer who will conduct regular
safety inspections of the construction sites. Remedial actions consistent with industry
standards will be taken immediately when safety violations are discovered.
1347. Railway travel is much safer than local highway travel in highly populated areas. As
mentioned above, electric trains are quieter than diesel trains, and therefore persons
who reside close to the tracks or who walk along railway tracks, especially those who
cross the railway tracks to access the coastal areas, should be extra careful of
approaching trains. This can be a serious issue at unprotected level crossings. People
should be made aware of this increased danger. Therefore, a railway safety education
campaign is required to minimize the safety risk of the railway to the surrounding
communities.
13.1.2 Environmental Monitoring Program
13.1.2.1 Need for the Environmental Monitoring Program
1348. Ministry of Transport/Department of Railways needs to conduct a comprehensive

environmental monitoring programme (through reputed and independent, competent
organizations) of the different segments of the environment in and around the
proposed site as the case may be. This is very crucial in order to assess the
performance or success of the proposed mitigation measures. There are three basic
environmental monitoring tasks to assess the success of mitigation and identifying
residual impacts. They are:
■ Pre-construction monitoring to determine the baseline conditions in detail to identify

impacts and mitigation measures that are necessary to be incorporated into the
main designs. The baseline monitoring carried out during feasibility and derailed
design stage can been used in order to formulate the monitoring programme for
both construction and operation phases.
■ Construction compliance monitoring to determine any likely negative environmental
impacts and their mitigation, and
Page 13-13
■ Post construction or operation monitoring to determine the possible changes of

environmental elements due to project activities.
■ Monitoring of the Resettlement Process
1349. It should be noted that during the construction phase, both the contractor and the
Department of Railways would accept a major responsibility in undertaking the
monitoring aspects with assistance from competent organizations.
13.1.2.2 Composition of the monitoring committee for physical and ecological impacts
1350. The main agency responsible for initiation of impact mitigation programs and also for
getting relevant agencies to monitor each impact mitigation aspect is the project
developer who is represented by the project implementation unit (PMU) setup by the
Ministry of Transport/Department of Railways. The PMU will get assistance of various
agencies to implement the monitoring program.
1351. With reference to undertaking environmental management issues, monitoring aspects

and implementation of mitigation measures to prevent environmental pollution and
degradation an Environmental Monitoring Unit (EMU) will be established with the
assistance of Central Environmental Authority (CEA) and Coast Conservation and
Coastal Resources Management Department (CC&CRM). This unit should include
experienced personnel having experiences in civil engineering, environmental and
coastal engineering, traffic control and transportation, logistics management, air
quality, noise and vibration, sociology, ecology, and administration, health and safety
etc. In addition, the Ministry of Transport/Department of Railways will employ an
Environmental Officer to co-ordinate the monitoring plan. It is prudent to recruit
persons with specialized training since it needs a little experience to decide what to
measure and what not. The proposed EMU will be chaired by the Project Manager and
the Secretary will be a Divisional Secretary of one of the affected regions. The other
members will be representatives from various organizations and individuals should be
decided by the EMU in consultation with the CEA.
13.1.2.3 Institutional Framework for Mitigation of Social Impacts & Responsible

Agencies for Monitoring
1352. Once the resettlement plans along with strategies for mitigating social impact are
developed, land acquisition and resettlement would be the first significant activity to be
carried out. LARC, will be established in each DS division to deal with land acquisition
and resettlement issues. This committee would be comprised of the Divisional
Secretary, land surveyors, land officers attached to DS division, representatives from
project developer and valuation officers. At each LARC meeting a set of APs can be
invited to deal with their issues related to land acquisition and resettlement
1353. It is also recommended to establish a grievances redresses committee (GRC) to deal

with grievances of the APs. Arrangements should be made for APs to present their
grievances to the nearest GN office. Divisional Secretary of each division may take the
responsibility of chairing GRC meetings that will be held in DS offices. The grievances
collected at the GN offices will be investigated at the GRC meetings of each month.
The APs with grievances can also be invited for the GRC meetings.
Page 13-14
13.1.2.4 Availability of Funds, Expertise, Facilities
1354. Adequate funds will have to be allocated by the Ministry of Transport/Department of

Railways for following programs related to mitigation of social impacts.
■ Preparation of detailed and specific resettlement plans and

■ Recruitment of full time environmental officers to deal with resettlement and
compensation issues and environmental monitoring (to establish the EMU).
■ Carrying out environmental monitoring activities as outlined in the environmental
monitoring plan; Commissioning of relevant independent studies for recurrent
monitoring.
■ Establishment of required committees for implementation of measures for any
mitigation of impacts, rectification and/or redress grievances of affected
communities.
13.2 LAND ACQUIS ITION, RESETTLEMENT AND RELATED S OCIAL

IMP ACTS
13.2.1 Identification of Land Acquisition and Resettlement Impacts
1355. The initial social impact assessment was undertaken to identify extent and magnitude
of social and resettlement impacts from land acquisition or restrictions of land use
because of the proposed project activities for the expansion of the capacity of railway
lines for electrification and to propose mitigation measures. The proposed project
activities include: 1) adding a new railway track in the coastal line from Colombo Fort
to Panadura railway station (28 km) and in the main line from Maradana railway station
to Veyangoda railway station (36 km), 2) modification for the shelters for passengers’
platform and pedestrian bridges and other modifications to railway platforms to use
new rolling stock with electrification, 3) construction of new road bridges, culverts and
drainage facilities for the existing ones which are unsafe and cannot be repaired, 4)
construction of new rail bridges, and 5) reducing the number of level crossings. The
technical team has proposed the above project activities based on design drawings,
alignment maps and alternatives analysis and also indicated the likely impacts in terms
of extent of lands required for the construction of new railway tracks and improvements
for railway stations.
13.2.2 Objectives and Methodology
1356. The main objective of the initial social impact assessment is to identify both positive
and adverse social impacts including relocation issues in the project as part of the pre-
feasibility study and to prepare social safeguards documents to identify resettlement
impacts, avoid or minimize such adverse impacts and propose mitigation measures in
accordance with ADB Safeguard Policy Statement (2009) and National Involuntary
Resettlement Policy (2001).
1357. The land survey maps are not available in the project corridor area (20-meter corridor
area in the existing railway tract) to conduct a sample socio-economic survey or a
census of affected population and inventory of losses. Therefore, it is not possible to
prepare a resettlement action plan and the basic approach employed was to determine
magnitude of resettlement impacts in terms of the number of structures and
households affected, relocation issues and other social impacts, based on the use of
Page 13-15
drone images mapping. These maps were first used to identify the magnitude of
potential significant social and resettlement impacts that might result from land
acquisition for adding an additional railway track, railway station improvements and
construction of road and railway bridges. The closing of some railway crossings also
have impacts for the local communities with some restrictions to movements of people
and goods transportation. The alternatives analysis was done to consider the
possibilities of reducing such resettlement impacts.
1358. The number of primary structures to be affected was identified in the corridor area of
20 meters in the existing railway track (proposed to add a third or fourth track) and in
the areas of further improvements to railway stations by the technical team. It is
envisaged that the construction of an additional track requires about 8 meters for the
existing track, space for drainage, allowing for future addition of extra tracks and
sufficient width for the construction activities without disrupting normal railway
operations. A ten-meter wider corridor area on the left or right side of the existing track
from the centre line was considered to be the initial focus of the study. During the
design stage it is proposed to further examine the possibility of avoidance or
minimization of resettlement impacts. The “total numbers of project affected
structures” were estimated under the two options of adding a third or fourth track in
either the right or left side of the existing track and railway station improvements.
1359. The consultant visited 12 DS offices and briefed the Divisional Secretary
(DS)/Assistant Divisional Secretary and the Assistant Director, Planning regarding the
proposed Colombo Sub Urban Railway Project. The DS arranged meetings with
relevant Grama Niladharis to inform about the project and to get their support in field
visits. The consultant collected secondary information on the number of houses and
households, and population in each GN Division where the existing railway track
passes.
1360. The consultant visited all railway stations and conducted transect walks in some
railway tract areas with the Grama Niladharis, officials of the Railway Department and
local residents in order to collect information about the land use pattern and socio-
economic characteristics of affected population and types of communities (rural, urban,
low-income settlements etc.) as well as on possible impacts on access roads,
agricultural lands and community infrastructure facilities.
1361. The Divisional Secretary of Kelaniya DS office made arrangements to conduct a

survey of potential affected households (570) in 8 GND areas and the primary
information collected include: 1) the type of structure (house, commercial structure and
other uses), 2) ethnicity of heads of households, 3) number of family members, 4) the
floor are of the structure, and 5) occupation of head of household. This case study is
useful to understand socio-economic profiles of affected people in urban low-income
settlements
13.2.3 Location of Project
1362. The project is located within a 20-meter corridor in the coastal line from Fort to
Panadura railway station and the main line from Maradana to Veyangoda railway
station. It is proposed that 10 meters from the centre to the either side of the railway
are required for railway track improvements (4 to 6 meters have generally been used
for the existing track). The location of the project is shown in Table 13-2. The table
shows that 85 GNDs in 12 DS areas in three districts of Colombo, Gampaha and
Panadura districts are identified as the administrative areas and boundaries.
Page 13-16
Table 13-2: Location of the Coastal and Main Line Railway Tracks and Railway Stations
Distance
GN
from Fort Length DS division Railway stations
divisions
(km)
Coastal line from Fort to Panadura railway station
Fort, Secretarial halt and
1.86-3.62 1.76 Colombo 3
Kompannavidiya
Kollupitiya, Bambalapitiya and
3.62-9.15 5.53 Thimbirigasyaya 6
Wellawatta
9.15-14.11 4.96 Dehiwala 2 Dehiwala
14.11-17.84 3.73 Ratmalana 4 Ratmalana and Mount Lavinia
Egoda Uyana, Koralawella,
17.84-24.46 6.62 Moratuwa 15
Moratuwa, Lunawa and Angulana
24.46-28.15 3.69 Panadura 4 Panadura
Total 26.29 6 34 15
Main line- from Maradana to Veyangoda railway station
0.60-1.77 1.17 Colombo 3 Maradana and Dematagoda
1.77-4.97 3.20 Kolonnawa 3 Orugodawatta
Kelaniya, Wanawasala,
4.97-12.14 7.17 Kelaniya 9
Hunupitiya and Enderamulla
12.14-13.64 1.50 Wattala 5 Horape
13.64-18.83 5.19 Jaela 5 Ragama, Walpola and Batuwatta
Bulugahagoda, Ganemulla,
18.83-28.02 9.19 Gampaha 12
Yagoda and Gampaha
Daraluwa
Bemmulla, Magalegoda,
28.02-35.58 7.56 Attanagalla 13
Heendeniya-Pattigoda and
Veyangoda
Total 34.98 6 51 20
13.2.4 Social Impact Assessment
13.2.4.1 Positive impacts
1363. Improved railway transport will benefit not only the 12 DS areas through which the
railway tracks and railway stations are located but also the surrounding sub urban
areas of three districts of Colombo, Gampaha and Panadura. Attraction of more
travellers and the reduced travel time also help to improve linkages among urban
centres and develop the local economy. However, there will be temporary adverse
impacts on the displaced people but they will be also benefited by the provision of new
houses served by water, electricity and improved community facilities. It is anticipated
that the quality of housing will be improved with the removal of semi-permanent
structures and replacement with new houses. Land development controls in land
reservations of the railway tracks and enforcements to prevent further encroachments
for future development activities are also other positive impacts.
13.2.4.2 Negative impacts
1364. The land acquisition for additional railway tracks, improved railway stations,
construction of new road bridges and railway bridges and the reduction of railway
crossings will have negative social impacts for the affected people. These impacts
Page 13-17
include land acquisition and relocation related impacts for the local communities and
construction related social impacts during project implementation.
13.2.4.2.1 Number of Primary Structures to be Affected within the Corridor area of 20 Meters
1365. The magnitude of resettlement and relocation impacts for the demarcated area of 20-
meters to be cleared for additional railway tracks and improvements to railway stations
is assessed using the drone image mapping and design drawings. This information is
useful to consider best possible location adjustments to minimize resettlement impacts.
Based on the detailed land survey mapping the numbers can be reassessed and
reduced. The magnitude of resettlement impacts for the project is presented in Table
13-3.
Table 13-3: Number of Primary structures affected within the Corridor area of 20 Meters
Proposed track
Divisional Secretary
Sea/West side Land/East side - Total Percentage
area
- 10 meters 10 meters
Coastal line
Panadura 7 31 38 1.8
Moratuwa 639 633 1272 60.8
Ratmalana 393 202 595 28.4
Dehiwala 71 34 91 4.3
Thimbirigasyaya 14 14 28 1.4
Colombo 37 32 69 3.3
Total 1161 932 2093 100.0
Mainline
Attanagalla 95 93 188 19.1
Gampaha 26 54 80 8.1
Jaela 53 88 141 14.3
Wattala 9 26 35 3.6
Kelaniya 284 232 516 52.4
Kolonnawa 20 5 25 2.5
Colombo -- - - -
Total 487 498 985 100.0
Grand total 1648 1430 3078 -
1366. It is estimated that 2093 primary structures in the coastal line and 985 primary
structures in the main line will be affected. About 90% of primary structures are
houses. With the assumption of about five persons per house/household per structure
the total estimated affected population is about 15,390.
13.2.4.2.2 Types of Primary Structures and Households
1367. All primary structures affected within a 20-meter corridor area or the proposed ROW of
the existing railway tract belong to several categories of land uses - houses,
commercial premises, houses used for both residential and commercial activities,
railway quarters, government buildings, religious institutions, community facilities (play
grounds), infrastructure facilities (access roads) and other land uses. The Railway
Department is the owner of most of lands and private land ownership and tenure
conditions will be identified during the project design stage. There are also other
Page 13-18
immovable assets to be affected such as temporary structures, trees, wells, walls,

fences, graves and tombs.
1368. The initial assessment of types of primary structure shows that the majority of houses
will be fully affected and such houses are either temporary or semi-permanent
structures and therefore, partial demolition of structures is a difficult task. There are
four categories of affected residential population, namely, legal owners of land and
structures, encroachers of government land with the ownership of houses, tenants and
sub families. The categories of commercial structures include the owners of
commercial land and structures, encroachers of government land with the ownership of
commercial structures, tenants, mortgagees and lessees.
Figure 13-1: Example of a Community on the Coastal Line using Railway Reservations
13.2.4.2.3 Socio-economic Profiles of Affected Households in Kelaniya GN area
1369. With the instructions of DS Grama Niladharis of Kelaniya DS area conducted a survey
of likely project affected households of 570 (within the area of 20 meters of the existing
railway track) in March and April 2017. Since detailed mapping was not available each
GN identified the likely affected structures (10 meters either side of the track) and
prepared the list of households with their names, ethnicity of head of households,
number of members, type of structure, floor area of the structure, availability of basic
facilities like water and electricity, land ownership and the main occupation of head of
household. The summary of results of the survey is presented in Table 13-4.
Page 13-19
Table 13-4: Socio-economic Profiles of Affected Households in 8 Grama Niladhari divisions

in Kelaniya DS area (N=570)
Grama Niladhari Divisions and Wanawasala west 257 ( 89), Wanawasala East, 257B ( 85),
number of households Hunupitiya North, 256 (11), Hunupitiya South, 256A (33),
Welegoda 256B, (43), Pattiya West, 173A (113), Pattiya North,
173B (96), and Pattiya East 173 (100)
Ownership of land Railway reservation lands (96%) and lease (4%)
Ethnicity of heads of Sinhalese (87%), Muslims (5%) and Tamils (8%)
households
Number of members Total population is 2213 and Average family size is 4.0
Type of structure Houses (546), Commercial structures (20) and other (4) –
temple, elders’ home, Ayurveda dispensary
Floor area of the structure Less than 25 (32%), 25 to 38 (28%), 39 to 55 (21%), 56 to 74
(square meters) (13%), 75 to 92 (4%) and more than 93 (2%)
Access to water and electricity Water (90%) and electricity (91%)
Main occupation of head of The most frequently cited occupations of the heads of
household households were: 1) Casual labourer (178), 2) labourer (128), 3)
Business activities (52), self- employed (40), drivers (29),
employees in private and public sector organization ( 40), semi-
skilled workers (carpenters and masons (19)
Source: Socio-economic survey conducted in eight GNDS in Kelaniya DS area in March and April 2017, 1 perch =
272 square feet and 272 square feet = 25.29 square meters.
1370. Table 13-4 shows that the total affected residential population is 2213 in 546
households and the majority of total population are Sinhalese (87%) and the Tamils
are 8% and Muslims population is 5%. The floor area of sixty percent of the houses is
between 25 to 38 square meters and only 6% reported more than 75 square meters of
the floor area. It is also reported that 178 are casual employees (daily paid manual
workers) and 128 are unskilled or semi- skilled labourers employed in business
organizations, Urban Council and other industries. The self-employed category
includes three-wheeler drivers and those who work at home for dressmaking and
preparation of food items. These categories of workers are also considered as
vulnerable groups in terms of the level of income and the sources of incomes.
13.2.5 Alternatives Analysis
1371. The design alternatives have been considered to ensure that negative social impacts
were avoided or minimized to the extent possible for excluding densely populated
settlements. During preliminary design stage when more detailed designs and land
surveys are prepared for the final ROW, stakeholders will be consulted and more
accurate quantification for the selected ROW can be undertaken. Also, during the
preparation of resettlement action plan the minimization of resettlement impacts will be
re-considered. The following options have been considered to minimize resettlement
impacts based on the available mapping and field surveys at the pre-feasibility stage.
■ Selection of land acquisition only from one side of the railway track (5 to 8 meters)
■ Section of elevated railway tracks
Page 13-20
13.2.5.1 Land Acquisition from One Side of the Railway Track
1372. The Track Engineer and technical team decided to add a third track or fourth track to
the sea side of the existing railway track in the coastal line from Panadura to Fort
railway station and to the left (west) side of the track from Dematagoda to Veyangoda
railway station. The following Table 13-5 presents the summary of social and
resettlement impacts in the selected track area.
Table 13-5: Number of Primary Structures Affected in the Demarcated areas for Land
Acquisition
Distance from GN Number of

Length DS division Percentage
Fort (km) divisions structures
Coastal line from Fort to Panadura railway station
1.86-3.62 1.76 Colombo 3 30 2.6
3.62-9.15 5.53 Thimbirigasyaya 6 -
9.15-14.11 4.96 Dehiwala 2 74 6.7
14.11-17.84 3.73 Ratmalana 4 347 30.9
17.84-24.46 6.62 Moratuwa 15 665 59.4
24.46-28.15 3.69 Panadura 4 5 0.4
Total 26.29 6 34 1121 100.0
Main line- from Maradana to Veyangoda railway station
0.60-1.77 1.17 Colombo 3 20 4.2
1.77-4.97 3.20 Kolonnawa 3 59 12.2
4.97-12.14 7.17 Kelaniya 9 230 47.6
12.14-13.64 1.50 Wattala 5 14 2.9
13.64-18.83 5.19 Jaela 5 91 18.8
18.83-28.02 9.19 Gampaha 12 26 5.4
28.02-35.58 7.56 Attanagalla 13 43 8.9
Total 34.98 6 51 483 100.0
Grand total 61.27 11 85 1604 -
Source: Design drawings and drone image mapping 2017
1373. It was counted that 483 structures in the main line and 1121 structures in the coastal
lines will be affected by land acquisition of about 6 to 8 meters from one side of the
railway track. About 60% of structures are in 15 GNDS areas of the Divisional
Secretary area of Moratuwa and 31% are in four GNDS of the Ratmalana DS area. It is
noted that about 48% of
total structures affected
are in nine GNDS of
Kelaniya DS area.
Figure 13-2: Temple

close to Kelaniya Railway
Station that will need
protection
Page 13-21
13.2.5.2 Improvements to Railway Stations
1374. The addition of a railway track, modification for the shelters for passengers’ platform
and pedestrian bridges and other modifications to railway platforms to use new rolling
stock with electrification are the proposed project activities which have some land
acquisition and resettlement impacts. The platform can be strengthened to about 250
meters for using the new rolling stock and to be widened to provide space for people to
move without obstacles and the safe distance from the platform edge to be away from
passing trains at high speed. Except one building at Panadura railway station other
railway stations have adequate space for further improvements based on the initial
designs. However, the following Table 13-6 shows the number and types of structures
affected in each railway station in the main line from Maradana to Veyangoda railway
station.
Table 13-6: Improvements to Railway Stations on the Main line
Name of railway Number of

Location Type of structures
station structure
5 railway quarters, railway building with toilets

Veyangoda 35.57 15 and ticketing office and 9 commercial
structures (railway owned and leased)
Heendeniya-
33.77 2 Railway buildings
Pattiyagoda
Magalegoda 32.26 5 Two railway buildings and three houses
Bemmulla 30.05 3 2 railway buildings
Daraluwa 28.02 2 One railway building and house
Gampaha 2 One railway building and a house
Yagoda 22.42 2 2 Railway buildings
Ganemulla 20.62 4 Two railway buildings and 4 houses
Bulugahagoda 2 Two railway buildings
Batuwatta 17.18 2 Two railway buildings
Walpola 16.21 13 Railway building and house
Ragama 13.64 -
Horape 12.14 3 One railway building and 2 houses
Enderamulla 9.79 5 Two railway building and houses
Hunupitiya 8.12 5 Railway buildings
Wanawasala 6.77 4 Three railway buildings and 2 houses
Kelaniya 4.97 3 One railway building and 2 quarters
Dematagoda 1.76 20 Houses along the tract
Maradana 0.8 -
Source: Design drawings and drone image mapping 2017
Page 13-22
13.2.5.3 Proposed New Road Bridges and Railway Bridges
1375. The design consultants have considered the requirements for construction of new road
bridges, railway bridges, and pedestrian crossings to ensure families and communities
to maintain their normal social networks and communication links after closing some
railway crossings.
1376. The inventory of railway and road bridges located in the project area is presented in
Chapter 10 of this report. Out of 68 road bridges and 70 tail bridges 19 are overhead
bridges on the main line. It is also noted that in the railway stations the pedestrian
bridges are provided for the passengers to cross from one platform to other platforms.
The consideration in assessing the requirements to upgrade an existing bridge is its
present structural condition, its safety and whether it can be repaired or need to
construct a new bridge. Two major railway bridges crossing the Bolgoda River in
Panadura area in the coastal line and the Kelani River in the main line have been used
for pedestrian crossings. There are number of overpass road bridges at Galle road,
Dematagoda, Ragama and Veyangoda. The third category is the overpass pedestrian
bridges across the railway tracks.
13.2.5.4 Social Impacts from Closing Level Crossings
1377. There are a considerable number of level crossings used for road transportation and
pedestrian walks, as shown in Table 13-7.
Table 13-7: Level Crossings in Maradana to Veyangoda and Fort to Panadura
Crossing
Corridor Distance Protected Unprotected Total
per km
Main line – Maradana to
35.58 26 4 30 0.84
Veyangoda
Coastal line- From Fort to
28.15 9 18 27 0.96
Panadura
Total 63.73 35 22 57 0.89
Source: Sri Lanka Railways.
1378. The road transportation has not been significant on the coastal line from Fort to
Panadura railway station and a level crossing is available for about one crossing per
kilometre. On the other hand, nearly 38% of level crossings are unprotected. Since
there were a number accidents occurred at unprotected level crossings and also
contribute to speed restrictions.
1379. It is necessary to review on case by cases basis to determine whether there should be
a level crossing at a specific location for different categories of roads users and the
number of pedestrians. Normally few roads with two lanes in the coastal lines are used
for public transport vehicles (buses) and other roads (D grade) are used for pedestrian
walks or using bicycles, motor bicycles and three wheels.
1380. The project has considered to eliminate some road crossings and to provide safe level
crossings convenient to both railway passengers and members of local communities.
The need for level crossings depends on the frequency of crossing vehicles and
people to the opposite side of railway track and it is required to understand the
requirements of local people to walk from their homes to work places, markets,
schools, hospitals etc. These requirements for such level crossings will be determined
Page 13-23
in consultation with the local people during the socio-economic surveys. The closing of
a railway crossing will separate the communities and the proposed mitigation
measures would be the provision of overpasses or to connect with the next level
crossing or a road bridge in close proximity.
13.2.5.5 Access Roads
1381. The local communities are using different types of access roads parallel to the existing
railway track and some households have used footpaths along the railway tracks.
Some access roads serve a large number of houses and are connected with adjacent
communities and urban centres. Since some access roads are very close to the
railway track and part of the access road may be affected during the construction of
the additional track and this impact needs to be studied for mitigation measures.
Figure 13-3: Example of the Railway Reservation Lands Used as Access Road to
Communities
13.2.6 Proposed strategies to mitigate negative resettlement impacts
1382. The Preparation of a resettlement framework or a resettlement action plan is the

recognized procedure to agree with main stakeholders in terms of basic compensation
principles, eligibility, types of compensation, methods of compensation calculation,
consultation and other participatory methods of resettlement planning, implementation
and monitoring. The resettlement action plan should be based on a systematic
assessment all social and resettlement impacts caused by the project activities to the
affected people by conducting a census of affected population and inventory of losses.
Possible social impacts to be identified in the project include: 1) number and types of
primary and secondary structures affected (houses, commercial premises etc.), 2)
impacts on common properties such as religious institutes and cultural places, 3)
Page 13-24
impacts on government owned lands and properties, 4) common property losses like
access roads and cemeteries, and 5) livelihood losses.
1383. With regard to the relocation of displaced households, the options to be considered are
based the relocation preferences of displaced households. Normally three options
were offered in projects: 1) self-relocation (cash compensation at replacement cost for
land and structures and rehabilitation assistance), 2) relocation in a resettlement site
and provide a plot of land and displacement assistance (house construction is the
responsibility of the displaced persons) and 3) a new housing unit is provided in a
resettlement site closer to the present location. The re-construction of common
properties and government buildings can be done by the project or the organization
after cash payment to the relevant organization for re-construction.
13.2.7 Entitlement Matrix
1384. An entitlement matrix prepared for the RAP provides for compensation and other
needed assistance for the affected persons and with a strategy for livelihood and
income restoration assistance. The project entitlement matrix should be developed at
the project feasibility and design stage considering the following principles and
particularly to provide benefits for the affected people living in government land without
legal titles and vulnerable groups.
4. Follow the 2008 regulations to the Land Acquisition Act for payment of
compensation for land and structures at replacement cost and other assistance
under the provisions of claims related to disturbances, injurious affection and
severance. The property valuation is done by the Valuation Department.
5. For those who do not accept cash compensation determined by the Valuation
Department it is proposed to consider providing alternate housing in consultation
with the relevant government organizations and the affected persons.
6. Both projects funded by the World Bank (Metro Colombo Development Project,
2014) and the japan International Cooperation Agency (New Bridge Construction
Project Over Kelani River (2015J appointed special committees to undertake the
task of formulating an alternative scheme of payment of compensation for non-
titled holders and vulnerable groups.
13.2.8 Legal and Policy Framework
13.2.8.1 Social assessment as part of environmental impact assessment
1385. The proposed project requires screening, environmental impact assessment (EIA) to
be approval by the Central Environmental Authority as a prescribed project under the
regulations of National Environmental Act of 1980 and 1988 and 1993. Resettlement
impacts including relocation issues and mitigation measures need to be addressed in
the EIAs.
13.2.8.2 Acquisition of private lands under the Land Acquisition Act of 1950 and its
regulations
1386. The Land Acquisition Act of 1950 provides powers to the Government to take over
private lands for a public purpose in a particular locality. It sets out a procedure for
taking over lands and payment of compensation at market rates for land, structures
and crops, the way the affected persons are notified, handling of objections and
claims, computing and determining the amount of compensation, rights of the affected
Page 13-25
persons in the process of land acquisition and taking over of physical possession and
registration of ownership with the government. The Act was revised with several
amendments including the 2008 regulations and the latest being the amendments in
2013.
1387. The regulations relating to the payment of compensation were enacted by Parliament
in March 2009 and were published in the Government Gazette No. 158/7 on 20
January 2010. The new regulations replaced the “ex-gratia” package for the People
Affected by Highway Projects (2005) and other Cabinet approved compensation
packages” and implemented through the Land Acquisition and Resettlement
Committee (LARC) from 2004 to 2008. The regulation made under Section 63(3)(f) of
the Land Acquisition Act No.9 of 1950 as 2008 Land Acquisition Regulations. Types of
compensation payments to be paid under 2008 regulation include (i) market value for
land, (ii) market value and reinstatement value for structures for both land owners and
encroachers, (iii) injurious affection and severance and (iv) disturbances and other
payments.
1388. The Parliament approved 2013 land regulations (compensation) by a Gazette

notification no. 1837/47 dated 22 November 2013 for 18 projects. This regulation
approved for establishment of Land Acquisition and Resettlement Committees
(LARCs) at Divisional Secretary level and Super LARC at the Ministry level. It provides
the opportunity for each affected person to attend the LARC meeting under Section 3
of 2013 regulations. The regulations authorized the Chief Valuer to assess the
statutory compensation to be awarded under Section 17 of the LAA and the LARC
assesses the difference between the statutory compensation and the market value for
land (replacement value) and replacement for the structures without depreciation. The
committee (LARC) is authorized to pay for the structures and land improvements in
government encroached lands and payment for tenants, lessees, vulnerable families,
sub families and wages of employed persons in business establishment. It is also
approved to provide 10 perch land for squatters and encroachers on state lands and
self -relocation allowances for sub families. For encroachers on state lands are entitled
to have either 10 perch land in a developed resettlement site or self relocation
payment ranging from Rs.150,000/ to Rs.500,000/ based on the local government
authority area and other displacement allowances.
13.2.8.3 National Involuntary Policy (NIRP)
1389. The NIRP (2001) is applicable to all development projects where resettlement is
involved, regardless of the number of persons affected and funding sources. The first
objective is to avoid, minimize and mitigate negative impacts of involuntary
resettlement by facilitating the re-establishments of the affected persons on a
productive and self- sustaining basis. The policy principle requires that involuntary
resettlement should be avoided or reduced as much as possible by reviewing
alternatives to the project as well as considering alternatives within the project. The
second principle is that where involuntary resettlement is unavoidable, affected
persons should be assisted to re-establish themselves and improve their quality of life.
The resettlement action plan (RAP) will be formulated under the policy of NIRP.
13.2.8.4 ADB Safeguard Policy Statement (2009)
1390. The Safeguard Policy Statement of ADB (2009) has three objectives: 1) project
screening and resettlement planning to minimize involuntary resettlement impacts
(project preparation); 2) restore or improve the livelihoods of all displaced persons in
real terms relative to pre-project levels and improve the standards of living of the
Page 13-26
displaced poor and other vulnerable groups (project implementation), and 3)

monitoring and evaluation of resettlement outcomes and impacts (monitoring and
evaluation). The major objective should be the avoidance and minimization of
resettlement impacts because of involuntary land acquisition from the early stage of
project planning.
1391. Resettlement is identified and stated as one of the mandatory items that need to be
addressed in the EIA process and in resettlement planning. The procedures related to
EIAR preparation, public participation and project approval should be clearly stated in
legal provisions. Project screening for social impacts assessment, consultation with
affected people and preparation of resettlement implementation/action plans should be
covered under the legal procedures. With regard to the second objective of income
restoration or improvements of all affected persons to pre-project level compensation
payment must be based on replacement value of for land and structures and other
assistances. All affected persons are eligible to receive compensation, relocation and
livelihood measures. Both the Government and ADB have their responsibilities in
monitoring and evaluation. The preparation of periodic monitoring reports on project
implementation is mandatory and the extent of monitoring and supervision activities
depend on the project risks and the magnitude of resettlement impacts.
13.2.8.5 Gaps between ADB SPS (2009) and Country Safeguard System (CSS)
1392. The Existing LAA of 1950 and its regulations was not amended to provide legal
provisions for ADB safeguards such as compensation for non-titled holders, negotiated
settlement, preparation and disclosure of RAPs, prompt compensation, compensation
before relocation, establishment of grievance redress committees (GRCs), benefit
sharing, consultation and resettlement monitoring. This shows that the country
safeguard system has no legal provisions for a large number of ADB SPS principles
but the NIRP principles and past project experiences indicate a number of best
practices in terms of compensation payment for non-titled holders and livelihood
restoration assistance.
1393. The gaps have been identified between the LAA of 1950 and its regulations and ADB
social safeguard policy in relation to payment of compensation for different categories
of affected people. A large number of affected people in the project are living in railway
Department owned lands without legal titles and two projects implemented in recent
times with similar resettlement impacts, namely construction of a new bridge over the
Kelani river, funded by Japan International Cooperation Agency and Road
Development Authority and Metro Colombo Urban Development Project funded by the
World Bank appointed a committee for formulating an alternative compensation
package for this group. This committee should review the entitlement matrix in the
resettlement action plan and make a proposal to pay additional compensation and
income restoration assistance including the option of providing alternate land and or a
housing unit in a suitable resettlement location. This special compensation package
will be approved by the Cabinet ministers. Although there no legal requirement to
prepare and disclose a resettlement action plan under the LAA and its regulations the
RAP needs to be prepared in accordance with principles of NIRP and ADB social
safeguard policy statement. A resettlement implementation plan is a time bound action
plan with a budget. It provides details of social impacts, compensation, entitlements for
affected persons, relocation strategies, institutional actions and responsibilities,
monitoring and evaluation processes. An RIP is prepared when the project site is
selected and the number of affected persons is estimated.
Page 13-27
13.2.8.5.1 Housing for Encroachers on State Lands
1394. Housing plots were provided to legal owners of land as well as illegal occupants of
land/encroachers in several projects. The Southern Transport Development Project
(funded by ADB and Japan bank for International Cooperation) allocated 10 perch
lands for encroachers and also financial assistance was provided to build houses.
Thirty-two resettlement sites were selected closer to the villages of affected persons. In
the Metro Colombo Urban Development Project, a house with basic facilities was
provided to each affected squatter. The Urban Development Authority has been
involved in urban development projects and the construction of houses for low-income
groups. It also introduced the concept of resettlement in providing the slum dweller
with a freehold apartment provided the land is released to its subsidiary company. The
Sri Lanka Land Reclamation and Development Corporation worked with the National
Housing Authority to take care of the resettlement of encroachers living along canal
banks and low-lying areas. The New Bridge Construction Project over the Kelani River
has a special program for construction of houses for encroachers of state lands and it
implemented an income restoration program in 2016 and 2017.
13.2.8.5.2 Establishment of a Special Committee
1395. The Land acquisition and Resettlement Committee (LARC) was established in several
projects to negotiate with the affected people for payment of market value/replacement
cost for land and structures and ex-gratia payments such as loss of income from
property, inducement payment (25%), house rent, resettlement allowance for
squatters/encroachers, resettlement allowance, loss of incomes from business and
employment, allowance for vulnerable/disabled heads of households, shifting cost,
loss of income of sharecroppers (Ande farmers/informal sector commercial activities)
and other allowances during displacement. It was decided later to pay for connections
to get basic facilities of telephone, water and electricity to the new houses and
commercial structures. The self-relocation allowance was paid. Such additional
compensation is the key feature of the framework of compensation under the LARC
system. The details of the ex-gratia payments were explained to the affected people.
The design of LARC has two important principles: 1) Provide compensation at
replacement value and 2) an opportunity for the affected persons to participate during
the compensation determination and payment process.
1396. The LARC was established comprising the members of Divisional Secretary, District
Superintend of Survey or his representative, District Valuer or his representative, an
officer nominated by the project pronent and the affected person or person nominated
by him. The Super LARC was established at project level with authority to determine
final compensation amount for those who appealed to Super LARC for enhanced
compensation. At each committee meeting the negotiation took place between the land
owners and the committee. The seller’s understanding of replacement value is
reflected in the agreement reached and signed.
1397. The Railway Department has estimated that about 12,000 illegal occupants (mostly
shanty dwellers), live in the lands owned by the Sri Lanka Railway and majority are in
adjoining railway track reservations. According to the Railway Ordinance the General
Manger has legal authority to take actions to evict them under Section 79 (7) and but
court orders have to be obtained. The other issue is that there are no survey plans with
the demarcation of boundaries of each land parcel and the inventory of properties to
be affected. The General Manager has also leased out some lands on 5-year or one-
year lease and the lease amount was decided by the Valuation Department. The third
category of lands is the vacant lands of the Sri Lanka Railway. The use of lands
Page 13-28
occupied by shanty dwellers and leased land plots for the project can be used for the
expansion of railway track and resettlement sites but this depends on the lengthy
process of encroachment ejectment procedures through the legal system.
13.2.8.5.3 Grievances Redress Mechanism
1398. It is required to establish GRCs in ADB funded projects to handle problems in the
process of land acquisition and construction. A GRC is an extra-legal semi-structured
body to give judgments on disputes/complaints during implementation of the project.
The objective was to resolve disputes at local level to avoid lengthy and costly judicial
process. The LA Act of 1950 also has a procedure to submit complaints to the Board of
Review and courts in relation to the decisions regarding property valuation. Section 4
of the Act notifies land owners of the intention to acquire the land, and owners of such
land have the right to make objections to the Secretary of the relevant Ministry. Section
11 of the Act states if the AP is in disagreement with the ownership decision given
under section 10 the person can present the grievance to Appeal Board and Supreme
Courts. Under section 22.1 of the Act an AP who is in disagreement with the
compensation decided under Section 17 can present a complaint within 21 days to the
Board of Review or can appeal to courts.,
13.2.8.5.4 Information disclosure and documentation
1399. The information disclosure and awareness creation, particularly regarding the
resettlement planning and implementation, entitlements of APs and compensation
payments in road projects had both negative and positive outcomes. Most aspects of
resettlement planning and implementation procedures were communicated verbally
and not recorded. The majority of the documents that APs have received are related to
the process of land acquisition such as notices, requests to attend ownership
verification. This has led to dissatisfaction and sometimes suspicion about the actual
compensation amounts agreed, paid and received by the affected people.
13.2.8.5.5 Monitoring and Evaluation
1400. There had been a large number of institutions engaged in the implementation process
of the monitoring and evaluation (M&E) systems. The key institutions involved in the
process are: Project Management Unit (PMU) which are responsible for conducting
internal monitoring and evaluation; 2) the funding agencies like ADB; 3) Construction
Supervision Consultants; and 4) the Independent External Monitors (IEM).Key
instruments of monitoring and data collection were, namely, monthly/quarterly progress
reports submitted by the field staff; weekly/monthly progress review meetings
conducted with field staff at project level; and regular field inspection/observation visits
to resettlement sites. Each unit/division has devised its own formats and frameworks
for data gathering and reporting.
13.2.9 Estimated Resettlement Costs
1401. The initial social impacts assessment study found that a total of 1604 primary
structures will be affected such as houses, commercial structures, community facilities,
religious and cultural places, government buildings and privately owned industries
such as hotels and restaurants.
1402. Since the majority of houses are constructed on railway reservations cash
compensation will not be paid for lands. Instead these non-titled house owners will be
offered two options: 1) accept cash compensation for the house and other allowances
Page 13-29
under self- relocation, and 2) request housing units in a resettlement site. The legal
title holders of houses and commercial structures have also two options, namely
acceptance of cash compensation for land and structures and other allowance under
self- relocation, and requesting a housing unit in a resettlement site. Based on the
information collected from field surveys the cost of resettlement can be estimated as
follows.
1. Compensation for residential land for title holders at market value;

2. Compensation for commercial land for title holders at market value;
3. Compensation for structures – houses – title holders at replacement cost;
4. Compensation for structures – houses – non-title holders at replacement cost;
5. Compensation for structures –commercial structures –title holders at replacement
cost;
6. Compensation for structures –commercial structures –non-title holders at
replacement cost;
7. Compensation for secondary structures (walls, fences, gates, wells etc.) at
replacement cost for both titled holders and non-titled holders;
8. Compensation for trees and crops;
9. Loss of incomes;
10. Displacement support and other ex-gratia payments- self relocation, shifting
allowance, rent and re-connection of water and electricity etc.
13.2.9.1 Determination of Land Values
1403. Land values for different categories of uses such as residential, commercial and
agricultural land in affected communities can be obtained from different sources: 1)
Valuation Department, 2) real state and property developers, 3) newspaper
advertisements, and 4) Divisional Secretaries and Grama Niladharis. However, only
the valuation Department has legal authority to determine land values at replacement
value according to the 2008 regulations of LAA, 1950.
13.2.9.2 Determination of Values for Primary and Secondary Structures
1404. The structures can be categorized according to types of structures based on the
construction materials used, access to basic facilities and the floor area. The rate per
square feet or meter is available in the building schedules of construction costs. The
Valuation Department has authority to estimate replacements costs for structures
without depreciation based on the 2008 regulations of LAA, 1950.
1405. Displacement support and other allowances based on entitlement matrix will be
decided by an official committee appointed by the project with Cabinet approval
13.2.9.3 Estimated Land Acquisition, Relocation and Resettlement Costs
1406. The total resettlement budget for land acquisition, relocation and rehabilitation cost can
be divided into major components: 1) acquisition of land for resettlement sites,
resettlement site development and construction of houses, 2) cost for land acquisition
and structures, 3) relocation cost, 4) income restoration cost, 5) relocation cost of
common property structures and government buildings, 6) shifting cost of utilities, and
7) administrative cost of monitoring and evaluation. The rates for compensation for
Page 13-30
land and structures will be determined by the Valuation Department. The resettlement
and relocation related costs to the affected persons will be paid as per procedures and
modalities laid down in the resettlement action plan. The rates for displacement and
rental support, shifting costs etc. will be decided by a special committee appointed.
The budget for income restoration program has to be calculated keeping in the view of
the identification of significant income losses from displacement and the vulnerability of
household members. The development cost of resettlement sties and construction of
housing will be based on the purchase price of land, provision of utilities, site
development, construction of access road and other costs. The estimated cost of
resettlement budget is presented in the following Table 13-8.
Table 13-8: Estimated Resettlement Budget
Total cost
Category Unit Unit cost (Rs.)
(Rs. Million)
1. Resettlement site acquisition, site
Rs. 5 million per
development and construction of 1500 nos. 7500/
unit
houses
2. Cost of land acquisition –private
1250 (perches) Rs. 1 million 1250/
residential land (5% of total land)
3. Cost for land acquisition –private
750 (perches) Rs.2 million 1500/
commercial land (3% of total land)
4. Cost for land acquisition –other lands
500 (perches Rs.1 million 500/
(2% of total land)
5. Cost for payment –Houses for self
100 (nos.) Rs. 1 million 100
relocation
Rs.4 million per unit
Cost for payment –commercial structures 50 (nos.) 200
or square meters
6. Cost for relocation of other structures
 Railway quarters Rs. 5 to 10 million
 Railway buildings 30 Nos. per unit or square 225
 Temples/Kovils/mosques meters
 cemeteries
7. Displacement support 1600 households Rs.200,000/ 320
8. Shifting costs of utilities (water,
100
electricity and telephone lines)
9. Income restoration 100
10. Monitoring 25
Total 11,820
Contingencies (10%) 1182
Grand total 13002
Source: Field surveys 1 perch=25.29 square meters. June 2017.
1407. The above estimated resettlement budget shown in Table 8 is subject to many
changes such as the extent of land acquired, the changing options for resettlement,
consent of the affected persons, actual land ownership of land and structures, and the
decision to be taken by the Valuation Department and the special committee to be
appointed for ex-gratia payments. The cost of provision of access roads to be affected
in some locations has not been considered. The total cost of resettlement budget of
Rs.13,000 million is equivalent to about US$ 88 million at the rate of Rs.148 per US
dollar.
Page 13-31
13.3 S OCIAL, GENDER, AND P OVERTY AS S ES S MENT

13.3.1 General Information Analysis
1408. Even though the proposed rail line for improvement is confined to the area from
Veyangoda to Panadura. It is a part of railroad running from South to North (Matara to
Jaffna). Therefore, the road catchment can be defined as Sri Lanka as whole. From
the social impact perspective (which differs from the land impact and resettlement
perspective which is more confined to the railroad ROW), the railroad section proposed
for improvement runs through some 93 GNDs and 13 DSDs in three districts of
Western province. The distribution of population in three districts, 13 DSDs and 93
GNDs are included in Table 13-9. Further details of project beneficiary area are shown
in Appendix 3 (Socio-economic Data).
Table 13-9: Summarized details of Project related administrative divisions
No of DSDs No of GNDs
Province District Population relevant to Population relevant to Population
project project
Western Gampaha 2304833 6 1136191 44 110240
Colombo 2375000 6 1122323 36 228101
Kalutara 1236000 1 205969 13 29886
1409. Majority of commuters in railway can be considered as marginal and poverty segment
of the society. According to the station masters in 33 railway stations located from
Veyangoda to Panadura most of routine commuters are medium and lower level
employees in Colombo and other sub urban cities. About 624900 tickets are issued
daily from 33 railway stations. In addition, about 38950 season tickets per year are
also issued from these stations. As perceived by CGR authority in these rail stations
nearly 60% of season tickets are purchased by school children and marginal
employees. The railway authority also experienced that significant percentage of daily
travellers of these railways is women belongs to marginal and poor segment of the
society. Current travel in railway is difficult because of the extremely high congestion
during peak hours. However, people prefer using railway due to time efficiency with
compared to travelling in public and private buses. For example, travel from Ragama
to Colombo in a public bus it takes about 1.5 hours but it only takes 0.5 by rail. There is
also a significant cost reduction also in railway transportation.
1410. In this context, the proposed project can be viewed as poverty focussed development
intervention of the transport sector in Sri Lanka. The population data of railroad
catchment clearly indicate little higher percentage (about 51%-53%) of female
population than male population. Significant level of poverty is also reported from the
people in the rail catchment area. The poverty related information in the railroad
catchment is shown in Table 13-10.
Table 13-10: Official Poverty line (per capita monthly expenditure Rs per month)
National Colombo Gampaha Kalutara

Year
(Rs) district (Rs) district (Rs) districts (Rs)
2002 1423 1537 1508 1523
2012 4222 4389 4383 4274
Page 13-32
13.3.1.1 Poverty in Project relevant Districts
The data in Table 13-10 indicates increase of per capita expenditure of the people residing in
proposed rail line catchment area. This is due to various government interventions and also
increases of cost of living. Even it is the situation there is significant percentage of people
falling under the marginal and poor category of income who prefer to travel in low cost
transport means such as railway. This situation is further reflected in the available data on
poverty head count index and number of poor population reported in 2002 and 2012. This
data is presented for further clarification in Table 13-11.
Table 13-11: Poverty head count index and poor population
Poverty head count No of poor people

index-% (in thousands) Contribution
Geographical unit
to poverty- %
2002 2012 2002 2012
National 23 6.2 3841 1339 100
Western province - 2.0 - 116 8.6
Gampaha District 11 2.1 230 47 3.5
Kalutara District 20 3.1 223 37 2.8
Colombo District 6 1.4 143 31 2.3
13.3.1.2 Poverty in Project relevant DSDs
1411. The information related to poverty among project related population in DSDs would
also be significant during project planning and implementation phase. According to
the data on poverty available in Census and statistics Department in 2002 the poverty
Head county percentage ranges from 2% to 12% among project relevant DSDs. This
situation has changed now but this data indicates the level of poverty in different
geographical areas among the road corridor. The highest poverty level is reported from
Colombo and Mahara DSDs. The lower figures are observed from Thimbirigasyaya,
Dehiwala and Ratmalana DSDs. The distribution of data on poverty head count and
poor people are included in Table 8 in Appendix 3. It is assumed that level of poverty
is comparatively higher among the likelihood project affected communities residing
close to the rail line. Most of them are law income squatters.
13.3.2 Initial Assessment of Affected People
13.3.2.1 Type of Affected People by Gender
1412. The population living in 93 GNDs located along the proposed rail line is defined as
project affected people. It should be mentioned that the entire population in each
Grama Niladhari Division would not be directly affected because the ROW of the rail
line does not occupy the entire geographical area of the Grama Niladhari Division.
Therefore, it is assumed that only a fraction of population of each Grama Nildhari
division will be affected by the proposed project interventions. However, it is difficult to
segregate the number of families and population that will be absolutely affected at this
juncture of the project. It is observed that female population of the project affected
community is little higher than the male population (51 of female and 49% of male).
The population in 93 GN divisions with gender diversity is shown in table 7 in
Appendix 3.
Page 13-33
13.3.2.2 Household size
1413. Average household size of the country is four according to the data of Census and
statistics Department (2016). The same situation is reported from western province.
The highest average of household size is reported from Colombo DSD. The lowest
size of the household is reported from Moratuwa DSD where average household size
is 3.5. The range of household size reported in project relevant GNDs and DSDs are
shown in Table 9 in Appendix 3. However, it was observed that in low income
households located in the vicinity of the railroad are large in size. This is because more
than 1 family is residing in some of small housing structures.
13.3.2.3 Age Distribution
1414. Majority of Sri Lankan population falls under the age category of 19-60 according to
the data in Censors and statistics Department (54%). This is same with western
province and its three districts. This observation is further substantiated in the data
extracted from project relevant DSD offices. The population below age 5 ranges from
2% to 14%. The percentages of population within the age group 6-18 are 12% to 23%.
The highest percentage of population in project relevant DSDs falls within the age
group of 19 to 60. It ranges from 43% to 62%. The percentage of population with the
age above 60 ranges from 12% to 23%. The data on population under different age
categories is shown in Table 10 in Appendix 3.
13.3.2.4 Educational Attainment
1415. Except certain pockets in the corridor the education level is comparatively high. This is
evident by the 3%-10% population in project related DS divisions with University
education. About 5% to 13% of population is not yet schooling due to age reasons.
Only negligible percentage of population has not obtained formal education. The
percentage of people in DS divisions obtained education up to GCE (A/L) is about 16%
to 25%. The education level of the people residing close to the rail line is comparatively
poor. The details of education of the people residing in 13 DSDs through which rail line
traverse is shown in table 11 in Appendix 3.
13.3.2.5 Social Policy and Poor Households
1416. The Asian Development Bank is keen in safeguarding the poor households that will be
affected due to implementation of projects with their funds. The policies and other
strategies to be used to safeguard poor households in implementation of development
projects are clearly defined in ADB social safeguard and resettlement policies. (2009)
1417. The Sri Lankan government has been famous for implementing national programmes
for supporting poor households. A national poverty reduction programme known as
“Samurdhi” is the prominent welfare oriented activity that has been implemented for
the last few decades. The poor families are selected based on their income and other
properties. The families entitled for benefits under “Samurdhi” programmes are defined
as poor in Sri Lankan Context. About 16% families in Western Province are regarded
as poor. This is 20%, 9%, and 21% in Gampaha, Colombo and Kaluthara districts
respectively. The government also provides assistance to the families in which disable
members are reported. In western province about 6% of families receive assistance
under public welfare programme of the government implemented through DS offices.
About 5% in Gampaha district, 2% in Colombo district and 5% in Kaluthara district are
receiving assistance under the public welfare programme. The percentage of families
receiving “Samurdhi” assistance in project related DSDs range from 5% – 23%
Page 13-34
according to the data available in each DS office. The distribution of data on families
receiving assistance in project relevant DSDs and GNDs under Samurdhi programme
and other public welfare is show in Table 12 in Appendix 3.
1418. Official data poverty level: Monthly per capita expenditure of family members is used
to decide the official poverty line of Sri Lanka. The national poverty level has changed
significantly depending on expenditure pattern of the families from 2002 to 2017 as
explained in Table 13-12. National poverty line was Rs 1423 in 2002 and it increased
up to Rs.4229 in 2017 depending on the monthly expenditure patters of the families.
The changes on poverty line in project related three districts; Colombo, Gampaha and
Kalutara were as follows during 2002 to 2017. The details of the poverty line in three
districts relevant to proposed project with comparison of national poverty line related
data are shown in table 13 in Appendix 3.
Table 13-12: Monthly Poverty Line
Poverty line in 2002- Poverty line in 2013 - Poverty line in 2017-

District
Rs Rs Rs
Colombo 1537 3767 4396
Gampaha 1508 3762 4391
Kaluthara 1523 3669 4281
13.3.2.6 Main income Sources
1419. The main income sources of the project impacted population are concentrated on
service and other daily and monthly paid employments. Agriculture related activities
are also performed by small percentage of communities in Nittabuwa and Gampaha
areas of the rail line. The railway line nearby residents in Ja-Ela to Thimbirigasyaya are
mainly involved in formal and informal employments. The communities in Dehiwala,
Moratuwa and Panadura DS areas are involved in fisheries activities. However, the
most prominent economic activity of the people adjacent to the rail line is employments
and other self-income generation activities in informal sector activities.
13.3.2.7 Type of Employment
1420. The prominent types of employments in project related Districts include government
and private sector jobs, labour related activities and business. This is a common
feature in three districts, Colombo, Gampaha and Kalutara. Table 13-13 shows the
percentages of people employed in different types of employments.
Table 13-13: Employment composition of project related district population
Distribution of employment (%)

District
Government Private Self Agriculture Labour Business Other
Gampaha 16 18 8 10 19 19 10
Colombo 16 30 16 4 11 15 5
Kaluthara 12 20 15 8 15 10 20
1421. Similar pattern of employments is observed in the composition of employments of the

people in project related DSDs (see Table 13-14). The agriculture is somewhat
significant in DSDs of Gampaha and Kalutara but not in Colombo district.
Page 13-35
Table 13-14: Employment composition of DSDs population

DSD
Nittambuwe 15 20 6 22 14 9 14
Gampaha 14 28 10 8 19 8 13
Ja-Ela 10 30 10 8 20 10 12
Mahara 14 16 9 16 23 15 7
Wattala 13 22 14 9 17 15 10
Kelaniya 15 20 6 20 19 10 10
Colombo 15 28 17 4 13 15 8
Kolonnawe 15 30 20 2 21 10 2
Thimbirigasyaya 16 25 15 2 12 17 13
Dehiwala 15 19 20 2 15 20 9
Ratmalana 17 15 20 2 19 18 9
Moratuwa 16 19 15 2 20 12 16
Panadura 10 20 16 6 16 13 19
1422. The population in 93 GNDs is defined as likelihood project impacted communities. A

segment of this population residing in the close proximity of rail line will become
negatively affected group due to the interventions of the proposed project. Most of this
likelihood project affected community members are involved in income generation
activities of informal sector (see Table 13-15). Table 14 in Appendix 3 provides the
details on employments of project related population.
Table 13-15: Employment composition in GN divisions

GNDs in
Attanagalla 15 20 6 22 14 9 14
Gampaha 16 27 12 9 21 8 7
Ja-Ela 9 19 8 8 17 12 27
Mahara 11 21 11 6 28 12 11
Wattala 10 18 15 19 25 8 5
Kelaniya 12 22 10 18 16 10 12
Colombo 15 28 19 3 10 16 9
Kolonnawe 14 28 24 1 21 8 4
Dehiwala 18 16 19 1 20 20 6
Ratmalana 20 26 10 1 20 10 13
Moratuwa 20 21 18 0 21 13 7
Panadura 8 21 20 5 18 16 12
Page 13-36
13.3.2.8 Income and Expenditures
1423. Accuracy of secondary data available on household income is always questionable.

This is because this data is provided by households as they want to the respective
GNs. However, the data available at least shows the general trend of the household
income. According to the income level data available in respective District secretariats
more than 50% of households are drawing more than Rs 10,000/month. The monthly
income ranges of the households in 3 districts include i) 10% to 20% households less
than Rs.5000/month, ii) between 22% to 40% households Rs 5000 to 10000 month, iii)
about 18% to 29% households Rs 10000 to 15000 month and iv) between 23% to 40%
households more than Rs 15000 month. Data on expenditure is not available in
secondary sources such as GN offices, DS offices and District secretariats.
1424. Similar situation is reflected in project relevant DSDs and GNDs with regard to monthly
income of the households. The income levels of households in 13 DSDs and 93 GNDs
through which proposed rail line run across are summarised below in Table 13-16
(further details are in Table 15 in Appendix 3). It was observed that income level of
the underserved communities residing close to the rail line are not so low even though
they are known as low income settlements. The management of income and
expenditure is the main social and economic problem observed among most of the
families in this community.
Table 13-16: Average household monthly income of DSDs and GNDs
Monthly household Distribution of Average Monthly Income (%)

income Rs. 5000 - less 5000-10000 10000-15000 15000 - more
Percentages of
8% to 25% 16% to 32% 21% to 35% 9% to 38%
households in DSDs
Percentages of
6% to 26% 18% to 40% 21% to 48% 7% to 37%
households in GNDs
13.3.2.9 Ownership of Assets, Water Source and Sanitation Facilities

13.3.2.9.1 Land ownership and land size
1425. Most of the people who may be affected by the proposed project are residing in
railroad reservation. They have encroached about 2-6 perches from the railroad
reservations and established their residences and other building facilities.
1426. The proposed rail line runs in densely populated area in Colombo district and the land
scarcity is becoming a significant issue in these areas. The land fragmentation is also
high in the area. Most of the people have freehold titles to their lands except the
underserved settlements (slum and shanties) established in public reservations.
1427. There is a trend in population increase in the areas falling in Gampaha and Kalutara
districts. Migration of families from other areas to Gampaha and Kalutara is also
increasing. This has resulted for rapid land fragmentation in all the DSDs coming under
the proposed rail line. There is clear trend of land value increase with high level of land
fragmentation. The size of residential land plots is becoming about 6 to 10 perches in
average in these three Districts especially in urban areas.
Page 13-37
13.3.2.9.2 Sources of drinking water
1428. Most of the households irrespective of their socio-economic status have access to pipe
born water facilities in the areas under project relevant three districts (see Table 13-17
below and Table 16 in Appendix 3 for details). Other sources of drinking water
(domestic water) include wells, deep wells and some other sources include sharing
friends' and neighbours’ pipe water facilities and using natural streams etc.
Table 13-17: Distribution of Drinking Water
Administrative Distribution of Drinking Water Source (% of households)

Unit Pipe Water Wells Deep Wells Other
District 43% to 73% 26% to 48% 0.5% to 5% 0.5% to 5%
DSDs 20% to 96% 2% to 83% 0.5% to 13% 0.5% to 4%
GNDs 15% to 97% 1% to 83% 0.5% to 12% 0.5% to 3%
13.3.2.9.3 Sanitary Facilities
1429. Except 0.5% to 6 % range of households all the other households have access to
different types of sanitary latrine facilities. Water sealed latrine is the commonly
available facilities in most of the households (92% to 98% of the households). The
water sealed latrines mainly include commode system (see Table 13-18, and for
details, see Table 17 in Appendix 3). The sewage system in Colombo will improve in
next few years under an ADB funded project (Greater Colombo Waste Water
investment and Improvement project). Main sewerage management system and
installation of sewer network in areas of Colombo without sewage will be completed.
Table 13-18: Distribution of Sanitary Facilities
Administrative Distribution of Sanitary Facilities (% of households)

Unit Water Sealed Pit Latrines Common Latrines No Latrines
District 98% to 98% 0.5% to1% 0.5% 0.5%
DSDs 92% to 98.5% 0.5%-1% Data not available 0.5% to 6%
GNDs 92% to 98% 2%to3% Data not available 0.5% to 4%
13.3.2.10 Vulnerable Households
1430. The social and economic vulnerable households are measured by indicators
acceptable to ADB and Sri Lankan government. These indicators include, families
having chronic-decease members in the families, families headed by widows and
families drawing monthly income Rs. less than 3000. Table 13-19 shows the number
and percentage of households coming under each category of indicators that are used
for deciding poverty of families (for details, see Table 18 and Table 19 in Appendix 3).
Table 13-19: Vulnerable Households
Families with Families with less

Administrative Families headed
chronic-disease than Rs.3000
Units by widows-%
members-% monthly income-%
DSDs 03 to 2 3 to 7 2 to 18
GNDs 0.4 to 4 2 to 17 3 to 7
Page 13-38
13.3.2.11 Stakeholder views
1431. The social impact study team consulted stakeholders belong to five different
categories. Table 13-20 summarizes the views they expressed on the proposed
project. Table 20 of Appendix 3 includes the details of the persons consulted.
Table 13-20: Summary of Stakeholders Views
Stakeholder Views
Divisional secretaries and • Useful project to provide alternative means of transportation for the
Other officers in DS office people using public buses to reach Colombo with Greater
Difficulties
• There will be need for evacuation of significant number of
households due to this project especially in areas such as
Dehiwala, Ratmalana Moratuwa and Panadura.
• There are possible alternative lands available in Ratmalana area
belongs to CGR that can be used for resettlement of affected
communities.
• Access road to railway stations should be improved to reach
without much difficulty.
GNs • Since GNs are grass root level public officers dealing with
communities residing in the areas close to the rail line. They
should be given opportunities to involve in all the project activities
during resettlement phase.
• Resettlement should be a rapid implemented project to evacuate
affected households within specific time periods to alternative
residences.
• At present some people are constructing houses and other
buildings in the railroad reservation in areas such as Dehiwala,
Ratmalana and Moratuwa. Therefore, CGR authority should take
immediate action to stop these activities taking place in the railroad
reservation.
• There are no accesses to reach beach from marine drive
especially in Dehiwala area. Therefore, some people use even
wooden logs across railroad to take their vehicles and this is a
dangerous situation. Therefore, there must be at least three
access roads from marine drive to reach the beach in Dehiwala
area.
Railway superintendents • This project should have been implemented 1 – 2 decades ago
and station masters because encroachment of reservation is rapidly increasing.
• The existing stations are dilapidated and lack required
infrastructure facilities.
• The stations such as Veyangoda, Mount Lavinia, Dehiwala,
Kollupitiya and Bambalapitiya should be given priority in
improvement. Drinking water, electricity and sanitary facilities are
rather poor in most of the rail stations. The management system
such as ticket issues should be modernized to cater for the
increasing passengers.
• If the road section from Ragama to Polgahawela is improved with
triple lines that would help to address the delays of the rail
transportation. At present at least railway gets delayed by 30 – 40
minutes in most of the time.
Page 13-39
Stakeholder Views
• The stations such as Veyangoda, Gampaha, Ragama, Kelaniya,
Maradana and fort should be improved with multiple story building
where upper stories can be used for other activities such as
shopping centres and recreation activities.
• The land belongs to CGR should be protected and managed
properly for useful activities.
• Railway should be utilized for good transportation and it will help
Indirectly to reduce congestion of other highways.
• Apart from infrastructure facility improvement CGR should pay its
attention to address the problems of employees managing rail
stations. For example, assistant railway station masters should be
considered to promote into position of station masters.
• In highways reservations are demarcated with boundary stones
but, this has not happened with railroads. Therefore, boundaries of
railroad reservations should be clearly marked and protected from
future encroachment.
Rail passengers • Before getting to improvement of the rail tracks the existing
problems of rail stations should be attended. For example,
passengers find series difficulties to getting to railway from the
existing platforms. Disables and old age passengers are much
more vulnerable in this case. The seating facilities are extremely
poor in small scale rail stations.
• Delays of railway have become a routing problem and it should be
attended at these under proposed project.
• Safety is another issue especially due to non-availability of
properly operated rail gates.
• If there is a separate line for express railways at least from Fort to
Polgahawela it will help to address the delays of railways.
• The delays in private and public buses are getting significantly
increase and therefore, people prefer to travel in railway in this
context this project should pay attention to introduce efficient rail
transportation system.
Likelihood project • We have encroached rail reservations for housing mainly because
affected community we do not have other land for residences. If we are evacuated from
present residences we should be given alternative housing from
the area in the vicinity of present houses.
• The part of the land available in Ratmalana belongs to CGR may
be used for construction of alternative houses for the affected
people in Dehiwala and Ratmalana area.
• Even at present some people constructing houses and other
medium and large-scale buildings in rail road reservations and
therefore, CGR should take immediate action to stop this kind of
practices to protect rail road reservations
Page 13-40
14 P ROJ ECT IMP LEMENTATION
14.1 INS TITUTIONAL ARRANGEMENT

14.1.1 Project Organisation Structure and Implementation Arrangements
1432. The Ministry of Transport and Civil Aviation (MOT) will be the executing agency (EA)
and the Sri Lanka Railways (SLR) is the implementing agency (IA). The SLR is under
the purview of the MOT.
1433. The proposed organization structure for the implementation of the project is by
formation of a Project Management Unit (PMU) under MOT headed by a Project
Director supported by the respective core staff with the supporting staff.
14.1.2 Organizational Structure of the Agencies
14.1.2.1 Ministry of Transport and Civil Aviation
1434. MOT is the public entity identified as a ministry and responsible to use state of art
technology to implement, develop, and sustain world class transport infrastructure and
services to enhance living standards of the people. Its activities are supported by few
public institutions under the ministry, which are manned by competent technical
personnel experienced and trained in their respective discipline.
1435. The MOT functions are listed below:
■ “Formulation of policies, programmers and projects, monitoring and evaluation in

regard to the subject of transport and those subjects that come under the
Department of Sri Lanka Railways, Sri Lanka Central Transport Board, National
Transport Medical Institute, Department of Motor Traffic, National Transport
Commission, Civil Aviation Authority, Airport and Aviation Services (Sri Lanka) Ltd.
■ Take necessary measures to ensure efficient operation of integrated passenger
and freight rail transport services by adoption of new technology, development of
railway infrastructure, and provision of railway services.
■ Provision of passenger ferry services; provision of a safe and reliable passenger
transport service; and Introduction of an environmental friendly transport system.
■ Regulation of private passenger transport services.
■ All matters including acquisition of land relating to construction of new railways,
and development of infrastructure facilities.
■ Registration and licensing of motor vehicles; Issuance of driving licences; and
regulation and issuance of guidelines and laws relating to motor traffic.
■ Conduct development and regulatory functions of airports
■ Regulation of progress, levy of charges and quality of delivery of services by
airports.
■ Activities, including entry into agreements with other countries for expansion of
international air services.
Page 14-1
■ Promotion and execution of regulatory functions in relation to use of airports in Sri

Lanka by foreign countries.
■ Supervision and regulation of private air services; and registration of aircrafts.
■ Matters relating to all other subjects assigned to Department of Sri Lanka
Railways, Sri Lanka Central Transport Board, National Transport Medical Institute,
Department of Motor Traffic, National Transport Commission, Civil Aviation
Authority, Airport and Aviation Services (Sri Lanka) Ltd.”
1436. To fulfil its duties, the MOT is led by a Minister with the assistance of a Deputy
Minister, a Secretary, and four Additional Secretaries, Administration, Chief Finance
Officer, Planning, and Technical. The PPTA Counterpart main office has been
assigned to the Technical Additional Secretary. Figure 14-1 below depicts the
organizational structure of MOT.
14.1.2.2 The Sri Lanka Railway
1437. As noted above, the Sri Lanka Railway (SLR) is a government department of MOT,
under the provisions of the Railway Ordinance Chapter. It controls, manages and
operates all rail transport services in Sri Lanka, including Colombo’s suburban rail
services. As indicated in its web site, its mission is the “provision of safe, reliable and
punctual rail transport service for both passenger and freight traffic, economically and
efficiently” and its vision is “to be the most sought-after land transport provider in Sri
Lanka, providing unsurpassed value to our stakeholders”.
1438. SLR functions are:
■ To acquire and maintain assets related to rail track, bridges, buildings and other
structures;
■ To acquire and maintain assets related to a fleet of rolling stock consist of
locomotives, diesel multiple units, passenger carriages and freight wagons;
■ To acquire and maintain assets of the signalling and telecommunication system;
■ To provide train service for the movement of people and goods on the railway
network;
■ To maintain ancillary supporting services for the management of train service i.e.
Administration, procurement, accounting, information systems and security”.
1439. SLR functions under the General Manager of Railways (GMR) who reports to the
Secretary of the Ministry of Transport. SLR is divided into ten Sub Departments and
three Units. Sub departments are managed by the Heads of the Sub Departments who
reports directly to the GMR. Figure 14-2 depicts the organizational structure of SLR.
14.1.2.3 The Project Management Unit
1440. Figure 14-3 shows the organizational structure sought for the PMU. In total, it is
planned to have around 75 technical and professional staff, 50 supporting staff, and
advisory consultants as required. It will have a Project Director and nine Deputy
Project Directors, covering Engineering, Safety and Quality Assurance, Procurement,
Railway Operations, Finance, Human Resources, Monitoring and Evaluation, Land
Acquisition, and Environmental and Social Safeguards. All the covered areas are
consistent with a PMU-requirements. The PMU may also add, in the future, a section
to cover stakeholder/media relations.
Page 14-2
Figure 14-1: Sri Lanka Ministry of Transport & Civil Aviation Organizational Chart
Page 14-3
Figure 14-2: Sri Lanka Railways Organizational Structure
Page 14-4
Figure 14-3: Colombo Suburban Railway Project Management Unit Organizational Structure
Page 14-5
14.2 P ROCUREMENT P LAN

1441. The project will be in part financed by a loan of $300 million from ADB for track
upgrading, signalling & communication and for electrification of the suburban railway
lines initially for 64km from Veyangoda to Panadura.
1442. The project is implemented in stages from year 2017 to 2022 through 21 contract
packages under different categories and the proposed implementation schedule is as
indicated in the table below.
14.2.1 Implementation Schedule
Table 14-1 and Figure 14-4 show the proposed procurement and project implementation
schedule respectively.
Table 14-1: Implementation Schedule
Contract Estimat Procure Advertis

Package Description of Work ed Cost ment ement
No. (USD) Method Date
1 Short Term Actions
1a CP-01 Maradana Loco Junction improvements 7.0 NCB Q4/2017
1b CP-02 Tele-communication 10.0 ICB Q4/2017
1c CP-03 Ticketing & Fare Collection (Main Line, Coast Line, Other ATC) 5.9 NCB Q1/2018
1d CP-04 Operations Control Centre building 5.5 NCB Q4/2017
2 Main Line
2a Civil Works
CP-05 Track works (Main Line) 196.35 ICB Q4/2017
Buildings works (Main Line stations, rehab maintenance
CP-06 13.12 ICB Q4/2017
buildings)
CP-07 New maintenance buildings levels 1 - 3 32.12 ICB Q4/2017
CP-08 New road bridges at grade crossings (Main Line) 51.64 ICB Q4/2017
CP-09 Signalling (Main Line and other signalling) 63.22 ICB Q4/2017
CP-10 Electrification (Main Line) 23.94 ICB Q4/2017
2b CP-11 Rolling Stock-Main Line 616.0 ICB Q4/2019
2c CP-12 Electrical sub-station Wanawasala 7.0 NCB Q2/2020
3 Coast Line
3a Civil Works
CP-13 Track Civil Works (Coast Line) 176.17 ICB Q3/2020
CP-14 Buildings works (Coast Line stations) 9.67 ICB Q3/2020
CP-15 Colombo Central Station 18.0 ICB Q3/2020
CP-16 New maintenance building Level 4 18.26 ICB Q3/2020
CP-17 New road bridges at grade crossings-Coast Line 7.78 ICB Q3/2020
CP-18 Signalling (Coast Line, including Fort-Maradana) 69.12 ICB Q3/2020
CP-19 Electrification (Coast Line, including Fort-Maradana) 21.85 ICB Q3/2020
3b CP-20 Rolling Stock-Coast Line 545.6 ICB Q1/2022
3c CP-21 Electrical sub-station Ratmalana 7.0 NCB Q4/2022
CS-01 Procurement of Design and Supervision Consultant QCBS Q2/2017
Source: Own estimates.
Page 14-6
Figure 14-4: Project Implementation Schedule
Note: Total amount excludes land acquisition and resettlement costs.
Page 14-7
1443. The threshold for international competitive bidding id USD 7.5 Million and hence CP-
01, 03, 04, 12 and CP-21 will be procured through NCB and rest of packages will be
procured through ICB.
1444. The capacity of local railway works contractors is limited to small-size packages.
However, contractors in the highway construction sector are well organized and are
with higher capacity. Therefore, Sri Lanka Railways should encourage road sector
contractors to participate in bidding. Though the government is interested in increasing
NCB threshold to allow domestic contractors to gain experience, it is recommended to
keep NCB packages below $ 7.5 million threshold.
14.3 RIS K IDENTIFICATION AND MANAGEMENT

14.3.1 Procurement Capacity Assessment
1445. The procurement experience of the Executing Agency, Ministry of Transport,

Implementing Agency Sri Lankan Railways and implementation of ADB funded
projects, the procurement classification for the proposed project is assessed as
Category A with substantial procurement risks.
1446. The executing agency and the implementing agency do not possess recent experience
in procurements under ADB guidelines. Most of large projects such as northern line
and southern line are being financed bilaterally on non-competitive basis. The current
and recent major construction works are implemented under Indian and Chinese credit
line. A consolidated, reliable database of procurement was not available for
assessment. The implementing agency, Sri Lankan Railways has been procuring all its
needs since inception in accordance with the GOSL procurement guidelines. The
private sector is competitive for small works contracts and the number of potential
firms for large contracts in rail transport sector is few. Procurement of goods, mainly
locomotives and related equipment and accessories are procured mostly from
international firms and spare parts are from registered suppliers or from original
equipment manufacturer. The procurement approval thresholds of the Ministry
Procurement Committee (MPC), Department Procurement Committee (DPC), Project
Procurement Committee (PPC) and Regional Procurement Committee (RPC) are low.
Any contracts over Rs. 600 Million are to be approved by the Cabinet Appointed
Procurement Committee (CAPC).
1447. The Project Management Unit (PMU) has already been formed and is currently under
the process of recruiting staff members. The PMU should devise its own procedures to
address complaints adequately and transparently and establish a mechanism for any
protest on procurement actions to be properly recorded and incorporated in
evaluations. The mechanism should allow any appeal on a contract award decision to
be reviewed properly, independently of the employer. It is also necessary to train the
procurement staff of the agency in procurement under ADB guidelines. The EA and the
Project Management Unit (PMU) should prepare cost estimates based on realistic
market rates while using agency schedule of rates as a reference.
1448. A separate report, “Procurement Capacity Assessment”, provides a more detailed

description of the project procurement.
Page 14-8
14.3.2 Financial Management Assessment
1449. The conclusion of the financial management assessment (FMA) is that the financial
management capacity of MOT, the proposed EA, is satisfactory and that the overall
risk is Moderate.
1450. MOT and SLR have experience in the implementation of donor funded development
projects, but have limited experience with the implementation of a large ADB funded
project. As two institutions involved in the project, support and capacity building will be
necessary to successfully and sustainability manage a large and diverse project. The
technical assistance and comprehensive capacity development that is proposed for the
project is considered satisfactory to mitigate the risks and ensure effective FM.
However close monitoring of the implementation will be essential.
14.3.3 Management Capacity of the Implementing Agency
14.3.3.1 Introduction
1451. The existing departmental structure of SLR is highly centralised and act as an
impediment to take quick action in response to market changes (for more detailed
review of SLR management conditions, see the report “Management Assessment”). At
the time the Railway Ordinance was created in 1902, rail transport service was
operating, practically, in a monopolistic environment with limited road transport. In
addition, it played a strategic role in the socio-economy of the island, as a national
carrier in the land transport sector. This monopolistic condition gradually faded away
with the development of the road network and other technological improvement in the
economy. It is now confronted with heavy competition with road sector in passenger as
well as in the freight transportation- The rail modal share of railway has been eroded to
a less than 5-6% and 1% in passenger and freight sectors respectively.
1452. Nevertheless, the economic role of railway, assigned in the present context, has been
identified in the recent studies. Ever increasing congestion on roads, higher rate of
energy consumption on transportation, environmental issues and other costs to the
economy and society, has drawn the attention to the potential of railway in overcoming
the present issues.
1453. For the SLR to respond to the increased importance of the railroad in solving the
transport needs of Sri Lanka society, it needs to modernize and increase its efficiency
and effectiveness in providing fast, reliable, secure and sustainable transportation
services to passengers and freight movements. Therefore, SLR should:
■ Introduced commercial flexibility to management

■ Set Clear policies and objectives
14.3.3.2 The Modernization of Sri Lanka Railways Management
1454. Since Independence the successive Governments have identified the need of
restructuring the railway organisation to suit to the demand of the transport sector and
attempted to introduce changes to make the organisation to play an efficient and
effective role. Such reforms ranged from introducing appropriate internal restructuring
while retaining the departmental structure to privatization. In between these two
extremes there had been instances to make railway a Board /Corporation, Railway
Authority, etc. Once in reality, through legal passage (Sri Lanka Railway Authority Act
Page 14-9
No60 of 1993) Railway became an Authority, but only existed for a short period, one
year. It reverted to the Departmental structure through a Parliament Act.
1455. In the past, the establishment of Railway Management Councils (RMC) to under the
powers of General Manager and under the provisions of Ordinance also did not deliver
the desired results.
1456. Therefore, it can be concluded that, despite that there is an understanding of the need
of railway reforms among the railway stakeholders, there is no agreement on the
appropriate structure.
1457. The fundamental differences (arguments) between the two stances are:
■ The departmental frame does not provide freedom for management to enter into
agreements/joint ventures with private sector, i.e. PPP projects.
■ The bureaucratic rules and regulations cause long delays in the decision-making
process. Prompt decision-making with regard to sourcing of required inputs,
managing them effectively and achieving the expected goals, are severely
constrained under the conventional setting.
■ On the other hand, the argument in favour of the departmental structure is that it
provides safe guards for misuse of public property, prevent political interference etc
1458. The overall objective of the organizational modernization Change the management
from traditional service providing approach to market oriented organization with
commercial mandate and there by remove the burden on national finance. The
management modernization programme, which may include modification of the
existing regulations, should be designed to focus on:
■ Customer care orientation

■ Real estate management modernization
■ Use of information technology and intelligent transport systems technology
1459. Areas that should be further explored (but not limited to them) include:
■ Performance based management. The senior managers, including General

Manager Railway are compelled to attend to non-core activities, such as regular
administrative functions. They find little time to focus on their attention on strategic
decision-making, quality assurance, operational efficiency etc. The present system
that emphasis on inputs pays little attention on output or results. Evaluation of
performance need to be on the results achieved. The targets, objectives are to be
set for each member of the working group.
■ Functional Groups. The SLR organization divided into 8 sub departments and few
units directly under General Manager appear to be inadequate for proper
functioning of the management as a team. Regrouping these departments in to
broader categories will enable each group to attend the general issues among
themselves and come to GMR for final decision-making. Possible rational
regrouping of functional divisions includes:
 Operations: Operating Department and Commercial Department.
 Rolling Stock: Chief Mechanical Engineers Department and Chief Engineer
(Motive Power) Department.
Page 14-10
 Infrastructure Chief Engineer (Way & Works) and Chief Signal &
Communication.
 Administrative: accounts, administration, real estate management, costing,
procurement, human resources, planning.
■ Human Resource Development Plan. Personnel function scattered in various
institutions in the government sector needs to be integrated within the railway
system. Recruitment, promotions, salary levels, and other human resources
management policies have a direct impact on staff productivity. A comprehensive
human resources Development plan is an important item in the future railway
development programme.
The Sri Lanka German Railway Technical Training Centre at Chief Mechanical
Department premises needs to be expanded to take the central training institute
and to play a leading role in skill development function as well as the facilitator for
development of managerial competencies. The development of skills and
management capabilities should have to be linked with performance evaluation
systems. Unlike the current incentive system realistic targets needs to be set up for
evaluation process. Awareness programmes on railway role in the transport sector
for middle and operative level staff needs to be organised as a part of human
resource development plan.
■ Investment Program. SLR needs to formulate a development budget and
prioritise an investment program on strategies for the future role of the railway. A
range of credible traffic forecast, evaluation of options and resource constraints are
to be considered for the purpose.
14.3.3.3 Management of the Electrified Sector of the Sri Lanka Railways
1460. For several years, the SLR rail network will be comprised of the traditional, diesel
based system and a modern and electrified system that will increase in physical
coverage and importance over time. For the management of the future modernized
and electrified sector of the Sri Lanka Railways, two general organizational
arrangements can be considered:
Option 1: Independent Electrified Railroad Organization
1461. In this option, the government sets up a new Electrified Railroad Organization, under
the MOT, as an independent public company. The existing SLR would invest, maintain
and operate the existing diesel-based system and the entity would invest, maintain and
operate the new electric-based system.
1462. The rationale for this option is that SLR has no prior experience in the operation,
maintenance of a fleet of electrified train service for travelling public. Its experience lies
on operation of a diesel fleet of locomotives and rolling stock and the rail infrastructure.
In addition, the SLR workforce is conversant on regular operations and maintenance of
railway transportation system. In case of undertaking responsibility of complex
development projects, it confronts with a series of limitations availability of capable
human resources given that its staff is already occupied with the day to day
management of the existing operations.
1463. This option would have the advantages that it would be a “fresh start” for the new
entity, without the need to follow SLR rules and regulations, particularly organizational
structure, labour relations and private sector participation.
Page 14-11
1464. It would have the disadvantages that it will not take advantage of SLR extensive
experience in investing, maintaining and operating in the railroad system in Sri Lanka;
in would not take advantage of the operational synergies that will occur between the
diesel-based and electric-based systems, in terms of operations planning, managing
disturbed operations, administrative procedures; it need to carefully coordinate the
sharing of right of way, tracks, stations, stabling and maintenance facilities and sheds;
and it will need to compete for the scarce human resources are currently available in
Sri Lanka for the management and operations of railroad. In addition, the new entity
would need enabling legislation that would take time to enact and put into practice.
Therefore, establishing of a new organization within the railway system needs to be
considered in detail for sustainable operation of future electrified sector.
Option 2: New Department(s) within the Sri Lanka Railways
1465. In this option, the government entrust the responsibility to manage, operate and
maintain the modernized and electrified sections to SLR., thus, SLR would invest,
maintain and operate the existing diesel-based system and the new electric-based
system.
1466. The rationale for this option is to take advantage of the ample SLR experience in
railroads as the only organization in Sri Lanka with such experience. This organization
would also allow SLR to better coordinate operations and share infrastructure and
human resources between the diesel-based and the new electric-based systems, thus
maximizing the synergies between the two systems. Given that SLR is already
entrusted with the control, management and operation all rail transport services in Sri
Lanka, there would be no need for additional enabling legislation.
1467. This option would have the disadvantage that the new electric-based system would be
operated within the same organizational structure and inefficiencies as the current
system, thus limiting the potential benefits of the new system.
1468. The Consultant considers that, in the long run, Option 1 would create divisions and
antagonisms within the railroad sector that would not be conducive to better services
for its users. In addition, Sri Lanka would be better serviced if the management of the
SLR is also modernized and the existing diesel-based system is improved.
1469. In the context, a management consultancy team could study the present structure in
detail and come up with an appropriate organizational set up suit to policies and
objectives stated in the legal provision. This management consultancy team should
also define in detail how to best combine, in terms of organizational structure, the
diesel-based system and the new electric-based system.
Page 14-12
APPENDICES
Page 14-1
APPENDIX 1: STATED PREFERENCE SURVEY FORMS
Page 14-1
Railway users form

IDENTIFICATION
Surveyor:
Date: Hour:
Station:
Train direction:
Passenger’s direction: Boarding Alighting
TRAVEL CHARACTERISTICS
Q1 Purpose of travel
Q1a At origin: Home Workplace School/University
Meeting Shopping Other
Q1b At destination: Home Workplace School/University
Q2 Travel from origin to boarding station
Q2a Origin zone: (show on map)
Boarding station
Q2b Walk/Bicycle Private Car Private 3-Wheeler
access mode:
Motorcycle Taxi/Hired 3-W Bus
Other
Time to come to
Q2c minutes
station:
Cost to come to
Q2d RS (fare, parking)
station
Q3 Train travel
Q3a Boarding station: Alighting station:
Q3b Travel time on train: minutes
Q3c Train fare RS
Q4 Travel from alighting station to destination
Q4a Destination zone: (show on map)
Alighting station to
destination mode:
Other
Time to go to
Q4c destination from minutes
station:
Cost to go to
Q4d destination from RS (fare)
station
How often do you Less than once a

Q5 Almost every day 1-2 times a week
make this trip? week
Q6 Total travel time minutes
Q7 Total travel cost RS
Most important
Q8 reason to choose Travel time Cost Frequency
train
Punctuality Comfort Safety
Convenience Other
Page 14-2
SP QUESTIONNAIRE (ASK ALTERNATIVELY QUESTIONNAIRE SP1, SP2 OR SP3)
In the following questions, you will be asked to evaluate several hypothetical travel choices for
the trip that you have just described. For each question, please indicate the travel mode you
would most likely use.
Questionnaire SP1
Case 1 Train Choice

Train’s fare +10%
Train
Train’s travel time Same
Train’s frequency Same Change mode :

Train’s comfort Same Bus, car, 3W, other
Case 2 Train Choice

Train’s fare +10%
Train
Train’s travel time - 15 minutes
Case 3 Train Choice

Train’s fare +10%
Train
Train’s frequency Double Change mode :

Case 4 Train Choice

Train’s fare +10%
Train

Train’s comfort Seating position Bus, car, 3W, other
Page 14-3
Case 5 Train Choice

Train’s fare +10%
Train

Train’s comfort Trains with A/C Bus, car, 3W, other
Questionnaire SP2
Case 1 Train Choice

Train’s fare +30%
Train

Case 2 Train Choice

Train’s fare +30%
Train

Case 3 Train Choice

Train’s fare +30%
Train

Case 4 Train Choice

Train’s fare +30%
Train

Page 14-4
Case 5 Train Choice

Train’s fare +30%
Train

Questionnaire SP3
Case 1 Train Choice

Train’s fare +50%
Train

Case 2 Train Choice

Train’s fare +50%
Train

Case 3 Train Choice

Train’s fare +50%
Train

Case 4 Train Choice

Train’s fare +50%
Train

Page 14-5
Case 5 Train Choice

Train’s fare +50%
Train

RESPONDENT CHARACTERISTICS
Age:
Vehicle ownership: Car: Y/N
3-wheeler: Y/N
Motorcycle Y/N
Employment status: Full-time employment Part-time employment Student
Unemployed Retired Other
Page 14-6
Bus users form

IDENTIFICATION
Surveyor:
Date: Hour:
Station:
Bus direction:
Passenger’s direction: Boarding Alighting
TRAVEL CHARACTERISTICS
Q1 Purpose of travel
Q1a At origin: Home Workplace School/University
Q1b At destination: Home Workplace School/University
Travel from origin to
Q2
boarding station
Q2a Origin zone: (show on map)
Boarding station access
mode:
Other
Q2c Time to come to station: minutes
Q2d Cost to come to station RS (fare, parking)
Q3 Bus travel
Q3a Boarding station: Alighting station:
Q3b Travel time on bus: minutes
Q3c Bus fare RS
Travel from alighting
Q4
station to destination
Q4a Destination zone: (show on map)
Alighting station to
destination mode:
Other
Time to go to destination
Q4c minutes
from station:
Cost to go to destination
Q4d RS (fare)
from station
How often do you make Less than once a

Q5 Almost every day 1-2 times a week
this trip? week
Q6 Total travel time
Q7 Total travel cost
Most important reason to
Q8 Travel time Cost Frequency
choose bus
Punctuality Comfort Safety
Convenience Other
Is there a train to make
Q9 Yes No I don’t know
the same trip?
If yes, why do you prefer Train station is too Train is not enough Train is too much
Q10
bus? far from my comfortable crowded
Page 14-7
(choose 3 options) origin/destination

Trains are not It is difficult to
Train is too slow
enough frequent access the station
Other : precise
SP QUESTIONNAIRE (ASK ALTERNATIVELY QUESTIONNAIRE SP1 AND SP2)
In the following questions, you will be asked to evaluate several hypothetical travel choices for
the trip that you have just described. For each question, please indicate the travel mode you
would most likely use.
Questionnaire SP1
Case 1 Bus Train Choice

Same as
Fare Same as bus
current
Bus
Same as - 15 minutes
Travel time
current compared to bus
Same as 1 train every 30
Frequency
current minutes
Train
Same as
Vehicle comfort Same as current
current

Same as + 10%
Fare
Bus
Travel time
Frequency
current minutes
Train
Same as
current

Same as
Fare Same as bus
current
Bus
Same as
Travel time Same as bus
current
Frequency
current minutes
Train
Same as
current
Page 14-8
Same as + 10%
Fare
Bus
Same as
current
Frequency
current minutes
Train
Same as
current

Same as + 10%
Fare
Bus
Same as
current
Frequency
current minutes
Train
Same as A/C train with
Vehicle comfort
current seating position
Questionnaire SP2

Same as
Fare Same as bus
current
Bus
Travel time
Frequency
current minutes
Train
Same as
current

Same as + 20%
Fare
Bus
Travel time
Frequency
current minutes
Train
Same as
current
Page 14-9

Same as
Fare Same as bus
current
Bus
Same as
current
Frequency
current minutes
Train
Same as
current

Same as + 20%
Fare
Bus
Same as
current
Frequency
current minutes
Train
Same as
current

Same as + 20%
Fare
Bus
Same as
current
Frequency
current minutes
Train
Same as A/C train with
Vehicle comfort
current seating position
RESPONDENT CHARACTERISTICS
Age:
Vehicle ownership: Car: Y/N
3-wheeler: Y/N
Motorcycle Y/N
Employment status: Full-time employment Part-time employment Student
Unemployed Retired Other
Page 14-10
APPENDIX 2: INVESTMENT COSTS ESTIMATES
Page 14-1
Total costs (in million USD millions, June 2017 prices):
Page 14-2
Civil works:
Page 14-3
Page 14-1
Page 14-2
Page 14-3
Price N° A1 - SUBSTRUCTURE
Unit Price per km of Single Track
Qty Unit Price Total
Materiel/Equipment
m3/km in USD in USD/km
Supply Sub-Ballast 15 cm 1.200,00 45,00 54.000,00
Supply subgrade/sand 10/20 cm 1.200,00 15,00 18.000,00

Materiel/Equipment
Supply Geotextile 250g/m2 8.000,00 1,60 12.800,00
Supply Geogrid 8.000,00 2,50 20.000,00
Percentage of Geotextile/km 40%
Percentage of Geogrid/km 20%
Sub-total Materiel/Equipment 81.120,00

Construction/Installation
Excavation/compaction 6.400,00 5,00 32.000,00
Sub-grade spreading and compaction 1.200,00 3,00 3.600,00
Sub-ballast spreading and compaction 1.200,00 3,00 3.600,00

Geotextile 8.000,00 1,00 8.000,00
Geogrid 8.000,00 1,50 12.000,00
Percentage of Geogrid/km 20%
Sub-total Construction/Installation 44.800,00
Page 14-1
Price N° A2 - DRAINAGE
Unit Price per km of Railway (both side)
Materiel/Equipment
m in USD in USD/km
Supply Concrete lined ditches covered (0,75m*1,20m*1,00m) 2.000,00 100,00 200.000,00
Percentage per km 60%
Supply Materiel for Earth trenches (0,50m*0,30m*1,00m) 2.000,00 5,00 10.000,00
Materiel/Equipment
unit/km in USD in USD/km
Concrete catch-basin 4,00 800,00 3.200,00

Excavation/compaction for Ditches 2.080,00 5,00 10.400,00
Excavation/compaction for Trenches 600,00 5,00 3.000,00
Excavation/compaction for outfall 75,00 5,00 375,00
Page 14-2
Price N° A3 - TRACK GEOMETRY

Materiel/Equipment Qty Unit Price Total
Earthwork (average h=3,5m) 17.500,00 25,00 437.500,00

Supply Sub-ballast 0,15 cm thickness 1.200,00 45,00 54.000,00
Supply Geotextile 250g/m2 8.000,00 1,60 12.800,00
Construction/Installation Qty Unit Price Total

Earhwork/compaction 17.500,00 10,00 175.000,00
Earthwork/compaction 1.200,00 10,00 12.000,00
Geotextile 250g/m2 8.000,00 1,00 8.000,00
Page 14-3
Price N° A4 - RENEWAL OF TRACK

(Unit Price per km)
(Unit Price per t of Rail)
t in USD in USD/t
Supply Rail UIC 60 - Weight = 60,21 kg/m 1,00 700,00 700,00
A4-1 - Rail UIC60 700,00
Unit Price per Sleepers

Unit in USD in USD/Unit
A4-2 - Prestressed Concrete Sleeper 1,00 180,00 180,00
Unit Price per Fastenings

A4-3- Elastic Fastening Pandrol "fast-clip" complete or equivalent 1,00 17,00 17,00
Unit Price per m3

m3 in USD in USD/m3
A4-4 - Ballast size from 23mm to 63mm 1,00 45,00 45,00

m in USD in USD/km
Dismanling existing track/storage with Special Equipment 1.000,00 30,00 30.000,00

m in USD in USD/km
New Track Installation and adjustment 1.000,00 25,00 25.000,00

m in USD in USD/km
Levelling/tamping with heavy Machine 1.000,00 35,00 35.000,00

m in USD in USD/km
CWR Installation and adjustment 1.000,00 15,00 15.000,00

m in USD in USD/km
Loading/Unloading Ballast and adjustment 1.000,00 5,00 5.000,00
Sub-total Construction/Installation (UIC60) 110.000,00
Page 14-4
Price N° A5- TURNOUTS & SWITCHES

Unit Price per Unit
Materiel/Equipment
A5- 1 -Turnouts type 1/9 with Concrete Sleepers and Glued Insulated
1,00 45.000,00 45.000,00
Joints (GIJ)

Materiel/Equipment
A5 - 2 -Turnout type 1/12 with Concrete Sleepers with Glued Insulated

1,00 50.000,00 50.000,00
Joints (GIJ)

Materiel/Equipment
A5 - 3 -Turnout type 1/20 with Concrete Sleepers and Glued Insulated

1,00 60.000,00 60.000,00
Joints (GIJ)

Turnout Assembly and Installation 1,00 10.000,00 10.000,00

Welding and Levelling by heavy Tamping Machine, including adjustment 1,00 10.000,00 10.000,00
For Turnout 1/9 60%

For Turnout 1/12 80%
For Turnout 1/20 100%
Sub-total Construction/Installation Turnouts 20.000,00
Page 14-5
Price N° A6 - BRIDGES REHABILITATION

Unit Price per Unit
Price per m2 Rehabilitation
Materiel/Equipment (65%)
Unit in USD in USD/Unit 65% 25%
A6-1 -Span < 9m for Double Tracks (14mx9m) 1,00 40.950,00 40.950,00 500,00
A6-2 -9m<L<30m for Double tracks (14mx20m) 1,00 91.000,00 91.000,00
A6-3 -L>30m (14mx50m) 1,00 227.500,00 227.500,00
A6-4 - Road Bridges (14m*25m) 1,00 113.750,00 113.750,00 500,00

A6-5 - Bridges to be streingthening 1,00 130.000,00 130.000,00 200.000,00
A6-6 - Pedestrian over pass (30m*4m) 1,00 19.500,00 19.500,00 250,00

Construction/Installation (35%)
Unit in USD in USD/Unit 35%
A6-1 -Span < 9m for Double Tracks (14mx9m) 1,00 22.050,00 22.050,00 500,00
A6-2 -9m<L<30m for Double tracks (14mx20m) 1,00 49.000,00 49.000,00
A6-3 -L>30m (14mx50m) 1,00 122.500,00 122.500,00
A6-4 - Road Bridges (14m*25m) 1,00 61.250,00 61.250,00 500,00

A6-5 - Bridges to be streingthening 1,00 70.000,00 70.000,00 200.000,00
A6-6 - Pedestrian over pass (30m*4m) 1,00 10.500,00 10.500,00 250,00
Page 14-6
Price N° A7 - STATIONS BUILDINGS

Unit Price per Unit
Materiel/Equipment
Supply Materiel/Equipment for Building,
including shelters for passenger platforms, 1,00 300.000,00 300.000,00
etc…

Materiel/Equipment
Platfoms lengthening (50 USD*260m*2) 2,00 26.000,00 52.000,00

Building and Shelters 1,00 50.000,00 50.000,00

Platfoms (150 USD*260m*2) 2,00 78.000,00 156.000,00
Page 14-7
Price N° A7-1 - CONCRETE SLAB

Unit Price per Meter of Track
Materiel/Equipment
M3 in USD in USD/m
Supply Concrete Slab 350kg/m3 1,60 350,00 560,00

Materiel/Equipment
U in USD in USD/m
Special Sleepers 1,50 180,00 270,00
Materiel/Equipment
t in USD in USD/m
Rails UIC 60 0,120 700,00 84,29
Materiel/Equipment
Unit in USD in USD/m
Fasteners 6,000 17,00 102,00
Materiel/Equipment
kg in USD in USD/m
Supply Rebar (300kg/m3) 480,00 0,15 72,00

m in USD in USD/m
Instalation and adjustment 1,00 250,00 250,00
Sub-total Construction/Installation 250,00
Page 14-8
Price N° A7 -2 - REHABILITATION OF MAINTENANCE'S BUILDINGS

Unit Price per m2
Materiel/Equipment
m2 in USD in USD/m2
Supply Materiel/Equipment for Maintenance

1,00 50,00 50,00
Buidlings,
Sub-total Materiel/Equipment 50,00

m2 in USD in USD/m2
Building Rehabilited 1,00 5,00 5,00
Page 14-9
Price N° A8 - LEVEL CROSSINGS

Unit Price per m2
Materiel/Equipment
m2 in USD in USD/m2
Supply Structure Panels 1,00 580,00 580,00

Materiel/Equipment
M2 in USD in USD/m2
Supply Road Asphalt 1,00 12,00 12,00

Construction/Installation after démolition existing panels
m2 in USD in USD/m2
Structure Panels 1,00 50,00 50,00

Construction/Installation afer demolition existing road
m2 in USD in USD/m2
Road Asphalt 1,00 5,00 5,00
Page 14-10
Price N° A9- TRACK SIDING

Unit Price per m
t/km in USD in USD/m
Rail 90 A - Weigth = 45,10 kg/m Ultrasonic

90,20 400,00 36,08
tested
Rail 90A 36,08
Unit Price per Sleepers

Unit/km in USD in USD/m
Monobloc Concrete Sleepers for 90A 1.500,00 45,00 67,50
Unit Price per Fastenings

Unit/km in USD in USD/m
Elastic Fastening Pandrol "e-clip" complete 6.000,00 5,00 30,00

m3/km in USD in USD/m
Ballast crushed stone size 23/63mm 1.500,00 45,00 67,50

m in USD in USD/m
Dismanling existing track/storage with

1.000,00 5,00 5,00
Special Equipment
New Track Installation and adjustment 1.000,00 20,00 20,00
Levelling/tamping with heavy Machine 1.000,00 20,00 20,00
CWR Installation and adjustment 1.000,00 10,00 10,00
Loading/Unloading Ballast and adjustment 1.000,00 5,00 5,00
Page 14-11
Price N° A9-1 - PIT TRACK

Unit Price per m
t/km in USD in USD/m
Rail 90 A - Weigth = 45,10
90,20 400,00 36,08
kg/m Ultrasonic tested
U/km in USD in USD/m
Special fasteners 8.888,00 5,00 44,44
m3/km in USD in USD/m
Reinforced Concrete Poles 426,62 350,00 149,32

m in USD in USD/m
Installation and adjustment on
2.000,00 20,00 40,00
Pit Track
Page 14-12
Price N° A9-2 - CONCRETE SLAB FOR WASHING MACHINE

Unit Price per Meter of Track
Materiel/Equipment
M3 in USD in USD/m
Supply Concrete Slab 350kg/m3 3,20 350,00 1.120,00

Materiel/Equipment
U in USD in USD/m
Special Sleepers 1,50 180,00 270,00
Materiel/Equipment
t in USD in USD/m
Rails UIC 60 0,120 700,00 84,29
Materiel/Equipment
Unit in USD in USD/m
Fasteners 6,000 17,00 102,00
Materiel/Equipment
kg in USD in USD/m
Supply Rebar (300kg/m3) 960,00 0,15 144,00
Construction/Installation, including Qty Unit Price Total

slope and trenches for water m in USD in USD/m
Page 14-13
Price N° A10 - COMPLETE NEW TRACK

Unit Price per km
Materiel/Equipment
km in USD in USD/km
70% UIC60 Coef
Complete New tracks, including survey, geological and hydrological

investigations, structure and buildings demolition, earthwork and tracks
installation composed with the track components supplies described 449.117,20 1,25 561.397,00
above, track’s alignment with Heavy Tamping Machine, and CWR, but
without land acquisition consideration.
30% Qty Unit Price Total
km in USD in USD/km
192.478,80 1,25 240.598,50
Page 14-14
Price N° A11- COMPLETE NEW BRIDGE

Unit Price per Unit

A11-1 - Span < 12m for Double Tracks (14m*12m) 1,00 163.800,00 163.800,00
A11-2- 12m<L<30m for Double tracks (14m*25m) 1,00 341.250,00 341.250,00
A11-3 - L>30m Double Track (14m*100m) 1,00 1.365.000,00 1.380.000,00
REJ for Bridge L>50m 2,00 7.500,00
A11-3-1 L =230m Sigle track (Panadura) 1,00 1.681.875,00 1.696.875,00

A11-4 - Viaduc for Railway ballasted Track (Regama) 1,00 6.946.875,00 6.946.875,00
A11-5 - Railway Bridge Fly Over with ballasted track 1,00 365.625,00 365.625,00
Sub-total Materiel/Equipment

A11-1 - Span < 12m for Double Tracks (14m*12m) 1,00 88.200,00 88.200,00
A11-2- 12m<L<30m for Double tracks (14m*25m) 1,00 183.750,00 183.750,00
A11-3 - L>30m (14m*100m) 1,00 735.000,00 742.000,00
REJ for Bridge L>50m and adjustment 2,00 3.500,00
Percentage for works carried out under Train Operation 1,00
A11-3-1 L =230m Sigle track (Panadura) 1,00 905.625,00 920.625,00

A11-4 - Viaduc for Railway ballasted Track (Ragama) 1,00 3.740.625,00 3.740.625,00
A11-5 - Railway Bridge Fly Over with ballasted track 1,00 196.875,00 196.875,00
Sub-total Construction/Installation
Page 14-15
Price N° A12 - COMPLETE NEW BRIDGE

Unit Price per Unit
A12- Road Bridges < 20m (25m*20m) 1,00 487.500,00 571.500,00
Road Asphalt Connection with 4% gradient 2,00 42.000,00
A12-1 - MARADANA BRIDGE 1,00 2.340.000,00 2.340.000,00
A12-2 - CAPTAINS GARDEN 1,00 585.000,00 585.000,00
A12-3 - PARSON ROAD 1,00 731.250,00 731.250,00
A12-4 - GALLE ROAD 1,00 731.250,00 731.250,00

A12- Road Bridges < 20m (25m*20m) 1,00 262.500,00 367.500,00

Road Asphalt Connection with 4% gradient 2,00 52.500,00
A12-1 - MARADANA BRIDGE 1,00 1.260.000,00 1.260.000,00

A12-2 - CAPTAINS GARDEN 1,00 315.000,00 315.000,00
A12-3 - PARSON ROAD 1,00 393.750,00 393.750,00
A12-4 - GALLE ROAD 1,00 393.750,00 393.750,00
Percentage for works carried out within the City 1,00
Page 14-16
Price N° A13- COMPLETE NEW BRIDGE

Unit Price per Unit

A13- Pedestrian over pass (40m*5m) 1,00 39.000,00 39.000,00

A13- Pedestrian over pass (40m*5m) 1,00 21.000,00 21.000,00

Page 14-17
Price N° A14 - CONCRETE WALL

Unit Price per m
Materiel/Equipment
m3 in USD in USD/m
Supply Concrete B25 and struture plaster, etc, 0,94 350,00 328,13

Materiel/Equipment
kg in USD in USD/m
Rebar 140,63 0,30 42,19

m in USD in USD/m
Instalation and adjustment with slope for drainage
1,00 80,00 80,00
system
Page 14-18
Price N° A15 - SUPPLY AND INSTALLATION ROCKFILL

Unit Price per M3
Materiel/Equipment
M3 in USD in USD/M3
Rock -3t/m3 for (3m*4m*1m)/2 10,00 30,00 300,00

M3 in USD in USD/M3
Page 14-19
Price N° A16 - SUPPLY AND INSTALLATION of FENCINGS

Unit Price per m
Materiel/Equipment
m in USD in USD/km
Suply fencing with poles 1,00 7,00 7,00

m in USD in USD/km
Page 14-20
Signalling and communications:

Total signalling and communications:
Page 14-21
Page 14-22
Page 14-23
Automatic ticketing and fare collection:
Page 14-24
Main Line:
Page 14-25
Page 14-26
Coast Line:
Page 14-27
MINIMUM COMPONENTS PER STATION (HIGH DEMAND)

Unit Price
Item Component Description Quantity Subtotal US$
US$
01 Access Control Barrier 6 7,500 45,000
02 Reduced Mobility Personnel Access Barriers 2 12,000 24,000
03 Smartcard Balance Reader 4 2,000 8,000
04 Station Point -of -Sale terminals 4 3,500 14,000
05 Smart Card validator 8 2,500 20,000
06 Station Computer 1 3,000 3,000
07 Station Rack 1 1,000 1,000
Included in
08 VoIP Phone Telecommunications
0 0
Included in Station
09 Station UPS: According to equipment provided by Bidder/Contractor Equipment
0 0
10 Station Safety Box 1 300 300
11 Point -of-sale Site preparation 4 1,000 4,000
Included in Station
12 Power Plant 4 KVA Equipment
0 0
13 Local Area Station network 1 4,000 4,000
Included in
14 Access Switch with remote management Telecommunications
0 0
Other Equipment: The Bidder/Contractor will be responsible for the
installation and configuration of all the equipment and devices required to
15 operate the Station Point-of-Sales, and for the interfacing / interconnection 1 3,700 3,700
of these equipments via the dedicated Fiber Optics Network with the
Control Center.
SUBTOTAL COMPONENTS PER STATION (HIGH DEMAND) 127,000
TOTAL NUMBER OF SYSTEM STATIONS (HIH DEMAND): 4 508,000
Page 14-28
Other:
Page 14-29
Electrification components:
Unit costs:
Page 14-30
Rolling Stock and Maintenance Sheds:
Page 14-31
Page 14-32
APPENDIX 3: SOCIO-ECONOMIC DATA
Page 14-33
Table 1- Directly benefitted population of the project
District DS Families Population
Gampaha Nittambuwe 45316 172796
Gampaha 51263 198087
Ja-Ela 55725 213036
Mahara 53058 226088
Wattala 45759 188845
Kelaniya 34087 137339
Colombo Colombo 67567 330301
Thimbirigasyaya 55285 236839
Dehiwala 22091 90901
Ratmalana 25256 96273
Kalutara Moratuwa 48256 171947
Panadura 46607 205969
Total - 550270 2268421
Page 14-34
Table 2- Passengers using of rail stations per year
No of season
No of tickets No of trains stop per tickets issued
Rail station issued per year year per year
Veyangoda 7300000 42340 72000
Heendeniya Pattigoda 54750 21900 720
Magalegoda 219000 25550 4200
Bemmulla 547500 21900 12000
Daraluwa 365000 21900 9600
Gampaha 3650000 50005 90000
Yagoda 219000 25550 4800
Ganemulla 1095000 29200 36000
Bulugahagoda 292000 21900 18000
Batuwatta 237250 21900 4400
Walpola 182500 21900 12000
Ragama 2737500 70080 54000
Horape 146000 31390 7200
Enderamulla 456250 36500 13800
Hunupitiya 620500 33945 9600
Wanawasala 182500 29565 8400
Kelaniya 1095000 36135 10800
Dematagoda 912500 47450 3000
Maradana 91250000 91250 1800
Colombo Fort 109500000 98550 4800
Kompannavidiya 730000 31755 540
Kollupitiya 912500 29200 0
Bambalapitiya 1095000 29930 660
Wellawatta 547500 27010 1080
Dehiwala 912500 27010 6240
Galkissa 438000 30295 2760
Ratmalana 438000 25550 11400
Angulana 438000 20805 10800
Lunawa 182500 19345 1800
Moratuwa 1095000 32120 36000
Koralawella 127750 17155 4800
Egoda Uyana 109500 20440 4200
Panadura 1186250 27375 66000
Total 229274750 1116900 523400
Source: Social survey team of FS February 2017
Page 14-35
Table 3- Project impacted population
District Relevant DS No of GNs Female Male Total

division relevant to population population
rail line
Gampaha Nittambuwe 12 6435 5992 12427
Gampaha 13 12599 11855 24454
Ja-Ela 5 11737 10155 21892
Mahara 3 5050 4640 9690
Wattala 2 2442 2271 4713
Kelaniya 9 18263 18801 37064
Colombo Colombo 4 22158 21929 44087
Thimbirigasyaya 7 40395 37840 78235
Dehiwala 2 5060 4709 9769
Ratmalana 3 11506 11075 22581
Moratuwa 14 27966 26906 54872
Kalutara Panadura 13 15983 13903 29886
Total 87 179594 170076 349670
Page 14-36
Table 4: Land use pattern in DS divisions located in Railroad catchment area
DS division Home Paddy and Forestry Water Wetland Other

Gardens other -% bodies - - % (infrastructure
and agriculture % - %)
Buildings land - %
-%
Nittambuwe 58 35 4 0.5 0.5 2
Gampaha 71 27 - 1 0.5 0.5
Ja-Ela 70 10 3 13 2 2
Mahara 83 10 1 2 3 1
Wattala 57 6.5 0.5 3 30 3
Kelaniya 79 - - 3 17 1
Colombo 99 - - 0.25 0.25 0.5
Thimbirigasyaya 97.5 1 - 0.5 - 1
Dehiwala 93 - - 3 2 2
Ratmalana 98 - - 0.5 1 0.5
Moratuwa 99 - - 0.25 0.25 0.5
Panadura 70 - 0.5 14.5 1 1
Page 14-37
Table 5: Number and percentage of families involve in agriculture and fisheries.
DSD Total No of % No of %
families families in families in
agriculture fisheries
Nittambuwe 45316 6004 13 25 0.05
Gampaha 51263 4565 9 20 0.03
Ja-Ela 55725 2786 5 5573 10
Mahara 53058 5306 10 2122 4
Wattala 45759 436 1 2692 6
Kelaniya 34087 2727 8 170 0.5
Colombo 67567 338 0.5 252 0.5
Thimbirigasyaya 55285 355 0.5 122 0.2
Dehiwala 22091 65 0.3 93 0.4
Ratmalana 25256 35 0.1 250 1
Moratuwa 48256 20 0.04 890 2
Panadura 46607 764 1 150 0.3
Total 550270 23401 4.25 12359 2.24
Page 14-38
Table 6: Industries and banks
DSD No of industries No of banks
Large scale Medium/Small Public banks Private banks

scale
Nittambuwe 34 132 37 6
Gampaha 15 60 30 5
Ja-Ela 28 79 21 6
Mahara 10 38 20 5
Wattala 16 85 13 21
Kelaniya 12 68 12 10
Colombo 60 130 35 45
Thimbirigasyaya 28 82 31 30
Dehiwala 41 49 14 25
Ratmalana 39 70 13 30
Moratuwa 28 85 15 19
Panadura 15 48 19 17
Total 326 926 260 219
Page 14-39
Table 7: Poverty head count index in 2002
Geographical unit Poverty Head count index Population of poor people

(%)
Gampaha 9.9 16276
Ja-Ela 7.8 13313
Mahara 12.1 20438
Wattala 6.1 9089
Kaluthara 6.9 8556
Colombo 12.1 39819
Thimbirigasyaya 4.4 9672
Dehiwala 2.1 1896
Ratmalana 4.2 4058
Moratuwa 10.3 16908
Panadura 7.4 11571
Page 14-40
Table 8: project affected population with gender diversity
DS division No of GN Female % Male % Total

divisions population
Nittambuwe 12 6435 51 5992 49 12427
Gampaha 13 12599 52 11855 48 24454
Ja-Ela 5 11737 53 10155 47 21892
Mahara 3 5050 52 4640 48 9690
Wattala 2 2442 51 2271 49 4713
Kelaniya 9 18263 49 18801 51 37064
Colombo 4 22158 51 21929 49 44087
Thimbirigasyaya 7 40395 52 37840 48 78235
Dehiwala 2 5060 51 4709 49 9769
Ratmalana 3 11506 51 11075 49 22581
Moratuwa 14 27966 51 26906 49 54872
Panadura 13 15983 53 13903 47 29886
Total 87 179594 51 170076 49 349670
Page 14-41
Table 9: Household size
DS division No of families Range of family size
Nittambuwe 45316 3.5 - 3.8
Gampaha 51263 3.3 - 3.8
Ja-Ela 55725 3.8 - 4.0
Mahara 53058 3.5 - 4.2
Wattala 45759 2.8 - 4.1
Kelaniya 34087 3.6 - 4.0
Colombo 67567 3.6 - 4.8
Thimbirigasyaya 55285 4.2 - 4.6
Dehiwala 22091 4.1 - 4.3
Ratmalana 25256 3.7 - 3.8
Moratuwa 48256 3.5 - 3.7
Panadura 46607 4.4 - 4.5
Total 550270
Page 14-42
Table 10: Population in DSDs with age diversity
DS division 0-5 6-18 19-60 More than 60
No % No % No % No %
Nittambuwe 3151 2 38015 22 10462 62 24168 14
Gampaha 15626 8 39044 20 117709 59 25708 13
Ja-Ela 16956 8 47540 22 123332 58 25208 12
Mahara 21221 9 48260 21 125120 56 31487 14
Wattala 21447 11 43667 23 101976 54 21956 12
Kelaniya 18545 14 27859 20 59736 43 31199 23
Colombo 26424 8 69363 21 191575 58 42939 13
Thimbirigasyaya 21250 9 28896 12 152484 64 34209 15
Dehiwala 11733 13 13072 14 50924 56 15172 17
Ratmalana 6416 7 20554 21 54990 57 14313 15
Moratuwa 12089 7 37854 22 107466 61 14538 9
Panadura 20793 10 48211 23 110887 54 26078 13
Page 14-43
Table 11: Education level of community in railroad catchment
DSD s Not yet No formal 0–5 6 - 10 O/L A/L Degree

schooling education
No % No % No % No % No % No % No %
Nittambuwe 10368 6 3456 2 31103 18 39743 23 41471 24 29375 17 17280 10
Gampaha 13866 7 1981 1 35656 18 45560 23 45560 23 39617 20 15847 8
Ja-Ela 14913 7 2130 1 38346 18 51129 24 57520 27 36216 17 12782 6
Mahara 13565 6 4522 2 47478 21 58783 26 58782 26 36174 16 6783 3
Wattala 11330 6 3777 2 30216 16 54765 29 37769 20 43434 23 7554 4
Kelaniya 9614 7 1373 1 26095 19 41201 30 26095 19 28841 21 4120 3
Colombo 26424 8 3303 1 66060 20 99090 30 59454 18 59454 18 16515 5
Thimbirigasyay 18947 8 4737 2 49736 21 61578 26 56842 24 33157 14 11842 5

a
Dehiwala 4545 5 909 1 18180 20 22725 25 20907 23 18180 20 5459 6
Ratmalana 12515 13 963 1 17329 18 26956 28 21181 22 13478 14 3851 4
Moratuwa 10317 6 3439 2 34389 20 30950 18 39548 23 42987 25 10317 6
Panadura 20597 10 4119 2 41194 20 39134 19 55612 27 37074 18 8239 4
Page 14-44
Table 12: Families receiving Samurdhi benefits and other welfare assistance in Railroad
catchment.
DSD s and GN s Samurdhi % Families % Total

beneficiary receiving families
families public
welfare
Nittambuwe 10426 23 1813 4 45316
Relevant GND s 316 9 105 3 3514
Gampaha 6502 13 1538 3 51263
Relevant GND s 809 11 294 4 7353
Ja-Ela 9202 17 2414 4 55725
Relevant GND s 804 15 210 4 5369
Mahara 8592 16 3730 7 53058
Relevant GND s 284 11 91 3 2698
Wattala 6944 15 915 2 45759
Relevant GND s 190 11 50 3 1680
Kelaniya 6251 18 924 3 34087
Relevant GND s 1531 15 306 3 10210
Colombo 6228 9 1351 2 67567
Relevant GND s 960 8 367 3 12222
Thimbirigasyaya 2661 5 2211 4 55285
Relevant GND s 1683 10 505 3 16829
Dehiwala 1235 6 442 2 22091
Relevant GND s 113 5 90 4 2260
Ratmalana 1995 8 833 3 25256
Relevant GND s 363 6 181 3 6049
Moratuwa 5195 11 202 1 48256
Relevant GND s 1468 10 294 2 64677
Panadura 7870 17 1864 4 46607
Relevant GND s 976 15 195 3 6505
Page 14-45
Table 13- Poverty line related information in project relevant districts
Official poverty
line National Colombo Gampaha Kaluthara
Base
1423 1537 1508 1523
Year 2002 Rs.
Base
2142 2294 2230 2223
Year 2006/07 Rs.
2013 Rs. 3624 3767 3762 3669
2016 Apr Rs. 3943 4099 4094 3992
2016 May Rs. 4038 4197 4192 4087
2016 Jun Rs. 4123 4286 4281 4174
2016 Jul Rs. 4132 4295 4290 4183
2016 Aug Rs. 4063 4224 4219 4114
2016 Sep Rs. 4038 4197 4192 4087
2016 Oct Rs. 4064 4225 4219 4114
2016 Nov Rs. 4089 4251 4245 4140
2016 Dec Rs. 4130 4293 4287 4181
2017 Jan Rs. 4207 4374 4368 4259
2017 Feb Rs. 4229 4396 4391 4281
Page 14-46
Table 14: employment composition
Administrative Government Private Self Agriculture Labour Business Other total

units
No % No % No % No % No % No % No %
Gampaha 125382 16 141056 18 62691 8 78364 10 148892 19 148892 19 78364 10 783643
District
Nittambuwe 10368 15 13824 20 4147 6 15206 22 9677 14 6221 9 9676 14 69118
GNs in 472 10 1181 25 331 7 708 15 944 20 472 10 614 13 4722
Nittambuwe
Gampaha 9984 14 19967 28 7131 10 5705 8 13549 19 5705 8 9270 13 71311
GNs in 1408 16 2377 27 1056 12 792 9 1849 21 704 8 616 7 8803
Gampaha
Ja-Ela 9374 10 28121 30 9374 10 7499 8 18747 20 9374 10 11248 12 93736
GNs in Ja-Ela 828 9 1747 19 736 8 736 8 1563 17 1103 12 2483 27 9195
Mahara 14560 14 16640 16 9360 9 16640 16 23920 23 15600 15 7280 7 104000
GNs in Mahara 405 11 773 21 405 11 221 6 1031 28 442 12 405 11 3682
Wattala 8592 13 14541 22 9253 14 5949 9 11236 17 9914 15 6610 10 66095
GNs in Wattala 165 10 297 18 248 15 314 19 413 25 132 8 83 5 1650
Kelaniya 8446 15 11262 20 3378 6 11262 20 10699 19 5631 10 5631 10 56308
GNs in Kelaniya 1735 12 3180 22 1446 10 2602 18 2313 16 1446 10 1735 12 14455
Colombo district 152004 16 285007 30 15200 16 38001 4 104503 11 140254 15 47501 5 950024
4
Colombo 20313 15 37918 28 23022 17 5417 4 17605 13 20313 15 10834 8 135423
GNs in Colombo 2844 15 5308 28 3602 19 569 3 1896 10 3033 16 1706 9 18957
Thimbirigasyaya 17052 16 26644 25 15987 15 2132 2 12689 12 18119 17 13855 13 106577
GNs in 5633 15 7511 20 7511 20 376 1 3755 10 5633 15 7136 19 37553
Thimbirigasyaya
Dehiwala 6136 15 7772 19 8181 20 818 2 6136 15 8181 20 3681 9 40905
GNs in Dehiwala 844 18 750 16 891 19 47 1 938 20 938 20 281 6 468978
56
Ratmalana 7856 17 6932 15 9242 20 924 2 8780 19 8318 18 4159 9 46211
GNs in 1761 20 2290 26 881 10 88 1 1761 20 881 10 1145 13 8806
Ratmalana
Moratuwa 11004 16 13068 19 10317 15 1376 2 13756 20 8253 12 11004 16 68778
GNs in 3841 20 4033 21 3457 18 0 0 4033 21 2497 13 1344 7 19205
Moratuwa
Kaluthara 5928 12 9880 20 7410 15 3952 8 7410 15 4940 10 9880 20 49400
Districts
Panadura 7827 10 15654 20 12523 16 4696 6 12523 16 10175 13 14871 19 78268
GNs in 980 8 2573 21 2451 20 613 5 2205 18 1960 16 1472 12 12253
Panadura
Page 14-47
Table 15: Income of population
Administrative 5000 > 5000-10000 10000-15000 15000< Total families

units
Quantity % Quantity % Quantity % Quantity % -

Gampaha 120805 13 169123 28 175163 29 138922 23 604009
District
Nittambuwe 9970 22 13595 30 9970 22 11782 26 45316
GNs in 914 26 1124 32 1230 35 246 7 3514
Nittambuwe
Gampaha 10765 21 10253 20 14866 29 15379 30 51263
GNs in 1691 23 1691 21 1544 21 2426 33 7353
Gampaha
Ja-Ela 10042 18 14677 26 12618 23 18388 33 55725
GNs in Ja-Ela 1074 20 1503 28 1342 25 1450 27 5369
Mahara 13381 25 16391 31 18392 35 4894 9 53058
GNs in Mahara 594 22 782 29 863 32 459 17 2698
Wattala 6061 13 10878 24 11330 25 17490 38 45759
GNs in Wattala 84 6 393 23 493 29 710 42 1680
Kelaniya 5113 15 6817 20 9885 29 12271 36 34087
GNs in Kelaniya 1940 19 2553 25 2553 25 3165 31 10210
Colombo district 57235 10 22894 40 103023 18 183152 32 572350
Colombo 10135 15 16892 25 23648 35 16892 25 67567
GNs in Colombo 3056 25 4278 35 3544 29 1344 11 12222
Thimbirigasyaya 12162 22 13268 24 12716 23 17138 31 55285
GNs in 4039 24 4712 28 5385 32 2693 16 16829
Thimbirigasyaya
Dehiwala 2651 12 7069 32 4639 21 7732 35 22091
GNs in Dehiwala 339 15 881 39 565 25 475 21 2260
Ratmalana 2526 10 5051 20 7577 30 10102 40 25256
GNs in 726 12 1452 24 2904 48 968 16 6049
Ratmalana
Moratuwa 3860 8 7721 16 15442 32 21233 44 48256
GNs in 1321 9 2642 18 5284 36 5430 37 14677
Moratuwa
Kaluthara 30211 10 66464 22 84590 28 120843 40 302107
Districts
Panadura 9321 20 9787 21 13982 30 13516 29 46607
GNs in 1431 22 2602 40 2017 31 455 7 6505
Panadura
Page 14-48
Table 16: Drinking water sources in districts
Administrative Pipe water Wells Deep wells Other Total

units
Quantity % Quantity % Quantity % Quantity % Quantity
Gampaha 265764 44 289924 48 30200 5 18120 3 604009

District
Nittambuwe 7128 16 37734 83 203 0.5 251 0.5 45316
GNs in 527 15 2916 83 35 1 35 1 3514
Nittambuwe
Gampaha 10253 20 38960 76 1025 2 1025 2 51263
GNs in 1103 15 6029 82 147 2 74 1 7353
Gampaha
Ja-Ela 22441 40 24664 44 7115 13 1505 3 55725
GNs in Ja-Ela 2202 41 2416 45 644 12 107 2 5369
Mahara 23876 45 21754 41 5306 10 2122 4 53058
GNs in Mahara 1349 50 1079 40 216 8 54 2 2698
Wattala 35737 78 7451 16 1371 3 1200 3 45759
GNs in Wattala 1243 74 302 18 101 6 34 2 1680
Kelaniya 25565 75 6817 20 1023 3 682 2 34087
GNs in Kelaniya 8168 80 1838 18 102 1 102 1 10210
Colombo district 417028 73 147330 26 3838 0.5 4154 0.5 572350
Colombo 57432 85 8108 12 1351 2 676 1 67567
GNs in Colombo 10389 85 244 2 14667 12 122 1 12222
Thimbirigasyaya 52351 94 1984 4 704 1.5 246 0.5 55285
GNs in 15146 90 1346 8 168 1 168 1 16829
Thimbirigasyaya
Dehiwala 20766 94 442 2 442 2 442 2 22091
GNs in Dehiwala 2147 95 23 1 45 2 45 2 2260
Ratmalana 24246 96 505 2 253 1 253 1 25256
GNs in 5868 97 121 2 30 0.5 30 0.5 6049
Ratmalana
Moratuwa 44878 93 965 2 1448 3 965 2 48256
GNs in 13650 93 294 2 294 2 440 3 14677
Moratuwa
Kaluthara 129906 43 145011 43 12084 4 15105 5 302107
Districts
Panadura 33893 72.5 11619 25 958 2 137 0.5 46607
GNs in 4628 71 1561 24 260 4 65 1 6505
Panadura
Page 14-49
Table – 17- Sanitary latrines available in project related areas.
Admin unit Water sealed Pit Latrines Public Households Total

latrines with no households
latrines at
home
No % No % No % No % Quantity
Gampaha 596162 98 6551 1 536 0.5 760 0.5 604009
District
Nittambuwe 43998 97 1201 3 72 - 45 - 45316
GNs in 3444 98 35 1 NA - 35 1 3514
Nittambuwe
Gampaha 49212 96 1282 2.5 256 0.5 498 1 51263
GNs in 7133 97 147 2 NA - 73 1 7353
Gampaha
Ja-Ela 54289 98 964 1.5 40 - 432 0.5 55725
GNs in Ja-Ela 5315 99 27 0.5 NA - 27 0.5 5369
Mahara 50405 95 1592 3 265 0.5 796 1.5 53058
GNs in Mahara 2617 97 54 2 NA - 27 1 2698
Wattala 43929 96 915 2 458 1 458 1 45759
GNs in Wattala 1630 97 34 2 NA - 17 1 1680
Kelaniya 33503 98 474 1 45 0.25 65 0.75 34087
GNs in Kelaniya 96100 95 204 2 NA - 306 3 10210
Colombo district 560903 98 5724 1 2862 0.5 2862 0.5 572350
Colombo 60810 90 676 1 2027 3 4054 6 67567
GNs in Colombo 11244 92 244 2 244 2 489 4 12222
Thimbirigasyaya 52521 95 553 1 553 1 1659 3 55285
GNs in 16492 98 169 1 84 0.5 84 0.5 16829
Thimbirigasyaya
Dehiwala 20766 94 442 2 442 2 442 2 22091
GNs in Dehiwala 2215 98 23 1 11 0.5 11 0.5 2260
Ratmalana 24498 97 253 1 253 1 253 1 25256
GNs in 5747 95 61 1 61 1 180 3 6049
Ratmalana
Table 18- Poverty related data in project relevant DSDs
Page 14-50
DSDs Families with Families headed Families with less Total

chronicle disease by Widows than Rs3000.00 families
members monthly income
No % No % No %
Nittambuwe 123 0.3. 1500 3 8540 18 45316
Gampaha 355 1 1650 3 5320 10 51263
Ja-Ela 238 0.5 1650 3 4503 8 55725
Mahara 453 1 2100 4 5301 10 53058
Wattala 503 1 1900 4 4321 9 45759
Kelaniya 600 2 1600 5 3221 9 34087
Colombo 850 1 2300 3 3391 5 67567
Dehiwala 450 2 1500 6 935 4 22091
Ratmalana 600 2 1750 7 1102 4 25256
Moratuwa 580 1 1920 4 3320 7 48256
Panadura 480 1 2150 5 5280 11 46607
Page 14-51
Table 19-Poverty related data in project related GNDs
GNDs Families with Families headed Families with less Total

chronicle disease by Widows than Rs3000.00 families
members monthly income
No % No % No %
GNDs in 13 0.4 100 3 202 6 3514

Nittambuwe
GNDs in Gampaha 165 2 148 2 501 7 7353
GNDs in Ja-Ela 55 1 150 2 217 4 5369
GNDs in Mahara 22 1 400 14 110 4 2698
GNDs in Wattala 25 1 300 17 93 5 1680
GNDs in Kelaniya 100 1 350 3 343 3 10210
GNDs in Colombo 155 1 1100 9 520 4 12222
GNDs in 120 1 1001 6 893 5 16829

Thimbirigasyaya
GNDs in Dehiwala 95 4 150 6 93 4 2260
GNDs in 250 4 580 9 222 3 6049

Ratmalana
GNDs in Moratuwa 150 1 965 6 1121 7 14677
GNDs in Panadura 200 3 1200 18 502 7 6505
Table 20- Persons consulted during the fields study
Date
Name Address Position
consulted
R.H.S.S.M.D Herath Head railway station, Chief station 2017/03/15
Veyangoda railway master
Page 14-52
Date
consulted
station, Veyangoda
D.M Rathnayake Divisional secretariat Divisional 2017/03/15
office, Aththanagalla secretary
W.R.A.C.D Divisional secretariat Assistant 2017/03/15
Ranasinghe office, Aththanagalla planning director
V.P Vimalasiri Divisional secretariat Chief GN 2017/03/15
office, Aththanagalla
W.R Wickremarathne Railway station, Assistant railway 2017/03/15
heendeniya, Veyangoda station master
Asitha Koththasinghe Malalagoda railway Assistant railway 2017/03/15
station,Veyangoda station master
P.R.T.R Chathuranga Bemmulla railway Assistant railway 2017/03/15
station, Bemmulla station master
Jaliya Rathnayake Station Station master 2017/03/15
master,Veyangoda
Deepal Karunarathne Statistical officer 2017/03/15
C.P.W Gunathilaka Divisional secretariat Divisional 2017/03/15
office, Gampaha Secretary
Samantha Divisional secretariat Assistant 2017/03/15
Senanayake office, Gampaha planning director
K.G. Dharmadasa Divisional secretariat Chief GN 2017/03/15
office, Gampaha
Thissa Gamage Railway station, Chief station 2017/03/16
Gampaha master
H.C.C Adharshani Divisional secretariat Assistant 2017/03/16
office, Ja-Ela planning director
S.N Withanarachchi Yagoda railway station, Assistant railway 2017/03/16
Yagoda station master
D.P.R Niroshan Station master, Station master 2017/03/16
Ganemulla
R.A Jayasooriya Railway station, Assistant railway 2017/03/16
Bulgahagoda station master
L.G.R.S Kumara Sub railway Assistant railway 2017/03/17
station,Batuwaththe station master
railway
station,Batuwaththe
Ragama
H.P.M.S Railway Station Master 2017/03/17
Page 14-53
Date
consulted
Gunawardhane station,Walpola,Ragama
G.S.B Samaranayake Railway station Ragama Station Master 2017/03/17
R.M.S Senewirathne Horape Railway Station master 2017/03/17

station,Ragama
S.Widanagamage Railway Assistant railway 2017/03/17
station,Ederamulla station master
A.D.P Rathnesiri Railway station, Station master 2017/03/17
Hunupitiya
Anuradha Sajeewa Railway Assistant railway 2017/03/17
station,Wanawasala station master
S.L.H Ameer Railway station, Chief station 2017/03/17
Kelaniya master
M.Beligammana Railway station, Station master 2017/03/17
Kelaniya
P.L.M.C Manike Mahara Divisional Assistant director 2017/03/17
Secretariat office,
Mahara
N.A Gamini Mahara Divisional Samurdhi 2017/03/17
Secretariat office, Manager
Mahara
D.L Abeysinghe Mahara Divisional Chief GN 2017/03/17
Secretariat office,
Mahara
K.D Kelaniya divisional Assistant director 2017/03/17
Abeygunawardhane secretariat office,
Kelaniya
K.M Somalatha Wattala divisional Chief clerk 2017/03/17
secretariat
office,Wattala
Chanaka Dematagoda railway Assistant director 2017/03/17
Damgampola station,Dematagoda
K.A Gunarathne Railway station, Railway 2017/03/17
Maradhana superintendant
S.Pathirana Colombo/Fort Railway Railway 2017/03/17
station superintendant
N.S Arunasiri Railway station, Slave Station master 2017/03/17
Page 14-54
Date
consulted
Island
Saman Ukwaththe Railway Station master 2017/03/17
station,Kollupitiya
K.K Mohommad Railway Station master 2017/03/17
station,Bambalapitya
R.D.G.S Railway Station master 2017/03/17
Jayawardhana station,Wellawatte
G.D.K.P Railway Station master 2017/03/17
station,Dehiwala
Saman Kumara Railway station,Galkissa Station master 2017/03/17
Dilanka Weerasena Railway Station master 2017/03/17
station,Rathmalane
W.S.N.N Fernando Railway station, Station master 2017/03/17
M.D.J Gunathilaka Railway station,Lunawa Station master 2017/03/17
Persi Wellage Railway Chief station 2017/03/17
station,Moratuwa master
L.S.D Silva Railway station Assistant station 2017/03/17
master
U.Dayarathne Railway Station Master 2017/03/18
station,Egodauyana
A.D.A Pushpakumara Railway Chief station 2017/03/18
station,Panadura master
A.D. Sriya Malkanthi Divisional Secretariat Chief GN 2017/03/20
office,Colombo
A.Wickramarrachchi District secretariat, Statistical Officer 2017/03/20
Wella widiya, Colombo
N.Balasubhamuniyam Divisional Secretariat Divisional 2017/03/21
office,Dehiwala Secretary
N.Ragawan Divisional Secretariat Development 2017/03/21
office,Dehiwala assistant
Ajith Gunasinghe Divisional Secretariat Chief GN 2017/03/21
office,Dehiwala
D.A.H Piyathilaka Divisional Secretariat Divisional 2017/03/21
office,Rathmalana secretary
A.B Hadun Pathirana Divisional Secretariat Assistant 2017/03/21
office,Rathmalana Director Planning
Nadeeka Silva Divisional Secretariat Development 2017/03/21
Page 14-55
Date
consulted
office,Rathmalana assisstant
W.S.K Danapala Divisional Secretariat Chief GN 2017/03/21
office,Rathmalana
W.Gnathilaka District secretariat Statistical officer 2017/03/22
Kaluthara
U.Lalani District secretariat Statistical officer 2017/03/22
Kaluthara
Buddhini Perera Divisional Secretariat Development 2017/03/22
office,Panadura officer
Himali Karunarathne Divisional Secretariat Divisional 2017/03/22
office,Moratuwa Secretary
S.Somasiri 181/Ragama, GN office, GN 2017/03/23
Ragama
A.A.R Chandrani 332 A Wataddara south GN 2017/03/23
GN Office,Wataddara
U.A.N Priyadarashani 547 Agulana North, GN GN 2017/03/23
Office,Agulana
H.Y.D.N Chandrasiri 255H,Appuge watte GN GN 2017/03/23
office
A.Jayawardhane 180Horape GN office GN 2017/03/23
,Horape
W.N Sanjeewa 540 A Dehiwala West GN 2017/03/23
Fonseka GN Office
Chandana Kadawidiya West GN GN 2017/03/24
Gunawardhana Office,Panadura
K.Anil Premachandra Bemmulla, Wijayagedra Passenger 2017/03/24
K.M Janith Bemmulla, Wijayagedra Passenger 2017/03/24
S.K Fernando Koralawella ,Moratuwa Passenger 2017/03/25
P.U.K Nelka Koralawella ,Moratuwa Passenger 2017/03/25
K.K Somalatha Pinwaththa west , Passenger 2017/03/25
Pinwaththa
Page 14-56

Pre-Feasibility Study Report of CSRP 19march2018

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Democratic Socialist Republic of Sri Lanka

Ministry of Transport and Civil Aviation

Colombo Suburban Railway Project

REPORT COVER PAGE

Project Title: Colombo Suburban Railway Project

Project Owner Asian Development Bank

Project Office Address: Ministry of Transport, 1 D. R. Wijewardena Mawatha,

Head Office Address: Egis International

Document quality information

Author(s) Project Team

Sent to (hard copy / electronic):

Version Date Written by Approved by:

3.1.2 Approach ................................................................................................................. 3-1

6.3 POWER SUPPLY SYSTEM AND POWER TRANSFORMATION ..................................... 6-2

8.4.3 Dematagoda station .............................................................................................. 8-26

10.3.2 Maradana to Panadura ......................................................................................... 10-6

13.1.2 Environmental Monitoring Program .................................................................... 13-13

APPENDIX 1: STATED PREFERENCE SURVEY FORMS

APPENDIX 2: INVESTMENT COSTS ESTIMATES

APPENDIX 3: SOCIO-ECONOMIC DATA

Figure 1-1: Schematics of PPTA Tasks ................................................................................... 1-2

Figure 5-41: Example of Geotextile Rolls................................................................................. 5-46

Figure 6-15: Typical Measurements of OCS Components ...................................................... 6-20

Figure 7-28: Example of protection switch ............................................................................... 7-20

Figure 8-26: Gampaha Station Area Intermodal Opportunities ............................................... 8-50

Figure 8-64: Maharagama Area ............................................................................................. 8-113

Figure 10-27: ML03 – existing and proposed situation ............................................................ 10-38

EIRR Economic Internal Rate of return

NEA National Environmental Act (1980, 1988 and 1993)

1.1 P ROJ ECT BACKGROUND

1. ADB's Country Partnership Strategy 2012-2016 aims at supporting sustainable

4. Expected benefits include positive impacts on economic activities, the environment,

1.1.2 The Consultancy Services

1.1.2.1 Objectives of the Consultancy Services

■ Enhance quality & reliability service

1.1.2.2 Scope of the Consultancy Services

8. The TA is divided into 8 main tasks, as follows:

■ Task 1 - Mobilization, review of existing studies and diagnosis;

Figure 1-1: Schematics of PPTA Tasks

■ Creation of new lines;

1.1.3 General Description of Colombo Suburban Railways

18. Main reasons for stagnant ridership are:

■ Low operating speed

Figure 1-2: Colombo Suburban Railway Lines

1.1.4 The PPTA Study Area

1.2 CONTENT OF THE DOCUMENT

1.2.2 Structure of the Report

22. This Report is comprised of the following chapters:

23. In addition, Volume 2 of the Final Report includes drawing in A3 format.

2 P ROJ ECT CONTEXT

2.2 COMMUNITIES AND P OP ULATION

26. The corridor areas are

Figure 2-1: Sri Lanka Map

2.2.2 Study approach

28. The methodology employed included reviews of documents published by the

2.2.4 Communities and Population

2.2.5 Population Increase/Decrease in the Divisional Secretary Areas selected

2.2.6 Projected Population

2.2.7 Population Characteristics in the Western Province in 2012

2.2.7.1 Population by Ethnic Group

Sinhalese 76.7 90.6 86.7 74.9

Sri Lankan Tamil 10.0 3.5 2.0 11.2

Indian Tamil 1.2 0.5 1.9 4.2