Master of Engineering in Highway & Traffic Engineering

Permanent URI for this collectionhttp://192.248.9.226/handle/123/37

Browse

Now showing 1 - 20 of 25

item: Thesis-Abstract
A Tool for initial environmental assessment of road rehabilitation projects
Ambalavanar, J; Bandara, JMSJ; Bandara, NJGJ
The environmental assessment process involves the prediction of changes over time in various environmental aspects as a result of a proposed project. The prediction of the nature, extent, and magnitude of environmental changes likely to result from a proposed project is aided by various tools and techniques, the choice of which depends upon the impacts of concern, data availability or lack thereof, and the appropriate specificity of quantitative models. However, the choice of the appropriate method for conducting an environmental assessment can only be guided by certain criteria, but no single method will meet all the necessary criteria. The environmental assessment is mandatory in Sri Lanka since 1988 only for the projects listed under the category of "prescribed projects" in the National Environmental Act (NEA)The road rehabilitation projects do not fall in to the above category unless it falls within sensitive areas or resettlements of more than hundred families are involved or projects located wholly or partly outside the coastal zone with a road length exceeding 10kms. However, for funding purposes foreign agencies have made this mandatory even though they exempted from the environmental assessment according to the NEA. In practice this study might consume more time depending on the size of the project. As a result we might loose foreign aid allocations and prospective donors. Therefore a quick alternative method for environmental assessment is essential. This study develops a checklist for Initial Environmental Assessment (IEA)of road rehabilitation projects which consumes only a week or so to carry out the IEA. The checklist was generated based on the literature survey, discussions with subject experts, questionnaire surveys and field observations made on road rehabilitation projects. It identifies activities, corresponding environmental impacts and suitable mitigations for each component of the road rehabilitation project. This study is unique because the attempts were made to provide much information as possible on the techniques and methods available for handling different issues in the environmental assessment process and it is specially designed to suit the Sri Lankan conditions. Further, it gives possible mitigatory measures for each impact and also comprehensively covers all relevant impacts identified in presently use checklists in Sri Lanka there by cut down the amount of time required for preparation. The RDA and other road sector organizations could use this checklist in future for their IEA studies. It is hoped fervently that, this study would provide a significant step ahead in improving the process of IEA and hence they may absorb more foreign aid funds and attract prospective donors. Also this study recommends that, the use of checklist by a panel of experts, initiating a search for new cost effective mitigation measures, include the conditions stipulated on environmental clearance in to the project contract document, deploying a strong monitoring team, make available an environmental complain form at the project site, conduct site meetings regularly to discuss the issues ' problems, report the progress to relevant authorities and providing training for the officials.
item: Thesis-Abstract
Cost calculation and monitoring for a multi-divisional organization
Jazeel, MII; Bandara, JMSJ
Road Construction & Development Co. (Pvt) Ltd is one of biggest companies in the highway sector in Sri Lanka. It works throughout the island. Presently it has a costing system but it has several shortcomings. Because of the shortcomings the management is unable to find out the actual project cost at sites. Delay in processing cost record is one disadvantage of the present system. A study was conducted to find out the shortcomings in order to reduce them by improving the system. From this study, it is decided that a computer-based program will provide solutions to some of the problem. A computer program was done in EXCEL 2000. Different types of workbooks are available for use by different types of construction and production units, From all the data, a final report summary can be obtained. This will help the management to get a feedback from sites.
item: Thesis-Full-text
Cost overruns in foreiging funded highway projects in Sri Lanka
Hettiarachchi, HHNA; Bandara, JMSJ
When an infrastructure development project is planned, an accurate estimation is critical. As a result of failing the fulfillment of expected accuracy, the cost overrun of the projects would result. The cost overrun is defined as a difference between the initial project estimate at the planning stage and the accounted project cost at the time of project completion. However, cost overrun is one of the major negative consequences that may influence to the economy of a developing country, like Sri Lanka. In order to fill the aforesaid financial gap, the necessity of pumping additional funds through the consolidated fund by the GOSL would be arisen. Out of the significant impacts of which caused by cost overruns in foreign funded projects are delay in completion and curtailment of original scope of work. But both adverse impacts are restricted by the conditions and policies of funding agencies. It is the normal practice that influencing to complete the project up to the agreed scope under the specified standards by the funding agencies. Due to the fact that the highway projects would make greater impacts not only to the development of infrastructure but also to the higher cost overruns, it was decided to limit the analysis only for the highway projects. The overlooked main factors that cause to turn the project into track of the cost overrun path are; • Increase quantities • Price Changes However, there can have many factors that have supported above mentioned main factors. The objective of this research is to • To study what is cost overrun? • To identify factors behind cost overruns in Sri Lankan projects • To identify main risk factors & risk management The research would address the gap of knowledge of why highway projects overrun their cost. In addition to that, a method for minimizing cost overruns or identify cost overruns in advance will be proposed. In this research, twenty numbers of cost overrun highway projects completed within resent years and funded by different agencies were collected and analyzed. What are the main causes for cost overrun, how is a BoQ item correlate to each other item and what is relationship of cost overruns with project period or delay will be studied.
item: Thesis-Full-text
Criteria to identify optimum spacing for service areas on Southern expressway extension
(2018) Kandambi, KW; Bandara, JMSJ
Southern Expressway is the first E class highway in Sri Lanka currently spanning from Kottawa to Godagama. This expressway is 126.1 kilometers long from Kottawa to Godagama. In most expressway projects, service area which will serve passengers is common. From Kottawa to Godagama there is one service area located at Welipenna. Southern Expressway extension will extend the expressway from Matara to Hambanthota including Expressway link to Mattala. From Welipenna to Hambanthota, there is approximately 177 km. So, it is evident that there needs to be additional rest areas located in the southern extension project. Service area is an integral part of a long expressways. Purpose of the service area in an expressway is to provide services to the passengers and provide a resting place for the drivers in their long journey. Placing of the service area is very important because it will affect the accident rate in expressways. In this research using traffic data collected which include the vehicle entrance time and date to the expressway, exit time and date from the expressway, vehicle type, entered interchange and exit interchange from existing southern expressway, location for a service area is proposed by calculating the optimum distance between the service areas. Quantitative data gathered from the expressway is analyzed to obtain a criteria for deciding the optimum location for the service area of the expressway extension. According to the findings 60km was proposed for distance between service areas and 30km was proposed as the distance between the rest areas.
item: Thesis-Abstract
Design of pedestrian facilities in Sri Lanka
Premathilaka, LS; Bandara, JMSJ
Pedestrian facilities can be defined as walkways, pedestrian crossings, under passes, over passes and guard fences etc. In Sri Lanka, designing of highways has been mostly confined to providing the facilities for vehicular traffic. However pedestrian facilities are often neglected even though the pedestrians use considerable amount of road space. The qualitative and quantitative design for a pedestrian environment requires a basic understanding of related human characteristics and capabilities which are dependent on age, sex, physical and mental condition. However, factors such as the purpose of the trip, time of the day, weather and environmental conditions etc. will combine to determine the exact travel behavior of a pedestrian. Some of the pedestrian characteristics and travel behavior have been identified in the form of relationships among parameters such as speed, density, flow and space of pedestrians by conducting pedestrian surveys such as flow and travel time etc. The appropriate dimensions of a walkway are dependent on the location, purpose and anticipated flow or demand on the facility: It can be determined by parameters such as design speed, flow, space and density of pedestrians as these parameters can vary according to the above factors. The concept of level of service (Pedestrian Service Standards) can be introduced in order to facilitate the design of a pedestrian walkway. Pedestrian service standards are based on the freedom to select normal travel speed, the ability to by pass slow moving pedestrians and the relative ease of cross and reverse flow movements at various pedestri an traffic concentrations. The level of service can be measured in terms of space (m2/Ped), flow rate (Pedestrians/m/min), Speed (m/min) and pedestrian density (number of pedestrians/rn'') and it can be divided into any number according to the requirements. Four levels of service such as H,M,L and P were introduced under this study since the variance of the pedestrian flow can be categorized and illustrated with these four levels of service conveniently
item: Thesis-Full-text
Development of a fare structure for the three wheelers
Nishantha, KM; Bandara, JMSJ
Three wheelers have a significant contribution towards the road transportation as a popular para-transit mode in the country. Though three wheeler taxi provides valuable services, it is not appreciated at all. Only negative aspects are highlighted. Its existence and operation fail to get the credits from the society. Three wheeler transport services is unregulated at present and is mainly criticized for its “unfair” fare structure. Many three-wheeler users view that they are often exploited by drivers who over-state distance and charge higher fares. It is also observed that the fares are generally inconsistent and may vary from operator to operator, in addition to the distance travelled and journey time. Further, three wheeler meters are calibrated arbitrarily by the operators. Absence of a proper fare structure for three wheelers causes inconvenience to both operators and passengers. Therefore development of a fare structure would lead to minimization of imbalances and inefficiency in the service under prevailing fare structures. At present, passengers are charged with a minimum fee of Rs. 50 for the first kilometer and henceforth each kilometer is charged at a rate of Rs. 40 per km. There is no systematic procedure to charge for two way trips and waiting time. This study is an attempt to examine the price irregularities and explore the cost recovery in three-wheeler transport services and thereby develop a systematic fare structure for Three-Wheelers based on both passenger and Three-Wheeler drivers’ perspectives. A fare structure should be transparent, simple and understandable by each party to be effective and fare structure is the instrument to recover cost and it acts as the communicator between the operator and the passenger of the taxi service. After considering the present operational cost and cost recovery of a three wheeler, including the profit mark-up, a new fares structure is proposed considering all stakeholder requirements and expectations. It is shown that the three wheeler is best for shorter distances (last mile connectivity) and not efficient for longer distances. Hence, three wheelers should not be encouraged for longer distances travelas public bus transport and the van service are more efficient for longer distances.
item: Thesis-Abstract
Development of a tool for road centerline selection at curves and guideline for placement of related danger warning signs
(2015-07-08) Prematilake, AA; Bandara, JMSJ
The main function of road signs and markings should be to guide the road user safely to the destination by optimizing the time consume for the journey. Placing the right sign or marking at the right place in the right manner will increase the efficiency on the road. Inappropriate marking or sign will tend to lose the credibility over them and increase the impatience of drivers by reducing the efficiency and safety on road. Current Method for marking road centerlines and placement of danger warning signs is based on the Regulations of Gazette Notification No.444/18 published on 13th March 1987. Until now, this method has been practiced for more than 25 years. Marked centerlines and fixed warning signs on roads show remarkable deficiencies when practice. When travelling along roads, it is understood that some of road signs are decreasing the efficiency due to deficiencies and errors of markings or signs. Some instances, it can be noted that centerlines on roads are marked on a tryout basis due to lack of proper guidance in the current method. Road condition has remarkably improved and Traffic volume has gone up, when compare with the situation at the time of introducing the current method. After realizing the shortcomings of the current method, in year 2007, then the Ministry of Transport & Highways and the Road Development Authority (RDA) have been focusing attention to introduce a Revised Method for Traffic Signs and Markings (Proposed Method) which is in conformity with the stipulations given in the Vienna Convention. As a result, Revised Traffic Regulations are in the threshold of publishing as an Act. This will replace the Regulations that are currently in use. A manual called The Manual on Traffic Control Devices has already been prepared by Road Development Authority (RDA) for using in the future after coming in to effect of the above Revised Act. This proposed method has been tried out on some of the national roads. However, further continuation on other roads was stopped due to legal impediments. When examining the roads used for trying out the proposed revised method, it is understood that still there are some practical deficiencies. As an example, the manual discuss about the placing of continuous line at horizontal and vertical curves by maintaining the visibility distance S for different vehicle speeds. However, maintaining this S value seems to be difficult to practice at the design stage or at the site due to practical difficulties in measuring it. This research will make an effort limited to road curves to discuss existing identified conflicts and shortcomings in the current method in marking centerlines at curves and placing of related warning signs since every road encounters large number of curves. Further, this will discuss provisions in proposed method for marking centerlines at curves and placing of related warning signs for the better understanding of the suitability of this method. In addition, this will discuss drawbacks of the proposed method in marking centerline. As solutions to these drawbacks, this research will try to put forward a methodology. The methodology contains,  A computer program as a tool to mark road centerlines at vertical or horizontal curves by maintaining the S value specified in the proposed method.  Suggestions as a guideline for placement of danger-warning signs related to curves based on the proposed method.
item: Thesis-Full-text
Effectiveness of vehicle actuated signals for at grade four legged intersections in Sri Lanka : a comparison study against time traffic signals
Kamalrajh, A; Bandara, JMSJ
The goal of traffic engineers in recent years is trying their best to get the most out of the systems that they develop. By designing efficient systems, using the advancement of electronics and Information Technology (IT) the overall costs of transportation should be easier to manage. Road Development Authority under the Ministry of Ports and Highways administrates over fifty traffic signals in the Western Province of Sri Lanka. All these fixed-time traffic signals are primarily located at major routes of the city of Colombo and other townships linked with Colombo in the Western Province. In Sri Lanka, it is anticipated that the prevailing fixed-time traffic signals would be replaced by modern Vehicle Actuated signals, which would be the next generation of traffic signals possibly be introduced in near future. This study has been carried out to evaluate the efficiency of vehicle-actuated signals against prevailing fixed-time traffic signals, prior to their implementation in Sri Lanka. This study was carried out to compare the efficiency of Vehicle Actuated Signals against prevailing fixed-time traffic signals in an urban area. Several signalised intersections were carefully studied with their geometric and traffic turning movements especially in Colombo (the capital of Sri Lanka) region and a simulation was programmed in Microsoft Excel in such a way to represent traffic turning movements of typical intersection in urban area. Various traffic volume combinations were selected among North-South and East-West through traffic and other turning movements (Left-turns, Right-turns & Heavy vehicles) were randomised within their permissible limits (found from the analysis of existing junctions) to characterise a real dynamic situation at an urban intersection. Numerous calculations for Cycle time, Vehicle-delay, Pedestrian-delay and Critical movements of different traffic combinations were computed with the help of a well-known Australian Software called SIDRA [Signalised (and unsignalised) Intersection Design and Research Aid, developed by Akcelik & Associates Pty Ltd]. The outcomes of analysis were tabulated against each different traffic combinations produced by Excel simulation and were compared in graphical and tabular forms for the efficiency of fully-Actuated Signals against fixed-time Signals. It is found that the replacement of fixed-time traffic signals with fully actuated signals for stand-alone intersections shall not produce any major enhancement (reduction in delay) to the existing at grade four-legged intersections, which have three standard-approach lanes including right turn-bays with optimum length and two standard-exit lanes. Moreover, it is sensible that semi-actuated signals would be a better alternative for signalised intersections, where major roads (continuous high demand) meet with minor roads (very stochastic or very low traffic demand).
item: Thesis-Full-text
Evaluating the impacts of coordinated traffic signal systems
Wannige, EP; Bandara, JMSJ
Traffic congestion due to increasing number of vehicles and pedestrians is one of the major problems that need to be tackled especially in urban areas. Numerous methods are available to reduce delays and financial losses and environmental problems caused by road traffic in major cities.Signalizing is one of the main methods to control traffic at intersections. Most of the signalized junctions in Sri Lanka are isolated fixed-cycle type. Signal coordination is considered as one of the cost effective and successful strategies to reduce congestion problems worldwide. Sri Lankan road development and management agencies are in their initial stage of implementing this system for signalized intersections. However, little has done to quantify the benefits that can be obtained from coordinated traffic signal systems and hardly done studies to recommend a suitable guideline for Sri Lankan context. Therefore, objective of this research is to evaluate the impacts from traffic signal coordination in reducing delay and queue length and propose a guideline, which can be used in signal coordination in Sri Lankan context in optimized manner. As a case study, closely spaced three signalized junctions are selected at for the analysis. SIDRA, Signalized (and unsignalized) Intersection Design and Research Aid is used to generate the timing plans for each junction. Manual calculations are also done. The system was modeled using PTV VISSIM software and each junction is analyzed considering as a non-coordinated isolated junction and as an individual junction of a coordinated system using that software model. Travel time, delay, effective stop rate and queue length are identified as important parameters to evaluate the benefit/impact of the coordinated system. Data related to above parameters taken from the VISSIM output is used to compare coordinated system and in the isolated system. Using the evaluation results, reduction of delay and reduction of queue length are presented as percentages, as quantified measures of the benefits of the signal coordination. Limitations of signal coordination such as time for pedestrians, longer waiting time to minor street traffic are also identified during the study. Various coordination strategies were modeled as both direction coordination, single direction coordination, multiple cycle times etc. Using the results of the case study, a proper methodology is proposed to optimize the signal coordination in a considered set of junctions.
item: Thesis-Abstract
Evaluation of parameters influencing delay for the road users at railway level crossings in Sri Lanka
Weerakoon, KRDJK; Bandara, JMSJ
Design, construction and maintenance of railway level crossings are responsibilities of Sri Lanka Railways. The funding agency in this regard is the Ministry of Finance where allocations are provided from the annual budget for above targets. The additional time consumption born by the road users at level crossing is a current issue to be addressed at the earliest possible in order to minimize the delay and inconvenience. According to the SLR the reason behind in this issue is the poor maintenance due to inadequacy of budgetary allocations provided by the Central Government. Also the officials of SLR highlighted that they do not have sufficiently equipped laboratories or skilled technical staff for doing research and also the application of advance high tech equipment such as sensors and replaceable surface materials. One of the main reasons behind in this issue is the high capital cost of implementation of said needful. Under this research around 125 locations of level crossings were visited all over the country where the faults and weaknesses influenced for delay was carefully observed. A random sample of 42 numbers of crossings (including good and bad sections) was selected for evaluation. The prominent causes detected were categorized for quantitative analysis. The locations contributed with high gravity on delay and safety such as Yangalmodara, Kolathenna, and Kapuwatta were taken as case studies and compared with the level crossing at Bentota which can be considered as the best out of 125 level crossings observed. Since the comparison was not that easy as the parameters such as number of rail tracks, traffic flows, type of crossings etc. defers from place to place it was decided to compare the delay per vehicle for 100m distance (50m distance from either sides of centre lines of the tracks) with the time taken by an average vehicle to travel the same distance in the particular area. The parameters mostly influenced for delay were cross tabulated. The correlations were checked among the parameters. The gravity of causes was assessed by giving a rating (1-3) at different locations. Furthermore this discussions were made with the responsible officers of Sri Lanka Railways and Road Development Authority. With the help of the information gathered from the two organizations and also with the data collection and the evaluations carried out during the research it was able to forward some improvement proposals/ mitigation measures in order to minimize the delay at level crossings in Sri Lanka. It is suggested that based on rough quantitative and acceptable qualitative analysis given in this dissertation the designers and responsibility bearers of relevant authorities would be able to carry out their designs or construction/ maintenance activities successfully. It was found that the main parameters causing for this delay are visibility, surface defects and poor vertical alignment in approaches and in between tracks due to settlement or in proper designs implemented at level crossings.
item: Thesis-Abstract
Evaluation of the one-way traffic system along the Galle Road corridor
Sivam, T; Bandara, JMSJ
Traffic congestion is an extensive problem in urban environments in Sri Lanka. This is an in particular a serious problem in Colombo especially during peak periods. As a result of congestion, increase in following parameters; travel time, delays at intersections, accidents, fuel waste, and air pollution can be observed. To tackle the congestion problem several remedial actions have been used. As one such measure one way traffic flow system was introduced in 2006 between Bambalapitiya and Kollupitiya by City Traffic Police with the objective of reducing the traffic congestion. The objective of this research is to evaluate the performance of the one-way traffic arrangement along the Galle Road corridor. Quantitative research methodology was utilized in this study. The research data (traffic, accidents, new registered vehicles etc.) were gathered from several organizations and sources, which represent before and after the traffic system conversion. The traffic flow, travel time, number & severity of accidents, travelling speed, and emissions before and after the traffic conversion were analyzed in the specific stretch and compared. The results show that the traffic flow along the Galle Road has moderately reduced after the implementation of the one-way system but traffic flow on R.A. de Mel Mawatha has increased significantly. However, there is no significant difference in travel time along the both roads. The amount of emission along the Galle Road has reduced by about 50% of the earlier amount but along R.A. de Mel Mawatha it has increased. Travel distances have increased for many user groups especially the public transport users. Particularly bus commuters were faced lots of problem while they reach the bus halts and their destinations. Parking has been severely restricted on both road segments causing inconvenience to general public. After the implementation of one-way system the numbers of accident have been reduced but there is a clear indication of lack of enforcement. The above shows that the social cost of the present one-way system outweighs its expected benefits.
item: Thesis-Abstract
Framework for traffic incident management for Colombo municipal area
(2015-08-28) Srinivasan, J; Bandara, JMSJ; Pasindu, HR
Various locations of Colombo City are frequently affected by traffic congestion daily. This may be due to insufficient road capacity during peak hours. But other times it is due to various incidents that occur here and there. An incident that occurs during peak hours worsens the congestion. Since congestion causes delays, wastage of human resources and fuel, increased rate of accidents, environmental pollution etc. improving the situation is utmost necessary. Even though the importance of minimizing the congestion has been realized by relevant authorities, they are reluctant to implement any plans considering possibility of high cost involvement. This study proposes a framework for managing traffic incidents with the available resources and existing institutional setup. It is proposed to establish CCTV cameras at main junctions and Variable Message Signs just before and after the junctions along the main corridors, based on a criteria of selecting only main junctions, which provide another alternative route for the main corridor considered. As majority of the main junctions have already been equipped with CCTV cameras installed, only a few remaining junctions are to be fixed with cameras to cover the entire area. Vicinity of the city limits also taken into consideration for the incidents near to city limits. Message sign boards proposed to be fixed are having three different sections to show permanent direction markings, variable messages displayed and indicator lights. Variable messages and indicator lights are controlled by the Traffic Operations Centre. These indicator lights gives approximate traffic condition of the proposed alternative routes. The Traffic Operations Centre gets the messages, analyzes it and displayed suitably in the display panel. The centre is already in operation for monitoring activities, even though the cost of establishing is not there, necessary expansion of the centre will be required. CCTV cameras will help to obtain real time updates. The Traffic Police, with the coordination of the other stakeholders and with a minimum modifications to their institution, could undertake this in an efficient way. Initial investment for Variable Message Signs, CCTV cameras and modifications to Traffic Operations Centre and for other improvements would be required but small when compare with the losses due to congestion. The system could be integrated with the agencies operating public car parks and an efficient parking management done.
item: Thesis-Abstract
Guideline for road safety improvement at identified accident blackspots
Jayawardena, KAG; Bandara, JMSJ
This thesis provides a procedure for road safety improvement at identified accident black spots. Accident rates in Sri Lanka are very high considering the population and the number of vehicles on the road. Simple safety measures will lead to a significant reduction of accidents at identified accident black spots. Black spots treatments are likely to be the most effective and straight forward. Having identified an accident black spot along a route, it is needed to identify nature of the problems leading to poor safety.// Moreover, there is no guideline at present to identify the reasons for the problems in identified accident locations. The process developed here is further analysis than a safety audit because in a safety audit, it is expected to treat all identified problems. In this research it has been identified five major issues and their sub issues which caused to accidents in Sri Lankan road network. The five issues are Road markings, Signing and lightening, Layout geometric details and road surface, Pedestrians, Overtaking and Land use.// The five safety issues were finalized after following number of check lists which are used in safety audits to enhance road safety. Moreover road expatriate experience in Sri Lankan Road Agencies were in cooperated to expand and develop in a local context when concluding the main issues. Method has been proposed to priotrize the major issue, as most of our organizations are not in a position to rectify all identified issues due to restricted funds. When priotrizing the major issue a sensitivity analysis was done to get the suitable weightings in decision making criteria depending on location. Then it could be implemented the most relevant safety measures for that particular location with reference to the given safety measures in this document. An important conclusion of this study is that implementing the given method it will enhance the road safety in identified accident black spots with low cost but still very effective safety measures. Moreover resulting more economic benefits to the society.
item: Thesis-Full-text
Identification of accident black spots and causing factors on "A9" road in Northern province
(2018) Munas, MMM; Bandara, JMSJ
A9 (Kandy-Jaffna Highway) was opened for traffic after renovation of section from Vavuniya to Jaffna in 2013. Even though it has provided several safety precautions, the most number of accidents reported along the highway have occurred in the district of Jaffna, Kilinochchi and Vavuniya. Therefore identifying accident black spot locations and cause for the accidents where majority of the accidents taken place are essential for immediate safety measures and improvements. The main research objectives are to identify accidents black spot locations, identify possible causes for the accident and calculate the accident rate based on vehicle travel kilometre. According to this research study, fifteen most critical accident black spot locations were identified by using three scientific method namely Accident rate, Accident frequency and Weighted severity index in the A9 road section from Vavuniya to Jaffna. Accident locations were grouped into nearest 100m distance and the fifteen most critical locations are 300+000 –300+100 km, 303+000-303+100 km, 177+000-177+100 km, 312+200-312+300 km, 307+000-307+100 km, 299+100-299+200 km, 305+000-305+100 km, 301+100-301+200 km, 176+800-176+900 km, 298+400-298+500 km, 309+000-309+100 km, 176+700-176+800 km, 308+100-308+200 km, 305+100-305+200 km and 176+100-176+200 km. Primary causing factor for the accidents, as per the accident records, is human and environment also act as a key factor for some accidents. Accidents happened during day time are twice higher than that of night time. However, this trend was same in each of the section along the road. Even though the highest accident rate of around 1.31 x 10-6 veh km was noted from Palai to Meesalai east section. Accident rates in each section have increased from year 2012 to 2014. When comparing A9 road section from Vavuniya to Jaffna with A9 road section from Kandy to Vavuniya with same corridor geometry in 2014, A9 road section from Vavuniya to Jaffna shows higher accident rate (0.68 x 10-6 per vehicle kilometre travelled) than other corridors (0.47 x 10-6 per vehicle kilometre travelled). In addition, fatality rate in A9 road section from Vavuniya to Jaffna has increased from 2012 to 2014, which is considerably a higher value than fatality rates of road accidents in most of the other countries.
item: Thesis-Full-text
Implementing cycle lane facilities in eastern province in a sustainable manner
(2016-03) Theebendram, V; Bandara, JMSJ
Commuting by bicycle is a sustainable transport strategy and has advantages over other modes of transport, both for the commuter and for society. The social cohesion that can bring through recreational opportunities also promotes wellbeing. A diverse range of people choose to cycle, including school-aged children, regular commuters, weekend recreational cyclists and sporting cyclists. Cycling does not emit greenhouse gas, cause air or water pollution or rely on fossil fuels. Road Development Authority (RDA) has taken a policy decision to incorporate a separate lane as cycle lane to encourage the non-motorized transport of this country. But it is observed that these bicycle lanes are not used for its intended purpose. Especially in Colombo area, there are very few bicyclists on the roads and bicycle lanes are always empty. So, it is seen that the bicycle lanes are used to overtake vehicles in wrong side, for illegal roadside parking etc. While the situation is such. Road Development Authority is planning to extend its new policy to the areas where there are higher numbers of cycle users. Trincomalee is one of the districts in Eastern province having higher numbers of cycle users and the terrain condition also well suited for cycling. More than 50% of the road users are identified as cycle users and almost 60% of car, three wheel & motorcycle trips are less than 4 kms, a distance that is easily cycled in less than 20 minutes. These data were collected during field observation. Although cycling is an option for many commuters, a considerable number of them choose to use other forms of transport. Especially school children & office staffs, they use three wheel or motorbike as transport mode. In order to underpin policies that promote commuting by bicycle, this research investigates the determinants for commuting to work, school or their other purposes and studies about the public opinion in existing road conditions to use bicycles and their concern in cycling facilities to be provided in the future road developments. A questionnaire survey was conducted among 200 road users in different part of Trincomalee district. Accordingly, it was understood that existing road conditions such as non-availability of continue route network dedicated for Cyclists, mixed traffic without proper safety measures and parking facilities discouraged the commuters to use bicycle as their transport mode and commuters in Trincomalee district are really willing to use as a sustainable transport mode for the short trips up to 4kms, if the cycle lane facilities are provided with safety and comfort.
item: Thesis-Full-text
Methodology for distribution of yearly road maintenance allocation for a given region at provincial level
Wijegunawardana, KW; Bandara, JMSJ
Allocation of money for road maintenance by Provincial Councils is done in an arbitrary manner based on past experience or requests just received from Engineer's office. Hence, funds are not efficiently and effectively used. Often the present criterion used parameters that influence the maintenance expenditure such as, actual condition of the road, bus routes, public interests, recent improvement and rehabilitation works are not considered. Most of the time actual expenditure is widely vary from the budgetary allocation and require fund transfers from other accounts. It is important to incorporate the above mentioned parameters influencing maintenance expenditure in the decision making process such that multiple objectives of the stakeholders could be accommodated and available funds are sufficiently allocated and effectively used. As fund allocations are always limited, it is necessary to have a logical and transparent mechanism for fund distribution. Already rehabilitated roads have to be given higher priority and atleast minimum allocation is given to keep them in good condition. A computer based programme that can incorporate multiple criteria's for selection and ranking process is developed to facilitate the maintenance fund allocation process to satisfy multiple objectives. Baddegama Divisional area of Southern province was selected as a case study to demonstrate the method. However this programme is flexible to be used in any area depending on the data availability. It is also capable of incorporating variations in the criteria used for fund allocation. It was shown that allocation using the proposed criterion is closely following the actual expenditure for previous year. A sensitivity analysis was done to arrive at suitable weightings to be used in the decision criteria
item: Thesis-Full-text
Passenger preferance criteria for selecting rapid transit system for city of Colombo
Geethanga, GGS; Bandara, JMSJ
Traffic congestion is a condition on road networks that occurs as use increases and is characterized by slower speeds, longer trip times, and increased vehicular queuing. As demand approaches the capacity of a road, extreme traffic congestion sets in. Traffic congestion contributes to waste of time and money every second. Many developed/developing countries find solution for the traffic congestion at roads with the help of rapid transit systems. Rapid transit systems can be dividing in to four major categories;  Bus rapid transit (BRT)  Monorail system  Light rapid transit (LRT)  Mass rapid transit (MRT) The main objective of this research is to propose a methodology to select most appropriate rapid transit system technology for a given transport corridor with emphasis on passenger preference criterion for selecting rapid transit system for city of Colombo. The study consists of collecting user preference based on a questionnaire survey. Jayawardenapura corridor has been selected as a case study. This corridor is highly congested at peak time and it will be increase at future due to administration city will become Jayawardenapura corridor. Hence it is essential to give proper solution for the increasing traffic in this corridor. In addition to user preferences the questionnaire focuses on the drawbacks in existing systems, user expectations for a new system. These were used to identify the user related issues in existing systems and to find whether a rapid transit can address those issues. According to the survey results of, 48% respondents of indicated that BRT may be the better option for selected corridor. Balance prefer an elevated system as opposed to BRT. It is required to establish criteria based on the not only passenger’s preference, but also constructability, connectivity with other modes, extendibility in future and environmental friendliness. According to the research, passenger most preferred for the BRT system. With the connectivity with other modes monorail systems is better than BRT. Possibility of future expansion of the system, difficulty face with BRT system due restrictions of land acquisition. From the environment point of view, more emissions are expected from BRT system than Monorail system. According to the cost calculation it is lesser cost required to introduce BRT over Monorail or other elevated system.
item: Thesis-Abstract
Quality control and optimal usage of plant and machinery in asphalt paving
Malagala, PWI; Bandara, JMSJ
A study was conducted to find out the causes for failure of Asphalt concrete and movements on road pavements which have been up graded or newly constructed very recently. This research study was mainly focussed in to the quality control and optimizing of the plant usage and find out the causes for defects in the plant operation in the entire paving process. Causes for defects such as cracking, depressions and ripples have tremendous contribution by the operation behavior and the standards of the plants usage in the entire operation. Uniform continuous operation coordinating with central asphalt plant, hauling operation and paving site, proper functioning of plant and machinery and thorough supervision and skilled workmanship is very much essential for the quality hot mix asphalt pavement. Quality final product (Pavement) can be achieved by quality controlling and optimizing the plant usage within the budget allocation as programmed and planned in the designed stage.
item: Thesis-Full-text
A Review of trespassing accident and suicide on railway track for pedestrian safety
(2018) Asoka, AM; Bandara, JMSJ
Railway accident prevention and protection are a key part of a wider picture of transport safety. The rail sector thus needs to improve its knowledge of trespassing and suicide related accidents in order to work out suitable responses by analysing measures already taken. More than 100 people die each year in Sri Lanka due to the collision with a train due to suicides or trespassing. This research analyses the data related to above accidents recorded in Sri Lanka Railways. The following factors were considered for the analysis. 1. Distance from Colombo 2. Day and Month of the incident 3. The gender and age of the victim 4. Geometry of the railway track 5. Noise level of the surrounding area of the incident 6. Visibility between trespassers and train drivers 7. Weather condition 8. Permissible speed in the incident area 9. Availability of short paths avoiding railway track The review of articles and data gives a picture of where, how and who is involved in suicide and trespass accidents. Here the accidents implying persons out of level crossings, or “accidents to persons”, mostly involve unauthorized persons crossing or walking along the tracks, usually because of convenience. Another, much more common cause of fatalities and significant accidents out of level crossings is the suicidal intent of persons entering the railway premises to voluntarily be hit by a train. The main similarities between railway suicides and trespassing accidents relate to gender and location: the victims in railway suicides and trespassing accidents and observed trespassers were predominantly male, and most of the railway suicides and trespassing accidents occurred in densely populated areas.
item: Thesis-Abstract
Selection criteria for minor road crossings for the expressways
Lodiwick, JN; Bandara, JMSJ
Transportation network in a country plays a vital role in economic and social development. Government of Sri Lanka (GOSL) during past few decades have taken every effort to upgrade its transportation by strengthening the countries transportation infrastructure. In addition introduction of high speed links are one of the strategies used in this regard and few of them are now under construction under the jurisdiction of Road Development Authority. Since these are newer to our country numerous types of problems have been encountered during preliminary and implementation stages causing impediments for the progress with additional project cost. Selection of crossing types for the minor roads for expressways is one of the problems under the above category which has caused severe problems in various stages. Scope of this research is primarily aimed at an attempt to identify the cause of impacts with their scale of magnitude at minor crossing locations on expressways and then to resolve the problems concerned by addressing them through a systematic approach in finding optimum solution. No previous research has been found in this regard and was noted that there were no direct methods identified due to its complex nature. Since the area of study observed to be very vast the research has been converged and focused within the scope of Colombo – Katunayake Expressway Project. Methodology adopted in this process contains a series of case studies for the identification of impacts related to the particular locations and then to follow up a systematic criteria for the analysis. Since the problem is associated with several factors Analytical Hierarchy Process has been adopted for the selection of final solution. Methodology proposed in this research will promote a way forward towards finding the optimum solution for secondary road crossings for expressways concerned for future projects. However necessary changes are to be incorporated in par with the issue related to the particular project locations in obtaining the best solution.