Stop says the red light,
Go says the green,
Change says the amber one,
Blinking in between.
That’s what they say,
And that’s what they mean.
We all must obey them,
Even the Queen!
A nursery rhyme by an unknown author
Towards the end of November, two of my Indian friends, along with their families, visited Colombo on two different dates. Both friends hail from Bangalore. They shared a common observation: Colombo is significantly cleaner and more orderly compared to Bangalore. Both friends noted a lower number of two-wheelers on the roads, accompanied by a higher degree of discipline among riders. They were pleasantly surprised to see pedestrians in Colombo patiently waiting at zebra crossings rather than jaywalking. They observed that motorists exhibited a high degree of patience, resulting in a near absence of accidents. One of them, having visited Kandy, remarked that the conditions there were even more favourable. I guess these observations can be considered genuine compliments from visitors.
Strangely, this is not what the Sri Lankans themselves think about the traffic conditions in Colombo and Kandy. We find our streets constantly overcrowded, with bike riders and car drivers using every opportunity to surpass the other, with no consideration for the traffic rules. Tuk-tuk drivers are the masters of sounding their horns. Pedestrians do jaywalk, though it may not be as prevalent as in Indian metros. Motorists have little discipline in driving along the lines, as they do in more developed countries. Buses often cross lanes, though they are typically expected to drive only along the leftmost lane. Two-wheelers take any lane, often zigzagging. Overall, the level of orderliness observed by foreign visitors is not reflected in the reality of our streets. In terms of traffic discipline, Sri Lanka appears to lag behind more developed countries such as Singapore and South Korea.
We also have some practices that are never seen in the developed world. For example, at 4.00 pm exactly Colombo traffic lights cease to function. Their task is religiously taken over by the traffic police officers. The entire system, then, runs manually. Completely replacing traffic lights with manual control for an extended period is highly impractical and inefficient. The sheer volume of vehicles makes manual traffic direction extremely challenging and time-consuming. Additionally, the safety of officers is a concern, as they need to be physically present at busy intersections, which can be hazardous. Effective manual traffic control requires precise coordination among multiple officers, which can be difficult to maintain consistently. Furthermore, not all drivers may understand or comply with hand signals, leading to confusion and potential accidents. Finally, relying solely on manual traffic control would demand a significant number of officers, making it an unsustainable solution for large urban areas.
While the figure can vary widely based on multiple factors, including location, complexity, and additional features, on average, the cost of installing a new typical traffic signal at an intersection ranges from Rs25-30 million. This includes expenses for the traffic controller, signal heads, poles, foundations, vehicle detection equipment, communications network, power supply, and labour for construction and installation. For more complex intersections, the cost can be higher due to the need for extra signal heads, detection sensors, and longer poles. Additionally, annual maintenance expenses can range from 1 million and above, covering power consumption and regular upkeep. So why spend all that tax money, if we are not using the system? Why think humans can have better control than a programmed system?
Then the issue of VIP motorcades. They often have special privileges and exemptions from normal traffic rules to ensure the safety and security of the individuals they transport. These privileges include priority passage through traffic, police escorts managing intersections, the ability to ignore traffic signals, and the use of dedicated lanes or temporarily blocked roads. They may also exceed speed limits under police supervision. These measures are implemented to protect VIPs and ensure their timely and secure transportation, all while being managed by law enforcement to maintain overall public safety.
This arrangement is acceptable, provided that the number of VIPs utilizing motorcades remains limited. While it is understandable for the President and the Prime Minister to use a convoy of vehicles, it is unacceptable for every politician and high-ranking official to abuse VIP privileges. During the war, when then Defence Secretary Gotabaya Rajapaksa travelled, roads were completely cleared, pedestrians were forced to face blank walls with their hands up, and motorists had to turn off their engines. Such measures may have been necessary at the time, but with the war having ended more than 15 years ago, strict security practices are no longer warranted. We live in a free country. Aside from the President, the Prime Minister, and a select few senior ministers, others could and should travel like any other citizen.
Unused traffic lights and VIP motorcades may be the mere tip of the iceberg. As one of the fastest-growing cities in South Asia, Colombo is on the brink of far more complex traffic issues. There are too many and excessively expensive vehicles on the roads. Both of these factors are concerning indicators.
Colombo, it is important to remember, is a city that lacks both an MRT or LRT system. The only available public transport options are trains and buses. There was a time when I believed that Colombo needed an MRT system. However, considering the mixed progress of MRT systems in many other South Asian cities, one might question this necessity today.
The success of Mass Rapid Transit (MRT) systems in Indian cities is varied. In Delhi and Kolkata, the systems have been highly successful, significantly reducing traffic congestion and pollution while providing efficient transportation for millions of residents. However, other cities like Mumbai, Chennai, and Bengaluru have faced challenges such as lower-than-expected ridership and financial sustainability issues. The Mumbai Metro, for instance, has struggled to meet projected passenger numbers, raising concerns about its long-term viability. Similarly, the Chennai and Bengaluru Metros have encountered issues related to financial feasibility. Jaipur’s metro system has also seen limited success, with ridership falling short of expectations. Hyderabad Metro has achieved better success compared to some other cities, although it still faces challenges in meeting projected passenger targets.
The Mass Rapid Transit (MRT) system in Dhaka is a relatively new development aimed at addressing the city’s severe traffic congestion and pollution issues. The system includes 17 stations, with three located in the Mirpur area, which is known for its diverse economic activity and population. While the MRT system has the potential to significantly improve urban transportation and reduce environmental impact, it has faced several challenges. One of the main issues is last-mile connectivity, which refers to the difficulty passengers face in reaching their final destination from the MRT stations. Additionally, there are capacity limitations and concerns about whether the current land use and urban planning framework can support future transit-oriented development. It has also faced challenges with underutilization.
Dhaka is home to a sizable population of 24 million, while Colombo, even when accounting for its entire metropolitan area, has only 5.6 million. Therefore, if Dhaka’s MRT faces challenges in attracting sufficient passengers, the likelihood of a Colombo MRT being underutilized is significantly higher.
Could Light Rail Transit (LRT) be a better solution? While some might argue in its favour, the steep investment required for LRT systems often translates into higher ticket prices—potentially placing them out of reach for the average commuter. This economic barrier raises doubts about its practicality in a city with Colombo’s demographic and financial dynamics.
The most feasible way forward for Colombo lies in optimizing its existing public transport infrastructure—primarily its bus and train systems. To achieve this, the state and privately-owned buses need to adhere strictly to pre-planned, synchronized joint timetables, ensuring reliability and convenience for passengers. Bus routes should be redesigned to adopt a hub-and-spoke model, streamlining connectivity and reducing redundancy. A positive step in this direction is evident at the Makumbura Multimodal Transport Center in Kottawa, which demonstrates the potential of integrated transport solutions. This will make many existing bus routes replaced with new ones.
On the rail side, a comprehensive reform of the train system is essential, with a particular focus on the Kelani Valley Line (I have analysed this in detail. See Echelon March 2023 issue; article still available online). Upgrading this line to accommodate higher capacity, modern rolling stock, and efficient scheduling could significantly enhance its utility. This reformation, coupled with better multimodal integration, would contribute to a more efficient and accessible transport network for Colombo, aligning with the city’s urban development goals.
Can’t we have a holistic view of the matter? Prof. Amal Kumarage, a senior professor at the University of Moratuwa, approaches Colombo’s traffic issue from an engineering perspective. In a recent comprehensive YouTube interview, he emphasizes that the fundamental step in addressing the problem is to first understand it. The question we must ask ourselves is whether we desire better cars or faster, safer transportation. While some individuals may prefer better cars, this may not be the most advantageous choice for the country. Sri Lanka is not a vehicle manufacturing nation, nor do we produce oil. Therefore, filling our roads with cars is not a sustainable solution. More critical considerations for us include cost and environmental impact. It is high time we begin thinking along these lines.
According to Prof. Kumarage, transport solutions should be developed with a long-term perspective, spanning at least 20 to 30 years. He highlights a significant issue: the absence of an up-to-date transport policy, with the last approved policy being 15 years old. Since then, many developments have occurred, but these have not been reflected in the existing policy. Prof. Kumarage emphasizes the need to establish clear parameters for formulating a new transport policy, taking into account various factors. Sri Lanka, being a small country and the 38th most densely populated in the world, has a strong tradition of public transport and a per capita income of approximately $4,000. These parameters, says he, should guide the creation of an effective transport policy for the country.
Colombo can significantly enhance its transportation management by adopting key strategies from Singapore’s successful model. Firstly, implementing a comprehensive and integrated public transport system, including efficient bus and rail networks, can reduce traffic congestion and provide reliable alternatives to private vehicles. Singapore’s use of advanced technology, such as electronic road pricing (ERP) to manage traffic flow, could also be beneficial for Colombo. Additionally, promoting transit-oriented development (TOD) can ensure that residential, commercial, and recreational areas are conveniently located near public transport hubs. Prioritizing sustainability and environmental impact, through initiatives like encouraging electric vehicles and improving cycling infrastructure, can further modernize Colombo’s transport system. By drawing lessons from Singapore’s holistic and forward-thinking approach, Colombo can create a more efficient, sustainable, and user-friendly transportation network.
Chanuka Wattegama [email protected] is a policy researcher. The ideas expressed are personal.