Green infrastructure planning for

transportation in Colombo 07 Area

R.P.PRISMA LAKSALA

05.03.2024

School of Life and Medical Sciences

MSc, Postgraduate Diploma, Postgraduate Certificate
Environmental Management

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Executive Summary

The given area of study presupposes having a clear and natural view of the problem under
consideration and, having outlined it, pointing out the significance of implementing the green
infrastructure, its opportunities and challenges, and the methods to perform the research. To
begin with, the study outlines the objectives of the research, and it is crucial to understand that
the goal of this work is to propose a sustainable approach to the development of cities to meet
the need of the present-day society. The pedagogy of dominating the center and periphery
depends on it and outlines the problems that need to be addressed and the rules that should not
be violated when studying the theme in detail, which is required for other chapters. Official
government stance on green infrastructure will be reviewed as part of this work and the body of
knowledge will also be examined to make sure that there is adequate theoretical knowledge of
the direction of research to formant the right conceptual foundation.

Methodology identifies the processes by which research will be conducted, in form of a

chronological framework of the actual events and analysis procedures that will provide a
conducive framework for the research process to achieve a construction of a sound research
process. This allows the full identification of the research frame, that is, working from hypothesis
formulation to theory derived dependent variable definition, and sample selection in order to
reduce bias as far as possible in the research process. statistical tools like help of regression
analysis, measures of regression and association with the assistance of SPSS is used to have a
look at the data in respect of the type of green infrastructure transportation system in Colombo
07. This quantifies all the result of which the details give more details about green infrastructure
elements as well as transport framework that is analyzed in relation to it. The actual discussion
and conclusion chapter ties all the findings together in terms of the policy, the practice, and the
like and also highlights the main implications of the study in terms of future research. Thus, it
emphasizes the need for constructing more green infrastructure to sustain an adequate, and
even enhanced, urban development that is also associated with an increased quality of the
surroundings, as well as the wellbeing of people. The scope of the cartography is fairly useful
and indicates where future study is needed, thereby establishing the need for more continuous
study on this crucial area. Last but not the least, the dissertation offer ultimate comprehension
on the use of green infrastructure in cities along with the proficiency for government, planners
and any other stake holder to have more dependable city with reference to everyone’s
environment, economic and social needs.

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Acknowledgement

Thus, it could be in my best interest to profoundly thank those special people who have had a
hand in the preparation of this dissertation. On the first instance, I would like to thank God for
making our research journey fruitful, my special appreciation goes to my dear supervisor Dr
Susan Parham for her great support and constructive encouragement throughout my research.
It is the result of a lot of effort put by someone whose guidance and support have been
invaluable for finishing this research. I am also grateful to the faculty members and the
academic staff at University of Hertfordshire for their support, help and encouragement, which
was regarded as the key for overcoming the difficulties associated with academic research. The
author is thankful to all the participants who embarked the time and knowledge in sharing their
thoughts for this study could not be achieved in any other way. The improvements are notable
since their contributions enhanced the research findings and provided a deeper insight into the
analysis.

In addition, I would like to express my gratitude to my family and friends for their support,
encouragements and the patience they have shown all through the course of this work. They
have always stood support to us and it has certainly inspired us always. This dissertation owes
all the debt to all those people mentioned above and I am very grateful to each of them for being
part of this success story.

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Contents
Chapter 01: Introduction.............................................................................................................6
1.1 Background of the study......................................................................................................6
1.2 Rationale..............................................................................................................................7
1.3 Research Problem...............................................................................................................8
1.4 Research questions.............................................................................................................9
1.5 Research objectives.............................................................................................................9
1.6 Significance of the study....................................................................................................10

Chapter 02: Literature Review..................................................................................................12

Urban Density of Population....................................................................................................13
Transportation Infrastructure....................................................................................................14
Economic Development...........................................................................................................15
Green Infrastructure Transportation.........................................................................................16
Global implications and adaptation for green infrastructure transportation..........................21
Technical challenges and barriers on implementing.............................................................22
Chapter 03: Methodology.........................................................................................................24
3.1 Conceptual Framework......................................................................................................24
3.2 Hypotheses........................................................................................................................24
3.3 Study Area.........................................................................................................................25
3.4 Research Philosophy........................................................................................................25
3.5 Research Approach...........................................................................................................26
3. 6 Research Strategy...........................................................................................................26
3.7 Case selection, sample and techniques............................................................................27

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 3.8 Data analysis method........................................................................................................27
3.9 Research Ethics.................................................................................................................27
Chapter 04: Findings.................................................................................................................28
4.1.1 Demographic analysis.....................................................................................................28
4.1.2 Analysis of Gender..........................................................................................................29
4.1.3 Age-related analysis........................................................................................................31
4.1.4 Analysis of currently reside.............................................................................................32
4.2 Data Reliability...................................................................................................................33
4.3 Correlations........................................................................................................................34
4.4 Regression analysis...........................................................................................................36
Model Summary...................................................................................................................36
ANOVA.................................................................................................................................36
Coefficients...........................................................................................................................37
Discussion...................................................................................................................................39
4.2.3. Road variation on Colombo 07 area, Road Map for the area........................................47
Recommendation.......................................................................................................................49
Conclusion.................................................................................................................................50
Appendix......................................................................................................................................51
References.................................................................................................................................53

Figure 1 World Energy Consumption { (Aishwarya Panday, 2015)}............................................17

Figure 2 World transportation energy sector { (Aishwarya Panday, 2015)}.................................17
Figure 3 Green infrastructure sustainability { (Kinjal 2021)}........................................................19
Figure 4 Study Area.....................................................................................................................24
Figure 5 Mode of Transportation.................................................................................................29
Figure 6 AGE...............................................................................................................................31
Figure 7 Residential Analysis......................................................................................................32
Figure 8 Green cover of colombo................................................................................................43
Figure 9 Land Use.......................................................................................................................46
Figure 10 Colombo 7 area road map...........................................................................................47

Table 1 Mode of Transportation...................................................................................................29

Table 2 Primary mode of Transportation......................................................................................30
Table 3 Age..................................................................................................................................31
Table 4 Residential Analysis........................................................................................................32
Table 5 Reliability Analysis..........................................................................................................34
Table 6 Correlation Analysis........................................................................................................35
Table 7 Model Summary..............................................................................................................36

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Table 8 ANOVA............................................................................................................................37
Table 9 Coefficient.......................................................................................................................38

Chapter 01: Introduction

1.1 Background of the study

Since there are current environmental concerns as to climate change, air and water

pollutions among others, it has become relevant in the current society to plan and

implement green infrastructure for transportation. Road transport and other traditional

modes of transport are known to have major effects on emissions of gases to the

atmosphere. What is more, these concerns need a transition to a green infrastructure

that implies developing the networks of natural transportation options connected with

the green zones, habitats, and bio-diversity pathways as well as green grounds for

drainage systems (Marcucci, 2010; Monteiro et al. , 2020)

The main purpose of climate-responsive transportation policies and projects is to

increase sustainability, adaptation, and amenity of the sites in the municipalities. They

include infrastructure that assists occupants to access natural resources for purification

of environment, with an added bonus of reducing pollution levels and also improving the

rate of biological diversity in cities. Green Infrastructure also aims at achieving balance

between human activity and the natural environment to eventually create sustainable

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societies as added by Monteiro et al. (2020). The tendency towards increased

urbanization characterizing the development countries presents various challenges

concerning the exploitation of energy usage, social welfare as well as the impact on

health and environment. Unfortunately, GI is frequently lacking or present in a minimum

design in low-income neighborhoods, thereby amplifying these challenges (Lemieux et

al. , 2023).

Indicator Value Source

Population Density (people per sq km) 12,500 Colombo Municipal Council,

2023

Average Daily Traffic Volume (vehicles) 85,000 Department of Motor Traffic,

2023

Public Transport Usage (%) 55% Ministry of Transport, 2023

Average Air Quality Index (AQI) 75 Central Environmental

(Moderate) Authority, 2023

Green Space Coverage (%) 15% Urban Development

Authority, 2023

CO2 Emissions from Transport (metric 3.8 million Sri Lanka Energy Report,

tons/year) 2023

Number of Bike Lanes (km) 12 Colombo Municipal Council,

2023

Average Temperature Increase (°C over 1.2 Department of Meteorology,

the last decade) 2023

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To counteract the contemporary issues of health concerns and emissions, sustainable

development, and climate change, GI must be either broadened or modified. Recent

years, reviewing the literature, seen significant increases in energy usage and

emissions from the urban areas of developing countries. The phenomenon known as

the urban heat island poses a threat to life in many cities where average temperatures

can be near unbearable in the immediate future. This paper focuses on the indicators

determining increased energy consumption for transport systems, which has been cited

as one of the causes of environmental degradation and climate change. Magrinyà, Aloy,

and Ruiz-Apilánez (2023) suggest that “green’ or ‘sustainable’ transport can be

described as the type of transport that has little or no effects on living beings or the

surroundings. There are other forms of transport besides fossil fuel transport that do not

emit bad gases or cause air pollution (Lü, Shao, & Yao, 2022). Yet the fundamental goal

of promoting sustainable transportation calls for enhanced design of the public transport

network as an indication of future sustainability and health of the environment. Green

infrastructure and its link with transportation needs to be considered to address today’s

issues, enhance people’s well-being and stewardship for the future. Especially when it

comes to employment, or as the population expands in cities what is densely occupied,

the need for transportation services increases too (Lara-Valencia et al. , 2022).

The processes of implementation of green infrastructure for transportation have certain

barriers like fiscal difficulties, political support, and populace approval. Unfortunately,

developing countries have very scarce financial capital, which may act as a constraint to

green infrastructure projects. However, political imperatives often do not respond to

environmental imperatives, and thus it becomes challenging to initiate an SUST

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transport policy. Public acceptance is also important, because people have to accept

change, for example, lower levels of private vehicle usage and a higher level of access

to public transportation, cycling, and walking.

That is why, it is critical to recognize the multifunctional capabilities of green

infrastructure and develop policies and regulations that ensure its implementation as an

integral part of urban design. In any given policy, there are always key stakeholders

comprising of government players, players in the private sector and the civil society

organizations. To achieve these goals, there is a need to consider policy objectives

concerning sustainable transportation, including measures to spur green technologies,

as well as measures to tilt suitable policies for social equity by targeting low-income and

the marginalized groups.

In this way, there is significance of technological development and new concepts in the

green transportation systems. Some examples include; Electric vehicles (EVs); the use

of such automobiles would greatly contribute to the reduction of emissions. However,

mass-scale application of EVs require considerable funds to be invested in charging

infrastructure and also to build renewable resources to use electricity which is also

green. Effective applications that have the capability to control traffic and effectively

manage them in real time are flexible and can complement existing transportation

systems in order to improve on their sustainability.

That means when designing urban planning that involves the use of green

infrastructure, one needs to also factor the vulnerability of the transport infrastructure to

climate change effects. This involves developing structures that could stand high risks

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as a result of increased natural disasters such as floods and increase in temperatures

as a result of climate change. Implementing sustainable green infrastructures like

permeable pavements for roads and green roofs to manage stormwater runoff besides

mitigating the urban heat islands impact boost cities’ resilience.

1.2 Rationale

The need to attain susta inable and resilient urbanization given the rate, and growth in

urbanization, these are because of the environmental degradations, climate change and

pollution which are realities that we are having (Ahrens, 2022). This can be achieved to form

smart cities by tackling these problems with better people friendly, healthy and sustainable

frameworks for the human beings, green social infrastructure, intelligent transportation system

and green transport system. To some extent, it is concerned with the promotion of sustainability

transport infrastructure by using attributes of green features. Green pavements forested urban

areas, green roof can significantly reduce the level of air and water pollution and the urban heat

island effect(Lara-Valencia et al. , 2022). Second, the promotion of the use of public transport

and other means of transport such as bicycles and walking are incentives for enhancing the

health of the members of the community as well as support wellness through adoption of

activities that require physical activity rather than the lifestyle that entails inactivity. Moreover,

such green structures that include patterns of recreation and mental health related amenities

are regarded as the components of quality life in cities. Furthermore, such investigation makes it

clear that the principles of reasonable economic behavior should be followed in the provision of

urban transport because he convenient and readily accessible communication can offset the

social divide and ensure transport accessibility for everyone to an extent disregarding their class

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(Lü, Shao and Yao, 2022). Thus, through the discussion of relationships between sustainable

mobility and green infrastructure, this study aims to assist policymakers, transport sectors, civil

engineers, and other urban planners to better comprehend applied strategies for promoting

green infrastructure and integrating them into transport planning processes, with the aim of

enhancing the liveability, environmental robustness, and equity of todays and tomorrow’s urban

centres (Lemieux, Bichai, Boisjoly, 2023). Finally, the implication of this study for the

development of the cities that lie on the social justice, public health approach, economic

commercial and environmental sustainability is highly significant.

1.3 Research Problem

There is still a growing body of literature supporting the benefits that green infrastructure has on

the mobility in urban areas but there is need for more holistic assessment in order to determine

the effect of multiple green measures on other parameters like traffic conditions ad emissions.

The durability of objects, Crude oil and sustainability of urban transport and care for greenery

and other work in health sustainability Urban transport infrastructures’ sustainability, as well as

the maintenance of work in greenery, are hardly discussed with academic texts. Understanding

the expenses , the issues with the maintenance and public engagement of green features is

important before putting them in place (Finka et al. , 2017) . Green infrastructure must

understand that for it to run for long it has to identify the main challenges to its maintenance,

work out how it can surmount those challenges and engage the community. It can be used by

the state legislators and city officials in planning and ensuring that the park gets proper

maintenance frequently, as well as to develop ways of involving the public more (Pranav

Gairola, 2023). In order to avoid compromising benefits of marginalized communities, while they

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are required to contribute significant funding for the infrastructure development supporting new

urban mobility based on green technologies, further investigations focusing on social inclusion

and equity, are of paramount importance in long term sustainable urban development

(Schoema, 2019). Transportation through green infrastructure is increasingly becoming popular

in the society for the following reasons: I was able to establish that green infrastructure resolves

multiple social, economic, and environmental issues. Perhaps to some extent, green

transportation strategies implies that there are healthy changes from less resource-intensive

modes of transport, hence, that resource demands are not necessarily inflated. In total, the

reduction of fossil fuels and a more balanced energy mix, especially, and if green mobility is

charged with renewable energy sources such as wind and solar energy. Green transport

promotes innovation in transportation systems to fit into the new changing climates through hill

problems such as expanding seas and frequent and more severe storms. Emerging roles for

transport through personal vehicles, subsequent trends observed in selected Colombo regions

in disregarding traditional housing structures for urbanized dwellings, climate change, and

accessibility of supporting structures can be considered key impacted arenas proposed for

green transport infrastructure planning (Schoeman & Schoeman, 2019). Hence, relative to the

solid reason areas, this green Infrastructure neediness for society is much worthy area by the

current condition.

1.4 Research questions

What are the social and economic benefits observed from the integration of green transport

features within Colombo 07's urban landscape?

What are the key factors influencing user behavior towards green transportation solutions in

Colombo 07, including factors such as attitudes, accessibility, and affordability?

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How can innovative designs and approaches be tailored to enhance the climate resilience of

public transport infrastructure in Colombo 07?

What is the impact of technological advancements, such as electric vehicles and smart mobility

solutions, on the expansion and effectiveness of green transportation infrastructure in Colombo

07?

1.5 Research objectives

Evaluate the social and economic benefits of integrating green transport features within the

urban landscape of Colombo 07.

Investigate the key factors shaping user behavior towards green transportation solutions in

Colombo 07.

Generate innovative designs and approaches for green public transport infrastructure tailored to

improve climate resilience in Colombo 07.

Examine and assess the impact of technological advancements driving the expansion of green

transportation infrastructure in Colombo 07.

1.6 Significance of the study

This term, ‘‘green infrastructure’’ (GI), is another strong weapon with which proponents of eco-

friendly approach to planning and designing urban landscapes can flesh out their ideas in

planning and policy documents. Several studies outlined goals of a densifying imperative, GI

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conflict with the way in which urbanization is taking place Larger and more interconnected GI is

difficult Combined with a densifying imperative, is more difficult. Before implementing GI in the

municipal planning and management systems, it is recommended that the technology should be

subjected to a critical analysis. Learning about the specific technologies that make green

transportation possible is one of the important things that can be gained from the study.

This research is useful for academics and academic institutions, researchers and research

organisations, industrial players and policy makers on the new advances of sustainable

transportation technology and create a culture of continuing technical advancement. This

research advocates for sustainable green transportation to give a push on sustainable mode of

transport while proactively and reactively addressing behavioural change and barriers. Another

area of interest of the research is analysing how greater reliance on less carbon-intensive

modes of transport enhances climate change resilience. Top on the list of issues analyzed in

articles on global sustainability is the challenges that are often brought by climate change and

how people can adapt them. It also contributes to the development of a higher level of

awareness of the good examples of sustainable transport technologies across the world, to the

comparisons and contrasting of these examples and to the subsequent dissemination of the

best practices ((Hoover et al. , 2023).

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A good number of societies and people would probably develop an interest to learn about

mobility in green infrastructure in the society today. As the information gathered in the course of

the study would be informative as regards growing strategic policy initiatives, such legislatures

and leaders at federal, national, and state levels would be interested in the study’s results. Safer

and healthier communities: better night lit cities, better urban planning, faster adoption of

sustainable transport; could create greener and more sustainable and re-silient urban systems.

The study would be quite helpful for the city authorities and key urban stakeholders since they

are in charge of shaping the environment of cities – both, physical and social. This study on the

ways of developing solutions for environmentally friendly transportation in cities might have

positive effects on enhancements of the conditions of the city and sustainable development.

Local transport authorities and organizations involved in the management of the transport

networks and infrastructure would be useful in understanding how to incorporate

sustained/green technology with the existing transport networks to help in the

development/planning for the future (Grabowski et al. , 2022).

Chapter 02: Literature Review

Theoretical Framework

1. Transit Oriented Development (TOD)

TOD is another emerging concept in urban planning that is characterized by the development of

cities in a manner that forms compact, integrated neighborhood centers that are economically

and environmentally sustainable to the extent possible because they are transit accessible.

Basically, the key concept of the TOD planning approach is the establishment of development

facilities within walking or biking distance of transit facilities of the urban transport system,

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particularly stations and stops (Cervero & Kockelman, 1997). TOD programs co-ordinate land

use and transport strategies to create accessible locale centers that promote livable

communities that will incorporate dwelling, working, and appreciating environments within easy

reach of public transport.

Among the foundation principles of the TOD is compartmentalization of land usage as

determined by the integration of residential, commercial and recreational facilities near the

transit structures. This facilitates not just some of the daily tasks but also helps cut out travel

distances and thus contribute toward reducing traffic density and carbon footprint. Alternatively,

mixed-use environments benefit the end users through the provision of opportunities for small

businesses locally as well as instilling social cohesion among the population, based on the

findings from the Lehman Center for Transportation Research (2015).

Also, and as mentioned in the quantitative analysis, TOD tends to incorporate elements

designed to accommodate pedestrians and cyclists, including wider sidewalks, bike lanes, and

pedestrian plazas that encourage active transport and better walkability. These concepts

contribute to safe, comfortable streetscape and the improvement in quality of the environment,

therefore increasing the well-being of the users. Based on the research, people living in

neighborhoods zoned for transit-oriented development practice more physical activities and

have the adjusted rates of obesity and chronic diseases than those living in car-dependent

neighborhoods (Chanieabate et al. , 2023).

Also, based on the number of access points within an area, TOD is said to enhance social

equity as it fosters improved access of affordable housing and basic utilities to the various

demographics of users. TOD has the ability for multifaceted housing opportunities for rent near

transit in apartments, townhouses, and live-work style buildings, so all persons, whether low or

middle-income can easily access jobs, education facilities, healthcare, and exercises. Such an

approach makes it easier to ensure that the socially marginalized get a chance to access

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mobility without much difficulty, hence enhancing minority rights, social inclusion, and social

justice (Smith, Giacomin & Yee, 2014)

Previous studies have revealed that utilizing centralities with high tiers of observable

accessibility can significantly contribute to achieving the sustainability objectives of reducing

greenhouse emissions, improving air quality, and increasing climate change resilience. TOD

thereby encourages a reduction in C02 emissions and it reduces congestion by providing a

sustainable way of travel apart from private cars in developed countries. Furthermore, positive

implications for sustainability goals can also be identified as TOD helps to save land, decrease

necessary energy consumption and promote efficiency of resource utilization as well as the land

use pattern (Chanieabate et al. , 2023).

Transit Oriented Development can be looked at as an overall strategy for developing the urban

fabric that integrates such principles as accessibility, sustainability and social justice. Merging

land use and transportation planning of automobile-oriented urban development, the Mayor’s

approach to Transit-Oriented Development generates pedestrian-friendly urban communities in

which people can work, live, and prosper without automobiles. As a sustainable urban

architectural model that prioritizes balanced land uses, functional transportation networks, and

barrier-free environments, TOD provides a framework for developing healthier, more resilient,

and environmentally sustainable cities.

2. New Urbanism

New Urbanism may be defined as a new wave of urban planning that has embraced new ideas

that reflect the members of the community through designing the communities in such a way

that they can be easily walked, containing mixed uses, and diverse housing. New Urbanism,

more specifically, operates with the understanding that urban sprawl and development centered

around automobiles have created social, economic, and environmental problems and, therefore,

17
envisions the creation of well-connected communities that encourage sustainable modes of

transport and improve the quality of life (Newman & Kenworthy, 1999).

Thus, another key tenet of New Urbanism is the importance of walkability, that is the design of

the built environment with a focus on providing intensive sidewalks and comfortable, safe and

multifunctional public spaces for pedestrian activities. New Urbanism is aimed at realizing

quality, environmentally sustainable communities; and among the elements it incorporates are

wide sidewalks, tree-lined boulevards and accessible amenities that enhance walking as a

primary means of transport hence reducing on traffic congestion and pollution. Also,

neighborhoods that are built in a way that is conducive to walking create healthier citizens since

people get a chance to engage in physical activities instead of being stuck in their cars most of

the time (Burger et al. , 2022).

As part of the New Urbanism, proponents suggest that mixed land uses should be encouraged

so that people can live, work, and play within the same vicinity. The incorporation of the multiple

use approach not only improves the usability of the vicinity but it also increases the economic

development aspects through provision of the local business and employment. This way, mixed-

use developments mitigate so many negative impacts due to durability, urban sprawl reduction,

and neighborhood scaled infrastructure and amenities social capital enhance community

resilience (Leyden, 2003).

Furthermore, New Urbanism targets a variety of residential opportunities such as apartments,

town houses and single houses besides ensuring that there are many numbers of housing

opportunities for various sized households, various taxable incomes and various forms of

lifestyles. This diversity is quite helpful in the growth of interactions between people of different

race, color, gender, sexuality and they are able to coexist hence contributing to social relevance

and equality. That is why New Urbanism which offers affordable housing options with easy

accessibility to transit and amenities can be considered as a valuable tool in overcoming the

18
issues of housing affordability and integration of deprived neighborhoods into the context of

geographic opportunities (Burger and others, 2022).

Environmental concerns are also well highlighted in New Urbanism, where it encourages

aesthetic architectural designs that are environmentally sensitive, use of efficient resources, and

proper and efficient manner of using land. As a result of the New Urbanism approaches in

reducing environmental harm and using resources efficiently, new urbanism leads to sustainable

development, therefore promoting climate change, biodiversity conversation, natural resource

management. New Urbanism aims for the formulation of sustainable, neo-urbanism

communities that are flexible to any future challenges relating to climatic change through

coherent principles such as compact development, Green infrastructure, and transit-oriented

design (Beatley, 2000).

3. Sustainable Urbanism

Sustainable Urbanism is indeed a concept of urban planning that aims at achieving epoch-

making results of environment –social and economic values into account for creating

sustainable urban environment for the present generations as well as for the future ones.

Sustainable Urbanism is hence defined as the process of designing human settlements, which

acknowledges the connections between human beings and their environment, and which seeks

to reduce the adverse impacts of human activity on environment as much as possible, while at

the same time seeking to maximize the positive impacts to the people live in towns and cities

and other forms of life (Beatley, 2000).

Sustainable Urbanism is a planning and design approach in which focus is placed on

incorporating environmental issues into the urban development process. This encompasses

measures the emission of carbon and other greenhouse gases, protection of natural resources

as well as integration of bio diversities by development of green infrastructure. In the following

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paragraphs Sustainable Urbanism practice aims at reducing the rate of urban heat island,

beautifying the air and water quality and chances of climate change resilience address as

follows:

Furthermore, Sustainable Urbanism incorporates social balance for people through equal

provision of service delivery, amenities and opportunities to accomplish their potentials. This

captures dimensions regarding raising the standards of living success including social equity

represented by affordable housing policies, social inclusion in consultations and participation,

and safe and efficient public and active transport investment. In enhancing social equity, thereby

developing cohesive and therefore more robust societies which are capable of handling social

and perhaps economic volatilities, Sustainable Urbanism helps in enhancing societal wellbeing.

Second, Sustainable Urbanism focuses on economic efficiency as the issue of economic vision

and principles for sustainable economic progress and growth. It entails putting resources into

local companies, stimulating new enterprise formation, and integrating work opportunities in the

green economy sector, for instance, the availability of clean energy resources and

environmentally friendly inventions and technologies for transport. Sustainable Urbanism thus

contribute towards the growth of economic prosperity through the enhancement of green

infrastructure and technological innovation in use while at the same time reducing negative

impact on earth’s natural resources (Beatley, 2000). There has been an increased interest in the

literature on Sustainable Urbanism and its potential in solving problems resulting from rapid

urbanization, such as climate change and social justice, and public health issues. Through the

encouragement of usage of sustainable transport solutions like walking, cycling as well as the

use of public transport, Sustainable Urbanism offers a chance to minimize the emission of

greenhouse gasses, improve the quality of air, and boost the health of the populace. The

enforcement of Sustainable Urbanism also helps in establishing forms of green infrastructure

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including parks, greenways, and urban forests, which are FSMs that provide opportunities for

recreation, and the preservation of species habitat.

4. Ecological Modernization Theory

With roots in the neo-Shintoism and the popular environmentalism of the 1980s, the Ecological

Modernization Theory could be said to provide a suitable and meaningful theoretical lens to

shed light on this process of radical transformation that could be potentially taken upon societies

in order to bring about the development of qualitatively new, sustainable socio-economic

arrangements based in new forms of technology, new institutions, and newly constructed

values. One of the fundamental concepts of this theory posits that through encouraging the use

of green technology, increasing the efficiency of environmental policy changes, and increasing

society’s awareness about ecological issues, societies can solve important environmental crises

and encourage economic growth (Mol & Sonnenfeld, 2000).

Ecological Modernization Theory is one of the most prominent theories in the study of the

environment and postindustrial societies, and one of its main tenets is the establishment of

green technologies, which refers to technology acquisition, innovation, creation, and

implementation with regard to the problems related to the environment. Energy conservation

and meeting the human needs through use of constant sources of energy through renewable

energy sources such as solar energy, environmentally friendly transport system and energy

efficient technologies can slowly ensure that man or society leaves a lesser ecological footprint

on earth and reduce the effects of climate change. Furthermore, green technologies create

employment and business opportunities as well as potential for economic development for

becoming a green economy more than offsetting the costs of the shift toward sustainability

(Palei, 2015).

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Ecological Modernization Theory also stresses technological change as being central to

transitions towards sustainability, but puts equal weight on institutional transformations. This

entails modification of archaic structures, laws, norms all to encourage the correct sustainable

behaviors and discourage unsustainable behaviors. Accordingly, environmental laws, tourism

fees, and green prices act as positive influences that governments use to encourage industries

and people to embrace sustainable measures (Mol & Sonnenfeld, 2000).

In addition, Ecological Modernization Theory specifically highlights the endogenous aspect of

societal values and attitudes in determining the conduct and decisions in the environmental

realm. The awareness of these challenges the public and the societies involved inculcate values

of sustainability in individuals within society and create a collective responsibility towards the

environment and therefore engage in collective action to steward the environment. With

education, advocacy, and outreach, societies ensure that citizens understand how they can

contribute positively and personally engage in activities resulting in ecological sound positive

change (Palei, 2015).

Previous research has quantified the applicability of Ecological Modernization Theory to guide

policies and practices that support the decentralization of the transport sector, improvement of

energy, and implementation of renewable energy systems. Thus, the main arguments are that

ecological modernization can become the integral part of the policy measures in their initial and

subsequent formulation, and the state and organizations, therefore, will be able to more

successfully manage sustainable development at the local, national, and global levels.

Furthermore, therefore, through the integration of the goals of sustainable environment with the

drive of economic growth and development, societies open up new possibilities for a green

future (Mol & Sonnenfeld, 2000).

This paper shows that by adopting those theoretical strands, urban planning professionals as

well as policymakers can find the synergistic approaches which lie in the contextualized policies

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of green infrastructure transportation planning. There is massive evidence that raising

uncongested cities as Neo T/b after the principles of New Urbanism, Sustainable Urbanism and

Ecological Modernization Theory can build up better transport system being more resilient,

equitable, and environment friendly than the extant congested cities for all the residents while

minimizing the negative impacts of urbanization in particular during the COVID-19 pandemic.

Urban Density of Population

Population urban density refers to the number of people living in a particular urban area or is

defined by the number of people per unit or given land surface (Duranton and Puga, 2020).

Population density is an important variable that determine most aspects of the city life including

transport, infrastructural development and the ability to control the effect of pollution and other

social ills. Chen et al. (2020) observed that high urban density leads to increase in transport

services demand and congestion as well as pollution. Still, some number of advantages is

linked with populated regions based on the usage of sustainable transport. The idea of having

residential rooms along with commercial entities and undertakings and activities adjacent to one

another encourages pedestrianism, cycling, and use of public transport with a resultant

reduction in the applicability and utilization of private automobile transport and a consequent

reduction in emissions of CO2 (Burger et al. , 2022) . The findings presented in this paper show

that where the population density is high, activities are concentrated in physically compact

urban areas with mixed land use, efficient and sustainable modes of transport system develop

(Paköz and Işık, 2022). By increasing the number of some city features such as compact

developments and pedestrian-friendly investment, the sustainability of the city structures and

therefore, the quality of life within urban areas can be enhanced, while the negative impact of

urban sprawl reduced.

23
Many scholars have indicated the importance of spatial density on the types of movement and

mobility networks needed in urban areas (Tscholl 2021). Population densities normally

exclaimed greater transport demands due to increased travel frequency, which: leads to more

traffic congestion, emissions of greenhouse gases, and energy utilization (Kurvinen and Saari,

2020). Hence, it is agreed that a lot of difficulties can be encountered in offering efficient form of

transport in the urban areas especially when the population density in such regions has

escalated. However, density offers opportunity of improving green infrastructure transportation

in an urban centre as well. The lifestyle associated with high density physical settings enhances

the ability to use other forms of transport like walking, cycling and 公 交 (Cervero and

Kockelman, 1997). The density of development accustoms the community to short trips both for

residences, commercial activities, amenities as well as encouraging the active modes of

transportation. In the same perspective, compact forms of urban development facilitates mixed

land uses and increases level of pedestrian activities that in turn reduces reliance on private

cars. Besides, what has also been confirmed is that initiatives in developing green

transportation infrastructure including pedestrian facilities and corridors; bike lanes; and transit-

oriented developments in high-density urban neighbourhoods is found to be more impactful and

cost-optimised (Kurvinen & Saari, 2020). By harnessing the opportunity provided by urban

density, cities can make more attractive alternative and sustainable modes of transport and thus

help in the fight against greenhouse gases and environmental preservation.

Transportation Infrastructure

Transportation infrastructure is made up of the tangible and intangible arrangement that enable

transport of people or commodities within as well as between cities (Corroborative and

Kuzmina-Merlino, 2017). Such infrastructure includes roads and bridges, public transport

system, bicycle lanes or tracks and pedestrian ways. Transport infrastructure is a critical

24
Supporting factor for economic development, an Enabler of accessibility, and Considered as

forming the built environment of cities. The investment on transportation infrastructure have

significant impact in the traffic movement and sustainability in urban areas (Chanieabate et al. ,

2023). Since they create an environment that promotes the more use of exemplary means of

transport, they also discourage the use of personal automobiles and fossil energized transport

means (Corroborative and Kuzmina-Merlino, 2017). Chanieabate et al. (2023) notes that the

element of housing, jobs and other amenities located in close proximity to transit nodes form

transit-oriented developments hence, encouraging sustainable travel pattern and reducing

greenhouse gas emission. Also, the application of technology and innovation for transport

infrastructure planning can also help deliver improvements in sustainability. Advanced

technology including live transit information, ride share and an enhanced charging point for

electric cars will also add value and reliability to the transportation systems in cities

(Chanieabate et al. , 2023). The investment in infrastructure in green transportation will result to

increased economic investment, sustainability of the environment and social equity.

This paper posits that the quality and accessibility of transportation infrastructures are key

factors that determine the extent to which green modes of transport are realized and effective

and sustainable mobility systems in urban areas is achieved. Sustainable transportation

patterns, including public transport, cycling, and walking can be enhanced through a well-

planned transportation infrastructure system to reduce reliance on personal car travel and fossil

fuel usage (Dittmar & Ohland, 2012). Studies on traffic management associated with green

transport systems have revealed vast possibilities in relation to traffic management, air quality

and health benefits among other factors (McAndrews et al. , 2017). For instance, transit-

oriented developments help and support rich, diverse neighbourhoods with easy access to

public transport that enhances ridership and reduces reliance on automobiles, or personal cars

25
(Carlton, 2009). Kadyraliev et al . , 2022 on the similar note mentions that the application of the

technology and innovation in the planning of transport infrastructure also has potential to

enhance the sustainability and effectiveness of transport systems of cities. Smart strategies for

transportation include real time mode of transport information services, social ride hailing and

stationing of electric cars among others, will help to facilitate a smoother transition towards more

environmentally friendly ways of transport (Liu et al. , 2023).

Economic Development

Economic development is the enhancement of well being of a certain area or society

(Bhattacharya, 1995). Economic development covers several aspects: These are the

fundamental objectives of economic development namely: employment opportunity provision,

income opportunities provision, investment attraction, and infrastructure development.

According to Feldman et al. (2015), demand and infrastructure requirements for the

transportation, you will have to agree that the concept of economic development plays a

meaningful role. Population growth, especially in developing countries, leads to high standards

of living in urban areas, which entails the need for transport in a short range as well as

increasing traffic jams and air pollution (Jiao and Sun, 2021). However, there are growth

opportunities within the economy for the promotion of sustainable transport solutions and

investment in green infrastructure projects. As the number of cities becomes more developed

together with the increase of people’s assets, people are getting more conscious about the need

to save the environment and minimize the ecological impact in the transportation system (Lee,

2018). Such strategies not only have the potential of reducing the environmental impacts of the

built environment, but they are also increasingly being realized by the private and community

sectors and governments that green transport modes and investment to sustainable

infrastructure are capable of carrying economic, social and environmentally benefits. By creating

26
an environment conducive to green innovation and innovation entrepreneurial activities, cities

can build the momentum towards a sustainable transport future faster (Zhang et al. , 2022).

This paper demonstrates that green infrastructure transportation is beneficial from economic

development but at the same time has some negative impacts. However, on the other hand,

economic growth and wealth lead to traffic congestion due to the increasing demand for

transport services and a consequent increase in the levels of air pollution and carbon emissions

((Zhang et al., 2022). Constraints such as increased rate of urbanization and industrialization

commonly leads to degradation of the environment and congestion of the current transport

system.

Green Infrastructure Transportation

Green infrastructure transport can be defined as a strategy that aims at designing, executing

and evolving the environmentally friendly and efficient transport that is accessible,

comprehensible and conveniently available for the society (Janiszek and Krzysztofik, 2023).

Some of the available measures for achieving a green transport system are using public

transport, having cycling lanes, improving street design to encourage people to walk and the

use of vehicles running on different drive fuels. In this regard, green infrastructure transport is

one of the best solutions facing there environmental and social issues in the context of climatic

change, air pollution and congestion within urban areas(Ying et al . : 2021). This will result in the

enhancement of green infrastructure-based transportation system interconnectivity when lights

and pedestrian crossings are installed in the system; The use of appropriate modes of transport

27
like cycling and walking will be triggered in the green infrastructure-based transport system;

Reduction in the reliance on private cars will be witnessed hence resulting in decreased

greenhouse gases emission; Through this, there will be improvement of air quality in the area;

Improvement of public health will also be realized. However, green transport infrastructure has

the potential of catalyzing economic growth and development since it fosters employment in the

societies creating a better life for the inhabitants. Thus, Investments in sustainable

transportation systems can attract investments, promote the development of innovative

solutions and enhance competition in the economy of developing cities (Navarrete Hernández,

Laffan, 2023). Moreover, green transportation initiatives support the increase of vehicles

available for the overlooked groups, social equity and make movement in cities as well as

access to them better.

Cars, power that the cars use is from internal combustion (IC) engines , that operate through

fossil energy. Most automobiles’ internal combustion engines emit hazardous emissions,

including CO2, NOx, and HCs, which are present in almost all modern cars. This type of air

pollution is dubbed to be a cause of ecosystem deterioration as well as climate change

(Rehman, Islam and Miao, 2023).

ICs generate heat when they combust fuel, and the released heat traverses through the circuit

via natural convection. Furthermore, it creates heat, emissions of carbon oxide (CO2) and

28
unburned hydrocarbons are also produced. The global annual CO₂ emissions were as high as

34 billion metric tons in 2011, levels that could possibly lead to disastrous climate change.

Holding 6% of a global total and making up 1/15th of the world’s population, India stands fifth on

the list of countries specializing in CO₂ emissions. Of the 142. 3, 04 million tonnes of CO₂

equivalent that India’s transport sector emitted in 2007, as per Ministry of Environment and

Forests, 87% for road transport. Along the same line, Faheem Ur Rehman in 2023, has

provided the same figure of total emission of the transport sector of India as 2007 wherein a

major portion was contributed by the Road Transport.

Figure 1 World Energy Consumption { (Aishwarya Panday, 2015)}

29
Figure 2 World transportation energy sector { (Aishwarya Panday, 2015)}

The main point that can be derived from these statistics is that consumption of energy sources

has been growing gradually and is likely to grow in the future. Higher living standards and gDP

in non-OECD countries will be the force driving travel and the transit of freights. As a result, the

energy consumption is high, and consequently, the transport energy use is growing at a rate of

2. 3% yearly in the other countries of the world excluding the organisation for economic co-

operation and development (OECD) members, and is declining by 0. It is a minimum of 1%

yearly in OECD countries has been noted in above (Panday, 2015).

As much as it is universally apparent that air pollution poses potential life risks to citizens of big

cities, sustainable means of transport need to form part of all efforts in reducing explosive levels

of air pollution. Effects of increased human ccount on the public and private transport systems

are diverse and would ensure that the landscape of ecosystems on earth receives more

destruction if the problem is not addressed soon (Graham, 2010). Therefore, the people who

30
are concerned about the environment in different parts of the planet are starting to think about

green or sustainable transport alternatives as the transport system emerges. Regarding the

sustainable implementation of ES solutions for commercial vehicles on a global level, it is crucial

to take into consideration what is considered in this study. Thus, it is important to identify what

green transport will experience in their endeavor to meet the travel expectations before

deployment (Shah et al . 2021). Among these, most of them have proposed to introduce new

systems or technology, preferring public transportation that significantly has negative impacts on

the environment. At the end of the successful tales session with ASI, one of the examples given

mentioned that carbon dioxide emissions can be cut to 14 % by. vehicle utilization by 0: The

reductions from baseline level range from 3115 to 312 kgCO2 per year through changes in

vehicle utilization. 26 kgCO2/revolution and increasing efficiency by up to 12%. 4%. The choice

of analyses for this paper falls exclusively on green mobility because it represents a key factor

to sustainable city growth..

31
Figure 3 Green infrastructure sustainability { Shah et al. 2021}

Green mobility has been signed as part of the sustainable development goals that were set

during the Earth Summit 1992 and the United Nations Conference on Sustainable Development

2012. Due to increasing concern about the impact of t transports on the eco-system several

countries/areas has put in place laws and regulatory systems and developed new/innovative

technologies. The present public transportation infrastructure is regarded by many as

unsustainable in the future due additionally to the reliance on individual vehicles, which largely

utilise fossil fuels (Adnan Khurshid , 2023). Society, society and the climate, transportation is the

decisive factor. However, traffic mobility should be given priority if sustainable urban

development is have to be achieved. This can be achieved through influencing overall travel

demand including public transport, the pattern of auto mobility, and land use regulation and

management practices (Harp and Marinelli, 2020). Harmfulness of “green” transportation in

comparison with the conventional transportation means is fewer and organisms and

surroundings. One way to think of GT is as a family of technologies, or a family of technologies

for getting more out of what might be thought of as traditional fuels; technologies to get more out

of gasoline and diesel and the like, technologies to get more out of electricity in the form of

batteries for electric cars and the like, and biogas for bus use and public transit. Some possible

results of a well-executed GT system are as follows: Lesser harm, lesser incidence of mishap,

lesser emission of poisonous substances, lesser traffic congestion, and less time is taken to

complete journey; Less and better traffic and resource consuming and energy utilization; There

is least pollution, least mishap (Aminzadegan et al,2022).

Global implications and adaptation for green infrastructure transportation

32
An unconventional form of transport is said to be environmentally friendly, or what is referred to

as eco friendly, if it exposes the environment to minimal risk or even impact, something which

cannot be said of fossil fuels. The promotion of renewable energy sources in the transport

sector is an important step towards the transition to green energy sources. The use of the

words “Green” or “Sustainable” transportation system may be defined as a mode of transport

put in place that causes lesser harm or stress to both the human beings and the entire

environment (Adnan Khurshid , 2023). In addition to reducing greenhouse gas emissions, green

transportation reduces emissions of highly toxic substances and air pollution.

About 75–95% of the warming that has occurred since the Industrial Revolution and other

climate change consequences can be linked to the burning of fossil fuels which release GHGs

into the atmosphere. There has been immense focus on believing that the transportation sector

would assume the lead responsibility of cutting greenhouse gas emissions since it invests

extensively in fossil fuels. As viewed from transportation policy specifically the regulatory

constraints, significant efforts have been made to identify ways and means to reduce emissions

of greenhouse gases in the transportation sector (Rehman, Islam, and Miao (2023). A survey

made by the Brazilian scholars established that carbon taxes on gasoline, on-view subsidies to

public transport and alcohol fuel promotion were the best ways of cutting greenhouse gas

emissions. This has been demonstrated through the case of Singapore where there has been a

gradual tendency towards the use of public transport hence enhancing the aim of sustainable

development in terms of climate change including the reduction of emissions of greenhouse

gases Gairolam and Nezamuddin, 2023). A study looked at the future of automobile emission in

UK identified that it may be very difficult to reduce automobile emission in the near future but

attaining a long term goal on controlling green house gases might be achieved by the

combination of new automobiles, reduced trip rates , and shorter routes per trip. It is believed by

33
many that the transportation sector may contribute to the reduction of greenhouse gasses by

focusing on two primary areas: educating people to change their habits and solving their

everyday problems through developing new technologies (Liu et al, 2023). For this

transformation to happen and an encouragement to increased technological development, laws

could be made. Some policies that have been proposed in the literature include fuel surcharges,

incentives for improving fuel efficiency of vehicles, policy measures to strengthen emission

standards for automobiles, use of funds in research-technology, and taxes on emissions of

greenhouse gases and inefficiency automobiles.

Chapter 03: Methodology

3.1 Conceptual Framework

Urban density of
population

Green infrastructure transportation

Transportation
infrastructure

Economic development

3.2 Hypotheses

H1 Urban density of population has a positive impact on Green infrastructure transportation

H10 Urban density of population has no positive impact on Green infrastructure transportation

34
H2 Transportation infrastructure has a positive impact on Green infrastructure transportation
H20 Transportation infrastructure has no positive impact on Green infrastructure transportation

H3 Economic development has a positive impact on Green infrastructure transportation

H30 Economic development has no positive impact on Green infrastructure transportation

3.3 Study Area

Figure 4 Study Area

As shown in the image, the study focus to analyse the data for Colombo 07 area to facilitate
green infrastructure for current transport infrastructure.

3.4 Research Philosophy

Positivism philosophy focuses more on the observation of ethical and interpretive aspects of

people regarding green infrastructure and its placement at Colombo, 07. In positivism, there is

an objective reality that can only be discovered through observing the actions and phenomena

in the actual world and analyzing these phenomena with the help of ‘scientific’ methods

35
(Tamminen & Poucher, 2020). In light of available theoretical frameworks the hypothesis will be

derived using a systematic approach which is instrumental in its nature, follows a single line of

operations, and is specifically aimed at substantiating assumptions made within the framework

of the research. With the use of the method that is based on the accumulation of factual material

and further identification of patterns and regularities in all’ perception and thinking about the

stakeholders in Colombo 07 as green infrastructure, the researchers will be able to answer such

a question. This approach relies on mechanisms of obtaining objective purchase and

measurement towards ascertaining the societal propensity in support of sustainable transport

policies and environmentally sustainable practices (Tamminen and Poucher, 2020). According to

the research assumptions, the latter is supposed to show causality and reveal empirical

evidence and experience of applying green infrastructure in the framework of urban

development projects based on statistically rigorous investigation and a more complex

deductive approach.

3.5 Research Approach

Endorsing the positivistic perceptive, the study sits on a mono-method technique of carrying out

research, therefore quantitatively analyzing the samples. It is a technique that employs the use

of mathematical techniques and the data that is collected from real life, to give an exact model

of the subject in discussion. This research adopts deductive form of logic and statistical

techniques for data collection which will be quantified to expose key similarities and differences

with regard to perception on green infrastructure among people of Colombo 07. Apart from this,

Mono-method model enables the research respondent to discover overall system connection of

specific variables in response to all variable all at once. Quantitative data is accrued through a

variety of methods including questionnaires, surveys and analysis of the environment with the

ultimate goal of aiding the policy formulation as and providing the necessary guidance on the

36
formulation of policies aimed at achieving enhanced solutions for sustainable transport and the

general environment. When used in a deductive philosophy this work will generate new

information about the development of green infrastructure in Colombo 07 by giving brief and

detailed findings on the matters and the probable solutions to them.

3. 6 Research Strategy

This research uses the mono method approach of data collection procedures and it balances

the use of quantitative methods. Regarding quantitative data collection, surveys and

environmental assessments were conducted and produced measurable results regarding the

health benefits resulting from green mobility (Eirini Flouri, 2021). They collected the data by GIS

mapping of green infrastructure elements to identify the elements for green infrastructure survey

and consolidated the information by questionnaire with the selected sample. Other than that,

accordance to analysis as a quantitative research approach, this paper also used survey

questionnaire to collect information and analyzed by SPSS analysis. On the other hand, since

it’s a quantitative method, the research emphasized managing the interviews for stakeholders

and content analysis were centered (Fausat Motunrayo Ibrahim , 2022

3.7 Case selection, sample and techniques

The decision to adopt Colombo 07, or Cinnamon Gardens/Kurunduwatte in Sri Lanka as the

study area for assessing the preparedness for GI development on transportation represents a

fascinating study area because of the speckled levels of green infrastructure implementation

within an urban setting. Colombo 07 is an area primarily known for its residential and

commercial aspect of the city boasting of green field, historical buildings and affluent localities.

However, similar to many economic hubs, it has its fair share of social ills such as traffic jams,

pollution, and poorly developed systems of public transport.

37
The AZ sample consisted of 100 units for analysis and this approach was quantitative in its

method of data collection and analysis. Such a large sample enables the author to study, both,

the adoption of policies and measures and the efficiency of green infrastructure initiatives within

the chosen area. Moreover, the emphasis on data gathering and analysis means that the

research methodology of the project would be predominantly quantitative, which may entail

obtaining data on variables of coverage with green spaces, shares of car, pedestrian, and public

transit usage, air quality indexes, and socio-demographic characteristics. In understanding the

anthropogenic impacts of urban ecosystems where human activities intrude deeply in natural

habitats, Colombo 07 can be seen as a case study that depicts the possibilities of green

infrastructures as an interface where human use and ecological integrity interact. The essence

of the idea of ecosystem services (ES) can be quite important in future considering the values

that the green areas of the city can offer including air purification, storm water runoff regulation,

and conservation of biodiversity. In this sense, evaluating how far the ES have been

incorporated into development strategies and plans, the study will be able to provide a

qualitative understanding of how much Colombo 07 and its representatives concern about

sustainable future and protection of the environment within the framework of urban planning.

The research may also require the use of statistics questionnaires, spatial mapping using GIS

and focus group participants’ interviews for quantitative and qualitative data collection on the

implementation of green infrastructure, how it is utilized, and their individual perspectives. For

example, GIS mapping can give spatial dispersion of GI and can spot the areas that need more

investment or the gaps which currently exist. Nevertheless in this case, the focus of study of

Colombo 07 may be a useful study area for green infrastructure planning and implementation

studies, yet its results might not be easily transferable to other cities. These include social and

economic differences, cultural choices, and institutional capabilities that may predispose Green

38
Infrastructure projects differently within Cities. Hence, the researchers need to ensure that the

conclusions drawn out of the study are not generalized to other urban areas without taking into

account the context of Colombo 07 study and other related studies. The choice of Colombo 07

for defining green infrastructure implementation for transportation purposes provides a highly

multilayered case for an investigation within the urban environment. Thus, using quantitative

and qualitative research methodology, this study will endeavour to identify viable lessons for

future green infrastructure developments that will be critical in supporting sustainable urban

growth in the future and improving the livability of urban areas. Nonetheless, it is remarkable to

emphasize that researchers should be aware of the given limitations and never forget that

analysis focuses on only one urban area, which thus results in particularistic findings that must

be applied and interpreted with appropriate caution.

3.8 Data analysis method

The use of this statistical tool in the quantitative research can be characterized by a number of
advantages and disadvantages. The Statistical Package for the Social sciences otherwise referred
to as SPSS is among the most sought after analytical tool in today’s research work since it

39
provides a wide range of quantitative statistical tools and procedure that can be used in
qualitative analysis of data. This is unhealthy when used blindly as its application call for
sobering thought in order to arrive at the right conclusions.

One of the biggest advantages of using SPSS is that in the terminal version the program can
handle large amounts of information and readily perform a large number of diverse statistical
calculations. In general, investigators use SPSS for quantitative and density, nonparametric; for t-
tests, ANOVA, Pearson and Spearman coefficients, regression analysis, logarithmic
transformation (Pallant, 2021).

However, the current study requires the application of a new critical thinking on the software
particularly in the analysis of data part. The statistical packages like SPSS provide outputs for a
particular mathematical calculation; however, there is a certain level of caution to be taken in a
bid to decode the outcomes (Field, 2013). Another concerning problem that may emerge as a
result of low statistical literacy in a particular project is the formation of wrong conclusions
when interpreting statistical outcomes or ignoring proper statistical tests (FIELD, 2013).
Furthermore, basing the primary approach on statistical traits may result in generalizing
complicated investigations and phenomena based on the research approach and context, while
Potential issues of the approach and context remain unnoticed (Field, 2013).

However, the simplicity of the system can be disadvantageous in a way that the researchers can
spend a lot of time and effort on trying to figure out how to use SPSS and paying insufficient
amount of attention to the research question (Field, 2013). This can potentially impose a negative
impact on the various art and standards of the entire analysis process. Therefore, the researchers
also have to focus on basic peculiarities of statistical theory and statistical models to secure the
quality of the analyses using SPSS and the results obtained .

3.9 Research Ethics

The principles of ethical conduct in research involve practices required for appropriate research

inquiry; these guide researchers in comprehending events, behaviors, and therapies in the

world. These guidelines are significant regarding SciSoc linkages, the scientific integrity, and

stigma for human rights and human dignity. The objective of this paper is to establish a balance

40
between ethical research processes to avoid participants suffering irreversible damage to their

person, as well as to ensure overall credibility.

Chapter 04: Findings

As in most empirical research, the quantitative data are employed in the analysis of the set and

therefore the discussion of results will involve results obtained during the study. Thus if green

infrastructure will be implemented for Colombo 07 area the impact of the greenery, transport

facilities and ways through which people prefer to use the area as well as duration of how

greenery will impact the health of people will be what it will be and also the economical

consequences.

4.1.1 Demographic analysis

Among the objective of the questionnaire used in the study, the aims to identify some of the age

ranges in the community and since it has been established, the information will be used in

driving the correct conclusions. When the study focus on primary mode of transportation, the

sample population consisted of the following six status groups: the data provided below is

depicting that the employees who used personal facilities such as own car for traveling were the

largest percentage in total percent, that is, 44% when the percentage of all occupations was

calculated. Seconding in this respect we got an 18% turnout. It also got 13% response rate from

the people with some cycling experience and at average they had cultural for 2 days before the

study. Regarding the answers regarding walking, 15 participants or 10 % of total respondents

reported walking, 3 respondents reported shopping, 32 were at work. Here is the pie chart that

could be helpful for you to extract more details where you can point at and go further to

investigate.

41
 Primary mode of transportation

Frequenc Percent Valid Cumulative

y Percent Percent

Valid Personal vehicle 44 44.0 44.0 44.0

Public transport 18 18.0 18.0 62.0

Cycling 13 13.0 13.0 75.0

other (please 10 10.0 10.0 85.0

specify)

Walking 15 15.0 15.0 100.0

Total 100 100.0 100.0

Table 1 Mode of Transportation

45% of the employees, the largest in the scale, utilized personal autos to commute. Second

among the response rates is carrying a response rate of 18%. Furthermore, a significant and

slightly reduced 13% of the poll takers have some experience on two wheels. Of the 130

individuals interviewed, ten percent, or thirteen people, said they were walking.

4.1.2 Analysis of Gender

What is your primary mode of transportation

Frequenc Percent Valid Cumulative

y Percent Percent

Valid Personal vehicle 44 44.0 44.0 44.0

Public transport 18 18.0 18.0 62.0

Cycling 13 13.0 13.0 75.0

other (please 10 10.0 10.0 85.0

42
 specify)

Walking 15 15.0 15.0 100.0

Total 100 100.0 100.0

Table 2 Primary mode of Transportation

Table 4 is displaying the distribution of the status of sample population in six categories of the

frequency distribution. 2. The poll further established that 44% of the respondents were at that

time using personal automobiles as their main mode of transport, which the survey rated as the

highest in all the professions. The response rate stands at 18%, which indicates the second

highest. Additionally, for the question of prior biking experiences, the results showed that 13% of

the respondents have tried riding bikes before. Seven people, translating to 5% of the total

number, indicated that they use bicycles while 15 people, equal to 10% of the total sample, said

they use their feet to commute to the workplace. So for more background the pie chart below

may be of interest to you. Family car usage can be seen in the below graph based on the data

set for analysis where most of the individuals use personal vehicles as their primary mode of

transport; Therefore, green transportation is essential to work in the area since the human

behaviors, mind-sets align with it. Accordingly, the specialty of data set is that cycling and

walking were accepted only less than 20 percent as compare to overall.

43
Figure 5 Mode of Transportation

4.1.3 Age-related analysis

Please indicate your age group

Frequenc Percent Valid Cumulative

y Percent Percent

Valid 55 6 6.0 6.0 6.0

and above

18-24 10 10.0 10.0 16.0

25-34 29 29.0 29.0 45.0

35-44 26 26.0 26.0 71.0

45-54 29 29.0 29.0 100.0

Total 100 100.0 100.0

44
Table 3 Age

The samples were divided by class based on the total count of these devices and is as

presented below in Table 4. 3. The highest proportion of the data presented in this table belongs

to the age limits of 25-34 years and 45-44 years. employers and employees in their middle ages

of 35-44 years contributed 26% in the total of the responders. The results further revealed that

people with less than a year of employment experience are more likely to respond than those

with 1 to 5 years experience, and the least was from 55 and above. I also like a pie chart shown

below as a good way of representing this data Halpern (2011). From the set data, one can

determine the change in the density of the population willing to take the surveying to check on

the awareness of green infrastructure and its benefits to the community. Although, analyzing the

data set collected for this survey, it can be noted that fewer participants belong to 55 years of

age or above when compared to most of the other age groups.

Figure II: Age Group analysis {created by author}

45
Figure 6 AGE

4.1.4 Analysis of currently reside

In which type of area do you currently reside?

Frequenc Percent Valid Cumulative

y Percent Percent

Valid Rural 31 31.0 31.0 31.0

area

Suburban 35 35.0 35.0 66.0

Urban 34 34.0 34.0 100.0

Total 100 100.0 100.0

Table 4 Residential Analysis

Table 4. 4 states that, thirty-five percent of the people who was in the survey live in suburb. Not
only that, but 34 percent of respondents reported that they currently live in cities. This implies
that only 31 other workers out of the sample population preferred a rural place of residence out
of the total number of 100.

46
Figure 7 Residential Analysis

4.2 Data Reliability

Since this investigation relied on measures, the series of measures used had to be tested for

reliability to determine their reliability in presenting reliable results (Kimberlin & Winterstein,

2008). Regarding the measures of internal reliability, Cronbach’s alpha is probably one of the

most commonly applied indices. Test internal reliability can be checked by Cronbach alpha

following Taber (2018) to determine a test’s fitness. It will also be necessary to assess the

samples and the measurement instruments used to make sure the chosen scales fit the criterion

of reliability; In that regard, the Cronbach’s alpha coefficient will be above 0. If the score is 60 or

higher, it can be used for Internal consistency. Reliability above 0 is found to be flashy

undesirable because highly unreliable values are acknowledged by it. 5 and 0. 7%, It is

acceptable when it is above zero 0. 70 and 0. When the overall model is at 80, the table 4

shows that it is good While if the overall model is at 0 the position exhibits that it is exceptional.

80 and above. In accordance with the theoretic propositions of Sekaran and Bougie (2016), it

47
would be feasible to indicate that the intention to leave measures that have been under study

here were, for the most part, rather dependable While regarding the rest of the measures, it

would be possible to mention that they met the requirements of sufficiency in terms of

dependability, so that they could be further used in the analyses.

Based on the improvement of Sekaran & Bougie (2016), it is viable to infer that the dependable

of the measures used in this investigation was high for the measures of intention to leave and

slightly sufficient for the other measures. Table 4. 7 : alpha value for each variable The table

below will show the alpha value for each of the variables to be used in the study.

The Variable Cronbach’s Alpha No of items Conclusion

Urban density of 0.926 3 Reliable

population

Transportation 0.965 5 Reliable

infrastructure

Economic 0.923 2 Reliable

development

Green infrastructure 0.934 3 Reliable

transportation

Table 5 Reliability Analysis

In the case of the current variables, the Cronbach’s Alpha coefficients reflected high internal

reliability, especially for the urban density of the population (α = 0. 934), accessibility index (α =

0. 850), affect economic development (α = 0. This shows internal consistency and reliability of

the measurements from the analysis on green infrastructural land use (α = 0. 923) and green

infrastructural transportation (α = 0. These values are above the normal limit of up to 0. 7,

showing that the things falling under each variable are strongly related to each other and are

Thus excluding items that have low correlation coefficients or less than 0. It is the reliability of

these constructs which in a way that provides confirmation of credibility and dependability and

48
therefore the validity of the data collected in support of the research study. Once you have laid

down such reliability measures, it is possible to test the correlation between urban density,

transportation networks, economic features and Green Infrastructure transportation hence come

with useful findings towards sustainable urban planning and development.

4.3 Correlations

This table shows the correlation matrix that involves coefficients of several dependent and

independent variables and significance levels (P <. 05). [+] minus (-r+1) Meaning: The

coefficient of determination, also known as the Pearson of r is. . . Having a link to a large

number of distinct things. By essence, zero may mean several things on the numerical level.

Sekaran & Bougie (2016) find out that a strong positive correlation is depicted by the much high

r-value of +1.

Correlations

DD AA BB CC

Green Pearson 1 .930** .936** .942**

infrastructur Correlatio
e n
transportati
Sig. (2- .000 .000 .000
on
tailed)

N 100 100 100 100

Urban Pearson .930** 1 .962** .917**

density of Correlatio
population n

Sig. (2- .000 .000 .000

tailed)

N 100 100 100 100

Transportati Pearson .936** .962** 1 .941**

49
 on Correlatio
infrastructur n
e
Sig. (2- .000 .000 .000
tailed)

N 100 100 100 100

Economic Pearson .942** .917** .941** 1

developmen Correlatio
t n

Sig. (2- .000 .000 .000

tailed)

N 100 100 100 100

**. Correlation is significant at the 0.01 level (2-tailed).

Table 6 Correlation Analysis

Cohesion among major variables assessed in the present study is markedly high and cross

correlation is significant at the . 001 level. The results show strong positive relationships with the

level of green infrastructure in transportation system and urban density of population (r = 0. 930,

p < 0. 01), access to communication technology (F = 3. 936, p < 0. 03) it shares Similarly, a

significant positive relationship between literacy rate and social development was also observed

(r = 0. 942, p < 0. 01). Likewise, density of persons, infrastructure especially transport, and

economic aspects all share positive correlations with each other with values of correlation

coefficients triumphing 0. 917 to 0. 962 For each of them, the data were analyzed for statistical

significance, and all were found to be significant at p < 0. 01 level. The stated results depict a

significant correlation between the mentioned variables; therefore, as one variable rises, the

other variables seem to rise in tandem with it. Since such factors are mutually greatly

influenced, they reflect the fact that different aspects of urban processes are tightly

50
interconnected, thus, when developing and implementing sustainable urban planning and

development strategies, it is crucial to address a broad range of factors.

4.4 Regression analysis

When testing for a relationship between two variables, but not between more than two, simple

regression analysis is used (Sekaran&Bougie, 2016).

Model Summary
Model Summary

Mode R R Adjusted R Std. Error of

l Square Square the Estimate

1 .957a .916 .913 .35625

Table 7 Model Summary

In relation to the shown variables the R2 value is 0. The remaining 144 or 14.

Conclusion This paper points to a proliferation of social capital within a study sample with only a

minority of clients reporting comparatively low levels of social capital. 7. The subsequent index

for planning of green infrastructures and transports of the Colombo 07 region was measured as

91quantized. 6% of the total. This is due to several factors; For instance, all the aforesaid

businesses have recorded increased sales within the last five years, and this indicates that they

have experienced growth. There are numerous factors that can affect the overall green

infrastructure development in regards to transportation, however, three of them are considered

to be most vital, as they affect the information aspect of the issue. Therefore, it should also be

pointed out that in contrast to some other works, the present research provides an R-squared

greater than that of other studies. This is a positive indication that the fitness level is above

average as we see from the fraction 5 (0. 913 > 0. There is, therefore, need to enhance this

51
factor in subsequent researches if at all they may be conducted with possibility of using the

emerging framework.

R2 is a statistic that or show how well a regression model explaining the variation in the data set

(Sekaran&Bougie, 2016). In order to get R2 we first draw points on the regression line and then

get the difference around this line but finally divide these distances

ANOVA
ANOVAa

Model Sum of Squares df Mean Square F Sig.

1 Regression 153.610 3 51.203 564.438 .000b

Residual 8.709 96 .091

Total 162.318 99

a. Dependent Variable: Green infrastructure transportation

b. Predictors: (Constant), Urban density of population, Transportation infrastructure,

Economic development

Table 8 ANOVA

As it can be clearly observed from the above analysis of ANOVA tests, it is apparent that the

predictors in reference to the independent variable are closely related to the dependent variable;

green infrastructure transportation. Most of the variations as computed from the regression

model are attributed to green infrastructure transportation, with the highly significant F-statistic

values (F = 564. 438, p < 0. 001). With 153. As for the outcome measure, the 610 regression

sum of squares and the residual sum of squares are 8. This was demonstrated in 709 that show

that the model has a good fit and can account for the variation in the dependent variable. As the

results of this research corresponds to the urban density as the predictor of green transportation

52
initiatives and the effect of built transportation infrastructure and the economic development,

these findings can be very helpful for the policy makers and the urban planners who are to

implement sustainable transportation system.

Coefficients
Coefficientsa

Standardized
Unstandardized Coefficients Coefficients

Model B Std. Error Beta T Sig.

1 (Constant) .086 .084 1.033 .304

Urban
density of.219 .095 .238 2.299 .024
population

Transportatio
n .409 .119 .415 3.423 .001
infrastructure

Economic
.325 .112 .329 2.900 .005
development

a. Dependent Variable: Green infrastructure transportation

Table 9 Coefficient

H1 Urban density of population has a positive impact on Green infrastructure transportation

H10 Urban density of population has no positive impact on Green infrastructure transportation

Firstly, regarding the parameters of urban population density, the beta coefficient of 0. 238

shows that there is a positive association realized. Further, the results of the analysis confirmed

the relationship between the variables at the level of significance (Sig) of 0. 024, which is below

the standard Test Rest value of 0. 05, therefore, the study can conclude that there is significant

support to reject the null hypothesis (H10) which stated that the density of population in the

53
urban area does not affect the transportation of green infrastructure. This indicates that places

of high population or concentration will either demonstrate higher use or implementation of

green transportation systems.

H2 Transportation infrastructure has a positive impact on Green infrastructure transportation

H20 Transportation infrastructure has no positive impact on Green infrastructure transportation

Besides, this is also indicating good correlation between transportation infrastructure and green

infrastructure transportation. The t value for a given standardized coefficient of 0. 415 can be

considered as significance influence, and the result in terms of signifcance level (Sig. )is most

valuable being 0. 001. Since the calculated result is higher than the critical value, we need to

dismiss the null hypothesis (H20), which means, indeed, it is possible to state that development

or investments in transport infrastructure lead to development of green transportation options.

H3 Economic development has a positive impact on Green infrastructure transportation

H30 Economic development has no positive impact on Green infrastructure transportation

Last of all, economic development emerges as the other reason as to why green infrastructure
transportation is encouraged. The standardized coefficient of 0. Ten of them provide evidence
that level of economic development affects green transport infrastructure. The Sig. value is 0
that shows an extremely significant differ- ence in nurses’ job satisfaction with the evidence of a
large effect size of 1. 005 that we considered here, is less than our prescribed level of 0.5 that
represents the critical point, meaning therefore that we have enough reason to reject the null
hypothesis represented by H30 on the basis of insufficient empirical evidence, hence
suggesting that areas with a highly developed economy are likely to see improvements in the
green transport infrastructure.

All in all, based on the statistical tests in the regression analysis, the major hypotheses
concerning the urban population density are directly related to the transportation of green
infrastructure and the development of transportation infrastructure for economy. These findings

54
depict how Urban planning, transportation policies and economic factors lead to continual
sustainable transportation solutions.

Discussion
Thus, the integration of gender transport characteristics into the design of urban spaces is

becoming one of the common features incorporated into the development of modern cities all

over the world. As the specified research objectives aim at the examination of social and

economic benefits, understanding of user behavior, recommendation of new infrastructure, and

evaluation of technological advancements in green transportation, the following research

questions can be beneficial in achieving these goals.

The first research question aims to assess the specific gains of integration of green transport

infrastructures in the contemplated urban environment. Several works have also highlighted the

positive aspects of green transportation in decreasing the overall carbon footprints, enhancing

the quality of the air, and being cost-efficient (Shah, Erkens, van Wingerde, Vanegas, & Attia,

2021). For instance, in the discussion of the impact of green transport projects, a research study

by Simões, Pereira, and Dias (2023) proves the effects that consider climate change by

reducing pollution on public health.

The upcoming section will be concerned with the reliability analysis results that aimed to test the

reliability of green infrastructure planning related variables, strength of the research frame, etc.

Furthermore, the result of the correlation analysis shows that green infrastructure transportation

has a relatively high level of associations with urban density, transportation plan and

infrastructures, and economic improvement. This reasoning agrees with recommendations in

the current studies which show the connection of the recognized factors of urban advancement

and the effectiveness of green transportation policies.

55
The second research objective is to identify and discuss the principal factors that could impact

the changes of the user’s behavior toward the green transport solutions. Knowledge of users’

sentiments, inclinations and limitations are crucial for encouraging their uptake or sustainable

transport systems (White et al. , 2019). Prior studies have opined that cabins receive a choice of

travel based on aspects such as the bearer, advantage, affordability and perceptual advantages

(Chen & Lu, 2016). Regression analysis is informative on spatial distribution of the densities of

the urban areas as well as the transport system and economic development of green

infrastructures. The large positive coefficients realize positive pairwise relationship between high

density urban area, effective transport and income, and the adoption and use of green transport

options This paper establishes the centrality of specific leveraging interventions and polices to

foster sustainable behavioral patterns in urban spaces.

The urban system is a complexity that depends on different factors, like population density,

means of transportation, and economic activities (Kudryavtseva, 2021). Theories generated by

scholars on the sustainability of urban dynamics and transportation infrastructure have stressed

the issue of curtailing environmental concerns and solving the crises of traffic jams (Nathvani et

al., 2022). Human density results in extraordinary impact on transportation systems that are

interwoven in urban spaces. Overload of communication services in densely populated areas

causes traffic, air pollution, and carbon emissions (Malamis, 2016). Nevertheless, then in

preference of these well-populated areas and a viable combination of public transport including

bicycle and walking is possible. So, knowledge about the faithfulness of population density and

green infrastructure for transport is one of the factors necessary for the formation of sustainable

urban environment.

Urban system can be categorically described as a complex and multifaceted environment that

results from population increase and density, transport systems, and economic activities

(Kudryavtseva, 2001; Nathvani et al. , 2002). The urban systems and vehicle infrastructures

56
have over the view been of interest in research which have recommended sustainable

measures one of which would probably be for the improvement of the existing environment and

traffic conditions. In addition to this, population density is found to contribute the most when it

comes to identification of transportation pattern as well as development of infrastructure in cities

(Malamis, 2016).

Pollution in the air and Carbon emission are among the high density region’s where demand of

the communication services is high (Malamis 2016). Nevertheless, populated districts are also

the most suitable for public transportation and backing of the alternative that may comprise of

bicycles amenities, as well as bicycle lanes. Transport infrastructure the construction of roads,

the development of the public transport system and the provision of cycles affect the transport

culture and mode of transport used (Tiwari, Jain and Rao. 2016). ‘Reduction of pollution

transportation infrastructure’ is bicyclists and pedestrian islands that are effective in enabling

efficient use of sustainable form of public transport in place of standard automobiles that release

pollutants into the environment and encourage people to become sedentary (Pucher, and

Buehler, 2017). Findings of previous studies proved that available green transport infrastructure

played a significant role in promoting the use of green transport systems (Shah et al. , 2021).

San or urban infrastructure affect the economic development of the economy in correlates with

the networks of transportation. However, highly economic activities due to economic processes

increases mobility needs and car ownership thus causing traffic congestions and pollution

(Venter, Mahendra, and Hidalgo, 2019). However, growth also brings change and possibilities

for the improvement of transport sustainability, for example the improvement and consolidation

of public transportation systems, as well as the implementation of the growth of innovative green

transportation technologies (Suzuki, Cervero and Iuchi. 2013). It is the integration of economical

57
strategies with the environmental objectives that forms the blueprint to the advancement of

sustainable urbanism (Bai and Li,2023).

Transportation infrastructure forms a support structure for travel and mobility systems in cities

affecting the movement pattern and travel choices. By asking capital to the public transit

systems as well as cycling tracks and walker friendly infrastructures makes it easier to initiate or

transit to a green network (Li and Lai, 2006). Transit-oriented development (TOD) policies call

for the design of urban locations where multi- functional activities that require frequent access to

transit are most concentrated and surrounded by well-connected transit systems with the vision

of reducing car dependence and increasing demand for sustainable modes of transport.

Based on the land use where the study area is situated in Colombo 07, examine the

geographical representation of green plantation expansion of the area as captured in the

satellite images by Zeyu Zhang a (2021). Promoting urban biodiversity thus contributes to

human beings’ ability to cope with climate change through the ecological services this

biodiveristy provides. Some of the well known functions include serving as a barrier for a

microclimate, management of water and air, sound insulation and carbon dioxide capture.

Dense population of diverse plant cover and animals enhances the resilience of a community to

natural disasters in the region (Kowarik et al. , 2020).

58
Figure 8 Green cover of Colombo 7

By virtue of the green satellite map (GIS) of Colombo 07 map marked below, the above area

was marked as grass land, ornamental plants, road tops, tree area and open spaces. In fact,

there is fluctuation of the green cover distribution. In fact from the satellite image it can be

clearly noticed that this area of Colombo 07 is round a beautiful eight of trees adn well trimmed

green lawns. It can also be seen as an advantage in aesthetics and a protection to both

ecological and environmental resources at the same time (Ruipeng Tan a, 2022).

59
Due to number of tree species and thick vegetation cover, one sees a wide ranging variation of

green hue in the area. A major reason is that tall, mature trees line most of the streets and

avenues; under its canopy, the pavement feels cooler. Some types growing in dense and varied

patterns help a variety of bird and tiny animal species and again there is a commitment to a

diversity. The spectacular and naturally attractive features that serve as invitations to guests are

the expansive, well-irrigated lawns found within the compounds and between the trees (Boqiang

Lin, 2020). These spacious green areas are parks and gardens that provide recreational

services to the people in the region for both residence and tourists. Both trees and grass boost

beauty and integrate nature and mankind even more (Jing-Li Fan a b c, 2020).

Suburban sustainability is evident in Colombo 07 where green centres are seen in the capacity

of the area in preserving and developing greenery. For the same reason, the parks and other

green zones raised in Colombo 07 imperial the quality of life of residents and became an

example of rational and sustainable development of urban territories appealing to ecological and

social considerations (Yue-Jun Zhang a b, 2020). On the basis of the comparison between the

two areas with reference to the biodiversity of the area, it captures the building, construction and

human activities as seen in the open spaces area in the image. So when as the highest value

for open area it pointed such higher degree of complexity areas like the 7th district of Colombo.

When determining the area complexity, the following scenarios are likely to occur: more

Personal Vehicles used, more building construction complexity, more urban area; thus, the

space area has more Harmful Emission (Zhihan Lv, 2022). That would also have a negative

effect on the bio diversity of the land in that region.

60
 Source – Drawn by the author

Figure 9 Land Use

61
That is why elements of free space being parks and playgrounds as well as other land usage less
comparing to. It should be changed with green planning since most of the hazardous effects
due to environmental pollution will be borne by the enormous chuck of area complexity. In
addition to that, with reference to the analysis, to rectify people’s mental conditions, job
prospects will assist in decreasing of green spaces in the area (I. P. Senanayake, Remote sensing
based analysis of urban heat islands with vegetation cover in Colombo city, Sri Lanka using
Landsat-7 ETM+ data, 2013).

4.2.3. Road variation on Colombo 07 area, Road Map for the area

62
 Source – Drawn by the author

Now, urban road traffic as much as many other networks often in a way influence the transport
behaviour of a particular zone. It is for the reasons outlined above that it is useful to examine
this road network to comprehend the present-day landscape of traffic and efforts to attain
enhanced conditions in the road space. It is equally important to also note that the road traffic
network of a city is best represented by weights of the edges which are defined by
characteristics of the edge. The Management of the Road Map in the Colombo 07 Area to show
the difference in the roads and how it can be managed and accommodated in transport
facilitation at minimum amount of road provided to the people and the natural environmental
arrangement of the area. In this context, while making an overall assessment of green
transportation facility, one should not overlook road changes in the related area (E. A. Huanfeng
Shen a, 2019). This is because people use their personal transport methods for different
reasons such as daily transport means. When considering the above mentioned data set, it
identified people familiar with impacts of green infrastructure; however, due to certain
circumstances and the lack of the application advancements for technologies, the conventional
usage of the government, little focus on change and transfer of a limited amount of funds to
infrastructure and facilities, the governments have adopted minimal measures to prevent
malicious actions, which would be leading causes of instability. In addition, many individuals
make use of the space with the greatest potential hence the changes as to what is currently
available are not as simple for the population.

Finally, the ability to modify the existing facilities is not the same as the community. In its
subtopic, we discuss some of the scenarios which include the following: The problems include
confusing heat issues, noise, wastage of water resource, and last but not the least the high
costs related to the clear water supply to the people of the community. During comparing the
data collected, the author also identified that there are additional benefits, which the community
already knows, if there is an improvement of green infrastructure; however, the absence of
measures will hinder change management.

Figure 10 Colombo 7 area road map

63
The road map of the area presented in figures 14, 15, 16, 17, & 18 of NelumPokunaMawatha,

GnarathnaMawatha, Philip GunawardhanaMawatha, Independence Avenue and

BaudhdhalokaMawatha are the main roads of the area, as these are capturing the area

transport network to the most extent possible. Along this regard, these roads may experience

the heaviest traffic at once for that perhaps many reasons if situated in urban areas. It can be

the largest ever in personal vehicle use for private expenditure and people do not use public

transportation means for they were disabled by the government that does not currently offer the

facilities as quoted by Soraya Chaturongakul 1, 2008. It would therefore need to ensure that it

has adopted all such measures that would enable the transportation structure. According to the

current structure and development of the transportations system of Sri Lanka, two main means

of transport are Buses and Rails. Likewise, the inhabitants of the Colombo 07 areas also prefer

this kind of travel with, for wage employment or other daily activities. The reaction of the

stakeholder parties in the interviews are that buses and trains have some of the facilities that

are easier for the community with: But people are not prepared even to go for the public

transportation systems as much as the public transportation systems are willing to be benefited

with services provided by the people but only in their private cars. Of the various categories of

taking of necessary actions it should include government support and the steps of the facility in

the public transport transformation where it exists in shifting of its conventional approach

towards the implementation of green into . It would also require a change of mindset from the

consumers as regards to the transport mode where the present one is shifted towards a more

collective form of transport.

Recommendation

64
That is why the following strategy appears to be relevant: If all integrated technological analysis
of urban processes, transport infrastructures, and socio-economic change is achieved (Andersson
et al. , 2019; Kudryavtseva, 2021; Nathvani et al. , 2022). This kind of approach should take into
account such factors as population density, the transport infrastructure, the growth of the
economy or rise, and other similar measures for green mobility transport systems to function
effectively for their implementation reasons (Burger et al. , 2022; Chen & Lu, 2016). At this
point of interdependencies, the policymakers would be in a position to reveal the cycle of
complemented and substituted use of the resources and technologies, and thus the efficient and
effective solutions to urban growth would be set (Carlino et al, 2007; Givoni and Perl, 2017).
However, for the development of green transport, the infrastructure should also be promoted
together with the related financial investments (Badassa et al. , 2020; Chen et al. , 2020). This
entails shifting funds to the development and improvement of infrastructure in public
transportations such as trunks for freight transport, bike lanes, and sidewalks (Grabowski et al. ,
2022: Lemieux et al. , 2023). These initiatives are not just to offset hydrocarbon emission-
Climate change pledge and traffic jam challenge but are also steps to promote active
transportation and health (Lu and Li 2023, Malamis 2016). TOD is defined around defensible
and legal techniques for reducing a certain reliance on private cars and to enhance transport
quantitative for walking, biking, and public vehicles, which form the major goals for enhancing
more sustainable transport systems (Chanieabate, 2023; Jelti, 2023). Besides, the appraisal of the
PPP transport projects will raise the likelihood of expanding sustainable and effective transport
initiatives (Hoover et al. , 2021; Ottensmann, 2021). The private sector has lent the skills and
cash to PPPs to develop and sustain green transport enhancement schemes that can be efficient,
though affordable to operate (Kadyraliev et al. , 2022: Mentioned by White et al. , 2019).

Conclusion

The conclusions as to transportation planning for green infrastructure derived from the study

carried out in Colombo 07 area bears an important insight of the relationship between urban

development, transportation ‘networks’ and sustainability. Nevertheless, it occurs to me that,

while the conclusion rather effectively reinforces the goal of incorporating ecological programs

into the construction of cities, it does not provide a thoughtful analysis of some of the issues

65
which may be faced by advocates of such approaches, the potential weaknesses, or other

perceptions that may arise with reference to the implementation of ecological strategies. As

such, prospecting these additional aspects will enable us to provide a clearer definition of the

subject .Firstly, while the study rightly focuses on how urban density, transportation structure

and economic development are positively associated with advantageous shifts to green

transport schemes, it fails to fully understand the underlying factors about how such

relationships can effectively be translated into policy actions. In implementing active transport

measures in cities, key challenges arise due to activities of retrofitting infrastructure in urban

precincts. This can be true especially when space is limited, whether in terms of available space

to expand or space available to make adaptations.

Additionally, the conclusion of the report that suggested that strategic investment in green

infrastructure is going to yield socio-economic and environmental returns is a misrepresentation

of the scheme. The available evidence that illustrates the overall benefits of green transport

includes the ability to substills congestion, cut down on emissions and enhance air quality

although such benefits differ with the myriad factors in a particular context. For instance, the

effectiveness of PTs can be limited by factors such as insufficient funding, degradation of the

infrastructure, or cultural tendencies of population toward personal automobile usage.

Additionally, the promise made in the conclusion that governments and stakeholders should

include green infrastructure projects as their number one national/s on their agenda might lead

to neglecting other existing priorities and capacities. In many urban areas, therefore, policies are

formulated amidst competing political, economic and social forces that add conflicting demands,

demands that need to be met. Thus, while green transportation might be a vital factor in

sustainable development of cities, it is may not be a priority more urgent issues like affordable

housing, health care, education, and security which are also important fixtures of the cities.

66
Similarly, the failure to address power relations and conflicts of interest in the policy and

planning process that the conclusion left out but could emerge or already exist within these

partnerships between policymakers, urban planners, businesses, and communities means

success. For instance, vulnerable groups or minorities may intensely experience some social

costs of watershed development surveys, hence resulting in conflict and opposition to green

infrastructure projects. Thus, organizational collaboration can be more than just consulting,

meaningful participation, and sharing of power and decision-making processes but also

supporting to enhance equality and fairness.

In light of the criticisms it is necessary to consider the vision that green infrastructure

transportation can offer, its potential to support the development of better and more sustainable

and resilient cities. It is for this reason that over-arching theories must be applied with detail and

sensitivity to the context of the city for them to yield their full potential of development in the

urban situation. This may include using new forms of funding, the involvement of private sectors

and engaging communities in decision-making processes and implementation. The conclusion

of the study as to the relevance of green infrastructure for transportation planning is an

important one, but it may be observed that expanding of such strategies could serve to benefit

from a more comprehensive review of the problems and issues that may be involved in the

process of realizing such undertakings. In doing so, however, we can understand the issues

discussed on this course more comprehensively and pay attention to whether or not green

transportation schemes are a suitable solution to current challenging and whether there are

other more equitable, inclusive, and sustainable approaches to urban development that can be

optimized.

Limitations and Further Work

A major limitation in the literature review to specifically plan green infrastructure for

transportation in Colombo 07 is that the study is geographically restricted, which does not allow

67
for conclusions to be drawn easily in other urban areas. Nevertheless, understanding the issues

arising from such a specific area of study is quite beneficial, however, conducting research on a

broad number of different cities would be useful to gain an extensive view of the possible

liabilities and virtues of the green transportation programs. Also, the fact that only correlational

analysis was employed in the study means that the author might end up missing out on some

aspects of the social, economic, and political factors that might be shaping the transportation

sector and decisions being made in this sector. Future studies may use more refined methods,

like conducting both qualitative and quantitative research or cross-sectional survey studies that

would provide a better understanding of transformational change in urban development and

transportation planning.

In addition, unintentional outcomes that may be realized from green infrastructure projects, and,

therefore, trade-offs may not have been captured by the studies. For instance, campaigns to put

in place cycling amenities could lead or worsen gentrification and subsequent people eviction

from their homes if proper housing subsidies and equal share for oppressed community were

not combined with the cycle structures. For future work, it should be expanded to account for

the social and spatial consequences of green transportation policies and develop ways to

address unfair consequences on disadvantaged communities.

However, similar to what the study recommends future governments and stakeholders to adopt

an active engagement to ensure green infrastructure plans are prioritized and implemented; the

study lacks a clear and concise guide on the actual processes required to ensure there is

adequate adoption of green infrastructure projects. Future research could aim at examining the

policy tools, funding strategies, and institutional arrangements that might be leveraged to unlock

the potential of progressive green transport practices at the local, regional and/or national level.

Moreover, new research ought to be conducted to capture the enduring effects of investing in

68
green infrastructure in relation to the sustainable development, climate change resilience as well

as social justice in urban cities. This analysis outlines some of the primary limitations and a

course of action to guide subsequent research and practice to enhancing the discussion on

green transportation and supporting the creation of progressive urban environments for all.

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 Appendix

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Appendix 1- Ethics check list

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Appendix 2 -Risk Assessment 1

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 Appendix 3- Risk Assessment 2

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Appendix 1- Ethics check list

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