Urban Informality

I N D I V I D U A L L Y S U P E R V I S E D R E S E A R C H P R O J E C T
L i t e r a t u r e R e v i e w a n d R e s e a r c h D e s i g n
1 0 2 3 0 8 T
D e p a r t m e n t o f T o w n & C o u n t r y P l a n n i n g
U n i v e r s i t y o f M o r a t u w a

Step 1
“Natami” Domestic Wholesale & Retail Courier Service Providers
R e s e a r c h B a c k g r o u n d
C i t y / U r b a n E c o n o m y
(Developed/Developing/Colonial)
Tourism
Education
Construction
Infrastructure
Recreation
Industries
Administrative
Religious
Health Services
Other
Transportation
Loading and Unloading
Informal
Formal
Natami (Traditional loading & unloading worker)
As a “ p r o d u c t i o n o f C i t y E c o n o m y ”
Motorized Modes
Fork Lifters
Conveyors
Cranes
Vans
Cranes
Trucks
Pollution
Accidents
Climate Change
Green House Gas Emission
Urban Environmental issues
Wholesale Trade
Retail Trade
URBAN
ECONOMY
TRADITIONAL
LOADINGAND
UNLOADINGMODES
MODERNLOADING
ANDUNLOADING
MODES
R E P L A C E D B Y
Step 1
Natami
City functions
Built
environment

A Study on the relationships among Natami, built environment
and city functions with special reference to Pettah
R E S E A R C H
O B J E C T I V E
R E S E A R C H
T I T L E
To identify the relationships among Natami, built environment
and the city functions of Pettah .
R E S E A R C H
Q U E S T I O N
Step 2
Are the characters of built environment and the prevailing
city functions cause to the existence of Natami in Pettah?
Limitations Sample was limited into 80 Natami.
Activity Mapping was limited only to Keyzer Street due to the Time Limitation.
Activity mapping was not done during Night time
“Natami” Domestic Wholesale & Retail Short Distance Courier Service Providers

Research Design
Preliminary Observations on understanding Natami in the city,
how they evolve and how they contribute to cities
Understanding the problems related to
Natami in cities
Identification of Research problem and Objective
Step 1
Step 2
Step 3 L i t e r a t u r e R e v i e w on
Natami in the world History of Natami in
Sri Lanka
Natami in ISOC Natami as a Non Motorized
Transportation mode
Relationship between
Natami,Cities,social, economic
and Physical aspects
Develop a working definition for Natami ( Natami as an Informal sector Non Motorized Transportation mode contribute to
the wholesale and retail trade in cities)
Hypothesis – Natami exist in Pettah because of the character of the built environment and their strong contribution to the
prevailing city functions
Step 4 Data Collection Field Observations In depth Interviews Activity Audit Time lap Photographs
Step 5
Focus Group Discussions Place centered mapping
Analysis Natami Functions of Pettah
Streetscapes
Cross Sections
Network Diagrams
Centrality Calculations
Relationship
Built environment
Relationship

SUMMARY-LiteratureReviewon
Natami in the
world
History of
Natami in Sri
Lanka
Natami in International Standard Occupation Classification.
Natami as a
Non Motorized
Transportation
mode
Relationship between Natami, Cities, social, economic and Physical
aspects
In 1820s Britain began to export Indian coolies to their colonies such as Sri Lanka,
Trinidad etc.
Still in many of the Asian countries such as Zegyo Market-Mandalay, Khari Baoli
Street-Old Delhi, Sampheng Market-Thailand have hand pull cart haulers.
Natami worked in Pettah since 1950s
Initially they used “Watti” to transport goods but with the expansion of port
Natami shifted to handpull carts
(Marga Research Studio,(1978)The Informal Sector of Colombo city(Sri Lanka),Marga publications, Colombo )
Informal Sector transportation modes such as, Pedicabs, Cycle rickshaws,
Horse carts, and Hand push carts, For hire-motorcycles, Auto rickshaws, and
Truck passenger transport
Source: Cervero, R. (2000). Informal Transport in the Developing World. United Nations Centre for Human Settlements(Habitat)
Nairobe: .

Environment
Economic
Social
Physical
IntegratedApproach
Defining the research Scope – Derivations through Literature
NatamiCity
Traditional loading and unloading workers
emerged as a production of the city
economies
Step 1
Step 3
Informal sector non motorized transportation mode
Comprehensive
Literature
Review
Environment sustainable transportation mode
Economically feasible transportation mode
Identifies Natami as an,
Stages of
Research
Design
Area of Research“Natami” Domestic Wholesale & Retail Short Distance Courier Service Providers

C E N T R E L B U S I N E S S D I S T R I C T – S R I L A N K A
Port
Manning Market
Pettah
C a s e S t u d y
 Origin Of Natami
L.P.Rupasena, B. Rathnayaka
and T.Ravichandran (2007)
Agricultural Marketing
Information System - Case
study in Matale ,Hector
Kobbekaduwa Agrarian
Research and Training
Institute, Colombo
 Pettah is the
topmost
wholesale market
in Sri Lanka

ANALYSIS

A n a l y s i s
Built
Environment
Functions
of Pettah
Activity Mapping
Network Characteristics Analysis
Centrality Calculations
Streetscape
Cross Sections
Analysis 1
Analysis 2

Relationship between Natami and the FUNCTIONS of Pettah

Third Cross Street- W
Fabrics, Cloths
Fifth Street - W
Vegetables, Onions
O v e r v i e w
Fourth Street - W
Ayurvedic medicines, Spices
Main Street-W,R
Cloths,Leather,Banks
Tea Shops in the junction
depend on Natami
Natami park their
carts in certain
selected locations
Bodhiraja Mawatha- R
Vegetables, Fruits
PORT
Cart Lenders do their business in Main Street

v
 Wholesale goods importers/exporters
 Natami ( Loading /unloading)
 Cart Lenders
 Wholesale merchants
 Cart Repairers
 Security Service providers
 Route Owners
 Farmers
 Transporters (Lorry Services)
 Accommodation Providers
 Street Tea Shops
 Port
 Consumers
Identified N o d e s
Relationship between Natami and the functions of Pettah
S p a t i a l D i s t r i b u t i o n
Cross Streets
Manning
Market

An i n t e r w e a v i n g , but d i f f e r e n t , set of r e l a t i o n s h i p s must g r o w
u p ; these are w o r k i n g r e l a t i o n s h i p s among people.
Jane Jacobs, Death and Life of Great American Cities
TRUST-NATAMIasaCONFIDENTIALINTERMEDIATOR
TRADEABSENTEESM
Cart Repair Shops Security Services
Cart
Lenders
Colombo Port
Natami
At cross
Streets
At Manning
Market
1st cross street
2nd cross street
3rd cross street
4th cross street
5th cross street
Street Tea
shops
Accommodation
providers
Buyers
NETWORK
Wholesale
Merchants
Importing
Companies
Lorries

Nodes Quantity
Cart lenders 4
Workers 52
Natami at Manning Market 1581
Natami at cross streets 2000
3637 (approx. 3600)
Source: Compiled by author through the interviews carried out in the field, Association
of Vegetables and Fruit Merchants (2014) Natami registration book, (unpublished
data))
Nodes ( individual income) Income per Day per person Income per Month
Cart lender 24,000 (80 fee x 300 carts) Rs. 720,000
Workers 1 x 750 Rs. 22,500
Natami at Manning Market Rs. 2000 Rs. 50,000
Natami at cross streets Rs. 2000 Rs.50,000
Sources: Compiled by author through the interviews carried out in the field, Association of
Vegetables and Fruit Merchants (2014) Natami registration book, (unpublished data))

Centrality of the Nodes
 D e g r e e C e n t r a l i t y
How many people “X” interact with
X
 C l o s e n e s s C e n t r a l i t y
How many people “X” close to other nodes or
 B e t w e e n e s s C e n t r a l i t y
To how many people “X” act as a BRIDGE or
 I n f o r m a t i o n C e n t r a l i t y
How much “X” removal affect network information efficiency or
Software used to calculate the Centrality -“SocNet V-1.5”
The most influential person in a network.

Information Centrality
Node IC’ value %IC
1-Cart Repairers 0.0513 5.13
2- Cart Security Providers 0.0513 5.13
3-Cart Lenders 0.0772 7.72
4-Natami 0.166 11.6
5-Route Owners 0.0712 7.12
6-Vegetable Suppliers 0.0486 4.86
7-Consumers 0.0794 7.94
8-Cross Street Vendors 0.0824 5.13
9-Wholesale Merchants 0.0794 7.72
10-Port 0.0513 5.13
11-Importers and Exporters 0.0772 7.72
12-Lorry Renters 0.0824 8.24
13- Tea Shops 0.0661 6.61
14-Accomodation
Providers
0.0661 6.61
[i] IC'- is the standardized IC (IC divided by the sumIC).
How much “X” removal affect network information efficiency?

Where: CCi = Closeness centrality of node i
Lij = Cumulative impediment between nodes i and j, with j∈N and i≠j
N = all nodes in the network
How many people “X” close to other nodes ?
Node CC value %CC
1-Cart Repairers 0 0
2- Cart Security Providers 0 0
3-Cart Lenders 0 0
4-Natami 0.566 56.6
7-Consumers 0.24 24
10-Port 0.112 11.2
13- Tea Shops 0 0
14-Accomodation Providers 0 0
Closeness Centrality

Degree Centrality
CDi = Degree centrality of node i
Aij = Direct (transfer-free) link between nodes i and j, with j∈N and i≠j
Node DC value %DC
4-Natami 0.615 61.5
7-Consumers 0.0769 7.69
10-Port 0.0769 7.69
13- Tea Shops 0 0
How many people “X” interact with?

CBk = Betweenness centrality for route segment k
Pij(k) = paths between nodes i and j that pass through segment k, for all i,j∈N and i≠j
Betweeness Centrality
Node BC value %BC
4-Natami 0.519 51.9
6-Vegetable Suppliers 0 0
7-Consumers 0 0
10-Port 0 0
13- Tea Shops 0 0
To how many people “X” act as a BRIDGE

A C T I V I T Y M A P P I N G , K E Y Z E R S T R E E T 6 . 3 0 A . M – 8 . 3 0 A . M
Tea Shops Natami find their
way easy through
narrow spaces
Narrow Spaces only
allowed Natami to move
easily

A C T I V I T Y M A P P I N G , K E Y Z E R S T R E E T 1 1 . 3 0 A . M – 1 . 3 0 P . M
Tea Shops They chat, read
And interact
Mobile Food vendors
“Eyes on the Streets”
They customize
the space

Activity MappingA C T I V I T Y M A P P I N G 4 . 3 0 P . M – 6 . 3 0 P . M
Junctions are busy Tea Shop still functions
Traffic in the evening

A C T I V I T Y M A P P I N G , M A N N I N G M A R K E T , 6 . 3 0 A . M - 8 . 3 0 A . M
Collecting Tokens
Natami find their
way easy through
narrow spaces
Manning Market filled
with vegetables
They move easily through
narrow spaces

A C T I V I T Y M A P P I N G , M A N N I N G M A R K E T , N O 0 N
Share the road with other
vehicles
Gathering places
Congestion reduces gradually

A C T I V I T Y M A P P I N G , M A N N I N G M A R K E T , E V E N I N G
Few consumers visit in their way home
Retail vendors still stay.
Few Natami who spend their night at Manning
Market roam in the market

Relationship between Natami
and the BUILT ENVIRONMENT of
Pettah

Streetscape-Keyzer Street
Relationship between Natami and the BUILT ENVIRONMENT of Pettah
Sources: Field Observations

4m Parking area 3m
Vehicle and Pedestrian
pathway
Cross Section – Keyzer Street
C r o s s S e c t i o n s
A
B

6m
Cross Section- Manning Market
A B
Narrow road widths support the existence of Natami
C r o s s S e c t i o n s
B

FI N DING S Relationship between Natami and the City functions
Centrality Calculations reveals that Natami is the most influential node in the prevailing networks in
Pettah
Kinetic Layers create by Natami
Static Layer functions within the
shops

FI N DING S Relationship between Natami and the Buit environment
“The essence of cities is social and economic diversity, that diversity requires certain
physical conditions”
-B a r r i e N e e d h a m ( 1 9 7 7 ) ,
How cities work; An introduction, Great Britain(p 15-18)
Narrow Streets and Vertical rhythmic buildings support the existence of Natami
“Natami”Built environment of
Pettah
Functions of
Pettah
Relationship Relationship
Labor force of
the country Earn
considerable
income
Create safe
environment in
Pettah
Entire
Country

TRUST-NATAMIasaCONFIDENTIALINTERMEDIATOR
TRADEABSENTEESM
“Natami” Domestic Wholesale & Retail Domestic Courier Service Providers
Cart Repair Shops Security Services
Cart
Lenders
Colombo Port
Natami
At cross
Streets
At Manning
Market
1st cross street
2nd cross street
3rd cross street
4th cross street
5th cross street
Street Tea
shops
Accommodation
providers
Buyers
SUPPLY&LOGISTIC
NETWORK
Wholesale
Merchants
Importing
Companies
Lorries
Motorized
Modes
Nodes Quantity
Cart lenders 4
Workers 52
Natami at Manning Market 1581
Natami at cross streets 2000
Route Owners 20
3657 (approx. 3600)
Nodes ( individual income) Income per Day per person Income per Month
Cart lender 24,000 (80 fee x 300 carts) Rs. 720,000
Workers 1 x 750 Rs. 22,500
Natami at Manning Market Rs. 2000 Rs. 50,000
Natami at cross streets Rs. 2000 Rs.50,000

CON CLUSI ON
 Natami is a strong character in Pettah and also a part of Pettah.
 Changing the built environment is a threat to the existence of Natami
 Disappearing Natami lead to disappear many ties attached to the
functioning Networks of Pettah
 Decision makers should concentrate on facilitating the existence of
Natami to encourage the smooth flow of the prevailing Supply Chain of
the country

Angira, O. C. (July 2013). Challenges and Opportunities for Sustainable Urban Mobility (Non-Motorized Transport): A Case
Study of ‘Nyamakima Area’, Nairobi County, Kenya. Nairobe.
Akshay Mani, M. P. (2002). Sustainable Urban Transport in India: Role of the Auto-rickshaw Sector. India: World Resources
Institute.
Benjamin, N. (1980). Chinese Coolies in Cuba and Peru: Race, Labor, and Immigration 1839–1886.
Bonner, C. (July 2006). Organising Informal Transport Workers: Global Research Project. South Africa: International
Transport Workers’ Federation .
Cervero, R. (2000). Informal Transport in the Developing World. Nairobe: United Nations Centre for Human
Settlements(Habitat).
Daniels, P. (2004). Urban challenges: the formal and informal economies in mega-cities. Cities, 501-511.
Dhakal, S. (2007). Overview of Transport and Environment. In I. f. Strategies, Air Pollution Control in the Transportation
Sector;Third Phase Research Report of the Urban Environmental Management Project. Japan: Institute for Global
Environmental Strategies. (pp. 5-16)
Dogan N, K. J. (1988). The metropolis era; Mega cities. Cities, 501-511.
F Amponsah, J. T. (1996). The commercial use of non-motorised transport: evidence from Accra, Ghana. United Kingdom.
Garlick. (1971). African traders and economic development in Ghana. Ghana: Oxford.
Habib, K. M. (2003). Effects of NMT (Rickshaw) on road transportation system and air pollution in Dhaka city. In
proceedings of the 9th International Student Seminar on Transport Studies (ISSOT). Bankok, Thailand.
Herzog, B. O. (2010). Urban freight in Developing Cities. Eschborn.
International Energy Agency. (2002). CO2 emissions from fuel combustion 1971–2000 (2002 edition). Paris: International
Energy Agency.
Kalthier R, M. (2002). Urban transport and poverty in developing countries: Analysis and options for transport policy and planning. Germany:
GTZ Press.
Kartodirdjo. (1981). The Pedicab in Yogya karta. Yogyakarta.: Gadjah Mada University Press.
Re fe re nce s

L.P.Rupasena, B. R. (2007). Agricultural marketing information systems; case study in Matale District. Colombo: Hector Kobbekaduwa
Agrarian Research and Training Institute.
Manoshi Perera, S. S. (2004). Analysis of Vegetable Supply Chains of Supermarkets in Sri Lanka. Sri Lankan Journal of Agricultural
Economics, 1-15.
Maruf Hossain, Y. O. (2010). The exploration of Rickshaw usage pattern and its social impacts in Dhaka city, Bangladesh. Annual
Meeting of the Transportation Research Board Washington DC: Transportation Research Board. (pp. 1-17).
Phillips, B. (2011). Sustainable transport- Pedicab experiment. Cape Town.
Radha Chanchani, F. R. (December 2012). A study on the autorickshaw sector in Bangalore City. Bangalore: Centre for infrastructure,
sustainable transport and urban planning .
Rahman, M. M. (2013). Planning for sustainability of Non Motorized public transport in developing countries. Queensland:
Queensland University of Technology.
Rajvanshi, A. K. (2000). Electric and improved cycle rickshaw as a sustainable transport system for India. (1-5.)
Rathnaweera, T. (2014). අනුන්ගේ බර කරට අරන් ජීවිත බර හෑල්ලු කරගත් පිටගකොටුගේ අත්කරත්ත කරුග ෝ,. Divayina.
Replogle, M. (1991). Non- Motorized Vehicles in Asia: Lessons for sustainable Transport Planning and Policy. Washington.
Rietveld, P. (2001). Biking and Walking:The position of Non motorised transport modes in transport systems. Tinbergen Institute
Discussion Paper, (pp. 1-20). Amsterdam.
RISSEEUW, C. I. (1988). The fish don't talk about the water; GENDER TRANSFORMATION, POWER AND RESISTANCE. New York.
Sandaratne, N. (2000). The Informal Sector in Sri Lanka: Its Nature and Extent and the Impact of Globalisation. Colombo.
Singh, S. K. (2012). Urban Transport in India: Issues, Challenges, and the Way Forward. Lucknow: European Transport.
Statistics, D. o. (2011). Sri Lanka Labour Force Survey;Annual Report - 2011. Colombo: Ministry of Finance and Planning.
Transport), D. (. (2007). Manual for Streets;Department for Transport. London,UK: Thomas Telford.
UNEP, C. X.-A. (2009). Share the road: Minimum Standards for safe,sustainable and Accessible Transport infrastructure in Nairobe.
Kenya.
Vidanagamachchi, S. (1980). A Critical appraisal of the informal sector in the city of Colombo. Colombo: University of Moratuwa.
World Bank, S. D. (1999). Managing the Social Dimensions of Transport:The Role of Social Assessment. United States.
Wright, L. (2005). Climate change mitigation and transportation in developing countries. 691-717.
Xie, J. J. (1988). Fighting urban transport air pollution for local and global good: The case of two-stroke engine three-wheelers in
Delhi. Washington, DC:: World Bank.
YATMO, Y. A. (2008). Street Vendors as ‘Out of Place’ Urban Elements. Journal of Urban Design, Vol. 13. 387–402,.

MAJOR GROUPS
1. Senior Officials & Managers
2. Professionals
3. Technical & Associate Professionals
4. Clerks
5. Proprietors & Managers of Enterprises
6. Sales & Service workers
7. Skilled Agricultural & Fishery worker
8. Craft & Related workers
9. Plant /Machine operators &
Assemblers
10. Elementary occupations
11. Unidentified
CONDITIONS
 Registration of the organization
 Accounts keeping practices of the
organization
 Total number of regular employees
of the organization (minimum10)
YES
NO
Formal sector
Informal Sector
Natami in the International standard classification of occupation (ISCO)
Source: Compiled by author referring International standard Classification of Occupation (ISCO) prepared by ILO, Department of Census and Statistics (2012), Sri Lanka Labor Force Survey, Annual Report 2012
Minor Group 933
9331 Hand and Pedal
Vehicle drivers
Transport and
Storage laborers
Literature Review-

Natami & Environment, Social, Economic functions of cities
Criteria Traditional Supply
System(NMV)
(handpullcarts/Rickshaws)
Westernized supply
system (MV) (Fork lifts,
Cranes)
Truck operating cost
per Km
Rs. 35 Rs. 35
Cost of delivery trip 5,250 Rs (150km) 19, 250 Rs(150km)
Load capacity 3500kg 3500 kg
Freight cost
allocation
1.5 Rs/kg of
merchandise/goods
5.5Rs/kg of
merchandise/goods
Amounting to a loose
produce retail price
percentile of
3 to 15% depending on
Market price
11 to 55% depending on
Market price
CO2 generation 45kg 165kg
Source: Bernhard Herzog, (2014) Where is food logistics going?, Vol 48, Germany
The quality of life in a city is linked to the modes of transport available and actually used
Climate XL-Africa(2009),Share the road:Minimum Standards for Sale, Sustainable and accessible transport infrastructure in Nairobe
Facts defined and
identify hand pull carts
are environmentally
sustainable mode of
transportation in Cities.
Literature Review-

Urban Informality

Recommended

Recommended

More Related Content

What's hot

What's hot (20)

Similar to Urban Informality

Similar to Urban Informality (20)

More from H.H.K.R Nayomi (Nayomi Kankanamge)

More from H.H.K.R Nayomi (Nayomi Kankanamge) (6)

Recently uploaded

Recently uploaded (20)

Urban Informality

Editor's Notes