FEASIBILITY STUDY FOR THE ROAD NETWORK FOR HAMBANTOTA DEVELOPMENTPLAN (RNHDP)
Volume I Final Report
Department of Transport & Logistics Management, University of Moratuwa
December 2010 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Table of Contents
Volume I Final Report
Study Team ______xi
Executive Summary ______xii
CHAPTER 1 Background ______1-1
1.1 Objectives of the Study ______1-1
1.2 Study Area of the Proposed Project ______1-2
1.3 Scope of Work ______1-3
1.4 Reporting ______1-6
CHAPTER 2 Data Collection ______2-1
2.1 Maps ______2-1
2.2 Reports ______2-1
2.3 Traffic and Transport Data______2-2
2.4 Social Assessment ______2-3
2.5 Preliminary Field Observation ______2-4
CHAPTER 3 Project Impact Area______3-1
3.1 Geography & Climate ______3-1
3.2 Population ______3-1
3.3 Land use Pattern in the area ______3-2
3.4 Economic Activities ______3-3
3.5 Greater Hambantota Development Plan ______3-6
3.6 Current Status of Development ______3-8
3.7 Industrial Zones ______3-21
3.8 Urban Development Centres ______3-22
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CHAPTER 4 Stakeholder Meetings ______4-1
4.1 Hambantota Meeting ______4-1
CHAPTER 5 Final Road Network______5-1
5.1 Introduction ______5-1
5.2 Definition of Transport Functionalities ______5-3
5.3 Road Network Proposed by RDA ______5-5
CHAPTER 6 Geometric Design ______6-1
6.1 Geometric Design Criteria ______6-1
6.2 Number of Lanes & Staged Construction ______6-2
6.3 Lane Width______6-5
6.4 Shoulders and Centre Median______6-6
6.5 Service Corridor______6-6
6.6 Grade______6-7
6.7 Design Speed ______6-7
6.8 Operating Speed ______6-7
6.9 Cross Sections______6-10
6.10 Intersections ______6-12
6.11 Intersection Control ______6-14
CHAPTER 7 Traffic Analysis ______7-1
7.1 Inter- Regional Connectivity______7-1
7.2 Design Parameters of Road Network ______7-2
7.3 Traffic Forecasting______7-9
7.4 Scenarios for Benefit Cost Analysis______7-15
7.5 Generated Traffic______7-17
7.6 Port Based Traffic ______7-26
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7.7 Network Performance ______7-28
7.8 Analysis of Scenarios ______7-30
7.9 Traffic Levels ______7-33
7.10 Level of Service ______7-33
CHAPTER 8 Public & Non-Motorised Transport ______8-1
8.1 Introduction ______8-1
8.2 Field Observation______8-2
8.3 Livable Compact City for Hambantota______8-3
8.4 Population and Transit Demand ______8-3
8.5 Public Transport______8-4
8.6 Public Transport Network ______8-5
8.7 Non-Motorised Transport______8-10
8.8 Public Transport Stations______8-13
CHAPTER 9 Social Analysis ______9-1
9.1 Background ______9-1
9.2 Methodology of the Assessment of Potential Impacts______9-1
9.3 Populations Served along the Road Commands______9-2
9.4 Agricultural Land Use Pattern ______9-3
9.5 Real Estates Market of the Road Vicinity ______9-4
9.6 Local Economic Centres Served by the Roads ______9-6
9.7 Nature of Built Up Area Affected and the Likelihood Negative Impacts on
Houses, Shops and Public Buildings ______9-7
9.8 Public Places Served by Proposed Candidate Roads______9-8
9.9 The Significant Religious and Other Public Centres Connected to Roads __ 9-9
9.10 Connectivity Impacts of the Proposed Roads ______9-10
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CHAPTER 10 Economic Benefits______10-1
10.1 Vehicle Operating Cost Savings:______10-1
10.2 Travel Time Savings ______10-3
10.3 Socio-Economic (Regional) Development______10-5
10.4 Summarised Benefits for all Scenarios ______10-6
CHAPTER 11 Economic Costs ______11-1
11.1 Land Acquisition & Resettlement______11-1
11.2 Resettlement Costs ______11-1
11.3 Earth works ______11-2
11.4 Drainage ______11-3
11.5 Road Works______11-3
11.6 Structures (Bridges and Culverts) ______11-4
11.7 Elephant Underpasses ______11-5
11.8 Roadway Facilities______11-6
11.9 Lighting & Safety ______11-7
11.10 Rehabilitation in 2021 (after 10 years) ______11-7
11.11 Routine Maintenance ______11-8
11.12 Summary of the BOQ______11-8
CHAPTER 12 Economic Benefit Cost Analysis ______12-1
12.1 Assumptions in Analysis ______12-1
12.2 Benefit Analysis for Stage II Construction Over 3 Years ______12-2
12.3 Sensitivity Analysis ______12-3
12.4 Stepwise construction as Stage I and Stage II ______12-5
CHAPTER 13 Conclusions______13-1
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Annex 1: Preliminary Field Observations
Annex 2: List of Participants for the Stakeholder Consultation Program
Volume II Appendices to Final Report
Appendix 1 Road Network Proposed by RDA
Appendix 2 Final Road Network Proposed by Study Team
Appendix 3 Typical Cross Sections Used for Roads Proposed
Appendix 4 Estimated Traffic Levels (ADT) on Project Roads (2012, 2022 & 2032)
Appendix 5 Forecasted Level of Service (LOS) on Project Roads (2012, 2022 & 2032)
Appendix 6 Public Transport & Non-Motorized Corridors in Road Network
Appendix 7 Proposals for Reducing Accidents involving Elephants & Other Wild Life
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List of Tables
Table 1-1: List of Roads Proposed by RDA ______1-3
Table 2-1: Traffic Survey Program______2-2
Table 2-2: Summary of Flow of Traffic Counts______2-3
Table 3-1: Population of Greater Hambantota Area (2001) ______3-2
Table 3-2: Projections for Population______3-2
Table 3-3: Land Use in the Area ______3-3
Table 3-4: Land Use for Development of Hambantota Port______3-9
Table 3-5: Estimated Traffic at Port of Hambantota______3-12
Table 3-6: GDP and Industrial Contribution in Sri Lanka 1970-2005______3-13
Table 3-7: Aviation Demand Forecast for the Proposed Weerawila Airport______3-17
Table 3-8: Floor Area Allocation of Proposed Administrative Complex ______3-18
Table 3-9: Proposed Land Use Distribution under City Centre Development ______3-20
Table 5-1: RDA List of Road Links Identified in Hambantota Development Plan ____ 5-6
Table 5-2 : Details of the Traces for the 4 New Roads ______5-7
Table 5-3: HR19: Connection between A018 and Sooriyawewa-Mirijjawila Road (HR16) ______5-9
Table 5-4 : HR08: between Sooriyawewa-Mirijjawila Road (HR16) and Hambantota- Gonnoruwa-Meegahajandura Road (HR02) ______5-11
Table 5-5 : HR18: Road connecting Walawe Left Bank Road to Hambantota-Gonnoruwa- Meegahajandura Road (HR02) ______5-13
Table 5-6: HR12: Airport Access Road ______5-15
Table 6-1: Stage Construction and Lane Capacities of Proposed Road Network ____ 6-2
Table 6-2 : Passenger Car Equivalence ______6-3
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Table 6-3: LOS under Different Development Scenarios for Stage I Improvements __ 6-4
Table 6-4: Existing Terrains and the Proposed Design Speeds of the Roads ______6-5
Table 6-5: Calculation of Average Operating Speed (km/hr) ______6-9
Table 6-6: Description of Types of Cross Sections defined ______6-10
Table 6-7: Proposed List of Road and the Cross Sectional Properties ______6-11
Table 6-8: Intersection Types for Stage I and Stage II______6-12
Table 6-9: List of Potential Intersection Developments ______6-13
Table 7-1: Design Parameters of the Proposed Hambantota Road Network ______7-4
Table 7-2: Summary of Observed Traffic Flows (2007) ______7-9
Table 7-3: Daily One-Way Flow of Passenger Vehicles (Uva &Southern, 2007)____ 7-10
Table 7-4: Daily One-Way Flow of Goods Vehicles (Uva &Southern, 2007) ______7-10
Table 7-5: Employment Estimation ______7-12
Table 7-6: Population Estimates for Hambantota Development Area (2012-2032) __ 7-13
Table 7-7: Vehicle Growth Rates to be used for Analysis ______7-13
Table 7-8: Vehicle Growth Rates (2012-2032)______7-14
Table 7-9: Vehicle Fleet and Vehicle Ownership Rate: 2006-2032 ______7-15
Table 7-10: Description of Testing Scenarios ______7-16
Table 7-11: Summary of Scenarios ______7-16
Table 7-12: TransPlan Estimates for Base Case Scenario (2012-2032) ______7-18
Table 7-13: TransPlan Estimates for Development Scenario (2012-2032) ______7-19
Table 7-14: TransPlan Estimates for Hypothetical Scenario I (2012-2032)______7-22
Table 7-15: TransPlan Estimates for Hypothetical Scenario II (2012-2032) ______7-24
Table 7-16: Average Daily Flows at Port of Colombo ______7-26
Table 7-17: Vehicle Entries per gate and vehicle movement rate at Port of Colombo 7-27
Table 7-18: Estimation of Vehicle Movements from Port of Hambantota (2010-2040) 7-28
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Table 7-19: Network Statistics from TransPlan output______7-29
Table 7-20: Analysis of Estimation Scenarios ______7-31
Table 7-21: LOS for Links in HDP network (Development Scenario – 2032) ______7-34
Table 8-1: Projected Population and Predicted Transit Demand______8-4
Table 8-2: Mobility Alternatives for Motorisation ______8-6
Table 8-3 : Public and Non-Motorised Transport Routes______8-6
Table 8-4 : Transit User Origin and Destination (O-D) Estimation per day ______8-7
Table 8-5 : Transit Headway ______8-7
Table 9-1 : Agricultural Land Use Pattern ______9-3
Table 9-2: Percentages of Land in the Road Vicinity with Scrub Jungles ______9-4
Table 9-3: Perceived/ Current Market Values with Market Values of Land before 3 Years ______9-5
Table 9-4: List of Roads Serving Weekly Fairs ______9-6
Table 9-5: Number of Buildings Likely to be Affected ______9-7
Table 9-6: Public Places Served by Proposed Candidate Roads ______9-8
Table 9-7: Religious Places Served by Proposed Candidate Roads ______9-9
Table 9-8: Degree of Significance of the Roads Based on Different Aspects ______9-11
Table 10-1 : Economic Vehicle Operating Cost in Rs/km @ IRR =2 ______10-2
Table 10-2 : Economic Vehicle Operating Cost in Rs/km @ IRR =4 ______10-2
Table 10-3: Modal Share for Forecast period ______10-2
Table 10-4: Summary of VOC Savings ______10-3
Table 10-5: Value of Time for Transport User Groups (in 2010 Rs/Hour) ______10-4
Table 10-6: Travel Time Savings ______10-4
Table 10-7: Freight Time Savings ______10-5
Table 10-8: Regional Benefits Rs mn ______10-6
Table 10-9: Summary of Benefits (Rs Mn in Current Year Prices) ______10-7
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Table 11-1 : Percentage Land Use by Length along the Road ______11-2
Table 11-2: Estimation of Cut and Fill volume ______11-3
Table 11-3: Cost of Drainage______11-3
Table 11-4: Cost of Base and the Pavement (Road Works) ______11-4
Table 11-5: Summary Table of Costs for Structures ______11-5
Table 11-6: Summary Table of Costs for Roadway Facilities ______11-6
Table 11-7: Cost Estimates for Road Safety ______11-7
Table 11-8 : Average Cost of Annual Maintenance ______11-8
Table 11-9: Summary of Stage II Construction Costs ______11-8
Table 12-1: Benefit –Cost Analysis for Stage II Construction over 3 Years______12-2
Table 12-2: Benefit –Cost Analysis for Stage II Construction Stretching over 6 Years 12-4
Table 12-3: Comparison of Cost of Construction for Stage I and Stage I &II______12-5
Table 12-4: Benefit-Cost Analysis for Staged Construction______12-6
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List of Figures
Figure 1-1 : Study Area of the Proposed Project ______1-2
Figure 3-1: Location of Seaport and Proposed Administrative Area in Hambantota __ 3-8
Figure 3-2: Proposed Administrative Complex______3-19
Figure 3-3 : Proposed Administrative Complex and Convention Centre ______3-21
Figure 3-4 : Existing Urban Hierarchy- Southern Province ______3-23
Figure 5-1 : Study Area with Zoning of UDA ______5-2
Figure 8-1: Crutiba – A World Popular Median Bus Lane BRT Model______8-8
Figure 8-2: Sample operation routes for PT along Routes 1 and 2 ______8-10
Figure 9-1 : Populations Served along the Roads in Each DS Division______9-2
Figure 11-1 : Typical Pavement Section Used for Estimations ______11-4
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Study Team
The members of the Study Team who participated in this project are as follows:
Team Leader/ Traffic Analysis/ Prof. Amal S. Kumarage Economic Analysis Highways Design/Engineering Dr. Tissa Liyanage Studies/Costing
Dr. T. Sivakumar Public Transport
Mr. SN Bentotage Transport Planning
Ms. Menike Somarathna Regional & Urban Development
Mr. Janaka Weerawardena Transport Demand Estimation
Mr. K. Jinapala Socio Analysis
Ms. Pradeepa Jayaratne GIS Mapping/TransPlan
Mr. Ranil Sugathadasa Project Manager
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EXECUTIVE SUMMARY
Feasibility Study for the Road Network for Hambantota development Plan (RNHDP) is the project for the allied road network development of the Hambantota International Hub Development that has been carried out by the Department of Transport and Logistics Management of the University of Maoratuwa as invited by the Road Development Authority (RDA).
Identification of the long term demand for transport, assessment of the requirements for transport capacity development and the assessment of the socio-economic viability were the main objectives while investigating the adequacy of the RDA proposed road network development, making recommendations and carrying out the preliminary designs.
Study Area
Hambantota is located in the southern dry zone of Sri Lanka. It spreads over an area of 113,000 ha that lies between Walawe River and Kirindi Oya. The defined area for the development plan covers DS Divisions of Sooriyawewa (21 GNDs), Hambantota (30 GNDs), Ambalantota (13 GNDs), Thanamalwila (5 GNDs), Sevanagala (14 GNDs), Tissamaharama (15 GNDs) and Lunugamvehera (29 GNDs). This study strongly considers that the hinterland of Hambantota has great potential to develop around the port and Hambantota District in particular and as a result, the Southern Sri Lanka (Ruhuna) in general will become an industrialised area.
Development Potential
The study area for the road network has been selected based on the provision of accesses to the proposed international hub development sites such as the Airport, Seaport, Cricket Stadium, Safari Park, BOI site etc. as well as the Convention Centre, Administrative Complex and tourism related development and residential areas. Providing access for these sites and inter-linking them to an appropriate level to the national transport networks were the major concerns when designing the road network.
Based on the Feasibility Study estimates for the Port of Hambantota and discussions with the Urban Development Authority it has been assumed as a precondition, that the Port of Hambantota would by 2030 handle and the other development activities set out in the Greater Hambantota Development Plan, would attract a total direct and indirect
xii UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan employment of 94,000 which would require a net migratory population of 230,000 by the year 2032. In keeping the objective of making Hambantota a 1st order city, the economic development of Hambantota is considered to reach a status of being second only to Colombo District and equal to the developed parts of Gampaha and Kalutara District. Thus vehicle ownership over the 20 year period is assumed to increase from 9 vehicles per 100 persons to 23 vehicles per 100 persons.
Connectivity to National Road Network
When defining the road network, additional measures have been taken to integrate Eastern and Uva provinces nationally, as those provinces are considered to be the least accessible provinces in Sri Lanka and ones that could be better served through a port and airport compared to Western Province.
Functional Requirements for the Road Network
In addition to the provision of accesses for development sites, the study team has purposefully introduced certain transport functionality aspects when defining road network and their cross sections with the intention of increasing the performance of the proposed network and specifically with respect to:
1. Definition of Outer Hambantota Development Area to ensure urban area and its activities are impacted by through traffic
2. Provision of a high profile connection between the proposed Seaport and Airport to facilitate air-sea connections
3. Provision of a viable public transport corridor to promote high density development
4. Maximise Usage of Pedestrian and Cycle Access to encourage sustainable transport and enhanced quality of life
Proposed Network
After considering the aforementioned functionality aspects, the RDA proposals which contained 17 road links extending over 290.2 km, have been improved to a proposed road network with 27 road links. It includes one omission, the Outer Circular Road II, and the addition of 11 new links to the original proposal of the RDA. The total length of
xiii UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan the proposed network is 371.7 km of which new constructions would amount to around 38 km or around 10% of the network.
Traffic Estimation
As per the Terms of Reference the Traffic forecasts are made for the years 2012, 2022 and 2032. It is expected that full development potential of the Hambantota Development Plan would have been achieved by the year 2032, while the year 2012 would see the construction of the basic infrastructure such as the Stage I of the port, the air port, the cricket stadium, administrative complex, safari park etc.
There will be an estimated 33,206 daily vehicle movements within the Hambantota project area by the year 2032 due to the activity of the port which would include 7,994 container trucks,
In terms of traffic flow on the proposed road network, there would be only three road secrions having a flow of more than 10,000 vehicles per day in 2012 mostly near Siribopura Junction which by the year 2032, are expected to reach over 30,000. Of the 67 sections of road in the network, 31 are expected to carry more than 10,000 vehicles per day by 2032. Around 10% of the network length only will have traffic levels of over 20,000.Hence the need for road capacity is low to moderate across the network.
Social Impact and Road Safety
The social assessment has focused on evaluating the most likely impacts of the proposed road hub over the socio-economic environment in the local and regional economies. The assigned field team had made observations by walkthrough surveys along the candidate roads and by informal discussions with the community members residing in the immediate vicinity of the roads. It is concluded that the proposed road network would form a hub of interconnecting roads that are connected to other roads in both local and regional levels. This network will create socially and economically effective connectivity impacts in the area and thereby in the entire country. This would offer direct and indirect benefit for people in these administrative units through multiple roads.
Wild Life & Safety Issues
This report deals with the issues pertaining to the road safety arising from elephant crossings of the proposed roads as well. This is considered as an important aspect as
xiv UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan roads are to be widened as well as operating speeds increased. The combination of both attributes is expected to pose a formidable challenge to avoid vehicles from crashing to elephants.
At the request of wild life authorities underpasses have been located for crossing of elephants and other wild life at four locations. Electric fences also have been suggested in order to ensure that animals would not cross at random locations. However, since these types of crossings have not been tested adequately in Sri Lanka, further studies are recommended to determine suitability. Furthermore another underpass has been provided for railway crossing on the Hambantota-Gonnoruwa road.
Benefit Cost Analysis
The Benefit-Cost Analysis indicates that the immediate full development of the proposed road network (Stages I and II together) will cost Rs 71.1 billion and will have an economic return on investment of around 13.5% p.a. with a NPV of Rs 9,301 million at a Discounting Rate of 12%, while its Benefit Cost Ratio would be 1.14. Given that economic cost of capital for this project may be significant; this is not considered a favourable rate of return for a large scale highway project.
However, if it is constructed as a staged construction where only the roads identified in Stage I (costing Rs 45.7 billion) are constructed to an interim standard in the first 3 years, and upgraded to full design standard at a cost of Rs 25.4 billion only after 10 years, then the economic performance improves significantly to a Benefit- Cost Ratio of 1.87 with a NPV of Rs 54,626 million as 12% Discount Rate. In this scenario, the design life of the project is assumed to be 40 years with a major rehabilitation of Stage I roads carried out after 20 years in addition to an intermediate improvement being carried out after 10 years.
Thus construction of the proposed network can be recommended on the following conditions:
That the construction is staggered in two Stages with the first Stage over the first 3 years and the others delayed till 2020 at least.
The land required for the Stage II design to be acquired under the Stage I and where possible to covnert to Green Areas until required for capacity widening.
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To re-examine the level of traffic by 2018 and examine which roads should be improved to Stage II stage. This is to ensure that the assumed development has taken place and there would be no loss in anticipated benefits.
Road Design
The cross sectional properties of the proposed roads have been considered for stage developments, as Stage I and Stage II, for the purpose of effectiveness of the investment plans. The cross sectional properties of each road have been identified for facilities such as number of lanes, service roads, walkways, bicycle lanes, shoulders, public transport lanes, parking bays, centre medians, bus bays, landscaping and utility corridors, depending on the potential demand by the proposed land use developments.
When selecting the cross sections, a higher emphasis has been given for providing facilities for the non-motorised access and public transport use in Greater Hambantota Area. Moreover, there are forty one (41) intersections included in this project proposal. They belong to three (3) categories of intersection types proposed for Stage I and nine (9) categories for Stage II.
Public Transport
The study recommends that two routes be developed as a Superior Public Transport Corridor mostly likely using Bus Rapid Transit Technology, a feasibility of which should also be undertaken at a later stage. This will be the most important investment toe ensure a high density development core in Hambantota for which the Siribopura- Gonnoruwa Road section is the best candidate. Moroever, several transport terminals have also been suggested to ensure good connectivity and balanced transport within the region.
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CHAPTER 1 BACKGROUND
The Road Development Authority (RDA) by agreement signed with the University of Moratuwa dated 14th September 2010 has engaged the Department of Transport & Logistics Management of the University of Moratuwa to report on the Feasibility Study for the allied Road Network Development of the Hambantota International Hub Development. For convenience of reporting, this project, the Feasibility Study for the Road Network for Hambantota Development Plan, hereinafter referred to as RNHDP.
The Hambantota International Hub Development is a key initiative of the Government of Sri Lanka. It comprises the construction of an international seaport, international airport, extension of the Southern Highway and the extension of the Coastal Rail Line from Matara. Additionally several other developments including industrial, commercial, administrative, sports, tourism and residential developments are also being planned.
1.1 Objectives of the Study
The main objectives of this Study as per Terms of Reference issued by the Road Development Authority are:-
a) To identify the long-term demand for transport for the developments proposed for Hambantota.
b) To assess the requirements for transport capacity development to serve such increase in demand and a strategic intervention.
c) To investigate the adequacy of the proposed road network development and to make recommendations thereof.
d) To carry out a preliminary design of each recommended road link and provide typical road sections and costs.
e) To carry out an assessment of socio economic viability of the network as a whole.
1-1 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
1.2 Study Area of the Proposed Project
The Figure 1-1 of the area under the RNHDP shows the Study Area of the Proposed Project. It also shows the proposed developments. The proposed developments in this area include the:
Hambantota Port Development Project
Mattala International Airport Development
Sooriyawewa International Cricket Stadium
Railway Extension to Kataragama
Hambantota Administrative Complex
Ridiyagama Safari Park
Figure 1-1 : Study Area of the Proposed Project
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1.3 Scope of Work
The National Road Network in this area is to be re-developed with a number of new road links including a by-pass to Hambantota Town. The increased traffic from the aforementioned developments is expected from many parts of the country. Thus the road network in the region requires to be investigated for adequacy and where it is found to be inadequate to be earmarked for development in a stage basis corresponding with the expected traffic demands.
The road network also is to take in to account the overall transport efficiency and accommodation of different modes of transport. This should include the consideration of priority measures for public transport, non-motorised transport in city areas as well as rail connectivity to the major transport generators. It should also consider the contribution of the regional development within the on-going national road network development.
The Road Development Authority had identified seventeen (17) roads aggregating to a length of 290.2 km and proposed either for construction as new links or for widening and improvement. The list of roads, which has been proposed by the RDA is presented in Table 1-1 below and illustrated in Appendix 1.
Table 1-1: List of Roads Proposed by RDA
Length No. Name of the Road Proposed Intervention Work done up to June 2010 (km)
Survey & Design completed, Outer Circular Construction of a new 4 1 6.2 Construction work Highway I lane road commenced
Part of Survey Completed Hambantota- Construction of a 4 lane (10 km), Action has been 2 Gonnoruwa- 32 road with a reservation taken to commence the Meegahajandura for a 6 lane road construction work
Construction of 0 - 9 km Sooriyawewa- completed for 4 lane, Survey Widening to 4 lanes 3 Meegahajandura- 18 works for balance section will (remaining section) Kumaragama be done through Survey Department
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Length No. Name of the Road Proposed Intervention Work done up to June 2010 (km)
A new trace has been Andarawewa- identified to minimise the 4 Udamattala- 13 Not decided damages to houses, Land Padawkema Survey work is in progress
Construction of a 2 lane Feasibility study and Survey Udawalawa- 5 40 road with a reservation works completed, Detail Thanamalwila for a 4 lane road design is in progress
Moraketiya- Initially a 2 lane road will 6 12 Surveys to be done Sooriyawewa be constructed
Section of the road already in use (2 lane), It Hambantota 7 7 is expected to widen the Design for 2 lane completed Bypass Road road to 4 lanes with land reserved for 6 lanes.
Construction of a 2 lane Andarawewa- 8 7 road with a reservation Surveys to be done Sooriyawewa for a 4 lane road
Construction of a 2 lane Bopale Junction- 9 8.5 road with a reservation Surveys to be done Kiriibbanara for a 4 lane road
Embilipitiya- Construction of a 2 lane Moraketiya- 10 16 road with a reservation Surveys to be done Kiriibbanara- for a 4 lane road Udamadura
There are problems in Outer Circular 11 Not decided locating the road trace due to Highway II elephant corridor
Construction of a 2 lane Udamattala- 12 18 road with a reservation Surveys to be done Thanamalwila for a 4 lane road
1-4 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Length No. Name of the Road Proposed Intervention Work done up to June 2010 (km)
CGHW Road (243 13 17 Widening to 4 lanes Surveys to be done km to 260 km)
14 Lewaya Road 3.5 Widening to 4 lanes Surveys to be done
Sooriyawewa- 15 12 Widening to 4 lanes Surveys to be done Padalangala
Initially widening to 4 Sooriyawewa- 16 24 lanes, land will be Surveys completed Mirrijjawela reserved for 6 lanes
Economic feasibility is completed, Preliminary Construction of a 4 lane Southern Environmental Assessment road with a reservation Expressway 74 is in progress, Arrangements 17 for a 6 lane road Extension have been made to Expressway Standards commence the survey work and detailed design
The Scope of work of the feasibility study for the proposed road links comprises of three phases as follows.
Phase I: To assess the overall future transport requirements for the Hambantota International Hub and the requirement of the road network and other land transport facilities.
Phase II: To prepare a socio-economic feasibility study for the recommended road network development. In this respect the Consultant shall assess the adequacy of the road network to satisfy long-term development goals in terms of accessibility between regions and town centres, traffic carrying capacity, mobility, and road safety aspects. The traffic demand will be for years 2012, 2022 and 2032.
Phase III: To provide preliminary designs and typical cross sections and costs for the recommended road network including requirements for public transport, non-motorised modes of transport, parking and intersection controls.
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1.4 Reporting
The following was agreed with RDA. i. PROJECT INCEPTION REPORT
Within one (01) month of the commencement of, the Consulting Services, the consultants will submit three (03) copies of Inception Reports with a soft copy to RDA. The report shall give in brief the factual information on the work performed and problems encountered during the reporting period and the proposed methodology of study. ii. PRESENTATION ON PHASE I
The DFR for Phase I shall be submitted in three (03) copies and a soft copy at the end of the two (02) months from the date of commencement covering items in Phase I of the Scope of Work. iii. DRAFT FINAL REPORT PHASE II
The DFR for Phase II shall be submitted in three (03) copies and a soft copy at the end of the three (03) months from the date of commencement covering items in Phase II of the Scope of Work. iv. DRAFT FINAL REPORT PHASE III
The DFR for Phase III shall be submitted in three (03) copies and a soft copy at the end of the five (05) months from the date of commencement covering items in Phase III of the Scope of Work. v. DRAFT FINAL REPORT
Draft Final Report shall be submitted in 3 copies and soft copy at the end of the six (06) months, summarising in detail all work performed, methodologies applied, findings and recommendations of the Study and Preliminary Engineering Design as well as highlighting the various aspects of the Study. This may have to be followed by a presentation of the project.
The following submissions/presentations have been made to date: Inception Report Presentation on Phase I and Phase II Working Paper on Phase III Draft Final Report
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CHAPTER 2 DATA COLLECTION
2.1 Maps
The identification of the road network for the improvement is done by investigating the maps produced with GIS. However the digital Topographical Maps of the project area in a scale of 1:50,000 were used for plotting the preliminary traces for new road sections with the aid of geo-referenced co-ordinates which have been cross checked with GPS readings on the field.
2.2 Reports
Urban Development Authority, Airport & Aviation Services (Sri Lanka), Sri Lanka Ports Authority and Road Development Authority have conducted several studies on respective components of the Greater Hambantota Development Plan. The substances of such study reports were taken into consideration when finalising the road network and the levels of capacity requirements. The summary of references is as follows:
1. Situational Report on Development Plan For Greater Urban Development Area (Volume I) , Urban Development Authority, July 2009
2. Report on Proposed Hambantota Harbour Pre-Feasibility Study, Southern Development Authority of Sri Lanka, February 1997
3. Development of Airport at Mattala, Sri Lanka, Environmental Impact Assessment Report, The Airport and Aviation Services (Sri Lanka) Ltd., December 2008
4. Draft Report on Proposed International Cricket Stadium Cricket Academy at Sooriyawewa, Urban Development Authority, 2008
5. Strategic Environmental Assessment for the Greater Hambantota Development Plan , Phase I-Proposed Zoning Plan (Final Version), Central Environmental Authority of Sri Lanka, January 2010
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2.3 Traffic and Transport Data
No new traffic surveys have been conducted since the new developments in the proposed Hambantota Development Plan were of a much larger magnitude than the extrapolation of current traffic demand or its patterns would allow.
However, findings of the traffic surveys carried out in January 2007 for the Feasibility Study of the Extension to the Southern Highway were adopted for preliminary analysis. The adopted information included roadside origin destination (OD) surveys and manual classified counts (MCC).
2.3.1 Roadside Traffic Survey
The roadside surveys for both OD and MCC counts in both directions of the road at each location and the dates on which they were carried out are given in Table 2-1. The duration of OD surveys is 12 hours from 7.00 a.m. to 7.00 p.m. The duration for MCC surveys is also 12 hours and extended to 24 hours for a selected few locations for the purpose of making some representative 24 hour counts.
Table 2-1: Traffic Survey Program
Date Day Road and Survey Location MCC (2007) OD Hambantota District 12 hr 24 hr
On A2 Road at 235th km (between 21st Jan Sunday Yes Yes Yes Ambalantota and Hambantota)
On A2 Road at 268th km (between 22nd Jan Monday Yes Yes Thanamalwila and Lunugamvehera)
On Nonagama - Embilipitiya Road at 23rd Jan Tuesday Yes Yes 68th km
On A2 Road at 205th km (between 24th Jan Wednesday Yes Yes Tangalle and Ranna)
Matara District
On Matara - Hakmana Road (between 25th Jan Thursday Yes Yes Yatiyana and Kirinda)
On A2 Road at 176thkm (between 26th Jan Friday Yes Yes Yes Kottegoda and Dickwella)
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The following Table gives the summary flow of these counts expanded to 24 hours.
Table 2-2: Summary of Flow of Traffic Counts
Road and Survey Location ADT Hambantota District 12 hr 24 hr On A2 Road at 235th km (between Ambalantota and Hambantota) 4,354 5,391
On A2 Road at 268th km (between Thanamalwila and Lunugamvehera) 1,794 2,379
On Nonagama - Embilipitiya Road at 68th km 2,074 2,760 On A2 Road at 205th km (between Tangalle and Ranna) 3,389 4,552 Matara District On Matara - Hakmana Road (between Yatiyana and Kirinda) 3,190 4,207
On A2 Road at 176th km (between Kottegoda and Dickwella) 4,868 6,999
2.4 Social Assessment
A Social Assessment Survey has been carried out by the Sociologist of the Study Team to investigate the effects of the past, current and the future developments.
As the proposed road development programme hasn’t forged ahead to a stage that requires a comprehensive Social Impact Assessment (SIA), the focus has been limited to a Rapid Social Assessment (RSA). The RSA has been focused on identifying the general socio-economic environment through the proposed road traces based on the following factors:
1. Identification of demographic features (population) of the Divisional Secretariat (DS) Divisions based on the roads under consideration. 2. Identification of the approximate number of existing buildings based on the usage (housing, business premises, economic centres or public places) along each of the roads under consideration. 3. Identification of the trends and community perceptions of the real estate property market with respect to the ongoing and announced development programmes. 4. Identification of the land use information along the proposed road traces. 5. Identification of archaeological, cultural and religious locales along the proposed road traces. 6. Evaluation of the impacts on connectivity through the proposed road developments and the degrees of significance.
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The understanding of the general socio-economic environment gathered through the RSA will be useful for making policy decisions on the impact on the likelihood of affecting houses, lands, economic and social infrastructure and physical and cultural properties of the affected people, when the road development programme is implemented.
2.5 Preliminary Field Observation
The study team of the University of Moratuwa initially observed the road network that has been proposed by RDA during their first field visit on 26th and 27th May 2010 with the participation of regional officials from RDA and UDA. Also a meeting had been called during the field visit with the regional officials from RDA and UDA to discuss their development plans in related to the International Hub Development (IHD) for Hambantota. With their assistance the study team was able to identify the different development programmes together with their functionalities and capacities.
By analysing the information gathered during their first field visit, the study team was able to establish a preliminary road network unreservedly incorporating the development plans of RDA and UDA together with the wildlife concerns. However there was an intention of consulting stakeholder agencies during the second field visit.
Subsequently, the study team of the University of Moratuwa made their second field visit jointly with several RDA officers on 8th and 9th June 2010 and hold a stakeholder consultation program at the District Secretariat, Hambantota under the patronage of the District Secretary of Hambantota. The original proposals of RDA have been unfolded for the stakeholders to examine, comment and air their concerns. The specific inputs from UDA, Department of Wildlife Conservation, Ceylon Electricity Board and Mahaweli Authority had been duly recorded.
At the end of the second field visit, the study team was able to propose a revised network of roads to serve IHD of Hambantota by further strengthening the road network with the aim of achieving regional and national integrity.
Observations recorded and images captured during first and second field visits are given in Annex 1.
There were several additionalsite visits related to the proposed preliminary road network and possible alternatives.
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CHAPTER 3 PROJECT IMPACT AREA
The study team undertook four early reconnaissance trips across the project area to determine the layout of the proposed roads, the land utilisation and constraints that exist for the construction of the roads.
The Project Impact Area of this project is considered as the area referred to as the Greater Hambantota Development Area which is wholly within the district of Hambantota and includes the DS Divisions of Hambantota, Ambalantota, Sooriyawewa, Lunugamvehera and Tissamaharama.
3.1 Geography & Climate
The expanse of the Greater Hambantota Development Area spreads over 113,000 ha, located in the Southern Province of Sri Lanka. This region consists of mostly undulating plains, isolated highlands with outcrops of eroded rocks, which are scattered in the area.
This area is located in the heart of south eastern dry zone. The annual average rainfall varies from 800 mm along the southern coastal boundary to 1200 mm along the northern boundary. A larger percentage of the average annual rainfall in this area receives during north-east monsoon between October and December each year. Free water surface evaporation exceeds precipitation in nine months over the year. Maximum rainfall figures are quite usual during November, January and May every year, while the driest period is typically during the month of August. Average annual temperature in this area varies between 80oF – 81oF (26.6oC – 27.2oC)1.
3.2 Population
Greater Hambantota area consists of Seven (07) Divisional Secretariat (DS) Divisions; five from Hambantota District plus selected Grama Niladhari (GN) Divisions of
1 Source: Greater Hambantota Area, Development Plan, UDA, July 2009
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Thanamalwila DS Division and Sevanagala DS Division. Population density of the area ranges between 200-500 persons per sq. km.
Table 3-1: Population of Greater Hambantota Area (2001)2
D.S Division Total population Male Female
Sooriyawewa (21) 35,529 18,369 17,160 Hambantota (30) 46,757 23,830 22,927 Ambalantota (13) 17,526 9,059 8,467 Tissamaharama (15) 17,957 9,266 8,691 Lunugamvehera (29) 21,268 10,980 10,288 Thanamalwila (5) 7,989 4,224 3,765 Sevanagala (14) 36,820 19,217 17,603 Total Greater Hambantota Area 183,846 94,945 88,901
The population projections used by the Greater Hambantota Development Plan are given in Table 3.2
Table 3-2: Projections for Population3
Name of the DS 2001 2010 2020 2030
Hambantota with Harbor Development 46,757 53,461 79,135 128,903 Lunugamvehera with Airport Development 21,268 24,318 35,996 58,634 Sooriyawewa 35,529 40,624 48,558 59,192 Ambalantota 17,526 20,039 26,931 39,864 Tissamaharama 17,957 20,532 23,828 27,653 Sevanagala (14) 36,820 42,099 48,858 56,702 Tanamalvila (5) 7,989 9,135 10,602 12,304 Total 183,846 210,208 273,908 383,252
3.3 Land use Pattern in the area
The land use pattern of the area is explained in the Table 3-3. It is found that 58% of the land is scrub and vacant whilst 24% of the land is forest and sanctuaries. On the other
2Source: Census of Population and Housing 2001 3 Source; Greater Hambantota Development Plan
3-2 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan hand, developed land amounts to only 6% out of 113000 ha. This includes homestead, roads and other utilities and public and semi public zones.
Table 3-3: Land Use in the Area4
Land Use Extent (Ha) Percentage (%)
Paddy Land 5,656 05 Residential 3,960 04 Public & Semi Public 1,320 01 Roads & Other Utilities 1,210 01 Scrub & Vacant Land 64,880 58 Forest & Sanctuaries 27,500 24 Water Bodies 6,187 05 Salt pans 2,287 02 Total 113,000 100
3.4 Economic Activities
The major economic activities of the area have been identified as follows5:
Agriculture: The main livelihood activity of this area is agriculture, and paddy cultivation is the main source of income. The geographical factors such as flat terrain, clear sun light and alluvial soil has created a suitable background for paddy cultivation. 9.3% of the national rice production is from Hambantota District. Highland cultivation occupies a very important place in the agricultural pattern of Hambantota.
Many major and minor irrigation schemes are there to irrigate the paddy and crop cultivation in the area, namely Lunugamvehera reservoir, Uda Walawe reservoir, Rediyagama tank, Bandagiriya tank, Tissawewa, Debarawewa, Yodawewa, Weerawila wewa, Pannegamuwa wewa, etc. Apparently there are many tanks in the area probably due to the unavailability of sufficient rainfall throughout the year. However the farmers have moved to subsidiary crops cultivation rather than traditional crops due to lack of market opportunities. In areas where proper irrigation facilities are not available crops such as Bran (Kurakkan), maize, corn etc. are cultivated.
4Urban Development Authority, 2001 5 Greater Hambantota Area Development Plan, UDA
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Animal Husbandry: Animal husbandry is another important economic activity in the area. The geographical background, grasslands, scrubs and meadows has become a major assistance for the success of this venture. Half of the produced milk is brought to the milk collecting centres to process milk, yoghurt or milk powder while the balance is kept to process curd since the curd of Southern Sri Lanka (Ruhuna) is famous all over the island.
Fisheries Industry: Fisheries industry in this area could be categorised into 3 groups.
1. Sea Water Fisheries Industry
2. Fresh Water Fisheries Industry
3. Brackish Water Fisheries Industry
Fishery villages are distributed all over the Greater Hambantota coast and most of theircatchis transported to the wholesale and institutional buyers in Colombo.
Salt Industry: Salterns in Greater Hambantota account for around 60% of the national productionof salt.
Small Scale Industry: Small scale industries of the Greater Hambantota area consist with following types of industries,
I. Production of Bricks
II. Lime Industry
III. Gem Mining
IV. Pottery Industry
V. Handicrafts and other Cottage Industry.
Tourism Industry: The Greater Hambantota area is emerging rapidly as a major tourist destination in Sri Lanka. Among the visiting tourists, majority of them stay in coastal resorts, some visiting wildlife and bird sanctuaries as well as archaeological and religious sites.
Greater Hambantota has many tourist attractions. Sandy beaches, Bundala Bird Sanctuary, Sithulpawwa temple, Kirinda rock, Ussangoda geological site, Kalametiya Bird Sanctuary, Sooriayawewa Hot springs and Kataragama religious places are the
3-4 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan major tourist attractions in the area. These areas are equally famous among both local and foreign tourists. Accordingly the tourism industry of the area can be categorised as follows.
(a) Coastal Tourism
(b) Cultural Tourism
(c) Eco Tourism
The folloving locations can be highlighted under each category as locations that attract either local or international tourists.
Coastal Tourism Cultural Tourism Eco Tourism Palatupana Gotapappatha Vihara Uda Walawa Hambantota Bandagiiya Temple Palatupana Ussangoda Ramba Vihara Bundala Godawaga Yahangala Bandagiriya Kahambagala Meegahajandura Madunagala Arannaya/ Nimalawa
There are several places, available within the Greater Hambantota and surrounded area for recreation activities. Listed below are some of the recreational places available in the area.
- Yala National Park
- Nimalawa Forest
- Kalamatiya Sanctuary
- Bundala Sanctuary
- Weerawilla Bird Sanctuary
- Lunugamvehera Sanctuary
- Hambantota Beach
- Palatupana Beach etc…
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3.5 Greater Hambantota Development Plan
The Government of Sri Lanka in 1994 adapted the strategy for accelerated economic growth of southern region by introducing new concept based on an international harbour. Accordingly this project was placed a high priority of government agenda. This city first conceptualised by the Southern Development Authority with a view to provide more employment opportunities within southern Sri Lanka and to offer enormous economic opportunities for investors while accelerating the development of new enterprises in the maritime field. It is now being planned by Urban Development Authority under powers vested by the UDA Act No. 41 of 1978.
3.5.1 Greater Hambantota Development Area
The Greater Hambantota Area is being developed with an international seaport at Hambantota as its main economic generator, located in the southern dry zone of Sri Lanka. It spreads over an area of 113,000 ha that lies between Walawe River and Kirindi Oya. The defined area for the development plan covers DS Divisions of Sooriyawewa (21 GNDs), Hambantota (30 GNDs), Ambalantota (13 GNDs), Thanamalwila (5 GNDs), Sevanagala (14 GNDs), Tissamaharama (15 GNDs) and Lunugamvehera (29 GNDs). This area has been declared by UDA gazette no. 1090/5 under Section 3 of the aforesaid law on 26th July 1999. A zoning plan has been prepared as a precursor to the city development plan under the provision of section 8 of the said law.
3.5.2 Strategy for Development
One of the strategies adopted for developing Greater Hambantota is the active development through the establishment of an international seaport. Naturally the vicinity of a seaport can be effectively used to create a city which will grow in a planned manner. This strategy is being implemented for Hambantota in a successful way.
The above strategy conforms to the Government policy of encouraging the emergence of urban centres for achieving the goal of balanced regional development. Greater Hambantota will be developed as a nature city. It will enhance to higher environment standards. Furthermore, it will be an international business investment and industrial centre. It will be the main transportation hub with an international seaport and an airport. It will also be located in a very rich cultural area. Therefore, it can be developed as a centre promoting international socio-cultural activities.
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3.5.3 Potential for New Economic Activities
The available natural resources would provide sound economic base for new development in Hambantota since large extent of underutilised land is available in efficient urban structure that could certainly be designed conforming to an effective development plan. This could clearly be seen in the new town centre development at Siribopura.
In Greater Hambantota area, a number of large scale projects such as an oil refinery, a road network, a botanical garden, and the town centre development are being implemented in parallel to the seaport project development. This will enhance the economic growth of the area as expected in the early stages and incorporate an accelerated growth of transportation, communication, tourism facilities and urban development.
The study team has visited and studied the proposed development sites under the Greater Hambantota Development Plan that include several components such as:
Commercial Establishment
Convention Centre
Administrative Complex
Playgrounds and Recreational areas
Seaport Development
Airport Development
Extension of the Railway
Extension of the Southern Expressway
Oil Refinery
Tsunami Housing Scheme
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3.6 Current Status of Development
The present state of these development efforts are as follows:
3.6.1 Hambantota Seaport Development
The primary industry that is to be the backbone of the development of the Hambantota District is the construction of the proposed Seaport at Hambantota which was first identified in the Shipping Policy of 1997.
Figure 3-1: Location of Seaport and Proposed Administrative Area in Hambantota6
The immediate purpose of the project is to establish an oil import/ bunkering terminal to cater to the needs of ship bunkering at the route south of south of Sri Lanka and a range of port traffic requirements of the local community, initially in a limited capacity, as well as general cargo for other locations in Sri Lanka.
In the long run Hambantota is to be developed as a major industrial port in the southern province of Sri Lanka. The port is expected to enhance the export earning of the country
6 Source: Greater Hambantota Area Development Plan
3-8 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan via improvements of maritime transportation and the establishment of export companies within a Free Economic Zone (FEZ).
The objective of the proposed port is to become one of the Sri Lanka's major multipurpose ports and to be a gateway to India and surrounding countries.
According to the Feasibility Study that has been completed in June 2006 (Ramboll in association with LHI and RDC and others), the proposed port has a growth potential for 50 to 100 years. The reasons for a successful harbour at Hambantota have been identified as:
Location near the international shipping routes passing south of Sri Lanka,
Deep water near to the shoreline for ship access to the port.
Availability of abundant and inexpensive land for port related development activities.
The development area of the port is confined to an area measuring 5 km east to west (233 km to 238 km on the A2 Road) and 4 km in the north-south direction. This covers an extent of 2,000 hectares. Based on the identified four stage development plan, a land use plan has been developed as per the following land use requirements up to the year 2040 (Table 3-4). However, there is a prospect that the project will be accelerated to complete within 30 years as per the ongoing accelerated program.
Table 3-4: Land Use for Development of Hambantota Port
Complete Port and Port Area HarbourBasin Area Stage 1A (up to 2010) 236 hectares 146 hectares Stage 1B (up to 2015) 330 hectares 200 hectares Stage 2 (up to 2025) 650 hectares 320 hectares Stage 3 (up to 2040) 1475 hectares 920 hectares
The Urban Development Authority has identified that Southern Sri Lanka (Ruhuna) as one of the least urbanised areas in the country. However, with the Hambantota Port development and the resulting potential for new industries, urbanisation can be as higher as 40% over a 10 year period. Most influential increase would be through the rural migration to urban areas especially from hinterland areas of Hambantota District.
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The Port development area include the areas for cargo storage, internal roads, communication systems, utilities, perimeter roads and the areas for the support services including a new shipyard. It is expected that in the year 2015 only 330 hectares or 16.5% of the allocated land area for port development will be utilised. By the year 2040 the land utilisation is expected to increase up to 73%. The port development plan envisages that the land presently developed under the Walawe left bank project has to be utilised for port related development activities beyond the year 2040. Thus lands lying to the north of the new east-west road to be constructed which has hitherto been developed for agricultural activity may be required for port related activities beyond this time.
The northern boundary of the Port will be the above mentioned east-west road that link the existing Mirijjawila-Sooriyawewa Road and Hambantota-Gonnoruwa Road where the new Ruhunupura Town Centre is to be constructed. The Western end of the port will be the Mirijjawila-Sooriyawewa Road itself also known as the ‘100 foot road’.
The pollution free activities of the port such as Ro-Ro facilities for vehicle handling as well as container and passenger terminals will be located to the eastern part of the port. More sensitive activities such as handling of oil and coal, clinker and cement are to be located towards the western end. The feasibility study has identified the potential for several port-related activities such as shipyards, ship supplies and repair companies, refineries, power plants etc. to come up in the long-term.
According to expectations set out in the feasibility study, the Hambantota Port will function as an industrial seaport in the start up phase provided that individual cargo generating industries can specifically be attracted to set up their businesses in or adjacent to the port area. In the medium term, the port is expected to handle any overflow cargo arising from reaching maximum utilisation in the existing ports of Colombo, Galle and Trincomalee. Accordingly, it had been anticipated that7 the expected economic growth rate to improve from the prevailing value of 6% p.a. to around 8% p.a. in year 2010 and thereafter. In the long-term horizon it is expected that Hambantota would evolve to become the most important multi-purpose port that could handle over 50% of Sri Lanka’s total cargo of all types.
7 The Government policy paper Medium Term Budgetary Framework by the Ministry of Finance & Planning assumes that the Sri Lankan economy will increase rapidly in the short term reacing 8.3% percent by 2009 from 6% in the year 2005.
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This study strongly considers that the hinterland of Hambantota has great potential to develop around the port and Hambantota District in particular and as a result, the Southern Sri Lanka (Ruhuna) in general will become an industrialised area. Ruhuna is considered as having the greatest potential due to the availability of land, the most important factor of production in a densely populated country like Sri Lanka. Additionally, the ever increasing congestion in Colombo area while decreasing the potential of its expansion, justifies the need of developing Hambantota as a port-centred industrial district.
It is also noted that previous development attempts such as those initiated through the Southern Development Authority in the 1990s, and more recently under the Ruhuna 2000 program have really not taken off due to constraints in access to and within the province and the absence of other infrastructure. Both the private sector entrepreneurs as well as international donors are said to be waiting for a clear signal from the government in terms of a properly formulated development plans for the region before investing in the long-term.
The construction of the new port commenced on 15th of January 2008 and the filling up of water commenced on 15th of August 2010. It has resulted in the opening of a sea inlet to the new port near the 235 km post on the A2 Road. An alternate road has already been constructed by the RDA northwards of the port in an east-west direction.
Within the initial years of operation of the port that has scheduled to open in November 2010, it is expected that the following cargo volumes and activities will be handled by 2013 onwards:
Dry and break bulk cargo -2.7 million MT (2013 onwards)
Vehicle imports – 110,000 units (2013 onwards)
Liquid cargo – 1.3 million MT (scheduled for2015 onwards)
Supply of bunker fuel and
Container movements from 2023 onwards
For bunkering services to be successful the cost of such services have to be comparable with other competitive ports in the region such as Singapore, Fujairah, Tianjun Pelepas and Dubai. Presently, bunker prices in Port of Colombo are said to be significantly higher than that of the most of these competing ports. Thus the location of these
3-11 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan services is critical in order to minimise the cost of production of these goods and services and to make the port flourish in Hambantota.
The estimated traffic for the Port of Hambantota is shown in Table 3-58. This has been estimated on basis for the growth for Sri Lanka and the overflow over the existing ports of Colombo, Galle and Trincomalee.
Table 3-5: Estimated Traffic at Port of Hambantota
2010 2013 2020 2030 2040
Dry and Break Bulk cargo (Tonnes million) 0 2,745 8,889 13,405 15,456
Vehicle Handling m(units 000) 53 110 213 224 203
Liquid Bulk (Tonnes million) 0 0 4.09 8.34 9.77
Containers (TEUs 000) 0 0 0 6,426 19,872
While, break bulk cargo, vehicles and liquid cargo would be used for domestic consumption, a significant proportion of containers may be available for trans-shipment. The yards for storage of these containers would also have to be provided within or adjacent to the port which would further consolidate the competitive advantage of the Hambantota Port over the Colombo Port.
In terms of cargo which characteristically have origins and destinations outside of the port premises there is a certain disadvantage if the port is not connected through distribution networks, to destinations which are primarily located in the Western Province and other urban regions in the North Western, Central and Sabaragamuwa Provinces. Therefore, a network of fast and efficient road and rail connections is a must for Hambantota to consolidate its position as a primary port in the country.
However for Sri Lanka this will be an uphill battle, as the contribution from the industries to its economy has never been a dominant factor. In fact it remains within a region of 24% to 30% during the last 4 decades.
At present, a significant contribution to industries is from the apparel sector. Geographically, this is concentrated in the districts of Colombo, Gampaha and Kalutara, which are the districts that are closest to the Port of Colombo. However, according to the
8 Source: HambantotaPort Pre-feasibility Study, Ramboll et al. June 2006
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Central Bank9 report, these areas are so congested that any further growth of the industrial sector in these districts is highly unlikely.
Table 3-6: GDP and Industrial Contribution in Sri Lanka 1970-2005
Contribution of GDP Year Industry to GDP % Contribution Rs. billion Rs. billion 1970 13.17 3.14 24% 1980 62.25 18.45 30% 1990 290.60 75.56 26% 2000 1,125.25 306.98 27% 2005 2,452.78 740.15 30% 2008 4,410.68 1,295.47 29%
Thus the opening of the Port of Hambantota will augur well for the potential development of industries in Sri Lanka, where new lands that could be made available for new industries are available quite freely in close proximity to the port.
The following individual industries appeared to be the most likely to be attracted to this region when considering the potential of the long-term growth of Hambantota as an industrial region.
Cement Industry: based on import of raw material and distribution to local markets.
Wheat Flour Processing: A potential site as an alternative location for the industry that might complement Trincomalee as the only port to handle this operation at present. This too would generate distribution activity by land to consumption centres particularly in the Western, Southern, Uva, Sabaragamuwa and Central Provinces.
Fertilizer: Being closer to agricultural areas for distribution and adequate space for warehousing, Hambantota is likely to become a better location as warehousing has been a problem now due to the congested roads leading to warehouses in the north of Colombo. Thus the transport links to agricultural areas such as Southern, Uva and Eastern Provinces are important.
9 Central Bank Staff Reports Vol 33, 2003, Rupa Dheerasinghe
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Car Imports: Adequate warehousing facilities would enhance imports to be handled at the port so that distribution to different parts of the island takes place from there.
Fuel Imports: This is currently handled only at Colombo, where the Ceylon Petroleum Corporation has its refinery at Sapugaskanda. With the deregulation of the industry to three players, it is quite possible that at least one of the private players would want to develop their refining, storage and distribution facilities at Hambantota as a counter magnet for Colombo. This too would result in heavy freight movements to consumption areas identified earlier.
The trade opportunities have now opened up with India under the SAFTA (South Asian Free Trade Agreement) enables companies of Indian origin to set up industrial plants in these areas and export from these areas tax-free to other international markets. As such, the potential for industrial development in the Hambantota district remains quite favourable for the future.
3.6.2 Tsunami Housing Scheme
Since the tsunami in 2004, the land that was originally ear marked for Ruhunupura has been developed for housing. Presently, over 1,600 houses have been constructed which is considered to be in excess (around 1/3rd) which will then be available for new jobs and families that would migrate due to new developments arising from the Hambantota Development Plan. These houses have been built according to the guidelines defined by the UDA and the project contains a number of community facilities such as schools and health centres. Most of these houses are found along Hambantota-Gonnoruwa Road in the area identified as Siribopura.
3.6.3 Mattala International Airport
The only document available with respect to the study of the Mattala International Airport (UIA) is the updated Environmental Impact Assessment Report for the 2nd International Airport at Udamattala in Hambantota District, prepared by the Airport and Aviation Services Ltd (AASL) dated December 2008. Mattala is located 20 km north of Hambantota and 10 km away from Gonnoruwa.
The decision to construct a second international airport in Sri Lanka has been long- standing. Several locations have been examined previously, and the location in Hambantota district was chosen in 2005. Previous locations in Kala Oya and Weerawila
3-14 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan were examined and later abandoned due to environmental reasons. The aviation demand calculated for Weerawila Airport is shown in Table 3-7 and we can reasonably assume that Mattala also will have the same demand.
Project Justification
1. Currently the only runaway available for international commercial carriers in Sri Lanka is that of Bandaranaike International Airport (BIA), Katunayake.
2. In the case of bad weather, technical problems or even a staff strike at the BIA, international carriers are forced to continue to Trivandrum, Chennai or Male as alternative landing bases due to the lack of an “in-state” alternative landing strip. These alternative aerodromes are 194, 350 and 439 nautical miles away respectively from BIA while the proposed Mattala airport is only 100 miles away. Thus all inbound flights need to carry considerable additional fuel reducing the total potential payload they can carry.
3. With a closer airport, airlines will carry a reduced fuel load which will enable the carrying of additional passengers or cargo which will result in considerable increase in revenue. This increase allows for the imposition of a levy on all airlines operating to BIA rationalised as a percentage of the saving or additional earnings of the airlines due to the availability of a closer alternative airport.
4. Avoidance of the additional fuel from the inbound flights would require additional refuelling for the departing flights (amounts vary between 400 kg for A320 and 4,800 kg for A340 as per Sri Lankan Airlines sources). Thus there will be an increase of the sales of fuel.
Project Objectives
1. Enhance the viability of the enterprise, catering to business and commerce in the whole of the Asia Pacific Region.
2. To be a catalyst in the development of the New Greater Hambantota Area.
3. To support the growth and give considerable economic benefits to Sri Lanka.
3.6.4 Extension of Southern Expressway
The continuous development of Colombo is a prime need concerning the future national development as it has an already developed harbour, infrastructure and other external economies. At present Colombo receives comparatively large amount of investment
3-15 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan both from the public sector and private sector. This project seeks to extend the Southern Extressway presently under construction up to Godagama off Matara up to Hambantota. This project seeks to:
To incorporate the proposed development that would otherwise be located in or around Colombo city to industrial zones located at the identified interchanges.
To guide, facilitate and regulate development in an integrated manner to achieve the planned development along the Southern Expressway Corridor.
To identify potential lands for future development in keeping with the demands created by the Southern Expressway.
3.6.5 Extension of Southern Railways
A major rail link is planed from Matara to Kataragama passing through the Hambantota town. Three alternative traces were investigated by the Sri Lanka Railways (SLR) and the feasibility studies recommended a rail track with a length of 110 km at an estimated cost of US$ 50 million.
The extended rail line will be located close to the coast and will provide for pilgrimage traffic to Tissamaharama and Kataragama. The transport of freight from the seaport of Hambantota to Galle, Colombo and to the hinterland will also be facilitated.
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Table 3-7: Aviation Demand Forecast for the Proposed Weerawila Airport10
Total 2010 Total 2015 Total 2020 Total 2025 Traffic Demand Demand Demand Demand Year 000s BIA WIA 000s BIA WIA 000s BIA WIA 000s BIA WIA % of National Traffic 100% 99.0% 1% 100% 97.0% 3.0% 100% 95.0% 5.0% 100% 95.0% 5.0% Paxs MG 6,494 6,494 64 9,185 8,909 275 12,829 12,187 646 17,924 17,027 896 (Nos.) HG 6,578 6,512 65 9,612 9,323 288 13,870 13,176 693 20,023 19,021 1,001 Cargo MG 282 279 2 460 446 13 738 701 36 1,183 1,123 59 (MT) HG 287 284 20 491 476 14 824 782 41 1,382 1,312 69 Aircraft MG 45.9 45 0.5 64.3 62 2 89 84 4 123 116 6 (Nos.) HG 46.5 46 0.5 67.4 65 2 96.5 91 5 138 131 7
10Forecasted figures extract form the feasibility report of BIA Development. Stage II of Phase II Prepared by Japan Airport Consultant Inc:
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Also, there will be a rail route from the Hambantota seaport to the airport for possible express services for freight and there will be connections to the city centre. The railway will be established parallel to the access controlled highway. Sufficient space will be provided between the road and railway to establish utility lines (power, water, fuel or other services).
There will be road/rail terminals at the airport, the city centre and the seaport for passenger interchange and goods transfers.
3.6.6 Proposed Administrative Complex
During the 2004 Tsunami, the town of Hambantota was completely destroyed. Hence the need of building a new town centre to accommodate all residential commercial and administrative activities along with a large housing scheme to house the affected families of the Tsunami has been identified. A land has been identified about 3 km away from the old town centre to locate the new developments.
An objective of the project is to improve the efficiency and convenience of administrative services for the inhabitants thus promoting the development of the society by building an administrative complex in Hambantota as a part of the tsunami rehabilitation. With this project the Government institutions that have been squeezed in private buildings in a scattered manner within the present town and across the region are to be brought under one roof for the convenience of the general public.
Components of the Administrative Complex and the total floor area justification for the proposed Administrative complex are summarised in Table 3-8.
Table 3-8: Floor Area Allocation of Proposed Administrative Complex
Component Floor Area (sqft)
Main Building 184,500 Municipal Council Building 7,800 Library Building 20,345 Accommodation Unit 39,000 Depots 22,750
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3.6.7 Proposed International Convention Centre
The international convention centre project is scheduled to be designed and constructed by the Government of Korea and is to be gifted to the Government of Sri Lanka.
Components of the convention centre
Main auditorium
Multi-functional area
Committee rooms
Restaurants
Accommodation
Public services
Offices
Maintenance & services
Figure 3-2: Proposed Administrative Complex11
11 Source: Draft Development Plan, Greater Hambantota Area 2009, UDA
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3.6.8 City Centre Development
The City Centre development spans towards the boundaries of the city bordering the National Parks such as Udawalawa, Lunugamvehera and Yala in its East and incorporates a vast area of state land in Hambantota to accommodate all needs of a truly international city. The proposed development mainly focus on two objectives,
Providing an efficient transport system with accessibility to an international airport, seaport, other regional centres, national highway network and railway systems.
Providing investment opportunities to national, local and foreign investors.
The total area allocated for the development is 2,000 ha. It is 3% of total land use of Greater Hambantota area Development Project. Proposed Land Use Distribution under City Centre Development is given in Table 3-9. Furthermore, the proposed development sites are summarised below and graphically shown in the Figure 3-3.
Port related commercial and trade activities. Modern administrative and institutional centres. Provisions for tourist accommodation and recreational activities. Arising of opportunities and development of social infrastructure. Economic development: heavy investment on economic infrastructure. Investment for environmental infrastructure.
Table 3-9: Proposed Land Use Distribution under City Centre Development
Landuse Area (Ha.) Trade and Commerce 360 Industries 180 Public and Semi-Public 160 Social and Cultural 100 Educational 200 Health 160 Open Spaces and Recreational 200 Religious 40 Residential/ Tourism 300 Roads and Other Utilities 260 Differed Area 40 Total Area 2,000
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Proposed Administrative Complex
Proposed Conventional Centre
Figure 3-3 : Proposed Administrative Complex and Convention Centre12
3.7 Industrial Zones
The following industrial zones are already operating within the Project Impact Area.
1. Koggala Export Processing Zone: Located southeast of Galle town, this EPZ has presently 22 industries and is operating at 50% of its capacity. It still depends on the Port of Colombo for most of its import and export cargo sources and the lack of a fast connection to Colombo and other infrastructure problems such as deficiencies in water and electricity and general support facilities in the vicinity are the key issues that hinder the full exploitation of the facilities at this EPZ over the last two decades in operation.
The annual freight movements from this EPZ are estimated as follows13:
12 Source: Draft Development Plan, Greater Hambantota Area 2009, UDA
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Exports: 25,000 tonnes or 2,500 TEUs. (of Full Container Loads) transported in container carriers
6,500 tonnes of Less than Container Loads cargo transported in trucks
Imports:
10,000 tonnes or 1,000 TEUs and
3,000 tonnes of general cargo in trucks.
2. Mirijjawela Industrial Park: Located about 1 km from the Mirijjawela junction on the Sooriyawewa Road. This is a newly established facility which presently has 5 garment related industries. Currently it is operating at about 50% capacity.
3. Bata Atha Industrial Park: Also located in the Hambantota District, it is placed around 20 km towards Galle from Hambantota. This is yet to be developed even though it was originally identified as a park for leather based industries.
3.8 Urban Development Centres
Hambantota DS is the Administrative Capital of the Hambantota District and it is to be developed as a 1st order city. Therefore this city will have passenger attractions from Embilipitiya, Tissamaharama, and Ambalantota towns which are 2nd order cities. Freight transport to and from Colombo and its suburbs includes rice and paddy, forestry and agricultural products and major industrial products as sugar, salt etc.14
Sooriyawewa and Thanamalwila are coming under third order category and with the proposed road they will have a direct links to the Monaragala District. The existing urban hierarchy of the area is shown in the Figure 3-4.
13 Source: Hambantota Seaport Pre-Feasibility Study, Ramboll et al, June 2006. 14 Source: Draft Development Plan, Greater Hambantota Area 2009, UDA
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Figure 3-4 : Existing Urban Hierarchy- Southern Province
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CHAPTER 4 STAKEHOLDER MEETINGS
Representatives of key Governmental agencies were invited to Hambantota Divisional Secretariat on 8th June 2010 to make them aware about the proposed road development plans and to discuss their concerns and potential to partake in the said development in Hambantota Area.
The stakeholder session included an initial presentation by the Study Team on the roads proposed by the RDA. It also included a discussion time for each agency to examine or clarify the programme and express their views or concerns. The list of participants at the meeting is annexed in the Annex 2.
4.1 Hambantota Meeting
The stakeholder session was held at the meeting room of the District Secretariat in Hambantota at 2.30 PM on 8th June 2010 and it was chaired by the District Secretary. The following regional agencies, through their representatives, participated at the meeting.
Road Development Authority (RDA) Urban Development Authority (UDA) Airport and Aviation Services (Ltd.) Sri Lanka (AASL) Sri Lanka Port Authority (SLPA) Department of Wildlife Conservation Department of Forest Ceylon Electricity Board (CEB) Department of Irrigation District Secretariat- Hambantota Mahaweli Authority
The important observations and decisions made at the scoping session can be summarised as follows:
Deputy Director, UDA Hambantota, raised the concerns on the absence of proper databases to explicate the future attractions for the said developments. However it was
4-1 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan noted the limitations of the available information such as designed occupancy, floor areas, parking area allocations with respect to the major developments. Accordingly, UDA is not in the position to predict the total attractions to the development area without a complete set of such development information. According to the UDA, there is a plan to take over some of the lands of the current Tsunami housing scheme to use as a future residential development.
Deputy Director, UDA, also mentioned that there are proposals for both Ambalantota and Sooriyawewa to develop simultaneously as 2nd order cities. However, the employees who are working in Hambantota Town would need to be provided through a well planned transport services from and to their residences in the peripheral areas. It was considered as one of the UDA’s main observations on the proposed developments. A representative from the UDA also proposed a connecting road between Hambantota Bypass road and the Hambantota Town through the proposed site for the Oil Tank project of the Port. The UDA representative’s major concern of providing such connection road was to re-establish the Sweet (Dodol) shops along the remaining section of ex-Tangalle Road outskirts of the Hambantota Town. However the representative of the SLPA highlighted that there is no possibility of having a public road through this Industrial zone that has been proposed under the long-term development plan of the Port.
UDA representatives also strongly supported for the inclusion of a second ring road in the final road network on the basis of better utilisation of the land area defined as urban by the UDA. However the representative of the Department of Wildlife Conservation raised the concern over the possible disturbances to the wildlife inhabitants due to the proposed ring road and specifically mentioned the possible disturbances to the movement of elephants. Both the RDA and the Study Team pointed out the ineffectiveness of having two ring roads close to each other from a transport point of view.
The RDA has proposed to improve the existing road from Andarawewa to Padawkema as the main access to the proposed Airport. This is already being developed as the primary site access of the airport construction. However the AASL accepted that there is a need for an alternative access to the Airport especially if required to handle emergency situations where more than one access is required. The Study Team proposed a 2nd access road connecting Gonnoruwa (Hambantota-Gonnoruwa-Meegahajandura Road) and Udamattala (Andarawewa-Padawkema Road) parallel to the proposed airport
4-2 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan runway and via the airport’s main gate which would resolve the emergency access concerns as well.
The representative of the Department of Wildlife Conservation pointed out that the proposed road network intercepts three (3) major elephant corridors. Hambantota- Gonnoruwa-Meegahajandura road intercepts the corridor twice near the proposed Outer Circular Road II and at Gonnoruwa and also the CGHW Road close to the Bundala Sanctuary. Hence it was requested to keep at least those three openings for elephant movements when considering any fencing of roads. The Department of Wildlife Conservation representative also highlighted that elephants are crossing the road at grade on roads such as Hambantota-Gonnoruwa-Meegahajandura Road which are 6 lanes or greater would be dangerous for both the road users and the elephants. Subsequently it was proposed that there would be a need for overpasses for roads at some identified locations.
Representatives of the CEB requested for a 5m corridor along the Hambantota- Gonnoruwa-Meegahajandura Road.
As revealed by the Project Engineer of the SLPA, the Ports Authority has not taken a final decision on the proposed port’s entry/ exit gate locations. However SLPA is likely to keep accesses to Mirijjawila-Sooriyawewa Road, Hambantota Bypass road as well as CGHW Road.
Representative of the Mahaweli Authority has expressed their concerns on the planned future developments northwards to the Hambantota Bypass Road and eastwards to the Walawe Left Bank Road. It was revealed that there are no development plans for the area chosen for the proposed Road connecting the Walawe Left Bank Road to Hambantota-Gonnoruwa-Meegahajandura Road.
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CHAPTER 5 FINAL ROAD NETWORK
5.1 Introduction
The study area for the road network has been selected based on the provision of accesses to the proposed international hub development sites such as the Airport, Seaport, Cricket Stadium, Safari Park, BOI site etc. as well as the Convention Centre, Administrative Complex and tourism related development and residential areas. Providing access for these sites and inter-linking them to an appropriate level were the major concerns when designing the road network. Due concerns were given to Airport, Seaport, Safari Park, BOI and Cricket Stadium sites when connecting them with the national road network. Thereby the study area has been extended beyond the development area of Hambantota District intercepting the borders of Uva Province, Sabaragamuwa Province and Matara District. However, when defining the road network, additional measures have been taken to integrate Eastern and Uva provinces nationally, as those provinces are considered to be the least accessible provinces in Sri Lanka and ones that could be better served through a port and airport compared to Western Province.
The layout plan for the proposed road network improvements is given in Appendix 2. The final road network was decided after identifying the importance of the connectivity for land use developments and the magnitude of such development for transport demand in future. The capacities of the roads that have been considered for improvements are decided based on the potential land use developments already proposed by UDA (Figure 5.1) and expected travel demand in future where there are no specific demand data are available at present.
The cross sectional properties of the proposed roads have been considered for stage developments, as Stage I and Stage II, for the purpose of effectiveness of the investment plans. The cross sectional properties of each road are identified for facilities such as number of lanes, service roads, walkways, bicycle lanes, shoulders, public transport lanes, parking bays, centre medians, bus bays, landscaping and utility corridors, depending on the potential demand by the proposed land use developments. Therefore, the cross sectional properties are assigned based on the transport functionalities identified for each road link discussed under this chapter.
5-1 University of Moratuwa Road Network for Hambantota Development Plan
Figure 5-1 : Study Area with Zoning of UDA
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5.2 Definition of Transport Functionalities
In addition to the provision of accesses for development sites, the study team has purposefully introduced certain transport functionality aspects when defining road network and their cross sections with the intention of increasing the performance of the proposed network. Following are some of transport functionality aspects attended to:
5.2.1 Definition of Outer Hambantota Development Area
The study proposes the provision of a road that would provide the definition for an Outer Hambantota Development Area thus separating through traffic from local traffic. This would provide the:
a) Creation of a road that will take East-West through traffic without interfering with the activities of the Hambantota Development Area.
b) Through and uninterrupted travel from Southern Province to Uva and Eastern Provinces.
c) Express access to the airport without roaming through the built-up areas of Hambantota Development Area that should have local traffic flow conditions.
Such a road could be facilitated through the following modifications for the existing roads and additions of new roads:
. Minor modifications to the newly rehabilitated Ranna-Angunakolapelessa-Wetiya Road
. New road (HR19) from Wetiya (Node No HX31) via the proposed Safari park to join the Sooriyawewa–Mirijjawila Road (Node No HX16)
. Minor modifications to the Walawe Project Road up to the Node No HX32 and thereafter a new trace up to the Andarawewa intersection (Node No HX12)
. Proposed road from Andarawewa to Airport and through to Thanamalwila via Udamattala or to Kataragama via Lunugamvehera.
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5.2.2 Provision of a high profile connection between the proposed Seaport and Airport
The study team recommends a high profile connection between the proposed seaport and the airport that can move containers and industrial cargo between the transport hubs as well as the industrial zones, which are ideally to be located between these two ports.
Such a road could be created by the provision of a separate access between the proposed airport and seaport using the proposed Link HR18. This would take heavy commercial vehicles by-passing the urban built-up areas and also avoiding the airport access road (HR02). There should be no roadside development along this road and this would also be an alternative express access to the airport.
5.2.3 Provision of a viable public transport corridor
As an urban development axis along Siribopura-Gonnoruwa Road stretch.
As a service road to provide necessary accesses to administrative and commercial buildings.
To promote high density residential and employment centres along this corridor.
The proposed high quality public transport corridor will become viable initially to serve with buses followed by BRT or LRT.
5.2.4 Maximise Usage of Pedestrian and Cycle Access
Provision of proper pedestrian and cycle accesses between Administrative Centre and residential areas for those who are residing in close proximity and walk or ride to work or any other purposes.
Concentration of quality residential development in tsunami housing area to allow high income people to reside close to work areas, so that traffic congestions can be minimised.
Provision for short distance travel access between work and residences for those who would otherwise use cars to travel to work.
Provision of a set of travel paths as bicycles and walkways for tourism and short distance commutes.
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Tourism related developments would include cycle tracks within the town area and extending along Lewaya Road as well as to Walawe Left Bank Project areas to promote eco-tourism.
5.3 Road Network Proposed by RDA
After considering the aforementioned functionality aspects, the RDA proposals which contained 17 road links, has been improved to a proposed road network with 27 links. It includes one omission, the Outer Circular Road II, and the addition of 11 new links to the original proposal of the RDA. The total length of the proposed network is 371.7 km of which new constructions would amount to around 38 km or around 10% of the network.
The road network proposed by this study includes the reformation of 20 existing roads and the construction of 5 new links and the down grading of the final section of the Extension of the Southern Expressway and internal road network in City Area.
The roads identified for re-development generally follow their existing alignment with modifications where necessary to enable safety and speed. The Southern Expressway which was due to end at Gonnoruwa Road in its original proposal is proposed to be stopped at the intersection of the Walawe Project Road. The list of the 27 road links identified for the Hambantota Development Plan in this report is given in Table 5-1. The locations of these roads are set out in Appendix 2.
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Table 5-1: RDA List of Road Links Identified in Hambantota Development Plan
No Road Length Intervention Road Name (km) Type
HR01 Outer Circular Highway 6.2 New HR02 Hambantota – Gonnoruwa – Megahajandura Road 29.4 Re-design HR03 Sooriyawewa – Meegahajandura –Kumaragama Road 18.0 Re-design HR04 Andarawewa – Udamattala – Padawkema Road 13.0 Re-design HR05 Udawalawe – Thanamalwila Road 40.0 Re-design HR06 Galwewa Junction -Moraketiya Road 12.0 Re-design HR07 Hambantota Bypass Road 13.0 Re-design HR08 Nabodagaswewa-Swodagama-Andarawewa Road 8.5 New HR09 Bopale Junction - Kiribbanwewa Road 8.5 Re-design Embilipitiya – Moraketiya – Kiriibbanwewa - Udamadura HR10 16.9 Re-design Road HR11 Airport Central Access Road 1.5 Re-design HR12 New Airport Access Road 8.1 New HR13 CGHW Road (from Hambantota to Thanamalwila) 45.9 Re-design HR14 Lewaya Road 3.5 Re-design HR15 Sooriyawewa – Padalangala Road 12.0 Re-design HR16 Sooriyawewa – Mirijjawila Road 24.0 Re-design HR17 Extension of Southern Expressway New HR18 Arabokka-Siyabalagaswewa-Gonnaruwa Road 11.0 New HR19 Wetiya -Mahapalassa-Nabodagaswewa Road 12.0 New HR20 Lunugamvehera - Kataragama Road 15.0 Re-design HR21 Ranna - Angunakolapelessa - Wetiya Road 8.0 Re-design HR22 Lunugamvehera -Weligatta Road 20.0 Re-design HR23 7th Colony-Weerawila Road 9.7 Re-design HR24 Udamattala – Thanamalwila Road 9.3 Re-design HR25 Internal Road Grid in the City Area 12.0 New HR26 Southern Expressway Access Road 3.3 New HR27 Walawe Project Road 10.9 Re-design Total 371.7
The Study Team conducted field observations on four (4) (HR8, HR12, HR18, HR19) out of Five (5) new roads and the respective coordinates have been defined for their centrelines. However, the remaining new road, the Outer Circular Highway (HR01), was already under construction during this time and hence no further investigations were considered.
The four new roads which are yet to be constructed have an aggregate length of 31.47 km as shown in Table 5-2. The table also shows the connectivity of new roads associated with the existing road network.
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Table 5-2 : Details of the Traces for the 4 New Roads
Length of Road Start Node End Node the Road (km)
Road No. HR19 Wetiya Junction on Walawe Road Junction A018 Road -Identified on Sooriyawewa- Connection between A018 Road 10.06 as Intersection HX 31. Mirijjawila (100ft road) – and Sooriyawewa- Mirijjawila Identified as HX 16. Road (100ft. road) identified as No.HR16 on the list
Road No. HR08 Walawe Road Junction Andarawewa Junction - on Sooriyawewa- Identified as HX12. As a continuation of Road No. Mirijjawila (100ft road) – HR19;this will connect the 8.44 Identified as HX 16. Sooriyawewa-Mirijjawila Road (HR16) and Hambantota- Gonnoruwa-Meegahajandura Road (HR02)
Road No. HR18 New Junction created New Junction created on Walawe Left Bank on Hambantota- Road connecting the Walawe Road between 5th and Gonnaruwa – Left Bank Road to Hambantota- 4.85 6th km –identified as Meegahajandura Road Gonnoruwa- Meegahajandura Intersection HX21. between 8th and 9th km Road (HR02) -identified as intersection HX07.
Road No. HR12 New Junction created Udamattala Junction- on Hambantota- Identified as HX13 on New Airport Access Road Gonnoruwa- Andarawewa- 8.12 Meegahajandura Road Udamattala- between 8thand 9th km - Padawkema Road. identified as intersection HX03.
Total 31.47
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Road No.HR19: Connection between A018 Road and Sooriyawewa-Mirijjawila (100ft. road) Road (HR16)
Control Points/ Areas: Wetiya Junction (HX31), Ridiyagama Farm, Safari Park, Hot Springs, Tank at Northern side of Safari Park, Walawe Road Junction on 100 ft. Road (HX16).
Description: The new trace has a length of 10.06 km from the A018 Road to Sooriyawewa-Mirijjawila Road (HR16) as shown in Appendix 2. Starting from the Wetiya junction (HX31) on the A018, the new trace crosses the Walawe Right Bank Channel within the first 200 m. The next 500 m of the trace stretches between the Walawe Right Bank Channel and the Walawe River, where there are moderately dense settlements and cultivations. However, around next 300 m of the trace between the Walawe River and its Left Bank Channel runs through fewer settlements. The first 01 (one) km of the trace between the Wetiya Junction on A018 and the Walawe Left Bank Channel can be considered as the most socially sensitive area of the whole length of the trace, though the construction would damage a fewer number of settlements.
The next 3 km of the road trace, from Walawe Left Bank Channel to the boundary of the Safari Park, runs through the Government owned Ridiyagama Farmlands, which seems to be under-utilised as an agricultural land. However the proposed trace will sever the farmland. There is hardly any possibility of re-locating the new trace further southwards as then it would be too close to the Ridiyagama Tank and the new Safari Park which is already under construction.
Once the trace reaches the western edge of the boundary of the Safari Park, it traverses through a land bounded by paddy fields and the northern boundary of the Safari Park for a length of around 1.6 km. Since the Hot Springs are located in close proximity to the eastern boundary of the Safari Park and northwards of the proposed trace, the exact locations of the road trace for this section should be studied along with the environmental aspects which would be more sensitive in this area. The final stretch of the trace will be approximately 3.6 km long and mostly it runs through a conserved forest lands until it connects the Sooriyawewa-Mirijjawila road (HR16).
Considerations in setting out/ Design: Special care should be taken in setting out the section that runs parallel to the northern boundary of Safari Park due to the closeness to the Hot Springs which is a natural resource and tourist attraction. The accuracy of GPS
5-8 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan co-ordinates of control points observed at the site may not be sufficient to address these issues. Since the intersection design for both ends of the proposed trace is yet to be finalised, provisions for this should be made when setting out the trace at the two ends.
Coordinates: Co-ordinates of the road trace from A018 Road to Sooriyawewa-Mirijjawila Road (HR16) with a 100 m interval are shown in Table 5-3.
Table 5-3: HR19: Connection between A018 and Sooriyawewa-Mirijjawila Road (HR16)
Chainage X- Y- Chainage X- Y- Coordinates (m) Coordinates Coordinates (m) Coordinates
0/000 218847 113136 3/100 221087 115373 0/100 218925 113198 3/200 221151 115450 0/200 219004 113260 3/300 221215 115527 0/300 219082 113323 3/400 221278 115605 0/400 219159 113387 3/500 221341 115683 0/500 219235 113452 3/600 221404 115760 0/600 219309 113518 3/700 221468 115837 0/700 219380 113588 3/800 221532 115914 0/800 219447 113663 3/900 221598 115989 0/900 219509 113742 4/000 221663 116065 1/000 219562 113826 4/100 221730 116140 1/100 219609 113914 4/200 221796 116214 1/200 219655 114003 4/300 221864 116288 1/300 219702 114091 4/400 221935 116358 1/400 219817 114255 4/500 222012 116422 1/500 219885 114328 4/600 222093 116480 1/600 219959 114395 4/700 222176 116537 1/700 220037 114458 4/800 222256 116596 1/800 220117 114518 4/900 222335 116658 1/900 220199 114576 5/900 223117 117269 2/000 220281 114632 6/000 223209 117309 2/100 220364 114688 6/100 223301 117348 2/200 220446 114746 6/200 223394 117387 2/300 220526 114805 6/300 223486 117424 2/400 220604 114868 6/400 223580 117460 2/500 220679 114934 6/500 223673 117495 2/600 220752 115003 6/600 223767 117529 2/700 220822 115074 6/700 223861 117564 2/800 220891 115147 6/800 223954 117601 2/900 220957 115221 7/000 224047 117639 3/000 221023 115297 7/100 224138 117680
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Chainage X- Y- Chainage X- Y- (m) Coordinates Coordinates (m) Coordinates Coordinates
7/200 224227 117724 8/700 225450 118590 7/300 224315 117772 8/800 225533 118646 7/400 224401 117823 8/900 225617 118700 7/500 224485 117877 9/000 225701 118754 7/600 224568 117934 9/100 225786 118808 7/700 224649 117992 9/200 225871 118860 7/800 224730 118051 9/300 225957 118912 7/900 224809 118112 9/400 226043 118963 8/000 224888 118173 9/500 226129 119014 8/100 224967 118235 9/600 226215 119064 8/200 225046 118296 9/700 226302 119114 8/300 225125 118357 9/800 226389 119164 8/400 225206 118417 9/900 226476 119213 8/500 225286 118476 10/000 226563 119262 8/600 225368 118533 10/056 226611 119290
Road HR08: As an extension for Road HR19 to connect the Sooriyawewa- Mirijjawila Road (HR16) and Hambantota-Gonnoruwa-Meegahajandura Road (HR02)
Control Points/ Areas: The trace commences at the Walawe Road Junction on the Sooriyawewa-Mirijjawila Road (HR16) and terminates at the Andarawewa Junction on the Hambantota-Gonnoruwa-Meegahajandura Road (HR12). Attention has been paid to avoid several tanks between Swodagama to Andarawewa Junction.
Description: The proposed road trace spans over a total length of 8.44 km and follows through two distinctive sections in terms of the land use. The first 4.20 km of the trace follows the existing Walawe Road up to Swodagama and a new trace has been proposed for the remaining section of 4.44 km from Swodagama to Andarawewa Junction as shown in Appendix 2. Considering the Walawe agricultural development areas southwards and the forest area northwards, no major alignment corrections (except in first 200 m to correct for curves) have been considered along the first 4.20 km from the Intersection HX16. Therefore the proposed road trace roughly follows the centreline of the existing road.
However, along the proposed 4.5 km section of new construction, there are a number of concerns on wildlife especially on possible obstructions to the movements of elephants.
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While a suitable crossing such as an underpass of the road has to be provided for the elephants to ensure the safety of elephants and that of road users. An electric fence may also have to be considered if required to ensure elephants use the underpass and do not cross at-grade. There were considerations to avoid a number of water bodies and irrigation structures in along the road trace.
Considerations in setting out/ Design: Since there are number of small tanks and other hydrological structures located in the vicinity of the area of the new construction, care should be taken when setting out. There might by minor deviations in the given co- ordinates varying with the accuracy of the GPS used. The setting out should also keep provision for the respective intersection designs which are still to be finalised.
Coordinates: Co-ordinates of the trace from the Sooriyawewa-Mirijjawila Road (HR16) to the Hambantota-Gonnoruwa-Meegahajandura Road (HR02) at 100 m intervals are shown in Table 5-4.
Table 5-4 : HR08: between Sooriyawewa-Mirijjawila Road (HR16) and Hambantota- Gonnoruwa-Meegahajandura Road (HR02)
Chainage X- Y- Chainage X- Y- (m) Coordinates Coordinates (m) Coordinates Coordinates
0/000 226611 119290 1/900 228215 120233 0/100 226685 119357 2/000 228308 120270 0/200 226758 119426 2/100 228401 120307 0/300 226824 119501 2/200 228494 120343 0/400 226889 119577 2/300 228587 120380 0/500 226955 119652 2/400 228679 120417 0/600 227021 119727 2/500 228772 120454 0/700 227101 119787 2/600 228866 120490 0/800 227192 119828 2/700 228963 120511 0/900 227285 119865 2/800 229063 120507 1/000 227378 119902 2/900 229162 120496 1/100 227471 119939 3/000 229261 120484 1/200 227564 119975 3/100 229361 120472 1/300 227657 120012 3/200 229460 120461 1/400 227750 120049 3/300 229559 120449 1/500 227843 120086 3/400 229659 120437 1/600 227936 120123 3/500 229757 120419 1/700 228029 120159 3/600 229853 120391 1/800 228122 120196 3/700 229951 120376
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Chainage X- Y- Chainage X- Y- (m) Coordinates Coordinates (m) Coordinates Coordinates
3/800 230051 120386 6/200 232230 121348 3/900 230147 120413 6/300 232322 121387 4/000 230243 120441 6/400 232412 121431 4/100 230339 120468 6/500 232498 121481 4/200 230436 120494 6/600 232581 121537 4/300 230532 120520 6/700 232660 121598 4/400 230628 120548 6/800 232736 121664 4/500 230724 120578 6/900 232808 121733 4/600 230818 120612 7/000 232878 121804 4/700 230910 120650 7/100 232947 121877 4/800 231000 120693 7/200 233016 121949 4/900 231088 120741 7/300 233086 122020 5/000 231173 120794 7/400 233157 122091 5/100 231257 120848 7/500 233231 122158 5/200 231339 120905 7/600 233308 122222 5/300 231422 120962 7/700 233387 122284 5/400 231505 121017 7/800 233467 122343 5/500 231589 121071 7/900 233550 122400 5/600 231675 121122 8/000 233633 122455 5/700 231764 121169 8/100 233717 122508 5/800 231855 121209 8/200 233803 122560 5/900 231948 121245 8/300 233889 122612 6/000 232042 121279 8/400 233975 122663 6/100 232137 121312 8/442 234011 122684
Road HR18: Road connecting the Hambantota by-pass Road (HR07) and Hambantota-Gonnoruwa-Meegahajandura Road (HR02)
Control Points/ Areas: The starting point is on Hambantota by-pass Road (HR07) close to Siyambalagaswewa and the terminating point is on Gonnaruwa Road (between 8th and 9th km on Hambantota-Gonnaruwa-Meegahajandura Road (HR02). There are a number of irrigation tanks in the path,
Description: The proposed road trace requires two distinct interventions according to which it is divided to two sections. The first section follows the existing Walawe Road for about 5 km up to Siyambalagaswewa and thereafter a new construction of the next 4.85 km up to Hambantota-Gonnoruwa-Meegahajandura Road (HR02).
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The first section can be fitting to the centreline of the existing Walawe Road and it runs through agricultural lands while the proposed section for new construction runs through the reserved forests and wildlife zones. The section proposed as new construction extends over a length of 4.85 km, from Siyabalagaswewa to Hambantota-Gonnoruwa– Meegahajandura Road, as shown in the map given in Appendix 2.
Though there are no obstructing irrigation structures along either sides of the existing Walawe Road, some structures may have to be relocated/ reconstructed due to the proposed widening. This road will be the access for heavy vehicles plying between the proposed industrial estate to be located close to the airport and the seaport. Hence the typical slow moving vehicles such as tractor trailers would be obstructing such heavy vehicle movements. Therefore, a parallel service road for slow moving vehicles will also have to be provided. In the section proposed for new construction, there are a number irrigational structures such as tanks and canals and the trace should avoid these as far as possible. Additionally the elephant movements are also obstructed by this trace for which a safe crossing facility has to be provided.
Considerations in setting out/Design: The western or northern entrance of the proposed Hambantota Seaport is to be directly connected to the proposed Walawe Road in order to provide a direct connection to the airport and the industrial areas adjacent to the airport.
Special attention should be given to the design requirements at intersections at both ends of new trace. Moreover special care should be taken in avoiding the small tanks and other hydrological structures in this section.
Coordinates: Co-ordinates of the road trace that connects the Walawe Left Bank Road to the Hambantota-Gonnoruwa-Meegahajandura Road (HR02) at 100 m intervals are shown in Table 5-5.
Table 5-5 : HR18: Road connecting Walawe Left Bank Road to Hambantota- Gonnoruwa-Meegahajandura Road (HR02)
Chainage X- Y- Chainage X- Y- (m) Coordinates Coordinates (m) Coordinates Coordinates
0/000 236152 111566 0/400 236127 111965 0/100 236146 111666 0/500 236121 112065 0/200 236139 111765 0/600 236115 112165 0/300 236133 111865 0/700 236110 112265
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Chainage X- Y- Chainage X- Y- (m) Coordinates Coordinates (m) Coordinates Coordinates
0/800 236106 112364 2/900 236153 114463 0/900 236102 112464 3/000 236155 114563 1/000 236099 112564 3/100 236156 114663 1/100 236096 112664 3/200 236156 114763 1/200 236094 112764 3/300 236154 114863 1/300 236093 112864 3/400 236149 114963 1/400 236092 112964 3/500 236143 115062 1/500 236092 113064 3/600 236134 115162 1/600 236093 113164 3/700 236123 115261 1/700 236095 113264 3/800 236108 115360 1/800 236098 113364 3/900 236091 115459 1/900 236101 113464 4/000 236072 115557 2/000 236105 113564 4/100 236051 115655 2/100 236110 113664 4/200 236030 115752 2/200 236116 113764 4/300 236007 115850 2/300 236122 113864 4/400 235984 115947 2/400 236128 113963 4/500 235961 116044 2/500 236134 114063 4/600 235939 116142 2/600 236140 114163 4/700 235917 116239 2/700 236145 114263 4/800 235895 116337 2/800 236149 114363 4/851 235884 116387
Road HR12: Airport Access Road (HR11)
Control Points/ Areas: Udamattala Junction (HX15), Welipotha Tank and Main entrance to the Airport (HX04)
Description: The new trace has a length of 8.12 km from Udamattala Junction (HX15) to Hambantota-Gonnoruwa-Meegahajandura Road as shown in the map in Appendix 2. The first 1.5 km of the trace starting from Udamattala Junction has been proposed to be developed keeping its centre line on the same orientation of the existing gravel road extending up to the Bandagiriya Tank. After this initial section of 1.5 km, it follows a new trace at the north-western side of the Welipotha Tank, and runs parallel to the north/ western boundary of the proposed airport. Social influence of the trace is considered to be negligible since the settlements are few in numbers even close to the Padawkema- Andarawewa Road and the Hambantota-Gonnoruwa-Meegahajandura Road. However,
5-14 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan the environmental influence of the trace is considerably high since it obstructs the elephant movements in the area.
Considerations in setting out/ Design: Setting out close to the end points of proposed trace need to be coupled with the realignment process of Gonnoruwa Road and Andarawewa-Padawkema Road at both ends. There might by minor deviations in given co-ordinates depending on the accuracy of GPS co-ordinates of control points observed at the site and the precision of the features given in the Topographical maps. Hence appropriate minor adjustments would need to be introduced to the given coordinates during the field setting out of the trace.
Coordinates: Co-ordinates of the trace from Udamattala Junction to Hambantota- Gonnoruwa-Meegahajandura Road at 100 m intervals are shown in Table 5-6.
Table 5-6: HR12: Airport Access Road
Chainage X- Y- Chainage X- Y- (m) Coordinates Coordinates (m) Coordinates Coordinates
0/000 234780 120704 2/300 236515 122215 0/100 234856 120770 2/400 236590 122281 0/200 234931 120835 2/500 236665 122346 0/300 235007 120901 2/600 236741 122412 0/400 235082 120967 2/700 236816 122478 0/500 235157 121033 2/800 236892 122543 0/600 235233 121098 2/900 236967 122609 0/700 235308 121164 3/000 237042 122675 0/800 235384 121230 3/100 237118 122740 0/900 235459 121295 3/200 237193 122806 1/000 235534 121361 3/300 237269 122872 1/100 235610 121427 3/400 237344 122937 1/200 235685 121492 3/500 237419 123003 1/300 235761 121558 3/600 237495 123069 1/400 235836 121624 3/700 237570 123134 1/500 235911 121689 3/800 237646 123200 1/600 235987 121755 3/900 237721 123266 1/700 236062 121821 4/000 237796 123331 1/800 236138 121886 4/100 237872 123397 1/900 236213 121952 4/200 237947 123463 2/000 236288 122018 4/300 238023 123529 2/100 236364 122083 4/400 238098 123594 2/200 236439 122149 4/500 238173 123660
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Chainage X- Y- Chainage X- Y- (m) Coordinates Coordinates (m) Coordinates Coordinates
4/600 238249 123726 6/500 239682 124974 4/700 238324 123791 6/600 239742 125047 4/800 238400 123857 6/700 239747 125146 4/900 238475 123923 6/800 239752 125246 5/000 238550 123988 6/900 239758 125346 5/100 238626 124054 7/000 239763 125446 5/200 238701 124120 7/100 239768 125546 5/300 238777 124185 7/200 239773 125646 5/400 238852 124251 7/300 239778 125746 5/500 238927 124317 7/400 239783 125846 5/600 239003 124382 7/500 239789 125945 5/700 239078 124448 7/600 239794 126045 5/800 239154 124514 7/700 239799 126145 5/900 239229 124580 7/800 239804 126245 6/000 239305 124645 7/900 239809 126345 6/100 239380 124711 8/000 239814 126445 6/200 239455 124777 8/100 239820 126545 6/300 239531 124842 8/126 239821 126571 6/400 239606 124908
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CHAPTER 6 GEOMETRIC DESIGN
6.1 Geometric Design Criteria
Each road in the proposed road network possesses unique characteristic importance. Also they belong to different localities within the Greater Hambantota Area. The capacities of the road links are of different magnitude and vary from 2 lanes to 6 lanes excluding the service lanes and the parking. Some of the roads belong to urban road category while some are semi-urban and rural and depends on the land use concentration at present and as per the proposed developments. The geometry improvements of the individual roads in the proposed road network are to be selected by considering the proposed future developments in Greater Hambantota Area to suit to their future transport demand.
Design life of the road has been taken as 20 years. Additionally, the road reservation should be take in to account and provision for future widening to higher number of lanes and for adding service roads wherever considered appropriate within the proposed road network.
Literature available on geometric design standards used for major high mobility roads projects in Sri Lanka reflect that design standards used are not consistent and vary significantly from project to project. Different standards of design speeds are adopted due to the reasons such as varying topography and diverse roadside developments in the similar categories of roads that belong to the different regions.
It is always important to maintain the consistency in standards among different projects, especially when considering the different elements of a project and better if it complies with widely used geometric design standards. Most of the proposed roads belong to the Class A and B road categories of the RDA. Therefore, the RDA standards and the manuals15 shall be used for designing both the horizontal and vertical geometric designs of the roads in the proposed road network.
The topography along the trace has influence on the geometric design, especially for the horizontal and vertical alignments of the road. Additionally, the terrain condition affects
15Geometric Design Standards of Roads, Road Development, 1998
6-1 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan the highway capacity. For this study it is observed that some road sections fall into the category of rolling terrain condition where natural slopes rise and fall above or below the roadway grade and most of the road sections can be categorised as level terrain condition where highway sight distances are generally high. There are no roads in the proposed network that should be categorised as mountainous. The proposed design speeds with respect to the different vertical terrains are given in Table 6-4.
6.2 Number of Lanes & Staged Construction
The proposed roads in the network may be constructed by stages for better utilisation of the infrastructure in the most economical manner. This can be emphasised as maximum utilisation of the road infrastructure with adequate traffic levels to justify the benefits against cost of the construction.
Initially, in the Stage I, the formation of the road cross section is defined to have lower number of lanes as shown in Table 6-1. The lane capacities will be increased to higher numbers (generally additional 2 lanes in most occasions) in Stage II after the traffic levels are reached to their capacities [Generally construction will have to commence once the Level of Service (LOS) has reached “D”.
However, it is proposed to acquire the required right of way for future widening during the Stage I itself so that the total width proposed in Stage II is reserved. The lane capacities in the proposed stage construction are shown in Table 6-1.
Table 6-1: Stage Construction and Lane Capacities of Proposed Road Network
Number of Lanes Number of Lanes RoadNo. RoadNo. Stage I Stage II Stage I Stage II HR01 4 n.aHR13 2 n.a HR 02 (H'tota- B'giriya) 4 10 HR 15 2 n.a HR 02 (B'giriya- M'Jandura) 4 8 HR 16 4 n.a HR03(S'Wewa-M'Jandura) 2 4 HR17 4 6 HR 03 (M'Jandura-K'gama) 2 4 HR 18 4 6 HR04 2 4HR19 2 6 HR05 2 n.aHR20 2 4 HR06 2 4HR21 2 4 HR07 4 6HR22 2 4 HR08 2 4HR23 2 n.a HR09 2 4HR24 2 n.a HR10 2 4HR25 2 4 HR11 4 8HR26 2 n.a HR12 4 8HR27 2 n.a
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It can be seen that most of the road links provide LOS above “C” even after 20 years from the base year (Table 6-3). Only few sections of the A2 Road having high flows are saturated by this time. This shows that even at higher traffic growth levels (Development Scenario), the Stage I capacity of almost all roads in the road network is adequate to have an acceptable service level.
Provision of two lanes will not be adequate by the year 2022 for Road HR04, under the development scenario. This is due to the principal function of the road that is the Airport access from both east and west directions. Apart from above, it is observed that all the other roads function at a very good LOS with the Stage I development lane capacities.
Passenger Car Units given in Table 6-2 have been used to estimate the design volumes of each road in the road network. There is no significant design component that should be considered as multi-lane highways in the Stage I design as most of the roads fall into the category of 2 lane highways. However, more than 70% of the roads by lengths (275 km) are above 4 lane capacities under the Combined Stage I and II development.
Table 6-2 : Passenger Car Equivalence16
Vehicle Two Lane Highway Multi-Lane Highway Categories Flat Terrain Rolling Terrain Flat Terrain Rolling Terrain Motor Cycle 0.5 0.5 0.5 0.5 Cars & Vans 1.0 1.0 1.0 1.0 6W MGV 2.2 5.0 1.7 4.0 HGV 2.2 5.0 1.7 4.0 Buses 2.2 5.0 1.7 4.0
16 Based on PCUs Factors used by University of Moratuwa
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Table 6-3: LOS under Different Development Scenarios for Stage I Improvements
Level Of Service (LOS) for 20% No Passing Zones in Flat Terrain
Road - Link Base Case Scenario DevelopmentScenario HypotheticalScenario 1 HypotheticalScenario 2 No 2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032 H001-010 A A B A A A H001-020 C D E B B C H002-010 A A B A A A H002-020 A B C A A A H002-030 B C D A B C H002-040 A B C A A B H002-050 B C D A B C H002-060 A B C A A A H002-070 A B C A A B H003-010 A B C A A B H003-020 B C D A B C H003-030 B C D B B C H003-040 A A A A A A H004-010 B D E B C D H004-020 B D E B C D H004-030 B D E B C D B427-010 A A A A A B A A A A A B B427-020 A A A A A B A A A A A B B427-025 A A B A B B A A B A B B B427-030 A A B A B B A A B A B B H006-010 A B C A A B H007-010 A A A A A A H007-020 A A B A A A H007-030 A A B A A A H007-040 A A A A A A H007-050 A A A A A A H008-010 A B C A A A H008-020 B D E A B C H009-010 A B B A A B B549-010 A A B B C D A B B B C D B549-015 A A B B C D A A B B B C B549-020 A A A A A A A A B A A A B549-025 A A A A A B A A A A A B H011-010 A A A A A A H012-010 A B C A B B H012-020 A B C A B B A002-830 A A A A A B A B C A A A A002-840 A A A A B B A B C A A A A002-845 A A A A A A A A B A A A A002-847 C D E E E E D E E D E E A002-850 C D E C D E D E E C D E A002-860 C D E C D E D E E C D E A002-870 B B C A A B B C D A A A A002-880 B C C A B B B C D A A B A002-890 B C C C D E B C D B C D A002-895 B B C A B B B C C A B B A002-900 B C C C D D B C D B C D B251-010 A A A A A A A A A A A A B563-010 A A A A A B A B C A A A B563-020 A A A A A B A B C A A A B562-010 A A A A A A A A A A A A B562-015 A A A A A B A A A A A A B562-020 B562-025 A A A A B C A B B A A A H018-010 A A A A A A H018-020 A A A A A A H018-030 A A A A A A H019-010 B C D A B B H020-010 C D E B C E B548-010 A A A B C D A B C A A B B548-020 B B C C D E B D D B C D B567-010 A A A A A A A A A A A A B567-015 A A A A A A A A A A A A H023-010 A A A A A A H024-010 B C D B B C H026-010 A B C A A B H027-010 A A A A A A
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6.3 Lane Width
Lane widths between 3.5 m to 3.7 m have been used in RDA projects for two lanes, four lanes and even for multi-lane highways. However, the desirable Lane width is 3.7 m, as the width of the design vehicle varies from 2.1 m to 2.6 m. It is possible to maintain a lane width of 3.25 m for two lane roads and 3.5 m for the multi-lane roads as the minimum requirements since the property damage from land acquisition is not a very significant issue in the area. The capacity of the lanes can be improved for the roads with the congested lanes by converting part of the soft shoulders to the hard shoulder. This can be introduced to two lane two-way roads in the road network with a very marginal cost.
Table 6-4: Existing Terrains and the Proposed Design Speeds of the Roads17
Proposed Road Road Design Type by Existing Road Name Lengt Terrain Number Speed Land Use h(km) (km/h) HR01 Outer Circular Highway I 6.20 Flat 90 Urban HR02 Hambantota – Gonnoruwa – Megahajandura Road 29.40 Rolling 90 Urban Connector HR03 Sooriyawewa – Meegahajandura –Kumaragama Road 18.00 Flat 70 Semi-urban HR04 Andarawewa – Udamattala – Padawkema Road 13.00 Flat 70 Rural connector HR05 Udawalawe – Thanamalwila Road 40.00 Flat 70 Rural connector HR06 Galwewa Junction -Moraketiya Road 12.00 Flat 70 Rural HR07 Hambantota Bypass Road 13.00 Flat 90 Urban By Pass HR08 Nabodagaswewa-Swodagama-Andarawewa Road 8.50 Flat 70 Rural connector HR09 Bopale Junction - Kiribbanwewa Road 8.50 Flat 50 Rural HR10 Embilipitiya – Moraketiya – Kiriibbanwewa - Udamadura Road 16.90 Flat 70 Rural HR11 Airport Central Access Road 1.50 Flat 90 Urban HR12 New Airport Access Road 8.10 Flat 90 Urban HR13 CGHW Road (from Hambantota to Thanamalwila) 45.88 Flat 70 Rural HR14 Lewaya Road 3.54 Flat 70 Rural HR15 Sooriyawewa – Padalangala Road 12.00 Flat 50 Rural HR16 Sooriyawewa – Mirijjawila Road 24.00 Rolling 90 Rural connector HR17 Extension of Southern Expressway Flat Urban HR18 Arabokka-Siyabalagaswewa-Gonnaruwa Road 11.00 Flat 90 Rural connector HR19 Wetiya -Mahapalassa-Nabodagaswewa Road 12.00 Flat 70 Rural connector HR20 Lunugamvehera - Kataragama Road 15.00 Flat 70 Rural HR21 Ranna - Angunakolapelessa - Wetiya Road 8.00 Flat 70 Rural connector HR22 Lunugamvehera -Weligatta Road 20.00 Rolling 50 Rural HR23 7th Colony-Weerawila Road 9.66 Rolling 50 Rural HR24 Udamattala – Thanamalwila Road 9.30 Flat 70 Rural HR25 Internal Road Grid in the City Area 12.00 Flat 50 Residential HR26 Southern Expressway Access Road 3.30 Flat 70 Urban HR27 Walawe Left Bank Project Road 10.90 Flat 50 Rural Total 371.68
17 The prfile of roads in Rolling Terrain are actually very small vertical grades and thus 90 km/hr design speed may be acceptable
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6.4 Shoulders and Centre Median
The desirable and minimum desirable shoulder width is 3.0 m and 2.4 m for National Highways in Sri Lanka. The shoulder width for recent developments that has been introduced for national roads is much smaller than these figures (smaller as 1.2 m) due to various reasons such as the acquisition and the capital costof the construction. The same constraints are significantly applicable here too in which case the cost of the capital is much important than the land acquisition. Therefore, the outer shoulder width has been selected to vary between 2.0 m to 1.0 m for two lane two way roads. Minimum of 0.5 m width of inner shoulder has been maintained in the design cross sections of multi-lane highways of the proposed road network.
The above shoulder widths are adequate for moderate speed levels with low traffic and low speed levels with moderate traffic levels. Therefore, adequate warning signs and the visibility requirements shall be maintained for the improved safety of the road users depending on the locality of each individual road. The important safety aspects shall be considered at the detailed designs of each individual road.
A minimum width of 2.0 m has been maintained for centre median of divided multi-lane highways in the proposed project roads. The UDA requirement is a minimum of 3.0 m where they are to plant high grown trees in the centre median for promoting green area concept in the dry zone. Typical cross sections are given in Appendix 3.
6.5 Service Corridor
The service corridors for utility installation such as water, electricity and telecommunication lines are allocated on both sides of the road within the future reservation of the right of way. Generally, the RDA has agreed to provide 5.0 m wide service corridors on both sides of the main highways. These areas should be kept free from any developments and should only be used as a landscaped area. Therefore, this will be a very positive aspect for the free flow of the road traffic where there is a minimum obstruction by the roadside developments.
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6.6 Grade
The longitudinal grade of lower than 4% is desirable. However, it is observed that there is no significant short length high gradient found in any of the road stretches in the road network. Since most of the roads are in flat terrain, it is also necessary to maintain a minimum grade to facilitate drainage. Minimum grade of 0.3-0.5% could be used for the design.
6.7 Design Speed
The individual road links in the road network differ from others by its capacity, both the horizontal and vertical geometry, and the type of expected use. The visibility constraints of the roads are different from one to another due to the geometric conditions, lane capacities and the land use of the roadside developments. Hence the important highway design characteristics such as stopping, overtaking and continuation sight distances are to be treated by taking the individual roads in the network into consideration. Since the design speed is a function of above important design parameters, it is important to consider different design speeds to individual or sub groups of the roads. However, it is also important to note that the design speeds should not be varied drastically from one road to the other in the same environment of proposed road improvements. Therefore, the design speeds are selected in the range of 50 km/h to 90 km/h based on all the above design criterions.
The most important road links with multi-lane capacities are expected to improve for the design speed of 90 km/h. In keeping with the legal speed limit of 70 km/hr, the normal design speed of 70 km/h is recommended for most of the roads. It is recommended to follow the design speed of 50 km/h for the roads where it is not cost effective to improve with expensive geometric improvements based on the existing terrain. The recommended design speeds are given in Table 6-4 for each road link of the proposed road network.
6.8 Operating Speed
The operating speeds for the proposed roadsare based on a number of parameters. In the first instance it is based on the design speed, which has been considered as 50 km/h
6-7 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan to 90 km/h for different roads in the network. However, this cannot be maintained across all sections due to variations in grade, type of intersection control method etc. Additionally, the operating speed reduces with the traffic volume and percentage of heavy vehicles in the traffic mix. As such the average operating speed for light passenger vehicles as well as heavy vehicles that will be considered for each of the traffic estimation years is given in Table 6-5. These figures have included the adjustments for heavy vehicles taking reduction factor of 90% of the estimated operating speeds.
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Table 6-5: Calculation of Average Operating Speed (km/hr)
Minimum Operating Service Speeds (km/h)
Road - Link Base Case Scenario DevelopmentScenario HypotheticalScenario 1 HypotheticalScenario 2 No 2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032 H001-010 72 72 69 72 72 72 H001-020 63 58 43 69 69 63 H002-010 72 72 69 72 72 72 H002-020 72 69 63 72 72 72 H002-030 69 63 58 72 69 63 H002-040 72 69 63 72 72 69 H002-050 69 63 58 72 69 63 H002-060 72 69 63 72 72 72 H002-070 72 69 63 72 72 69 H003-010 72 69 63 72 72 69 H003-020 69 63 58 72 69 63 H003-030 69 63 58 69 69 63 H003-040 72 72 72 72 72 72 H004-010 69 58 43 69 63 58 H004-020 69 58 43 69 63 58 H004-030 69 58 43 69 63 58 B427-010 72 72 72 72 72 69 72 72 72 72 72 69 B427-020 72 72 72 72 72 69 72 72 72 72 72 69 B427-025 72 72 69 72 69 69 72 72 69 72 69 69 B427-030 72 72 69 72 69 69 72 72 69 72 69 69 H006-010 72 69 63 72 72 69 H007-010 72 72 72 72 72 72 H007-020 72 72 69 72 72 72 H007-030 72 72 69 72 72 72 H007-040 72 72 72 72 72 72 H007-050 72 72 72 72 72 72 H008-010 72 69 63 72 72 72 H008-020 69 58 43 72 69 63 H009-010 72 69 69 72 72 69 B549-010 72 72 69 69 63 58 72 69 69 69 63 58 B549-015 72 72 69 69 63 58 72 72 69 69 69 63 B549-020 72 72 72 72 72 72 72 72 69 72 72 72 B549-025 72 72 72 72 72 69 72 72 72 72 72 69 H011-010 72 72 72 72 72 72 H012-010 72 69 63 72 69 69 H012-020 72 69 63 72 69 69 A002-830 72 72 72 72 72 69 72 69 63 72 72 72 A002-840 72 72 72 72 69 69 72 69 63 72 72 72 A002-845 72 72 72 72 72 72 72 72 69 72 72 72 A002-847 63 58 43 43 43 43 58 43 43 58 43 43 A002-850 63 58 43 63 58 43 58 43 43 63 58 43 A002-860 63 58 43 63 58 43 58 43 43 63 58 43 A002-870 69 69 63 72 72 69 69 63 58 72 72 72 A002-880 69 63 63 72 69 69 69 63 58 72 72 69 A002-890 69 63 63 63 58 43 69 63 58 69 63 58 A002-895 69 69 63 72 69 69 69 63 63 72 69 69 A002-900 69 63 63 63 58 58 69 63 58 69 63 58 B251-010 72 72 72 72 72 72 72 72 72 72 72 72 B563-010 72 72 72 72 72 69 72 69 63 72 72 72 B563-020 72 72 72 72 72 69 72 69 63 72 72 72 B562-010 72 72 72 72 72 72 72 72 72 72 72 72 B562-015 72 72 72 72 72 69 72 72 72 72 72 72 B562-020 B562-025 72 72 72 72 69 63 72 69 69 72 72 72 H018-010 72 72 72 72 72 72 H018-020 72 72 72 72 72 72 H018-030 72 72 72 72 72 72 H019-010 69 63 58 72 69 69 H020-010 63 58 43 69 63 43 B548-010 72 72 72 69 63 58 72 69 63 72 72 69 B548-020 69 69 63 63 58 43 69 58 58 69 63 58 B567-010 72 72 72 72 72 72 72 72 72 72 72 72 B567-015 72 72 72 72 72 72 72 72 72 72 72 72 H023-010 72 72 72 72 72 72 H024-010 69 63 58 69 69 63 H026-010 72 69 63 72 72 69 H027-010 72 72 72 72 72 72
6-9 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
6.9 Cross Sections
Upon the conclusion of the road network, appropriate cross section types for the road links have beenselected based on the functionality assigned for each road. When selecting the cross sections, a higher emphasis has been given for providing facilities for the non-motorised access and public transport (see Chapter 8) use in Greater Hambantota Area. Table 6-6 summarises the recommended cross section types and they are schematically illustrated to a greater detail in Appendix 3.
Table 6-6: Description of Types of Cross Sections defined
Code Description
4(Ex)/6 (Ex) 4 Lane Expressway with provision for 6 Lanes
Standard 4 Lanes with Non-Motorised(Bicycle/Pedestrian) 4(S+NM)/10(S+PT+NM+SR) lane with provision for 2 Lane Public Transport corridor, Non- Motorised lane and 2 Lane Service Road on either side
Standard 4 Lanes with Non-Motorised(Bicycle/Pedestrian) 4(S+NM)/8(S+PT+NM) lane with provision for 2 Lane Public Transport corridor and Non- Motorised lane on either side
4(S)/6(S) Standard 4 Lanes with provision to Standard 6 Lanes
Standard 4 Lanes with Non-Motorised lane 4(S+NM) (Bicycle/Pedestrian)
Standard 2 Lanes with provision for Standard 4 Lanes with 2(S)/4(S+PL) Passing Lanes where required
Standard 2 Lanes with Wide Shoulder (2m) for SMT vehicles 2(S+WS)/4(S+PL) with provision for Standard 4 Lanes with Passing Lanes
Standard 2 Lanes with Non-Motorised (Bicycle/Pedestrian) 2(S+NM) Lane
2(S+SW) Standard 2 Lanes with Side Walks
2(S) Standard 2 Lanes
Sub-Standard 2 Lane with provision for Standard 4 Lanes 2(S-Sub)/4 (S+PL) and Passing Lanes
Assignment of each cross section type for the links in the network indicates in the Table 6-7.
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Table 6-7: Proposed List of Road and the Cross Sectional Properties
Proposed Cross Sectional Properties No Road Name Road Length (km) Stage I Stage II HR01OuterCircularHighway 6.20 4(S+NM) N/A Hambantota – Gonnoruwa – Megahajandura Road (Hambantota – Badagiriya Jn) 29.40 4(S+NM) 10(S+PT+NM+SR) HR02 Hambantota – Gonnoruwa – Megahajandura Road (Bandagiriya - Meegahajandura) 4(S+NM) 8(S+PT+NM) Sooriyawewa – Meegahajandura –Kumaragama Road (Sooriyawewa - Meegahajandura) 18.00 2(S) 4(S+PL) HR03 Sooriyawewa – Meegahajandura – Kumaragama Road (Meegahajandura – Kumaragama) 2(S-Sub) 4(S+PL) HR04 Andarawewa – Udamattala – Padawkema Road 13.00 2(S+WS) 4(S+PL) HR05Udawalawe–ThanamalwilaRoad 40.00 2(S) N/A HR06 Galwewa Junction -Moraketiya Road 12.00 2(S) 4(S+PL) HR07 Hambantota Bypass Road 13.00 4(S) 6(S) HR08 Nabodagaswewa-Swodagama-Andarawewa Road 8.50 2(S+WS) 4(S+PL) HR09 Bopale Junction - Kiribbanwewa Road 8.50 2(S-Sub) 4(S+PL) HR10 Embilipitiya – Moraketiya – Kiriibbanwewa - Udamadura Road 16.90 2(S) 4(S+PL) HR11 Airport Central Access Road 1.50 4(S+NM) 8(S+PT+NM) HR12 New Airport Access Road 8.10 4(S+NM) 8(S+PT+NM) HR13 CGHW Road (from Hambantota to Thanamalwila) 45.88 2(S+NM) N/A HR14LewayaRoad 3.54 2(S+NM) N/A HR15Sooriyawewa–PadalangalaRoad 12.00 2S N/A HR16 Sooriyawewa – Mirijjawila Road 24.00 4(S) 6(S) HR17 Extension of Southern Expressway 4(Ex) 6(Ex) HR18 Arabokka-Siyabalagaswewa-Gonnaruwa Road 11.00 4(S) 6(S) HR19 Wetiya -Mahapalassa-Nabodagaswewa Road 12.00 2(S+WS) 4(S+PL) HR20 Lunugamvehera - Kataragama Road 15.00 2(S+WS) 4(S+PL) HR21 Ranna - Angunakolapelessa - Wetiya Road 8.00 2(S+WS) 4(S+PL) HR22Lunugamvehera-WeligattaRoad 20.00 2(S) N/A HR237thColony-WeerawilaRoad 9.66 2(S) N/A HR24 Udamattala – Thanamalwila Road 9.30 2(S) 4(S+PL) HR25 Internal Road Grid in the City Area 12.00 2(S+SW) N/A HR26 Southern Expressway Access Road 3.30 2(S) N/A HR27 Walawe Project Road 10.90 2(S+NM) N/A Total 371.68 NOTE: S - Standard Lanes, NM - Non Motorized, WS - Wider Shoulders, PT - Public Transport Lane, SR - Service Road, N/A - Not Applicable
6-11 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
6.10 Intersections
The intersection types are defined by combined number of lanes of the main road(s) and the minor road(s) involved. There are forty one (41) such intersections included in this project proposal. They belong to three (3) categories of intersection types proposed for Stage I and nine (9) categories for Stage II. A summary of the intersection types are given in Table 6-8:
The intersection types, approach road links and the cross sectional properties of each road link are given in Table 6-7. The identification number of each road intersection is given in Table 6-9 and their locations referred to the map in Appendix 2. These identification is assigned based on the size of the each intersection measure by how many lanes are crossed by each road.
Table 6-8: Intersection Types for Stage I and Stage II
No. Intersection Type Stage I Stage II
1 8 x 6 Lane - 1
2 8 x 4 Lane - 1
3 8 x 2 Lane - 2
4 6 x 6 Lane - 6
5 6 x 4 Lane - 6
6 6 x 2 Lane - 4
7 4 x 4 Lane 9 5
8 4 x 2 Lane 12 8
9 2 x 2 Lane 20 8
Total Number of Intersections 41 41
The major intersections types such as 8 x 6 lanes, 8 x 4 lanes, 6 x 6 lanes and, 6 x 4 lanes are concentrated around and closer to Hambantota City and major development areas. Also the largest intersection is only of 4 x 4 lanes proposed for Stage I. Around fifty percent (50%) of the intersections in Stage I are of 2 x 2 lanes. But this is only twenty percent (20%) for Stage II.
6-12 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Table 6-9: List of Potential Intersection Developments
Road Properties of Approach Road Intersection Intersection type Name of Primary Road Road No Name of Secondary Road No Stage I Stage II Road No StageI StageII Road 1 x Road 2 Road I x Road 2 HX01 Hambantota - Gonnoruwa - Meegahajandura HR02 Hambantota By Pass Road HR07 4 x 4 Lane 8 x 6 Lane 4(S+NM)x4(S) 10(S+PT+NM+SR)x6(S) HX02 Hambantota - Gonnoruwa - Meegahajandura HR02 Outer Circular Highway I HR01 4 x 4 Lane 8 x 4 Lane 4(S+NM)x4(S+NM) 4(S+NM)x10(S+PT+NM+SR) HX03 Hambantota - Gonnoruwa - Meegahajandura HR02 Air Port Access Road HR12 4 x 4 Lane 6 x 6 Lane 4(S+NM)x4(S+NM) 8(S+PT+NM)x8(PT+NM) HX04 Air Port Access Road HR12 Air Port Central Access Road HR11 4 x 4 Lane 6 x 6 Lane 4(S+NM)x4(S+NM) 8(S+PT+NM)x8(PT+NM) HX05 Hambantota By Pass Road HR07 Sooriyawewa - Mirijjawila HR16 4 x 4 Lane 6 x 6 Lane 4(S)x4(S) 6(S)x6(S) HX06 Arabokka - Siyabalagaswewa - Gonnaruwa Road HR18 Southern Expressway Access Road HR26 4 x 4 Lane 6 x 6 Lane 4(Ex)x4(S) 6(EX)x6(S) HX07 Hambantota - Gonnoruwa - Meegahajandura HR02 Arabokka - Siyabalagaswewa - Gonnaruwa Road HR18 4 x 4 Lane 6 x 6 Lane 4(S)x4(S+NM) 6(S)X8(S+PT+NM) HX08 Hambantota By Pass Road HR07 New Road through Walawe LB to Gonnoruwa Road HR18 4 x 4 Lane 6 x 6 Lane 4(S)x4(S) 6(S)x6(S) HX09 Hambantota By Pass Road HR07 Outer Circular Highway I HR01 4 x 4 Lane 6 x 4 Lane 4(S+NM)x4(S) 4(S+NM)x6(S) HX10 Hambantota - Gonnoruwa - Meegahajandura HR02 CGHW Road (243-km-260km) HR13 4 x 2 Lane 8 x 2 Lane 4(S+NM)X2(S+NM) 10(S+PT+NM+SR)x2(S+NM) HX11 Hambantota - Gonnoruwa - Meegahajandura HR02 Southern Expressway Access Road HR26 4 x 2 Lane 8 x 2 Lane 2Sx4(S+NM) 2Sx10(S+PT+NM+SR) HX12 Hambantota - Gonnoruwa - Meegahajandura HR02 Nabodagaswewa-Swodagama-Andarawewa Road HR08 4 x 2 Lane 6 x 4 Lane 4(S+NM)x2(S+WS) 8(S+PT+NM)x4(S+PL) HX13 New Airport Access Road HR12 Andarawewa - udamattala - Padawkema HR04 4 x 2 Lane 6 x 4 Lane 4(S+NM)x2(S+WS) 8(S+PT+NM)x4(S+PL) HX14 Sooriyawewa - Mirijjawila HR16 Sooriyawewa - Meegahajandura - Kumaragama HR03 4 x 2 Lane 6 x 4 Lane 2(S)x4(S) 4(S+PL)x6(S) HX15 Airport Central Access Road HR11 Andarawewa - udamattala - Padawkema HR04 4 x 2 Lane 6 x 4 Lane 2(S+WS)x4(S+NM) 4(S+PL)x8(S+PT+NM) HX16 Sooriyawewa - Mirijjawila HR16 Nabodagaswewa-Swodagama-Andarawewa Road HR08 4 x 2 Lane 6 x 4 Lane 2(S+WS)x4(S) 4(S+PL)x6(S) HX17 Hambantota By Pass Road HR07 CGHW Road (243-km-260km) HR13 4 x 2 Lane 6 x 2 Lane 4(S)x2(S+NM) 6(S)x2(S+NM) HX18 Hambantota By Pass Road HR07 CGHW Road (Ambalantota) 4 x 2 Lane 6 x 2 Lane 4(S)x2(S+WS) 6(S)x2(S+WS) HX19 Sooriyawewa - Mirijjawila HR16 CGHW Road (Mirijjawila) 4 x 2 Lane 6 x 2 Lane 4(S)x2(S+WS) 6(S)x2(S+WS) HX20 Outer Circular Highway I HR01 CGHW Road (243-km-260km) HR13 4 x 2 Lane 4 x 2 Lane 4(S+NM)x2(S+NM) 4(S+NM)x2(S+NM) HX21 Arabokka - Siyabalagaswewa - Gonnaruwa Road HR18 Walawe Left Bank Project Road HR27 4 x 2 Lane 6 x 2 Lane 2(S)x4(S) 2(S)X6(S) HX22 Hambantota - Gonnoruwa - Meegahajandura HR02 Sooriyawewa - Meegahajandura - Kumaragama HR03 2 x 2 Lane 4 x 4 Lane 2(S-Sub)x2(S) 4(S+PL)x4(S+PL) HX23 Sooriyawewa - Meegahajandura - Kumaragama HR03 Galwewa Junction - Moraketiya Road HR06 2 x 2 Lane 4 x 4 Lane 2(S)x2(S) 4(S+PL)x4(S+PL) HX24 Bopale Junction - Kiribbanwewa HR09 Sooriyawewa - Meegahajandura - Kumaragama HR03 2 x 2 Lane 4 x 4 Lane 2(S)x2(S-Sub) 4(S+PL)x4(S+PL) HX25 Galnewa Junction - Moraketiya Road HR06 Embilipitiya - Moraketiya - Kiribbanwewa - Udamadura HR10 2 x 2 Lane 4 x 4 Lane 2(S)x2(S) 4(S+PL)x4(S+PL) HX26 Bopale Junction - Kiribbanwewa HR09 Embilipitiya - Moraketiya - Kiribbanwewa - Udamadura HR10 2 x 2 Lane 4 x 4 Lane 2(S-Sub)x2(S) 4(S+PL)x4(S+PL) HX27 Sooriyawewa - Meegahajandura - Kumaragama HR03 Udawalawe - Thanamalwila HR05 2 x 2 Lane 4 x 2 Lane 2(S)x2(S) 4(S+PL)x2(S) HX28 Andarawewa - Udamattala - Padawkema HR04 CGHW Road (243-km-260km) HR13 2 x 2 Lane 4 x 2 Lane 2(S+WS)x2(S+NM) 4(S+PL)x2(S+NM) HX29 Embilipitiya - Moraketiya - Kiribbanwewa HR10 Udawalawe - Thanamalwila HR05 2 x 2 Lane 4 x 2 Lane 2(S)x2(S) 2(S)x4(S+PL) HX30 Udamattala - Thanamalwila HR24 CGHW Road (243-km-260km) HR13 2 x 2 Lane 4 x 2 Lane 2(S)x2(S+NM) 4(S+PL)x2(S+NM) HX31 Wetiya - Mahapalassa - Nabodagaswewa Road HR19 Wetiya - Mahapalassa - Nabodagaswewa Road HR19 2 x 2 Lane 4 x 2 Lane 2(S)x2(S+WS) 2Sx4(S+PL) HX32 Nabodagswewa - Swodagama - Andarawewa Road HR08 Walawe Left Bank Project Road HR27 2 x 2 Lane 4 x 2 Lane 2(S)x2(S+WS) 2Sx4(S+PL) HX33 Embilipitiya - Moraketiya - Kiribbanwewa - Udamattala HR10 Embilipitiya Nonagama Rd (A 18) 2 x 2 Lane 4 x 2 Lane 2(S)x2(S) 2(A)x4(S+PL) HX34 CGHW Road (243-km-260km) HR13 Udawalawe - Thanamalwila HR05 2 x 2 Lane 2 x 2 Lane 2(S)x2(S+NM) 2(S)x2(S+NM) HX35 CGHW Road (243-km-260km) HR13 Lewaya Road HR14 2 x 2 Lane 2 x 2 Lane 2(S+NM)x2(S+NM) 2(S+NM)x2(S+NM) HX36 CGHW Road (243-km-260km) HR13 Weligatta - Lunugamvehera Rd HR22 2 x 2 Lane 2 x 2 Lane 2(S+NM)x2(S) 2(S+NM)x2(S) HX37 CGHW Road (243-km-260km) HR13 7th Colony - Weerawila HR23 2 x 2 Lane 2 x 2 Lane 2(S+NM)x2(S) 2(S+NM)x2(S) HX38 CGHW Road (243-km-260km) HR13 Weligatta - Lunugamvehera Rd HR22 2 x 2 Lane 2 x 2 Lane 2(S+NM)x2(S) 2(S+NM)x2(S) HX39 Weligatta - Lunugamvehera Rd HR22 7th Colony - Weerawila HR23 2 x 2 Lane 2 x 2 Lane 2(S)x2(S) 2(S)x2(S) HX40 Padalangala - Sooriyawewa HR15 Embilipitiya Nonagama Rd (A 18) 2 x 2 Lane 2 x 2 Lane 2(S)x2(S) 2(S)x2(S) HX41 Udawalawe - Thanamalwila HR05 Embilipitiya Nonagama Rd (A 18) 2 x 2 Lane 2 x 2 Lane 2(S)x2(S) 2(S)x2(S)
6-13 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
6.11 Intersection Control
Initially, it is expected to control the traffic at the intersections and junctions by introducing the lane marking and give way signs as much as possible with lower traffic levels. Provisions for road safety with this lane marking and the sign controls are allowed in the cost estimates. However, special attentions should be given for the important and busy intersections such as HX01 to HX09 as the first priority intersections with higher capacities. The second priority intersections are from HX10 to HX21 should be treated next when the traffic levels are increased in future. It is adequate to control the remaining 20 intersections with give way signs and the lane marking controls only, until the traffic levels increase up to expected volumes in future with the development activities are accelerated.
Attention should be given to individual intersections while designing the intersection controls such as roundabouts, traffic islands and signal controls to suit for each such locations and situations considering all the safety issues inherent to the locality. One of the main concerns is the higher approach speeds into the intersections with low traffic levels with high lane capacities during the initial stages. Therefore, additional traffic control devices will be needed in some of the approach links of the main intersections. It is also need to provide adequate illumination at these intersections during the night time for improved safety of the road users.
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CHAPTER 7 TRAFFIC ANALYSIS
Traffic levels in the Road Network for Hambantota Development will be influenced by the following factors:
Diversion of existing traffic from other roads to A2 Road, in particular due to reduction of travel distances, to destinations such as Uva and Eastern Provinces as well as North Central Province from the south.
Diversion of traffic from other roads to the national network such as A4 due to shorter distances and travel times from origins in the Western, North-Western, Northern and Central Provinces to the south.
Traffic generated due to the development of the Port of Hambantota and its direct results in terms of increased population.
Traffic generated by the industries to be set up as part of the Greater Hambantota Development Plan as discussed in Chapter 3.
Increase in traffic due to development of a 2nd international airport in terms of direct air passengers and cargo movements, as well as the support services.
Since the growth of traffic is largely dependent on the development of the port and port related industries and to a lesser extent on the other developments, this growth is expected to increase slowly over the design life of the project taken as 20 years.
7.1 Inter- Regional Connectivity
Inter-Regional connectivity is an important objective of this proposed road network. Only by ensuring this, would the Greater Hambantota Area Development Plan achieve a nationally significant status. This includes:
Connection to Colombo/Sri Jayewardenepura which will continue to be the primate city agglomeration in the country for all administrative and commercial activities into the foreseeable future and the whole of the Western Province which will also continue to be an area of high economic activity.
The international airport at Katunayake.
7-1 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Other provincial centres in the Central, Uva, Sabaragamuwa and Eastern provinces which are geographically well located for Hambantota and the project impact area to become the primary production and distribution point for goods and services required in those provinces. Goods in this respect could be both agricultural and industrial as was discussed earlier.
Connection between tourist accommodations in the project impact area (Matara to Tissamaharama) to other places of tourist interest particularly those in the Uva, Central and Eastern Provinces for daily or one night excursions.
This shows the need of connection to the following areas outside the Project Impact Area:
o Matara Galle Kalutara Colombo Gampaha Katunayake Puttalam.
o Embilipitiya Ratnapura Kegalle Kurunegala & Kandy Districts Matale
o Thanamalwila Wellawaya Bandarawela Badulla & Nuwera Eliya
o Thanamalwila Wellawaya Buttala Passara Mahiyangana Polonnaruwa, (& Batticaloa) Anuradhapura & Trincomalee.
o Thanamalwila Wellawaya Amparai & Pottuvil Batticaloa
7.2 Design Parameters of Road Network
The geometric design parameters used in the traffic analysis will have an effect on the traffic levels on the network due to increase in speed and other features that contribute towards the reduction of overall travel costs and this the generation of new traffic from increased development activity that it will promote within the Hambantota Development Area as well as the diversion of existing traffic from the national network.
7.2.1 Road Network
The national road network updated to 2010 as included in the TransPlan Database18 has been used in the traffic analysis. This includes all existing roads and improvements
18 University of Moratuwa
7-2 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan done up to January 2010. The road network data used in the analysis includes information for each link of the entire national road network, the length, roughness, road side development, curvature and gradient, traffic management and control features, crossings, and free flow speed. Additionally, each node has been identified and provided with a unique identification number.
Table 7.1 gives the attributes of each section of road included in the road network for the Hambantota Area.
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Table 7-1: Design Parameters of the Proposed Hambantota Road Network
No Road Name Short Term Feature (m) Long Term Features (m) h t s h h h h
t t t t d e h h y y i h t t d d e d d e d t i i a a e i i d d n W d o i i g d w w w w w w a
o
h h n N w e w o e e
t t r r L k k e N l l n g g N e e h d d n n
L e i i a a t a a a
l d d g a a i i r d l l i i L r w r w k w w c u
a
n r r u u d d t y n e o e e i a a e l e E o o r S C d d L c h h C C i i h M M y S S T S S C
HR01 OuterCircularHighway HX09 HX20 6.2 16 2X2 N/A 2 2X2
HR02 Hambantota – Gonnoruwa HX01 B’griya 6 16 3.5 N/A 1 N/A 39 2.5X2 2X2+2 2X2 – Megahajandura Road Jc. X2 .5X2
B’riya Jc. HX13 HX07H 12 16 3.5 N/A 1 N/A 23 2X2 2X2 2X2 X04 X2
HR03 S’wewa – M’jandura – HX23 HX22 HX24 18 9.5 N/A 1.5X2 N/A N/A 16 2X2 N/A 2 2X2 K’ragama Rd
HX24 HX27 5.5 N/A 1X2 N/A N/A 16 2X2 N/A 2 2X2
HR04 A’wewa –U’mattala – HX12 HX28 13 11.5 N/A 2X1 N/A N/A 16 2X2 N/A 2 2X2 Padawkema Rd
HR05 Udawalawe – HX41 HX34 HX29 40 7 N/A 2X2 N/A N/A Thanamalwila Road
HR06 Galwewa Junction - HX23 HX25 12 9.5 N/A 1.5X2 N/A N/A 16 2X2 N/A 2 2X2 Moraketiya Road
7-4 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
No Road Name Short Term Feature (m) Long Term Features (m) h t s h h h h
t t t t d e h h y y i h t t d d e d d e d t i i a a e i i d d n W d o i i g d w w w w w w a
o
h h n N w e w o e e
t t r r L k k e N l l n g g N e e h d d n n
L e i i a a t a a a
l d d g a a i i r d l l i i L r w r w k w w c u
a
n r r u u d d t y n e o e e i a a e l e E o o r S C d d L c h h C C i i h M M y S S T S S C
HR07 Hambantota Bypass HX18 HX17 HX05 13 16 2X2 N/A 2 2X2 22 2X2 2 2X2 Road
HR08 N’aswewa-Swodagama- HX16 HX12 HX32 8.4 11.5 N/A 2X1 N/A N/A 16 2X2 N/A 2 2X2 A’wewa Rd
HR09 Bopale Junction - HX24 HX25 8.5 5.5 N/A 1X2 N/A N/A 16 2X2 N/A 2 2X2 Kiribbanwewa Rd
HR10 Embilipitiya – Moraketiya HX33 HX29 HX25, 16.9 9.5 N/A 1.5X2 N/A N/A 16 2X2 N/A 2 2X2 – Kiriibbanwewa - HX26 Udamadura Road
HR11 Airport Central Access HX15 HX04 1.6 7 N/A 2X2 N/A N/A Road
HR12 New Airport Access Road HX03 HX22 HX12 20 16 3.5 N/A 1 N/A 23 2X2 2X2 2X2 X2
HR13 CGHW Road to HX19 HX34 17 7 2X2 N/A N/A 2X2 Thanamalwila
HR14 Lewaya Road HX19 HX17 HX35 3.54 7 2X2 N/A N/A 2X2
HR15 Sooriyawewa – HX14 HX40 12 7 N/A 2X2 N/A N/A Padalangala Road
7-5 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
No Road Name Short Term Feature (m) Long Term Features (m) h t s h h h h
t t t t d e h h y y i h t t d d e d d e d t i i a a e i i d d n W d o i i g d w w w w w w a
o
h h n N w e w o e e
t t r r L k k e N l l n g g N e e h d d n n
L e i i a a t a a a
l d d g a a i i r d l l i i L r w r w k w w c u
a
n r r u u d d t y n e o e e i a a e l e E o o r S C d d L c h h C C i i h M M y S S T S S C
HR16 Sooriyawewa – Mirijjawila HX14 HX19 24 16 2X2 N/A 2 2X2 22 2X2 2 2X2 Road
HR17 Extension of Southern G’gama HX06 74 16 N/A 3.5 10 N/A 24 N/A 3.5 2 Expressway
HR18 Arabokka- HX08 HX07 HX06, 10.5 16 2X2 N/A 2 2X2 22 2X2 2 2X2 Siyabalagaswewa- HX21 Gonnaruwa Road
HR19 Wetiya -Mahapalassa- HX31 HX16 10 11.5 N/A 2X1 N/A N/A 16 2X2 N/A 2 2X2 N’gaswewa Rd
HR20 Lunugamvehera - HX28 K’ma 15 11.5 N/A 2X1 N/A N/A 16 2X2 N/A 2 2X2 Kataragama Road
HR21 Ranna – A’pelessa - Ranna HX31 16.1 11.5 N/A 2X1 N/A N/A 16 2X2 N/A 2 2X2 Wetiya Road
HR22 Lunugamvehera - HX38 HX36 HX39 23.6 7 N/A 2X2 N/A N/A Weligatta Road
HR23 7th Colony-Weerawila HX39 HX37 4 7 N/A 2X2 N/A N/A Road
HR24 Udamattala – HX13 HX30 18 9.5 N/A 1.5X2 N/A N/A 16 2X2 N/A 2 2X2 Thanamalwila
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No Road Name Short Term Feature (m) Long Term Features (m) h t s h h h h
t t t t d e h h y y i h t t d d e d d e d t i i a a e i i d d n W d o i i g d w w w w w w a
o
h h n N w e w o e e
t t r r L k k e N l l n g g N e e h d d n n
L e i i a a t a a a
l d d g a a i i r d l l i i L r w r w k w w c u
a
n r r u u d d t y n e o e e i a a e l e E o o r S C d d L c h h C C i i h M M y S S T S S C
HR25 Internal Road Grid in the 10 7 2X2 N/A N/A N/A City Area
HR26 Southern Expressway 3 7 N/A 2X2 N/A N/A Access Road
HR27 Walawe Project Road HX21 HX32 10 7 2X2 N/A N/A 2X2
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7.2.2 New Roads to be Included
A number of new expressways and road rehabilitation projects are being planned but the dates of completion of which are not certain. However, since the proposed expressway network will have a direct bearing on the project impact area and is expected to be in place over the next 10 years, the following expressways have been included in the road network for traffic analysis.
Outer Circular Road from Kerawalapitiya to Kottawa
Southern Highway from Kottawa to Godagama
Extension of Southern Highway from Godagama to Hambantota
CKAH from Kadawatha to Mirigama (Stage I)
Colombo-Katunayake Expressway
All above roads have been assumed to operate as toll roads.
7.2.3 Other Modes of Transport
Since the Sri Lanka Rail (SLR) is also planning an extension of the Coast Line as a single track up to Beliatta and thereafter to Kataragama, the effect of this too would be considered on the Hambantota Development Area. With single track operations, the modal split would be similar to that of Galle-Colombo and Matara-Colombo sectors. However the travel time and costs savings by nearly one half with the expressway, the railway’s contribution would be moderate unless it is being upgraded to a high speed service. However, if current operating practices were to continue it would not be significant.
The other possibility is that of domestic air travel. However, the share of this is not expected to be significant since the difference in overall travel time will be only marginal when considering the fact that access to airports at Ratmalana or Katunayake as well as to Udamattala will take also an additional one hour or more and thus total travel time advantage would be just around 30 minutes or so. Therefore only a very small percentage can be expected to opt for air travel in a scenario where the expressway is also available.
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However in the case of goods transport, the railway can play a critical role carrying as much as 50% or more traffic to Colombo even though traffic destined for other parts will not benefit as much from the railways.
7.3 Traffic Forecasting
7.3.1 Forecast Year
As per the Terms of Reference the Traffic forecasts are made for the years 2012, 2022 and 2032. It is expected that full development potential of the Hambantota Development Plan would have been achieved by the year 2032, while the year 2012 would see the construction of the basic infrastructure such as the Stage I of the port, the air port, the cricket stadium, administrative complex, safari park etc. The year 2022 would be considered as an interim stage between 2012 and 2032.
7.3.2 ObservedTraffic Patterns
The ADT at the following roadside surveys referred to in Section 2.3 are tabulated along with the peak hour flow given in Table 7.2.
Table 7-2: Summary of Observed Traffic Flows (2007)
Average Daily Peak Hour Road/ Location Traffic Flow A002 – CGHW Road (Dickwella) 6,643 650 A002 – CGHW Road (Ranna) 4,666 325 A002 – CGHWRoad (Ambalantota) 5,201 530 A002 – CGHWRoad (Lunugamvehera) 1,920 250 B275 – Matara-Kamburupitiya Road (Kirinde) 2,406 375 A018 – Nonagama-Embilipitiya Road (Siyambalangoda) 2,199 225
This shows that the traffic levels on the Colombo-Galle-Hambantota-Wellawaya (CGHW) Road (A2) remain somewhat steady between Matara and Hambantota. Of this flow also around 50% of traffic is made up of two and three wheeler vehicles. This signifies a high proportion of local traffic around the town centres and a steady flow of the long distance traffic.
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7.3.3 Origin Destination of Flows
The origin-destination of passenger vehicles and freight vehicles from the surveys carried out in 2007 are summarised in the following Tables. The volumes signify very little traffic originating in Hambantota and traffic passing through Hambantota to be an even less.
Table 7-3: Daily One-Way Flow of Passenger Vehicles (Uva &Southern, 2007) a a
t l a
o a r t o g s u n t b a a a p l a r c l r i m a b a r u a o n t n t l m t d s a o i o a a a D C M H M R B Colombo 0 403 159 119 0 1 Matara 1,295 466 266 83 38 Hambantota 1,624 0 443 0 Monaragala 0 36 0 Ratnapura 0 0 Badulla 0
Table 7-4: Daily One-Way Flow of Goods Vehicles (Uva &Southern, 2007) a a
t l a
o a r t o g s u n t b a a a p l a r c l r i m a b a r u a o n t n t l m t d s a o i o a a a D C M H M R B Colombo 0 51 83 13 0 2 Matara 272 223 86 87 40 Hambantota 465 0 184 0 Monaragala 0 12 0 Ratnapura 0 0 Badulla 0
7.3.4 Future Traffic Generators
In addition to the existing traffic that will use the proposed road network, the bulk of the traffic using this infrastructure is expected from the activities relating to the Hambantota
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Development Plan as discussed in Chapter 3 where a number of approved projects that will become major traffic attractors and/or generators have been identified. This means that a high degree of new traffic has to be estimated along with the diverted traffic and generated traffic.
The major development projects that have been identified for the purpose of this study are:
Hambantota Seaport and associated developments
Mattala International Airport
Administrative Complex
Proposed BOI Zone in Meegahajandura
International Cricket Stadium at Sooriyawewa
City Centre Development
Commercial Establishment
Convention Centre
The other development centres have been considered as secondary generators which would developonly if the above primary developments take place.
In the case of the Hambantota Seaport, traffic estimates have been based on the amount of cargo that is expected to be handled, the nature of cargo in terms of containers or break bulk, vehicles, liquid etc as well as what percentage is expected to be the transhipment. The highway traffic generation rates are estimated by comparing with estimates of traffic from Port of Colombo for its associated cargo movements. The forecast cargo volumes are as given in the Feasibility Study for the Hambantota Seaport. These estimated are used for estimation of the corresponding road traffic volumes. Their destinations are allocated on the expected destinations especially those in the provinces of Uva, Eastern, Central and Southern.
As for the Mattala International Airport, the forecast will be based on the estimated passenger traffic and its probable local destinations which would mostly be in the tourist area stretching from Bentota to Tissamaharama along the south western coast, and further along the east coast, particularly for Arugam Bay area.
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7.3.5 New Employment & Migration
In a project impact area where the bulk of the new traffic is to arise from almost entirely new activity, it is required to estimate the new in-migration that will take place. This is the fundamental building block. Table 7-5 shows the consultants tabulation of the estimation based on available figures and assumptions where such figures are not available. It is estimated that the Greater Hambantota Area will not incur rapid migration by 2012 as most construction oriented jobs and jobs in other activities can be assumed to be filled up mostly by those living within the Hambantota District. However with more specialised jobs starting off in later years, it is estimated that in-migration would be in the ratio of 2 ½ times the number of such employees. This means an employee to migration ratio of around 0.4.
Table 7-5: Employment Estimation19
Proposed Development 2012 2022 2032 Hambantota International Port 3,000 4,000 5,000 Hambantota Logistics Park 2,000 4,000 8,000 Mattala International Airport 2,580 4,400 6,220 Mattala Logistics Park 1,000 2,000 4,000 Sooriyawewa Cricket Stadium & IT Park 14,176 28,351 56,702 Administrative Complex 2,000 4,500 4,500 Others 5,000 10,000 10,000 TOTAL 29,756 57,251 94,422 Migratory Population Estimation 30,000 130,000 230,000 Employees Provided/Population 0.99 0.44 0.41
Accordingly, the study assumes an in-migration of the above numbers of 30,000, 130,000 and 230,000 at the three forecast years as shown above. As such the population estimates for the forecast years for each of the Divisional Secretariat Divisions (DSD)’s will be assumed as given in Table 7-6 for the purpose of making traffic forecasts
19 Sources; SLPA, AASL, UDA and Consultants estimates where published figures do not exist
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Table 7-6: Population Estimates for Hambantota Development Area (2012-2032)
DS No DS NAME 2012 2022 2032 3303000 Ambalantota 83,244 124,360 155,770 3304000 Hambantota 72,932 108,953 143,985 3305000 Lunugamwehera 29,451 43,997 52,076 3309000 Tissamaharama 84,459 116,469 145,886 3310000 Sooriyawewa 57,593 119,131 158,805 HDP Area 327,680 512,909 656,523 Hambantota District 666,019 901,714 1,103,321
7.3.6 Vehicle Ownership
The assumptions concerning vehicle ownership is an important determinant of estimating traffic demand. Table 7-7 shows the vehicle growth rates used that have been used by the University of Moratuwa in similar studies20 for estimating the corresponding rates of economic growth versus transport policy.
Table 7-7: Vehicle Growth Rates to be used for Analysis
Economic Growth Rate (% p.a. pc.) Condition of Public Transport High = 7.5 Medium = 6% Low = 5% Translates to Vehicle Growth (% p.a.) Scenario 1 Scenario 2 Scenario 3 Improved from Present Condition 6.0% p.a. 5.0% p.a. 4.0% p.a. Scenario 4 Scenario 5 Scenario 6 Present Condition Remains 8.0% p.a. 6.0% p.a. 5.0% p.a. Scenario 7 Scenario 8 Scenario 9 Deteriorates from Present Condition 10.0 % p.a. 7.0% p.a. 6.0% p.a.
As there is no visible program for the improvement of public transport, it will be assumed that current levels of service will continue. Moreover, for the purpose of this study the economic growth rate would be assumed to start at the High Level and move to Moderate and Low levels for areas within Sri Lanka such as in Colombo District that already have a high level of vehicle ownership. Moreover, districts that have been subject to conflict in the past are now experiencing rapid growth in vehicle ownership, which is expected to continue for next few years before tapering off to national levels.
20 University of Moratuwa, Feasibility Study for Extension to Southern Highway, 2007
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As such the following ranges for growth rate in fleet has been used in the forecasting as shown in Table 7-8 along with the corresponding vehicle ownership projections.
Table 7-8: Vehicle Growth Rates (2012-2032)
Growth Scenario Up to 2012 2012-2022 2022-2023
Exceptionally High Areas recovering from Hambantota area due Hambantota area due Growth Spurt conflict, economically to internal migration at to internal migration at backward areas 10% 8% experiencing growth (10-12% p.a.) and 12% p.a. in Hambantota area due to internal migration
High 8% 8% Maximum 7%
Moderate 6% 6% 6%
Low 5% 5% 5%
Stabilizing Districts which have Add, districts which Add districts which reached Vehicle have reached Vehicle have reached Vehicle Ownership Rate of Ownership Rate of Ownership Rate of over 15% (4%pa); over 20% (3%pa); over 25% (2%pa);
Accordingly the following control fleet parameters for the HDA and Sri Lanka have been used. Vehicle Ownership shown in Table 7-9 is computed on the basis of number of operating vehicles per 100 persons. It can be seen that ownership over the 20 year period is assumed to increase from 9 vehicles per 100 persons to 23 vehicles per 100 persons. The economic development of Hambantota is considered to reach a status of being second only to Colombo District and equal to the developed parts of Gampaha and Kalutara District.
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Table 7-9: Vehicle Fleet and Vehicle Ownership Rate: 2006-2032
Growth 2006 2012 2022 2023 Scenario
Fleet VOR Fleet VOR Fleet VOR Fleet VOR
Hambantota 54,685 9 130,442 14 212,476 22 314,516 29 District
Colombo 452,759 19 529,665 21 711,826 27 867,711 31 District
Sri Lanka 1,898,198 9 2,492,447 12 3,862,151 17 5,437,302 23
7.4 Scenarios for Benefit Cost Analysis
The basic economic scenarios tested will be tested for with 3rd scenarios which for computation purpose referred to as the Hypothetical Cases I and II:
Base Case (without Hambantota Development Plan): The Base Case Scenario will estimate traffic without the proposed Hambantota Development Plan and assuming vehicle growth rates as indicated in Table 7-8 will continue in all other areas of the country except in Hambantota District. Moreover, only the road network excluding that which is proposed for the Hambantota Development Plan would be assumed to be in place.
Proposed Case (with Hambantota Development Plan): This will assume all development activities in terms of what has been discussed in Chapter 3 will be carried out and that the proposed road network would be in place. It will be based on vehicle growth rates indicated in Table 7-8.
Hypothetical Case I (Hambantota Development Plan without the Road Network): This is only for purpose of identifying the differences in traffic level if there is a scenario where there would be socioeconomic development without the required road network development. This would indicate when compared with
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Base Case the traffic levels due to the socioeconomic development only and when compared to the Development Case the loss if the network is not in place.
Hypothetical Case II (Road Network without Hambantota Development Plan): This is only for purpose of identifying the differences in traffic levels between that which is due to network development and the generation of new activities. As such it will be based on Base Case Scenario socio economic development and Proposed Case scenario for road network development.
Table 7-10: Description of Testing Scenarios
Road Population & Vehicle HDP SE Population VGR Network Growth Dev Normal W/o changes in Existing + S1 Base Case population of growth rate Normal Normal No Expressways to HDP Existing + With migration population with migration High Veh Development Expressways including S2 and higher Vehicle GR to pop growth in growth Case + HDP HDPs HDP HDP rates Network With migration population with migration High Veh Hypothetical Existing + including S3 and higher vehicle GR to pop growth in growth Case I Expressways HDPs HDP HDP rates Existing + Normal W/o changes in Hypothetical Expressways S4 population of growth rate Normal Normal no Case II + HDP to HDP Network
Table 7-11: Summary of Scenarios
Growth New Socio HDP Road Migration Rate for Economic Network VoR Dev S1 Base Case: No Project No No Normal No S2 Full Development Case Yes Yes High Yes S3 Hypothetical Case I No Yes High Yes S4 Hypothetical Case II Yes No Normal No
7.4.1 Estimation Using TransPlan Traffic Demand Forecasting
The TransPlan demand estimation model has been used to estimate the demand for the proposed scenario given above, taking into account the impact that the Hambantota Development Plan will have on the entire national road network. These estimates will be compared with the Base Case Scenario for purposes of estimating the benefits due from the development.
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The TransPlan demand estimation program has been used with the design criterion given in Table 7-12, to estimate the future traffic estimates under the four scenarios discussed earlier. The results of the Base Case forecast are given in Table 7-12, the Development Case in Table 7-13 and the Hypothetical CasesI and II are given in Tables 7-14 and 7-15 respectively.
.
7.5 Generated Traffic
The total traffic for future years would be composed of three main categories, namely (a) the traffic already existing on the road network; (b) the generated traffic that would arise from the proposed development activities of the port, airport and other developments and (c) the traffic that would be generated due to the development of the road network.
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Table 7-12: TransPlan Estimates for Base Case Scenario (2012-2032)
Length Width ADT VehicleKms VehicleHrs Speed Ro a d N o . LinkNo kms 2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032 H 00 1 H001-010 3.11 16.00 ------H 00 1 H001-020 3.14 16.00 ------H 00 2 H002-010 0.59 39.00 ------H 00 2 H002-020 3.55 39.00 ------H 00 2 H002-030 1.40 39.00 ------H 00 2 H002-040 7.97 39.00 ------H 00 2 H0 0 2-050 ------H 00 2 H0 0 2-060 ------H 00 2 H0 0 2-070 ------H 00 3 H0 0 3-010 ------H 00 3 H0 0 3-020 ------H 00 3 H0 0 3-030 ------H 00 3 H0 0 3-040 ------H 00 4 H0 0 4-010 ------H 00 4 H0 0 4-020 ------H 00 4 H0 0 4-030 ------H 00 5 B427-010 4.92 5.90 1,463 2,186 3,022 7,198 10,757 14,869 209 316 444 34.44 34.02 33.52 H 00 5 B427-020 15.58 4.86 1,463 2,186 3,022 22,794 34,063 47,081 741 1,126 1,589 30.77 30.25 29.63 H 00 5 B427-025 7.00 5.97 1,912 2,861 3,958 13,386 20,031 27,714 359 545 767 37.32 36.77 36.11 H 00 5 B427-030 7.51 5.97 1,932 2,892 4,014 14,505 21,707 30,129 397 603 852 36.58 36.02 35.35 H 00 6 H0 0 6-010 ------H 00 7 H0 0 7-010 ------H 00 7 H0 0 7-020 ------H 00 7 H0 0 7-030 ------H 00 7 H0 0 7-040 ------H 00 7 H0 0 7-050 ------H 00 8 H0 0 8-010 ------H 00 8 H0 0 8-020 ------H 00 9 H0 0 9-010 ------H 01 0 B549-010 5.61 5.34 1,914 2,847 3,958 10,731 15,965 22,197 397 605 867 27.00 26.38 25.61 H 01 0 B549-015 0.51 5.34 1,671 2,492 3,437 849 1,266 1,746 29 44 62 29.16 28.61 27.97 H 01 0 B549-020 8.19 5.34 1,194 1,772 2,470 9,772 14,502 20,222 327 491 696 29.91 29.53 29.07 H 01 0 B549-025 2.52 5.34 1,391 2,061 2,877 3,510 5,199 7,260 118 177 252 29.78 29.34 28.80 H 01 1 H0 1 1-010 ------H 01 2 H0 1 2-010 ------
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Length Width ADT VehicleKms VehicleHrs Speed Road N o. LinkNo kms 2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032 H 001012 H001-010H012-0103.11 -16.00 ------H 012 H012-020 ------H 013 A002-830 0.76 7.00 1,101 1,632 2,307 841 1,247 1,763 25 38 54 33.42 33.16 32.82 H 013 A002-840 1.77 7.00 931 1,380 1,946 1,646 2,438 3,439 28 42 60 57.90 57.68 57.41 H 013 A002-845 2.11 7.00 532 783 1,132 1,123 1,655 2,392 19 29 41 58.09 57.97 57.80 H 013 A002-847 0.38 7.00 10,559 16,058 22,493 3,981 6,054 8,480 75 120 182 53.02 50.27 46.68 H 013 A002-850 6.07 7.00 10,520 15,991 22,430 63,879 97,096 136,196 1,200 1,922 2,901 53.25 50.52 46.94 H 013 A002-860 7.51 7.00 10,016 15,252 21,385 75,259 114,605 160,686 1,432 2,295 3,450 52.54 49.95 46.57 H 013 A002-870 4.92 7.00 3,729 5,522 7,614 18,360 27,189 37,493 334 502 707 55.02 54.12 53.05 H 013 A002-880 7.43 7.00 4,518 6,756 9,341 33,580 50,207 69,421 615 939 1,331 54.63 53.50 52.15 H 013 A002-890 3.79 7.00 4,799 7,152 9,940 18,209 27,134 37,713 326 497 710 55.78 54.59 53.13 H 013 A002-895 9.28 7.00 4,091 6,097 8,409 37,971 56,587 78,045 676 1,026 1,447 56.14 55.13 53.94 H 013 A002-900 1.80 7.00 4,679 6,956 9,613 8,427 12,528 17,314 150 228 323 56.14 54.99 53.60 H 014 B251-010 3.59 6.00 316 463 679 1,135 1,664 2,439 30 44 64 38.15 38.06 37.94 H 015 B563-010 8.44 6.00 1,163 1,732 2,421 9,815 14,623 20,444 201 301 424 48.93 48.60 48.21 H 015 B563-020 3.60 6.00 945 1,413 1,954 3,401 5,086 7,033 72 108 150 47.35 47.09 46.78 H 016 B562-010 3.82 6.28 533 784 1,129 2,036 2,992 4,309 37 54 78 55.61 55.48 55.29 H 016 B562-015 4.84 6.28 574 848 1,208 2,778 4,104 5,849 50 74 106 55.59 55.44 55.25 H 016 B562-020 10.86 6.28 ------55.62 55.62 55.62 H 016 B562-025 3.81 6.28 1,223 1,830 2,532 4,663 6,979 9,657 89 134 187 52.26 51.93 51.54 H 018 H018-010 ------H 018 H018-020 ------H 018 H018-030 ------H 019 H019-010 ------H 020 H020-010 ------H 021 B548-010 5.48 4.99 1,328 2,026 2,845 7,276 11,101 15,587 233 361 517 31.24 30.75 30.17 H 021 B548-020 10.67 4.99 4,457 6,663 9,276 47,582 71,128 99,024 1,642 2,595 3,910 28.97 27.41 25.32 H 022 B567-010 10.84 2.84 269 401 552 2,916 4,342 5,984 200 301 420 14.61 14.45 14.26 H 022 B567-015 12.77 2.84 110 162 232 1,410 2,064 2,957 95 140 202 14.80 14.73 14.65 H 023 H023-010 ------H 024 H024-010 ------H 026 H026-010 ------H 027 H027-010 ------Total 196.17 429,031 644,312 897,442 10,106 15,657 22,794
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Table 7-13: TransPlan Estimates for Development Scenario (2012-2032)
Lin k W idth ADT VehicleKms VehicleHrs Speed Road N o . LinkNoL en gth 2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032 H001 H001-010 3.11 16 2,523 5,090 8,062 7,853 15,846 25,097 113 231 369 69.21 68.67 68.03 H001 H001-020 3.14 16 13,820 26,677 40,960 43,394 83,766 128,614 650 1,311 2,115 66.78 63.88 60.80 H002 H002-010 0.59 39 5,013 9,769 15,507 2,978 5,803 9,211 33 64 102 91.16 90.75 90.25 H002 H002-020 3.55 39 7,696 14,968 23,703 27,352 53,196 84,241 301 589 941 90.93 90.30 89.54 H002 H002-030 1.40 39 12,602 23,105 35,421 17,655 32,370 49,625 195 361 561 90.51 89.59 88.50 H002 H002-040 7.97 39 8,468 14,991 22,533 67,491 119,478 179,588 743 1,323 2,003 90.86 90.30 89.64 H002 H002-050 5.06 39 9,411 17,080 25,894 47,583 86,358 130,919 524 958 1,465 90.78 90.12 89.34 H002 H002-060 2.17 39 4,487 9,141 14,635 9,713 19,790 31,685 106 218 351 91.21 90.81 90.33 H002 H002-070 8.61 39 4,132 9,230 14,593 35,581 79,469 125,649 390 875 1,391 91.24 90.80 90.33 H003 H003-010 2.03 16 2,342 5,194 8,172 4,761 10,560 16,614 64 143 228 74.22 73.62 72.99 H003 H003-020 1.98 16 4,251 8,971 13,933 8,404 17,735 27,545 114 244 384 73.82 72.81 71.74 H003 H003-030 5.05 16 4,766 10,128 15,855 24,052 51,115 80,023 326 704 1,122 73.71 72.57 71.32 H003 H003-040 8.65 16 376 804 1,227 3,254 6,960 10,621 44 93 143 74.63 74.55 74.46 H004 H004-010 2.91 16 6,223 13,207 20,568 18,089 38,393 59,791 246 534 851 73.40 71.90 70.27 H004 H004-020 4.15 16 6,080 12,073 18,537 25,214 50,067 76,874 343 694 1,087 73.43 72.14 70.72 H004 H004-030 6.05 16 6,681 13,286 20,446 40,395 80,325 123,618 551 1,117 1,759 73.30 71.88 70.29 H005 B427-010 4.92 7 1,673 2,576 3,621 15,816 24,353 34,233 322 501 712 49.06 48.62 48.10 H005 B427-020 15.58 7 1,673 2,576 3,621 26,063 40,131 56,412 494 767 1,089 52.73 52.29 51.78 H005 B427-025 7.00 7 2,285 3,509 4,923 15,996 24,569 34,470 302 469 667 52.99 52.39 51.69 H005 B427-030 7.51 7 2,551 4,107 5,858 19,149 30,827 43,969 367 600 871 52.13 51.37 50.48 H006 H006-010 12.25 16 2,590 5,288 8,064 31,722 64,766 98,770 428 880 1,353 74.17 73.60 73.01 H007 H007-010 4.15 22 1,759 3,685 5,930 7,296 15,289 24,603 96 203 328 75.67 75.37 75.03 H007 H007-020 3.73 22 2,704 5,902 9,547 10,093 22,028 35,630 134 294 478 75.52 75.03 74.47 H007 H007-030 0.70 22 3,105 6,599 10,601 2,177 4,626 7,432 29 62 100 75.46 74.92 74.30 H007 H007-040 1.65 22 1,749 3,565 5,763 2,877 5,864 9,480 38 78 126 75.67 75.39 75.05 H007 H007-050 1.92 22 1,945 3,796 6,041 3,730 7,281 11,586 49 97 154 75.64 75.35 75.01 H008 H008-010 4.15 16 1,771 4,256 6,890 7,342 17,651 28,574 99 239 390 74.34 73.82 73.26 H008 H008-020 4.16 16 5,076 11,646 18,609 21,100 48,411 77,357 287 670 1,094 73.65 72.24 70.70 H009 H009-010 8.02 16 1,830 3,719 5,681 14,681 29,830 45,564 198 403 620 74.33 73.93 73.52 H010 B549-010 5.61 16 5,155 8,850 12,974 28,908 49,629 72,756 379 657 974 76.37 75.58 74.69 H010 B549-015 0.51 16 4,241 7,510 11,010 2,154 3,815 5,593 27 49 73 78.55 77.86 77.10 H010 B549-020 8.19 16 1,199 1,788 2,502 9,816 14,638 20,484 124 185 260 79.19 79.07 78.92 H010 B549-025 2.52 16 1,738 2,985 4,384 4,385 7,532 11,060 55 96 141 79.08 78.81 78.52 H011 H 011-0 10 1.50 16 2,070 4 ,009 6,2 25 3,10 5 6,0 13 9,337 42 81 127 74.28 73 .87 73.40
7-20 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Lin k W idth ADT VehicleKms VehicleHrs Speed Ro a d N o. LinkNoL en gth 2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032 H0H011 0 1 HH011-010 00 1-01 0 3 1.50 .11 1 16 6 22,070 ,52 3 5 4,009 ,0 90 8,06 6,225 2 3,1057,8 5 3 1 6,0135,8 4 6 25,0 9,337 97 11 42 3 2 813 1 1273 69 74.2869 .21 73.8768 .6 7 73.406 8.0 3 H012 H012-010 3.42 16 6,372 11,257 16,704 21,786 38,486 57,111 297 532 803 73.37 72.32 71.13 H012 H012-020 4.16 16 6,414 11,012 16,237 26,703 45,846 67,600 364 633 949 73.36 72.37 71.23 H013 A002-830 0.76 7 1,327 2,694 4,262 1,014 2,058 3,256 30 63 102 33.31 32.63 31.84 H013 A002-840 1.77 7 1,694 3,496 5,535 2,994 6,177 9,781 52 109 176 57.53 56.65 55.63 H013 A002-845 2.11 7 307 562 892 648 1,187 1,884 11 20 33 58.20 58.08 57.92 H013 A002-847 0.38 7 21,816 40,244 60,662 8,225 15,172 22,870 175 452 1,416 47.10 33.59 16.15 H013 A002-850 6.07 7 9,618 17,054 25,387 58,398 103,553 154,152 1,087 2,075 3,422 53.73 49.92 45.05 H013 A002-860 7.51 7 9,036 15,919 23,618 67,900 119,617 177,463 1,280 2,413 3,929 53.06 49.57 45.17 H013 A002-870 4.92 7 1,248 2,351 3,566 6,143 11,575 17,557 109 208 319 56.23 55.70 55.10 H013 A002-880 7.43 7 1,838 3,605 5,470 13,662 26,791 40,651 244 486 751 55.95 55.08 54.15 H013 A002-890 3.79 7 8,870 16,827 25,490 33,654 63,840 96,709 627 1,287 2,172 53.69 49.61 44.52 H013 A002-895 9.28 7 2,305 3,740 5,371 21,393 34,709 49,847 375 616 898 57.02 56.31 55.50 H013 A002-900 1.80 7 7,108 11,539 16,537 12,801 20,781 29,783 233 393 595 54.91 52.83 50.08 H014 B251-010 3.59 7 281 514 816 1,009 1,847 2,932 20 36 57 51.72 51.61 51.47 H015 B563-010 8.44 7 1,341 2,954 4,594 11,325 24,943 38,791 213 477 754 53.05 52.27 51.45 H015 B563-020 3.60 7 1,192 2,638 4,088 4,292 9,496 14,718 81 181 285 53.13 52.42 51.71 H016 B562-010 3.82 22 1,666 3,431 5,502 6,358 13,096 21,003 74 152 245 86.40 86.13 85.81 H016 B562-015 4.84 22 2,812 6,400 10,444 13,608 30,976 50,547 158 362 594 86.22 85.67 85.05 H016 B562-020 10.86 22 ------86.22 86.2286.22 H016 B562-025 3.81 22 4,445 10,599 17,233 16,954 40,424 65,727 204 493 811 82.99 82.04 81.00 H018 H018-010 5.10 22 1,005 1,904 3,014 5,128 9,710 15,376 64 120 191 80.76 80.62 80.45 H018 H018-020 2.19 22 1,660 3,375 5,388 3,635 7,392 11,800 45 92 147 80.66 80.39 80.09 H018 H018-030 3.11 22 1,498 3,014 4,804 4,663 9,384 14,954 58 117 187 80.68 80.45 80.18 H019 H019-010 10.35 16 3,709 8,251 13,013 38,399 85,427 134,735 519 1,171 1,873 73.94 72.97 71.94 H020 H020-010 16.62 16 8,877 16,649 25,135 147,522 276,680 417,695 2,025 3,889 6,033 72.83 71.14 69.23 H021 B548-010 5.48 16 3,412 7,287 11,497 18,692 39,926 62,993 239 516 823 78.23 77.41 76.50 H021 B548-020 10.67 16 7,473 13,446 19,991 79,774 143,529 213,399 1,031 1,887 2,859 77.37 76.08 74.63 H022 B567-010 10.84 7 245 472 714 2,659 5,113 7,743 49 94 142 54.73 54.62 54.50 H022 B567-015 12.77 7 280 509 768 3,570 6,496 9,804 65 119 180 54.71 54.60 54.47 H023 H023-010 9.50 7 61 131 204 582 1,244 1,935 12 25 39 49.84 49.80 49.77 H024 H024-010 9.49 16 4,701 7,710 11,052 44,628 73,195 104,932 605 1,002 1,450 73.73 73.09 72.37 H026 H026-010 3.28 24 2,666 5,469 8,736 8,746 17,945 28,662 112 231 371 78.21 77.82 77.36 H027 H027-010 10.90 7 26 83 145 287 906 1,578 5 17 29 54.57 54.82 54.79 Total 363 1,297,330 2,456,005 3,735,009 18,676 36,058 57,062
7-21 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Table 7-14: TransPlan Estimates for Hypothetical Scenario I (2012-2032)
Length Width ADT VehicleKms VehicleHrs Speed Roa d N o . LinkNo kms 2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032 H00 1 H 00 1-0 10 ------H00 1 H 00 1-0 20 ------H00 2 H 00 2-0 10 ------H00 2 H 00 2-0 20 ------H00 2 H 00 2-0 30 ------H00 2 H 00 2-0 40 ------H00 2 H 00 2-0 50 ------H00 2 H 00 2-0 60 ------H00 2 H 00 2-0 70 ------H00 3 H 00 3-0 10 ------H00 3 H 00 3-0 20 ------H00 3 H 00 3-0 30 ------H00 3 H 00 3-0 40 ------H00 4 H 00 4-0 10 ------H00 4 H 00 4-0 20 ------H00 4 H 00 4-0 30 ------H00 5 B427-010 9.45 5.90 695 1,076 1,497 6,573 10,169 14,148 188 293 411 34.88 34.67 34.42 H00 5 B427-020 15.58 4.86 695 1,076 1,497 10,833 16,759 23,316 346 540 758 31.31 31.04 30.74 H00 5 B427-025 7.00 5.97 1,540 2,480 3,514 10,783 17,363 24,607 287 469 676 37.54 36.99 36.38 H00 5 B427-030 7.51 5.97 1,578 2,540 3,613 11,841 19,064 27,115 322 526 762 36.79 36.23 35.59 H00 6 H 00 6-0 10 ------H00 7 H 00 7-0 10 ------H00 7 H 00 7-0 20 ------H00 7 H 00 7-0 30 ------H00 7 H 00 7-0 40 ------H00 7 H 00 7-0 50 ------H00 8 H 00 8-0 10 ------H00 8 H 00 8-0 20 ------H00 9 H 00 9-0 10 ------H01 0 B549-010 5.61 5.34 2,286 3,617 5,130 12,819 20,282 28,770 479 785 1,155 26.76 25.85 24.91 H01 0 B549-015 0.51 5.34 2,043 3,262 4,610 1,038 1,657 2,342 36 59 86 28.91 28.09 27.29 H01 0 B549-020 8.19 5.34 1,520 2,411 3,428 12,445 19,735 28,060 419 678 987 29.70 29.11 28.42 H01 0 B549-025 2.52 5.34 1,344 2,136 3,060 3,390 5,389 7,721 114 184 269 29.81 29.29 28.67
7-22 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Length Width ADT VehicleKms VehicleHrs Speed RoadH0 1 0 N o. LinkNoB 54 9 -0 2 5 kms2 .52 5 .3 4 12012 ,34 4 2 ,12022 36 3,0 2032 6 0 3 2012,39 0 5 ,32022 8 9 7,7 2032 2 1 201211 4 20221 84 20322 6 9 2 9.82012 1 29 2022 .2 9 2 8 2032 .6 7 H001H0 1 1 HH 001-010 01 1 -0 1 0------H0 1 2 H 01 2 -0 1 0 ------H0 1 2 H 01 2 -0 2 0 ------H0 1 3 A002-830 0.76 7.00 2,983 6,099 9,615 2,279 4,660 7,346 70 151 253 32.49 30.87 29.09 H0 1 3 A002-840 1.77 7.00 2,527 5,150 8,101 4,465 9,100 14,315 78 163 264 57.13 55.83 54.32 H0 1 3 A002-845 2.11 7.00 1,106 2,171 3,441 2,337 4,586 7,269 40 80 128 57.81 57.30 56.68 H0 1 3 A002-847 0.38 7.00 15,632 27,222 40,093 5,893 10,263 15,115 117 234 448 50.51 43.81 33.76 H0 1 3 A002-850 6.07 7.00 14,777 25,313 37,078 89,727 153,699 225,138 1,752 3,408 6,132 51.20 45.10 36.72 H0 1 3 A002-860 7.51 7.00 13,788 23,436 34,175 103,603 176,098 256,787 2,041 3,888 6,770 50.76 45.29 37.93 H0 1 3 A002-870 4.92 7.00 4,797 7,917 11,377 23,619 38,982 56,021 433 737 1,092 54.49 52.90 51.31 H0 1 3 A002-880 7.43 7.00 5,582 9,402 13,593 41,485 69,877 101,024 767 1,341 2,016 54.09 52.11 50.11 H0 1 3 A002-890 3.79 7.00 5,434 8,963 12,924 20,617 34,005 49,035 372 634 947 55.46 53.65 51.79 H0 1 3 A002-895 9.28 7.00 4,331 6,964 9,888 40,197 64,631 91,772 718 1,182 1,726 56.02 54.68 53.16 H0 1 3 A002-900 1.80 7.00 5,315 8,740 12,558 9,572 15,741 22,617 171 291 433 55.82 54.06 52.28 H0 1 4 B251-010 3.59 6.00 465 851 1,351 1,670 3,057 4,853 44 81 129 38.06 37.85 37.56 H0 1 5 B563-010 8.44 6.00 2,164 5,166 8,163 18,271 43,617 68,920 378 936 1,540 48.36 46.60 44.75 H0 1 5 B563-020 3.60 6.00 1,895 4,595 7,249 6,822 16,540 26,097 146 366 598 46.81 45.24 43.62 H0 1 6 B562-010 3.82 6.28 1,054 2,241 3,613 4,022 8,555 13,793 73 156 256 55.33 54.69 53.94 H0 1 6 B562-015 4.84 6.28 1,442 3,155 5,087 6,979 15,271 24,621 127 282 464 55.12 54.19 53.11 H0 1 6 B562-020 10.86 6.28 ------55.62 55.62 55.62 H0 1 6 B562-025 3.81 6.28 2,849 7,426 12,050 10,866 28,323 45,958 212 581 994 51.37 48.77 46.22 H0 1 8 H 01 8 -0 1 0 ------H0 1 8 H 01 8 -0 2 0 ------H0 1 8 H 01 8 -0 3 0 ------H0 1 9 H 01 9 -0 1 0 ------H0 2 0 H 02 0 -0 1 0 ------H0 2 1 B548-010 5.48 4.99 3,358 6,650 10,173 18,398 36,437 55,737 618 1,329 2,275 29.79 27.42 24.50 H0 2 1 B548-020 10.67 4.99 6,332 11,083 16,244 67,592 118,312 173,406 2,442 4,981 9,750 27.67 23.75 17.79 H0 2 2 B567-010 10.84 2.84 672 1,279 1,927 7,280 13,858 20,887 516 1,035 1,673 14.11 13.39 12.49 H0 2 2 B567-015 12.77 2.84 155 271 408 1,974 3,464 5,206 134 237 361 14.74 14.60 14.44 H0 2 3 H 02 3 -0 1 0 ------H0 2 4 H 02 4 -0 1 0 ------H0 2 6 H 02 6 -0 1 0 ------H0 2 7 H 02 7 -0 1 0 ------Total 180.93 108,358 192,689 285,456 557,388 979,492 1,441,996 13,439 25,627 43,351
7-23 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Table 7-15: TransPlan Estimates for Hypothetical Scenario II (2012-2032)
Length Width ADT VehicleKms VehicleHrs Speed Ro a d N o . LinkNo kms 2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032 H0 0 1 H 00 1 -0 1 0 ------H0 0 1 H 00 1 -0 2 0 ------H0 0 2 H 00 2 -0 1 0 ------H0 0 2 H 00 2 -0 2 0 ------H0 0 2 H 00 2 -0 3 0 ------H0 0 2 H 00 2 -0 4 0 ------H0 0 2 H 00 2 -0 5 0 ------H0 0 2 H 00 2 -0 6 0 ------H0 0 2 H 00 2 -0 7 0 ------H0 0 3 H 00 3 -0 1 0 ------H0 0 3 H 00 3 -0 2 0 ------H0 0 3 H 00 3 -0 3 0 ------H0 0 3 H 00 3 -0 4 0 ------H0 0 4 H 00 4 -0 1 0 ------H0 0 4 H 00 4 -0 2 0 ------H0 0 4 H 00 4 -0 3 0 ------H0 0 5 B427-010 9.45 5.90 695 1,076 1,497 6,573 10,169 14,148 188 293 411 34.88 34.67 34.42 H0 0 5 B427-020 15.58 4.86 695 1,076 1,497 10,833 16,759 23,316 346 540 758 31.31 31.04 30.74 H0 0 5 B427-025 7.00 5.97 1,540 2,480 3,514 10,783 17,363 24,607 287 469 676 37.54 36.99 36.38 H0 0 5 B427-030 7.51 5.97 1,578 2,540 3,613 11,841 19,064 27,115 322 526 762 36.79 36.23 35.59 H0 0 6 H 00 6 -0 1 0 ------H0 0 7 H 00 7 -0 1 0 ------H0 0 7 H 00 7 -0 2 0 ------H0 0 7 H 00 7 -0 3 0 ------H0 0 7 H 00 7 -0 4 0 ------H0 0 7 H 00 7 -0 5 0 ------H0 0 8 H 00 8 -0 1 0 ------H0 0 8 H 00 8 -0 2 0 ------H0 0 9 H 00 9 -0 1 0 ------H0 1 0 B549-010 5.61 5.34 2,286 3,617 5,130 12,819 20,282 28,770 479 785 1,155 26.76 25.85 24.91 H0 1 0 B549-015 0.51 5.34 2,043 3,262 4,610 1,038 1,657 2,342 36 59 86 28.91 28.09 27.29 H0 1 0 B549-020 8.19 5.34 1,520 2,411 3,428 12,445 19,735 28,060 419 678 987 29.70 29.11 28.42 H0 1 0 B549-025 2.52 5.34 1,344 2,136 3,060 3,390 5,389 7,721 114 184 269 29.81 29.29 28.67 H0 1 1 H 01 1 -0 1 0 ------
7-24 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Len gth W idth ADT VehicleKms VehicleHrs Speed RoadH010 N o. LinkNoB 549-025 kms2.52 5.34 1,344 20122,136 20223,060 20323,390 20125,389 20227,721 2032 2012114 2022184 2032269 29.81 201229.29 202228.67 2032 H011 H 011-010 ------H012 H 012-010 ------H012 H 012-020 ------H013 A002-830 0.76 7.00 2,983 6,099 9,615 2,279 4,660 7,346 70 151 253 32.49 30.87 29.09 H013 A002-840 1.77 7.00 2,527 5,150 8,101 4,465 9,100 14,315 78 163 264 57.13 55.83 54.32 H013 A002-845 2.11 7.00 1,106 2,171 3,441 2,337 4,586 7,269 40 80 128 57.81 57.30 56.68 H013 A002-847 0.38 7.00 15,632 27,222 40,093 5,893 10,263 15,115 117 234 448 50.51 43.81 33.76 H013 A002-850 6.07 7.00 14,777 25,313 37,078 89,727 153,699 225,138 1,752 3,408 6,132 51.20 45.10 36.72 H013 A002-860 7.51 7.00 13,788 23,436 34,175 103,603 176,098 256,787 2,041 3,888 6,770 50.76 45.29 37.93 H013 A002-870 4.92 7.00 4,797 7,917 11,377 23,619 38,982 56,021 433 737 1,092 54.49 52.90 51.31 H013 A002-880 7.43 7.00 5,582 9,402 13,593 41,485 69,877 101,024 767 1,341 2,016 54.09 52.11 50.11 H013 A002-890 3.79 7.00 5,434 8,963 12,924 20,617 34,005 49,035 372 634 947 55.46 53.65 51.79 H013 A002-895 9.28 7.00 4,331 6,964 9,888 40,197 64,631 91,772 718 1,182 1,726 56.02 54.68 53.16 H013 A002-900 1.80 7.00 5,315 8,740 12,558 9,572 15,741 22,617 171 291 433 55.82 54.06 52.28 H014 B251-010 3.59 6.00 465 851 1,351 1,670 3,057 4,853 44 81 129 38.06 37.85 37.56 H015 B563-010 8.44 6.00 2,164 5,166 8,163 18,271 43,617 68,920 378 936 1,540 48.36 46.60 44.75 H015 B563-020 3.60 6.00 1,895 4,595 7,249 6,822 16,540 26,097 146 366 598 46.81 45.24 43.62 H016 B562-010 3.82 6.28 1,054 2,241 3,613 4,022 8,555 13,793 73 156 256 55.33 54.69 53.94 H016 B562-015 4.84 6.28 1,442 3,155 5,087 6,979 15,271 24,621 127 282 464 55.12 54.19 53.11 H016 B562-020 10.86 6.28 ------55.62 55.62 55.62 H016 B562-025 3.81 6.28 2,849 7,426 12,050 10,866 28,323 45,958 212 581 994 51.37 48.77 46.22 H018 H 018-010 ------H018 H 018-020 ------H018 H 018-030 ------H019 H 019-010 ------H020 H 020-010 ------H021 B548-010 5.48 4.99 3,358 6,650 10,173 18,398 36,437 55,737 618 1,329 2,275 29.79 27.42 24.50 H021 B548-020 10.67 4.99 6,332 11,083 16,244 67,592 118,312 173,406 2,442 4,981 9,750 27.67 23.75 17.79 H022 B567-010 10.84 2.84 672 1,279 1,927 7,280 13,858 20,887 516 1,035 1,673 14.11 13.39 12.49 H022 B567-015 12.77 2.84 155 271 408 1,974 3,464 5,206 134 237 361 14.74 14.60 14.44 H023 H 023-010 ------H024 H 024-010 ------H026 H 026-010 ------H027 H 027-010 ------Total 180.93 108,358 192,689 285,456 557,388 979,492 1,441,996 13,439 25,627 43,351
7-25 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
7.6 Port Based Traffic
Much of the above mentioned generated traffic will be associated with the activities of the proposed port. An attempt has been made to estimate this specifically with a view of determining an estimate of heavy vehicles using the port. For this purpose, estimates of traffic movements in and out of the Port of Colombo have been used21. The total average flows in and out of each gate as recorded in that study are given in Table 6-16 below. While weekend traffic is low, the week day traffic levels show around 13,000 vehicle movements including 4,800 freight vehicle movements.
Table 7-17 shows the breakdown of these vehicles by gate and Table 7-18 shows the breakdown by vehicle type. It also yields a unit rate for traffic movements per cargo movements. Accordingly, it has been estimated that there are 34.9 two and there wheeled vehicles per 1000 MT of goods movements while for four wheel passenger vehicles the estimate is 39.5 vehicles. In the case of goods vehicles there are 29.1 small goods vehicles and 67.6 medium goods vehicles per 1000 MT of cargo movement handled by the port. Additionally there are 1.12 container truck movements per container movement in or out of the port.
Table 7-16: Average Daily Flows at Port of Colombo
Weekday Weekend Gate All vehicles Freight Vehicles All vehicles Freight vehicles De Saram In 1,505 840 699 347 Out 1,349 614 739 273 Port In 1,673 1,122 782 487 Access Out 1,935 1,096 685 325 Export In 2,011 55 358 18 Out 1,679 119 556 39 JCT In 1,024 15 437 7 Out 494 89 187 4 Main In 502 15 111 13 Out 446 15 111 8 LB In - - - - Out 515 155 163 58 All gates In 6,714 2,386 2,046 872 Out 6,417 2,440 2,087 706
21 Source: Analysis of Traffic to Port of Colombo, University of Moratuwa, 2005.
7-26 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
It was found that 95% of the freight vehicles that have one of the trip ends in the port have their other trip end within the Western Province. Of this, around 40% of the trips are within the Colombo Municipal Council area. Furthermore, only around 40% of the trip ends are outside Colombo District.
Table 7-17: Vehicle Entries per gate and vehicle movement rate at Port of Colombo
Gate Bicycle Motor - Cycle3- WheelerLight vehiclesBus Tractor Lorry smallLorry LargeTankers Containers Main Gate 2,291 19,274 5,796 227,381 1,348 539 5,863 6,807 135 - De Seram 9,585 106,099 4,012 184,337 42,574 9,808 80,243 190,132 95,846 169,180 Port Access 12,270 155,145 6,271 170,141 10,361 1,091 14,451 102,248 15,269 602,856 JCT 57,562 163,149 21,945 183,716 689 - 19,877 12,409 230 - LB Gate 9,805 53,703 2,263 34,545 - - 26,097 21,572 2,866 - Export Gate 43,233 532,149 23,901 372,574 8,084 1,054 15,465 56,238 1,054 -
Vehicles /yr 134,746 1,029,520 64,188 1,172,693 63,056 12,492 161,997 389,405 115,400 772,035
Freight/yr Bulk Goods MT/Year (moved by road)5759300 2,000,000 TEUs/YR 690,000
Vehicles per 1000MT34.9 39.5 28.1 67.6 Container Moves/TEU 1.12
This information is useful in determining the possible travel patterns that could be expected once the Port of Hambantota is operational. Accordingly, it is reasonable to estimate that 40% of the trips will leave the project impact area after having travelled within the project area, while 60% of movements will travel wholly within the project area.
This can be considered as a very conservative estimate, made assuming that the railway will be a competitive mode of transport between Colombo and Hambantota for both goods and passenger transport. As shown in Table 6-18, there will be an estimated 33,206 daily vehicle movements within the Hambantota project area by the year 2032 due to the activity of the port. A vehicle-wise breakdown of this is also shown in Table 6- 18, which indicates that 7,994 would be container trucks while 4,041 would be tanker movements within the project area.
Of this 40% or 13,282 vehicles would be leaving the project area mostly through the ESH, A2 and A18 roads, which would be new or generated traffic.
7-27 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Table 7-18: Estimation of Vehicle Movements from Port of Hambantota (2010-2040)
Estimated Traffic at Port of Hambantota 2013 2020 2030 2032 2040 Dry and Break Bulk cargo (000 million) 2,745 8,889 13,405 13,815 15,456 Vehicle Handling m(units 000) 110 213 224 220 203 Liquid Bulk (Tonnes 000) - 4,090 8,340 8,626 9,770 Containers (TEUs 000) - - 6,426 9,115 19,872 Total 2,745 10,730 36,202 44,711 78,746
vehicles per 2 & 3 Wheeler Vehicles 34.9 1000 MT 95,921 374,930 1,265,049 1,562,376 2,751,685 Light 4 wheel vehicles 39.5 1000 MT 108,378 423,623 1,429,343 1,765,285 3,109,052 Medium Trucks 28.1 1000 MT 77,211 301,798 1,018,295 1,257,627 2,214,955 Large Trucks 67.6 1000 MT 185,598 725,456 2,447,757 3,023,059 5,324,266 Tankers 72.2 1000 MT 89,148 348,458 1,175,731 1,452,066 2,557,405 Container Trucks 1.1 per TEU - - 2,156,999 3,059,676 6,670,385
Total Vehs/Year 556,257 2,174,266 9,493,175 12,120,090 22,627,748 per day within HAD 365 days/yr 1,524 5,957 26,009 33,206 61,994
Leaving HAD 0.4 of total 610 2,383 10,403 13,282 24,798
Estimated Port Related Traffic in Hambantota Development Area Road Network 2 & 3 wheelers 263 1,027 3,466 4,348 7,539 Light 4 wheel vehicles 297 1,161 3,916 4,912 8,518 Medium Trucks 212 827 2,790 3,500 6,068 Large Trucks 508 1,988 6,706 8,412 14,587 Tankers 244 955 3,221 4,041 7,007 Container Trucks - - 5,910 7,994 18,275
Total Vehs/Year 1,524 5,957 26,009 33,206 61,994
Vehicle Composition of above 2 & 3 wheelers 17 17 13 13 12 Light 4 wheel vehicles 19 19 15 15 14 Medium Trucks 14 14 11 11 10 Large Trucks 33 33 26 25 24 Tankers 16 16 12 12 11 Container Trucks - - 23 24 29
Total Vehs/Year 100 100 100 100 100
7.7 Network Performance
A summary of the outputs as affecting the entire national road network as well as the Hambantota road network as shown in Table 7-19.
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Table 7-19: Network Statistics from TransPlan output
HDPNetwork SLNetwork SLNetworkw/oHADNetwork 2012 2022 2032 2,012 2022 2032 2,012 2022 2032 Base Scenario Link Flow 79,334 119,196 166,200 34,129,157 51,829,536 73,352,710 34,049,824 51,710,340 73,186,510 Speed 42.80 42.08 41.17 24.90 22.03 19.27 24.83 21.97 19.21 Veh Kms 429,031 644,312 897,442 72,400,839 109,453,703 153,288,227 71,971,808 108,809,391 152,390,785 Veh Hrs 10,024 15,312 21,797 2,908,156 4,967,735 7,953,602 2,898,131 4,952,422 7,931,805 Development Scenario --- Link Flow 269,285 515,213 789,160 34,471,424 52,581,896 74,541,892 34,202,139 52,066,683 73,752,733 Speed 70.08 69.09 67.91 25.86 22.98 20.20 25.58 22.65 19.87 Veh Kms 1,297,330 2,456,005 3,735,009 74,278,051 113,601,166 159,830,193 72,980,721 111,145,162 156,095,184 Veh Hrs 18,512 35,548 54,999 2,871,849 4,943,057 7,910,769 2,853,337 4,907,509 7,855,770 --- Hypothetical Scenario 1 --- Link Flow 108,358 192,689 285,456 34,314,291 52,269,450 74,055,122 34,205,934 52,076,761 73,769,666 Speed 42.28 40.63 38.59 24.86 21.94 19.13 24.78 21.85 19.04 Veh Kms 557,388 979,492 1,441,996 73,562,174 112,204,403 157,673,203 73,004,786 111,224,911 156,231,208 Veh Hrs 13,182 24,106 37,370 2,959,233 5,113,529 8,243,744 2,946,050 5,089,423 8,206,374 --- Hypothetical Scenario 2 --- Link Flow 191,633 303,329 482,549 34,310,664 54,525,230 87,048,341 34,119,031 54,221,901 86,565,792 Speed 70.36 69.88 69.06 25.89 22.72 19.05 25.67 22.52 18.87 Veh Kms 967,681 1,541,377 2,466,750 73,404,727 116,648,050 186,379,664 72,437,046 115,106,672 183,912,914 Veh Hrs 13,754 22,056 35,719 2,835,378 5,133,596 9,783,005 2,821,624 5,111,540 9,747,286
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7.8 Analysis of Scenarios
The four scenarios that have been examined above can be used to determine the effect of the proposed Hambantota road network on the local traffic conditions as well as traffic on the national road network as a whole.
The four scenarios identified as Base Case (B); Development Case (D), Hypothetical Case I (H1) and Hypothetical Case II (H2) have been used to determine the following conditions as shown in Table 6-20.
Base Case Condition (B): The Table 6-20 gives the performance of the road network under the Base Case in terms of vehicle kms, vehicle hrs and average network speed. Development Impact (D-B): The net impact of traffic due to the development and the road network by deducting the traffic levels under the Development Scenario from the Base Case Scenario.
Loss without Hambantota Road Network (D-H1): The loss from total development impact estimated above as D-B, if the road network was not in place.
Impact Due only to Roads (H2-B): This would estimate the benefits that would arise if only the road network was in place without the socioeconomic development or the traffic that such development would generate. This would provide a more accurate estimate of diverted traffic and a worst case scenario of not having generated traffic.
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Table 7-20: Analysis of Estimation Scenarios
Vehicle Kms HDP Network SL Network SL Network w/o HAD Network 2012 2022 2032 2,012 2022 2032 2,012 2022 2032 Base Case B 429,031 644,312 897,442 72,400,839 109,453,703 153,288,227 71,971,808 108,809,391 152,390,785
Development Impact D-B 868,299 1,811,692 2,837,567 1,877,212 4,147,463 6,541,966 1,008,913 2,335,770 3,704,399
Loss W/O HDP Roads D-H1 739,942 1,476,513 2,293,013 715,877 1,396,763 2,156,989 (24,066) (79,750) (136,024)
Impact only due to Roads H2-B 538,650 897,065 1,569,308 1,003,888 7,194,346 33,091,437 465,238 6,297,281 31,522,129
Vehicle Hours HDP Network SL Network SL Network w/o HAD Network 2012 2022 2032 2,012 2022 2032 2,012 2022 2032 Base Case B 10,024 15,312 21,797 2,908,156 4,967,735 7,953,602 7,953,603 7,953,604 7,953,605
Development Impact D-B 8,487 20,236 33,202 (36,307) (24,677) (42,833) (44,794) (44,913) (76,034)
Loss W/O HDP Roads D-H1 5,329 11,442 17,628 (87,384) (170,472) (332,975) (92,713) (181,914) (350,604)
Impact only due to Roads H2-B 3,730 6,744 13,922 (72,778) 165,861 1,829,404 (76,507) 159,117 1,815,482
Speed (Km/hr) HDP NetworkSL Network SL Network w/o HAD Network 2012 2022 2032 2,012 2022 2032 2,012 2022 2032 Base Case B 42.80 42.08 41.17 24.90 22.03 19.27 24.83 21.97 19.21
Development Impact D-B 27.28 27.01 26.74 0.97 0.95 0.93 0.74 0.68 0.66
Loss W/O HDP Roads D-H1 27.80 28.46 29.32 1.01 1.04 1.08 0.80 0.79 0.83
Impact only due to Roads H2-B 27.56 27.81 27.89 0.99 0.69 (0.22) 0.84 0.55 (0.34)
7.8.1 Total Development Benefits
By computing the difference in performance between the Base Case and the Development Case, the following observations can be made:
1. There is an increase in vehicle km on the Hambantota Development Project (HDP) network of between 202 to 316 percent when compared to estimates made for Base Case. This impact of the HDP development on Sri Lanka’s overall national road network will be in the range of 3 to 4 percent with the SL network outside the HDP area being impacted by around 1 to 2 percent. In other words it means that the envisaged development will add between 1 to 2 percent increases in traffic across the entire national road network over the design period of the project.
2. In terms of average speeds, there is an increase in speeds in the HDP network by around 26 to 27 km per hour, whereas in the rest of the national network this increase has been between 0.6 to 0.7 kms per hour.
3. Since increase in speeds due to a new or rehabilitated network has led to an increase in vehicle hours of between 85 to 152 percent for the HDP roads, the
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impact for the entire SL network has been between 0 and 1 percent. These are less than the rates of increase observed for vehicle km.
7.8.2 Generation Benefits Due to Road Network
By computing the difference between the Development Scenario and Hypothetical Scenario 1, we estimate the loss of benefits that would accrue if the socioeconomic development was in place, but the proposed HDP road network was not in place. This could be assumed as the total benefits due to traffic that would be ‘lost’ due to the absence of the road network. This is therefore the generated traffic due entirely to the road being available. In this case, the following observations can be made:
1. There is between 81 to 85 percent loss in vehicle-km generated for the full development scenario. This means that 81 to 85 percent of the generated vehicle km would not take place unless the road network was there to make it happen. When taking the entire SL road network as a whole, the loss would be between 33 to 38 percent of the full development benefit. For the network outside the HDP there is an increase in vehicle km possibly because without the HDP roads in place, other parts of the network would be used in serving the needs of the HDP development.
2. The average network speed for the HDP network falls by 1 to 3 km/ hr below the Base Case levels under this scenario.
3. This is also confirmed further by the reduction of vehicle hours saved by the HDP road network falling by between 53 to 63 percent of the vehicle hrs when compared to the full development scenario. In the case of the SL network, the vehicle hrs increase steeply signifying that there is a high impact on the rest of the network illustrated by average speeds falling by about 0.8 km/ hr below the Base Case.
7.8.3 Diverted Traffic
The diverted traffic can be estimated after examining how much increase in traffic will occur when the HDP road network is added without any corresponding socioeconomic development. The following observations can be made:
1. The generated traffic in the HDP network due to the development will range between 126 to 175 percent of the Base Case.
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2. The travel time increase in the HDP network will range from 37 to 64 percent with speeds increasing marginally, while on the rest of the network, there will initially be a 1 percent reduction but that which will eventually increase to 23 percent when average speeds reduce by a further 0.2 km/ hr.
7.9 Traffic Levels
The following observations can be made regarding the traffic levels for the Development Scenario (Table 7-13):
1. There would be only three links having a flow of more than 10,000 ADT in 2012. These are the H001-020 and H002-030 links which are both near Siribopura Junction and also A002-847 link which is near the Lewaya. By the year 2032, these flows are expected to reach over 30,000 ADT.
2. By 2032, there would be 31 links (from a total of 67 links in the HDP road network) that would have more than 10,000 ADT.
3. The maximum flow of 62,000 ADT can be expected by year 2032 on the link A002-847 which is a short link of 380 m length in the town area.
The traffic levels on each link for the years 2012, 2022 and 2032 are given in Appendix 4. It can be seen that even by 2032 several of the roads will have traffic levels less than 10,000 ADT. Around 10% of the network length only will have ADT over 20,000.
7.10 Level of Service
The level of service of the HDP network for the different years is illustrated in Table 7-21 and in Figure 7-2. It can be seen that in 2012, around 43 of the 67 links experience a LOS A which indicates under utilization even under Stage I road construction, while in 2032 only 13 links have LOS A. On the other hand 17 of the links will have LOS D or LOS E conditions indicating capacity constraints. These are also shown in Appendix 5.
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Table 7-21: LOS for Links in HDP network (Development Scenario – 2032) Length Width Development Scenario Road No. Link No (km) (m) 2012 2022 2032 H001 H001-010 3.11 16.00 A A B H001 H001-020 3.14 16.00 C D E H002 H002-010 0.59 39.00 A A B H002 H002-020 3.55 39.00 A B C H002 H002-030 1.40 39.00 B C D H002 H002-040 7.97 39.00 A B C H002 H002-050 B C D H002 H002-060 A B C H002 H002-070 A B C H003 H003-010 A B C H003 H003-020 B C D H003 H003-030 B C D H003 H003-040 A A A H004 H004-010 B D E H004 H004-020 B D E H004 H004-030 B D E H005 B427-010 4.92 5.90 A A B H005 B427-020 15.58 4.86 A A B H005 B427-025 7.00 5.97 A B B H005 B427-030 7.51 5.97 A B B H006 H006-010 A B C H007 H007-010 A A A H007 H007-020 A A B H007 H007-030 A A B H007 H007-040 A A A H007 H007-050 A A A H008 H008-010 A B C H008 H008-020 B D E H009 H009-010 A B B H010 B549-010 5.61 5.34 B C D H010 B549-015 0.51 5.34 B C D H010 B549-020 8.19 5.34 A A A H010 B549-025 2.52 5.34 A A B H011 H011-010 A A A H012 H012-010 A B C H012 H012-020 A B C H013 A002-830 0.76 7.00 A A B H013 A002-840 1.77 7.00 A B B H013 A002-845 2.11 7.00 A A A H013 A002-847 0.38 7.00 E E E H013 A002-850 6.07 7.00 C D E H013 A002-860 7.51 7.00 C D E H013 A002-870 4.92 7.00 A A B H013 A002-880 7.43 7.00 A B B
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Length Width Development Scenario Road No. Link No (km) (m) 2012 2022 2032 H013 A002-890 3.79 7.00 C D E H013 A002-895 9.28 7.00 A B B H014 B251-010 3.59 6.00 A A A H015 B563-010 8.44 6.00 A A B H015 B563-020 3.60 6.00 A A B H016 B562-010 3.82 6.28 A A A H016 B562-015 4.84 6.28 A A B H016 B562-020 10.86 6.28 A A B H016 B562-025 3.81 6.28 A B C H018 H018-010 A A A H018 H018-020 A A A H018 H018-030 A A A H019 H019-010 B C D H020 H020-010 C D E H021 B548-010 5.48 4.99 B C D H021 B548-020 10.67 4.99 C D E H022 B567-010 10.84 2.84 A A A H022 B567-015 12.77 2.84 A A A H023 H023-010 A A A H024 H024-010 B C D H026 H026-010 A B C H027 H027-010 A A A
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CHAPTER 8 PUBLIC & NON-MOTORISED TRANSPORT
8.1 Introduction
As a part of this feasibility study, the Public Transport Network identification has been carried out by the study team to investigate the potential links and nodes to connect people and their interactions between activity zones in the project impact area as identified in Chapter 3. In order to consider the contribution of the regional development within the on-going national road network development and to ensure the overall transport efficiency, it is obvious to accommodate different modes of transport, especially public transport with priority measures, Non-Motorised Transport (NMT) in city areas as well as rail connectivity to the major transport generators.
This investigation identifies the requirements for public transport, Non-Motorised modes of transport and transfer terminals, whiles it focuses mainly on the followings:
Provision of a viable public transport (Transit) corridor
o Bus based transits
. Ordinary buses
. Superior Public Transports (BRT or LRT)
o Rail Based Transits (MRT)
o Domestic air travel
o Ferry Services
Maximum use of Non-Motorised transport
o Pedestrian and cycle access
Multimodal transfer terminals
World examples depict the fact that Public Transport has long had a role in improving mobility of people and supporting urban and regional development. The current developments taking place in Hambantota create high projections of population growth and extended people movements in future. Such increasing roadway needs among
8-1 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan people increase their transport cost and make them think more about mobility alternatives.
Developing country’s investment affordability, affordability of citizens to increase their alternative mode choice and success story of public transport sustainability from other cities would open up the option of accommodating Public Transport and NMT as mobility alternative for RNHDP.
8.2 Field Observation
The study team of the University of Moratuwa has physically observed the impact area of this study during their visits. The study team was able to observe the development patterns and to establish a preliminary transit and NMT network along with transfer terminals basically incorporating the development plans that have been considered over the RDA proposals subsequent to the consultation of stakeholder agencies during the second field visit.
The growing population of the region will consume more and more land over time and the landscape within the development area will undergo a rapid transformation. The land use pattern of the area is explained in the Table 3-3. It is found that 58 % of the land is scrub and vacant whilst 24% of the land is covered by forest and sanctuaries. Though the land space limitation appeared to be less at these base years, sooner it will be a key issue with all the aforementioned developments geared to its ultimate operation.
In general, any growth plans, if implemented, will result in an increase in urbanised area. While this phenomenon may not be different for this region, the observations made in this area have brought the issue to the forefront of public awareness. During the process of urbanisation, the disappearance of the rural land could be prevented by adopting development standards intended to preserve rural character by requiring large lots and low densities. However, the result will be a uniform blanket of suburban development, rather than the preservation of genuine open space with historic, aesthetic and environmental value.
Such low-density, dispersed development creates greater driving distances between the places that people live, work, and shop. Additionally, as development will be spurred further and further from core centre, commuters will spend more and more time in their vehicles. Better road network decrease the time and cost of transportation within and
8-2 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan between developments areas, help families relocate from housing near their workplaces to housing in the suburbs (job decentralisation followed), allow easy travel between residential, commercial and industrial areas despite the considerable distances that often separated them.
Based on few bad world examples like motorised oriented development in USA, a proposal to make change to the pattern of development is appreciated by the study team and, therefore, this study has identified that it is necessary to develop a transit network plan and give provision of a viable public transport corridors and maximise the usage of pedestrian and cycle access. A concept of livable city backed by a Transit Oriented Development (TOD) is recommended.
8.3 Livable Compact City for Hambantota
Livability is defined as ‘quality of life’ as experienced by the residents within a city or region and the quality of life is via better public transport provision and ‘walkable’ city concept. This study has observed various residential and mix (residential plus other) land-use, as shown in Figure 5-1 (Study Area with zoning of UDA) where few zones have high potential to have a high population density in the future based on its spatial location as well as induced land use demand will be created by the proposed public transport network.
8.4 Population and Transit Demand
The major activity centres within the study area are observed concentrating in a triangle made with three zones namely (1) Hambantota, (2) Mattala and (3) Meegahajandura. The Hambantota zone consists of the Harbour Development, Administrative complex, etc while the Mattala zone consists of the second international airport while the Meegahajandura zone consists of the Cricket Stadium, Safari Park, etc. These three identified zones are interconnected by two major transit routes (Route 1 and Route 2 as shown below in Figure 8-2) formed in a “Y” shape.
Population estimates for Hambantota Development Area is given in Table 7-6 and the information is reproduced below in Table 8-1 by considering the effective proportion of trip interaction expected from estimated population by zones via major routes (interaction
8-3 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan insides the triangle). The Table 8-1 depicts the estimated population for base year 2012 and target year 2032, and the effective proportion of trip interaction among zones. According to the observations made by the study team, the overall total population will be 658,552 in year 2032 nearly double (97% increment) that of 2012.
The Table 8-1 is also estimates a Zonal Population (represents the effective population that makes their trip between and within the three zones) and public transport demand under the following assumptions: a) Population generating trips within the triangle is varied (varied contributions are given in the Table 8-1), b) actual trip makers are only 50% of the effective population, and c) modal share for public transport is 25%.
Table 8-1: Projected Population and Predicted Transit Demand
e Contribution Zonal Demand n Areas 2012* 2032* o (%) Population for PT/day Z
1 Hambantota 100% 72,932 143,985 143,985 18,000
Lunugamvehera 100% 29,451 52,076 2 66,665 8,333 Tissamaharama 10% 8.446 14,589
Meegahajandura 20% 11,519 31,761 3 47,338 5,917 Ambalantota 10% 8,324 15,577 Total Effective Population 130,672 257,988 Percentile growth in population from base 97% year
8.5 Public Transport
The Public Transport Network development consists of four modes of transport. The first is bus based public transport represented by ordinary buses, buses with priority (Superior Public Transport) like Bus Rapid Transit (BRT) and Light Rail Transit (LRT) on shared right of way. The second is rail based transit modes such as Mass Rapid Transit (MRT). The other two modes would be domestic air services and ferry services.
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8.5.1 Railway
Since SLR is planning for an extension to the existing coast line to Beliatta and thereafter to Kataragama as a single track, the effect of this on the Hambantota Development Area too should be considered. With single track operations, the modal split would be similar to that of Galle-Colombo and Matara-Colombo. However, the expressway might be cutting the travel time and costs down by nearly one half. As such, the proposed contribution from railway would be moderate unless it is modernised to compete with the expressways. However, if current operating practices were to continue it would not be very much significant.
8.5.2 Domestic Air Travel
The other option available is the domestic air travel. However, the share of the domestic air travel is not expected to be significant since the difference in overall travel time will be only marginal when considering the access times to airports at Ratmalana or Katunayake as well as to Mattala, that would be an hour or more and thus the total travel time advantage would be just around 30 minutes or so. Therefore only a very small percentage can be expected to opt for air travel in a scenario where the expressway is also available.
8.5.3 Ferry Service
Ferry service is another option available and best suited for cruising and supporting the leisure industry and tourist industry. As a general transit service it is not yet found to be a formal mode of transport and it is not considered for this study. However, in the case of goods transport, the railway and ferries can play a critical role.
8.5.4 Bus based public transport
The study has identified the bus based public transport as the system that carries the major passenger demand associated with the region. It has been discussed in detail in the rest of this chapter.
8.6 Public Transport Network
In order to accommodate the estimated public transport demand, as shown in Table 8-1, and to eliminate any future deficiency in the system capacity, it is essential to eliminate
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any imbalance in supply between motorised mobility and other more sustainable mobility alternatives.
This study assesses the future needs and characteristics of the region, as discussed in the above chapters, and identifies the areas where transit service appears to be feasible. The following mobility alternatives as tabulated in Table 8-2 have been identified. There are two different road networks, under public transport, identified for modes of BUS and NMT, as depicted on a map given in Appendix-6. There are two major public transport corridors (Route 1 and Route 2 as shown below in Figure 8-2) proposed and marked on the map. Table 8-2: Mobility Alternatives for Motorisation
System Network Distance/ (km) Superior Public Transport (SPT) Priority bus ways/ BRT/LRT 37.5 Ordinary Buses (PT) Feeder bus/Loop bus 290.3 Non-Motorised Transport (NMT) Cycling/Walking 79.9
According to the urban development plan, as shown in Figure 5-2, and the total road networks proposed herein this study, as shown in Appendix 2, the following routes are identified as potential lines of passenger movements using those two different road networks identified for PT and NMT in Table 8-2. The identified routes are shown in Appendix-6 and the details are given in Table 8-3 which also shows the route numbers, route name, and type.
Table 8-3 : Public and Non-Motorised Transport Routes
No. Route Route Name Alternatives * 1 HR02 Hambantota–Gonnoruwa–Megahajandura Road SPT / NMT 2 HR12 New Airport Access Road SPT 3 HR01 Outer Circular Highway NMT 4 HR07 Hambantota Bypass Road NMT 5 HR16 Sooriyawewa – Mirijjawila Road NMT 6 HR13 CGHW Road (from Hambantota to Weerawila) NMT 7 HR18 Arabokka- Siyabalagaswewa- Gonnoruwa Road NMT 8 HR25 Internal Road Grid in the City Area NMT * Superior Public Transport (SPT), Non-Motorised transport (NMT)
8.6.1 Passenger Demand
As identified earlier, this study estimates its demand and necessary transit service frequency based on the three zones, as mentioned in Table 8-1; (1) Hambantota, (2)
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Mattala, and (3) Meegahajandura. As an approximation, the study has estimated the transit passenger O-D demand (Origin and Destination demand: transit users interaction) between zones by considering average demand generation and depicted in Table 8-4.
Table 8-4 : Transit User Origin and Destination (O-D) Estimation per day
Destination O-D 1 2 3 1 8,999 13,166 11,958 n i g i 2 4,167 7,125 r
O 3 2,959
8.6.2 Transit Headway
Since the two major corridors connecting those three zones ((1) Hambantota, (2) Weerawila and (3) Meegahajandura) is expected to operate under SPT (Superior Public Transport) system, it is assumed to use high capacity buses like articulated buses and assumed the comfortable carrying capacity of transit unit is 100 pax. Based on the assumptions the transit headway averaged over day of operation is calculated and tabulated in Table 8-5.
Table 8-5 : Transit Headway
Destination Headway/(min) 1 2 3 1 5 4 4 n i g i 2 12 7 r
O 3 16
In this chapter, Superior Public Transport is exclusively identified for the two routes (1 and 2) that have a separate treatment under public transport provision. It is important to note that there are other mixed-use (transit operations taking place along with all other general vehicle) ordinary bus services in addition to the routes what is described in this section. Therefore, the frequency especially from intra-zones will be served by mix-use transit service as a feeder running along other routes.
8.6.3 Transit Modes
Bus Rapid Transit
One of the affordable and ideal alternative transit system best suiting for developing countries transit is Bus Rapid Transit (BRT). BRT is a bus based rapid transit system running on a separated bus lanes, possibly along the central median, enjoying its route
8-7 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan flexibility, and enhanced speed using lane separation and priority treatments. Figure 8-1 depicts a sample image from Crutiba – a World popular median bus lane BRT model.
BRT can operate in many different ways, from enhanced limited stop bus service or express service to a service resembling LRT with an exclusive guide way and rail-type stations. BRT is typically operated with buses that resemble light-rail vehicles that may operate, at least partially, in their own right-of-way. BRT generally includes advanced technologies that can improve the travel experience for riders, traffic signal priority, station area amenities and real-time travel information. Well developed transit corridor with high transit patronage can easily then converted to Light Rail Transit (LRT) which can have comparably higher carrying capacity.
Figure 8-1: Crutiba – A World Popular Median Bus Lane BRT Model
Feeder Bus Service
Line-haul transits services like BRT operating along a separated bus lane would be successful only if the system is fully integrated with efficient feeder systems. Feeder systems can be provided typically by using existing bus services running along various routes on mixed-use and feeding the passengers at BRT line by touching the line at stations. Generally, the feeder system is not allowed to enter the line-haul bus lane. The feeder service could be integrated in terms of its access also with NMT. Therefore, the feeder system demands for easy and convenient transfer stations with aesthetic design and user information.
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8.6.4 Transit Routes
Two routes identified as Route 1 and Route 2 are the major transit corridors marked on the map in Appendix 6. The details of each of these routes are described in the following sections. The common portion of these two routes which is from Siribopura-Gonnoruwa is the major development axis the functions of which are:
Service to provide access to administrative and commercial buildings
Promote high density residential and employment centres
Propose a superior public transport (SPT) corridor that later convertible to BRT or LRT.
Route 1: Hambantota–Gonnoruwa–Meegahajandura Road (HR02)
Route 1 refers the line along road HR02 of Appendix 6 from junctions HX01 via HX02, HX11 to Gonnoruwa where provision is given for expansion up to Meegahajandura (HX22) via junctions HX07, HX03, and HX12. The detail information on its links and nodes is given in Figure 8-2 below.
This route is one of the major accesses that would connect the regional administrative centre to the rest of the region. It connects the heart of Hambantota with various other activity centres, more specifically the Mattala International Airport, Sooriyawewa FTZ, Cricket Stadium, etc. HR02 has been proposed as an urban development axis from Siribopura to Gonnoruwa and a service road is provided to access the administrative and commercial buildings. This corridor is intended to promote high density residential and employment centres along it. The design provision is given to have a centre median superior public transit corridor plus the service roads with NMT facilities. NMT facility should be provided up to Gonnoruwa.
Route 2: New Airport Access Road (HR12)
Route 2 refers the line along road HR12 of the Hambantota Road Network as shown in Appendix 6 which deviates from Route1 at Junction HX03 and is traced towards the Mattala International Airport. As a new trace to provide access to the airport, it ends at Lunugamwehera (HX13) via HX04. This corridor is also intended to promote high class public transport corridor with centre median transit way.
Two high class line-haul public transport services could be operated along the major axis HR02 up to Gonnoruwa (HX03) and then to split towards Meegahajandura and Mattala
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International Airport. The Figure 8-2 depicts a sample route of operation that could be offered with these two routes 1 & routes 2.
12 22
01 02 11 07 03
04 14
Figure 8-2: Sample operation routes for PT along Routes 1 and 2
8.7 Non-Motorised Transport
Hambantota region is historically identified as an area for tourist attraction due to its wild life sanctuaries, beaches, etc. Along with the RNHDP development, the study team intends to build on this tradition and to protect the regions’ identity by ensuring tourist movements can be safely and effectively be accommodated within the road network.
Slow moving and environmental friendly modes of transport are required in and around the areas which attracts tourists. Non-Motorised Transport (NMT) is recommended and bicycling and walking are identified as the most demanding alternatives especially for tourists. The NMT network is carefully developed by connecting land-use such as hotel areas with the potential tourist attractions.
Cycling - The Hambantota development is taking place in a way that many activities are concentrated around the new urban area so that it has the potential to become a compact city with mix-land use. The team has identified this characteristic and proposes a cycle path network to accommodate such short distance one or more cycle rental service offered for the later group while the former one may use their own. Another concern of cycling is the need to provide cycle lanes and locking systems to motivate ‘cycle-and-ride’ (park their cycle and ride on PT). A safe circulation path for cycling has been developed and incorporated in the geometric designs of some selected routes. Roads having cycle paths are shown in Appendix 6.
Walk way - Every transit rider is a pedestrian at some point during their travel experience, whether it is walking to a bus stop, parking a bike near a transit station, or walking from the bus/train to their final destination. If the pedestrian environment is
8-10 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan ignored, an area is not likely to see the development of a successful transit system. While the study focused on ensuring a walk-able city, it is also focused on the potential to increase the concentration of population and employment around the region as a strategy to improve the region’s pedestrian activity. The study assumes that making the region more pedestrian-oriented will be a key in developing a successful public transport network in Hambantota region and thereby making it transport friendly and cost efficient.
8.7.1 Routes for Non-Motorised transport
As mentioned in the Table 8-3, there are six routes proposed for NMT, numbered as 3 to 8 excluding route 1 that has been designed for both SPT and NMT. They have been identified based on their land use and the development plan. The NMT network is recommended by the study team after taking in to account the following:
a) Provision of proper pedestrian and cycle accesses for those who reside in close proximity to work such as between administrative centre and residential areas;
b) Concentration of residential development in tsunami housing areas to allow high income people to reside close to work areas, so that traffic congestion can be minimized;
c) Provision for short distance travel access between work and residences for those who would otherwise use cars for travel to work;
d) Provision of a set of travel paths as bicycles and walkways for tourism; Tourism related developments would include cycle tracks within the town area and extending along Lewaya Road as well as to Walawe Left Bank Project areas to promote eco-tourism.
Route 3: Outer Circular Highway (HR01)
Route 3 refers to the Ring Road HR01 shown in Appendix 6 from HX20 and including junctions HX02 to HX09. It traces around the major activity centres and functions as a ring road to bypass traffic from/to the following major connecting roads; CGHW Road, Hambantota Bypass Road and Hambantota-Meegahajandura-Gonnoruwa Road. It also acts as a collector for movements on the HR26 via residential and commercial zones within the ring.
Public transport operates in mix-use manner along this route along with NMT facility.
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Route 4: Hambantota Bypass Road (HR07)
Route 4 refers to the line along HR07 as shown in Appendix 6 (Proposed Roads Network for Hambantota Development Plan) from junctions HX18 via HX05, HX08, HX09, and HX01 to HX17. This route is the bypass road which earlier carried traffic on the A2 Road. This route connects the old A2 and the Hambantota city while providing access to a rail-road inter-modal passenger transfer location at HX05.
The Extension of the Coastal Railway Line will provide for the large scale pilgrimage traffic to Tissamaharama and Kataragama. The transport of freight from the seaport of Hambantota to Galle, Colombo and the hinterland will be facilitated.
The major terminal at HX05 will act as major transfer for goods and people. The route also pipes the traffic from A2 to airport via junction HX08. Along this route again at HX05 there is a botanical garden and a paddy field.
Route 5: Sooriyawewa – Mirijjawila Road (HR16)
Route 5 refers to the HR16 as shown in Appendix 6 (Proposed Road Network for Hambantota Development Plan) starts from junctions HX05 and the above mentioned transfer terminal. It will provide for farmers to access their paddy land as well as for eco- tourists to tour around such areas using NMT facilities.
Route 6: CGHW Road (from Hambantota to Weerawila: HR13)
Route 6 refers to HR13 as shown in Appendix 6 (Public Transport & Non-Motorized Transport Corridors) from Hambantota to Weligatta via junctions HX17, HX20 and HX36. This route is established along historical locations and beside Hambantota old town and beach. Therefore it has been proposed for development as a NMT facility corridor with a mixed-use (transit operations taking place along with all other general vehicle; lanes are shared by both buses and other vehicles) ordinary bus service (PT).
Route 7: Arabokka-Siyambalagaswewa-Gonnoruwa Road (HR18)
Route 7 refers to HR18 of the network given in Appendix 6 (Proposed Road Network for Hambantota Development Plan) from junctions HX08 to HX07 via HX06 and HX21. This route also traverses via paddy fields and touches the termination of the Southern Highway. This route is also proposed to be facilitated with NMT. This route is proposed as a part of a cycling loop composed of HR18, HR02, HR07, and/or HR26. This cycling
8-12 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan path is expected to attract tourists as it loops around different land use features including areas where it may be possible to observe movements of wild elephants.
Route 8: Internal Road Grid in the City Area (HR25)
Route 8 refers to the road network formed within the high dense mix land use centre in a grid form and it is referred to as HR25 in Appendix 6 (Proposed Roads Network for Hambantota Development Plan). These routes functions as local access roads and therefore are provided with NMT facilities to access the administrative centre, PT service etc.
8.8 Public Transport Stations
The location of each of the potential transfer points along the total PT network has been identified with respect to the following intersections; Bus - Bus and Rail - Bus. The study has not considered the location of bus halts and confines itself to major transfer stations and terminals.
8.8.1 Public Transport Terminals
The Figure 8-2 depicts the major two public transport corridors that have been identified in which there are a few nodes. From Siribopura (HX01) to Gonnoruwa (HX03), the line is a shared transit line. While Siribopura (HX01), Meegahajandura (HX22), and Lunugamwehera (HX04) are terminals (end stations of SPT services), the junctions HX11 and HX03 would become major transfer stations. Transfer stations could be one or more of the following combination; Auto - PT (ordinary bus; Local or long-distance) - SPT (superior buses; BRT) - Rail Service - Ports.
HX11 would function as a transfer terminal between private modes, SPT mode, and Rail mode. HX03 would also function as a transfer station between Route 1 and Route 2 while HX04 would be considered as the access node to/from the airport. Table 8.6 summarises few identified stations (nodes) which serve for various purposes.
8.8.2 Cargo Terminals
There is another transfer station located at HX05 which connects the railway extension with other activities like cargo movement from the sea port while HX04 serves as air cargo terminal carrying out movement between Auto (Trucks) and Airlines.
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Table 8-6: Transit Stations
No Service Types Station Transit Node Public Transport Terminals 1 SPT End Terminals HX01, HX22, HX04 2 SPT ~ SPT Transfer HX03 Rail ~ SPT ~ Auto (Southern 3 Park & Ride HX06 expressway access) 4 Rail ~ Auto ~ NMT Park & Ride HX05 5 NMT Bicycle hiring point HX17 Cargo Terminals 6 Rail ~ Auto Sea Cargo terminal HX05 7 Airways ~ Auto Air Cargo terminal HX04
As the proposed road development study does not require a detailed study of the public transport services, the focus has been limited to identification of public transport corridors and terminal locations along with non-Motorised transport provision.
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CHAPTER 9 SOCIAL ANALYSIS
9.1 Background
As discussed previously, steps have already been taken to develop Hambantota District with a variety of physical and related economic infrastructure facilities, especially within the Greater Hambantota Area. A number of major economic infrastructure projects including an International Airport at Mattala, a Commercial Harbour, an International Convention Centre and an International Cricket Stadium as well as few peripheral development activities have been initiated at the moment. The proposed road infrastructure facilities to develop Hambantota as a hub would facilitate the economic development endeavours in the district.
The social assessment has been focused on evaluating the most likely impacts of the proposed road hub over the socio-economic environment in the local and regional economies. The likelihood impacts of the road construction and the development of housing and other built-up infrastructure have also been analysed.
Information gathering was through Grama Niladharies, Samurdhi Niyamakas, Agriculture Extension Officers, Development Officers attached to the respective Divisional Secretariats as well as through the Community Leaders. The assigned field team had made observations by walkthrough surveys along the candidate roads and by informal discussions with the community members residing in the immediate vicinity of the roads.
9.2 Methodology of the Assessment of Potential Impacts
Both positive and probable negative impacts identified under the social assessment have been evaluated as per the following parameters.
(a) Geographical areas (local and regional) served and population to be served in the road command areas
(b) Livelihood activities and land use of the road command areas
(c) Land values in the vicinity of the road
(d) Economic centres served by the roads
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(e) Nature of built up area affected and the probable negative impacts on the housing and other buildings
(f) The significant religious and other public places connected to the roads
(g) Connectivity impacts of the roads
9.3 Populations Served along the Road Commands
The proposed road network stretches over eleven (11) DS Divisions attached to Hambantota, Monaragala and Ratnapura Districts. Numbers of people that can be served along the above road commands based on each DS Divisions are shown in Figure 9-1.
Figure 9-1 : Populations Served along the Roads in Each DS Division
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9.4 Agricultural Land Use Pattern
A significant land use feature observed in the vicinity of most of the roads was scrub jungles in government land. Despite of the scrub jungles there are small scale agricultural activities adjacent to many roads under consideration as listed in Table 9-1.
Table 9-1 : Agricultural Land Use Pattern
Principle Land Use Pattern Related Road Commands
Hambantota-Gonnoruwa-Meegahajandura Road Chena cultivation Udamattala-Thanamalwila Road Internal Road Grid in the City Area
Outer Circular Highway Paddy under small tank + Chena Andarawewa-Udamattala-Padawkema Road cultivation Galwewa-Moraketiya Road Sooriyawewa- Meegahajandura-Kumaragama Road
Udawalawa – Thanamalwila Road Chena cultivation + Sugar Embilipitiya-Moraketiya-Keiriibanwewa-Udamadura Road
Bo-pale Junction-Kiribbanwewa Road Chena, Paddy, Banana Road connecting the Walawe Left Bank Road to Hambantota-Gonnoruwa- Meegahajandura Road
Connection between A018 road and Sooriyawewa- Mirrijjawela Road (100ft. road) Mixed crops + Chena and Paddy Ranna-Angunakolapelessa-Wetiya Road Lunugamvehera-Weligatta Road
Sooriyawewa – Padalangala Road Sooriyawewa-Mirrijjawela Road Paddy under major schemes Lunugamvehera to Kataragama Road Weerawila-7th Colony Road
Hambantota Bypass Road Mainly non-agriculture & marginal CGHW Road (243-km – 260km) agriculture Lewaya Road Internal road grid in the city area
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The information on approximate percentages of land in the road vicinity with scrub jungle as observed are listed in Table 9-2.
Table 9-2: Percentages of Land in the Road Vicinity with Scrub Jungles
Related Roads Percentages of Area with Scrub Jungles Galwewa- Moraketiya Road Embilipitiya-Moraketiya-Weli Ara Road Lewaya Road Sooriyawewa-Padalangala Road less than 25 % Southern Expressway extension New road from Hambantota to Gonnoruwa Ranna-Angunakolapelessa Road Hambantota–Gonnoruwa-Meegahajandura Road Andarawewa ( A018 & Walawe Road) Junction Bo-Pale junction -Kiribbanwewa Road CGHW Road between 25 % to 50 % Sooriyawewa- Mirrijjawela Road Wetiya to 100 feet Road Lunugamvehera-Weligatta Road Weerawila-7th Colony Road Sooriyawewa- Meegahajandura-Kumaragama Road Andarawewa- Udamattala and Padawkema Road between 51 % to 75 % Udawalawa-Thanamalwila Road Lunugamvehera-Kataragama Road Outer Circular Road Hambantota Bypass Road More than 76% Udamattala-Thanamalwila Road Walawe New Road
9.5 Real Estates Market of the Road Vicinity
The current development programmes in Hambantota area have impacted much on the real estate property market. The perceived property values have escalated by more than 10 times in many areas within a period of 3 to 4 years in the Greater Hambantota area while there is no significant change in areas covering Udawalawa–Thanamalwila Road, Wetiya-Angunakolapelessa-Ranna Road, Lunugamvehera-Kataragama Road and Embilipitiya–Samagipura Junction Road.
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Some people have assigned superfluously perceived values to their land located in places such as in the vicinity of the proposed Airport, cricket ground and commercial port. There were groups of people who have expressed different views and argued that the current boom in land prices might go in to burst during the post construction era of the ongoing major development projects. The unit used to express the land value in the past (about 4 – 5 years ago) was acres but there is a trend at present to express land values based on perches.
Table 9-3: Perceived/ Current Market Values with Market Values of Land before 3 Years Previous Market Perceived Value/ Value (3 years ago) Current Market Multiplier Road – SLR/ Hectare Value – SLR/ Hect. Outer Circular Highway 40,000 240,000 6 Hambantota – Gonnoruwa – 80,000 – 200,000 320,000 – 400,000 2 - 4 Meegahajandura Sooriyawewa – Meegahajandura – 2,000 – 4,000 80,000 – 240,000 40 - 60 Kumaragama Andarawewa – Udamattala – 80,000 – 120,000 400,000 – 600,000 5 Padawkema Udawalawa – Thanamalwila 80,000 280,000 3.5 Galwewa -Moraketiya 140,000 – 160,000 240,000 – 280,000 1.75 Hambantota By Pass Road 40,000 – 80,000 480,000 6 - 12 Road connecting the Sooriyawewa- Mirrijjawela Road and Hambantota- 2,000 120,000 60 Gonnoruwa-Meegahajandura Road Bopale Junction - Kiribbanwewa 80,000 – 120,000 200,000 – 320,000 2.5 – 2.7 Embilipitiya – Moraketiya – 2,000 480,000 180 Kiribbanwewa - Udamadura Airport Access Road 40,000 480,000 12 Udamattala – Thanamalwila 160,000 – 200,000 320,000 – 480,000 2 – 2.2 CGHW Road (243-km – 260km) 40,000 – 80,000 400,000 – 480,000 6 – 10 Lewaya Road 80,000 520,000 6.5 Sooriyawewa – Padalangala 40,000 – 80,000 200,000 – 320,000 4 – 5 Sooriyawewa – Mirrijjawela 20,000- 40,000 160,000 – 320,000 8 Southern Expressway Extension 20,000 320,000 – 400,000 16 - 20 Road connecting the Walawe Left Bank Road to Hambantota- 120,000 – 160,000 200,000 – 240,000 1.5 – 1.6 Gonnoruwa- Meegahajandura Road Connection between A018 road and Sooriyawewa- Mirrijjawela Road 40,000 – 80,000 120,000 – 160,000 2 – 3 (100ft. road)
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Previous Market Perceived Value/ Value (3 years ago) Current Market Multiplier Road – SLR/ Hectare Value – SLR/ Hect. Lunugamvehera to Kataragama 120,000 – 160,000 240,000 – 280,000 1.75 – 2 Ranna - Angunakolapelessa - Wetiya 80,000 – 120,000 200,000 – 600,000 2 – 2.5 Road Lunugamvehera -Weligatta 80,000 – 120,000 600,000 – 320,000 1.75 – 3 Weerawila-7th Colony 30,000 160,000 – 240,000 5.3 – 8 Internal Road Grid in The city Area 20,000 120,000 6
9.6 Local Economic Centres Served by the Roads
Except for new roads, all other roads are the existing roads with few established local economic centres to support community with routine business activities. The most benefited economic centre is the weekly fair (known as “Sathi Pola” in local language). Some roads serve more than one weekly fairs as shown in Table 9-.4.
Table 9-4: List of Roads Serving Weekly Fairs
Road Weekly Fairs Served
Outer Circular Highway Hambantota Hambantota-Gonnoruwa-Meegahajandura Hambantota + Sooriyawewa Sooriyawewa-Meegahajandura-Kumaragama Sooriyawewa Sooriyawewa + Lunugamvehera + Andarawewa-Udamattala-Padawkema Pannegamuwe Udawalawa + Fair at Plot 141/2 + Udawalawa-Thanamalwila Thanamalwila Galwewa-Moraketiya Sooriyawewa Hambantota By Pass road Hambantota Road connecting the Sooriyawewa- Mirrijjawela Road Sooriyawewa and Hambantota-Gonnoruwa-Meegahajandura Road Bo-Pale Junction- Kiribbanwewa Kiribbanwewa Embilipitiya – Moraketiya – Kiribbanwewa - Embilipitiya + Daranduwe + Udamadura Kiriibbanwewa + Fair at Plot 11/4 Udamattala-Thanamalwila Thanamalwila Hambantota + Pannegamuwe + CGHW Road (243km-260km) Lunugamvehera Lewaya Road Hambantota Sooriyawewa + Padalangala + Alibata Sooriyawewa-Padalangala Ara Sooriyawewa-Mirrijjawela Sooriyawewa Southern Expressway Extension Ambalantota + Hambantota
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Road Weekly Fairs Served
Road connecting the Walawe Left Bank Road to Hambantota + Sooriyawewa Hambantota-Gonnoruwa- Meegahajandura Road Connection between A018 road and Sooriyawewa- Barwakumbuka + Sooriyawewa Mirrijjawela Road (100ft. road) Lunugamvehera to Kataragama Pannegamuwe + Kataragama Barawakumbuka + Angunokolapallssa Ranna-Angunakolapelessa-Wetiya Road + Ranna Lunugamvehera-Weligatta Pannegamuwa Weerawila-7th Colony Pannegamuwa Internal Road Grid in the City Area Hambantota
9.7 Nature of Built Up Area Affected and the Likelihood Negative Impacts on Houses, Shops and Public Buildings
It has been observed that most of the considered roads run through less populated and lightly built up areas and therefore, likelihood of demolishing or evacuation of buildings will be less significant. The observations of the social field survey team at the adjacent environment of each road are summarised in Table 9-5.
Table 9-5: Number of Buildings Likely to be Affected
Number of Number of Number of Common Related Roads Buildings Shops Buildings Affected Affected Affected Galwewa-Moraketiya < 10 < 10 Hambantota By Pass Road < 10 < 10 Bo-Pale Junction- Kiribbanwewa < 10 < 10 Udamattala - Thanamalwila < 10 < 10 Lunugamvehera to Kataragama < 10 < 10 Outer Circular Highway < 10 < 10 < 5 Weerawila-7thColony <10 <10 <5 Connection between A018 road and < 10 < 5 Sooriyawewa- Mirrijjawela Road (100ft. road) Lunugamvehera-Waligatta < 10 < 5 Sooriyawewa-Padalangala < 10 Sooriyawewa-Mirrijjawela < 10 Sooriyawewa - Meegahajandura 11-25 < 10 < 5 Udawalawa-Thanamalwila 11-25 < 10
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Number of Number of Number of Common Related Roads Buildings Shops Buildings Affected Affected Affected Hambantota-Gonnoruwa-Meegahajandura 26-50 < 10 Andarawewa-Udamattala-Padawkema 26-50 < 10 < 5 Embilipitiya – Moraketiya – Kiribbanwewa - 26-50 26 - 50 < 5 Udamadura CGHW Road (243km-260km) 26-50 26 - 50 < 5 Ranna-Angunakolapelessa-Wetiya 26-50 < 10 < 5 Lewaya Road < 10
9.8 Public Places Served by Proposed Candidate Roads
All these roads are connected to various other public places where communities need to visit. Some places get benefited from more than one road. Table 9-.6 includes number of places and related candidate roads.
Table 9-6: Public Places Served by Proposed Candidate Roads
No. of Public Places Related Candidate Roads
Andarawewa-Udamattala-Padawkema Connection between A018 road and Sooriyawewa- Mirrijjawela Road (100ft. road) Bo-Pale Junction- Kiribbanwewa Udamattala - Thanamalwila Lewaya Road Less than 5 Sooriyawewa-Padalangala Southern Expressway Extension Road connecting the Walawe Left Bank Road to Hambantota- Gonnoruwa- Meegahajandura Road Lunugamvehera to Kataragama Weerawila-7th Colony Internal Road Grid in the City Area
Hambantota-Gonnoruwa-Meegahajandura Sooriyawewa-Meegahajandura Galwewa-Moraketiya 6-10 Embilipitiya-Moraketiya-Weliara Sooriyawewa-Mirrijjawela Connection between A018 road and Sooriyawewa- Mirrijjawela Road (100ft. road)
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No. of Public Places Related Candidate Roads
Hambantota By Passs road 11-15 Ranna-Angunakolapelessa-Wetiya Udawalawa-Thanamalwila 15-20 CGHW Road (243km-260km)
9.9 The Significant Religious and Other Public Centres Connected to Roads
Eleven (11) roads provide access to various religious places where local, regional, sometimes national communities visit for religious activities. Some religious places have access from several candidate roads in the proposed road list. Once these 11 roads have been improved the religious places connecting them will have improved accesses. The information on these religious places and connected candidate roads are shown in Table 9-7.
Table 9-7: Religious Places Served by Proposed Candidate Roads
Road Religious Places
Hambantota-Gonnoruwa-Meegahajandura Gonnoruwa Temple Bandagiriya Ancient Temple Meegahajandura Temple Andarawewa-Udamattala-Padawkema Katharagama Temple Aluthgamara Temple Udawalawa-Thanamalwila Katharagama Temple Hambantota By Pass Road Katharagama Temple Tissa Temple Sithulpawwa Temple Bo-Pale Junction- Kiribbanwewa Kiribbanwewa Temple Embilipitiya – Moraketiya – Kiribbanwewa - Embilipitiya Kawanthissa Temple Udamadura Kataragama Temple Tissa Temple CGHW Road (243km-260km) Kataragama Temple Tissa Temple Kirinda Temple Sithulpawwa Temple Southern Expressway Extension Kataragama Temple Tissa Temple Sithulpawwa Temple Connection between A018 road and Madunagala Temple Sooriyawewa- Mirrijjawela Road (100ft. road) Karandulena Temple
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Road Religious Places
Lunugamvehera to Kataragama Kataragama Temple Ranna-Angunakolapelessa-Wetiya Aluth Wewa Temple Nimbamarama Kattakaduwa Temple Ranna Temple Mulkirigala Temple Wewurukannala Temple
9.10 Connectivity Impacts of the Proposed Roads
The proposed road network would form a hub of interconnecting roads that are connected to other roads in both local and regional levels. This network will create socially and economically effective connectivity impacts in the area and thereby in the country.
The local community/administrative units such as villages, GN Divisions and DS Divisions are connected through several roads creating multiple connections to different directions. For example, number of roads connected to DS Divisions ranging from 1-11. This would offer direct and indirect benefit for people in these administrative units through multiple roads.
The consultants have observed that many roads serve for more than one social or economic centre such as weekly fairs called “Sathi Pola”, religious places or even public institutions.
Considering the values of the parameters used for this rapid assessment and also based on the views of the stakeholders as approached by the sociologist the roads can be categorised in terms of their significance in certain aspects, such as their contribution to the major development projects in the Greater Hambantota and its peripheral region, contribution to the local community and also the degree of connectivity to the other part of the country as whole. Depending on the understanding gained from the rapid survey, a scoring system has been suggested ranging from1-6. The lower scores (figures) represent higher degree of significance. The results of these simplified qualitative analyses are shown in Table 9-8.
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Table 9-8: Degree of Significance of the Roads Based on Different Aspects More Important for Current and Future Score More Important Nationally More important Locally Projects 1 Udawalawa -Thanamalwila Hambantota-Gonnoruwa-Meegahajandura Outer Circular Highway Andara wewa –Udamaththala Hambantota By Pass Road CGHW Road (243km-260km) Southern Expressway Extension 2 CGHW Road (243km-260km) Sooriyawewa - Meegahajandura Hambantota-Gonnoruwa-Meegahajandura Lewaya Road Udawalawa –Thanamalwila Sooriya wewa- Meegahajandura Galwewa –Moraketiya Udawalawa –Thanamalwila Bo-Pale Junction- Kiribbanwewa Udamattala- Thanamalwila Lunugamvehera to Kataragama Lewaya Road Road connecting the Walawe Left Bank Road to Hambantota-Gonnoruwa- Meegahajandura Road Connection between A018 road and Sooriyawewa- Mirrijjawela Road (100ft. road) Lunugamvehera to Kataragama 3 Outer Circular Highway Andarawewa –Udamaththala Galwewa –Moraketiya Hambantota By Pass Road Hambantota By Pass Road Bo-Pale Junction- Kiribbanwewa Southern Expressway Extension Udamattala-Thanamalwila Sooriyawewa- Padalangala Lunugamwehera to Kataragama CGHW Road (243km-260km) Sooriyawewa –Mirrijjawela Sooriyawewa –Padalangala Ranna-Angunakolapelessa-Wetiya Sooriyawewa- Mirrijjawela Lunugamvehera- Weligatta Connection between A018 road and Sooriyawewa- Mirrijjawela Road (100ft. road) Lunugamvehera- Weligatta Weerawila-7th Colony
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More Important for Current and Future Score More Important Nationally More important Locally Projects
4 Hambantota-Gonnoruwa- Lewaya Road Weerawila-7th Colony Meegahajandura Road connecting the Walawe Left Bank Road to Sooriyawewa - Meegahajandura Hambantota-Gonnoruwa- Meegahajandura Road Galwewa –Moraketiya Ranna-Angunakolapelessa-Wetiya Sooriyawewa- Padalangala Internal Road Grid in the City Area Sooriyawewa- Mirrijjawela Ranna-Angunakolapelessa- Wetiya
5 Lunugamvehera Weligatta Outer Circular Highway Internal Road Grid in the City Area Weerawila-7th Colony Southern Expressway Extension 6 Andarawewa –Udamaththala -- Bopale Juntion- Kiribbanwewa, Udamattala-Thanamalwila, Road connecting the Walawe Left Bank Road to Hambantota- Gonnoruwa- Meegahajandura Road Connection between A018 road and Sooriyawewa- Mirrijjawela Road (100ft. road) Internal Road Grid in the City Area
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CHAPTER 10 ECONOMIC BENEFITS
Benefits are categorised into quantifiable benefits as well as non-quantifiable benefits. Non-quantifiable benefits may be items such as value of modernisation, reliability or for social equity redress, all of which are very difficult to quantify. In order to arrive at a conservative estimate for total economic benefits, such non-quantifiable benefits will be ignored in favour of the quantifiable benefits.
Quantifiable benefits refer to those for which monetary values can be determined, directly or by using reliable empirical models or other forecasting tools. Important quantifiable benefits that are relevant to transport sector projects are described in more detail below. In developed countries, most emphasis of improving transport facilities is on saving time and, to a lesser extent, on reducing accidents, as infrastructure is largely developed. In developing countries such as Sri Lanka, on the other hand, savings in operating and maintenance cost, and provisions of basic access, are still important objectives. Methods of calculating these benefits are discussed elsewhere22.A summary of the discussions, are given below.
10.1 Vehicle Operating Cost Savings:
Savings in vehicle operating costs (VOC) are the most direct and one of the most important benefits from transport improvements. These savings are mostly achieved by upgrading technology; increasing speed; reducing congestion; reducing road roughness and improving geometric design. The value of the savings is usually calculated as a derivative of the vehicle specifications, road features, cost of operational inputs and operating speed. VOC savings from a project are usually estimated by calculating the differences before and after completion of the project concerned.23
22 Assessing Public Investment in the Transport Sector, Kumarage et al, National Planning Department, September 2001. 23 Ibid
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Table 10-1 : Economic Vehicle Operating Cost in Rs/km @ IRR =2
Operating Speed (Km/hr) Mode 30 40 50 60 70 80 90 Motor Cycles 2.59 2.5 2.49 2.51 2.54 2.57 2.6 Three Wheelers 6.09 5.67 5.48 5.4 5.35 5.33 5.33 Passenger Cars 35.66 28.16 24.53 24.65 24.79 24.97 25.20 Vans 25.37 23.19 22.00 21.33 20.99 20.87 20.96 Large Bus 56.98 50.22 46.55 44.55 43.64 43.57 44.17 2 Axle Truck 58.53 50.25 45.99 43.76 42.66 42.66 43.08 3 Axle Truck 76.89 70.43 66.99 65.22 64.61 64.95 66.16
Table 10-2 : Economic Vehicle Operating Cost in Rs/km @ IRR =4
Operating Speed (Km/hr) Mode 30 40 50 60 70 80 90 Motor Cycles 7.99 7.72 7.69 7.75 7.84 7.93 8.02 Three Wheelers 18.80 17.50 16.91 16.67 16.51 16.45 16.45 Passenger Cars 37.87 29.91 26.05 26.17 26.33 26.51 26.76 Vans 26.94 24.63 23.36 22.65 22.28 22.16 22.25 Large Bus 60.51 53.32 49.43 47.30 46.34 46.26 46.90 2 Axle Truck 62.15 53.36 48.83 46.46 45.30 45.30 45.74 3 Axle Truck 81.65 74.79 71.14 69.25 68.61 68.97 70.26
It can be seen that VOC savings range from 5 to 15% for most vehicle types across the different ranges in operating speeds.
Vehicle operating cost are applicable only to diverted traffic since other traffic known as generated traffic would be new traffic that does not exist on the road network at present. As such the flows for each links for each of the forecast years of 2012, 2022 and 2032 are taken from the Diverted Traffic estimates provided in Table 7-16. The modal splits for the forecasting period are assumed as follows and an average VOC calculated based on this modal share.
Table 10-3: Modal Share for Forecast period
Mode Modal Share Motor Cycles 10% Three Wheelers 10% Passenger Cars 35% Vans 15% Large Bus 10% 2 Axle Truck 15% 3 Axle Truck 5%
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Vehicle Operating Costs are computed from two sources. The first is from the increase in speeds enjoyed by the current Base Year Traffic on the current HDP road network. The second is from the savings enjoyed by traffic diverted from the national network to the proposed HDP network. A summary of this calculation is given in Table 9-5.
Table 10-4: Summary of VOC Savings
2012 2022 2032 Pre Development TrafficonHDPby2012 Vehiclekms/day 429,031 644,312 897,442 Speed(km/hr) 42.80 42.08 41.17 AvVOC@IRR4(Rs/km) 32.07 32.18 32.33 Value/DayRsmn 13.76 20.74 29.01
TrafficDivertingtoHDP Vehiclekms/day 109,619 252,752 671,866 Speed(km/hr) 24.83 21.97 19.21 AvVOC@IRR4(Rs/km) 36.40 37.16 37.90 Value/DayRsmn 3.99 9.39 25.46 Post Development TrafficonHDPby2012 Vehiclekms/day 429,031 644,312 897,442 Speed(km/hr) 70.08 69.09 67.91 AvVOC@IRR2(Rs/km) 28.11 28.14 28.17 Value/DayRsmn 12.06 18.13 25.28
TrafficDivertingtoHDP Vehiclekms/day 109,619 252,752 671,866 Speed(km/hr) 70.08 69.09 67.91 AvVOC@IRR2(Rs/km) 28.11 28.14 28.17 Value/DayRsmn 3.08 7.11 18.93
TOTAL VOC Savings (Rs/mn) TrafficonHDP 1.70 2.61 3.73 TrafficdivertedtoHDP 0.91 2.28 6.54 Totalperday 2.61 4.89 10.26 Annual (Rs/Mn) 951.06 1,783.38 3,746.54
10.2 Travel Time Savings
Saving in travel time is a primary economic outcome sought in transport sector projects. These savings are enjoyed by passengers as well as freight consignees. Savings enjoyed by transport operators are usually included in the savings of vehicle operating costs discussed in the next section. Time savings would be for travel savings of existing trips.
10.2.1 Passenger Time Savings
The value of saving travel time of a passenger can vary with (a) hourly income; (b) the purpose of the trip and (c) the quantum of travel time saved. The average Value of Time
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(VOT) for passengers by mode of transport for 2010 prices have been calculated based on VOT computation for passenger travel in Sri Lanka24.
Table 10-5: Value of Time for Transport User Groups (in 2010 Rs/Hour)25
User Group Rs/hr
Car 406.95
Van 153.27
Motor Cycle/Three Wheelers 42.82
Public Transport 37.19
Travel Time Savings are applicable only to diverted traffic since other traffic known as generated traffic would be new traffic that does not exist on the road network at present.
As such the flows for each road and link for each of the forecast years of 2012, 2022, and 2032 are taken from the traffic estimates provided in Table 6-19. The modal splits are assumed to be as given in Table 10-3 for the design period. Vehicle Occupancy is also assumed as cars 2.2; motor cycles/ three wheelers 1.2, vans 4 and buses 32 passengers per vehicle. These are based on observations at traffic counts and published national Vehicle Occupancy Rates.26 The weighted average VOT per vehicle hour is therefore calculated to be Rs 534.59 in 2010 prices.
Table 10-6: Travel Time Savings
2012 2022 2032 Vehicle Hrs saved/day 3,730 6,744 13,922 Annual Saving (Rs/mn) 728 1,316 2,717
10.2.2 Freight Time Savings
In this case, the time loss can lead to two different types of economic consequence; (a) having to carry higher inventory levels and (b) losses sustained by perishable commodities such as vegetables, milk, etc. The method of calculating values and typical commodities in road freight transport in Sri Lanka may be referred.27 Accordingly, an average consignment value of Rs. 120 per tonne-hour and an average truck load of 2
24 Ibid 25 Table will be duly filled in the Draft Final Report 26 Ibid 27 Ibid
10-4 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan tonnes have been used given that there are many light goods vehicles of capacity less than 4 tonnes. .
Table 10-7: Freight Time Savings
2012 2022 2032
Vehicle Hrs saved/day 746 1,349 2,784
Annual Saving (Rs/mn) 65 118 244
10.3 Socio-Economic (Regional) Development
Transport infrastructure is a prerequisite for socio-economic development. This is also referred to as regional development. This is illustrated by the new commercial, industrial, residential and agricultural activity that often springs up after a project is implemented. Transport projects, however, do not guarantee that such development will occur. Availability of other factors of development, supporting infrastructure (e.g., electricity), and government policies also play a role. If development is dependent on investment in non-transport infrastructure, net benefits should not all be credited to the transport project, but must be apportioned in some way. Furthermore, transport projects generally would have less effect on economic development where adequate services are already available than where services are poor or non-available.
It is difficult to measure the contribution of transport projects on economic development. It usually demonstrated in a transport project through an increase in travel volumes. Either a consumer surplus or producer surplus or a combination of both causes this phenomenon. This new (i.e. increase of) travel is referred to as generated or induced traffic. However, the increase in traffic itself has no economic value. It is nevertheless, an indication of increased economic activity in the region.
There are different approaches to estimating the contribution of a transport project to such a development, although, the methods of valuing regional benefits are less straight forward than in the case of other benefits. The general, approach is to estimate the value of the producer or consumer surpluses, as the case may be, that has caused the increased travel. Thereafter, to apportion a part of such surpluses as economic benefits due to transport. This proportion could be equated to the proportion of the contribution of
10-5 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan transport sector (or road sector) to Gross Regional Development Product or any other valid basis.
Productivity improvements arising from transport projects are also economic benefits. For example, improved transport service may make it possible for industry to attract skilled workers from greater distances, allowing production to be increased. Alternatively, workers may be less tired and therefore more productive on the job and less likely to make mistakes. On the other hand, business may be able to achieve greater economies of scale because materials can be brought in at lower cost.
Table 10-8: Regional Benefits Rs mn28
2012 2022 2032 New Vehicle kms 739,942 1,476,513 2,293,013
New Vehicle Hrs 5,329 11,442 17,628
Regional Benefit (Rs/mn/yr) 1,092 1,934 3,035
The Regional Benefit arising from the Hambantota Road Network has been estimated using the quantum of generated traffic. It is assumed that this traffic will be entirely due to regional development. It may be assumed that the value of such inputs must be at least equal to the cost of the new transport.
This includes the cost of vehicle operating costs and travel time costs. Based on the premise that the contribution of transport activity will be valued at a total of Rs 3,035 million by the year 2032, based on the consideration that the contribution or the value addition to GDP by the project would be worth at least 12% of the total regional growth.
10.4 Summarised Benefits for all Scenarios
The total benefits calculated for the years 2012, 2022 and 2032 for the Proposed Development Scenario assuming that income levels will also be assumed to increase also at 8% per annum is given in Table 10-9.
28 Table will be duly filled in the Draft Final Report
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Table 10-9: Summary of Benefits (Rs Mn in Current Year Prices) 29
2012 2022 2032
Savings in Vehicle Operating Cost 1,109 4,491 20,368 Passenger Travel Time Savings 849 3,314 14,769 Freight Travel Time Savings 76 297 1,325 Regional Benefits 1,092 4,871 16,498 TOTAL 3,127 12,973 52,960
29 Table will be duly filled in the Draft Final Report
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CHAPTER 11 ECONOMIC COSTS
The costs of construction for Stage II are discussed as follows:
11.1 Land Acquisition & Resettlement
The land acquisition and resettlement costs of the highway is estimated based on the information gathered from following sources;
Topographic Maps of both 1:50000 and 1: 10000 (electronic files and hard copies)
GIS data base available in Department of Transport and Logistics Management UoM
RDA Land Division (Data collected in year 2007)
UDA unpublished reports
Field information collected from socio economic survey
The different land use within the proposed road corridors within their right of ways (ROW) were obtained using GIS maps and 1:50,000 topographical maps. Then the required land acquisition for the development was taken as the land area between the proposed ROW and the existing ROW. The percentages of different land use by length along each road are given in Table 11-1. There was no specific and authoritative source to obtain land values for different areas. The land values were obtained as the market prices for the current year from the rapid socio-economic surveys carried out at site for all the selected roads for improvements. The total economic cost of land acquisition has been estimated at Rs. 1,319,020,259
11.2 Resettlement Costs
The total number of houses affected by the improvements of the road network has been computed as 259, those are within the ROW of the proposed road improvements. Majority of the affected houses in the area are single storied houses. Therefore, a flat rate for the resettlement has been applied in the estimates. The resettlement cost includes the costs of the demolition of existing structures, reconstruction and the lands for new construction of houses for the affected families. The cost of the new land extent
11-1 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan of 20 perches has been assumed for estimation of the resettlement cost within the Greater Hambantota Development Area. The total value for resettlement cost is estimated as Rs 547,918,750.
Table 11-1 : Percentage Land Use by Length along the Road
Land Use (% by Total Length) d n a L n
l e e r a d
Road NameNo i a r n c a B r o / i e G t y s
t a y a h b e m s t r n d s e n r m m e u d r a a o o h a l h o H C P P S M C F HR01 Outer Circular Highway 0 0 0 0 56 0 18 25 HR02 Hambantota – Gonnoruwa – Megahajandura Road 12 6 4 5 56 0 11 7 HR03 Sooriyawewa – Meegahajandura –Kumaragama Road 13 14 8 0 30 0 33 2 HR04 Andarawewa – Udamattala – Padawkema Road 6 0 71556 010 7 HR05 Udawalawe – Thanamalwila Road 19 3 0 656 010 6 HR06 Galwewa Junction -Moraketiya Road 27 10 10 0 22 0 27 4 HR07 Hambantota Bypass Road 14 2 30 10 27 0 18 0 HR08 Nabodagaswewa-Swodagama-Andarawewa Road 0 1 9 12 0 68 0 9 HR09 Bopale Junction - Kiribbanwewa Road 17 0 17 0 5 0 61 0 HR10 Embilipitiya – Moraketiya – Kiriibbanwewa - Udamadura Road 3431 8 0 0 027 0 HR11 Airport Central Access Road 0 0 0 0 100 0 0 0 HR12 New Airport Access Road 20 0 1 5 62 0 8 4 HR13 CGHW Road (from Hambantota to Thanamalwila) 38 26 9 3 7 1 16 1 HR14 Lewaya Road 58 31 0 0 12 0 0 0 HR15 Sooriyawewa – Padalangala Road 43 016 0 0 041 0 HR16 Sooriyawewa – Mirijjawila Road 11 0 11330 045 0 HR17 Extension of Southern Expressway ------HR18 Arabokka-Siyabalagaswewa-Gonnaruwa Road 0 0 0 0 66 0 34 0 HR19 Wetiya -Mahapalassa-Nabodagaswewa Road 10 0 10 9 49 5 17 0 HR20 Lunugamvehera - Kataragama Road 3 14 9 0 13 0 50 11 HR21 Ranna - Angunakolapelessa - Wetiya Road 54 0 42 0 4 0 0 0 HR22 Lunugamvehera -Weligatta Road 3 25 0 0 41 0 26 5 HR23 7th Colony-Weerawila Road 31 0 34 0 5 0 31 0 HR24 Udamattala – Thanamalwila Road 6 6 0 0 81 0 4 4 HR25 Internal Road Grid in the City Area 0 0 0 0 92 0 8 0 HR26 Southern Expressway Access Road - - - - 42 - 58 - HR27 Walawe Project Road - - - - 83 - 17 - Total 18 9 8 4 32 3 22 4
11.3 Earth works
The earth works include, site clearing, excavating and removal of unsuitable materials, embankment filling with cut materials and imported materials with CBR above 8 and sub base construction with Type I materials with CBR above 20. The total volumes of earth work required for excavation and removal, embankment fill together with the excavatedmaterial and imported material and imported material for sub base are shown in Table 11-2. The total estimated cost is Rs 8.207 billion.
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Table 11-2: Estimation of Cut and Fill volume Rate No Item Unit Qty Amount (Rs) (Rs) 1 Site Clearing m² 8,730,089 120 1,047,610,680
2 Cut and Removal of unsuitable materials m³ 2,619,027 353 923,570,271
3 Embankment Filling with Type II Material m³ 4,105,797 806 3,308,785,695 Sub Base Construction with Type I 4 m³ 2,514,297 1164 2,926,769,944 Material TOTAL 8,206,736,590
11.4 Drainage
The quantities for the drainage system with built-up drains with reinforced concrete and earth drains for road drainage, lead away drainage are calculated based on linear meter rate after identifying the cut and fill lengths based on the land use for each section of the highway. The cost of the drainage system was estimated as Rs. 2.344 billion.
Table 11-3: Cost of Drainage
Rate No Item Unit Qty Amount (Rs) (Rs) 1 Construction of Earth Drains m 414,119 1664 689,094,349
2 Construction of Built up Concrete Drains m 202,952 8159 ,655,857,969 TOTAL 2,344,952,318
11.5 Road Works
The Road Works item is taken as the base, binder and the wearing course including priming and tack coats appropriately where they are applicable depending on the new road sections and the existing road sections. The items were separately quantified and the rates were applied for each item for present year 2010. The average pavement section used for the BOQ estimates is given in Figure 11-1.
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Figure 11-1 : Typical Pavement Section Used for Estimations
The quantities and amounts are shown in Table 11-4. The total estimated cost is Rs 18.183 billion. This could be at design stage be selectively reduced by adopting a less costly pavement section for roads having low traffic volumes.
Table 11-4: Cost of Base and the Pavement (Road Works)
Rate No Item Unit Qty Amount (Rs) (Rs)
1 Aggregate Base Course (ABC) m³ 877,080 3834 3,362,619,912
2 Bituminous Tack Coat m² 617,852 113 69,907,747
m² 148 680,045,220 3 Bituminous Prime Coat 4,604,670 Bituminous Binder Course m³ 313,351 25246 7,910,781,420 4 (60mm) Asphalt Concrete Surfacing m³ 208,901 29486 6,159,696,991 5 (40mm) TOTAL 18,183,051,290
11.6 Structures (Bridges and Culverts)
The bridges over rivers, main streams and irrigation channels as well as culverts across main roads and by roads for cross drainage and for small waterways are included under this item. The drainage structures such as Bridges have been identified as Multi-spans,
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Two spans and Single span while the culverts have been identified as the type of Box Culverts and the Hume Pipe (HP) Culverts. Also different rates have been applied on the basis of widening and new construction for both cases. The bridges to overpass the railway crossings are included under this item while the flyovers for Elephant Corridors are separately listed for better understanding of their magnitude and the cost proportions. The minimum size of the HP pipes are considered as diameter of 600mm for the ease maintenance and the higher capacity of the cross drainage. The total estimated cost is Rs 1.835 billion.
Table 11-5: Summary Table of Costs for Structures Rate No Item Unit Qty Amount (Rs) (Rs) 1 Widening of Box Culverts m 14,116 15855 223,814,888 Widening of Pipe Culverts (Dia 2 m 7,058 12458 87,927,277 0.6m and above) 3 New construction of Box Culverts m 10,743 14723 158,160,413 New construction of Pipe Culverts 4 m 6,446 11325 72,997,114 (Dia 0.6m HP and above) 5 Bridge Construction (Single Span) m² 2,291 200000 458,240,000 6 Bridge Construction (Two Span) m² 2,312 225000 520,222,500 7 Bridge Construction (Multi-Span) m² 800 250000 200,000,000 Bridge to Overpas Railway at 8 m² 456 250000 114,000,000 Mirijjawila Rd TOTAL 1,835,362,192
11.7 Elephant Underpasses
The elephant underpasses are provided at specifically selected places for providing safe elephant crossings of the main roads. They are identified to ensure safe crossing for elephantsand other wild life in areas considered on the basis of the present and future elephant movements requested by the wildlife authorities. The underpasses have been requested as a mitigatory measure by the Wild Life Authorities. However, the practicality of wild life using such crossings has not been tested before hand in Sri Lanka on this scale and further studies are recommended.
These underpasses for elephants and other wild life are provided across the pre- identified locations of a few main roads. In these cases, electric fences are to be located along both sides of the roads to divert the elephants towards the aforementioned
11-5 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan underpasses and for the safety of the road users and properties. Total of four (4) underpasses have been proposed at two (2) identified locations on Hambantota- Gonnoruwa Road and one (1) location across the Air Port Access Road (Road No 18) and the final one (1) at the midway of the Road No 08. The total average length of an underpass has been estimated as 450 meters where three spans (each approximately 50 meter span) are provided for elephant passes. An underpass for the railway crossing at Hambantota-Gonnoruwa Road (Road No 02) is also included in addition to the underpass for elephant crossings. The total cost of all the underpasse is estimated as Rs 10.780 billion.
11.8 Roadway Facilities
The main items included for costing under roadway facilities are Walkways, Kerbs, Bicycle lanes, Bus Bays, and landscaping. As observed, the major component will be for landscaping where it is an obvious inclusion to make Hambantota as a green city to stand with the nature of the inherent climatic situation. It has been insisted by UDA to have these roads as green as possible to reduce the driver stress as well as for pedestrians and non motorised users to have pleasant environment. The walkways have been proposed for roads near the Hambantota City area together with separate bicycle lanes. The kerbs are separately estimated as they are included in the centre- medians and the islands for landscaping at different cross sections of the proposed road. The total costs of the facilities are estimated as Rs 11.704 billion.
Table 11-6: Summary Table of Costs for Roadway Facilities
No Item Unit Qty Rate (Rs) Amount (Rs)
1 Walkways m² 1,383,904 1550 2,144,497,638 2 Kerbs-Type K1 m 1,523,540 1277 1,945,208,874
3 Bicycle Lanes m² 1,059,400 2476 2,622,915,490 4 Landscaping m² 2,311,830 2000 4,623,660,000 5 Bus Bays Nos 1,449 253944 367,852,779 TOTAL 11,704,134,781
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11.9 Lighting & Safety
The estimate for this item includes, lighting at intersections and road links, all type of sign boards, road markings, reflective road studs and eclectic fences to safeguard road users and properties from potential elephant attacks. The current rates have been used and applied considering two approaches. According to the first approach, the costs for the item at intersection are taken as a separate item. As per the second approach, the rate for facilities along the main highway is taken as linear meter basis. The summary is given in Table 11-7. The total estimated cost is Rs 7.486 billion. This expenditure is considered necessary to achieve the reduction in accident costs anticipated as benefits.
Table 11-7: Cost Estimates for Road Safety
No Item Unit Qty Rate (Rs) Amount (Rs)
Traffic Sign Boards (All types) at 1 Nos 7,244 28000 202,832,000 Links Traffic Signs Boards (All types) at 2 Nos 42 100777 4,232,632 Intersections 3 Lane Markings m 2,079,110 300 623,733,000
4 Reflecting Road Studs Nos 225,130 1050 236,386,500
5 Street lights on Main Highway km 362 16,428,557 5,949,437,532
6 Lighting at Intersections Nos 42 10,251,171 430,549,201
7 Electric Fencing km 78 500000 39,160,000
TOTAL 7,486,330,865
11.10 Rehabilitation in 2021 (after 10 years)
It is expected to rehabilitate the road network in year 2021 to ensure the project outcomes are undisturbed during its life time. T his can be calculated as 10% of the total capital cost of construction.
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11.11 Routine Maintenance
Four major elements have been identified under routine maintenance expenditure for the smooth operation of the highway. The associated annual costs for each of these items are estimated as a percentage of the total construction cost of such items and given in Table 11-8. The total annual cost for pavement, drainage, structures, roadway facilities, lighting and safety will amount to around Rs 855 million per year. A breakdown of this is given in Table 11-8. Howeve this will vary with the age of the road after construction.
Table 11-8 : Average Cost of Annual Maintenance
Maintenance Item Construction No % % cost Description Cost 1 Pavement 18,183,051,290 1 181,830,513 2 Drainage 2,344,952,318 2 46,899,046 3 Structures 1,835,362,192 1 18,353,622 4 Roadway Facilities 11,704,134,781 2 234,082,696 5 Lighting, Road Safety 18,183,051,290 1 181,830,513 TOTAL 855,482,420
11.12 Summary of the BOQ
The summary of the cost for the entire road network (Stage II) is given as in Table 11-9.
Table 11-9: Summary of Stage II Construction Costs
No Description Amount (Rs) 1 Land Acquisition and Resettlement 1,866,939,009 2 Preliminaries/General 2,603,671,482 3 Earthworks 8,206,736,590 4 Drainage 2,344,952,318 5 Base Course and Pavement 18,183,051,290 6 Bridges and Culverts Structures 1,835,362,192 7 Roadway Facilities 11,704,134,781 8 Road Safety & Lighting 7,486,330,865 9 Shifting of Services 724,280,000 10 Flyovers 12,740,000,000
11-8 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
No Description Amount (Rs)
11 Sub Total 67,695,458,527
12 Provisional Sum (Price Escalation as 5%) 3,384,772,926.35
Total 71,080,231,453.35
The total financial cost of construction of all roads to Stage II level between 2011 and 2013 is Rs 71 billion, including a provisional sum of Rs 3.385 billion provided for price escalation.
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CHAPTER 12 ECONOMIC BENEFIT COST ANALYSIS
The economic cost benefit for the proposed project (Stage II level) has been considered by taking all the project costs to be incurred during the design period of 20 years and the corresponding benefits. For this purpose, the benefits of the project estimated in Chapter10 are used. These costs are in economic terms. The costs are taken from the computations in Section 8 where the estimates are made for financial costs.
In order to undertake an economic benefit-cost analysis, all costs also have to be converted to economic costs. In this respect, the component of costs attributed to taxes and other forms of transfer payments have to be deducted. Based on the Conversion Rates published for Transport Sector Projects30, it is decided to consider 85% or 0.85 for a project of this nature. As discussed earlier, land values since they are computed as actual use or non-use values, they will not be converted as economic costs will be assumed to be equal to financial costs.
Benefit-Cost Analysis is carried out for the selected development scenario that has been considered in this project. The benefit component varies with the traffic level. The cost component has been kept the same, since the scenarios were not based on different geometric designs.
12.1 Assumptions in Analysis
The BCA for the proposed development project given in the following table are based on the following assumptions:
A discounting rate of 12% per annum.
Inflation of financial costs for construction and for maintenance is assumed at 8% per annum.
The economic value of the increase in benefits in terms of increasing income levels will also be assumed to increase also at 8% per annum.
30 Assessing Public Investment in the Transport Sector, National Planning Department, Kumarage et al, 2001
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Maintenance cost for the road will be 0.5% of the replacement value at year 0 and this rate will increase at 10% per annum in real terms.
Design life of road will be for 20 years and rehabilitation at cost of 10% of replacement values will be necessary at 10 years and rehabilitation at 30% of value after 20 years.
12.2 Benefit Analysis for Stage II Construction Over 3 Years
In the full development context assumed as Stage II level, it is assumed that the construction will be completed in 3 years, the BCA for which is given in Table 12-1.
Table 12-1: Benefit –Cost Analysis for Stage II Construction over 3 Years
e t s g
m i o n i t @ t T C s
e a l e t t
o s 12% r n e u n a e g l o C e v i e t p n a R a t t i
m r
s l m V t c i n O v
T s s o a n e T s s p t u a t t
e r r n i i l n u C l g s g o t r S f f l
c e o l e l d o n n s t e e u i i e i i a v a s c o n s c g v n n t h v v t a e s e o e o o e e e i e r a a o r Yearo Cost Benefit C R T V C T S G S R D B T B P D Payback 2010 20,139 20,139 0 1.000 20139.4 - (20,139) 2011 21,751 20,139 0 0.893 17,982 - (38,121) 2012 23,491 352 22,103 1,109 849 76 1,092 3,127 0.797 17,620 2,492 (53,249) 2013 419 419 1,303 991 89 1,482 3,865 0.712 298 2,751 (50,796) 2014 497 497 1,520 1,150 103 1,715 4,489 0.636 316 2,853 (48,259) 2015 591 591 1,764 1,329 119 1,976 5,188 0.567 335 2,944 (45,651) 2016 702 702 2,038 1,528 137 2,268 5,971 0.507 356 3,025 (42,981) 2017 834 834 2,343 1,751 157 2,594 6,845 0.452 377 3,096 (40,262) 2018 991 991 2,685 2,000 179 2,957 7,821 0.404 400 3,159 (37,503) 2019 1,177 1,177 3,066 2,278 204 3,362 8,910 0.361 424 3,213 (34,715) 2020 1,398 1,398 3,491 2,587 232 3,813 10,122 0.322 450 3,259 (31,906) 2021 1,661 1,661 3,964 2,931 263 4,314 11,472 0.287 477 3,298 (29,085) 2022 7,047 1,973 9,020 4,491 3,314 297 4,871 12,973 0.257 2,315 3,330 (28,071) 2023 904 904 5,384 3,960 355 5,560 15,259 0.229 207 3,497 (24,781) 2024 1,074 1,074 6,391 4,688 420 6,328 17,828 0.205 220 3,648 (21,353) 2025 1,275 1,275 7,525 5,507 494 7,183 20,710 0.183 233 3,784 (17,802) 2026 1,515 1,515 8,800 6,428 576 8,135 23,939 0.163 247 3,905 (14,144) 2027 1,800 1,800 10,230 7,460 669 9,193 27,552 0.146 262 4,013 (10,394) 2028 2,139 2,139 11,833 8,617 773 10,368 31,591 0.130 278 4,108 (6,564) 2029 2,541 2,541 13,627 9,911 889 11,672 36,099 0.116 295 4,191 (2,667) 2030 3,018 3,018 15,632 11,356 1,018 13,119 41,126 0.104 313 4,263 1,283 2031 3,586 3,586 17,871 12,970 1,163 14,722 46,726 0.093 332 4,325 5,276 2032 4,260 4,260 20,368 14,769 1,325 16,498 52,960 0.083 352 4,377 9,301 101,782 125,069 91,604 8,215 116,723 394,571 64,230 73,530 BenefitCostAnalysis NetPresentValue(NPV)RsMillion 9,301 BenefitCostRatio(BCR)@12% 1.14 InternalRateofReturn(IRR) 13.50%
12-2 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
The BCA analysis indicates that the immediate full development of the proposed road network (Stage I and II together) will have an economic return on investment of around 13.5% p.a. with a NPV of Rs 9,301 million at a Discounting Rate of 12%, while its Benefit Cost Ratio would be 1.14. Given that economic cost of capital for this project may be significant, this is not considered a favourable rate for a large scale highway project.
12.3 Sensitivity Analysis
In this context the Sensitivity Analysis will test for the conditions under which the BCA can be improved at the 12% discount rate. This may be achieved by (a) reducing costs or (b) by increasing benefits or (c) by delaying the incurrence of some costs or (d) combinations of the above.
In this pursuit the following course of action is considered:
12.3.1 Construction Period of Combined Stages I and II
Accordingly we will examine the impact of having a period of combined Stages of construction but, stretched over 6 years instead of 3. The results of this anaylis are shown in Table 12-2.
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Table 12-2: Benefit –Cost Analysis for Stage II Construction Stretching over 6 Years
e t s g
m i o n i t @ t T C s
e a l e t t o s 12% r n e u n a e g l o C e v i e t p n a R a t t i
m r
s l m V t c i n O v
T s s o a n e T s s p t u a t t
e r r n i i l n u C l g s g o t r S f f l
c e o l e l d o n n s t e e u i i e i i a v a s c o n s c g v n n t h v v t a e s e o e o o e e e i e r a a o r Yearo Cost Benefit C R T V C T S G S R D B T B P D Payback 2010 10,070 10,070 0 1.000 10,070 - (10,070) 2011 10,875 10,070 0 0.893 8,991 - (19,061) 2012 11,745 10,875 1,109 849 76 1,092 3,127 0.797 8,670 2,492 (25,238) 2013 12,685 12,685 1,303 991 89 1,482 3,865 0.712 9,029 2,751 (31,516) 2014 13,700 13,700 1,520 1,150 103 1,715 4,489 0.636 8,706 2,853 (37,370) 2015 14,796 444 15,240 1,764 1,329 119 1,976 5,188 0.567 8,647 2,944 (43,073) 2016 527 527 2,038 1,528 137 2,268 5,971 0.507 267 3,025 (40,315) 2017 626 626 2,343 1,751 157 2,594 6,845 0.452 283 3,096 (37,502) 2018 744 744 2,685 2,000 179 2,957 7,821 0.404 301 3,159 (34,644) 2019 884 884 3,066 2,278 204 3,362 8,910 0.361 319 3,213 (31,750) 2020 1,050 1,050 3,491 2,587 232 3,813 10,122 0.322 338 3,259 (28,829) 2021 1,248 1,248 3,964 2,931 263 4,314 11,472 0.287 359 3,298 (25,890) 2022 1,482 1,482 4,491 3,314 297 4,871 12,973 0.257 381 3,330 (22,940) 2023 1,761 1,761 5,384 3,960 355 5,560 15,259 0.229 404 3,497 (19,847) 2024 2,092 2,092 6,391 4,688 420 6,328 17,828 0.205 428 3,648 (16,627) 2025 2,486 2,486 7,525 5,507 494 7,183 20,710 0.183 454 3,784 (13,298) 2026 9,588 2,953 12,540 8,800 6,428 576 8,135 23,939 0.163 2,046 3,905 (11,438) 2027 1,352 1,352 10,230 7,460 669 9,193 27,552 0.146 197 4,013 (7,623) 2028 1,607 1,607 11,833 8,617 773 10,368 31,591 0.130 209 4,108 (3,723) 2029 1,909 1,909 13,627 9,911 889 11,672 36,099 0.116 222 4,191 246 2030 2,268 2,268 15,632 11,356 1,018 13,119 41,126 0.104 235 4,263 4,275 2031 2,694 2,694 17,871 12,970 1,163 14,722 46,726 0.093 249 4,325 8,350 2032 3,200 3,200 20,368 14,769 1,325 16,498 52,960 0.083 264 4,377 12,462 111,111 125,069 91,604 8,215 116,723 394,571 61,068 73,530 BenefitCostAnalysis NetPresentValue(NPV)RsMillion 12,462 BenefitCostRatio(BCR)@12% 1.20 InternalRateofReturn(IRR) 14.40%
The stretching of construction over 6 years improves the BC Ratio to 1.20 and the Economic Internal Rate of Return to 14.4% and where at a Discount Rate of 12% the NPV is Rs 12,462 million. While this is an improvement to the scenario of constructing the roads over 3 years, it does not improve the economic performance very much and cannot be considered as adequately favourable.
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12.4 Stepwise construction as Stage I and Stage II
In this proposal it is envisaged that only Stage I will be constructed in the first 3 years and the balance would be constructed lagged by 10 years.
The cost of the Stage I construction is set out against the cost of both Stage I and II in Table 12-3.
Table 12-3: Comparison of Cost of Construction for Stage I and Stage I &II
Amount (Rs) No Description Stage I and II Stage I only Land Acquisition and 1 1,866,939,009 1,866,939,009 Resettlement 2 Preliminaries/General 2,603,671,482 1,656,274,696
3 Earthworks 8,206,736,590 5,282,524,369
4 Drainage 2,344,952,318 2,149,743,482 Base Course and 5 18,183,051,290 12,134,292,644 Pavement Bridges and Culverts 6 1,835,362,192 1,184,202,634 Structures 7 Roadway Facilities 11,704,134,781 7,242,294,222 Road Safety & 8 7,486,330,865 3,451,333,581 Lighting
9 Shifting of Services 724,280,000 724,280,000
10 Flyovers 12,740,000,000 7,840,000,000
11 Sub Total 67,695,458,527 43,531,884,637 Provisional Sum 12 (Price Escalation as 3,384,772,926.35 2,176,594,231.83 5%) Total 71,080,231,453.35 45,708,478,868.35
The result of this analysis using an initial cost of Rs 45.8 billion for Stage I only in the first 3 years and the balance after 10 years is shown in Table 11.4 which indicates that the Economic Internal Rate of Return increases to 18.5% while the BC Ratio also increases to 1.87 and NPV at 12 percent Discount Rate also increases to Rs 54,626 million, thus showing that the project could be made economically viable under these conditions.
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In this scenario, the design life of the project is assumed to be 40 years with a major rehabilitation of Stage I roads carried out after 20 years in addition to an intermediate improvement after 10 years. It is reasonable to assume an extended design life since initial investments are made over 13 years and the accrual of benefits will also be gradual as this is a long term project.
Table 12-4: Benefit-Cost Analysis for Staged Construction
e t s g
m i o n i t @ t T C s
e a l e t t o s
r 12 % n e u n a e g l o C e v i e t p n a R a t t i
m r
s l m V t c i n O v
T s s o a n e T s s p t u a t t
e r r n i i l n u C l g s g o t r S f f l
c e o l e l d o n n s t e e u i i e i i a v a s c o n s c g v n n t h v v t a e s e o e o o e e e i e r a a o r o
YearC R T V C T S G S R D B T B P D Cost Benefit Payback 2010 12,951 12,951 0 1.000 12950.74 - (12,951) 2011 13,987 12,951 0 0.893 11,563 - (24,514) 2012 15,106 227 14,213 1,109 849 76 1,092 3,127 0.797 11,331 2,492 (33,352) 2013 269 269 1,303 991 89 1,482 3,865 0.712 192 2,751 (30,793) 2014 320 320 1,520 1,150 103 1,715 4,489 0.636 203 2,853 (28,144) 2015 380 380 1,764 1,329 119 1,976 5,188 0.567 216 2,944 (25,415) 2016 451 451 2,038 1,528 137 2,268 5,971 0.507 229 3,025 (22,619) 2017 536 536 2,343 1,751 157 2,594 6,845 0.452 243 3,096 (19,765) 2018 637 637 2,685 2,000 179 2,957 7,821 0.404 257 3,159 (16,864) 2019 757 757 3,066 2,278 204 3,362 8,910 0.361 273 3,213 (13,924) 2020 15,520 899 16,419 3,491 2,587 232 3,813 10,122 0.322 5,286 3,259 (15,951) 2021 16,761 1,068 17,829 3,964 2,931 263 4,314 11,472 0.287 5,126 3,298 (17,778) 2022 18,102 1,269 19,371 4,491 3,314 297 4,871 12,973 0.257 4,972 3,330 (19,421) 2023 4,532 581 5,113 5,384 3,960 355 5,560 15,259 0.229 1,172 3,497 (17,096) 2024 690 690 6,391 4,688 420 6,328 17,828 0.205 141 3,648 (13,589) 2025 820 820 7,525 5,507 494 7,183 20,710 0.183 150 3,784 (9,955) 2026 974 974 8,800 6,428 576 8,135 23,939 0.163 159 3,905 (6,209) 2027 1,158 1,158 10,230 7,460 669 9,193 27,552 0.146 169 4,013 (2,365) 2028 1,375 1,375 11,833 8,617 773 10,368 31,591 0.130 179 4,108 1,564 2029 1,634 1,634 13,627 9,911 889 11,672 36,099 0.116 190 4,191 5,566 2030 1,941 1,941 15,632 11,356 1,018 13,119 41,126 0.104 201 4,263 9,628 2031 2,306 2,306 17,871 12,970 1,222 14,722 46,785 0.093 213 4,330 13,745 2032 2,739 2,739 20,368 14,769 1,325 16,498 52,960 0.083 226 4,377 17,895 2033 51,074 3,254 54,328 22,878 16,509 1,435 18,709 59,530 0.074 4,009 4,393 18,279 2034 3,866 3,866 25,658 18,432 1,556 21,167 66,814 0.066 255 4,402 22,426 2035 4,593 4,593 28,737 20,558 1,686 23,900 74,881 0.059 270 4,405 26,561 2036 5,456 5,456 32,144 22,906 1,827 26,934 83,812 0.053 287 4,402 30,676 2037 6,482 6,482 35,913 25,498 1,980 30,301 93,692 0.047 304 4,394 34,766 2038 7,701 7,701 40,079 28,358 2,146 34,034 104,617 0.042 322 4,380 38,824 2039 9,149 9,149 44,682 31,513 2,326 38,171 116,690 0.037 342 4,362 42,844 2040 10,868 10,868 49,764 34,990 2,520 42,751 130,026 0.033 363 4,340 46,821 2041 12,912 12,912 55,374 38,823 2,731 47,820 144,748 0.030 385 4,314 50,750 2042 15,339 15,339 61,563 43,045 2,960 53,427 160,994 0.027 408 4,284 54,626 246,528 542,230 387,004 30,766 470,435 1,430,434 62,585 117,211 Benefit Cost Analysis Net Present Value (NPV) Rs Million 54,626 Benefit Cost Ratio (BCR) @ 12% 1.87 Internal Rate of Return (IRR) 18.50%
Other forms of analysis such as a Multi-Criterion Analysis should be performed at Feasibility Stage to ensure that the project can be further justified on other non-economic criterion such as equity based improvements, social development, environmental protection etc.
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CHAPTER 13 CONCLUSIONS
The following objectives as set out in the Terms of Reference for the study have been achieved in this report:
a) Identified the long-term demand for transport for the developments proposed for Hambantota.
b) Assessed the requirements for transport capacity development to serve such increase in demand and a strategic intervention.
c) Investigated the adequacy of the proposed road network development and to make recommendations thereof.
d) Carried out a preliminary design of each recommended road link and provide typical road sections and costs.
e) Carried out an assessment of socio economic viability of the network as a whole.
The report notes that the Greater Hambantota Area is being developed with an international seaport at Hambantota as its main economic generator, located in the southern dry zone of Sri Lanka. It spreads over an area of 113,000 ha that lies between Walawe River and Kirindi Oya. The defined area for the development plan covers DS Divisions of Sooriyawewa (21 GNDs), Hambantota (30 GNDs), Ambalantota (13 GNDs), Thanamalwila (5 GNDs), Sevanagala (14 GNDs), Tissamaharama (15 GNDs) and Lunugamvehera (29 GNDs).
It also notes that the available natural resources is expected to provide sound economic base for new development in Hambantota since large extent of underutilised land is available in efficient urban structure that could certainly be designed conforming to an effective development plan.
The study has also considered that in Greater Hambantota area, a number of large scale projects have been proposed. The study team visited the proposed development sites under the Greater Hambantota Development Plan that include several components including a:
13-1 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Commercial Establishment
Convention Centre
Administrative Complex
Playgrounds and Recreational areas
Seaport Development
Airport Development
Extension of the Railway
Extension of the Southern Expressway
Oil Refinery
Tsunami Housing Scheme
This study strongly considered that the hinterland of Hambantota has great potential to develop around the port and Hambantota District in particular and as a result, the Southern Sri Lanka (Ruhuna) in general will become an industrialised area. Ruhuna is considered as having the greatest potential due to the availability of land, the most important factor of production in a densely populated country like Sri Lanka. Additionally, the ever increasing congestion in Colombo area while decreasing the potential of its expansion, justifies the need of developing Hambantota as a port-centred industrial district.
Representatives of key Governmental agencies were invited to Hambantota Divisional Secretariat on 8th June 2010 to make them aware about the proposed road development plans and to discuss their concerns and potential to partake in the said development in Hambantota Area all of which were assessed and incorporated where possible.
The study area for the road network had been selected based on the provision of accesses to the proposed international hub development sites such as the Airport, Seaport, Cricket Stadium, Safari Park, BOI site etc. as well as the Convention Centre, Administrative Complex and tourism related development and residential areas. Providing access for these sites and inter-linking them to an appropriate level were the major concerns when designing the road network.
When defining the road network, additional measures had been taken to integrate Eastern and Uva provinces nationally, as those provinces are considered to be the least
13-2 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan accessible provinces in Sri Lanka and ones that could be better served through a port and airport compared to Western Province.
In addition to the provision of accesses for development sites, the study team had purposefully introduced certain transport functionality aspects when defining road network and their cross sections with the intention of increasing the performance of the proposed network and specifically with respect to:
1. Definition of an Outer Hambantota Development Area
2. Provision of a high profile connection between the proposed Seaport and Airport
3. Provision of a viable public transport corridor
4. Maximise Usage of Pedestrian and Cycle Access
After considering the aforementioned functionality aspects, the original RDA proposals which contained 17 road links, has been improved to a proposed road network with 27 links. It includes one omission, the Outer Circular Road II, and the addition of 11 new links to the original proposal of the RDA. The total length of the proposed network is 371.7 km of which new constructions would amount to around 38 km or around 10% of the network.
The road network proposed by this study includes the reformation of 20 existing roads and the construction of 5 new links and the down grading of the final section of the proposed Extension of the Southern Expressway and up grading of the internal road network in the City Area.
Future traffic levels in the Road Network for Hambantota Development project area will be influenced by the following factors:
Diversion of existing traffic from other roads to A2 Road, in particular due to reduction of travel distances and travel times, to destinations such as Uva and Eastern Provinces as well as North Central Province from the south.
Diversion of traffic from other roads to the national network such as A4 due to shorter distances and travel times from origins in the Western, North-Western, Northern and Central Provinces to the south.
Traffic generated due to the development of the Port of Hambantota and its direct results in terms of increased population.
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Traffic generated by the industries to be set up as part of the Greater Hambantota Development Plan.
Increase in traffic due to development of a 2nd international airport in terms of direct air passengers and cargo movements, as well as the support services.
As per the Terms of Reference, the Traffic forecasts have been made for the years 2012, 2022 and 2032. It was expected that full development potential of the Hambantota Development Plan would have been achieved by the year 2032, while the year 2012 would see the construction of the basic infrastructure such as the Stage I of the port, the air port, the cricket stadium, administrative complex, safari park etc. The forecast year 2022 is considered as an interim stage between the years 2012 and 2032.
The highway traffic generation rates are estimated by comparing with estimates of traffic from Port of Colombo for its associated cargo movements. The forecast cargo volumes were as given in the Feasibility Study for the Hambantota Seaport. These estimated were used for estimation of the corresponding road traffic volumes. Their destinations were allocated on the expected destinations especially those in the provinces of Uva, Eastern, Central and Southern.
As for the Mattala International Airport, the forecast are based on the estimated passenger traffic and its probable local destinations which would mostly be in the tourist area stretching from Bentota to Tissamaharama along the south western coast, and further along the east coast, particularly for Arugam Bay area.
It was estimated that the Greater Hambantota Area will not incur rapid migration by 2012 as most construction oriented jobs and jobs in other activities can be assumed to be filled up mostly by those living within the Hambantota District. However with more specialised jobs starting off in later years, it was estimated that in-migration would be in the ratio of 2 ½ times the number of such employe positions generated and filled. Accordingly, the study assumed an in-migration of of 30,000, 130,000 and 230,000 at the three forecast years as shown above.
Vehicle ownership over the 20 year period was assumed to increase from 9 vehicles per 100 persons to 23 vehicles per 100 persons. Due to the focus of attention of developing Hambantota as a first order city, the economic development of Hambantota was considered to reach a status of being second only to Colombo District and equal to the developed parts of Gampaha and Kalutara District.
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The diverted traffic has been estimated after examining how much increase in traffic will occur when the proposed road network was added without any corresponding socioeconomic development.
It was concluded that even for a stage wise development most of the road links show LOS above “C” level even after 20 years. Thus a Stage-Construction was also considered feasible without significant loss of benefits..
It was noted that at the provision of Stage 1 construction, there would be only three links having more than 10,000 ADT in 2012. Those were the H001-020 and H002-030 links which were both near Siribopura Junction and also A002-847 linkwhich was near the Lewaya. By the year 2032, these flows were expected to reach over 30,000 ADT. By 2032, there would be 31 links (from a total of 67 links in the HDP road network) that would have more than 10,000 ADT. The maximum flow of 62,000 AT can be expected by year 2032 on the link A002-847 which was a short link of 380 m length.It was observed that even by 2032 several of the roads will have traffic levels less than 10,000 ADT. Around 10% of the network length will have ADT over 20,000.
The BCA for the proposed development project had been carried out based on the following assumptions:
A discounting rate of 12% per annum.
Inflation of financial costs for construction and for maintenance is assumed at 8% per annum.
The economic value of the increase in benefits in terms of increasing income levels will also be assumed to increase also at 8% per annum.
Maintenance cost for the road will be 0.5% of the replacement value at year 0 and this rate will increase at 10% per annum in real terms.
Design life of road will be for 20 years and rehabilitation at cost of 10% of replacement values will be necessary at 10 years and rehabilitation at 30% of value after 20 years.
The BCA analysis indicated that the immediate full development of the proposed road network (Stage I and II together) will cost Rs 71.1 billion and will have an economic return on investment of around 13.5% p.a. with a NPV of Rs 9,301 million at a Discounting Rate of 12%, while its Benefit Cost Ratio would be1.14. Given that economic
13-5 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan cost of capital for this project might be significant this could not be considered a favourable rate for a large scale highway project.
However, if it is constructed as a staged construction where only the roads identified in Stage I costing Rs 45.7 billion are constructed in the first 3 years, and the others constructed only after 10 years, then the economic performance improves significantly to a Benefit-Cost Ratio of 1.87 with a NPV of Rs 54,626 million as 12% Discount Rate. In this scenario, the design life of the project is assumed to be 40 years with a major rehabilitation of Stage I roads carried out after 20 years in addition to an intermediate improvement after 10 years.
Thus construction of the proposed network can be recommended on the following conditions:
That the construction is staggered in two Stages with the first Stage being completed over the next 3 years and the others delayed till 2020 at least.
The land required for the Stage II design to be acquired under the Stage I and where possible to covnert to Green Areas until required for capacity widening.
To re-examine the level of traffic by 2018 and examine which roads should be improved to Stage II stage. This is to ensure that the assumed development has taken place and there would be no loss in anticipated benefits.
The cross sectional properties of the proposed roads have been considered for stage developments, as Stage I and Stage II, for the purpose of cost effectiveness of the investment plans.
The cross sectional properties of each road have been identified for facilities such as number of lanes, service roads, walkways, bicycle lanes, shoulders, public transport lanes, parking bays, centre medians, bus bays, landscaping and utility corridors, depending on the potential demand by the proposed land use developments.
When selecting the cross sections, a higher emphasis had been given for providing facilities for the non-motorised access and public transport use in Greater Hambantota Area. Moreover, there are forty one (41) intersections included in this project proposal.
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They belong to three (3) categories of intersection types proposed for Stage I and nine (9) categories for Stage II.
There are two public transport routes identified as Route 1 and Route 2, the common portion of these two routes which is from Siribopura-Gonnoruwa is the major development axis the functions of which are:
To provide access to administrative and commercial buildings
To promote high density residential and employment centres and
To propose a high quality public transport corridor that later convertible to BRT or LRT.
The study recommends that the above two routes be developed as a Superior Public Transport Corridor mostly likely using Bus Rapid Transit Technology, a feasibility of which should also be undertaken at a later stage. This will be the most important investment toe ensure a high density development core in Hambantota for which the Siribopura- Gonnoruwa Road section is the best candidate. Moroever, several transport terminals have also been suggested to ensure good connectivity and balanced transport within the region.
In addition six non-motorised routes mostly for pedestrian and bicycles have also been identified. These are to promote people residing within short disctances of their working places and school such as in the Adminsitrative Complex Areas to use non-motorised transport.
The social assessment had been focused on evaluating the most likely impacts of the proposed road hub over the socio-economic environment in the local and regional economies. The likelihood impacts of the road construction and the development of housing and other built-up infrastructure had also been analysed. The assigned field team had made observations by walk-through surveys along the candidate roads and by informal discussions with the community members residing in the immediate vicinity of the roads.
This study dealt with the issues pertaining to the road safety arising from elephant crossings of the proposed roads as well. This is considered as an important aspect since roads are to be widened as well as operating speeds increased. The combination of both attributes is expected to pose a formidable challenge to avoid vehicles from crashing to elephants. At the request of wild life authorities underpasses have been
13-7 UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan located for crossing of elephants and other wild life at four locations. Electric fences also have been suggested in order to ensure that animals would not cross at random locations. However, since these types of crossings have not been tested adequately in Sri Lanka, further studies are recommended to determine suitability. Furthermore another underpass has been provided for railway crossing on the Hambantota- Gonnoruwa road.
It is concluded that the proposed road network would form a hub of interconnecting roads that are connected to other roads in both local and regional levels. This network will create socially and economically effective connectivity impacts in the area and thereby in the entire country. This would offer direct and indirect benefit for people in these administrative units through multiple roads.
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ANNEX 1: PRELIMINARY FIELD OBSERVATIONS UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Roads Observations
1. Outer Circular Highway This road is proposed as a new 4 lane road. The selected trace follows a flat terrain of bare lands connecting 3 major roads, ie. CGHW Road, Hambantota Bypass Road and Habantota-Meegahajandura-Gonnorouwa Road. Also, the trace doesn’t interfere with any natural barriers such as wildlife reservations or irrigation structures/ tanks etc.
View from the Hambantota Bypass Road
2. Hambantota – Gonnoruwa – The proposed Hambantota-Gonnoruwa- Meegahajandura Meegahajandura road is following the trace of an existing road with disparate features. The horizontal alignment of its first stretch up to Bandagiriya Junction is more or less straight and the RoW is 12m. However, the vertical alignment has to be revised for proper visibility. This stretch is located in a fairly high ground with no water logging areas and the surrounding area is mostly uninhibited.
The stretch beyond Bandagiriya towards Section between Hambantota – Gonnoruwa Meegahajandura Junction follows a meandering route and its RoW is 6.8m. This stretch is located in a low-lying water logged area and the surrounding area is mostly inhibited. UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
3. Sooriyawewa – Meegahajandura – The proposed road provides main accesses Kumaragama for the Cricket Stadium, BOI and IT center sites. It consists two physically diverse stretches from Sooriyawewa to Meegahajandura and Meegahajandura to Kumaragama. The stretch from Sooriyawewa to Meegahajandura has been recently widened to 4 lanes but there are lots of errors/ poor designs with regard to the horizontal alignment.
The next stretch follows through a low-lying agricultural area interfering with several irrigation structures. The horizontal Section between Meegahajandura- alignment has to be improved in many areas Kumaragama of this stretch. However, improvements might be difficult due to the moderately denser residential levels and the existing irrigation structures.
4. Andarawewa – Udamattala – The proposed trace for Andarawewa- Padawkema Udamattala-Padawkema Road deviates intermittently from the existing road to have a proper horizontal alignment. This will be the major access road for the proposed Mattala Airport that is under construction. The trace is located through an inhibited agricultural area where considerable amount of land acquisition is necessary; for certain sections, acquisitions would be for a new trace. Also there are many existing irrigation infrastructure along the trace.
Section between Udamattala- Padawkema
5. Udawalawe – Thanamalwila The proposed Udawalawe – Thanamalwila Road is the same road in use at present. There are practical difficulties for major improvements for some stretches as this road follows the tank bund.
The bypass route via Udamadura and Kiriibbanara would solve the above problem. UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
6. Moraketiya – Galwewa Junction The RoW of the existing Moraketiya – Sooriyawewa road is around 6m over a length of 12kms. This road spans through a densely inhibited area when compare to the other roads in the northern part of the Hambantota District. More than half of its length is located within the Uva Province.
Both horizontal and vertical alignments need to be corrected at certain locations. Presently a high frequency bus service is operating along this road. Existing Moraketiya – Sooriyawewa Road
7. Hambantota By Pass Road The proposed road consists two distinct sections; existing stretch for 7kms (up to the Botanical Garden Junction) that requires widening and construction of new stretch for 5km (from the Botanical Garden Junction to Amabalantota). Existing road maintains a RoW about 9m throughout its full stretch with 2 lane carriageway.
The proposed trace follows a flat terrain with only a few residential areas. The stretch between Botanical Garden Junction to Existing Hambantota Bypass Road Siribopura Junction follows the Walawe Development Lands. Presently inter- provincial bus services are operating along this road. UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
8. Road connecting the Sooriyawewa- The proposed road consist a stretch Mirrijjawela Road and Hambantota- requiring new construction for about 3 kms Gonnoruwa-Meegahajandura Road and a stretch requiring widening for about 3.5 kms. New construction follows an existing foot-path through the reserved jungle while the widening is proposed for a part of the Walawe Road connecting to 100ft road. Walawe Road interferes with the Walawe Development Area. The relevant section of the Walawe Road needs certain corrections for its horizontal alignment. The proposed road trace follows a flat terrain and there is no interfering with any inhabitant areas. However the provisions for View of the Existing Foot-Path wildlife movements need to be sets up carefully during road design.
9. Bopale Junction - Kiribbanwewa The proposed road can be divided into 3 different sections based on existing surface type. The first section has the RoW of just 5m over a length of 3 kms with a gravel surface. Thereafter a 2km long concrete section with its RoW of 5m and next to that is a 4km long bituminous section with a RoW of 6.5 m. Considerable distance of this road is located within the Uva province.
Full length of this road follows through agricultural lands with some irrigational structures on either side. A section of this Concrete Section of the Existing Road road is located on the Kiriibbanara Tank bund. The surrounding of the last section is moderately inhibited. UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
10. Embilipitiya – Moraketiya – The proposed road is a renovation to an Kiriibbanwewa – Udamadura existing road from Embilipitiya to Udamadura via Moraketiya and Kiriibbanara. The road has a RoW of 6.5m with a carriageway varying between 4.5-5.0m through its total length of about 17kms. It connects several urban and suburban centers with moderately dense residential areas. At present several bus services are operating on this road.
The road is located on a fairly flat terrain. However it requires correction of its horizontal alignment at several locations. Section between Moraketiya-Kiriibbanwewa Provisions for slow moving vehicles also need to be set-up for better functionality of this road.
11. Outer Circular Highway II This is a newly proposed trace that follows a fairly flat terrain. The Western crescent of the proposed road (or the stretch between Hambantota By-pass road and Hambantota- Gonnoruwa-Meegahajandura road) interferes with a tank bund and low-lying agricultural lands. Most of the lands had been developed recently under Walawe Left Bank project.
The Eastern crescent of the proposed road follows a jungle area where many wild animals including elephants are being inhabited. As suggested by the wildlife Starting Point of OCH II from Hambantota Bypass Road authorities, elephants are still crossing the Hambantota-Gonnoruwa-Meegahajandura road exactly on the proposed junction of aforementioned two roads. Both sections follow non-residential areas. UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
12. Udamattala – Thanamalwila The existing road is narrow and gravel surfaced. At present it is not passable through some stretches but it follows a flat terrain for a length of 18kms approximately. New construction has to be considered along the existing gravel road.
This route is a part of old–famous cart-track which transported salt from Hambantota to Badulla. It follows an agriculturally developed area and interfering with a number of irrigation structures. The level of inhabitance is moderately high and they are mostly Existing Gravel Road farmers.
The existing CGHW road (between 243km- 13. CGHW Road (243-km – 260km) 260km) is a substandard two lane road with approximately 10m RoW. Frequent short and long distance bus services together with other motor vehicles use this road.
This road follows a flat terrain and the road is busy with roadside commercial activities along certain stretches. Remaining plots bedside the road are residential. Correction of the horizontal alignment and improvements of road safety are the current requirements at certain stretches of the road.
Lewaya Road has the same features of 14. Lewaya Road CGHW road. Once it was the part of main access towards Tissamaharama/ Weelawaya from Hambantotata.
Improvements for this road are also of the same nature for CGHW road. However, there are some areas where widening or changes for alignment is difficult due to the ponds of Lewaya. UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
Present 12km road from Padalangala to 15. Sooriyawewa – Padalangala Road Sooriyawewa has been developed as a narrow two lane road with its RoW is about 11m. The road runs along a canal in its left for almost 3/4th of its total length leaving no options for widening along that side.
Although its vertical alignment is satisfactory, improvements are essential for its horizontal alignment at several locations to ensure the road safety. Passage for agricultural and non-motorized vehicles need to be considered during the design stage, as the level of such is quite high. Road generally Existing Sooriyawewa – Padalangala Road follows an agricultural area with moderately dense inhabitation.
This road has substandard two lanes without 16. Sooriyawewa – Mirijjawila hard shoulders and comprises of a RoW of 100ft over a length of 24km approximately. The existing horizontal and vertical alignments are satisfactory with few exceptions at certain locations.
The road mostly penetrates through agricultural lands that have been developed under Walawe Left Bank Project. Remaining sections have moderately dense inhabitation.
Existing Sooriyawewa – Mirijjawila Road
Construction not commenced yet 17. Southern Expressway Extension UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
The proposed development includes 18. Road connecting the Walawe Left widening of existing Walawe Road for 5km Bank Road to Hambantota- and a new construction for the next 6km up Gonnoruwa- Meegahajandura Road to Gonnaruwa Road. Existing Walawe road follows Walwe Left Bank agricultural developments while proposed new section to follow the reserved forests and wildlife zones.
The existing Walawe road requires improvements for horizontal and vertical alignment for the section under consideration. However, there are no obstructing irrigation structures along either sides of the Proposed Walawe Road section. Existing Walawe Road Both sections generally follow flat terrains.
Western entrance of the Sea-Port can be directly connected to the proposed Walawe road through a properly designed interchange close to the Hambanthota bypass road. However, as the existing Walawe road is heavily used by agricultural and non-motorized vehicles, due attention is required at the design stage for providing the passage for freight vehicles along with the agricultural and non-motorized vehicles.
This is a newly proposed trace over a length 19. Connection between A018 road and of 10kms in the upstream of the Ridiyagama Sooriyawewa- Mirrijjawela Road Tank. It provides access to Safari Park that (100ft. road) is under construction now. The road trace follows either agricultural lands or reserved wildlife and forest areas but not through many residential areas. Terrain is more or less flat throughout the stretch.
Up-stream of Ridiyagma Tank UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
The existing Lunugamwehera-Kataragama 20. Lunugamvehera to Kataragama road is an easy access for people from Tanamalwila side to reach Kataragama. With the development of roads such as Andarawewa-Udamattala-Padawkema road and Ranna-Wetiya-Andarawewa road, part of the traffic can be diverted to that road if there is a proper connection to Kataragama from Padawkema. The proposed improvement completes that route.
At present, several hamlet roads that provide 21. Internal Road Grid in The City Area access for the Tsunami housing schemes connect the Gonnoruwa Road. However, they are not properly established to form a proper Grid Network. Most of these hamlet roads are gravel surfaced except of the few links that have been developed to operate bus services via the housing scheme.
Proposed Grid Road Network will be enveloped by the Outer Circular Road I. Terrain condition is almost flat within the area. Also UDA is planning to relocate the Existing Internal Road Connecting to housings and therefore acquisition of lands Gonnaruwa Road for the road construction would be effortless. There are no other archeological or structural constraints within the area.
Ranna-Wetiya road via Angunakolapalassa 22. Ranna- Angunakolapelessa -Wetiya will be connected to the proposed Southern Road Highway Extension between Ranna- Angunakolapalassa. At present, this road has been developed as a substandard two lane road throughout its whole stretch.
The road follows an amalgam of sub-urban and agricultural lands, which have moderately dense hamlets. The terrain condition is almost flat but it requires improvements for horizontal alignment at some stretches. Development of a bypass road for Angunakolapalassa town area and Section of Wetiya- Angunakolapalassa making provisions for slow moving vehicles Road would enhance the performance of the link. UniversityofMoratuwa RoadNetworkforHambantotaDevelopmentPlan
ANNEX 2: LIST OF PARTICIPANTS FOR THE STAKEHOLDER CONSULTATION PROGRAM Date : 08th June 2010 Venue : District Secretariat Office-Hambantota No Name Organization Designation 1 S. Kannamgodaarachchi Irrigation Department RDI 2 M.R Sudath RDA Senior Engineer 3 U.T Withana RDA Senior Engineer 4 H.U Dias Forest Department 5 Agil Hewageegana SLPA Chief Engineer 6 G. Withanage Airport & Aviation Chief Civil Engineer 7 W.P.K Chandrawansa UDA - Hambantota Dy. Director 8 R.M.D.B Meegasmulla District Secretariat District Secretary 9 I.Himali Rathnaweera District Secretariat Asst Dist. Secretary 10 G.G.C Samith Kumara C.E.B. Hambantota Area Electrical Engineer 11 A.Rajapaksha Director(Planning) 12 S. Bogahawatta C.E.B. PD(LSHD) 13 K.Paranawithana C.E.B Commercial Engineer 14 N.I.C Janaka Project Engineer 15 D.N. Siyamabalapitiya (Mrs.) RDA Deputy Planning Director 16 S.B Wijayakoon RDA Engineer 17 Dimuthu Fernando RDA Engineer 18 Prof. Amal S. Kumarage UoM Team Leader 19 S.N. Bentotage UOM/TLM Senior Lecturer 20 W.J Weerawardana UoM Project Co-ordinator 21 Dr. Tissa U.Liyanage UoM Highway Engineer 22 Dr. T. Sivakumar UoM Senior Lecturer 23 W. Sulani Madumini UDA Planning Assistant 24 P.G Mala Pathmakanthi UDA Planning Assistant 25 H.B.A Nayanananda RDA Chief Engineer 26 B. Kasturiarachchi RDA Engineer Dept Of Wildlife 27 P.M. Dharmathilaka Conservation Deputy Director 28 Wilson Ranawallige Forest Department 29 R.A Wanigatathna Perera MASL RPM 30 M.C Bandara SLPA ME 31 W.M.S Bandara U.D.A P/A 32 M.L.M Yehiya U.D.A P/O 33 S.A.S Dissanayake AASL Project Coordinator 34 S.H Udaya Kumara District Secretariat Assistant Director 35 J.K.P Rohini UDA Planning Assistant