EEECONOMIC FFFEASIBILITY SSSTUDY FOR THE
PPPROPOSED EEEXTENSION TO THE SSSOUTHERN EEEXPRESSWAY
Final Report
Transportation Engineering Division, Department of Civil Engineering University of Moratuwa
313131 ststst October 2007
University of Moratuwa Economic Feasibility Study for Proposed ESH
i University of Moratuwa Economic Feasibility Study for Proposed ESH
Table of Contents
Study Team ______xix CHAPTER 1 Background ______1-1
1.1 Objectives of the Study ______1-1
1.2 Control Points ______1-1
1.3 Physical Features of the Proposed Project ______1-1
1.4 Scope of Work and Activities ______1-1
1.5 Revised Work Plan ______1-2
1.6 Deliverables ______1-3
CHAPTER 2 Data Collection ______2-1
2.1 Review of Previous Studies and Data Available ______2-1
2.2 Maps ______2-1
2.3 Traffic and Transport Surveys ______2-1
2.3.1 Roadside Traffic Survey ______2-2
2.3.2 Bus Passenger Origin Destination Survey ______2-3
2.4 Trace Verification Survey ______2-4
2.5 Rapid Social Assessment ______2-4
2.6 Household and Institution Surveys ______2-5
2.7 Geotechnical Surveys ______2-5
CHAPTER 3 Project Impact Area ______3-1
3.1 Ruhunupura Development Plan ______3-1
3.1.1 Hambantota Sea Port Development ______3-3
3.1.2 Tsunami Housing Scheme ______3-7
3.1.3 Weerawila International Airport ______3-7
3.1.4 Extension of the Railway to Kataragama ______3-8
ii University of Moratuwa Economic Feasibility Study for Proposed ESH
3.2 Industrial Zones ______3-10
3.3 Urban Development Centres in Hambantota District ______3-11
CHAPTER 4 Alternative Corridors ______4-1
4.1 Objectives of the Extension ______4-1
4.2 Preliminary Alternative Corridors Considered ______4-2
4.2.1 Distances to Control Points ______4-4
4.2.2 Intra-Regional Mobility-Connections to Urban Centres ______4-4
4.3 Land Use & Acquisition ______4-5
4.4 Soil Condition ______4-8
4.5 Hydrology ______4-8
4.6 Modified Alternative Corridor ______4-8
CHAPTER 5 Stakeholder Meetings (Scoping Sessions) ______5-1
5.1 Hambantota Meeting ______5-1
5.2 Colombo Meeting ______5-2
CHAPTER 6 Final Corridor ______6-1
6.1 Potential Intersections with National Roads ______6-1
6.2 Inter- Regional Connectivity ______6-1
6.2.1 Extension of the Hambantota-Gonnoruwa Road to Thanamalwila ______6-3
6.2.2 By-Pass to Hambantota ______6-3
6.3 Intra-Regional Connectivity ______6-4
6.3.1 Upgrading National Roads Connecting the ESH ______6-4
6.3.2 By-pass to ESH in Hambantota Area ______6-5
CHAPTER 7 Review Of The Southern Transport Development Project ______7-1
7.1 Geotechnical Design & Construction ______7-1
7.2 Pavement Design & Construction ______7-2
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7.3 Geometric Design & Construction ______7-2
7.4 Drainage ______7-2
7.5 Interchanges ______7-2
7.6 Staged Construction ______7-2
7.7 Land Use and Social Matters ______7-2
CHAPTER 8 Traffic Analysis ______8-1
8.1 Design Options ______8-1
8.2 Route of the ESH ______8-1
8.2.1 Links, Nodes and Distances ______8-1
8.2.2 Crossing of Minor Roads ______8-4
8.3 Traffic Forecasting ______8-4
8.3.1 Existing Traffic Patterns ______8-4
8.3.2 Origin Destination of Flows ______8-4
8.3.3 Future Traffic Generators ______8-5
8.3.4 Socioeconomic Development Scenarios ______8-6
8.3.5 Forecast Year ______8-6
8.3.6 New Roads to be Included ______8-7
8.3.7 Other Modes of Transport ______8-7
8.3.8 Scenarios for Benefit Cost Analysis ______8-7
8.3.9 Forecast using Growth Factor Method ______8-8
8.3.10 Estimation Using TransPlan Traffic Demand Forecasting ______8-13
8.4 Analysis of Scenarios ______8-13
8.5 Generated Traffic ______8-14
8.6 Port Based Traffic ______8-16
iv University of Moratuwa Economic Feasibility Study for Proposed ESH
CHAPTER 9 Land Use & Acquisition ______9-1
9.1 Land Acquisition Issues ______9-1
9.2 Prices of Lands that may need to be acquired ______9-2
9.3 Resettlement Costs ______9-3
CHAPTER 10 Earth Works and Gradients ______10-1 CHAPTER 11 Safety Considerations ______11-1
11.1 Accidents on A2 ______11-1
11.2 Safety Features Recommended ______11-2
CHAPTER 12 Geometric Design ______12-1
12.1 Geometric Design Criteria ______12-1
12.2 Design Traffic ______12-1
12.3 Number of Lanes & Staged Construction ______12-4
12.4 Design Speed ______12-4
12.5 Lane Width ______12-5
12.6 Shoulders & Centre Median ______12-7
12.7 Grade ______12-7
12.8 Intersections & Control ______12-7
12.9 Minor Roads and Service Roads ______12-9
12.10 Operating Speed ______12-10
CHAPTER 13 Soil and Geological Conditions ______13-1
13.1 Geotechnical Concerns ______13-1
13.2 Data Collection & Analysis ______13-1
13.3 Soil Types ______13-2
13.4 Ground Improvement Methods for Embankment Construction on soft Grounds 13-3
v University of Moratuwa Economic Feasibility Study for Proposed ESH
13.5 Crossing of Nilwala River Basin ______13-4
13.6 Foundations for bridges and other structures ______13-5
13.7 Stability of the side slopes ______13-6
13.8 Availability of Construction Material ______13-7
CHAPTER 14 Hydrology ______14-1
14.1 Hydrological Data & Analysis ______14-1
14.2 Hydrology of the Project Area ______14-2
14.2.1 Rainfall ______14-2
14.2.2 Temperature ______14-2
14.2.3 Relative Humidity ______14-3
14.2.4 Wind Speed ______14-3
14.2.5 Stream Network & Drainage Pattern ______14-3
14.2.6 Available Topographic Maps ______14-4
14.2.7 Catchment Areas ______14-4
14.3 Hydrometric Data & Sources ______14-5
14.3.1 Rainfall (Point Rainfall) ______14-5
14.3.2 Rainfall Intensity Duration Frequency Curves ______14-5
14.3.3 Runoff Coefficients ______14-5
14.4 Other Climatic Data ______14-7
14.4.1 Sunshine hours ______14-7
14.4.2 Evaporation ______14-7
14.4.3 Flow Gauging ______14-7
14.5 Possible Drainage Related Environmental Impacts from Construction ___ 14-8
14.5.1 Flooding and Drainage ______14-8
14.5.2 Erosion problem ______14-8
vi University of Moratuwa Economic Feasibility Study for Proposed ESH
14.5.3 Project Induced Impacts ______14-8
14.6 Proposed Mitigatory Measures and Related Activities for Project Induced Drainage Impacts ______14-9
14.6.1 Flooding ______14-9
14.6.2 Irrigation Schemes ______14-10
14.7 Recommended Methods for Hydrologic & Hydraulic Design of Culverts Bridges 14-10
14.7.1 General Hydrologic and Hydraulic Computations ______14-10
14.7.2 Advanced Methods ______14-11
14.7.3 Hydraulic Specifications for Culverts & Bridges ______14-12
14.7.4 Design discharge and dimensions of cross drainage ______14-13
CHAPTER 15 Pavement Design ______15-1
15.1 Formation Level of the Highway ______15-1
15.2 Earth Work and Pavement Materials ______15-2
15.2.1 Embankment ______15-2
15.2.2 Sub-base Layer ______15-3
15.2.3 Base Course ______15-3
15.2.4 Asphaltic Concrete Course ______15-5
15.3 Pavement Thickness Design ______15-5
15.4 EASL Forecasts ______15-5
15.4.1 Vehicle Equivalency Factors ______15-6
15.4.2 Computation of the number of Standard Axle Passes ______15-7
15.4.3 Estimation of sub-grade strength and Traffic classes ______15-7
15.4.4 Estimation of Pavement Construction cost ______15-9
15.5 Drainage Structures (bridges) ______15-9
15.6 Overpass/ Underpass / Interchanges ______15-10
vii University of Moratuwa Economic Feasibility Study for Proposed ESH
15.7 Drainage ______15-11
15.8 Service Roads ______15-11
15.9 Preliminaries ______15-12
CHAPTER 16 Social Analysis ______16-1
16.1 Introduction ______16-1
16.2 The Socio Economic Environment in the Road Corridor ______16-2
16.2.1 Human settlements and population ______16-2
16.2.2 Livelihood activities ______16-4
16.3 Physical and socio economic infrastructure facility ______16-6
16.3.1 Access facilities ______16-6
16.3.2 Electricity ______16-7
16.3.3 Drinking water ______16-7
16.3.4 Education infrastructure ______16-8
16.3.5 Health facilities ______16-8
16.3.6 Irrigation infrastructure ______16-9
16.3.7 Cultural, religious and archeological places ______16-9
16.3.8 Other service delivery institutions ______16-9
16.4 The likelihood impact of the proposed project ______16-10
16.4.1 The likelihood of positive impacts ______16-10
16.4.2 The likelihood negative impacts ______16-11
16.4.3 The views of the communities on the proposed road project ______16-12
16.5 Environmental Issues & Mitigation Measures______16-13
16.5.1 Concluding remarks ______16-14
viii University of Moratuwa Economic Feasibility Study for Proposed ESH
CHAPTER 17 Economic Analysis ______17-1
17.1 Benefits ______17-1
17.1.1 Travel Time Savings ______17-1
17.1.2 Vehicle Operating Cost Savings: ______17-3
17.1.3 Accident Reductions ______17-6
17.1.4 Reduction in Vehicular Emissions: ______17-7
17.1.5 Socio-Economic (Regional) Development ______17-7
17.1.6 Summarized Benefits for all Scenarios ______17-9
17.2 Economic Costs ______17-10
17.2.1 Land Acquisition & Resettlement ______17-10
17.2.2 Resettlement Costs ______17-11
17.2.3 Preliminaries including mobilization of contractor ______17-11
17.2.4 Provisional Sums ______17-11
17.2.5 Earth works ______17-12
17.2.6 Drainage ______17-12
17.2.7 Ground Improvements ______17-12
17.2.8 Road Works ______17-12
17.2.9 Structures ______17-13
17.2.10 Lighting & Safety ______17-13
17.2.11 Service Roads ______17-14
17.2.12 Rehabilitation in 2021 (after 10 years) ______17-14
17.2.13 Routine Maintenance ______17-14
17.2.14 Summary of the BOQ ______17-15
17.3 Comparison of Costs with STDP ______17-15
17.4 Economic Benefit Cost Analysis ______17-16
ix University of Moratuwa Economic Feasibility Study for Proposed ESH
17.5 Sensitivity Analysis ______17-19
17.6 Operation as a Toll Highway ______17-20
17.7 Conclusion ______17-21
CHAPTER 18 Modified Proposal for Delayed Construction ______18-1
18.1 Traffic Forecasts ______18-1
18.2 Pavement Design ______18-1
18.2.1 Estimation of sub-grade strength and Traffic classes ______18-4
18.3 Geometric Design ______18-7
18.4 Acquisition ______18-9
18.5 Cost Analysis ______18-9
18.6 Economic Analysis ______18-9
18.6.1 Sensitivity Analysis ______18-10
18.7 Traffic Scenario on A2 without ESH ______18-10
18.8 Summary ______18-11
CHAPTER 19 Conclusions & Recommendations ______19-1
19.1 Regional Development ______19-1
19.2 Seaport ______19-1
19.3 Industries ______19-1
19.4 Airport ______19-2
19.5 Railway ______19-2
19.6 Urban Centres ______19-2
19.7 Related Highway Developments ______19-2
19.8 Subscription to Objectives ______19-3
19.9 Social Impacts ______19-4
19.10 Land Acquisition ______19-6
x University of Moratuwa Economic Feasibility Study for Proposed ESH
19.11 Geotechnical______19-7
19.12 Hydrology ______19-8
19.13 Earth Works ______19-9
19.14 Traffic Analysis ______19-10
19.15 Pavement Design ______19-11
19.16 Geometric Design ______19-12
19.17 Safety ______19-13
19.18 Environment ______19-14
19.19 Economic Analysis ______19-14
19.20 Traffic Scenario on A2 without ESH ______19-16
19.21 Modified Proposal for Delayed Construction ______19-16
xi University of Moratuwa Economic Feasibility Study for Proposed ESH
List of Tables
Table 2-1: Traffic Survey Program ______2-2
Table 2-2: Summary of Flow of Traffic Counts ______2-2
Table 2-3 : Summary of Bus Passenger Interviews at Pettah bus stand ______2-3
Table 3-1: Land Use in Project Area ______3-1
Table 3-2: Population of Ruhuna 2003 ______3-1
Table 3-3: Land Use for Development of Hambantota Port. ______3-3
Table 3-4: Estimated Traffic at Port of Hambantota ______3-5
Table 3-5: GDP and Industrial Contribution in Sri Lanka 1970-2005 ______3-6
Table 3-6: Aviation Demand Forecast for Weerawila International Airport ______3-9
Table 4-1: Distance to traces from Control Points (kms) ______4-4
Table 4-2: Approximate Distances to Urban Centres from Alternative Traces ______4-5
Table 4-3: Land Use on Corridors of the Preliminary Alternatives ______4-7
Table 4-4: Percentage of lengths of different soil types along different traces ______4-8
Table 4-5: Summary of Hydraulic & Irrigation Crossings ______4-8
Table 4-6 : Multi-Criterion Selection Matrix for Alternative Traces ______4-9
Table 4-7 : Land Use Comparison for Modified Alternative Corridors ______4-10
Table 6-1 : List of Potential Interchange Points and Sections for Proposed Corridor _ 6-1
Table 6-2 : Length of Improvements for Existing Highways Connecting to Interchange Points ______6-4
Table 8-1: Design Parameters of the ESH and other associated developments to National Road Network ______8-2
Table 8-2 : Crossings of Roads by ESH Trace ______8-4
Table 8-3 : Summary of Existing Traffic Flows ______8-4
Table 8-4 : Summarized Matrix of Flows of Passenger Vehicles between ESH Nodes 8-5
Table 8-5 : Summarized Matrix of Flows of Goods Vehicles between ESH Nodes ___ 8-5
xii University of Moratuwa Economic Feasibility Study for Proposed ESH
Table 8-6 : Vehicle Growth Rates to be used for Analysis ______8-6
Table 8-7 : Percentage Time Savings for ESH Operations ______8-8
Table 8-8 : Percentage Reduction in Travel Distance for ESH Operations ______8-9
Table 8-9 : Estimated Diversion Rate for Passenger Vehicles ______8-9
Table 8-10 : Estimated Diversion Rate for Freight Vehicles ______8-10
Table 8-11 : Estimated Passenger O-D Matrix for ESH Operations (2007 Daily Two-Way) ______8-10
Table 8-12 : Estimated Freight O-D Matrix for ESH Operations (2007- Daily Two Way) 8- 10
Table 8-13 : Traffic per day on ESH Links (2 Way-2007) ______8-11
Table 8-14 : Diverted Traffic per day on ESH Links (2 Way-2011 @ GR of 6%pa) __ 8-12
Table 8-15 : Diverted Traffic per day on ESH Links (2 Way-2016 @ GR of 6%pa) __ 8-12
Table 8-16 : Diverted Traffic per day on ESH Links (2 Way-2021 @ GR of 6%pa) __ 8-12
Table 8-17 : Diverted Traffic per day on ESH Links (2 Way-2026 @ GR of 6%pa) __ 8-12
Table 8-18 : Diverted Traffic per day on ESH Links (2 Way-2031 @ GR of 6%pa) __ 8-13
Table 8-19 : TransPlan Estimates for 4 Scenarios (2011-2031) ______8-15
Table 8-20 : Average Daily Flows at Port of Colombo ______8-16
Table 8-21 : Vehicle Entries per gate and vehicle movement rate at Port of Colombo _ 8- 17
Table 8-22 : Estimation of Vehicle Movements from Port of Hambantota (2010-2040)8-18
Table 9-1 : Land Use Summary 2 km Corridor of Final Trace ______9-1
Table 9-2 : Resettlement cost of Buildings ______9-4
Table 9-3 : STDP Land Acquisition Values (Rs/ Perch) Estimated and finalized in 2003 - 2004 ( statutory land value + LARC component) ______9-5
Table 9-4 : Land Values Obtained from UDA (per perch, in 2007 prices- Rs) ______9-6
Table 9-5 : Land Prices from Rapid Social Assessment (2007 prices in Rs) ______9-6
Table 9-6 : Land Acquisition and Resettlement Cost Estimates ______9-7
xiii University of Moratuwa Economic Feasibility Study for Proposed ESH
Table 10-1: Average Elevation of sections ______10-1
Table 10-2 : Details of vertical alignment of main trace ______10-2
Table 11-1 : Accident Data from Matara to Weerawila on A2 Highway - Year 2004 _ 11-1
Table 11-2 : Accident Rate on A2 ______11-2
Table 12-1 : Geometric Design Standards used in On-going & Proposed RDA High Mobility Road Projects ______12-2
Table 12-2 : Traffic Flow Estimates ______12-3
Table 12-3 : Passenger Car Equivalence ______12-4
Table 12-4 : Adequacy for two-lane standards ______12-5
Table 12-5 : Lane Requirement in each direction for Multi-lane Condition ______12-6
Table 12-6 : List of National roads crossing the proposed trace ______12-8
Table 13-1 : Percentages of different soil types along the trace ______13-3
Table 13-2 : Information of the five borehole locations within the Nilwala Valley ____ 13-5
Table 13-3: Depth to the bedrock and the quality of rock at major river crossings __ 13-6
Table 13-4 : Information borehole investigation from hilly terrain near Gatemanna _ 13-7
Table 14-1: Monthly Average Temperature ( 0C) ______14-3
Table 14-2: Monthly Average Relative Humidity ______14-3
Table 14-3: Main Streams that Drain Across ESH ______14-4
Table 14-4: Catchment Areas of Streams Draining Across the Proposed ESH _____ 14-4
Table 14-5: Rainfall Measuring Stations ______14-5
Table 14-6: Monthly Average Number of Bright Sunshine Hours per Day at Hambantota ______14-7
Table 14-7: Flow Gauging Stations ______14-7
Table 14-8 : Computed Flood Level ______14-9
Table 15-1 : Highway Elevation at under passes ______15-2
Table 15-2 : Cumulative ESALs for both directions (10 years) ______15-6
xiv University of Moratuwa Economic Feasibility Study for Proposed ESH
Table 15-3 : Cumulative ESALs for both directions (20 years) ______15-6
Table 15-4 : ESA values for various vehicle types ______15-7
Table 15-5 : Layer thickness for 10 years design period ______15-8
Table 15-6 : Layer thickness for 20 years design period ______15-8
Table 15-7: Cost estimation for bridge structures ______15-10
Table 15-8 : Cost estimation for Box culvert ______15-10
Table 15-9: Cost estimation for Irrigation structures ______15-10
Table 15-10: Cost for Underpasses ______15-11
Table 15-11: Estimated cost for overpasses ______15-11
Table 15-12 : Estimated Cost for Intersections ______15-11
Table 16-1 : The methodology applied for data and information collection ______16-1
Table 16-2: Houses and Population in project influential DS divisions ______16-2
Table 16-3: The geographical areas of project influential DS divisions and the area falling under 2KM roads corridor ______16-3
Table 16-4 : DS divisions, GN divisions, Villages, Housing schemes and houses in 2km corridor. ______16-3
Table 16-5 : Observations of the field team on demography and land use ______16-3
Table 16-6 : Rural and urban economies (percentages of population) ______16-4
Table 16-7 : Institutions located in project influential DS divisions ______16-4
Table 16-8 : Land Use in 2km road corridor ______16-5
Table 16-9 : The roads available within 2 Km corridor ______16-6
Table 16-10 : Nature of vehicles and the availability ______16-7
Table 16-11 : The schools available in the road corridor ______16-8
Table 16-12 : Irrigation Infrastructure facilities available within 2km road corridor __ 16-9
Table 16-13 : Positive impacts on livelihoods of the local communities ______16-11
Table 16-14 : The transportation difficulties experienced by communities ______16-12
xv University of Moratuwa Economic Feasibility Study for Proposed ESH
Table 16-15 : The opportunities and problems (economic and social), personal as household______16-12
Table 16-16: Type of benefits to the area as whole ______16-13
Table 17-1: Value of Time for Transport User Groups (in 2007 Rs/Hour) ______17-2
Table 17-2: Passenger Travel Time Savings for Scenario 1 in Rs mn (2011) ______17-2
Table 17-3: Freight Travel Time Savings for Scenario 1 in Rs mn (2011) ______17-3
Table 17-4: Economic Vehicle Operating Cost in Rs/km @ IRR =2 on ESH ______17-4
Table 17-5: Economic Vehicle Operating Cost in Rs/km @ IRR =4 on A2 ______17-4
Table 17-6: Computation of Savings in Vehicle Operating Costs for Scenario 3(2011) _ 17-5
Table 17-7: Economic Cost of Accidents (2007) ______17-6
Table 17-8: Accident Rates ______17-6
Table 17-9: Cost of Environmental Pollution (Rs per litre of fuel used) ______17-7
Table 17-10: Breakdown of Regional Benefits of Scenario 3 (2011) Rs mn ______17-9
Table 17-11: Summary of Benefits for Scenario 1 ______17-9
Table 17-12: Summary of Benefits for Scenario 2. ______17-10
Table 17-13: Summary of Benefits for Scenario 3. ______17-10
Table 17-14: Summary of Benefits for Scenario 4. ______17-10
Table 17-15: Cost of General Preliminary Items. ______17-11
Table 17-16 : Cost of Provisional Items ______17-12
Table 17-17 : Estimation of Cut and fill volume ______17-12
Table 17-18 : Cost of Drainage ______17-12
Table 17-19 : Cost of Base and the Pavement (Road Works) ______17-13
Table 17-20 : Summary Table of Costs for Structures ______17-13
Table 17-21 : Cost Estimates for Road Safety ______17-14
Table 17-22 : Cost of Annual Maintenance ______17-15
Table 17-23 : Summary of Construction Costs ______17-15
xvi University of Moratuwa Economic Feasibility Study for Proposed ESH
Table 17-24 : Per km Cost Comparison with JBIC Section ______17-16
Table 17-25 : Benefit –Cost Analysis for Scenario 1 ______17-17
Table 17-26 : Benefit –Cost Analysis for Scenario 2 ______17-18
Table 17-27 : Benefit –Cost Analysis for Scenario 3 ______17-18
Table 17-28 : Benefit –Cost Analysis for Scenario 4 ______17-19
Table 17-29 : Benefit –Cost Analysis for Scenario 3 under Pessimistic Conditions 17-20
Table 18-1: Traffic Estimates for Scenario 3 (2011-2036) ______18-2
Table 18-2: Revised Cumulative ESALs for both directions (10 years) ______18-3
Table 18-3 : Cumulative ESALs for both directions (20 years) ______18-3
Table 18-4: Growth Rate for Traffic 2016-2036 ______18-4
Table 18-5 : Layer thickness for 10-year design period ______18-5
Table 18-6: Layer thickness for 20 years design period ______18-6
Table 18-7: Revised Pavement Construction Cost ______18-7
Table 18-8: Revised Level of Service Calculation ______18-8
Table 18-9: Summary of Construction Costs (Financial) ______18-9
Table 18-10: Benefit-Cost Analysis ______18-10
Table 18-11: Traffic Estimates for Scenario without ESH (2016-2036) ______18-11
Table 18-12: Comparison of Economic Feasibility ______18-12
Table 18-13: Benefit Cost Analysis of Pessimistic Scenario for Modified Proposal _ 18-12
Table 19-1 : Summary of Assessment of Objectives ______19-3
Table 19-2 : Summary of Construction Costs ______19-15
xvii University of Moratuwa Economic Feasibility Study for Proposed ESH
List of Figures
Figure 4-1: Preliminary Alternatives Considered ...... 4-3
Figure 4-2: Modified Alternative Corridor ...... 4-11
Figure 6-1 : Final Corridor...... 6-2
Figure 10-1 : Elevation of Final Trace ...... 10-1
Figure 10-2 : Vertical Alignment of Final Trace ...... 10-2
Figure 12-1 : Proposed Cross Section of Carriageway ...... 12-7
Figure 12-2 : Diamond Type Interchange Proposed for 8 locations ...... 12-9
Figure 13-1: Soil map in the project area with the proposed trace ...... 13-4
Figure 14-1 : Intensity –Frequency –Duration Curves for Galle and Hambantota ...... 14-6
Figure 15-1 : Critical length of gradient ...... 15-1
Figure 15-2 : Ground Profile and Formation Level ...... 15-4
xviii University of Moratuwa Economic Feasibility Study for Proposed ESH
Study Team
The members of the University of Moratuwa Study Team who participated in this project are as follows:
o Prof. Amal S. Kumarage - Team Leader/ Traffic Analysis/ Economic Analysis
o Prof. Saman Bandara -Traffic Surveys/Geometric Design
o Dr. Saman Thilakasiri -Geotechnical Engineering
o Dr. Wasantha Kumara -Highway Pavement Design & Structures
o Mr. Tissa Malalgoda -Hydrologist
o Ms. Indu Weerasoori -Regional & Urban Development
o Mr. K. Jinapala -Sociologist
o Mr. Tissa Liyanage -Project Manager/Engineering Studies/Costing
o Ms. Pradeepa Jayaratne -GIS Mapping/TransPlan
The following officers were nominated by the Road Development Authority to work with the University Study Team:
o Mr, D. Tilakasiri Gallage
o Mr. K.J. Wanniarachchi
xix University of Moratuwa Economic Feasibility Study for Proposed ESH
CHAPTER 1 BACKGROUND
The RDA by agreement signed with the University of Moratuwa dated 2nd January2007 has engaged the university to report on the economic feasibility of extending the Southern Highway from Godagama (Matara) to Weerawila.
1.1 Objectives of the Study
The primary objective of the study is to determine the economic viability of constructing the proposed road extension and how its overall outcomes including contribution to regional benefits and its direct user benefits could be maximized for developing the Project Impact Area.
The secondary objective of the study is to determine the sensitivity of the project’s economic feasibility under different developmental scenarios.
1.2 Control Points
The RDA in terms of the brief provided to the university has indicated that it has been determined that the Extension to the Southern Highway (ESH) from Matara to Weerawila, will traverse the vicinities of Gatemanna, Mulkirigala, Angunakolapellessa and Keliyawalana which have been identified as future development centres; the development of the International Port at Hambantota , the proposed oil refinery and the proposed international airport at Weerawila .
Moreover, an approximately 2-km wide road corridor is to be identified for the purpose of this study, based on approximate contour lines taken from topographical maps and availability of land, avoidance of environmental sensitivity localities. The study trace is to be finalized after consultation with the RDA. The proposed trace will also take in to account, the railway extension from Matara to Kataragama that is being studied in parallel.
1.3 Physical Features of the Proposed Project
The preliminary design standards suggested by the RDA for the proposed road is that it should be a 4-lane divided limited-access highway, designed for an operating speed of 80 to 100 kms per hour. Design life of the road is to be taken as 20 years.
In addition, the road reservation should take in to account provision for future widening to 6 lane standard and for service roads where considered appropriate.
1.4 Scope of Work and Activities
The detailed scope of work along with the connected activities that were to be covered in this study are:
1-1 University of Moratuwa Economic Feasibility Study for Proposed ESH
• To undertake a reconnaissance field survey along with the relevant officers of the RDA in order to determine an approximate trace together with any minor alternative deviations that may be considered necessary for purpose of discussion and to mark the same on 1:50,000 scale topographical maps and To submit an Inception Report to the RDA and to finalize the trace(s) to be studied. • To conduct origin-destination traffic surveys at 4 locations on the Galle Road and 3 other locations for a period of 12 hours together with sample classified counts for a period of 24 hours. This is also to be supplemented with bus passenger OD surveys to be conducted at Matara and Colombo bus terminals. • To prepare and deliver initial presentations at district level and conduct the scoping sessions at Hambantota. • To prepare and deliver an initial presentation to obtain views on national development potential and to conduct a scoping session in Colombo. • To finalize the proposed trace within a 2- km wide road corridor, mark on a 1:50,000 scale topographic map and to identify the main development issues and basic road design parameters. • To conduct at least 200 household surveys and 200 establishment surveys along a 5 km corridor of the proposed trace. • To estimate the impact of the proposed highway on all identified developmental aspects the project impact area and to quantify them in terms of future traffic generation and attraction potential. • To estimate the potential traffic in the proposed road under existing conditions using TransPlan v4 traffic model. • To estimate the potential traffic under different highway development scenarios (with Southern Highway only, with SH & Outer Circular Highway, with SH, OCH and Colombo – Katunayake Highway, with SH, OCH CKE and Colombo-Kandy Alternative Highway) using TransPlan v4. • To estimate the overall economic benefits for each of the above scenarios • To estimate the approximate cost for construction of the proposed highway based on recent road construction costs and other information made available by the RDA for the agreed design standard.
1.5 Revised Work Plan
Based on the conditions experienced after the Reconnaissance Visit and the start date of the project, the Time Frames and Deliverables originally set out were revised after the Inception Report as follows.
Week 0 January 1st - Commencement of Study, Finalization of Mobilization Fee and release of 2 Engineers from RDA.
Week 5 February 9 th - Reconnaissance Field visits to be completed and Inception Report submitted.
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Week 6 February 16 th Comments from RDA on Inception Report to be received and trace for study to be agreed
Week 8 February 23rd Scoping Sessions to be completed, Traffic Surveys and data entry to be completed.
Week 11 March 17 th Interim Report to be submitted with presentation to follow within 3 days.
Week 12 March 24 th Comments from RDA to be received and overall development strategy to be assured in the study and design parameters to be finalized
Week 16 April 23 rd Submission of Draft Final Report and presentation to follow within 3 days
Week 17 April 30 th Comments from RDA
Week 18 May 7 th Submission of Final Report
The Primary reason for the rescheduling was to provide more time before the Scoping Sessions so that the Study Team and the RDA could be better prepared with issues and options before meeting other stakeholders.
1.6 Deliverables
The following are the deliverables as per Terms of Reference.
• Inception Report after identifying the trace for the purpose of this study, made within 3 weeks of the commencement of this study • Interim Report after conducting the scoping sessions and finalizing the road trace for consideration and development and environmental issues impacting the project. This to be done within 3 weeks of completing the scoping sessions and submitted for comments by the RDA. • Draft Final Report containing the economic cost, benefit analysis for the proposed road, with sensitivity analysis for different development scenarios. This report to be submitted within 9 weeks of submission of comments on Interim Report by RDA. Along with the report Topographical Maps indicating alternative traces & final trace also to be submitted. • Final Report after comments are received from the RDA within 2 weeks of submission of the Draft Final Report. • Final Report after comments are received from the RDA within 2 weeks of submission of the Draft Final Report.
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CHAPTER 2 DATA COLLECTION
2.1 Review of Previous Studies and Data Available
The following documents have been reviewed and data collected. The Engineers released for this project by the RDA assisted in collecting these:
• Reports, designs, cost estimates pertaining to the STDP was made available by the STDP Project Office of the RDA and the Consultant and Contractors of Package I and II of the STDP project. • Traffic counts made by the RDA on Galle Road up to Wellawaya and on all other A and B class roads and bridges thereon in Matara and Hambantota Districts. This was made available by the Planning Division of the RDA. • Information on Road safety on A2 between Matara and Thanamalwila and on all other A and B class roads in Matara and Hambantota District was collected from the Police Stations in the area. • Feasibility studies for the proposed International Port at Hambantota. This was made available by the Sri Lanka Ports Authority. • EIA studies pertaining to the International Airport at Weerawila. A copy of the EIA was obtained. • Development studies and plans for the districts of Matara and Hambantota that are available with Urban Development Authority including the Ruhunupura Development Plan were also collected.
2.2 Maps
The study used digital Topographical Maps of the project area in a scale of 1:50,000. The preliminary traces have already been plotted on these maps using geo-referenced co-ordinates which have been cross checked with GPS readings on the field.
In addition digital maps of the project impact area in scale 1:10,000 were also procured from the Survey Department. These show closer contour intervals as well as locations of buildings. However, the information is dated (1994 – 1999) and could only be used for comparisons.
2.3 Traffic and Transport Surveys
Traffic surveys were programmed in two stages. Roadside origin destination (OD) surveys and manual classified counts (MCC) which were carried out in January followed by the bus passenger origin destination surveys for route bus passengers and tourist charter buses in March 2007.
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2.3.1 Roadside Traffic Survey
The roadside survey 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 was for 12 hours from 7.00a.m to 7.00.p.m. The duration for MCC surveys were also for 12 hours for some sites and 24 hours for others.
Table 2-1: Traffic Survey Program
Date Day Road and Survey Location MCC Hambantota District OD 12 hr 24 hr On A2 Road at 235 th km (Between 21st Jan Sunday Yes Yes Yes Ambalantota and Hambantota) On A2 Road at 268 th km (Between 22nd Jan Monday Yes Yes Thanamalwila and Lunugamwehera) On Nonagama Embilipitiya Road at 68 th 23rd Jan Tuesday Yes Yes km A2 Road at 205 th km (Between Tangalle 24th Jan Wednesday Yes Yes and Ranna) Matara District On Matara Hakmana Road (Between 25th Jan Thursday Yes Yes Yatiyana and Kirinda) A2 Road at 176th km (Between Kottegoda 26th Jan Friday Yes Yes Yes and Dickwella)
The detailed Manual Classified Counts at each of the above locations expanded to 24 hour counts where only 12 hour counts were carried out are given in Section III of Appendix I. The following Table gives the summary flow of these counts.
Table 2-2: Summary of Flow of Traffic Counts Road and Survey Location ADT Hambantota District 12 hr 24 hr On A2 Road at 235 th km (Between Ambalantota and Hambantota) 4354 5391
On A2 Road at 268 th km (Between Thanamalwila and Lunugamwehera) 1794 2379
On Nonagama Embilipitiya Road at 68 th km 2074 2760
A2 Road at 205 th km (Between Tangalle and Ranna) 3389 4552
Matara District On Matara Hakmana Road (Between Yatiyana and Kirinda) 3190 4207
A2 Road at 176th km (Between Kottegoda and Dickwella) 4868 6999
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2.3.2 Bus Passenger Origin Destination Survey
Separate bus passenger origin destination surveys have been carried out both in the study area and at the Colombo Pettah bus stand for the target group of bus passenger traveling to and across the study area. A trained survey team was assigned for this task. The survey locations selected for this were:
• Colombo: Pettah Central Bus Stand for services going to destination beyond Matara • Matara : Services going southwards to Hambantota district and beyond. • Kataragama : Specially chartered services
Separate bus passenger origin destination surveys are scheduled were carried at Colombo Pettah bus stand and Matara bus stand for the target group of bus passenger traveling to the study area. The Colombo Pettah survey was carried out on 9 th of March 2007. The Matara survey was conducted on 20 th of March 2007. A total of 2,442 samples were collected at Pettah bus stand with an average sampling rate of 56%. Summary of the surveys carried out is given in the Table below.
Table 2-3 : Summary of Bus Passenger Interviews at Pettah bus stand
# of # of # of Interviews % of Operator Buses Passengers Destination of the bus Conducted Interviews Counted on Buses Private 49 1784 Matara 856 48% 13 652 Kataragama 324 50% 21 700 Tangalle 289 41%
1 20 Middeniya 16 80%
3 119 Hambantota 47 39% 4 46 Hakmana, 37 80% Deyyandara 28 462 Matara A/C 395 85% 1 35 Trinco-Tangalle 20 57% SLTB 5 114 Matara 96 84% 8 360 Kataragama 303 84% 2 22 Tangalle 15 68%
2 25 Walasmulla 15 60%
2 38 Hambantota 29 76%
Origin of the passenger, arrival mode to the bus stand, point of alighting, final destination and mode use after alighting were collected. In addition, bus route and the number of passengers at the time of departure were also collected.
A special bus OD survey for non route buses was also included in the survey to cover tourists / pilgrims traveling by special charter buses. This survey was carried out at Tissamaharamaya on 24 th March 2007.
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2.4 Trace Verification Survey
A 2 km corridor based on the Final Trace was marked on a 1:50,000 topographical map. This is given in Figure 7 of Appendix II. This area was also plotted on 1:10,000 scale maps giving the contour lines and buildings. Since these maps run into 11 A1 sized sheets they will be submitted as Appendix V.
The trace verification included a team of two to three investigators who traveled the entire length of the trace taking in the general land layout within the 2 km corridor. In their investigation, they have observed the different difficulties with respect to engineering details such as contour lines, water bodies, developed areas, historical sites, religious institutions and other structure for irrigation etc. These have been marked on the maps so that such locations could be avoided in the final trace. This verification commenced on 14 th March and continued till 29 th March.
2.5 Rapid Social Assessment
Along with the Trace Verification Survey a Rapid Social Assessment was conducted guided by the Sociologist in the Study Team.
Methodology of the Rapid Social Assessment
The Social Assessment (SA) in this project was not focused on Social Impact Assessment (SIA) because a comprehensive SIA was not possible at this stage of the proposed project especially since the potential trace for the proposed road is yet to be identified and marked on a Map. Therefore a Rapid Social Assessment (RSA) survey was launched by the team sociologist.
The RSA was carried out to identify the general socio-economic environment through which the road trace traverses. However the understanding of the general environment gathered from a RSA was considered to 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, if the road is implemented in the area selected 2 km trace. It is also expected to provide basic information for a comprehensive SIA to be conducted later at feasibility study stage.
Accordingly, the RSA was being carried out in the 2 km wide corridor (Appendix II- Figure 7) from Matara to Hambantota. The methodology being applied for collection of required information for the SA report and the purpose of each method includes:
• Identification of demographic features (population) of the Divisional Secretariat DS divisions through which the 2km road corridor falls and the approximate calculation of the population living within this corridor.
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• A similar method was applied to identify the approximate number of buildings constructed for various purposes in each of the DS divisions and percentage falling within the corridor. • Identification of general economic and other development features within the corridor (e.g., industries, factories, livelihood activities of the communities and so on). • Identification of physical infrastructure facilities available in the corridor (roads, electricity, telephones and pipe water). • Identification of religious, cultural, historical and archeological properties available in the corroder in particular and DS division in general.
2.6 Household and Institution Surveys
The Household and Institution Surveys were also conducted in parallel with the Verification Survey. The surveys were carried out in randomly selected households within the corridor. Institutions found within the corridor have also been interviewed. A total of 142 households were interviewed to determine the existing problems pertaining to access and mobility and how the proposed highway would impact their economic and social activities.
2.7 Geotechnical Surveys
In order to understand the ground conditions, especially in marshy areas, a total of ten boreholes along the trace were tested by the RDA. The Terms of Reference (Section X of Appendix I) for carrying out these tests were drawn up by the Geotechnical Engineer of the Study Team. This work was carried out by the Research & Development Division of the RDA and reports were made available to the Study Team. The results of the bore hole tests are given as Appendix III.
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CHAPTER 3 PROJECT IMPACT AREA
The study team undertook an early reconnaissance trip across the entire length of the project area and held informal discussions with a number of local people on the general travel patterns existing at present as well as the land utilization and constraints existing at the present.
Therefore it was considered that the Project Impact Area for this project should encompass not just the immediate physical areas traversed by the proposed highway, but also the different areas wherein its direct potential economic benefits could be accrued from. As such, the Project Impact Area will be considered as the area referred to as the Southern Development Authority Region or ‘Ruhuna” which comprises the districts of Galle, Matara, Hambantota and Moneragala. This includes the whole of Southern Province and a part of Uva Province.
This region was home to 2.7 million people (14% of Sri Lankan population) in 2003 and had a land area of 1.05 million hectares or 16% of the land area of the country. The population breakdown and the land use profile for the Project Impact Area are given in Tables 3-11 and 3-2.
Table 3-1: Land Use in Project Area Land Use hectares Forest Cover (designated & actual) 234,800 Built up area 52,000 Unused areas (scrub ;and etc) 85,200 Agricultural area 502,600 Total 1,053,300
Table 3-22: Population of Ruhuna 2003 District Population in thousands Galle 1,011 Matara 780 Hambantota 533 Moneragala 405 Population in Project Impact Area 2,729
3.1 Ruhunupura Development Plan
The Ruhunupura Development Plan has been declared as an urban area under the UDA Law on 26th July 1999 under the Gazzette No. 1090/5. This had actually been preceded
1 Source: Masterplan for Southern Province, JICA, 1995 2 Department of Census and Statistics
3-1 University of Moratuwa Economic Feasibility Study for Proposed ESH by the setting up of the Southern Development Authority in 1996. This area covers the following DS Divisions in the Southern and Uva Provinces:
Southern Province
• Hambantota D.S. (30 G.N.D)
• Ambalantota D.S. (13 G.N.D)
• Lunugamwehera D.S. (29 G.N.D)
• Sooriyawewa D.S. (21 G.N.D)
• Tissamaharamaya D.S. (15 G.N.D)
Uva Province
• Thanamalwila D.S. (20 G.N.D)
The area covered is 110,200 hectares which resides 206, 588 persons. While the area has remained the same since its incorporation, the plan itself has gone through a number of modifications the most recent being due to the consequences of the tsunami of December 2004 followed by the proposal to develop an international airport at Weerawila.
The resultant development has now been concentrated on Ruhunupura Development Plan and its physical area identified by the UDA encloses the area west of Kirindi Oya, south of the Thanamalwila-Colombageara Road, east of the Walawe River and north of the ocean. (Figure 1 of Appendix II)
Work on the administrative complex for the new town ship of Hambantota to be called Ruhunupura is now underway. This is located due north of the existing town and accessible at present along the Gonnoruwa Road about 3 kms from Hambantota town centre. The study team also visited and studied these proposed development sites under the Ruhunupura Development Plan which includes several components such as the:
• Hambantota Development Plan (Urban Council area) • Commercial Establishment • Convention Centre • Administrative Complex • Playgrounds and Recreational areas • Seaport Development • Airport Development • Extension of the Railway • Oil Refinery • Tsunami Housing Scheme
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The proposed sites for these are as shown in Figure 2 of Appendix I. The present state of these development efforts are as follows:
3.1.1 Hambantota Sea Port 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. According to the Feasibility Study 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 in 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 decision to locate the harbour within the area which is now the Karagan Lewaya (Figure 1 of Appendix I) has been selected from two other options which included examination of the alternatives such as creating harbours beyond the shoreline.
The development of the new port will result in the opening of a sea inlet to the new port near the 235 km post on the A2 highway (Figures 2 & 3 of Appendix I). An alternate highway is being planned by the RDA northwards of the port in an east-west direction. This will be dealt with in subsequent sections. The development area of the port is confined to an area measuring 5 kms east to west (233 km to 238 kms on the A2 road) and 4 km in the north-south direction. This makes 2000 hectares. The total land area for a four stage development plan has identified the following land use requirements up to the year 2040. This is shown in Table 3-3.
Table 3-3: Land Use for Development of Hambantota Port. Complete Port and Port Area Harbour Basin Area
Stage 1A (upto 2010) 236 hectares 146 hectares Stage 1B (upto 2015) 330 hectares 200 hectares Stage 2 (upto 2025) 650 hectares 320 hectares Stage 3 (upto 2040) 1475 hectares 920 hectares
The Urban Development Authority has identified that Ruhuna is today one of the least urbanized areas in the country. However, with the Hambantota Port and the potential for new industries, urbanization is expected to increase up to 40% over a 10 year period. Most of this increase will come from rural migration to urban areas especially from hinterland areas of Ruhuna, especially that of Hambantota District.
The Port areas include the area for cargo storage areas, internal roads, communication systems, utilities, perimeter road and areas for support services such as a new shipyard.
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It expected that in the year 2015 only 330 hectares or 16.5% of the land area allocated for port development will be utilized. By the year 2040 this is expected to increase up to 73%. The port development plan envisages that the land presently developed under the Walawe left bank project be utilized 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 connection the Mirrijjawela-Sooriyawewa Road and the Gonnoruwa Road where the new Ruhunupura Town Centre is to be constructed. The Western end of the port will be the Mirrijjawela- 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, 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 identifies several port-related activities such as shipyards, ship supply and repair companies, refineries, power plants etc to come up in the long-term.
According to expectations set out in the feasibility study, in the start up phase, the Hambantota Port will function as an industrial seaport 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 utilization in the existing ports of Colombo, Galle and Trincomalee. Accordingly, it is anticipated that 3 at an expected higher economic growth rate which will improve from 6% p.a. at present, to 8% p.a. in 2010, this overflow will occur in the year 2013. In the long-term horizon it is expected that Hambantota will evolve to be the most important multi-purpose port that will handle over 50% of Sri Lanka’s total cargo of all types.
This study strongly considers that the hinterland of Hambantota has great potential to develop around the port and that Hambantota District in particular and Ruhuna in general will become industrialized. Ruhuna is considered as having the greatest potential due to the availability of the most important factor of production in a country like Sri Lanka being land. This together with the congestion in Colombo area make the possibility of developing Hambantota as an industrial district around the port a distinct possibility.
It is also noted that previous development attempts such as 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
3 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.
3-4 University of Moratuwa Economic Feasibility Study for Proposed ESH 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 they are willing to invest long-term.
In the earlier year of operation of the port benchmarked for 2013, it is expected that the following cargo volumes and activities will be handled:
• 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 at most of these competing ports. Thus the location of these services is critical in order to make the cost of production of these goods and services minimal to make such an industry flourish in Hambantota.
The estimated traffic for the Port of Hambantota is estimated as given in Table 3-44. 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 3-4: 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 6426 19,872
While, break bulk cargo, vehicles and liquid cargo would be used for domestic consumption, a significant proportion of containers may be for transshipment. The yards for storage of these containers would also have to be provided within or adjacent to the port which would further consolidate the advantages the Hambantota Port will have over Colombo.
In terms of cargo which is to have origins and destinations outside of the port and the port development region, there would be a disadvantage if the port was not connected to distribution areas which are primarily located in the Western Province and other urban regions in the North Western, Central and Sabaragamuwa Provinces. The need for a fast
4 Source: Hambantota Port Pre-feasibility Study, Ramboll et al. June 2006
3-5 University of Moratuwa Economic Feasibility Study for Proposed ESH and efficient connection by road and by rail would be necessary for Hambantota to consolidate its position as the primary import port.
However for Sri Lanka this will be an uphill battle, as the contribution from industry to it economy has not been a dominant factor ever. In fact it remains at 26% lower than the 30% high in the 1980s.
Table 3-5: GDP and Industrial Contribution in Sri Lanka 1970-2005
Year GDP Contribution of % Contribution Rs billion Industry to GDP 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 2,015.92 524.14 26%
The present contribution to industries comes mostly from the garments 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, the Central Bank 5 notes that these areas are congested and that further growth of the industrial sector in these districts is unlikely.
Thus the opening of the Port of Hambantota will augur well for the potential development of industries in Sri Lanka, where new land which is available quite freely in close proximity to the port, could be made available for new industries.
The long-term growth based on the possibility of Hambantota becoming an industrial region, has identified the following individual industries that appear most likely to be attracted to this region.
• Cement Industry : based on import of raw material and distribution to local markets. • Wheat/Flour Processing : A potential site for a second player in the industry to be located which would complement Trincomalee which is the single port handling this operation at present. This too would generate distribution activity by land to consumption centers 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 attractive as a better locality since warehousing has become a problem due to congested roads leading to
5 Central Bank Staff Reports Vol 33, 2003, Rupa Dheerasinghe
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warehouses in the north of Colombo. Thus transport linkages to agricultural areas such as Uva and Eastern Province is important. • Car Imports : Adequate warehousing facilities would enable imports to be handled at the port so that distribution to different parts of the island takes place from here. • Fuel Imports : This is primarily handles 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 to Colombo. This too would result in heavy freight movements to consumption areas identified earlier.
The trade opportunities 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 remain quite favourable for the future.
3.1.2 Tsunami Housing Scheme
Since the tsunami of 2004, the land that was originally ear marked for Ruhunupura has been developed for housing. Presently, over 1,600 houses have been constructed with the final count expected to go up to 2,000. There would be an excess of housing (around 1/3 rd ) which will 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 guidelines set pout by the UDA and are also contain a number of community facilities such as schools and health centres. Most of these houses are found along the Gonnoruwa Road in the area identified as Siribopura (Figure 2 of Appendix I).
3.1.3 Weerawila International Airport
The only document available for study of the Weerawila International Airport (WIA) is the undated Environmental Impact Assessment Report for the 2 nd International Airport at Weerawila in Hambantota District, compiled by the Centre for Research & Development, Central Engineering Consultancy Bureau (CECB). This site located adjacent to the existing A2 highway between the 250 th and 255 th kms opposite the existing airfield used by the Sri Lanka Air force. EIA clearance is yet to be received for this project which also examined two alternate sites at Gonnoruwa and Udamaththala in its EIA Report. Since the WIA is located in environmentally sensitive areas, and the fact that the EIA approval is still pending it is possible that the airport could be eventually located at one of the other alternative sites as well. They are however in the same locality and would not affect the impact on the ESH very much. These are shown in Figure 4 of Appendix I and the distances from Hambantota town to each of these sites are:
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• Udamaththala - 20 kms north of Hambantota and 10 kms beyond Gonnoruwa. It is the most distant location from Hambantota but will be the closest to Uva, Sabaragamuwa and central Provinces. • Gonnoruwa- located 10 kms north of Hambantota it is accessible through the existing Hambantota-Gonnoruwa Road. • Weerawila - located a distance of 9.2 kms north-west of Hambantota it is accessible through the A2 highway.
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 since 2005. Its benefits in terms of cost savings to airline operators by having to carry lesser amounts of extra fuel for emergency diversions has been estimated as being considerable.
The passenger and freight demand estimates (for Medium Growth (MG) and High Growth (HG) Scenarios) provided by the Japan Airport Consultants studying the development of the Bandaranaike International Airport (BIA) (November 2005) have made forecasts for Weerawila International Airport (WIA) as given in Table 3-6.
It is pertinent to note that even though the growth of passenger traffic will be significant, the diversion of traffic to WIA from BIA will be slow. Even by the year 2025, it is not expected to handle more than 5% of the national traffic. However, traffic by this year might be around the 1 million passenger mark. By comparison, BIA handles around 4 million passengers at present.
3.1.4 Extension of the Railway to Kataragama
A feasibility study was first carried out for the extension of the Coastal Line from Matara to Kataragama in 1991 6. This was to be a single line extending from Matara along the coast at a distance of 2-5 kms from the coast up to Weerawila and thereafter northwards to Kataragama..
6 Feasibility Study for the Matara Kataragama Railway Extension, Korean Consultants International, 1991.
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Table 3-6: Aviation Demand Forecast for Weerawila International Airport 7
2010 2015 2020 2025 Traffic Total Total Total Total Year Demand Demand Demand Demand 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
7 Forecasted figures extract form the feasibility report of BIA Development. Stage II of Phase II Prepared by Japan Airport Consultant Inc:
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An alternate trace through Embilipitiya was also investigated in 1992 8. Construction on this line commenced in 2000, but only 17 kms of earthworks has been completed.
There is however renewed interest in the revival of this project and a project has been commissioned to commence work on the first phase up to Beliatte a distance of around 26 kms. Budgetary provision has been made for this project for the year 2007. The Department of Civil Engineering, University of Moratuwa is presently carrying out an Environmental Impact Assessment for this project. Since this project is still not in operation it is account for its impact on the ESH. While in some areas, the railway will be competitive, while in other areas it will be complementary. For example, the railway will be able to provide cheaper transport of bulk goods and containers to destinations in Western Province and thus some trucks may be taken off the road. While this will reduce road traffic, the lower costs will increase productivity which will in turn lead to more economic activity and more traffic. While the competitive areas will be limited to mostly heavy goods transport to Western Province, the areas of complementarity will extend to both passenger and goods transport to all destinations. These aspects will be considered in traffic estimation.
3.2 Industrial Zones
The following industrial zones are already operating within the Project Impact Area.
1. Koggala Export Processing Zone : Located south 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 reason why full exploitation of the facilities at this EPZ has not happened over the last two decades this EPZ has been in operation.
The annually the freight movements from this EPZ are estimated as follows 9:
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
8 Study and Evaluation of Alternate Routing of Matara-Kataragama Railway Extension, Dept. of Civil Engineering, University of Moratuwa, 1992. 9 Source: Hambantota Seaport Pre-Feasibility Study, Ramboll et al, June 2006.
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Imports:
• 10,000 tonnes or 1,000 TEUs and
• 3,000 tonnes of general cargo in trucks.
2. Mirrijjawela Industrial Park : Located about 1 km from the Mirrijjawela junction on the Sooriyawewa Road, this is a newer facility which presently has 5 garment related industries. It too is operating at about 50% capacity.
3. Bata Atha Industrial Park: Also located in the Hambantota District, it is placed around 20 kms towards Galle from Hambantota. This is yet to be developed even though it was originally identified as a park for leather based industries.
3.3 Urban Development Centres in Hambantota District
The Urban Development Authority has commenced a number of urban development projects in the Hambantota District especially to encourage agricultural and small to medium term industrial ventures. These include the setting up of agricultural markets (Pola) facilities in several townships and other shopping and trade facilities including bus terminals. The Ruhunupura Development Plan envisages that 41% of the total urban population for Ruhunupura will reside in these urban centres which are distributed but should be well connected to Ruhunupura. Therefore the urban development scenario that is expected is that:
• Ruhunupura will be a new urban centre on the urban landscape. • Ruhunupura city centre will be act as an important growth centre. • It will be the “catalyst” for the major economic development in the Southern Region. • It would become a World Centre in Trade, Commerce, specializing in Port related activities. • It would not be limited to a regional centre.
Presently the UDA has initiated a number of urban centre developments listed out below:
• Pola developments at Weeraketiya, Angunakolapellessa, Katuwana, Ambalantota, Pannagamuwa, Sooriyawewa, Barawakumbura and Ranna. • Shopping Complexes at Middeniya and Tangalle • Town Development Projects at Yatawatte and Angunakolapellessa. • Visitor Centre at Kalametiya.
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CHAPTER 4 ALTERNATIVE CORRIDORS
The Southern Highway ends at Godagama on the Matara-Akuressa Road 4 kms from Matara town. The trace up to this point from Kurundugahahetekma is being constructed as a 2 lane road which is been redesigned for a 4 lane highway with a narrow centre median and shoulders. The road right of way provides for an eventual 6 lane highway designed for 80-100 kms/per hour.
4.1 Objectives of the Extension
Fast road based connections are clearly a requirement if the Hambantota Port Development is to take place. The functions desired from the extension of the Southern Highway may be identified as to:
• Provide a fast connectivity between Colombo the Capital City and the new Port. • Provide a good linkage for distribution to and from the proposed port to consumption and production areas particularly in the Western, Central, Sabaragamuwa, and Uva provinces. • Provide access to and from the port to land that is to be developed for industries that would support the port. • Provide better access between the tourist areas in the deep South to other parts of Sri Lanka particularly those which are of interest to tourist such as Uva, Central and Eastern provinces. • Provide access to land that could be opened up for industries, tourism, residential purposes which would serve the growth of the proposed Ruhunupura Development. • Provide connectivity between the different levels of urban centres that would enable the growth of Ruhunupura as a 1 st order city well supported by lower order cities in the Hambantota District.
Towards this end, the RDA has already identified the following Control Points which need to be served as potential development nodes within the Project Impact Area.
• Gatemanna, • Mulkirigala, • Angunakolapellessa • Port of Hambantota • Ruhunupura Development • Keliyawalana and • Proposed international airport at Weerawila.
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4.2 Preliminary Alternative Corridors Considered
For the purpose of examining the different cost and potential benefits of the proposed ESH, this study selected to investigate four preliminary alternative corridors as follows:
Alternative I: A road trace that is located on ranging around 4 to 10 kms from the coast which passes mostly due south of the control points referred to above up to Hambantota. The only exception is that of Mulkirigala which will be approximately 6 kms north of the trace. This would also provide the least travel distance between Godagama and Weerawila. Thus it will have the shortest travel time between Colombo and Hambantota as well as Matara and Hambantota.
Alternative II: A road trace that is located at a distance ranging around 4 to 16 kms from the coastline. This trace represents a more northern route where most control points would lie to the south of this trace. It also includes Mulkirigala which will not be served by Alternative I. Its primary intention would be to examine the development potential of the hinterland areas. It will however be around 3-4 kms longer than Alternative I, but will open up land in hitherto largely underutilized areas.
Alternative III : This trace is essentially a deviation of Alternative I from south of Angunakolapellessa to traverse the Ridiyagama Tank on its northern side to meet and continue along Alternative II, rather than go through the agriculturally active downstream areas fed by the irrigation system of the Ridiyagama Tank. This trace reduces the impact on human settlements even though its length increases by 4kms.
Alternative IV: This trace is essentially built on the premise that the hinterland development would be concentrated in the Matara District and beyond Ihalagoda opening up areas such as Gatemanna North, Panamulla, Pattiyawela, Mulkirigala, Weheragodalla Hakuruwela, before joining the Alternative I trace to run closer to the coast in order to concentrate the development of Hambantota town in the short to medium term.
These four traces are shown in Figure 4-1.
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Figure 4-1: Preliminary Alternatives Considered
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4.2.1 Distances to Control Points
The distances to each of the control points given by the RDA for the ESH are tabulated in Table 4-1. It can be seen that Alternative II and IIA have the best connections to the Control Points, where the average distance is 2.7 and 2.8 kms respectively. The average distance to Alternative I increase by around 1 km.
Table 4-1: Distance to traces from Control Points (kms)
Distance From Trace
Main Alternative Main Alternative Trace I IA Trace II IIA Matara Town 2.3 Gatemanna Town 0.9 0.9 Mulkirigala 6.0 0.3 Angunakolapellessa 2.2 2.2 1.2 2.2 Hamba ntota 8.0 Keliyawalana 3.0 Weerawila Town End Average Distance 3.7 3.7 2.7 2.8
4.2.2 Intra-Regional Mobility-Connections to Urban Centres
In this section the distance from these four road traces to existing and proposed development centers will be examined. This indicates the degree of accessibility that each trace provides to such development centers and present town centers. This is given in terms of a comparative table as shown in Table 4-2. In order to ensure that the ESH provides good intra-regional connectivity, it is necessary to plan for the road to provide the optimum connectivity between the different urban centres within the project impact area. Such connectivity is considered vital to ensure that there will be:
• Good connection between the different levels of urban hierarchies so that growth will be spread throughout the region rather than along the coast or concentrated to coastal townships of Matara and Hambantota. • To provide good commuter connections between the different lower order centres and Hambantota/Ruhunupura so that the desired activity level within the latter areas could have a sufficiently large work force that can commute easily. • To provide good connections to ensure that the commercial and industrial goods and services in Ruhunupura/Hambantota can be easily assessed by those in the regions through the regional urban centres which would act as transit points for passenger travel and distribution centres in the supply chain for goods.
The connectivity desired by the Urban Development Authority is given in Figure 13 of Appendix II. It can be seen that Alternative I which is the southern most trace has the shortest average distance to existing urban centres of all four traces. The longest is
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Alternative II which the northern most trace. Both the other traces have intermediate distances.
Table 4-2: Approximate Distances to Urban Centres from Alternative Traces
Access through Alt I Alt IA Alt II Alt IIA
Akuressa Junction A A24 Matara- Akuressa Road Matara 3.6 Junction B 2.3 B 275 - Matara Hakmana Road Hakmana 5.3 Junction C 9.0 B284 Devinuwara Yatiyana Road Devinuwera 9.5 Hakmana Junction D 9.5 6.5 B141 - Beliatta Hakmana Road Beliatta 1.5 4.5 Junction E 1.4 4.5 B154 Beliatte-Walasmulla Rd Walasmulla 6.0 0.3 Tangalle Junction F 5.5 12.5 B 410 - Tangalle Weeraketiya Road Weeraketiya 5.4 12.2 Weeraketiya Junction G 10 6 6.5 B 387 - Ranna Udayala Weeraketiya Ranna Road 5.5 9.5 9 Junction H 6.0 10.0 Angunakolapelless B548 Ranna Angunakolapellessa 2.2 1.2 2.2 a Road Embilipitiya Junction I 24.0 19 17 A18 Nonagama- Embilipitiya Nonagama 8.3 12.5 12.5 8.3 Sooriyawewa Junction J 15.0 11.0 11.0 15.0 B562 Mirrijjawela-Sooriyawewa Rd Mirrijjawela 7.5 12.0 12.0 7.5 Hambantota 3.5 8.0 8.0 3.5 Seaport Hambantota Town Junction K 8.0 Centre Hambantota-Badagiriya Road Ruhunupura Keliyawalana Junction L 3.0 Pallemulla Keliyawalana Road Weerawila Airport Junction M A2 Hambantota- Wellawaya Road End Thanamalwila
Tissamaharamaya Average Distance 7.1 7.5 7.9 7.5
4.3 Land Use & Acquisition
Land Use is one of the important aspects that need to be considered in selecting a trace so that potential problems of land acquisition, engineering cost and environmental impacts are minimized. As such a summary statement of the land use within the 2 km wide stretch for the final corridor is given in Table 4-3. Accordingly it can be seen that;
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• The least amount of home gardens involved would be in Alternative Trace IA, while the highest is in IIA. This has been minimized as much as possible in all traces as this is the most expensive land to acquire and also the cause of much social discontent. The area of Home Gardens varies between 21 to 27 percent. • The least amount of Marshy ground would be in Alternative I followed by Alternative IIA. Both other alternatives are considerably higher. Marshy ground also has been minimized as engineering design to cover such ground would be very expensive. However, the crossing of the Nilwala Basin is inevitable. However, it is noticed that in some cases, marshy land is categorized as Paddy in the existing 1:50,000 topo maps. This would have to be rectified later on. • The minimum amount of Paddy land lost would be in Alternative IA while the most damage to paddy land would be in Alternative IIA. Paddy land utilized also has been minimized since agriculture is still a dominant industry on which a number of families depend on in entirety. Hence, where paddy land is involved, edges have been considered and crossing paddy areas have been across the narrowest stretches. The percentage of paddy land involved varies between 26 and 30 percent.
The most amount of scrub land available is for Trace II followed by Trace IA. Consequently this type of land is the most favourable as they are not developed and most would be State owned or could be acquired quite easily. The percentage of scrub land varies between 16 to 22 percent. Other such land includes chena land and land used for plantation crops. The land area utilized for these range between 23 to 30 percent in total.
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Table 4-3: Land Use on Corridors of the Preliminary Alternatives
Alternative I Alternative IA Alternative II Alternative IIA Land Use No. Area (sq. m) % No. Area (sq. m) % No. Area (sq. m) % No. Area (sq. m) % Bund 1 9,543 0 1 9,543 0 1 9,543 0 1 9,543 0 Chena 87 27,943,633 14 100 25,195,897 12 97 22,848,740 10 90 31,576,012 15 Coconut 106 31,058,530 15 109 31,408,032 15 91 24,835,907 11 80 23,828,368 11 Ela 2 565,296 0 2 565,296 0 1 254,886 0 1 254,886 0 Forest 16 9,366,323 5 17 9,777,032 5 17 10,331,724 5 16 9,921,015 5 Grassland 2 62,062 0 2 62,062 0 7 503,047 0 7 503,047 0 Home Garden 282 51,757,062 25 267 44,001,203 21 292 50,255,560 23 291 55,090,209 27 Marsh 4 343,532 0 12 2,827,376 1 14 3,782,551 2 3 264,597 0 Other Plantation 7 631,404 0 11 1,000,513 0 14 1,492,927 1 10 1,126,900 1 Paddy 222 61,468,807 30 209 54,602,205 26 249 58,112,056 26 248 61,851,560 30 River 7 841,678 0 9 940,915 0 10 1,014,587 0 7 841,678 0 Rubber 9 1,970,618 1 9 1,970,618 1 10 1,811,978 1 10 1,811,978 1 Scrub 43 13,686,512 7 67 36,023,769 17 65 41,105,128 19 48 16,063,932 8 Tank (Abandoned) 11 525,711 0 12 421,108 0 12 421,108 0 11 525,711 0 Tank (Working) 64 4,039,771 2 60 3,955,333 2 76 3,818,812 2 66 3,536,458 2 Water Hole 5 63,095 0 6 125,231 0 11 183,482 0 7 57,151 0 TOTAL 204,333,574 100 212,886,134 100 220,782,037 100 207,263,045 100
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4.4 Soil Condition
Table 4-4 shows the percentage of the length of each trace passing through different surface soil types.
Table 4-4: Percentage of lengths of different soil types along different traces % of the total length Soil type Trace I Trace IA Trace II Trace IIA Reddish brown earth & solodized solonetz 55.1 53.4 49.8 52.5 soils in the undulating terrain Reddish brown earth with immature loom 11.2 10.7 13.4 14.6 rolling and undulating terrain Red-yellow podozolic soils in the steeply 11.8 11.2 11.0 12.0 dissected hilly terrain Bog and half-bog soils in the flat terrain 10.6 10.5 9.5 10.4 Alluvial soils of variable drainage and texture 10.3 12.2 13.5 9.2 in the flat terrain Other 1 2 2.8 1.3
It is seen from the percentages of lengths of soil types along the traces, given in Table 4- 4, that there is a very minor difference between the percentages of the soil types encountered along the trace. Therefore, the cost of the ground improvement needed for different options may be approximately the same.
4.5 Hydrology
Table 4-5 gives a summary of the number of natural streams, irrigation channels and tanks that have to be crossed by each alternative trace.
Table 4-5: Summary of Hydraulic & Irrigation Crossings
Alternative Alternative Alternative Alternative I IA II IIA Natural Rivers & Streams 231 199 182 228 Irrigation Channels 33 25 23 30 Tanks 48 49 56 48
4.6 Modified Alternative Corridor
The following matrix was developed for presentation at the Meeting with the RDA following the presentation of the Inception Report, to rank and select the final trace to be developed for the economic feasibility study. This matrix includes criterion that would influence both costs and benefits of the project. The most favourable in terms of least cost or highest benefits has been given a higher rank. As such the trace with the overall higher rank was considered as the preferred trace.
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Table 4-6 : Multi-Criterion Selection Matrix for Alternative Traces
Alternative Alternative Alternative Alternative I IA II IIA Least Overall Distance 1 4 3 2 Distance to Control Points 3 3 1 2 Distance to Urban Centres 1 2 4 3 Development Potential in the Short 1 3 2 4 Term Home Gardens affected 2 1 3 4 Paddy Land affected 3 1 2 4 Extent in Weak Soil (Marshes) 2 3 4 1 Hydraulic Structures Required 2 3 4 1 Cut and Fill and Gradient 1 1 3 3 Minor Crossings 1 3 4 2 Proximity to Environmentally 3 1 4 2 Sensitive Areas OVERALL RANK 1 2 4 3
In this case there is a significant advantage in Alternative Trace 1 which has a number of best ranked features such as minimum distance to Weerawila, closest to urban development centres, least amount of gradients and least amount of minor road crossings.
After some discussion at the Meeting with the RDA, and considering problems of acquisition and need for reducing distance and costs, it was decided that the trace could be modified. Accordingly it was decided that serving Mulkirigala as originally intended would increase the overall length of the ESH significantly and that connection to Weeraketiya and Mulkirigala was best provided through improving the Tangalle- Weeraketiya Road. The final decision was as follows:
To follow Alternative I from Godagama (Location A) to Walakanda (Location C1) and thereafter to modify same to reach Angunakolapellessa via Beliatte intersecting the Tangalle- Hakmana Road at Waharagoda (Location D1); Vidanarachchigoda (Location F1) on the Tangalle- Weeraketiya Road; Telunna (Location G1) on the Ranna-Weeraketiya Road before joining Trace 1 at Eraminiyaya (Location H1) on the Ranna- Angunakolapellessa Road.
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Table 4-7 : Land Use Comparison for Modified Alternative Corridors
Southern Alternative Northern Alternative ( A-B-C-D-E-F-G-H1-I1-J- ( A-B-C-D-E-F-G-H2-I2- Type of Land Use Count K-L) Count J-K-L) Area % Area % Bund 1 0.95 0.00% 1 0.95 0.00% Chena 52 6,639.38 16.64% 63 5,512.19 13.99% Coconut 69 4,283.46 10.73% 70 4,308.03 10.94% Ela 2 76.08 0.19% 2 76.08 0.19% Forest 8 1,505.94 3.77% 9 1,654.69 4.20% Grassland 2 41.69 0.10% 2 41.69 0.11% Home Garden 174 8,042.75 20.16% 165 6,727.05 17.08% Jeep or Cart Track 59 766.17 1.92% 64 776.24 1.97% Marsh 2 26.18 0.07% 6 389.61 0.99% Other Plantation 7 229.60 0.58% 9 324.59 0.82% Paddy 144 10,956.65 27.46% 131 9,112.37 23.13% River 3 257.05 0.64% 3 257.05 0.65% Rubber 6 172.82 0.43% 6 172.82 0.44% Scrub 27 6,392.25 16.02% 41 8,701.03 22.09% Tank (Abandoned) 8 48.17 0.12% 8 55.82 0.14% Tank (Working) 44 459.93 1.15% 44 1,274.97 3.24% Water Hole 4 4.26 0.01% 5 10.47 0.03% 39,903.31 100.00% 39,395.66 100.00%
It was also decided to keep two modified alternatives with the Ridiyagama Southern Alternative passing locations I1 (Mamadala) and J1 (Kudapitipelessa) before reaching Location K at Keligama on the Keliyawalana Road and the Ridiyagama Northern Alternative passing location I2 at Udapotha and J2 at Karagaswewakada before reaching Location K (Keligama) on the Hambantota-Gonnoruwa. Two alternatives at this point were considered in order to reach a decision after consulting the relevant stakeholders and also detailed land use data since critical agricultural land was involved in the Southern Alternative and environmentally sensitive land use was involved in the Northern Alternative.
This trace referred to as the Modified Alternative Corridor is given as Figure 4-2. It was also decided that as recommended in the Inception Report, Beliatte needs to be considered as a transport node of the highest order since the Matara-Kataragama Railway Extension is also to pass through Beliatte town area.
The main difference between these two corridors is that the Northern Trace is around 4 kms longer than the Southern Alternative for Ridiyagama Tank. The second difference is the increase in paddy lands, home gardens and chena cultivations in the southern alternative as opposed to an increase scrub lands and tanks.
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Figure 4-2: Modified Alternative Corridor
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CHAPTER 5 STAKEHOLDER MEETINGS (S COPING SESSIONS )
It was agreed to hold two stakeholder sessions (referred to in the ToR as scoping sessions) to discuss how the potential development in the project impact area could be maximized by the planning of the highway extension. For this purpose two half day programs were conducted in Hambantota on 5 th March 2007 to cover the districts of Hambantota and Matara and one in Colombo was held on 6 th March 2007 to discuss the impacts of the highway on a national scale. The Engineers released from the RDA also assisting the Study Team in this regard.
The stakeholder sessions included an initial presentation by the Study Team on the finalized trace agreed upon with the RDA. It also included providing a rationale for making such a selection based on the plans that have been developed and basis for selecting the two modified alternative traces. The minutes and list of attendance of participants at each of these meetings are given in Section II of Annex I.
5.1 Hambantota Meeting
The first stakeholder session was held on Monday 5 th March 2007 at the New Peacock Beach Hotel in Hambantota starting at 10 AM. The discussion was chaired by the Secretary Ministry of Highways with the participation of the Chairman and General Manager of the Road Development Authority. The important observations and decisions made at the scoping session can be summarized as follows:
On a request made to have sufficient capacity on Hambantota-Gonnoruwa-Badagiriya Road the RDA mentioned that the present intention is to plan this as a 4 lane road. It was also mentioned that even this would not be adequate if on-street parking was to be allowed.
On the issue of the relative merits and demerits of the two alternative traces namely the Northern Alternative to Ridiyagama Tank and the Southern Alternative, the Irrigation Department strongly opposed the Northern Alternative on the grounds that it would affect the catchment of the Ridiyagama Tank as well as the possibility of adversely impacting other environmental issues such as forestry. Several other participants also pointed out the presence of historical sites and archeologically sensitive sites along this trace and also indicated that a Southern Trace may be possible even though it will cause some impacts on paddy lands. There were some arguments for the Southern Alternative on the grounds that there was adequate state land for acquisition along that trace. As a compromise it was agreed to keep to the Southern Alternative and to consider having elevated roads across paddy cultivating areas with each direction of traffic separated from each other so that the impact to land below the highway be minimal.
5-1 University of Moratuwa Economic Feasibility Study for Proposed ESH a. It was pointed out by participants representing the fisheries sector, that there were several fisheries harbours being developed and that it would be necessary to include the benefits arising from these also. Moreover, a question was raised on the different secondary developments that could arise from the port and airport. The study team agreed to review these where such information was available and the impact of such activities were of a significant nature. b. A question was raised by the officers of the Lunugamwehera Pradeshiya Sabha regarding the difficulty of finding suitable land for resettlement of affected people and further more concern was raised if person who are to be relocated due to the acquisition of the proposed airport would again have to be relocated when the highway is being built. The Secretary, Ministry of Highways responded they were aware of this problem and that appropriate action would be taken when the project is implemented. The study team indicated that they would be recommending that land acquisition for the separate projects when they were in close proximity to each other be considered together and at the same instance rather than separately and at different times. c. The Irrigation Department was in agreement with the proposal to have an elevated highway from Locations A (Godagama) to B (Thuduwa) as the trace was perpendicular to the direction of the flow of water and since a road embankment across it would seriously impede the flood water flows. With reference to the section from Locations B to C (left bank of Nilwala) it was agreed that as long as the road runs parallel to the direction of the flow of water, an embankment with box culverts of adequate dimensions was ok, if it is found that an elevated highway is too costly for the entire length. d. On a question on the possibility of using some land acquired for the proposed road from Bandarawatta (Gatemanna) to Thanamalwila it was mentioned that this was not adequate in width and also did not run in the direction towards Hambantota. It was later agreed that this road could be considered as a potential regional connector to Thanamalwila. e. On an inquiry the Chairman RDA informed that provision would be kept for different types of utility services to be placed along the road trace.
5.2 Colombo Meeting
The second stakeholder meeting focused on how the overall national development agendas could be further benefited by accommodating them in the planning of the proposed extension. This meeting was held on 6 th March 2007 at the Hotel Taj Samudra in Colombo. The discussion session was chaired by Chairman, RDA and the Additional Secretary of Ministry of Highways.
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Agreement for RDA to initiate a meeting with all other project proponents such as Sri Lanka Ports Authority, Sri Lanka Railways, Civil Aviation Authority and Sri Lanka Airports & Aviation Ltd in order to address common issues pertaining to land acquisition, environmental impacts etc.
• The Sri Lanka Airports Authority submitted that the planning of the Weerawila airport facility was still not finalized they could not agree to the location of the trace between Keliyawalana and Weerawila since it was running almost at the boundary of the area presently ear-marked for the airport development. It was thereafter decided to study the trace only up to Keligama (Location K) and to leave the connection to Weerawila (Location L) to be planned together with the airport development. • On a request made by the Sri Lanka Ports Authority the RDA agreed to leave provision to widen at a suitable time in the future, the 100ft Mirrijjawela- Sooriyawewa Road to at least 4 lane-width to accommodate port related traffic. • The RDA agreed to a recommendation by the Study Team to treat Badagiriya Road as the link between Keligama (Location K) and Thanamalwila on the A2 Highway. This was seen as a most appropriate step since the total distance for travel to Thanamalwila and destinations beyond would reduce by 21 kms and it also reduces the security risk to the proposed airport. The RDA agreed to separately plan for a 4 lane road linking Hambantota and Thanamalwila via Keligama, Gonnoruwa and Badagiriya.
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CHAPTER 6 FINAL CORRIDOR
The final 2-km wide corridor was decided by the Study Team in consultation with the RDA following the views and decisions taken at the Stakeholder Sessions. This was basically the proposed Modified Corridor with the Southern Alternative to Ridiyagama Tank shown in Figure 6-1.
The length of the proposed corridor from Godagama to Keligama is 73.7 kms. For purposes of further study this too has been sectioned as shown in Table 6-1.
6.1 Potential Intersections with National Roads
The location of each of the potential interchange points along the final corridor with respect to the name and number of the intersecting road and distance from Location A (Godagama) is given in Table 6-1.
Table 6-1 : List of Potential Interchange Points and Sections for Proposed Corridor
Location Road Distance from Godagama (km) A Godagama A24 - Matara- Akuressa Road B Tudawa B 275 - Matara Hakmana Road 3.350 C Palle Aparekka B284 - Devinuwara Yatiyana Road 11.367 D Galwewa B141 - Beliatte Hakmana Road 25.894 E Kahawatta B154 - Beliatte-Walasmulla Road 26.650 F Tenagama B 410 - Tangalle Weeraketiya Road 33.897 G Talunna B 387 - Ranna Weeraketiya Road 39.631 H Eraminiyaya B548 - Ranna Angunakolapellessa Road 46.947 I Mamadala A18 - Nonagama- Embilipitiya 56.348 J Bellagaswewa B562 - Mirrijjawela-Sooriyawewa Rd 66.117 K Keligama Hambantota-Gonnoruwa Road 73.682
6.2 Inter- Regional Connectivity
Inter-Regional connectivity is an important objective of this proposed extension. Only this will ensure that the Ruhunupura Development Plan will achieve a nationally significant status. The ESH should then be used to fulfill these and even connections beyond the areas identified by the UDA. This would include:
• Connection to Colombo/Sri Jayewardenepura which will continue to be the primate city in the country for all administrative and commercial activities into the foreseeable future and whole of Western Province which will also continue to be a high consumption area.
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Figure 6-1 : Final Corridor
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• The international airport at Katunayake. • 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 Tissamaharamaya) 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 to connect to the following areas outside the Project Impact Area:
• Matara ‰ Galle ‰ Kalutara ‰ Colombo ‰ Gampaha ‰ Katunayake ‰ Puttalam. • Embilipitiya ‰ Ratnapura ‰ Kegalle ‰ Kurunegala & Kandy Districts ‰ Matale • Thanamalwila ‰ Wellawaya ‰ Bandarawela ‰ Badulla & Nuwera Eliya • Thanamalwila ‰ Wellawaya -‰ Buttala ‰ Passara ‰ Mahiyangana ‰ Polonnaruwa, (& Batticaloa) ‰ Anuradhapura & Trincomalee. • Thanamalwila ‰ Wellawaya ‰ Amparai & Pottuvil ‰ Batticaloa
As such it will be advantageous to ensure that the Extension to the Southern Highway meets as many objectives as identified above. In this respect the connections to Uva and Eastern Provinces should be improved. As such the following linkages as shown in Figure 14 of Appendix II would be investigated further in the study.
6.2.1 Extension of the Hambantota-Gonnoruwa Road to Thanamalwila
Following the recommendation in the Inception Report and at Stakeholder Meeting in Hambantota, it was decided that the extension of the Gonnoruwa Road to Thanamalwila would be considered by the RDA as a separate project on the basis that it would be up to 4 lane standard from Hambantota all the way to Thanamalwila so that the travel distance to eastern destinations such as Amparai, Pottuvil as well as locations in Uva such as Moneragala, Wellawaya and Bandarawela would be reduced by 21 kms Improving the Existing Hambantota-Gonnoruwa- Badagiriya road to connect A2 Road at Thanamalwila. It would also reduce the distance from Colombo to Wellawaya from 314 kms by 26 kms. If an average travels speed of 45 kms per hour is envisaged on the A2 from Ruhunupura to Wellawaya then assuming an average 80 kms per hour on the Southern Highway from Kottawa to Ruhunupura, the total travel time to Wellawaya would be only 03 hours and 45minutes.
6.2.2 By-Pass to Hambantota
The need for the By Pass Road for Hambantota required due to the interruption to the A2 by the construction of the port was also discussed. It was mentioned that the RDA had already taken steps to commence the planning and design of this road and as such that
6-3 University of Moratuwa Economic Feasibility Study for Proposed ESH it would be considered separately. This may be done by developing an alternate A2 road from Ambalantota (226 km post) to Gonnoruwa to rejoin the existing road at the 238 km post. Construction work on this road has already begun. This would provide a by pass road around the Hambantota town centre and should be adequate for at least until 2025.
6.3 Intra-Regional Connectivity
The following connectivity is considered reuired to ensure that the benefits of the inter- regional connectivity by the ESH can reach the urban centres in the project impact area.
6.3.1 Upgrading National Roads Connecting the ESH
In order to ensure that all urban centres with then project impact area are well connected to the ESH, it is recommended that the following roads be rehabilitated by improving width to standard 2 lane and re-alignment for a design speed of 60-80 kms per hour.
Table 6-2 : Length of Improvements for Existing Highways Connecting to Interchange Points
Interchange Road Location Length(km)
A A24 - Matara- Akuressa Road Matara to Akuressa
B B 275 - Matara Hakmana Road Matara to Hakmana 7.6 C B284 - Devinuwara Yatiyana Road Devinuwara-Yatiyana 14.5 D B141 - Beliatta Hakmana Road Beliatte-Hakmana 11.0 E B154 - Beliatta-Walasmulla Road Beliatte-Walasmulla 4.8 F B 410 - Tangalle Weeraketiya Road Tangalle-Weeraketiya 24.7 G B 387 - Ranna Weeraketiya Road Ranna-Weeraketiya 15.5 H B548 - Ranna Angunakolapellessa Ranna- Road Angunakolapellessa 12.2 I A18 - Nonagama- Embilipitiya Nonagama-Embilipitiya 25.3 J B562 - Mirrijjawila-Sooriyawewa Rd Mirrijjawela-Sooriyawewa 22.5 K Hambantota-Gonnoruwa Road Hambantota- Thanamalwila New Road
This means that as shown in Table 6-2, around 150 kms of road would need to be rehabilitated. This should be considered a complementary investment to the ESH and construction commenced to coincide with the operation of the ESH and the port.
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6.3.2 By-pass to ESH in Hambantota Area
In the long term when the Hambantota Port is to be fully developed and the land lying to the north of the above alternate A2 is also utilized for port related developments, then it would become necessary to have yet another east-west trace northwards. While this may not be necessary in the next 20 years, provision for such a trace may be justifiable. It may be necessary at this stage itself to identify and reserve such a trace which may be located approximately 2 to 3 kms north of the present ESH trace between the locations J and K intersecting the Mirrijjawela-Sooriyawewa Road and Hambantota-Gonnoruwa Road respectively. This road may be around 6 to 8 kms long.
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CHAPTER 7 REVIEW OF THE SOUTHERN TRANSPORT DEVELOPMENT PROJECT
The Study Team made an official visit to the office of the consultants to the STDP at No 72/A, Pallegoda Estate, Ritiketiya, Meegama, Alutgama on 15 th February 2007. The list of persons at this meeting is given as Section Annex XVIII of Annex 1. During the meeting a number of important matters pertaining to the planning, design and construction of the STDP were discussed.
The STDP which is the section of highway from Kottawa to Godagama is 125.57kms. The first section from Kottawa to Kurundugahahetekma is called the JBIC section as it is funded through a loan from JBIC. This section is 66.03 kms and there are presently two contractors for this section. The first is contracted to China Harbor Ltd, and is from Kottawa to Dodangoda. The distance in this case is 34.375 kms, while the second section contracted to Thaisai Ltd, and is 31.655 kms. The ADB section is from Kurundugahahetekma to Godagama a distance of 59.54 kms.
The discussion covered the following topics:
7.1 Geotechnical Design & Construction
• The Engineers Representative of JBIC Section mentioned that the maximum peat layers were found to be around 6m and 4m in thickness in Package 1 and Package 2 respectively. • A number of different soil layers were found in deep cuts. Also there were unstable zones between soil and rock layers creating problems in deep cuts. • Many of these problems were not identified at planning or even design stage as adequate soil testing had not been carried out. This has created many uncertainties and design changes to the project had to be undertaken resulting in increase of cost of the project and delays. • The cut in slopes was kept to a maximum of 2:1. Maximum cut heights are manageable up to 15m with steps of 7meters cascade. • Cut and fill management was poor and estimated materials in borrow was approximately 6000 – 7000 cubic metres. However the shortfall of material is basically due to heavy filling in flood plains. Average of 4m height had to be raised in such areas for both packages. • Due to lack of geotechnical studies, number of places bedrock was reached in cut and had to be blasted. The RDA Representative mentioned that there are many difficulties getting approval for rock blasting from CEA as this involves even the relocation of villages. Sixty two (62) houses were displaced so far due to this reason. The restriction for rock blasting is placed at a maximum of 20 blasts per day and up to 6 days per week.
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• It was disclosed that the present capacity (the contractor’ capacity) of the rock blasting is 70,000 m^3 per month. There are 38 licenses (locations). The maximum daily capacity is 15,000m^3/day. • The damage to houses beyond 200m is not considered unless somebody complains.
7.2 Pavement Design & Construction
Pavement structure consists of 350mm ABC and 60mm + 40mm A/C surfacing upto Galle and 250mm ABC and 60mm + 40mm surfacing up to Godagama. Where the CBR<10, 200mm height of capping layers have also been introduced.
7.3 Geometric Design & Construction
The Right of Way is dictated by restriction of different areas. The original cross section included 3.6m wide carriageways with 3m shoulders but without a center median. A cable stayed barrier was designed for centre median safety..
7.4 Drainage
• The minimum height of the culvert openings are 0.6m for both Hume pipe and Box culverts • No earth drains are involved. All drainage structures are constructed built-up.
7.5 Interchanges
• Two interchanges are diamond type and all others are Double Trumpets. • The RDA Representative also suggested the need for providing animal crossings specially for animals like Peacocks which are common in Hambantota District to protect them from coming on to the highway. • The disagreements at acquisition stage by Irrigation bodies are discussed and suggested to get them agreed at scoping sessions and prior to finalizing the trace.
7.6 Staged Construction
It was also suggested that based on the experience of STDP, stage construction should be avoided and packages to be decided specially for elevated structures so as to avoid the delay.
7.7 Land Use and Social Matters
• Several changes to the detail designs for providing access for farmers and for cattle crossings had to be done during construction. • The land acquisition is completed for Godagama interchange by present STDP.
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• The Package 1 characteristically consists of underpasses for minor road crossings whereas Package 2 consists mostly of overpasses. • Over 100 number of cross roads are constructed under STDP. In some instances, service roads are constructed to join two cross roads at a single crossing place. There are 43 numbers of underpass culverts and 6 numbers of bridges averaging one in every 500m for this purpose.
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CHAPTER 8 TRAFFIC ANALYSIS
8.1 Design Options
The geometric design requirements especially in terms of number of lanes would be determined by the traffic volumes to be reached at commencement and at end of design period of the road. The traffic levels will be influenced by the following factors:
• Diversion of Existing traffic from A2 • Diversion of traffic from other roads such as A4 due to shorter distances and travel times • Generated traffic due to reduced travel time and cost based on existing level of socio-economic activity. • Traffic generated by the development of the Port of Hambantota and its direct result in terms of increased population. • Traffic generated by industries that could be set up as a result of the development of the port related industries in the region and activities including residential and commercial activities required to support such services. • Increase in traffic due to development of a 2 nd international airport in terms of direct passengers, as well as 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 the development of the airport, this growth is expected to increase slowly over the design life of the project.
8.2 Route of the ESH
8.2.1 Links, Nodes and Distances
The links of the Extension of the Southern Highway from Godagama have been coded and entered in to the TransPlan database. Accordingly the 73.7 km road trace is made up of 10 intersections and 9 links. The Hambantota Gonnoruwa Road has also been included as a 4 lane road extended to connect the A2 at Thanamalwila. The length of this road is assumed to be 24 kms.
The design characteristics of each link are given in Table 8.1. This indicates a 4 lane divided highway of 3.75 metre width per lane with 2 x 2 metre wide shoulders and a 1.5 metre wide centre median.
The average operating speed for both the STDP as well as the ESH is taken as 80 kms per hour. For the Proposed Hambantota- Gonnoruwa- Thanamalwila Road this is taken as 40 kms per hour.
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Table 8-1: Design Parameters of the ESH and other associated developments to National Road Network
Time Undeveloped velled Parking Length Length Roughness Road Num Road Ser Lnk No Num Start Node Num Node End Width Road width Walk Side Shoulder width Median width Gradient Curvature Metalled Gra Residential Ind_Comm Agriculture Bare Unrestricted No Travel Southern Highway (SH) A997 10 663104 730701 15 0 4 1.5 1 1 1 0 0 0 0 100 0 100 5.9 2000 5.90 A997 20 730701 731502 15 0 4 1.5 1 1 1 0 0 0 0 100 0 100 7.7 2000 7.70 A997 30 731502 800103 15 0 4 1.5 1 1 1 0 0 0 0 100 0 100 21 2000 21.10 A997 40 800103 801701 15 0 4 1.5 3 2 1 0 0 0 0 100 0 100 9 2000 9.00 A997 50 801701 861003 15 0 4 1.5 3 2 1 0 0 0 0 100 0 100 20 2000 20.00 A997 60 861003 862803 15 0 4 1.5 3 2 1 0 0 0 0 100 0 100 15 2000 14.80 A997 70 862803 900601 15 0 4 1.5 4 2 1 0 0 0 0 100 0 100 15 2000 15.20 A997 80 900601 901501 15 0 4 1.5 4 3 1 0 0 0 0 100 0 100 12 2000 12.20 A997 90 901501 910901 15 0 4 1.5 4 3 1 0 0 0 0 100 0 100 7.8 2000 7.80 A997 10 910901 911901 15 0 4 1.5 3 3 1 0 0 0 0 100 0 100 11 2000 0 11.00 Extension of Southern Highway (ESH) A997 11 911901 911302 15 0 4 1.5 3 3 1 0 0 0 0 100 0 100 11 2000 0 11.38 A997 12 911302 910701 15 0 4 1.5 1 1 1 0 0 0 0 100 0 100 15 2000 0 14.61 A997 13 910701 920101 15 0 4 1.5 4 3 1 0 0 0 0 100 0 100 7.3 2000 0 7.30 A997 14 920101 883401 15 0 4 1.5 4 3 1 0 0 0 0 100 0 100 7.2 2000 0 7.19
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A997 15 883401 882701 15 0 4 1.5 4 3 1 0 0 0 0 100 0 100 7.3 2000 0 7.31 A997 16 882701 882901 15 0 4 1.5 4 3 1 0 0 0 0 100 0 100 8.9 2000 0 8.93 A997 17 882901 882301 15 0 4 1.5 4 3 1 0 0 0 0 100 0 100 9.5 2000 0 9.50 A997 18 882301 882401 15 0 4 1.5 4 3 1 0 0 0 0 100 0 100 8.1 2000 0 8.12 Extension of Gonnoruwa Road (EESH) X006 10 883201 882401 10 0 2 0 0 0 2 0 20 10 50 20 10 0 8.5 3000 5.55 0 X006 20 882401 822401 10 0 2 0 0 0 2 0 10 10 60 20 10 0 37 3000 24.78 0
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8.2.2 Crossing of Minor Roads
In addition to the 11 national roads, there are 227 crossings of minor roads as shown in Table 8-2:
Table 8-2 : Crossings of Roads by ESH Trace
Crossing Points Nos A class Road Crossings 2 B Class Road Crossings 9 Other than A & B Roads 227
8.3 Traffic Forecasting
8.3.1 Existing Traffic Patterns
The hourly traffic flow pattern in each direction of travel and the vehicle split for each of the locations where the roadside surveys were done is given as Section III of Appendix 1.
Table 8-3 : Summary of Existing Traffic Flows
Road/ Location Average Daily Peak Hour Traffic Flow A002 – CGHW Road (Dickwella) 6,643 650 A002 – CGHW Road (Ranna) 4,666 325 A002- CGHW Road (Ambalantota) 5,201 530 A002- CGHW Road (Lunugamvehera) 1,920 250 B275 – Matara-Kamburupitiya Road (Kirinde) 2,406 375 A018 Nonagama-Embilipitiya Road (Siyambalangoda) 2,199 225
The Table 8-3 shows that the traffic levels on the A2 CGHW Road remain somewhat steady between Matara and Hambantota. This is partly due to the highway being connected a number of B class and lesser roads some of which (e.g Nonagama- Embilipitiya) have relatively high flows at point of connection to the A2. The maximum bi-directional hourly flow varies between 325 vehicles to 650 vehicles per hour. This does not indicate a high capacity requirement. But the fact that speeds on the A2 are low are due to its poor geometry, intense roadside activity in some sections, poor traffic management in urbanized sections, poor road surfacing etc. Of this flow also around 50% of traffic is made up of two and three wheeler vehicles.
8.3.2 Origin Destination of Flows
The origin-destination of passenger vehicles and freight vehicles are been computed for each location. These are shown in Sections IV and V of Appendix 1. This shows that there are around 300 passenger vehicle trips per day between areas north of Matara and Hambantota District with a further 100 trips between Hambantota and Matara districts. Another origin of trips using the present A2 is from Moneragala district. This amounts to around 750 trips between Moneragala and Matara and districts north of Matara. However
8-4 University of Moratuwa Economic Feasibility Study for Proposed ESH not all of the above traffic presently uses the A2, as a large percentage diverts from Mirrijjawela and Nonagama. Nevertheless the ESH providing improved connectivity to Moneragala District also appears a significant possibility. The summary of vehicles flows for passenger and goods vehicles are given in the following Tables.
Table 8-4 : Summarized Matrix of Flows of Passenger Vehicles between ESH Nodes
Districts Colombo Matara Hambantota Moneragala Ratnapura Badulla Nodes A B &C D to J K I & J K
Colombo A 0 403 159 119 0 1 Matara B & C 1295 466 266 83 38 Hambantota D to J 1624 0 443 0 Moneragala K 0 36 0 Ratnapura I & J 0 0 Badulla K 0
Table 8-5 : Summarized Matrix of Flows of Goods Vehicles between ESH Nodes
Districts Colombo Matara Hambantota Moneragala Ratnapura Badulla Nodes A B &C D to J K I & J K Colombo A 0 51 83 13 0 2 Matara B & C 272 223 86 87 40 Hambantota D to J 465 0 184 0 Moneragala K 0 12 0 Ratnapura I & J 0 0 Badulla K 0
8.3.3 Future Traffic Generators
In addition to existing traffic, the Hambantota Development Project identifies a number of approved projects that will become major traffic attractors and/or generators. This means that a high degree of new traffic has to be estimated along with the diverted traffic and generated traffic due to new road conditions.
The major development projects that have been identified for the purpose of this study are:
• Hambantota Seaport and associated developments • Weerawila International Airport
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The other development centres have been considered as secondary generators which may be developed only if the above two 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 transshipment. 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 Weerawila 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 Tissamaharamaya along the south western coast, with some to the East coast particularly Arugam Bay area.
8.3.4 Socioeconomic Development Scenarios
The following socio-economic development options shown in Table 8-6 are used in this analysis. These are based on the economic growth rates set out in the Medium Term Budgetary Framework of the Ministry of Finance and Planning and also take in to account the development of public transport as an alternative to road transport.
This study assumes a growth rate of 7% per annum under Scenario 5 for passenger vehicles and 8% under Scenario 4 for freight traffic. This would be for existing traffic. New traffic as discussed above will be treated differently based on the development of the port and airport operations.
Table 8-6 : 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.) Improved from Present Condition Scenario 1 Scenario 2 Scenario 3 6.0% p.a. 5.0% p.a. 4.0% p.a. Present Condition Remains Scenario 4 Scenario 5 Scenario 6 8.0% p.a. 6.0% p.a. 5.0% p.a. Deteriorates from Present Condition Scenario 7 Scenario 8 Scenario 9 10.0 % p.a. 7.0% p.a. 6.0% p.a.
8.3.5 Forecast Year
It is expected that the Southern Highway from Kottawa to Godagama would be completed only by the year 2010. The work on the ESH may need to commence prior to that. Since the Seaport is expected to begin operation in the year 2011, it would be advantageous to have the ESH also operational by that time. Hence the year of
8-6 University of Moratuwa Economic Feasibility Study for Proposed ESH operation is taken as year 2011 so that the ESH has 3 years for design and construction and it also completes not too long after the completion of the Southern Highway. Traffic forecasts are made for the years 2011, 2021 and 2031 in keeping with the design life of the pavement.
8.3.6 New Roads to be Included
While a number of new expressways are being planned the dates of completion of any of these are not certain. The core expressway network which will have a direct bearing and should be in place before the ESH is constructed is as follows: • SH- from Kottawa to Godagama • OCH from Kerawelapitiya to Kottawa • Hambantota By pass road from Ambalantota to Hambantota. • Widening and Extension of the Hambantota-Gonnoruwa Road to Thanamalwila
These roads have also been added to the road network for purpose of analysis.
8.3.7 Other Modes of Transport
Since the railway is also planning a parallel extension of the Coastal Line as a single track up to Beliatte and thereafter to Kataragama, the effect of this too would be considered. With single track operations, the modal split would be similar to that of Galle- Colombo and Matara- Colombo. However with the expressway cutting travel time and costs down by nearly one half, only fraction of the total transport share would be possible for the railways.
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 Weerawila 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.
However in the case of goods transport, the railway can play a critical role carrying as much as 50% or more traffic to Colombo. However traffic destined for other parts will not benefit as much from the railways.
8.3.8 Scenarios for Benefit Cost Analysis
The basic economic scenarios tested will represent four possibilities:
• Base Case I (Core Expressway Network): The core expressway network limited to the Southern Highway and the Extension to the SH and Hambantota- Thanamalwila proposed new road, with 7% growth for private vehicles and 8%
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growth for goods vehicle ownership representing an economic growth rate of 6% per annum and population growth rate of 1% for the entire country. This does not include impact of traffic generation from seaport and airport. • Base Case II (Full Expressway Network): The core network plus other proposed expressways including the Outer Circular Road, Colombo-Katunayake Expressway and the Colombo-Kandy Alternate Highway with 7% growth for private vehicles and 8% growth for goods vehicle ownership representing an economic growth rate of 6% per annum and population growth rate of 1% for the entire country. This too does not include impact of traffic generation from seaport and airport. • Optimistic Rapid National Development with Port (Full Expressway Network): The full network as in Base Case II with a 10% economic growth rate throughout the country associated by a 3% population growth rate in Hambantota District. This is to signify a rapid development in the entire country resulting from the development of the port and airport. • Moderate Regional Development with Port (Full Expressway Network): The full network as in Base Case II but with 10% growth rate only in Hambantota District whereas the national development would remain at 6%. Population growth rate would be 1% with Hambantota District only having 3%.
8.3.9 Forecast using Growth Factor Method
The present vehicular flow has been used to estimate the forecast traffic flow under .the four development scenarios stated in the above section. In order to calculate these, it is necessary to develop a stage-wise analysis outlines in the Tables given below.
Table 8-7 : Percentage Time Savings for ESH Operations
s
District Colombo Matara Hambantota Moneragala Ratnapura Badulla Nodes A B &C D to J K I & J K Colombo A 30 35 33 30 Matara B & C 25 20 20 15 Hambantota D to J 6 Moneragala K 10 Ratnapura I & J Badulla K
Travel time savings arising from the ESH operations at a design speed of 120 kms per hour and an average free flow operating speed of 80-85 kms depending on the proximity between interchanges in Table 8-7 in terms of percentage savings in travel time for node to node travel. It should be noted that these time savings are based after adjusting for time spent in accessing the nodes along the ESH which are in some cases up to 8 kms from the existing A2 road and nearest urban centre.
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Table 8-8 gives the reduction in total travel distance between the existing road and the ESH after adjusting for access distances. It should be noted that in most cases the percentage reduction in distances is modest with the exception of travel beyond Location K where it is 21%.
Table 8-8 : Percentage Reduction in Travel Distance for ESH Operations
Hambantota Districts Colombo Matara Moneragala Ratnapura Badulla Nodes A B &C D to J K I & J K Colombo A 8 5 6 21 Matara B & C 0 8 2 5 Hambantota D to J 0 Moneragala K 5 Ratnapura I & J Badulla K
Table 8-9 gives the estimated diversion rate for passenger vehicles and Table 8-10 the corresponding rates for goods vehicles, when the logit route choice model in the TransPlan model is applied using total generalized cost for a typical passenger vehicle represented by a van and a typical freight vehicle represented by a six-wheeled 10 tonne truck. No toll rates have been added for this as there is no such policy decision for the STDP. The maximum diversion rate for passenger vehicles is around 72-80 percent for vehicles which will travel the entire route length from Colombo to Hambantota. This reduces with total travel distance to as low as 12 percent for travel between Ratnapura and Hambantota Districts.
Travel time surveys were carried out for travel on the A2. These are given in Section VI of Appendix I. The average travel time by private vehicle on the A2 from Katubedda to Hambantota via Matara was 5 hours and 50 minutes for a distance of 242.7 kms, returning an average speed of 41.6 kms per hour. It may thus be assumed that the average operating speed is around 40 kms per hour on the A2.
Table 8-9 : Estimated Diversion Rate for Passenger Vehicles
Districts Colombo Matara Hambant ota Monerag ala Ratnapur a Badulla Nodes A B &C D to J K I & J K Colombo A 72 80 75 73 Matara B & C 10 50 52 45 34 Hambantota D to J 20 12 Moneragala K 21 Ratnapura I & J Badulla K
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Based on daily flows in Tables 8-4 and 8-5 for passenger and goods vehicles respectively, multiplied by the diversion rates in Table 8-9 and 8-10, the corresponding two way daily flow for the ESH was it operational at present are given in Tables 8-11 and 8-12.
Table 8-10 : Estimated Diversion Rate for Freight Vehicles
Districts Colombo Matara Hambantota Moneragala Ratnapura Badulla Nodes A B &C D to J K I & J K Colombo A 60 68 68 72 Matara B & C 10 45 50 40 38 Hambantota D to J 20 10 Moneragala K 20 Ratnapura I & J Badulla K
Table 8-11 : Estimated Passenger O-D Matrix for ESH Operations (2007 Daily Two- Way)
Districts Colombo Matara Hambantota Moneragala Ratnapura Badulla Nodes A B &C D to J K I & J K Colombo A 290 127 89 1 Matara B & C 130 233 138 38 13 Hambantota D to J 325 53 Moneragala K 7 Ratnapura I & J Badulla K
Table 8-12 : Estimated Freight O-D Matrix for ESH Operations (2007- Daily Two Way)
Districts Colombo Matara Hambant ota Moneraga la Ratnapur a Badulla Nodes A B &C D to J K I & J K Colombo A 31 56 9 1 Matara B & C 27 100 43 35 15 Hambantota D to J 93 18 Moneragala K 2 Ratnapura I & J Badulla K
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Accordingly, the flows on each of the ten sections of the ESH from Godagama to Keligana are tabulated in Table 8-13 for each of the vehicle types. The public transport vehicles are computed from total bus flows observed on the A2 at present and by applying the same diversion factor as passenger vehicles. An exact passenger OD matrix could not be built due to inadequate samples sizes in the surveys. This Table shows that the traffic on the ESH if it were operational today, would range between a low of 818 vehicles per day on the section I-J to a maximum of 1,622 vehicles between locations A and B.
Table 8-13 : Traffic per day on ESH Links (2 Way-2007)
Section Passenger Freight Sub Total Buses Total A-B 1058 317 1375 247 1622 B-C-D 759 215 974 175 1150 D-E 664 255 918 165 1084 E-F 770 298 1068 192 1260 F-G 719 275 995 179 1174 G-H 639 236 875 157 1032 H-I 506 194 700 126 826 I-J 519 175 693 125 818 J-K 574 194 768 138 907
Based on a 6% growth factor assumed for the base case or do nothing scenario, the future traffic estimates for the years 2011, 2016, 2021, 2026 and 2031 are given in the following Table 8-14 to 8-18. This assumes only diverted traffic and does not include the Generated Traffic due to the lower travel cost on the ESH. Neither does it include the increase in traffic due to any of the proposed development activities. Accordingly, the ESH would carry a daily traffic volume of between 3,300 and 6,600 vehicles on the ESH.
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Table 8-14 : Diverted Traffic per day on ESH Links (2 Way-2011 @ GR of 6%pa)
Section Passenger Freight Sub Total Buses Total A-B 1336 400 1736 312 2,048 B-C-D 958 271 1230 221 1,451 D-E 838 321 1159 209 1,368 E-F 972 376 1348 243 1,591 F-G 908 347 1256 226 1,482 G-H 806 298 1104 199 1,303 H-I 638 245 883 159 1,042 I-J 655 220 875 158 1,033 J-K 725 245 970 175 1,145
Table 8-15 : Diverted Traffic per day on ESH Links (2 Way-2016 @ GR of 6%pa)
Section Passenger Freight Sub Total Buses Total A-B 1788 535 2323 418 2,741 B-C-D 1283 363 1646 296 1,942 D-E 1121 430 1552 279 1,831 E-F 1301 503 1804 325 2,129 F-G 1216 465 1681 302 1,983 G-H 1079 399 1478 266 1,743 H-I 854 328 1182 213 1,395 I-J 876 295 1171 211 1,382 J-K 971 328 1298 234 1,532
Table 8-16 : Diverted Traffic per day on ESH Links (2 Way-2021 @ GR of 6%pa)
Section Passenger Freight Sub Total Buses Total A-B 2393 716 3109 560 3,668 B-C-D 1717 486 2203 396 2,599 D-E 1501 576 2076 374 2,450 E-F 1741 673 2414 435 2,849 F-G 1627 622 2249 405 2,654 G-H 1444 533 1977 356 2,333 H-I 1143 438 1582 285 1,867 I-J 1173 395 1568 282 1,850 J-K 1299 438 1737 313 2,050
Table 8-17 : Diverted Traffic per day on ESH Links (2 Way-2026 @ GR of 6%pa)
Section Passenger Freight Sub Total Buses Total A-B 3202 958 4160 749 4,909 B-C-D 2297 651 2948 531 3,478 D-E 2008 770 2779 500 3,279 E-F 2329 901 3230 581 3,812 F-G 2177 833 3010 542 3,551 G-H 1932 714 2646 476 3,122 H-I 1530 587 2117 381 2,498 I-J 1569 528 2098 378 2,475 J-K 1738 587 2325 418 2,743
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Table 8-18 : Diverted Traffic per day on ESH Links (2 Way-2031 @ GR of 6%pa)
Section Passenger Freight Sub Total Buses Total A-B 4285 1282 5567 1002 6,569 B-C-D 3074 871 3945 710 4,655 D-E 2687 1031 3718 669 4,388 E-F 3117 1206 4323 778 5,101 F-G 2913 1114 4028 725 4,752 G-H 2586 955 3541 637 4,178 H-I 2048 785 2833 510 3,343 I-J 2100 707 2807 505 3,313 J-K 2326 785 3111 560 3,671
8.3.10 Estimation Using TransPlan Traffic Demand Forecasting
The TransPlan demand estimation model has been used to estimate the demand taking into account the impact that the proposed ESH will have on the entire national road network. These estimates made in the previous section, will be later compared with the 6% Base Case Scenario for purposes of cross checking.
The TransPlan demand estimation program has been used with the design criterion given in Table 8-19, to estimate the future traffic estimates under the four scenarios discussed earlier. The results of this forecast for the ESH are given in Table 8-19. It can be observed that under Scenario 1, which is the Base Case with limited network, the traffic flows will reach between 10,000 to 24,000 ADT by end of the design period of 20 years. In Scenario 2, which assumes that the full expressway network would be available, this increases only very marginally. However in Scenario 3, which assumes a very optimist growth rate of 10% for the entire country for the duration of the design life, the ADT increases to between 22,000 to 55,000 vehicles. In the moderate Scenario 4, the traffic levels by 2031 are between 17,000 to 36,000 vehicles per day.
8.4 Analysis of Scenarios
From the four different scenarios analyzed in Table 8-19 it can be seen that the development of the port and the Hambantota Development Plan will have a significant impact on the traffic flows. This increase will be in the order of between 100% and 125%.
The growth rate is also very different with and without the port. Thus it can be concluded that the viability of the ESH will largely depend on the realization of the port development. Without this development traffic levels will remain between 10,000 to 24,000 ADT which could still not be accommodated satisfactorily in a 2 lane arrangement without impeding safety and level of service. Thus it is difficult to justify a stage- construction from 2 lanes to 4 lanes.
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8.5 Generated Traffic
The total traffic is composed of two main categories, namely the traffic already existing on the road network and the generated traffic that would arise from the development activities that would result from the ESH and other associated developments such as the port and airport. In the case of the ESH, it can be seen that the generated traffic is nearly 70-80% of the total traffic, largely because of the very low level of economic activities at present in the project impact area. The reduction of travel times by as much as 60% for travel to and from Colombo and other locations in the economically active Western Province is the primary reason for this phenomenal increase. The generated traffic is shown in Table 8-19 for each of the four scenarios and for the design life time from 2011 to 2031.
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Table 8-19 : TransPlan Estimates for 4 Scenarios (2011-2031)
Total Traffic Scenario 1: Base Case (Limited Expressway Network) Scenario 2: Base Case (Full Expressway Network) Scenario 3: Optimistic National Development Scenario 4: Moderate Regional Development Highway Section 2011 2016 2021 2026 2031 2011 2016 2021 2026 2031 2011 2016 2021 2026 2031 2011 2016 2021 2026 2031 A-B-C 10,002 12,410 15,419 19,184 23,900 10,361 12,854 15,969 19,233 24,749 12,592 18,031 25,986 37,638 54,790 11,364 14,978 19,888 27,322 35,438 C-D-E 9,472 11,757 14,615 18,192 22,674 9,773 12,129 15,076 18,475 23,383 12,009 17,345 25,235 36,902 54,234 10,966 14,672 19,784 27,808 36,274 E-F 8,473 10,513 13,062 16,253 20,249 8,684 10,773 13,384 16,574 20,742 10,666 15,382 22,356 32,678 48,043 9,891 13,341 18,213 26,220 34,542 F-G 7,763 9,635 11,974 14,903 18,572 7,872 9,769 12,141 15,190 18,827 9,655 13,908 20,199 29,509 43,363 9,040 12,229 16,763 24,319 32,082 G-H 7,067 8,770 10,900 13,566 16,906 7,075 8,782 10,915 14,308 16,933 8,647 12,417 17,987 26,212 38,429 8,166 11,041 15,140 22,011 29,040 H-I 5,168 6,425 7,998 9,970 12,443 5,176 6,436 8,012 10,053 12,465 6,335 9,123 13,240 19,323 28,362 6,080 8,247 11,335 16,505 21,819 I-J 5,140 6,390 7,954 9,915 12,374 5,108 6,351 7,907 10 ,873 12,303 6,235 8,968 12,988 18,911 27,690 6,175 8,401 11,586 16,968 22,472 J-K 4,314 5,368 6,687 8,342 10,419 4,275 5,320 6,629 8,903 10,331 5,151 7,345 10,535 15,183 21,990 4,910 6,560 8,862 12,595 16,448 Generated Traffic A-B-C 8,551 10,468 12,820 15,706 19,246 8,910 10,911 13,370 15,755 20,094 11,141 6,724 23,387 34,160 50,136 8,319 9,699 11,053 12,153 12,577 C-D-E 8,104 9,927 12,165 14,913 18,286 8,405 10,299 12,626 15,196 18,996 10,641 6,370 22,785 33,623 49,846 7,885 9,202 10,500 11,564 12,000 E-F 6,882 8,384 10,214 12,441 15,148 7,093 8,644 10,535 12,762 15,640 9,075 5,105 19,507 28,866 42,942 6,628 7,542 8,278 8,547 7,840 F-G 6,281 7,652 9,321 11,352 13,819 6,390 7,786 9,487 11,639 14,075 8,173 4,588 17,545 25,958 38,611 6,045 6,867 7,517 7,724 7,011 G-H 5,764 7,027 8,567 10,444 12,728 5,772 7,038 8,582 11,186 12,755 7,344 4,173 15,654 23,090 34,251 5,556 6,337 6,981 7,255 6,741 H-I 4,126 5,030 6,132 7,472 9,100 4,134 5,041 6,145 7,555 9,122 5,292 2,976 11,373 16,825 25,019 3,959 4,478 4,863 4,921 4,310 I-J 4,107 5,007 6,105 7,440 9,061 4,075 4,969 6,057 8,398 8,990 5,202 2,933 11,139 16,436 24,378 3,942 4,461 4,847 4,911 4,315 J-K 3,169 3,836 4,637 5,599 6,747 3,131 3,789 4,579 6,160 6,659 4,006 2,080 8,485 12,439 18,319 2,986 3,230 3,244 2,797 1,487 Diverted Traffic A-B-C 1,451 1,942 2,599 3,478 4,655 1,451 1,942 2,599 3,478 4,655 1,451 1,942 2,599 3,478 4,655 1,451 1,942 2,599 3,478 4,655 C-D-E 1,368 1,831 2,450 3,279 4,388 1,368 1,831 2,450 3,279 4,388 1,368 1,831 2,450 3,279 4,388 1,368 1,831 2,450 3,279 4,388 E-F 1,591 2,129 2,849 3,812 5,101 1,591 2,129 2,849 3,812 5,101 1,591 2,129 2,849 3,812 5,101 1,591 2,129 2,849 3,812 5,101 F-G 1,482 1,983 2,654 3,551 4,752 1,482 1,983 2,654 3,551 4,752 1,482 1,983 2,654 3,551 4,752 1,482 1,983 2,654 3,551 4,752 G-H 1,303 1,743 2,333 3,122 4,178 1,303 1,743 2,333 3,122 4,178 1,303 1,743 2,333 3,122 4,178 1,303 1,743 2,333 3,122 4,178 H-I 1,042 1,395 1,867 2,498 3,343 1,042 1,395 1,867 2,498 3,343 1,042 1,395 1,867 2,498 3,343 1,042 1,395 1,867 2,498 3,343 I-J 1,033 1,382 1,850 2,475 3,313 1,033 1,382 1,850 2,475 3,313 1,033 1,382 1,850 2,475 3,313 1,033 1,382 1,850 2,475 3,313 J-K 1,145 1,532 2,050 2,743 3,671 1,145 1,532 2,050 2,743 3,671 1,145 1,532 2,050 2,743 3,671 1,145 1,532 2,050 2,743 3,671
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8.6 Port Based Traffic
Much of the above mentioned generated traffic will be associated with the activities of the proposed port. This section attempts to estimate this specifically with a view to determining an estimate of heavy vehicles that could use the ESH. For this purpose, estimates of traffic movements in and out of the Port of Colombo have been used10. The total average flows in and out of each gate as recorded in that study are given in Table 8-20 below. While weekend traffic is low, the week end traffic levels show around 13,000 vehicle movements including 4,800 freight vehicle movements.
Table 8-21 shows the breakdown of these vehicles by gate. It also develops 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 this 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. In addition there are 1.12 container truck movements per container movement in or out of the port.
Table 8-20 : Average Daily Flows at Port of Colombo
Gate Weekday Weekend All vehicles Freight Vehicles All vehicles Freight vehicles De Saram In 1505 840 699 347 Out 1349 614 739 273 Port In 1673 1122 782 487 Access Out 1935 1096 685 325 Export In 2011 55 358 18 Out 1679 119 556 39 JCT In 1024 15 437 7 Out 494 89 187 4 In 502 15 111 13 Main Out 446 15 111 8 LB In - - - - Out 515 155 163 58 All gates In 6714 2386 2046 872 Out 6417 2440 2087 706
In Table 8-21 it is shown that 95% of the freight vehicles with 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. Furthermore, only around 40% of the trip ends are outside Colombo District. This information is useful in determining the possible travel patterns could be expected once the Port of Hambantota is operational. Accordingly, we will estimate that only 20% of the trips will use the ESH. This is considered a very conservative estimate, made assuming that the railway will be a competitive mode of
10 Source: Analysis of Traffic to Port of Colombo, University of Moratuwa, 2005.
8-16 University of Moratuwa Economic Feasibility Study for Proposed ESH transport between Colombo and Hambantota for both goods and passenger transport. As such there will be an estimated 12,399 daily vehicle movements on the ESH by the year 2040 due to the activity of the port. The breakdown of this is also shown in Table 8- 22, which indicates that 3,655 would be container trucks while 1,401 would be tankers.
Table 8-21 : Vehicle Entries per gate and vehicle movement rate at Port of Colombo
Gate Bicycle Motor - Cycle3- Wheeler Light 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 1000MT 34.9 39.5 28.1 67.6 Container Moves/TEU 1.12
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Table 8-22 : Estimation of Vehicle Movements from Port of Hambantota (2010- 2040)
Estimated Traffic at Port of Hambantota 2010 2013 2020 2030 2040 Dry and Break Bulk cargo (000 million) - 2,745 8,889 13,405 15,456 Vehicle Handling m(units 000) 53 110 213 224 203 Liquid Bulk (Tonnes 000) - - 4,090 8,340 9,770 Containers (TEUs 000) - - - 6,426 19,872 Total - 2,745 10,730 36,202 78,746
vehicles per 2 & 3 Wheeler Vehicles34.9 1000 MT 95,921 374,930 1,265,049 2,751,685 Light 4 wheel vehicles39.5 1000 MT 108,378 423,623 1,429,343 3,109,052 Medium Trucks 28.1 1000 MT 77,211 301,798 1,018,295 2,214,955 Large Trucks 67.6 1000 MT 185,598 725,456 2,447,757 5,324,266 Tankers 72.2 1000 MT 89,148 348,458 1,175,731 2,557,405 Container Trucks 1.1 per TEU - - 2,156,999 6,670,385
Total Vehs/Year 556,257 2,174,266 9,493,175 22,627,748
per day 365 days/yr 1,524 5,957 26,009 61,994
ESH component 0.2 of total 305 1,191 5,202 12,399
Estimated Port Related Traffic 2 & 3 wheelers 53 205 693 1,508 Light 4 wheel vehicles 59 232 783 1,704 Medium Trucks 42 165 558 1,214 Large Trucks 102 398 1,341 2,917 Tankers 49 191 644 1,401 Container Trucks - - 1,182 3,655
Total Vehs/Year 305 1,191 5,202 12,399
Vehicle Composition 2 & 3 wheelers 17 17 13 12 Light 4 wheel vehicles 19 19 15 14 Medium Trucks 14 14 11 10 Large Trucks 33 33 26 24 Tankers 16 16 12 11 Container Trucks - - 23 29 Total Vehs/Year 100 100 100 100
8-18 University of Moratuwa Economic Feasibility Study for Proposed ESH
CHAPTER 9 LAND USE & ACQUISITION
The land use making up the 2 km corridor of the final trace is given in Table 9-1. This shows that land use is distributed among four major types of land uses that have been developed for home gardens (i.e. house and property), paddy, coconut and chena. These lands are socially sensitive because they refer to places of residence and places of primary employment of the people in the area. As such, much attention will be given to assess the exact impact of the proposed corridor on the land.
Table 9-1 : Land Use Summary 2 km Corridor of Final Trace
Land Use Type Count Area (Sq Kms) % Chena 30 20.42 14% Coconut 62 26.35 18% Ela 2 0.44 0% Forest 7 5.53 4% Home Garden 142 42.23 29% Marsh 1 0.18 0% Other Plantation 6 1.62 1% Paddy 133 35.54 25% River 3 0.67 0% Rubber 6 1.51 1% Scrub 14 8.04 6% Tank (Abandoned) 4 0.42 0% Tank (Working) 35 1.55 1% Water Hole 3 0.03 0% TOTAL 144.54 100%
9.1 Land Acquisition Issues
The meeting also discussed the basis on which land required for the project should be prioritized. As such it was suggested that generally the following aspects should be kept in mind.
• Closer to urban areas and areas where high ground is limited (e.g. around Matara and Beliatte town areas) it would be preferable to consider avoiding such high ground. In this case abandoned paddy lands may be considered in preference over high ground. • In predominantly agricultural areas especially paddy lands to avoid such land as far as possible as they tend to be traditional sources of livelihood and limited in area. • It was also held that as far as possible to avoid both agricultural or homestead lands, but it was noted that over 85% of land use involved in the Modified Trace was classified under such categories in the topographical maps.
9-1 University of Moratuwa Economic Feasibility Study for Proposed ESH
9.2 Prices of Lands that may need to be acquired
The prices of lands were obtained from three sources as shown below, in order to improve on the accuracy.
The costs of land acquisition of the STDP Project obtained from the STDP Division of the RDA and adjusted to 2007 prices for the different land use by each of the DS divisions along the trace. This is given in Table 9-2 and can be used for comparative purposes. The prices were also obtained from the Urban Development Authority as per its experiences in land acquisition in the area. This was supplemented by some field surveys specifically carried out for this purpose.
These values are given in Table 9-3, and unlike in Table 9-2 refer to the exact lands over which the proposed corridor will fall. The 3 rd source of prices was from the Rapid Social Assessment Team which obtained prices from land owners along the trace. These are given in Table 9-4. It may be held that these prices would be considered as being rather optimistic. This is well represented in the value for paddy lands being quoted as being even as high as Rs. 6,000 per perch (Rs. 1 million an acre) in the Ambalantota Area.
However, in the final cost computation, average values based on the ranges observed in all three sources have been used. The final estimated cost for land acquisition is given in Table 9-5. This table also uses a percentage for State Land that is involved. The economic value for land has been computed from the Use value and Non-Use Value of lands. Accordingly the value per perch has been computed based on market prices for lands such as for plantations, paddy, home gardens etc. Non-Use Value has been used for other lands such as Marsh, Tanks, Scrub etc. These lands serve a purpose and their non-use would have an economic value. Hence some reasonable values have been placed for all land types. The only exceptions have been for rivers and other water crossings, which will be provided for using bridges and culverts etc. It should be noted that there are some tanks in private lands and hence an adjustment for this has been made in the computation of values.
The total is Rs 4.8 billion of which Rs 2.8 billion is estimated for home gardens while for paddy land it is Rs. 146 million. This computation has been based on taking a pro rata cost for a land area of 303,880 perches which is the area formed by a road acquisition width of 100 metres from the 2 km corridor.
This cost is considered to be on the high side, given that the corridor is taken as a 2 km wide corridor and the acquisition width if 100 metres (5% of the corridor). This provides adequate flexibility for the trace to be aligned to avoid expensive acquisition. Homestead for example is an expensive item. On the other hand there may be State lands that could be identified at design stage so that the financial cost is reduced.
It was widely held at the Stakeholder Sessions that all agencies should coordinate with each other when acquiring land for the different development projects in Hambantota
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Area. It was suggested that the RDA should take a lead role in this respect. The dangers of people having to leave their home each time a new project is initiated has to be avoided.
Following points were taken into account while calculating both land acquisition and resettlement cost and summarizes as follows.
• Some times bare lands has higher economic cost than cultivated land because of potential for housing development • LARC (Land Acquisition and Resettlement Committee) component has been considered in land acquisition and resettlement cost. • The compensation for the land outside the ROW will have to be paid at the same rate if such lands are affected by the Highway. This has not been included in the rate. • Damage to properties due to construction are to be covered by contractors insurance and has not been included under land acquisition costs. • According to STDP Land Office, the legal costs for the title clearance, surveying, and administrative costs are not significant as this has only been Rs 27 million out of Rs. 2400 million . Hence this has not been considered.
9.3 Resettlement Costs
The resettlement cost has been calculated separately based on the number of houses affected by the 100m reservation. The number of buildings in each Divisional Secretariat Division (DSD) within the two kilometer corridor was counted from the 1:10000 maps available in Auto CAD format. It was assumed that the distribution of houses is uniform within the above corridor for calculation purposes. Therefore 5% of the above count was taken as for needing resettlement.
There are four categories of building floor areas used by RDA for compensation payments are as follows.
1. Floor Area < 500 sq.ft
2. Floor Area between 500 - 750 sq.ft
3. Floor Area between 750 - 1000 sq.ft
4. Floor Area >1000 sq.ft
The floor area categories for each DSDs were calculated based on the location of the region and the residential density as the basis for calculating the total floor area affected by the construction of the highway. Average compensation rate for square feet of floor area has been approximately Rupees 2000.00 in year 2003 according to the RDA’s STDP Land Division. This is modified as Rupees 2600.00 assuming a 30% escalation for year 2007. Based on these data, the compensation for the resettlement within each DSDs are shown in Table 9-6. The total number of houses affected here has been
9-3 University of Moratuwa Economic Feasibility Study for Proposed ESH computed as 500, even though 5% would only account for 348 houses from 6,960. This is partly to compensate for any houses that are not shown on the 1:10,000 maps. The cost has been computed for 500 houses, which again is a conservative estimate especially given that some flexibility exists within the 2 kms trace to avoid buildings. The total value for resettlement cost is estimated at Rs 1,090,056,250.
Table 9-2 : Resettlement cost of Buildings
Total No of Resettlements Assumed Buildings within Projected Nos Value (Average Name of DS Division within ROW Average Floor 2km Corridor From for Year 2007 Rs 2600 / ft2) (5%) Area(ft2) 1: 10000 Maps
Matara 1325 1904 95 1000 247,485,355.00 Thihagoda 625 898 45 600 70,043,025.00 Devinuwara 675 970 48 800 100,861,956.00 Dickwella 100 144 7 800 14,942,512.00 Kirinda-Puhulwella 225 323 16 600 25,215,489.00 Beliatta 925 1329 66 800 138,218,236.00 Tangalla 520 747 37 1000 97,126,328.00 Angunakolapelessa 85 122 6 800 12,701,135.20 Ambalanthota 2010 2888 144 800 300,344,491.20 Hambanthota 345 496 25 1000 64,439,583.00 Weeraketiya 125 180 9 800 18,678,140.00 Total 6960 10000 500 1,090,056,250.40
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Table 9-3 : STDP Land Acquisition Values (Rs/ Perch) Estimated and finalized in 2003 - 2004 ( statutory land value + LARC component)
Others (Bare Homestead Cinnamon / DSD Along the Trace Paddy Coconut Rubber land and Tea Urban Rural uncultivated) Maharagama 2,500.00 200,000.00 75,000.00 25,000.00 Homagama 2,500.00 100,000.00 40,000.00 10,000.00 Bandaragama & Horana 1,500.00 40,000.00 20,000.00 6,000.00 5,000.00 Dodangoda 1,500.00 30,000.00 10,000.00 6,000.00 5,000.00 Walalawita 1,500.00 6,000.00 5,000.00 8,000.00 5,000.00 Karandeniya 800.00 35,000.00 15,000.00 6,000.00 8,000.00 6,000.00 Baddegama 1,000.00 6,000.00 6,000.00 8,000.00 5,000.00 Bope 1,500.00 25,000.00 15,000.00 6,000.00 8,000.00 6,000.00 Akmeemana 1,500.00 25,000.00 15,000.00 6,000.00 8,000.00 6,000.00 Imaduwa 1,000.00 8,000.00 6,000.00 8,000.00 5,000.00 Malimbada 1,500.00 8,000.00 10,000.00 6,000.00 5,000.00
Average 1,527.27 65,000.00 19,818.18 10,000.00 5,888.89 8,000.00 7,545.45 Approximate Values 1,500.00 65,000.00 20,000.00 10,000.00 6,000.00 8,000.00 7,500.00 Projected Value for year 2007 (+30% of 2004) 1,985.45 84,500.00 25,763.64 13,000.00 7,655.56 10,400.00 9,809.09 Rounded up value 2,000.00 85,000.00 25,000.00 13,000.00 7,500.00 10,500.00 9,500.00
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Table 9-4 : Land Values Obtained from UDA (per perch, in 2007 prices- Rs)
Specified Area Paddy Chena Homestead Plantation Bare Lands
Hambantota Town _ _ 80,000/= - 200,000/= _ 100,000/= - 250,000/= Hambantota Suburb 1500/= - 3000/= 1250/= - 2000/= 30,000/= - 80,000/= 3000/= - 4500/= 30,000/= - 80,000/= Keliyawalana 1200/= - 3000/= 1000/= - 2000/= 25,000/= - 70,000/= 3000/= - 4500/= 30,000/= - 80,000/= Weerawila Town 1750/= - 3250/= _ 40,000/= - 90,000/= _ 40,000/= - 90,000/= Weerawila Suburb 1,000/= - 2,000/= 1,000/= - 1,500/= 10,000/= - 15,000/= 3000/= - 4500/= 10,000/= - 15,000/= Angunakolapelassa Town _ _ 90,000/= - 200,000/= _ 90,000/= - 100,000/= Angunakolapelassa Suburb 1200/= - 1500/= 1000/= - 2000/= 30,000/= - 45,000/= 3000/= - 4500/= 30,000/= - 80,000/= Mulkirigala Town _ _ 100,000/= - 125,000/= _ 100,000/= - 150,000/= Mulkirigala Suburb 1700/= - 3500/= 1500/= - 2500/= 30,000/= - 55,000/= 1000/= - 2000/= 40,000/= - 65,000/=
Table 9-5 : Land Prices from Rapid Social Assessment (2007 prices in Rs)
DS Division Paddy Chena Home Gardens Plantations Forest Bare land Wetland Matara, Thihagoda and 2500 2000 15,000 – 20,000 10,000 – 20,000 2000 2000 400-450 Beliatte Devinuwara, Tangalle and 1500-2000 5000-8000 Weeraketiya 1000-1200 5000-10,000 1000 1000-1200 400 Tangalle-Ambalantota 6,000 4000-8000 Hambantota 3,0000
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Table 9-6 : Land Acquisition and Resettlement Cost Estimates Land Acquisition and Resett lement Cost Land Use Within Two km Corridor (100m ROW) Rate (with Land Use Type % of State Area Land Area Resettlement Land Count (Sq Kms) % [Perches] Cost - LARK) Value (100m ROW) Rs / Perch
Chena 60 30 20.42 14% 42,939 9500 163,167,189
Coconut 18 62 26.35 18% 55,398 13000 590,544,777
Ela 100 2 0.44 0% 925 -
Forest 96 7 5.53 4% 11,625 9500 4,417,563
Home Garden (Urban) - 35% 2 50 14.79 10% 31,093 85000 2,590,080,656
Home Garden (Rural) - 65% 14 92 27.45 19% 57,709 25000 1,240,740,395
Marsh 70 1 0.18 0% 384 1500 172,996
Other Plantation 25 6 1.62 1% 3,399 7500 19,120,935
Paddy 2 133 35.54 25% 74,725 2000 146,461,913
River 100 3 0.67 0% 1,404 -
Rubber 1 6 1.51 1% 3,180 7500 23,615,125
Scrub 70 14 8.04 6% 16,904 9500 48,176,614
Tank (Abandoned) 96 4 0.42 0% 878 10000 351,085
Tank (Working) 95 35 1.55 1% 3,250 10000 1,624,796
Water Hole 95 3 0.03 0% 65 10 000 32,659
TOTAL 144.54 100% 303,880 4,828,506,702
9-7 University of Moratuwa Economic Feasibility Study for Proposed ESH
CHAPTER 10 EARTH WORKS AND GRADIENTS
Using the contour levels along the traces, the details of vertical alignment has been computed for the final trace. These levels shown in Figure 10-1 are based on contour references and averaged to a one kilometer section along the trace.
Longitudinal Section on Proposed Trace 90
80
70
60 D F
50 G
Level (m) Level I J 40 K E 30 H
20 C A B 10
0 1 4 7 10 13 16 19 22 25 28 31 34 37 40 43 46 49 52 55 58 61 64 67 70 73 Distance (km)
Figure 10-1 : Elevation of Final Trace
The gradients of the highway are calculated after allowing for complete cut and fill within each section as referred to earlier. In this process the resulting average elevations have been calculated as shown in Table 10-1 below.
Table 10-1: Average Elevation of sections
Section Elevation (m) AB 2 BC 1 CD 49 DE 11 EF 28 FG 30 GH 20 HI 30 IJ 18 JK 34
The average gradients for each section have then been calculated from the gradients required to connect the average elevations between sections. While this is an approximation it does give and indication what gradients would be required if cut and fill is to be balanced out within the trace. The summary of the maximum gradients thus encountered have been tabulated in Table 10-2.
10-1 University of Moratuwa Economic Feasibility Study for Proposed ESH
3D View of Longitudinal Sections of Proposed Trace
80 70 60
L e 50 v
e l 40
( m 30 ) 20 10 0
1 5 9 13 17 1 2 5 2 9 D 2 is 3 ta 3 n 7 c 3 e 1 (k 4 m 5 ) 4 9 4 3 5 7 5 61 65 69 73
Figure 10-2 : Vertical Alignment of Final Trace
The following features are noted from the above:
In general sections of high elevation of between 40 to 80 metres are found between Aparekka and the Beliatte -Hakmana Road. Sections between Beliatte and Mirrijjawela – Sooriyawewa Road B562 are found to be varying between 12 metres and 40 metres. The average elevation between Hambantota and Badagiriya Road is between 20 to 40 meters.
• The Highest elevation is found between C and D of around 75 metres above mean sea level. • The maximum gradient of the ESH based on the average gradient per kilometer section is also found in these sections. It is between 2.3% and 4% respectively.
Table 10-2 : Details of vertical alignment of main trace
Properties of Vertical Alignment Main Trace Maximum Climb From MSL (m) 78 Maximum Climb or Drop within one Kilometer (m) 23 Maximum Gradient (%) within one Kilometer 2.3
10-2 University of Moratuwa Economic Feasibility Study for Proposed ESH
CHAPTER 11 SAFETY CONSIDERATIONS
One of the major considerations in any high speed road is the safety aspects. While all reasonable precautions should be taken in the design of such a new road, it should also be an objective to reduce as many accidents as possible so that accident reduction also maybe considered as an economic benefit. On the other hand, special consideration should be made not to increase the vulnerability to people living in the area through which the new highway will be constructed. Safety should be considered during construction as well as operation.
11.1 Accidents on A2
The road accidents recorded by the Police for the A2 highway from Matara to Weerawila and collected through the Police SSP Divisions, is given in summary form in Table 11-1. On average, around 52 fatal accidents have occurred in this 90 km section of road, with another 94 grievous accidents and around 190 light injury accidents. There are a further 210 damage only accidents. Since not all the accidents where there is only property damage are reported to Police, based on research done in this respect one can expect around 1000 such accidents per year.
Table 11-1 : Accident Data from Matara to Weerawila on A2 Highway - Year 2004
Accident Type Police Control Area Fatal Grievous Light Injuries Property Damage Total Matara, Gandara and Dikwella 13 31 81 136 261 Tangalle, 7 5 30 88 130 Hungama 9 6 19 14 48 Ambalanthota 7 13 16 4 40 Hambantota 3 8 7 19 37 Thissamaharamaya 7 11 10 16 44 Total 46 74 163 277 560 Accident Data From Matara to Weerawila on A2 Highway - Year 2005 Matara, Gandara and Dikwella 20 41 114 133 308 Tangalle, 6 8 43 34 91 Hungama 7 11 21 10 49 Ambalanthota 12 11 11 8 42 Hambantota 5 14 25 15 59 Thissamaharamaya 12 24 15 21 72 Total 62 109 229 221 621 Accident Data From Matara to Weerawila on A2 Highway - Year 2006 Matara, Gandara and Dikwella 9 29 97 94 229 Tangalle, 9 17 36 33 95 Hungama 7 11 4 3 25 Ambalanthota 8 16 12 2 38 Hambantota 6 3 14 3 26 Thissamaharamaya 9 32 11 12 64 Total 48 108 174 147 477
11-1 University of Moratuwa Economic Feasibility Study for Proposed ESH
The present rate of safety on the A2 roughly translates to around 740 deaths per billion vehicle kms. This is around 3 times more than what is observable on international expressways. Thus, a 75% reduction in road safety may be assumed. However, such safety will only be possible if the road designs are in order. To achieve this there should be adequate provision for road safety monitoring and enforcement.
The safety record on the A2 Highway can be calculated in terms of accidents per km. The accidents per year may be computed by taking the average of the above values. The vehicles kms operated is computed from TransPlan V3 for the year 2004. This is given as 193,334 kms per day on the A2. The corresponding rates are given in Table 11- 2.
Table 11-2 : Accident Rate on A2
Type of Accident Number of Accidents Accident Rate on A2 Reported or (accidents per mn vehicle Estimated per year kms) Fatal 52 0.7 Grievous 94 1.3 Non -grievous 190 2.7 Damage (Reported) 210 3.0 Damage (Unreported) 1000 14.2
11.2 Safety Features Recommended
The following safety features are recommended for the design of the ESH.
• Grade Separated Interchanges • For the two at-grade intersections to incorporate speed reducing mechanisms for sections leading up to the intersections. • Wide Centre Medians to reduce head on crashes. • Broad Shoulders to reduce out of control crashes. • Crash Barriers at steeps having an embankments of more than 1m and bridges • Lighting throughout the road length • Recovery Zones for vehicles out of control • Implementation of Speed Cameras, for enforcement • Curves radius both vertical and horizontal to allow design speed • To have adequate road signs and markings to international standard and to ensure regular maintenance of them.
These items will be considered in the following section dealing with Road Geometry. The cost for providing these items will be included in the cost calculations.
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CHAPTER 12 GEOMETRIC DESIGN
12.1 Geometric Design Criteria
The design standard suggested by the RDA for the proposed road was that it should be a 4-lane divided highway, designed for a design speed of 120 kms per hour and an operating speed of between 80 to 100 kms per hour under free flow conditions. Design life of the road was to be taken as 20 years. In addition, the road reservation should take in to account provision for future widening to 6 lane standard and for service roads where considered appropriate.
Literature available on geometric design standards used for major high mobility roads projects in Sri Lanka shows that design standards used are not consistent and vary significantly from project to project. Even for the Southern Transport Development Project (STDP) different sections have been designed for different geometric standards.
It is important to have uniformity among different projects, especially the different parts of the same projects and also complies with widely used geometric design standards. Considering the above the following guidelines are to be used for this study.
Table 12-1 summarizes the design standards that have been used for ongoing and proposed RDA projects. For the extension of Southern Expressway to Hambantota /Weerawila use of AASHTO standards is recommended.
Topography along the trace has influence on the geometric design especially horizontal and vertical alignment. In addition terrain condition affects the highway capacity. For this study it is assumed that the sections C-D-E-F-G falls into the category of rolling terrain condition where natural slopes rise and fall above or below the roadway grade and sections A-B-C and G-H-I-J-K can be categorized as level terrain condition where highway sight distances are generally high.
12.2 Design Traffic
The design traffic for the ESH is considered as given in Table 12-2. This gives the estimated flow for each of the 10 sections from A to K by different vehicle types. The flows are given in 5 yearly intervals throughout the design period from 2011 to 2031.
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Table 12-1 : Geometric Design Standards used in On-going & Proposed RDA High Mobility Road Projects
Project Standard Design Number of Lanes Lane Maximum Gradient (%) Minimum Maximum Super Used Speed (Final) Width Radius Elevation (%) (km/h) Colombo Katunayake NAASRA/RDA 110 4 3.70 3 (Desirable) 560 5 Expressway (CKE) 5 (Absolute) Outer Circular Highway Japanese 80 6 3.50 4 (Desirable) 400 (OCH) 7 (Absolute) Colombo Kandy RDA/Swedish 100 6 3.6 4 (Desirable) 400 Alternate Highway 6 (Absolute) (CKAH) Southern Expressway AASHTO 120 6 3.60 3 (Desirable) 800 4 (STDP) ADB section 4 (Absolute) Southern Expressway AASHTO 100 6 3.65 3 (Desirable) 375 6 (STDP) JABIC section 4 (Absolute) Feasibility Report Southern Expressway AASHTO 120 6 3.60 3 (Desirable) 870 4 (STDP) JABIC section 4 (Absolute) Final Report
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Table 12-2 : Traffic Flow Estimates
Traffic Per day (ADT) in both directions -2011 2W 4W 6W Section Motor Cycles Cars & Vans MGV HGV Buses Total A-B-C 442 5,914 1,652 1,404 1,952 11,364 C-D-E 453 5,642 1,592 1,430 1,849 10,966 E-F 472 4,974 1,468 1,336 1,642 9,891 F-G 432 4,547 1,344 1,214 1,503 9,040 G-H 376 4,138 1,211 1,072 1,370 8,166 H-I 306 3,025 908 841 999 6,080 I-J 326 3,035 921 900 994 6,175 J-K 266 2,427 760 633 825 4,910
Traffic Per day (ADT) in both directions -2016 2W 4W 6W Section Motor Cycles Cars & Vans MGV HGV Buses Total A-B-C 720 7,475 2,184 2,182 2,417 14,978 C-D-E 764 7,178 2,135 2,305 2,290 14,672 E-F 792 6,342 1,984 2,193 2,032 13,341 F-G 731 5,805 1,821 2,012 1,861 12,229 G-H 641 5,281 1,640 1,784 1,696 11,041 H-I 513 3,871 1,234 1,390 1,239 8,247 I-J 544 3,890 1,254 1,481 1,232 8,401 J-K 424 3,081 1,017 1,015 1,023 6,560
Traffic Per day (ADT) in both directions -2021 2W 4W 6W Section Motor Cycles Cars & Vans MGV HGV Buses Total A-B-C 1,142 9,491 2,907 3,351 2,997 19,888 C-D-E 1,241 9,181 2,884 3,636 2,841 19,784 E-F 1,295 8,149 2,710 3,541 2,517 18,213 F-G 1,205 7,473 2,497 3,282 2,306 16,763 G-H 1,064 6,800 2,249 2,925 2,102 15,140 H-I 842 4,996 1,696 2,264 1,537 11,335 I-J 891 5,031 1,729 2,406 1,529 11,586 J-K 668 3,938 1,376 1,611 1,269 8,862
Traffic Per day (ADT) in both directions -2026 2W 4W 6W Section Motor Cycles Cars & Vans MGV HGV Buses Total A-B-C 1,900 12,251 3,997 5,453 3,721 27,322 C-D-E 2,127 11,992 4,052 6,108 3,529 27,808 E-F 2,263 10,768 3,889 6,176 3,124 26,220 F-G 2,131 9,914 3,610 5,802 2,862 24,319 G-H 1,902 9,027 3,258 5,214 2,609 22,011 H-I 1,484 6,649 2,458 4,003 1,911 16,505 I-J 1,570 6,722 2,521 4,254 1,901 16,968 J-K 1,125 5,168 1,946 2,778 1,577 12,595
Traffic Per day (ADT) in both directions -2031 2W 4W 6W Section Motor Cycles Cars & Vans MGV HGV Buses Total A-B-C 2,202 14,947 4,838 8,825 4,625 35,438 C-D-E 2,439 14,587 4,872 9,988 4,389 36,274 E-F 2,633 13,063 4,686 10,280 3,880 34,542 F-G 2,479 12,023 4,348 9,676 3,556 32,082 G-H 2,214 10,956 3,927 8,701 3,242 29,040 H-I 1,727 8,065 2,962 6,688 2,377 21,819 I-J 1,819 8,140 3,027 7,121 2,364 22,472 J-K 1,328 6,267 2,362 4,529 1,961 16,448
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12.3 Number of Lanes & Staged Construction
As identified in the RDA project brief, initially this facility is to be considered as a four lane divided highway with provision to widen to accommodate six lanes (three in each direction) in the future. However, in the study, initially the adequacy of two lane highway was checked by using PCU factors recommended by the RDA (Table 12-3). The relevant calculations using Highway Capacity Manual guidelines are given in Table 12-4.
It can be seen that provision of two lanes will not be adequate by the year 2016 for certain sections (rolling terrain) even to provide a Level of Service (LOS) E. However, to provide a reasonable LOS (LOS C or above) two lane condition will not be adequate even at the initial stages. Hence, a divided multi-lane design needs to be considered.
Table 12-3 : Passenger Car Equivalence
Vehicle Two Lane Highway Multi-Lane Highway category 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
The required number of lanes for a divided multi-lane highway is calculated by estimating the time period required for stage construction (widening) from two to four lanes. It can be seen from Table 12-4, that two lanes in each direction (total of 4 lanes) will also not be adequate to provide a LOS C or better beyond year 2026 especially for sections that have rolling terrain conditions. Calculations indicates that if however, four lanes (two lanes each direction) are provided from the beginning, it would be sufficient to maintain a reasonable level of service till 2026. Thereafter it may be necessary to increase to six lanes especially for the sections in rolling terrain condition.
As shown in Table 12-4, even though two-lane (single lane each direction) facility would be sufficient for certain sections at the early stages it is recommended to design the entire length for four lane standards initially, considering safety and other operational requirements. Table 12-5 shows the adequacy of providing Level of Service C or better on each section of the road when two lanes are provided in each direction. It can be seen that beyond 2026, sections C-D-E; D-E and E-F will not have the desired level of service even though capacity will be adequate to reach Level of Service E.
12.4 Design Speed
Even though two sections of the STDP have been planned for different design speeds during feasibility level, finally a design speed of 120 km/h has been selected. The main objective of this higher design speed is to cut down on the travel time over a long
12-4 University of Moratuwa Economic Feasibility Study for Proposed ESH distance. Though an operating speed of 80-100 km is envisaged by the RDA, it is advisable to use the same design speed of 120 km/h. It is important to provide grade separated interchanges to accommodate this design speed. All horizontal and vertical curves, super elevation and sight distances should be compatible with 120 km/h design speed.
Table 12-4 : Adequacy for two-lane standards
Traffic Per day (ADT) in both directions -2011 2W 4W 6W LOS E LOS C Section Motor CyclesCars & Vans MGV HGV Buses Total PCU Peak Hr 2-Lanes 2_lanes A-B-C 442 5,914 1,652 1,404 1,952 11,364 17151 1372 OK OK C-D-E 453 5,642 1,592 1,430 1,849 10,966 30223 2418 OK Not OK E-F 472 4,974 1,468 1,336 1,642 9,891 27436 2195 OK Not OK F-G 432 4,547 1,344 1,214 1,503 9,040 25068 2005 OK Not OK G-H 376 4,138 1,211 1,072 1,370 8,166 12360 989 OK OK H-I 306 3,025 908 841 999 6,080 9225 738 OK OK I-J 326 3,035 921 900 994 6,175 9389 751 OK OK J-K 266 2,427 760 633 825 4,910 7438 595 OK OK
Traffic Per day (ADT) in both directions -2016 2W 4W 6W LOS E LOS C Section Motor CyclesCars & Vans MGV HGV Buses Total PCU Peak Hr 2-Lanes 2_lanes A-B-C 720 7,475 2,184 2,182 2,417 14,978 22757 1821 OK Not OK C-D-E 764 7,178 2,135 2,305 2,290 14,672 41211 3297 Not OK Not OK E-F 792 6,342 1,984 2,193 2,032 13,341 37776 3022 Not OK Not OK F-G 731 5,805 1,821 2,012 1,861 12,229 34639 2771 OK Not OK G-H 641 5,281 1,640 1,784 1,696 11,041 16863 1349 OK OK H-I 513 3,871 1,234 1,390 1,239 8,247 12626 1010 OK OK I-J 544 3,890 1,254 1,481 1,232 8,401 12889 1031 OK OK J-K 424 3,081 1,017 1,015 1,023 6,560 10013 801 OK OK
12.5 Lane Width
Lane widths between 3.5 m to 3.7 m have been used in RDA projects for limited access highways. Lane widths used for STDP sections is 3.6 m and that satisfy the AASHTO standards. Considering the design speed of 120km/h and higher proportion of trucks expected, the same lane width of 3.6 m is proposed for the extension beyond Matara.
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Table 12-5 : Lane Requirement in each direction for Multi-lane Condition
Traffic Per day (ADT) in both directions -2011 2W 4W 6W Peak Hr LOS E LOS C Section Motor CyclesCars & Vans MGV HGV Buses Total PCU One Direction Lanes Lanes A-B-C 442 5,914 1,652 1,404 1,952 11,364 14648 586 2 2 C-D-E 453 5,642 1,592 1,430 1,849 10,966 25352 1014 2 2 E-F 472 4,974 1,468 1,336 1,642 9,891 22991 920 2 2 F-G 432 4,547 1,344 1,214 1,503 9,040 21007 840 2 2 G-H 376 4,138 1,211 1,072 1,370 8,166 10534 421 2 2 H-I 306 3,025 908 841 999 6,080 7851 314 2 2 I-J 326 3,035 921 900 994 6,175 7982 319 2 2 J-K 266 2,427 760 633 825 4,910 6329 253 2 2
Traffic Per day (ADT) in both directions -2016 2W 4W 6W Peak Hr LOS E LOS C Section Motor CyclesCars & Vans MGV HGV Buses Total PCU One Direction Lanes Lanes A-B-C 720 7,475 2,184 2,182 2,417 14,978 19366 775 2 2 C-D-E 764 7,178 2,135 2,305 2,290 14,672 34480 1379 2 2 E-F 792 6,342 1,984 2,193 2,032 13,341 31569 1263 2 2 F-G 731 5,805 1,821 2,012 1,861 12,229 28945 1158 2 2 G-H 641 5,281 1,640 1,784 1,696 11,041 14304 572 2 2 H-I 513 3,871 1,234 1,390 1,239 8,247 10694 428 2 2 I-J 544 3,890 1,254 1,481 1,232 8,401 10905 436 2 2 J-K 424 3,081 1,017 1,015 1,023 6,560 8485 339 2 2
Traffic Per day (ADT) in both directions -2021 2W 4W 6W Peak Hr LOS E LOS C Section Motor CyclesCars & Vans MGV HGV Buses Total PCU One Direction Lanes Lanes A-B-C 1,142 9,491 2,907 3,351 2,997 19,888 25795 1032 2 2 C-D-E 1,241 9,181 2,884 3,636 2,841 19,784 47248 1890 2 2 E-F 1,295 8,149 2,710 3,541 2,517 18,213 43871 1755 2 2 F-G 1,205 7,473 2,497 3,282 2,306 16,763 40416 1617 2 2 G-H 1,064 6,800 2,249 2,925 2,102 15,140 19701 788 2 2 H-I 842 4,996 1,696 2,264 1,537 11,335 14763 591 2 2 I-J 891 5,031 1,729 2,406 1,529 11,586 15106 604 2 2 J-K 668 3,938 1,376 1,611 1,269 8,862 11507 460 2 2
Traffic Per day (ADT) in both directions -2026 2W 4W 6W Peak Hr LOS E LOS C Section Motor CyclesCars & Vans MGV HGV Buses Total PCU One Direction Lanes Lanes A-B-C 1,900 12,251 3,997 5,453 3,721 27,322 35591 1424 2 2 C-D-E 2,127 11,992 4,052 6,108 3,529 27,808 67811 2712 2 3 E-F 2,263 10,768 3,889 6,176 3,124 26,220 64654 2586 2 3 F-G 2,131 9,914 3,610 5,802 2,862 24,319 60076 2403 2 2 G-H 1,902 9,027 3,258 5,214 2,609 22,011 28817 1153 2 2 H-I 1,484 6,649 2,458 4,003 1,911 16,505 21624 865 2 2 I-J 1,570 6,722 2,521 4,254 1,901 16,968 22256 890 2 2 J-K 1,125 5,168 1,946 2,778 1,577 12,595 16443 658 2 2
Traffic Per day (ADT) in both directions -2031 2W 4W 6W Peak Hr LOS E LOS C Section Motor CyclesCars & Vans MGV HGV Buses Total PCU One Direction Lanes Lanes A-B-C 2,202 14,947 4,838 8,825 4,625 35,438 47138 1886 2 2 C-D-E 2,439 14,587 4,872 9,988 4,389 36,274 92800 3712 2 4 E-F 2,633 13,063 4,686 10,280 3,880 34,542 89763 3591 2 3 F-G 2,479 12,023 4,348 9,676 3,556 32,082 83581 3343 2 3 G-H 2,214 10,956 3,927 8,701 3,242 29,040 39043 1562 2 2 H-I 1,727 8,065 2,962 6,688 2,377 21,819 29374 1175 2 2 I-J 1,819 8,140 3,027 7,121 2,364 22,472 30321 1213 2 2 J-K 1,328 6,267 2,362 4,529 1,961 16,448 21981 879 2 2
12-6 University of Moratuwa Economic Feasibility Study for Proposed ESH
12.6 Shoulders & Centre Median
It is appropriate to use 3.0 m outer shoulders and 1.2 m inner shoulders that satisfy ASSHTO standards and is also compatible with the present STDP design. Having 6.0- 6.5m median width including inner shoulders will be suitable from a safety point of view. However, present STDP design has selected a 5.0m wide median including inner shoulders due to difficulties in land acquisition. Even for 5.0m wide centre median a total of 35-50 m wide strip may be required for the right of way of the proposed extension (depending on the fill height).
Considering the higher design speed it is advantageous to maintain 5.0 m centre median when six lanes are in operation. In order to accommodate 3.6 m lanes along with inner and outer shoulders as specified above a 35 m platform width will be required. Typical cross sections are given in Figure 12-1
Figure 12-1 : Proposed Cross Section of Carriageway
12.7 Grade
Desirable maximum grade would be 3% for the proposed design speed. However, up to 4% grade for shorter lengths where necessary could be provided. 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.
Average ground level differences observed along the trace is around 0.7% per kilometer. Maximum average variation is around 2.5%. However, there may be situations where the exiting ground condition requires more than 4% grade. Such situations maybe encountered in the section between 12-25 kms from Godagama and would need to be addressed during the detail design stage.
12.8 Intersections & Control
One of the objectives of the extension of STDP is to improve access to proposed and potential development centers. RDA has identified Gatemanna, Mulkirigala, Angunakolapellessa and Keligana as potential development centers; and proposed
12-7 University of Moratuwa Economic Feasibility Study for Proposed ESH
International Port at Hambantota, proposed Hambantota new town, the proposed oil refinery and the proposed international airport at Weerawila as future development sites.
Table 12-6 : List of National roads crossing the proposed trace
Road Location Type of Intersection/ Distance Interchange from Godagama (km) A24 - Matara- Akuressa Road A Interchange 0 B 275 - Matara Hakmana Road B At grade Intersection 3.5 B284 - Devinuwara Yatiyana Road C Interchange 11.5 B141 - Beliatta Hakmana Road D A central Interchange with B154 - Beliatta-Walasmulla Road E access to both roads 26.0-27.0 B 410 - Tangalle Weeraketiya Road F Interchange 34.0 B 387 - Ranna Weeraketiya Road G Interchange 39.5 B548 - Ranna Angunakolapellessa Road H Interchange 47.0 A18 - Nonagama- Embilipitiya I Interchange 56.0 B562 - Mirrijjawila-Sooriyawewa Rd J Interchange 66.0 Hambantota-Gonnoruwa Road K At-grade end intersection 73.7
There are eleven national roads (A or B class) crossing the proposed trace between Godagama and Weerawila as given in Table 12-6. Except for two locations near Matara and Beliatte, the distances between these road crossings exceed six kilometers. Further, in order to provide access to the development centers identified below it is necessary to provide access to these roads from the expressway. One access at Beliatte would be sufficient as the two roads are very close to each other. Even though the distance from Godagama interchange is less than 4 km, access to B 275- Matara – Hakmana Road can be justified as Matara Town would require two access points in order to reduce traffic movements through the town centre.
Considering the operating speed on the proposed expressway and the expected vehicle mix on other main roads, it is necessary to have grade separate interchanges or fully controlled intersections at any point where access to the expressway is provided. It is recommended having grade separated interchanges (diamond type) at all of the 10 locations identified above, except at Hakmana Road crossing and at Hambantota Gonnoruwa Road.
At Hakmana Road (Location B) the topography is such that a grade-separated interchange would be difficult to design. Therefore, an at-grade signalized intersection, which appears suitable for this location, is recommended, especially since the existing elevation of the Matara-Hakmana Road on an embankment. However, it will be necessary to provide speed reduction measures on either side of this intersection. A speed limit of 80 km/h should be maintained closer to this at-grade signalized intersection.
The expressway will end at an intersection with the Hambantota- Gonnoruwa Road (Location K) which is anticipated to be widened to four-lane standard. In order to have provision for any future extensions of the ESH to Weerawila, and at-grade signalized intersection is recommended for this location.
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Geometries for other interchanges will have to be decided based on formation levels of the respective cross roads, the existing traffic flows and future traffic flow estimates when the ESH is in operation . It is considered advantageous to maintain uniformity in the intersection design s throughout the trace . Considering the relatively low traffic flow levels for the period 2001 to 2 026, the standard diamond interchanges could be considered for these locations. In order to minimize the earth -fill requirements for the proposed expressway interchanges, it is recommended to elevate (overpass) the cross (existing) roads and to keep all ra mps at the ground level whenever possible. Since, all off -ramps will be located downstream follow on -ramps, all ram entrances and exits could be designed as isolated ramps , where fill requirements would be minimal .
It is recommended to provide sufficient space at all interchanges for services such as bus stops/terminals, filling/service stations, rest area, restaurants etc. Access to these facilities should not be provided directly from the ramps, especially closer to the expressway end , but may be provide d from the cross road. However, bus stops may be located at the top of the ramp closer to the intersection of the cross road at a suitable downstream distance.
Figure 12-2 : Diamo nd Type Interchange Proposed for 8 locations
12.9 Minor Roads and Service Roads
In addition to the 11 National R oads identified above there are around 227 minor road crossings along the trace. Out of these around 1 14 are C and D Class roads managed by the Provi ncial council. It is necessary to provide un -interrupted passage for these C and D Class roads and any other important minor road . Balance will have to be connected through service roads run ning parallel to the expressway. Exact length and locations could be identified during the field verifications. It is therefore necessary acquire sufficient land for the provision of access roads in addition to the land
12-9 University of Moratuwa Economic Feasibility Study for Proposed ESH requirement for the expressway. In the STDP section around 60% of the trace has been provided with Service Roads at least on one-side.
The selection of the crossing facility as an overpass or underpass will depend on the formation levels of the expressway which in turn will be based on topographic and hydrological requirements (high flood level). It is also important to provide sufficient clearances for any structure above the expressway or any of the existing cross roads.
12.10 Operating Speed
The operating speed for the proposed road is based on a number of parameters. In the first instance it is based on the design sped, which has been considered as 120 kms/hr. However, this cannot be maintained across all sections due to variations in grade, type of intersection control method etc. In addition, 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 vehicle that will be considered for each of the traffic estimation years is given in Table 12-7. In addition a further adjustment of taking 90% of these speeds for heavy vehicles should also be considered.
Table 12-7: Calculation of Average Operating Speed (km/hr)
Design Average Average
Speed Intersection Speed Speed
(km/hr) Control Terrain at LOS C at LOS E A-B-C 80/120 IC/IS /IC Level 80 55 C-D-E 120 IC/IC/IC Rolling 80 55
E-F 120 IC/IC Rolling 80 55 F-G 120 IC/IC Level 85 60 G-H 120 IC/IC Level 85 60 H-I 120 IC/IC Level 85 60 I-J 120 IC/IC Level 85 60 J-K 120 IC/IS Level 85 60
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CHAPTER 13 SOIL AND GEOLOGICAL CONDITIONS
It is seen from the vertical alignment of the trace given as Figure 10-1 that the route crosses river valleys, flood plains, flat terrain and relative high grounds. Topography of Sri Lanka consists of three well marked pene-plains, a plain produced by long periods of weathering and erosion. The project area lies within the lowest pene-plain which surrounds the central hill country on all sides and is generally flat, sometimes gently undulating plain stretching down to the coast. The average height of the ground level in the lowest pene-plain is about 30m but rises inland to 100 to 150m in the isolated hills and hill ranges which lie scattered about.
As seen from the vertical alignment given in Figure 13-1, the highest elevation along the alternative routes is about 80m. These erosion remnants have stood out against the leveling process of nature largely because they are made up of strong weather resistant granatic rocks.
13.1 Geotechnical Concerns
In a project of this nature running through the lowest pene-plain, following geotechnical concerns should be considered at the pre-feasibility stage of the project:
1. Solutions for the following geotechnical/geological problems: i. Embankment construction on soft grounds; ii. Foundations for bridges and other structures; iii. Stability of slopes and earth retaining structures; and iv. Disposal of the construction waste. 2. Availability of construction materials such as: Fill material; Sand and aggregate (metal) in terms of both quality and quantity; and 3. Other concerns during construction stage such as: ground vibration due to rock blasting, ground vibration due to construction activities, soil erosion etc.
13.2 Data Collection & Analysis
It is very essential to obtain information related to the subsurface conditions along the route to propose design alternatives. As such, following data collection methods were adopted:
i. Drilling ten boreholes along the trace at selected locations. These ten locations were selected to obtain subsurface condition in the Nilwala basin, hilly terrain in the Gatamanna area, and near the Nilwala and Walawe rivers;
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ii. Available soil investigation data from the ADB section of the Southern Expressway project, proposed rail road extension from Matara to Kataragama (detailed soil investigation done up to Beliatta), and
iii. Other relevant information available such as geological maps, surface soil maps, location of existing metal and gravel quarries, experience of geotechnical engineering community in similar type of constructions in Sri Lanka etc.
In the economic feasibility study, following information related to geotechnical engineering are considered:
1. Solutions for the following geotechnical/geological problems:
i. Nature of the ground improvement method used for embankment construction on soft grounds;
iv. Type of foundations for bridges and other structures; and
v. The side slopes to be maintain during the construction of the highway through hilly terrain.
2. Availability of construction materials such as: Fill material; Sand and aggregate (metal) in terms of both quality and quantity.
13.3 Soil Types
The major soil types present at the ground surface along the route are:
I. Reddish brown earth & solodized solonetz soils in the undulating terrain; II. Red-yellow podozolic soils in the steeply dissected hilly terrain; III. Alluvial soils of variable drainage and texture in the flat terrain; IV. Bog and half-bog soils in the flat terrain; and V. Reddish brown earth with immature loom rolling and undulating terrain.
Table 13-1 shows the percentage of the length of the trace passing through different surface soil types.
Out of the soil types present within the project area, Bog and half-bog soils and Alluvial soils can pose geotechnical problems such as low bearing capacity and high compressibility. Bog soils are found at poorly drained locations of the coastal landscape and half-bog soil is usually fond at a little higher elevation than the bog soils. The main difference between the Bog and half-bog soil is the organic content, which is more than 30% for bog soil and between 15 – 30 % for half-bog soils. The presence of bog and half-bog soils within the project area is limited to the Nilwala valley. The routes cross the valley of the Nilwala river from the Godagama end.
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The ADB section of the STDP, which is under construction, runs through part of the Nilwala valley at its southern end. Due to the high thickness of the peat layers encountered within the Nilwala Valley, southern end of the Southern Expressway has required ground improvement using pre-loading with pre-fabricated Vertical Drains (PVD) as shown in Figure 21 in Appendix II. Therefore, similar ground condition could be expected within the Nilwala Valley of the ESH.
Table 13-1 : Percentages of different soil types along the trace
Soil type % of the total length Reddish brown earth & solodized solonetz soils in the 52.5 undulating terrain Reddish brown earth with immature loom rolling and 14.6 undulating terrain Red-yellow podozolic soils in the steeply dissected hilly 12.0 terrain Bog and half-bog soils in the flat terrain 10.4 Alluvial soils of variable drainage and texture in the flat 9.2 terrain Other 1.3
Soils in alluvial deposits are those that have eroded and got transported by rainwater. Soil particles, carried with the water flow as suspended material, settle when the speed of water flow is no longer sufficient to carry them. These deposits are generally of relatively narrow particle size range. Since river flow and location vary considerably over time, multiple zones of varying grain size are frequently encountered within a single deposit. These soils do not exhibit distinct horizontal strata and are usually unconsolidated unless subjected to removal of overburden. These soils are found in the flood plains of streams and texture varies from sandy to clay with colors varying from whitish to blackish.
Along the stretch of the road, where it passes through steeply dissected hilly terrain, slope stability must be given due consideration in the design stage. Moreover, the effects of rock blasting and other construction related activities on the stability of the natural slopes and other manmade structures should be considered as well.
13.4 Ground Improvement Methods for Embankment Construction on soft Grounds
The road trace runs through about 10.4% of its length through bog and half bog soils as shown in Table 13-1. Moreover, another 9.2% of the trace is through alluvial soils with variable drainage and texture. The ground improvement method suitable for different deposits along the trace primarily depends on the nature of the soft soil present, thickness of the soft soil layer, the depth of its presence and the height of the embankment. As shown in the soil map given in Figure 13-1, it is clear that the soft soil deposits are spread along the entire trace and the percentage of lengths of different soil types along the trace are shown in Table 13-1.
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Figure 13-1: Soil map in the project area with the proposed trace
13.5 Crossing of Nilwala River Basin
According to the soil map shown in Figure 13-1, one single deposit of about 5km in extent is present along the Nilwala Valley. Furthermore, on the section of the Nilwala basin, over which embankment construction has been done for the ADB section of the Southern Expressway, it was found that the road crosses low lying ground that was found to be underlain by very soft marine clays, organic clays and peats up to depths of 5 to 8m. Based on the in-situ vane shear test results, design shear strength variation of 10 kPa at the ground surface to 20 kPa at 8m depth was used for the southern end of the ADB section of the Southern Expressway from ch 59+485 to ch 61+040.
Furthermore, due to the large thickness of the soft soil layers encountered in the Nilwala basin (from ch 59+485 to 61+040 of the ADB section), ground improvement using preloading with Pre-fabricated Vertical Drains (PVD) was used in the STDP. This is expensive and therefore, the cost of the ground improvement method utilized in the Nilwala basin is a sensitive parameter in the feasibility study of the ESH project.
Five preliminary boreholes were proposed by the Geotechnical consultant of the study team to obtain the properties and the thickness of the soft soil layers and the depth to the bedrock in the Nilwala basin. The location map of the borehole locations are given in Figure16 in Appendix II
The final report on the subsurface investigation, consisting of drilling five boreholes in the Nilwala valley, was made available by the RDA and is given as Appendix III. The thickness of the layer of soft soil encountered at these five borehole locations are given in Table 13-2.
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Table 13-2 : Information of the five borehole locations within the Nilwala Valley
BH No Depth (m) Type of Soft soil Average SPT blow count 1 0 – 6.00 Gravelly clay, silty 7 clay 2 0 – 6.80 Peaty clay, and clayey 3 fine sand 3 0 – 9.00 Clay with little amount 2 of sand (Black), clayey sand (black), clayey sand & mica 4A 0 – 7.95 Silty clay with gravel particles, Medium to fine sand, poorly graded silty fine sand 5 0 – 3.45 Clayey fine sand, silt 6 & clay (black)
Out of the five boreholes drilled along the trace within the Nilwala valley, in only one borehole (BH2) was peaty soil encountered. In BH3, soft soil was encountered up to a depth of 9.0m but the soil mainly consisted of silty and sandy soils, which had relatively high coefficient of consolidation. Based on this information it could be concluded that an overpass as originally proposed across the Nilwala valley at the Inception Stage is not needed as far as the subsurface conditions observed through the initial site investigation program are concerned.
In the ADB section of the southern expressway, about 30% of the total length was improved using soft ground treatment techniques. Based on the experience of the Geotechnical Expert in the Team in similar terrains, it was assumed that only about 30% of the total soft ground encountered along the trace may need special soft ground improvement techniques such as preloading with PVD, replacement etc. Therefore, the total length of the highway requiring special ground treatment is considered to be about 5.22 kms. Other soft ground areas can be improved by preloading with the embankment together with a certain amount of surcharge, which will be removed before placing the wearing surface. This amounts to 229,680 square meters for an average of 3 meters height of embankment. With the cost of the soft ground estimated at rate of Rs 4,500.00 per square meter, which is based on the present STDP rates, the total cost amounts to Rs 1,033.56 million.
13.6 Foundations for bridges and other structures
The trace runs through about 200 rivers and channels at a frequency of 2 to 3 crossing per km. Therefore, the foundation for each of the crossing structures should be designed after a detailed soil investigation program. There are two major crossings of the trace at Nilwala river and Walawe river. The ten boreholes requested by the study team consist of three boreholes at these river crossings to determine the depth to the bedrock and the quality of bedrock at those locations. The depth to the bed rock and the quality of the bedrock at these river crossings are given in Table 13-3.
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Table 13-3: Depth to the bedrock and the quality of rock at major river crossings
River crossing Borehole No Depth (m) RQD (%) CR(%) Remarks Nilwala River BH 05 27.60 – 29.10 25 50 Highly fractured Walawe River BH 09 16.00 – 18.00 Nil 35 Weathered rock BH 10 15.50 – 18.00 12 42 Highly fractured
Highly fractured nature of the rock present at the top level of the bedrock should be considered in assigning end bearing capacity of bored piles for the bridges across both the rivers. A proper quality control program should be adopted during installation of the piles to ensure that the piles are properly socketed into competent bedrock.
13.7 Stability of the side slopes
During the meeting the study team had with the Consultants to the STD Project. It was revealed that based on the experience of the STDP, the maximum cut height in soil should be limited to about 15m to avoid problems associated with slope stability. However, near vertical slopes can be allowed in the excavation in bedrock. Moreover, the slopes in the soil should be maintained at about 1 (Vertical):1.5 (Horizontal) for most of the lateratic formations encountered in Sri Lanka.
In the ADB section of the Southern Highway, land acquisition had been done considering steep side slopes while assuming the presence of relatively shallow bedrock in the hilly terrain. However, during construction stage it had been found that the bedrock is found only at deeper levels than originally envisaged. With the acquisition already determined, it was not possible to have lesser slopes to stabilize the soil layers in cut. Hence expensive slope stabilization technique such as soil nailing had to be done.
The proposed ESH trace encounters the major hilly terrain at a distance of about 11km from Godagama, with the maximum elevation going up to about 80m above msl at 16kms. If longitudinal (vertical) alignment of the road can be maintained at a uniform gradient of about 1.6%, excavation for the road construction could be minimized. However, having a gradient over a long distance could have a detrimental effect on the design speed of the highway. Therefore, a suitable design should be proposed considering the vertical alignment of the road and the depth of excavation.
Site investigations that have been conducted for the Matara – Kataragama Railway Extension Project revealed that the depth to the bedrock varies very widely in similar hilly terrain. In some hillocks bedrock had been encountered at depth of even less than 5m, while at some other hillocks the bedrock was not encountered even at 25m below the existing ground surface. The study team suggested drilling of three boreholes in the Gatemanna area to approximately determine the depth of the bedrock. The Research & Planning Division of the RDA undertook this work also and the information revealed from these three boreholes is given in Table 13-4.
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Table 13-4 : Information borehole investigation from hilly terrain near Gatemanna
Borehole Type of soil Thickness of the SPT blow Remarks No encountered in overburden up to counts in the overburden the bedrock (m) the overburden 06 Silty sand 14.30 16 07 Silty clay, clay, silty 10.50 12 clay with mica, boulders 08 Lateritic clay, 14.50 15 Below 7.5m level clayey sand, penetration of the boulders SPT hammer was not possible
Based on the above subsurface information, it could be expected that the excavation through the hilly terrain would be mainly in subsurface soil and weathered rock layers. Therefore, only a limited amount of rock blasting may be required in this area and the cut slopes should be designed, at the design stage, assuming that the slope consists of residual soils.
Based on the experience gathered from the ADB section of the Southern Expressway, it is safer to assume side slopes of 1:1.5 during the economic feasibility stage. However, during the design stage stability of the cut slopes should be studied with more subsurface information gathered with detailed ground investigation information at closer intervals.
13.8 Availability of Construction Material
Availability of good quality construction material particularly rock and gravel fill material in appropriate quantities in the vicinity of the project area is a very important factor for economic feasibility of a project of this magnitude. Therefore, a survey of the metal quarries and gravel borrow areas was carried out to prepare a list of metal and gravel quarries within the project area.
The rock formations within the Matara, Hambantota and Moneragala districts mainly consist of hornblend biotite gneiss, granatic gneiss, charnockite and charnockite gneiss. Data from a comprehensive study carried out by the Urban Development Authority (UDA) to identify the Quarry sites within the Ruhunupura Nature City is given in Figure 17 of Appendix II and Section XV and XVI of Appendix I Moreover, rock and gravel quarries identified by the RDA are also given.
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CHAPTER 14 HYDROLOGY
The trace has to cross 11kms of Nilwala River Basin and a further 12 km length of Walawe River Basin. There are many irrigation and water crossings to be negotiated in these sections. As summarized in Table 4-5, there are around 200 natural streams and rivers to be crossed with a further 25 to 33 irrigation channels. Moreover, there are around 50 tanks within the 2 kms corridor. The water bodies and streams affecting the traces are shown in Figures 15a to 15d in Appendix II.
Due to the low elevation of the ground levels in certain areas, the proposed road will have to be taken along on an embankment. Accordingly, a large quantity of earth is required for the formation of the embankment. Therefore construction activities will have to be planned properly to prevent erosion of the fill material and siltation of marsh. It is necessary to construct canals and culverts where necessary to discharge drainage safely to adjacent water bodies.
The proposed ESH traverses across different types of land topography consisting of flood plains, wetlands and hilly terrains. The beginning at Godagama is in the wet zone and the end at Weerawila is in the dry zone. Due to the change of climate, there is a marked change of rainfall pattern and catchment characteristics within the proposed stretch. Due consideration has been taken in laying the trace, so as to have the least impact on the movement of water. ESH has to cross the flood plains of two large rivers, Nilwala and Walawe and numerous streams and water bodies. At each of these crossings, appropriate design will be adopted in such a manner that the hydrology of the area is not disturbed.
14.1 Hydrological Data & Analysis
Hydrological analysis comprises analysis of meteorological data assessing the rainfall intensities in the region and river flow data particularly river discharge and water levels. The rainfall data and catchment characteristics have been collected from the available records, plans and visit to site. From the rainfall – runoff analysis, design discharges at the required locations is evaluated and possible flood levels estimated by river flow data for a given return period. The Intensity – Duration – Frequency (IDF) Curves for the different areas have been worked out for application in the design of culverts, bridges and other structures. Catchment areas of rivers and streams ascertained with the help of 1:50,000 or 1:10,000 scale maps available with the Survey Department. All existing reports, drawings and plans that have been prepared for other projects in the vicinity have been referred to supplement the available data.
Hydrological analysis is based on meteorological data, assessing the rainfall intensities in the region and river flow data particularly river discharge and water levels. The rainfall data and catchment characteristics have been collected from the available records, plans and visit to site.
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From the rainfall – runoff analysis, design discharges at the required locations have been computed and possible flood levels estimated by river flow data for a given Return Period. The Intensity – Duration – Frequency (IDF) Curves for the different areas are worked out for application in the design of culverts, bridges and other structures. Finally the optimum waterway that has to be provided across the road trace is computed for the Detail Design.
Appropriate design has been adopted by attending to the following tasks:
• Identify the topography that consists of flood plains, wetlands and hilly terrains. • Familiarize with the climatic and catchment characteristics inherent with the change over from wet zone to dry zone. • Analyze the intensity, duration and frequency of rainfall at each of the important locations. • Ascertain the permeability of soil, slope of ground, and land use pattern with a view to derive a realistic discharge across the road trace. • Obtain river flow data and corresponding water levels.
Analysis of above data will decide the appropriate structure that has to be provided across the road trace. Most of them would be minor crossings of natural streams and irrigation channels.
Some of the challenges will be the crossing of the Kiralakele marsh at Thudawe in Matara, Station 0 to 3 km of Nilwala flood plain, Station 58 to 60 km of Walawe flood plain and Walawe left bank channel system. There will also be some interference with irrigation tanks such as Kekanadura tank in Matara and Ridiyagama tank in Ambalantota.
14.2 Hydrology of the Project Area
14.2.1 Rainfall
Annual average rainfall in the project area varies from 1500 mm to 2000mm. Rainfall during Southeast monsoon and second inter-monsoon (May-September and October- November) is relatively high. This area belongs to the hydrological Intermediate Zone of Sri Lanka.
14.2.2 Temperature
Temperature records are available only at Galle and Hambantota weather stations maintained by the department of meteorology. Monthly average temperature at these stations together with mean diurnal range is given in Table 14-1. These average values are based on temperature records from 1961 to 1990.
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Table 14-1: Monthly Average Temperature ( 0C) 11
Location Jul Oct Jan Apr Feb Mar Jun Sep Dec Nov May Aug Year
Galle 25.9 26.5 27.3 27.7 27.6 27.1 26.7 26.5 26.6 26.4 26.3 26.1 26.7 6.2 6.9 6.7 5.8 4.3 3.8 3.8 3.7 3.8 4.6 5.5 6.0 5.1 Hambantot 26.3 26.6 27.4 28.1 28.1 27.8 27.7 27.3 27.2 27.1 26.7 26.4 27.2 a 7.0 7.2 7.0 6.2 5.2 5.1 5.9 5.5 5.4 5.8 6.2 6.3 6.1
14.2.3 Relative Humidity
In general daytime humidity is considerably lower than the night-time humidity. Relative humidity in the area varies from 70 % to 80 % in day-time and 80% to 90% in night-time. Relative humidity records are available only at Galle and Hambantota weather stations of the Department of Meteorology. Table 14-2 is monthly average variation of relative humidity at these two stations. The values are based on relative humidity records from 1961 to 1990.
Table 14-2: Monthly Average Relative Humidity 12
Location Jul Jul Oct Jan Apr Feb Feb Mar Jun Sep Dec Nov May May Aug Galle Day 76 73 73 76 80 82 82 81 81 80 78 77 Night 88 87 87 88 86 85 87 86 86 88 90 90 Hambantota Day 73 73 72 75 78 78 75 76 77 77 77 76 Night 87 87 87 87 87 86 86 86 87 87 89 88
14.2.4 Wind Speed
Closest wind measurement station is at Hambantota. Average wind speeds during Northeast monsoon (Dec. to Feb.), first inter-monsoon (Mar. to Apr.), Southwest monsoon (May-Sept.) and second inter-monsoon (Oct. to Nov.) are 22 km/hr, 15 km/hr, 23 km/hr and 19 km/hr.
14.2.5 Stream Network & Drainage Pattern
Mainstreams that drain across ESH are given in Table 14-3.
11 Source: Climate of Sri Lanka, Department of Meteorology (1992) (an unpublished document) 12 Source: Climate of Sri Lanka, Department of Meteorology (1992) (an unpublished document)
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Table 14-3: Main Streams that Drain Across ESH
Station (Approximate) River Name 3+500 Nilwala River 28+500 Kirama Oya 52+100 Kuchigal Aru 41+150 Uruboku Oya 59+600 Walawe River 77+000 Malala Aru
14.2.6 Available Topographic Maps
Topographic maps at scales1: 50,000 and 1:10,000 are available. 1:50,000 topographic maps contain contours at 100 feet interval, major streams and flood plains, flood protection bunds, reservoirs, roads, towns, land use etc. 1:10,000 maps (available in digital form as well) containing contours at 5m interval, spot levels at some places, marshes, forests, paddy fields, gardens, cultivation boundaries, reservoirs, flood protection bunds, major irrigation canals, roads, buildings, bridges and other structures etc.
14.2.7 Catchment Areas
Upstream catchment areas of all major streams and minor streams crossing the ESH visible in 1:50,000 topographic maps and 1:10,000 maps were delineated. Details of the catchment areas are given in Table14-4 as a sample.
Table 14-4: Catchment Areas of Streams Draining Across the Proposed ESH
No. Station Catchment Area Km 2 Hectares 1 5+000 0.82 81.80 2 5+500 0.21 20.90 3 6+000 and 7+250 13.99 1399.00 4 8+000 0.29 28.60 5 9+060 1.45 145.00 6 10+0460 0.27 26.70 7 10+0775 0.18 18.20 8 11+0225 27.21 2721.00 9 11+0530 0.12 12.00 10 12+000 0.05 5.10 11 12+273 0.05 4.50 12 12+550 0.25 24.80 13 12+735 0.03 3.30 14 12+950 0.35 35.30 15 13+100 0.07 7.10 16 13+550 10.83 1083.00 17 14+050 0.08 7.80 18 14+770 0.04 4.20 19 16+553 1.28 128.00
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14.3 Hydrometric Data & Sources
14.3.1 Rainfall (Point Rainfall)
There is 11-point rainfall measuring stations in and around the project area maintained by the Department of Meteorology. These are shown in Table 14-5.
Table 14-5: Rainfall Measuring Stations
Station ID Weligama 01MT0537 Matara 01MT0319 Kekanadura 01MT0232 Tihagoda 01MT0496 Mapalana 01MT0311 Dandeniya 01RT085A Kaburupitiya 01MT0202 Ellewela 01MT0109 Tangalle 01HT0490 Bata-Ata 01HT0037 Denagama 01MT0085
14.3.2 Rainfall Intensity Duration Frequency Curves
Rainfall Intensity Duration Frequency Curves are available at Galle and Hambantota District (Figure 14-1). It is assumed that the IDF Curve for Galle District is applicable for Matara District as well and the Curve for Hambantota is used for the balance stretch of the ESH. When carrying out computations to obtain the required width of waterway, the Rainfall Return Periods have been used in the following manner:
• 100 year Return Period: For major rivers and natural streams • 50 year Return Period: For minor streams, drains and channels
14.3.3 Runoff Coefficients
Values for the runoff coefficients can be obtained from table in Chow V.T., Applied Hydrology, Mc-Graw-Hill International Editions (1988)) However it will be necessary to study each catchment area in detail and break the catchment areas into several sub catchments for which individual runoff coefficients could be applied.
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RAINFALL INTENSITY DURATIOIN FREQUENCY CURVES STATION GALLE
250
200
150
100
Rainfall Intensity(mm/hr) Rainfall 50
0 0 10 20 30 40 50 60 70 2yr: I= 1806*[t+35}^-0.78257 Duration (min) 10yr:I= 3861*[t+48]^-0.82798 50yr:I= 5933*[t+55}^-0.84987 100yr:I=6471*[t+55}^-0.84823 2Yr 10Yr 50Yr 100Yr
RAINFALL INTENSITY DURATIOIN FREQUENCY CURVES STATION HAMBANTOTA
250
200
150
100
Rainfall Intensity (mm/hr) Rainfall 50
0 0 10 20 30 40 50 60 70 2yr: I= 1566*[t+17]^-0.82985 Duration (min) 10yr: I= 3074*[t+32]^-0.85164 50yr: I= 4848*[t+42]^-0.87402 100yr: I= 5618*[t+45]^-0.88033 2Yr 10Yr 50Yr 100Yr
Figure 14-1 : Intensity –Frequency –Duration Curves for Galle and Hambantota
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14.4 Other Climatic Data
14.4.1 Sunshine hours
Lengths of day and night are not very different throughout the year in Sri Lanka due to its close proximity to the equator. Monthly average number of bright sunshine hours per day at Hambantota (which is the closest station where the sunshine data is available) is given in the Table 14-6.
Table 14-6: Monthly Average Number of Bright Sunshine Hours per Day at Hambantota 13
Jan Feb Mar Apr May Jun Ju l Aug Sep Oct Nov Dec Year 6.7 7.7 8.2 7.6 6.6 5.8 6.0 6.5 6.6 6.6 6.8 6.4 6.8
14.4.2 Evaporation
According to Climate of Sri Lanka, Department of Meteorology (1992) (an unpublished document), average annual evaporation in the project area varies from 1600 mm (At Matara) to 1800 mm (at Beliatte).
14.4.3 Flow Gauging
There are only 3 flow gauging stations (Table 14-7) within the project area. They are at Pitabeddara, Bopegoda and Thudawe Pumping Station within the Nilwala Ganga catchment. These gauges are maintained by the Irrigation Department.
Table 14-7: Flow Gauging Stations
Data availability From To Pitabeddara 1975 To date Bopegoda 1967 To date Thudawa 1997 2006
13 Source: Climate of Sri Lanka, Department of Meteorology (1992) (an unpublished document)
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14.5 Possible Drainage Related Environmental Impacts from Construction
14.5.1 Flooding and Drainage
Low-lying areas within the Nilwala Ganga flood plain (Station 0+000 km to 3+600 km), Galtota Ele flood plain (Station 7+000 km to 10+000 km), Kirama Oya flood plain (Station 27+500 km to 29+000 km), Urubokka oya flood plain (Station 41+000 km to 41+500 km), Kuchigal Aru flood plain (Station 51+000 km to 51+500 km), Walawe River flood plain (Station 58+000 km to59+750 km) and Malala Aru flood plain (Station 76+500 km to 78+500 km) undergo flooding almost once in a year. The proposed road trace crosses two major tributaries of the Nilwala River at Diyagaha and Aparekka. There are also some minor patches of marshy areas with poor drainage within the Nilwala flood plain, at Mahakenda and Uduwa East. Most of these areas are silted and covered with vegetation. The computed flood levels are given in Table 14-8:
14.5.2 Erosion problem
No significant erosion problems are observed in the area.
14.5.3 Project Induced Impacts
General
It is expected that ESH would affect the surface flow, which is passing across the proposed trace due to the obstruction of flow paths. This can create local flooding unless adequate culverts/bridges are provided. The stretch of road that is going over the low- lying areas is about 26km (30% of the total length of 87 km) [This should be 22km (30% of the total length of 87km). This length was obtained from the 1:50,000 scale topographic maps.
Flooding
Nilwala and Walawe are the major rivers crossing the trace. The proposed road trace can cause blockage of flood water creating a significant impact on flooding if sufficient opening is not provided. Flood levels at the up-stream side of the low-lying areas will also increase if sufficient openings are not provided to maintain the natural sheet flow pattern of flood water
Critical Segments & Site Specific Drainage Problems Owing to ESH
• Nilwala flood plain (Station 0+000 km to 3+600 km) • Kirama Oya flood plain (Station 27+500 km to 29+000 km) • Uruboku oya flood plain (Station 41+000 km to 41+500 km) • Kuchigal Aru flood plain (Station 51+000 km to 51+500 km) • Walawe River flood plain (Station 58+000 km to 59+750 km)
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• Malala Aru flood plain (Station 76+500 km to 78+500 km)
Impacts on Irrigation Schemes
In addition to the paddy lands there are several irrigation schemes that cross the proposed trace, These include Aranwella (Station 27+500 km to 29+000 km), Thalamporuwa (Station 41+000 km to 41+500 km), Gurunnahengedara (Station 45+500 km to 47+000 km), Mulana (Station 51+000 km to 51+500 km) and Weerawila (Station 79+500 km to 87+00 km).
Table 14-8 : Computed Flood Level
Flood level m MSL(100 yr return Chainage period) 0+000 3.85 Niwala River 3+500 3.50 5+000 3.65 6+000 3.75 8+000 3.95 10+000 4.15 11+000 4.25
22+000-23+000 44.50 24+500 44.50 26+350 12.20 27+000 12.10 Kirama Oya 27+750 -30+000 12.00 34+000-36+000 21.00 37+000 29.50 39+000-40+000 21.50 Uruboku Oya 40+000-42+000 16.50 44+000-45+000 17.50 45+000-46+000 15.50 47+000-48+000 Kuchigal Aru 51+000-52+000 10.00
Walawe River 56+000-61+000 10.00 64+000-65+000 9.5 66+000-69+000 22.50 70+000-70+700 25.00 71+700 - 72+000 25.50
14.6 Proposed Mitigatory Measures and Related Activities for Project Induced Drainage Impacts
14.6.1 Flooding
It is observed that flooding is a baseline occurrence. Nevertheless the ESH should not aggravate flooding. The following mitigatory measures are proposed.
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• Carry out systematic hydrological / hydraulic design and provide flood openings for all streams and other places in the flood plain. • Liaise with Irrigation Department and Provincial Irrigation Engineer etc. and obtain their approvals. • If necessary, recommend channel improvements to alleviate baseline flooding.
14.6.2 Irrigation Schemes
• Liaise with farmers, Irrigation Department, Provincial Irrigation Engineer and Agrarian Service Officers before planning new constructions. • Identify the impact on irrigation schedules by making the existing canal network and structures on the plan of drainage. • Propose new structures and channels for the affected ones.
14.7 Recommended Methods for Hydrologic & Hydraulic Design of Culverts Bridges
In order to successfully carryout the hydrologic and hydraulic designs of the ESH, it is useful to study in detail, the recent design revisions carried out for Southern Highway, especially the JBIC section (Kottawa to Kurundugahahetekma) as similar problems and conditions may apply.
14.7.1 General Hydrologic and Hydraulic Computations
Rational Formula
Rational formula is widely used in Sri Lanka to estimate discharges due to known rainfall intensity in small catchments with no retentions or detentions. There should be no backwater effects or other down stream restrictions to use the rational formula. Runoff coefficients have been widely used with the rational formula in similar projects. In inferring runoff coefficient, the terrain and soil properties should be taken into account.
Rational Formula is given by the equation: Q = CIA / 360
Where Q is flow in cubic meters per second
C is Run-off Coefficient expressing the fraction of the rainfall that is assumed to become direct run-off.
I is Rainfall Intensity in millimeters per hour for a duration corresponding to the Time of Concentration for the catchment area and having appropriate recurrence period.
A is the Drainage Area in hectares.
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Time of concentration T = Overland flow time t o + Drain flow time t d
T = to + td
= t o + L/60V
Where L = Length of the longest water course (m)
V = Velocity in m/sec
To= Over land flow time assumed to be 10 minutes
Manning’s Formula
Manning’s formula is widely used in Sri Lanka to estimate the canal cross-sections and the openings of culverts where the flow is approximated to be normal flow under gravity. No backwater effects or pressurized flow is allowed. Drain Capacity is calculated using the Manning’s Formula as given below for the appropriate Return Period
Q = 1.A.R 2/3 S ½
n
Where Q = flow in m 3/sec
n = Manning’s Roughness Coefficient
R = Hydraulic gradient of drain
A = Cross sectional area of flow in m 2
14.7.2 Advanced Methods
Backwater effects due to bridge constrictions:
Whenever the ESH crosses a flood plain of a river, the natural sheet flow of the flood through the flood plain is disturbed. An opening at the waterway is not enough to transfer the water to the downstream side during a flood. Additional head up in the upstream side is necessary to increase the flow speed to force the flow through the narrow opening at the waterway. This heading up is called the backwater effect and the ultimate result is increasing the inundation area in the upstream.
Backwater Computations by General Methods
Rational formula and Manning’s formula are not applicable in the presence of backwater effects. Two methods are widely used in Sri Lanka to calculate opening sizes of hydraulic structures subjected to sub-critical flow or backwater effects due to downstream restrictions. The simple method based on the sub-critical flow through
14-11 University of Moratuwa Economic Feasibility Study for Proposed ESH constrictions given in the textbook Chow V.T., Open Channel Hydraulics, McGrew Hill International (1959) is used to get a quick estimate of the amount of head up due to a predefined percentage of downstream restriction. However it is not intended to resort to these methods in this instance due to lack of time and resources. During the detail design stage these methods may have to be adopted.
Use of Hydrologic & Hydrodynamic Models for Backwater Calculations:
In a more complicated system with several interconnected flood plains, more than one opening in the embankment, different resistance parameters in the flood plain and waterway etc. the above simple method of backwater calculations may not give accurate results. In addition it cannot calculate the variation of flood levels and discharges with time. In such situations a hydrodynamic model may have to be used. HEC RAS developed by the US Army Corps of Engineers and MIKE11 modelling system developed by the Danish Hydraulic Institute have been used in similar projects in Sri Lanka.
In carrying out detailed hydrological model studies, the following data are required.
(1) Cross sections and spot levels of the streams and flood plain. (2) Water level records during extreme floods. (3) Derivation of 100 year rain event
However in this instance it is not intended to resort to model studies due to lack of time and resources. Conclusions will be arrived at by critical examination of data to be obtained from the Irrigation Department and other agencies, inquiries from concerned people and visit to site.
14.7.3 Hydraulic Specifications for Culverts & Bridges
Following guidelines used by the Road Development Authority in construction of highways will be followed in this study.
Full Supply Depth
The Full Supply Depth should be taken from flow records in the stream at the intersection point or by judgement supported by knowledge on characteristics of catchment, rainfall intensities, backwater effects, previous flood records in the area etc.
Free Board
This will be adopted in the following manner:
• For minor canals - 15% of full supply depth.
• For bridges - In accordance with guidelines of the Road Development Authority.
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Allowable Backwater & Head up
No strict guidelines are available but depend on allowable upstream inundation, effect on pumping stations in the inundation area, number of houses under going inundation, flood levels on the roads in the inundation area, flood recession time etc. Further the additional amount of head up should be acceptable to the Irrigation Department in Nilwala flood plain and to the Agrarian Department and Southern Provincial Irrigation Engineer in the other areas.
Minimum Culvert Sizes
No strict guidelines are available, however for easy maintenance minimum of 1200 mm diameter pipes and 1 m box culverts may be used.
Runoff Coefficients
Runoff coefficients are widely used in Sri Lanka to estimate the stream flow rates. For large catchment areas, compound runoff coefficient should be calculated based on terrain and soil features.
Catchment Slopes
Catchment slopes may be determined from the 1:10,000 or 1:50,000 topographic maps.
14.7.4 Design discharge and dimensions of cross drainage
Calculation of design discharge and proposed dimension of cross drainage structures are shown in the Section XVIII of Appendix I.
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CHAPTER 15 PAVEMENT DESIGN
15.1 For mation Level of the Highway
Highway elevation and the layout have been determined considering the high flood level, geometric standard and the stability of the cut and fill sections. Consultants of the ADB section and the JBIC section of STDP projects reco mmended 15 m or less cut slopes for the proposed extension at the discussion of the team with them. They have experienced major failures in the deep cut sections during the constructions and after constructions. They have determined that 1: 1.5 slope is r equired for stability of the slopes.
Longitudinal slope along the trace has been maintained at grades of 2% or less wherever possible subject to a maximum of 3% for short distances . To minimize the deep cut slopes in the sections, gradient of certain sec tions would be high but the length of the gradient was less than the critical lengths as specified in the AASHTO (Figure 15- 1). Reduction of heavy vehicles speed at the grade should be 10 km/h or less to maintain the designed level of service. Spreadsheet attached in the Table A of Appendix IV shows the existing and the proposed level of the road trace for every 10 metre intervals along the entire length of the trace .
Figure 15-1 : Critical length of gradient14
14 Source: A Policy on Geometric Design of Highways and Streets, AASHTO
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15.2 Earth Work and Pavement Materials
The road trace has been subdivided into three categories; marshy, low land and high land, according to the contours and the vegetation. Cut volume of the trace will be significant in the section from Hakmana road to Belliatta (B-D) and negligible in the other sections. Fill volume was estimated by taking the road elevation as 1m above the high flood level and keeping the clear height of the underpasses and overpasses. Minimum highway elevations at underpasses are shown in the Table 15-1. Clear height and the structure height at overpasses were considered as 7.2 m and 2m respectively.
The formation level of the highway was decided after examining the hydrological and geological features of the selected trace. It was decided to maintain a maximum cut depth of 20 meters and where it exceeds more than that it was assumed those section could be avoid by realigning the trace with minimum change to the horizontal alignment of the trace or carried out if the soil conditions allowed for such depths of cut without adverse effects such as extensive rock blasting. Large depths of cut are found from 11 th km to 30 th km within a section of mountainous terrain. Almost al the other areas are found as filling area even though there are some isolated high lands are found along the trace towards Ambalantota and Hambantota. The earthworks have been computed by maintaining a formation level that has minimized the overall amount of imported fill material. Moreover, the longitudinal gradients have been maintained between -3% and 3% to ensure expressway operating conditions. Cut and fill heights also considered the different types of road crossings. However, in order to minimize the deep cut slopes in the sections, gradient of certain sections (at underpasses/overpasses) needs to be maintained at high gradient 3-5% for a specified length according to AASHTO.
Earth cut and fill volume also took into account providing both underpasses and overpasses. Overpasses were introduced for crossing roads at places where the flooding is not significant. The resulting longitudinal section of the trace with existing profile and formation level is shown in Figure 15-2. It should be noted that the areas of deep cut of depth of over 20 metres have to be investigated or avoided at detailed planning stage.
Table 15-1 : Highway Elevation at under passes
Under passes Clearance, m Structure height, m Highway Elevation, m A and B 6.4 1.0 7.4 C 5.0 1.0 6.0 D 4.5 1.0 5.5 E 2.5 1.0 3.5 Water Crossing 1.0 1.0 2.0
15.2.1 Embankment
Road embankments are to be constructed using soil, weathered rocks, and soils and rocks mixtures. It is intended that all the material required for the subgrade constructions originated from the alignment’s cut sections and borrow pits alongside the alignment.
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Embankments are constructed in layers which shall be compacted to achieve the specified compactions.
The test results of the ADB section of STDP project showed that all the soils types encountered possessed CBR values above 5% with the majority being the order of 8%. The testing and compaction standard used for determination of the CBR test has been AASHTO T-180
Earth work costs
Excavation and stockpile for top soil, sq.m = Rs 40
Excavation for cut sections, cu.m = Rs 200
Furnish and place topsoil, cu.m =Rs. 1000
The embankment over soft areas shall be constructed following the applicable ground improvement techniques (see section on Geotechnical Design)
15.2.2 Sub-base Layer
The material used shall be aggregate, as dug soils, or materials obtained by blending two or more soils or a mixture of crushed aggregate and crusher dust or weathered rock meeting the sub-base specifications. The sub-base shall be constructed to the full width of the embankment (carriageway plus shoulders). The sub-base shall be formed to ensure a pavement drainage conduit layer. The maximum Plasticity Index for sub-base material shall be 6%. The upper sub-base and lower sub-base (capping layer/ improved sub-grade) shall be compacted to not less than 98% and 95% of the maximum dry density respectively of the material as determined by AASHTO T-180
Some of the weathered rock samples tested showed high CBR values (AASHTO-T-180 compaction) in the range of 60% at ADB section of STDP project. For the purpose of the pavement design, a single layer sub-base of minimum 30% four days soaked CBR has been used (AASHTO T-180).
15.2.3 Base Course
The material used shall be crushed rock aggregate with a minimum of 80% CBR for the base course construction. The layer thickness of the base course has been kept uniform between two interchanges. Variations in pavement strength requirement between locations of different traffic loading will be adjusted through the thickness of the sub-base layer to economize the design.
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150 Existing Ground Level Formation Level Based on Gradients 125
100
75 Level (m) Level
50
25
0 5000 10030 15060 20090 25120 30150 35180 40210 45240 50270 55 300 60330 65360 70390 Distance (m)
Figure 15-2 : Ground Profile and Formation Level
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15.2.4 Asphaltic Concrete Course
The asphaltic concrete surfacing consists of furnishing materials, mixing at a central mixing plant, and spreading and compacting asphaltic concrete course on an approved base course. The asphaltic concrete shall be placed in two layers; Binder course and wearing course. Binder course should be a lean binder course and be placed as soon as possible after the placement of base course. It will function as a temporary surfacing till most of the construction work is completed.
The wearing course should be placed at least 60 days after placing the binder course. The wearing course shall be of richer binder content and laid correcting the minute settlements of the binder course. The use of 60-70 Penetration Grade Bitumen is recommended since it has moderate flow characteristics in tropical temperatures.
15.3 Pavement Thickness Design
Transport Research Laboratory Road Note 31 which had been named as Transportation Road Research Laboratory Road Note 31(TRRL) has been widely used in pavement design in Sri Lanka. TRL Road Note 31 (RN31) fourth edition (revised in 1993) was based on the experience of more than 30 tropical and sub tropical countries. In RN 31, pavement structural sections are defined for combinations of a traffic class and a sub- grade strength class. Under each traffic class, there are six pavement sections, one for each sub-grade strength class.
The AASHTO method has adopted the Structural Number concept for the design of a pavement to carry a specified traffic loading in terms of equivalent passes of a standard axle (ESAL). The structural number in turn depends on the values of the layer strength coefficient and the respective layer thicknesses that form the pavement over any particular sub-grade.
It is recommended to use Road Note 31 for the road sections that experienced less than 30 millions ESALs and AASHTO method when traffic is more than 30 millions standard axles. The pavements in JBIC sections and ADB section was designed using the RN 31. The design of base and sub base was for a 20 year design period and that of the asphaltic layer for a design period of 10 years in ADB section. However, design cross sections were adjusted using structural number concept to satisfy the both criteria.
15.4 EASL Forecasts
Cumulative ESAL’s for the design period of 10 years and 20 years have been estimated for the each section of the trace for Scenario 3 15 which has the highest flow rates. Table 15-2 and 15-3 show the cumulative ESAL’s for 10 years and 20 years periods
15 See Chapter 8 on Traffic Analysis
15-5 University of Moratuwa Economic Feasibility Study for Proposed ESH respectively. Traffic growth factors for design periods were estimated using the projected traffic.
Table 15-2 : Cumulative ESALs for both directions (10 years)
Medium Good Heavy Good Vehicles Buses Section Vehicles MGV HGV Ave. Estimated ESA ESAL
2021 2011 Grow 2021 2011 Grow 2021 2011 Grow th th th Rate Rate Rate A-B-C 2907 1652 0.06 3351 1404 0.09 2997 1952 0.04 1.39 35,614,004 C-D-E 2884 1592 0.06 3636 1430 0.1 2841 1849 0.04 1.41 36,161,842 E-F 2710 1468 0.06 3541 1336 0.1 2517 1642 0.04 1.43 34,013,476 F-G 2497 1344 0.06 3282 1214 0.1 2306 1503 0.04 1.43 31,229,051 G-H 2249 1211 0.06 2925 1072 0.11 2102 1370 0.04 1.41 27,920,934 H-I 1696 908 0.06 2264 841 0.1 1537 999 0.04 1.44 21,369,285 I-J 1729 921 0.07 2406 900 0.1 1529 994 0.04 1.46 22,296,789 J-K 1376 760 0.06 1611 633 0.1 1269 825 0.04 1.41 16,470,858
15.4.1 Vehicle Equivalency Factors
The vehicle equivalency factors made available by the RDA are shown in Table 15-4. The maximum value as reported for each type of vehicles has been used to convert the traffic to equivalent standard axles. ADB section of the STDP project selected the design ESA per heavy vehicle as 1.83 based on the Axle Load Surveys data on A2 road at three locations during the period 1994-1998. The Average ESA calculated under these same assumptions for heavy vehicles for design period are shown in Table 15-4.
Table 15-3 : Cumulative ESALs for both directions (20 years)
Section Medium Good Vehicles Heavy Good Vehicles Buses Ave. Estimated MGV HGV ESAL 2031 2011 Growth 2031 2011 Growth 2031 2011 Growt ESA Rate Rate h Rate
A-B-C 4838 1652 0.06 8825 1404 0.1 4625 1952 0.04 1.39 112,519,561 C-D-E 4872 1592 0.06 9988 1430 0.1 4389 1849 0.04 1.41 117,715,133 E-F 4686 1468 0.06 10280 1336 0.11 3880 1642 0.04 1.43 114,366,907 F-G 4348 1344 0.06 9676 1214 0.11 3556 1503 0.04 1.43 105,961,069 G-H 3927 1211 0.06 8701 1072 0.11 3242 1370 0.04 1.41 95,044,527 H-I 2962 908 0.06 6688 841 0.11 2377 999 0.04 1.44 72,747,306 I-J 3027 921 0.06 7121 900 0.11 2364 994 0.04 1.46 76,304,340 J-K 2362 760 0.06 4529 633 0.1 1961 825 0.04 1.41 54,004,197
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Table 15-4 : ESA values for various vehicle types 16
Vehicle type No. of axles/wheels ESA Heavy goods vehicles >2 / >6 1.30 – 2.45 Medium goods vehicles 2 / 6 0.65 – 1.68 Light goods vehicles 2 / 4 0.01 Long buses 2 / 6 0.23 – 0.37 Mini buses 2 / 6 0.01 – 0.17
15.4.2 Computation of the number of Standard Axle Passes
The number of standard axles expected to be carried by the segments of the highway from Godagama to Badagiriya Road in Hambantota have been estimated using the estimated traffic and Vehicle Equivalency factors as described in Section 15.4 and 15.4.1 respectively. Table 15-5 shows the estimated ESAL for both directions for the design periods.
15.4.3 Estimation of sub-grade strength and Traffic classes
It is required to accurately estimate the sub-grade CBR values for the sections (between interchanges). Improved sub-grade shall be constructed using material exhibiting CBR of 15%. The Sub-grade strength classes S4 (CBR8-14) specified in RN 31 would be more appropriate for the pavement design. However, it is recommended that more accurate determination of the sub-grade CBR specific to each particular section between interchanges should be done at the earth works and embankment constructions.
Traffic classes for the sections between interchanges were based on the estimated traffic as described in Chapter 8. The lane distribution factor of 0.5 was considered in determining the design lane traffic volume. Tables 15-5 and 15-6 show the layer thickness and equivalent structural number according to AASHTO guidelines.
16 Source: Road Development Authority
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Table 15-5 : Layer thickness for 10 years design period
Section Estimated Design AASHTO TRRL Road Note 31 Layer Thicknesses Equi- Adjusted Layer Thickness Equi- ESAL Lane Design, valent valent ESAL Structural SN SN Number (SN) Subgrade Traffic H1 H2 H3 H1 H2 H3 Class Class
A-B-C 35,614,004 8,903,501 3.8 S4 T6 100 200 175 3.57 100 250 175 3.85 C-D-E 36,161,842 9,040,461 3.8 S4 T6 100 200 175 3.57 100 250 175 3.85 E-F 34,013,476 8,503,369 3.8 S4 T6 100 200 175 3.57 100 250 175 3.85 F-G 31,229,051 7,807,263 3.8 S4 T6 100 200 175 3.57 100 250 175 3.85 G-H 27,920,934 6,980,233 3.7 S4 T6 100 200 175 3.57 100 250 175 3.85 H-I 21,369,285 5,342,321 3.6 S4 T5 SD 200* 200 3.48 SD 200* 200 3.48 I-J 22,296,789 5,574,197 3.6 S4 T5 SD 200* 200 3.48 SD 200* 200 3.48 J-K 16,470,858 4,117,714 3.4 S4 T5 SD 200* 200 3.48 SD 200* 200 3.48
Table 15-6 : Layer thickness for 20 years design period
Section Estimated Design AASHTO TRRL Road Note 31 Layer Equivalent Adjusted Equi- ESAL Lane Design, Thicknesses SN Layer Thickness valent ESAL Structural Subgrade Traffic H1 H2 H3 H1 H2 H3 SN Number (SN Class Class A-B-C 112,519,561 28,129,890 4.5 S4 T8 150 250 175 4.69 150 250 175 4.69 C-D-E 117,715,133 29,428,783 4.5 S4 T8 150 250 175 4.69 150 250 175 4.69 E-F 114,366,907 28,591,727 4.5 S4 T8 150 250 175 4.69 150 250 175 4.69 F-G 105,961,069 26,490,267 4.4 S4 T8 150 250 175 4.69 150 250 175 4.69 G-H 95,044,527 23,761,132 4.4 S4 T8 150 250 175 4.69 150 250 175 4.69 H-I 72,747,306 18,186,827 4.2 S4 T8 150 250 175 4.69 100 200* 200 4.96 I-J 76,304,340 19,076,085 4.2 S4 T8 150 250 175 4.69 100 200* 200 4.96 J-K 54,004,197 13,501,049 4 S4 T7 125 225 175 4.13 50 200* 200 4.12
• H1, H2, H3 Surface, base and sub-base respectively SD: Surface dressing
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15.4.4 Estimation of Pavement Construction cost
The cost of the pavement construction is based on the pavement cross-section as determined for the sub-grade class and relevant traffic class. Construction cost for each layer was based on the BOQ prepared for the JBIC package 2 in March 2006.
• Asphalt concrete wearing course, mt = Rs 4264 • Asphalt concrete binder course, mt = Rs 3733 • Aggregate Base course, cu.m = Rs 2096 • Sub-base, cu.m = Rs.1878 • Asphaltic prime coat, lit = Rs. 55
Emulsified tack coat, lit = Rs 41
Road work cost was estimated for a unit area using the above rate with a 38% price escalation.
• Sections A-H = Rs. 1853/ sq.m • Sections H-K = Rs. 1662/sq.m The total cost of road works is therefore estimated at Rs 2999,175,840 million as shown in the following table.
No Road Section Length (km) Qty (m2) Rate (Rs) Amount (Rs)
1 Section from A to H 47.4 1,080,720 1,853.00 2,002,574,160
2 Section from H to K 26.3 599,640 1,662.00 996,601,680 2,999,175,840
In order to reduce the initial investment, the wearing initial design will be for 10 years, with an overlay to be added after that point. The cost of the overlay including repair will be: • Sections A-H = Rs. 525/ sq.m • Sections H-K = Rs. 775/sq. m
15.5 Drainage Structures (bridges)
Drainage structures will be categorized into three parts; Road Bridges, Box culvert, and Irrigation canals. The cost for the drainage structures were estimated based on the BOQ values of the JBIC section of STDP projects. Box culverts will be provided for the drainage structures with less than 10m span. Cost estimated for selected bridge spans are shown in Table 15-7. Estimated cost for a box culvert for different span sizes are provided in the Table 15-8. Summary of the irrigation structures cost is shown in Table 15-9. Estimated cost for the drainage structures are given in Table B of Appendix IV.
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Table 15-7: Cost estimation for bridge structures
No. of Spans Total Span (m) Height (m) Rate/Unit (Rs) 5 150 11 382,802,459 3 90 11 266,682,438 1 24 7 69,859,708 1 20 7 63,059,769 1 17 7 60,462,506 1 14 7 53,292,232
Table 15-8 : Cost estimation for Box culvert
Effective Opening Unit rate Rs. Expressway Elevation Size / Cells Eff. Span (m) Area (m 2) 4m 10m 1800X1800 / Cells :1 1.8 3.2 2,651,279 4,501,661 2100X2100 / Cells :1 2.1 4.4 3,246,486 5,615,591 2400X2400 / Cells :1 2.4 5.8 3,509,852 6,144,810 3000X2100 / Cells :1 3.0 6.3 4,381,903 7,596,105 3000X2400 / Cells :1 3.0 7.2 4,440,798 7,855,161 1800X1800 / Cells :2 3.6 6.5 4,804,517 8,339,247 2100X2100 / Cells :2 4.2 8.8 5,294,655 9,254,176 2400X2400 / Cells :2 4.8 11.5 5,747,692 10,227,708 1800X1800 / Cells :3 5.4 9.7 6,622,764 11,520,166 3000X2100 / Cells :2 6.0 12.6 7,268,847 12,935,223 3000X2400 / Cells :2 6.0 14.4 7,337,044 13,309,253 2400X2400 / Cells :3 7.2 17.3 7,899,702 14,321,429 3000X2100 / Cells :3 9.0 18.9 10,249,283 18,297,094 3000X2400 / Cells :3 9.0 21.6 10,330,861 18,836,067 3000X3000 / Cells :3 9.0 27.0 10,414,759 19,661,009
Table 15-9: Cost estimation for Irrigation structures
Unit Rate Effective Expressway Elevation (m) Opening Area Size (m 2) 7 10 6000x4500 27 12,799,546 17,570,164 7000x5000 35 15,669,814 22,001,600 7000x6000 42 17,154,201 24,455,669 8000x6000 48 19,400,410 27,641,800 9000x6000 54 20,717,457 29,400,364
15.6 Overpass/ Underpass / Interchanges
Overpass and Underpass locations will be identified and categorized in to three: Major, Minor and Cart track. Box culvert will be provided for vehicular and pedestrian movement in cart track. Estimated costs for underpasses are shown in Table 15-10. Cost estimated for overpasses are shown in Table 15-11. Cost for diamond type intersection with ramps was estimated taking into account the cost for structural, road works and facilities are shown in Table 15-12. Total cost for the road bridges and intersection are shown in Table C of Appendix IV
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Table 15-10: Cost for Underpasses
Unit Rate Rs.
Clear Clear Expressway Elevation (m) Road Span Height Type of Class (m) (m) Structure 10 6 5 4 B 14.6 6.4 Bridge 53,292,232 53,898,214 NA NA C 9.0 5.0 RC Box 36,001,318 22,701,171 NA NA D 6.0 4.5 RC Box 17,837,567 11,533,928 9,928,629 E 6.0 3.5 RC Box 16,928,650 11,481,583 10,084,032 8,701,192
Table 15-11: Estimated cost for overpasses
Overpass Road Class Clear Height (m) Type of Structure Rate/Unit (Rs) C 5.3 Bridge 49,302,466 D / E 5.3 Bridge 38,272,961
Table 15-12 : Estimated Cost for Intersections
Cost Breakdown (Rs) Rate/Unit (Rs) Access Road Class / Earthworks / Lanes Structure Road works Facilities Total B / 2 Lanes 62,935,927 50,118,031 94,565,870 207,619,828 A / 4 Lanes 76,130,409 54,733,887 98,990,764 229,855,060
15.7 Drainage
Surface drainages and the subsurface drainages should be provided to run off the water which falls on the road surface and the adjacent catchments area. The costs of providing pipe culverts, side ditches, catch basins and head/ wing wall and slope protection for the highway should estimated. Cost for the drainage at cut sections and embankment are estimated separately. The cost per unit length (m) for cut sections and fill sections was Rs.11, 479 and Rs. 16, 890 respectively.
15.8 Service Roads
The ADB section STDP has approximately 17 kms of Service Roads (called diversion roads) for the entire length of 32.5kms of highway length. This amounts to around 52% of the linear length. This includes new roads parallel to highway on either side or also deviations to connect existing roads. These are so planned to collect traffic to and from several access roads in close proximity to each other and to channel them to use a single underpass or overpass. The construction cost varies along the access roads as there are cutting and filling involved at underpasses and overpasses respectively to control the formation level that should be leveled together. In the ESH, we have increased the length of service road, so that accessibility in enhanced in order to improve connectivity of the local communities to the regional road network and through that to the ESH. Hence it is anticipated that the total length of access roads will be approximately 60% of the total length, which amounts to 45
15-11 University of Moratuwa Economic Feasibility Study for Proposed ESH kms. The cost of such Service Roads is estimated as shown in Table 15-13. This includes the cost of providing culverts at 1 culvert per 180 metres
Table 15-13: Cost of Service Roads
No Description Units Qty Rate (Rs) Amount (Rs) 1 Service Road km 45 8,000,000.00 360,000,000.00 2 Culverts Nos 250 125,000.00 31,250,000.00 TOTAL 391,250,000.00
15.9 Preliminaries
Extension for the expressway is proposed to construct in two sections. Each sections comprises about 30-40 kms. The contractors/Consultants of the ADB and JBIC sections mentioned that project size of 30 km road length would be a manageable size for a contractor as well as for a consultant considering Sri Lankan conditions. Cost for preliminaries was based on the estimated cost in JBIC package 2 for 2007.
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CHAPTER 16 SOCIAL ANALYSIS
16.1 Introduction
The purpose of Rapid Social Assessment (RSA) is to identify the potential socio- economic environment that may be impacted (positive and negative) due to implementation of proposed extension of southern highway from Matara to Hambantota. It is not intended to carry out a full Social Impact Assessment (SIA) because comprehensive SIA is not possible at this stage of the proposed project. A potential trace for the proposed road is not yet marked even on a Map and therefore, the RSA is carried out to identify the general socio-economic environment in the area where the road trace will be identified. Understanding of the general socio-economic environment of the project area will be useful for different parties involved in the project. It will provide basic information for a comprehensive SIA to be conducted in future and also the project planners to have some understanding on the likelihood affected properties (houses, lands, economic and social infrastructure and physical and cultural properties).
In this context the RSA was carried out in a 2 km wide corridor marked on topo sheet, the entire length of 73 kms from Godagama to Gonnoruwa Road. The type of data collected, the sources and the purpose of collecting such data are described in Table 16.1.
Table 16-1 : The methodology applied for data and information collection
Step Type of data collected Source Purpose 1 Administrative units through Topo sheets Identification of the administrative units which 2 Km corridor is fallen where basic data is available 2 Population of DS divisions and Department of Develop understanding on the different housing units located in Census and magnitude of the population and other each DS division of the road statistics properties likely to have impact ( positive influential area ( 2 KM corroder and negative) due to proposed project and its immediate vicinity) 3 Data on settlements, population, Walk through Develop understanding on the socio- GN divisions, physical and socio- surveys –along the 2 economic, physical, cultural and economic features , cultural, KM wide corridor religious places likely to have negative archeological and religious and positive impacts due to proposed places available within the 2KM project. corridor and its vicinity 4 Data on community perceived * Questionnaire To understand the views of the benefits and other impacts due to survey with 142 stakeholders on the proposed project implementation of proposed road different project stakeholders ( using focused and brief questionnaire) – annex 1 Notes: • The 142 stakeholders interviewed through a questionnaire include 121 householders, 1 school principal, 17 shop owners, 1 small-scale industry owner, and 2 religious leaders. • A variety of individual persons representing various stakeholders were interviewed during walk through surveys along the 2 km wide road corridor. The list of persons interviewed/consulted is shown in Section X of Appendix I.
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16.2 The Socio Economic Environment in the Road Corridor
16.2.1 Human settlements and population
The identified road corridor runs through 10 Divisional Secretaries Divisions (DS) of Matara and Hambantota districts. The area under these 10 DS divisions can be defined as project influential area because the people living in these DS Divisions can be positively or negatively influenced by the project. About 156,391 housing units are located in project influential area (Department of Census & Statistic – year 2001). The total population reported from the project influential 10 DS divisions is 594765 (Department of Census & Statistic – year 2001). Table 16-2 includes the distribution of houses and the population among 10 DS divisions.
Table 16-2: Houses and Population in project influential DS divisions
District D S Division No of houses Population Matara Devinuwara 10822 44132 Dikwella 12453 50952 Kamburupitiya 10102 37420 Matara 25615 108461 Tihagoda 8151 30865 Hambantota Ambalantota 17330 63930 Angunakolapelassa 11901 42420 Beliatta 14137 52280 Hambantota 12444 46477 Tangalle 17607 62804 Weeraketiya 15829 55024 Total 156388 594765
Comparatively small areas of each of the project influential DS divisions fall under the 2km road corridor. The total extent of project influential DS divisions is 1,199.4sq.km but only about 148.1 square kms falls within the 2 km road corridor. This is about 12% of the total extent of project influential DS divisions. Table 16-3 includes the information on this aspect of 10 project influential DS divisions.
About 74 Grama Niladari divisions (GN), 89 villages and 6 housing schemes are located within the 2km corridor of the road. Though not fully accurate, about 16,056 houses are estimated to be located corridor (based on approximate calculations done by the field team with the help of the local community leaders). By pro-rating this for a 100 m final trace it could be estimated that around 800 houses would get affected. However since there is flexibility within the 2 km trace to avoid heavy concentrations of human settlements and to minimize damages to buildings, a more reasonable estimate would be around 500 houses.
A summary of the distribution of these by GN divisions, villages, housing schemes and houses among 10 DS divisions are shown in Table 16.4. The details of the DS divisions, GNs, Chainage of the road corridor, villages and houses are shown in Section XII of Appendix I.
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Table 16-3: The geographical areas of project influential DS divisions and the area falling under 2KM roads corridor
DS division- Name Total area- Ha or Area falls under square KM or any the 2 KM corridor other unit (km^2) (km^2) Matara 55.3 11.0 Thihagoda 51.7 7.7 Devinuwara 42.1 9.8 Dickwella 50.4 1.4 Kirinda-Puhulwella 39.0 6.9 Beliatta 100.4 21.0 Tangalla 152.9 30.1 Angunakolapelessa 173.5 7.3 Ambalanthota 212.5 29.5 Hambanthota 322.6 23.4 Total 1199.4 148.1
Table 16-4 : DS divisions, GN divisions, Villages, Housing schemes and houses in 2km corridor.
DS divisions GN divisions Villages Housing No of schemes houses Matara 4 6 0 939 Tihagoda 9 10 0 1910 Devinuwara 8 10 0 3030 Dikwella 3 3 0 180 Beliatta 14 16 1 3268 Tangalle 14 15 1 2352 Weeraketiya 6 6 1 722 Angunakola Pellassa 2 4 2 425 Ambalanthota 14 18 1 2680 Hambantota Udawalawa left bank 1 0 50 Mauyrapura Block Total 74 89 6 16056
Note: the area of 2km corridor in Hambantota district falls within Udawalawa left bank area which is being developed at present. Therefore, GN divisions and other infrastructures development have not yet been completed.
The field team observed the population density and the other features in the 2km corridor (walk through surveys). The observations of the field team are summarized in Table 16.5.
Table 16-5 : Observations of the field team on demography and land use
DS division Observations on land use Matara Most of the area of the corridor falls within paddy land. And therefore, the affected population is comparatively low. Thihagoda Major portion of the road corridor falls in wetlands. The other highland areas are human settlements with houses located close to each other Devinuwara Densely population is observed. The houses are close to each other. Small size home gardens are observed. Dickwella This area is far from the township and therefore, the less population is observed Beliatte The road corridor falls close to urban center and therefore, it is a densely populated area.
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DS division Observations on land use Tangalle A larger extent of this DS division falls under the road corridor. The corridor runs through coconut plantations and also density populated small villages. However, a moderately populated area is observed. Weeraketiya A small land belt from this DS division falls under the road corridor. The densely populated area is observed. Angunakolapellessa Most of the land area comes under the road corridor is private paddy plots and government land and therefore, less populated area is observed in the land falls under the 2km corridor. Ambalantota A larger area of the road corridor in the division is paddy land. The small highland falls in the corridor is densely populated Hambantota The 2km corridor falls in left bank of Udawalawe irrigation scheme. This area is mostly being developed for irrigated agriculture and its related human settlement and other infrastructure. Scatted houses can be observed.
16.2.2 Livelihood activities
In general large area of the road corridor can be categorized as rural according to the information available in the Department of census and statistics (year 2001). The percentages of rural and urban population in each DS division in project influential area are shown in Table 16.6.
Table 16-6 : Rural and urban economies (percentages of population)
DS division % of Rural population % of Urban population Matara 60 40 Tihagoda 100 0 Devinuwara 100 0 Dikwella 100 0 Beliatta 100 0 Tangalle 83 7 Weeraketiya 100 0 Angunakola Pellassa 100 0 Ambalanthota 98 2 Hambanthota 76 24
A significant percentage of population in Matara and Hambantota are urban (40% in Matara, 24% in Hambantota).Only about 2% of the population in Ambalantota and 7% in Tangalle are reported as urban. In all other DS divisions the population is categorized as rural. This situation is fast changing in DS divisions such as Hambantota and Matara but in all other areas it remains more or less the same. Each DS division has a medium scale township where some government and few private organizations have been established to provide services largely to the agriculture rural communities. The total number of such institutions in all the DS divisions in project influential DS divisions is 879. The distribution of institutions in the area influence by the proposed road project is shown in Table 16-7.
Table 16-7 : Institutions located in project influential DS divisions
DS division Number of institutions % Matara 156 18 Tihagoda 39 4
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DS division Number of institutions % Devinuwara 61 7 Dikwella 51 6 Beliatta 72 8 Tangalle 89 10 Weeraketiya 75 9 Angunakolapellessa 82 9 Ambalantota 98 11 Hambantota 156 18 Total 879 100
Since the majority of the land area under the road corridor falls within the rural agriculture zones of Matara and Hambantota districts, the main livelihood activities are centered on land and water resources. Most of the people depend on irrigated agriculture, rain-fed crops in Chena lands and perennial crops in homesteads and other highlands. The walk through survey team observed the use of land and water resources use for livelihood systems in the different sections of the road corridor. The observations of the livelihood systems based on land and water in different road sections are summarized in Table 16.8.
Table 16-8 : Land Use in 2km road corridor
Chainage DS divisions Land use 1 to 3km Matara and About 90% of the land under the corridor gets flooded in this section. Thihagoda These lands had been under paddy cultivation before 1978, but after that those lands have been abandoned. Some patches of highland within these wetlands can be observed. These highlands are cultivated with successful coconut plants and other mix crops. People are living in these highland patches. 3 to 8km Matara and About 50% of the land area is uncultivated wetlands that get frequently Thihagoda inundated with water. The rest is some what hilly highland in which coconut and minor export crops have been grown. About 21ha of land between 6 to 7km points has been used for a private power generation project. 8 to 14km Devinuwara About 40% of the land in this area is paddy. Nearly 10% of this paddy land has been neglected due to frequent inundation. This paddy lands are cultivated in both Maha and Yala. The rest of the area is somewhat hilly and it is cultivated with coconut and minor export crops. 14 to Devinuwara About 50 acres of land in this area is a private coconut and cinnamon 16km plantation. The rest is a government reservation grown with pines trees. 16 to Dickwella Entire area is hilly, minor exports crops can be seen in patches of these 20km hilly lands. 20 to Beliatte About 25% of the land in this area is hilly and unfertile bare land. The 30km rest is human settlements with densely population and also successful home gardens and paddy lots can be observed. This area is close to Beliatte urban centre. 30 to Weeraketiya About 40% of the land in this area is paddy land. Another 40% is 43km and Tangalle homesteads cultivated with various perennial crops. Nearly 8% of the area is scrub and coconut plantations where scatted temporary houses are observed. The rest, 2% is irrigated paddy land. 43 to Tangalle and About 80% of the land in this area is irrigated command of Udawalawe 51km Angunakolapell irrigation scheme. The rest is occupied for settlement of the farmers. essa About 150 acres of settlement area has been occupied by the department of agriculture for its agricultures research centre at Eraminiyaya.
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Chainage DS divisions Land use 51 to Ambalantota About 60% of the land area is under paddy cultivation (some lands are 63km cultivated under small tanks and the rest is under Ridiyagama major tank) the balance is occupied for human settlements 64 to Hambantota The land area comes under road corridor is being developed under left 74km bank irrigation development project of Udawalawe. In future this area will become irrigation command area and its settlements under Udawalawe irrigation scheme.
16.3 Physical and socio economic infrastructure facility
The corridor of the road runs mainly through rural villages. Even in DS divisions like Hambantota and Matara it falls outside of the urban centers. The communities in the area have access to some basic infrastructure facilities available in the nearby town centers. The brief descriptions on the conditions of physical and socio economic infrastructure facilities available within the 2km road corridor are mentioned below:
16.3.1 Access facilities
Since the road corridor falls in areas far from urban centers the access facilities is poor in general. The interior road systems are observed in Matara and Beliatte areas was considered satisfactory, but in all other locations the interior roads running across the road corridor are in physically poor condition. The information on access roads running across or available in the 2 km road corridor is included in Table 16.9.
Table 16-9 : The roads available within 2 Km corridor
DS division Chainage point Km post and name of the road Matara Matara-Akurassa 1KM –Godagama Matara Matara-Hakmana 4 KM- Thudawe Thihagoda Kakanadura- Bandattara 6 Km- Makallagoda Devinuwara Kakanadura-Uparakka 12 KM – Udaupparakka Dikwella Urugamuwa- Walakanda 19 KM Dikwella Kadurugasdeniya-Walakanda 17 KM Beliatta Beliatta-Gatamanna 24 KM – Kambussawela Beliatta Beliatta-Kahawatta 27-28 KM Tangalle Walakumbura 30-31 KM Weeraketiya Badigama 34 KM- Henagama Weeraketiya Mulanagoda 35-36 KM Weeraketiya Vitarandeniya 36-37 KM Weeraketiya Pattiyapola- Rotagoda 37KM Weeraketiya Pattiyapola-Vitarandeniya 38KM Tangalle Pattiyapola-Talunna 39-40 KM Tangalle Ranna- Weerakatiya 41KM Tangalle Talunna-Andupalana 43 KM Tangalle Kadiragoda- Talamporuwe 43-44KM Tangalle Kattakaduwe-Talamporuwe 44-45 KM Tangalle Kattakaduwe-Gurunnahage Ara 45 KM Angunakolapellessa Ranna-Anugunokolapallssa 48KM Angunakolapellessa Angunokolapallassa- Hungama 51 KM Angunakolapellessa Walasgala- Mulana 51-52 KM Ambalantota Ethbatuwe- Middeniya 53-54KM Ambalantota Paradeniya- Middeniya 54KM
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DS division Chainage point Km post and name of the road Ambalantota Nonagama - Embilipitiya 57KM Ambalantota Mamadala- Mahadeniya 56KM Ambalantota Mamadala- Walawewatta 57-58KM Ambalantota Mahamulana- Abarangala 60-61KM Ambalantota Pahalagama- Mahamulana 62-63KM Ambalantota Siyambalagaswewa- Koggalla 63KM Hambantota Siyambalagaswewa- 100 feet 65-66KM road Hambantota 100feet road 68KM Hambantota Hambanthota- Gonnoruwa 74KM
A satisfactory level of public transport facilities are available in the roads found in Matara, Beliatte, Tangalle and Ambalantota DSD. In all the other areas, public transportation is either not available or unsatisfactory. The people use their own means for transportation within the locality (motor bikes, push bikes, vans, lorries etc). The types of vehicles used by 142 households that were interviewed are shown in Table 16.10.
Table 16-10 : Nature of vehicles and the availability
Type of vehicle Number of % of total householders householders – interviewed having a vehicle 3 wheelers 6 4.1 Bicycle 45 30.8 Car 1 0.7 Van 2 1.4 Motor Bike 16 11.0 Lorry/Truck 2 1.4 Tractor 1 0.7 Total 73 50/ 146
The most of the roads running across town centers of road influential DS divisions are being rehabilitated under various projects and programs.
16.3.2 Electricity
Except some places in Ambalantota DSD, all the other areas within the road corridor have access to electricity facilities. Most of the houses have obtained house connections. The field team observed power lines available along most of the interior roads falling across the road corridor.
16.3.3 Drinking water
Both pipe water and ground water is used for domestic purposes in areas within the Beliatte, Tangalle and Angunakolapellessa DS divisions. In all other places within et 2 km road corridor people use shallow wells for obtaining water for drinking purposes. Most of these people living in the road corridor area use water in small tanks located in the area for bathing and washing purposes. The townships in each DS division have access to pipe water (i.e. at least some sections of the town center) but these townships are all located outside of the road corridor.
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16.3.4 Education infrastructure
In general the education infrastructure facilities in townships such as Matara, Dickwella, Tangalle is satisfactory because schools with better facilities are available in these town centers. These schools are somewhat away from the corridor identified for the road development. Nevertheless, the children in these areas especially Matara, Thihagoda, Devinuwara, Beliatte, Tangalle and Weeraketiya can reach the town centers for education facilities (schools as well as private tuition classes). The list of schools available in the 2Km corridor studied are shown in Table 16.11.
Table 16-11 : The schools available in the road corridor
DS Chainage Point Name of the school (kms) Thihagoda 7-8 Galboda Sri Devananda Junior school Matara 10-11 Aparakka Mahavidyalaya Beliatta 26-27 Central school Beliatta 26-27 Kahawatta Mahavidyalaya Beliatta 24-25 Kambussawela Mahavidyalaya Beliatta 23-24 Godawela Mahavidyalaya Beliatta 22 Gatamanna Mahavidyalaya Beliatta 20 Walakanda Mahavidyalaya Devinuwara 12-13 Uda Aparakka Junior school Beliatta 27-28 Dammulla Pilot Junior school Tangalle 28-29 Angulmaduwe Junior school Tangalle 31-32 Ethgalamulla Junior school Weeraketiya 36-37 Rajapaksa Coop village junior school Tangalle 39-40 Pattiyapola Junior school Tangalle 38-39 Vitarandeniya Mahavidyalaya Tangalle 41-42 Talunna Mahavidyalaya Tangalle 44-45 Gotabaya Junior school Ambalantota 51-52 Mulana Junior school Ambalantota 52-53 Ethbatuwe Junior school Ambalantota 56-57 Mamadala Mahavidyalaya Hambantota 60-61 Dammanthila Junior school- siyamabalagaswila Hambantota Ghanodaya Junior school Hambantota 59-60 Bolana central school
Source: Walk through survey- SA team
16.3.5 Health facilities
The communities in areas close to Matara, Thihagoda, Beliatte, Tangalle and Ambalantota have access to hospitals available with generally acceptable facilities. In all other areas communities have to travel far from their residences to reach townships such as Matara to seek health care. Rural hospitals are available in almost all the township in each project influential DS division. Treatment for routine diseases can be obtained from these rural hospitals but for serious ailments communities are compelled to reach urban centers especially Matara. The community health centers providing treatment for pregnant women and infants are available in some GN divisions in the project influential area. Gatemanna clinic in Beliatte at 21-22 km point, Siddalamgama Maternity rural
16-8 University of Moratuwa Economic Feasibility Study for Proposed ESH hospital in Hambantota at 62-63 km point are two such community health centers located within the road corridor.
16.3.6 Irrigation infrastructure
Irrigation infrastructure is another significant feature observed in the road corridor. Except for the area coming under the Matara DS division, in all other DS division areas falling within the road corridor, irrigation related facilities were observed. The irrigation related facilities available within the road corridor in the different DS divisions are shown in Table 16.12.
Table 16-12 : Irrigation Infrastructure facilities available within 2km road corridor
DS division Irrigation infrastruc ture facilities Devinuwara One irrigation anicut is available within the corridor area Dickwella No such facility Matara No such facility Tihagoda There is one irrigation anicut within the corridor Ambalantota There are four small tanks located within the Ridiyagama tank command area. These four small tanks are located within the 2km road corridor. Angunakolapalassa There are three small tanks located in the irrigation command of Udawalawa. The road corridor falls within the irrigation command area where these three small tanks are found. Beliatta One small tank and one anicut are found within the road corridor. Hambantota The area comes under Udawalawe left bank command area which is being currently developed. Tangalle Six small tanks are found within the 2km road corridor. Weerakatiya There are seven small tanks and main irrigation canal found within the road corridor area
16.3.7 Cultural, religious and archeological places
About 50 different religious, historical and archeological places are observed within the 2km road corridor. Some of these places are ancient religious, historical and archeological centers while others are recently established centers. Since the majority of the road corridor area falls within rural environment a large number of Buddhist religious centers were observed. The field team observed that almost every GN division has one temple. The details of these centers are given in Table XIII in Appendix I.
16.3.8 Other service delivery institutions
As shown there are about 879 different institutions are located in the DS divisions influenced by the proposed road. The communities living in the 2 km road corridor can reach such institutions for various services. The field team also observed some institutions that are presently located within the 2km road corridor. Some of these places observed are:
• Private power generation project in Thihagoda DS division at 6-7 km point • Malwala community hall- in Matara DS division at 7-8 km point. • Janasalu Handloom industry- at 11-12 km point in Devinuwara
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• Handloom industry at 22-23 km point in Beliatte • Jewelry processing centre at 29 km point in Tangalle DS division • Shoe making factory- at 39 km in Tangalle • Vocational training center at 47-48 km points in Eraminiyaya of Angunakolapellessa DS division • Proposed international stadium- at 47-48 km in Angunakolapellessa DS division • Agriculture training school at 48-49 km points in Angunakolapellessa DS division. • Drinking water purification center at 48-49km points in Eraminiyaya of Angunakolapellessa DS division. • National Youth Council’s Farm and training center at 49-50 km point in Angunakolapellessa DS division • A community training centre by Sri Lanka Swiss (NGO) at 50-51 km point in Angunakolapellessa DS division. • Community water supply scheme at 63-64 km point in Hambantota DS division.
16.4 The likelihood impact of the proposed project
The likelihood impacts on the socio-economic environment within the 2 km road corridor studied are discussed in this section.
16.4.1 The likelihood of positive impacts
Construction Period • The type of development project proposed in the rural area will create various employment opportunities for the local communities. Since the project implementation area runs across 10 DS divisions and about 73 km length the communities living in an expanded area will get different opportunities to work on the project during its construction stage. Since the construction stage of this type of new project will take long time the employment too will be fairly long though it will be confined to construction stage. • There will be various other opportunities for the local communities to find different income generation opportunities during the construction stage of the project (providing lodging and food for the construction crew, becoming sub-contractors to the local or foreign contactors and so on) • Some unutilized lands due to water-logging and fertility issues can be used for construction of this road.
Post construction period • Though it is not so rapid and significant there is a trend of increasing population in the project influential districts, Matara and Hambantota (0.8 In Matara and 1.1 in Hambantota annual growth rate- Census and Statistics Department). The proposed highway will provide significantly improved transport facilities to the population in the Southern Province. The proposed road is an extension to the Southern Highway that is connected to other limited access highway to be
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constructed across the country. Therefore, it will provide easy and effective (time and cost wise) transportation facilities to travel from southern to western province. If some of the local sub-roads are connected to the proposed road the local communities can reach the desired destinations in southern and western provinces of the country.
In this context some of the positive impacts on the livelihood system perceived by the communities are summarized in Table 16.13.
Table 16-13 : Positive impacts on livelihoods of the local communities
Livelihoods aspect Perceived positive impact Transportation Facilities to reach most of the critically important towns in the southern province. The transportation facilities on the local roads may get improved as spill over impact of this road. Education There may a tendency to increase the percentage of rural children getting to higher education. This is due to improved access facilities to the urban centers where good schools are available. The teachers can be motivated to work in rural schools due to improved transportation. Health This road will provide facilities for the rural communities to reach hospitals with better facilities in the urban centers ( the rural communities will get motivated to do so due to improved transportation ) Local economy The local production can be transported to the urban centers to market at reasonable prices. There may be tendency to enhance the negotiating/bargaining capacity of rural farmers with middle men (traders) on the marketing of the agricultural goods. The property value will go up significantly due improved access facilities.
16.4.2 The likelihood negative impacts
During construction • Evacuation of some houses and other economic related establishments: This will create social, economic and other impacts including psychological and cultural shocks etc. • The dust, noise and all other construction related activities will create various social, economic and other health related negative impacts on the local communities. • The disturbances to agriculture activities in the local area due to blockage of water movements. • Impact on agricultural land is significant in locations such as 63 km post, 64-65 km post. • In places like Pattiyapola and Hondawelpokuna the road corridor falls through catchment areas of irrigation tanks.
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Post- construction • There may be tendency for the resettled communities to have some problems due to inappropriate resettlement programs implemented by the project developers. • Likelihood physical separation of human settlements will create significant impacts on various long term social relations built up among local/rural communities. • The physical separation of agricultural lands will create serious impacts on irrigation. • There may be tendency to create road accidents • Animals running across the new road may tend to get killed.
16.4.3 The views of the communities on the proposed road project
In general the local communities are not against the road project. They perceive some negative impacts on their houses as well as the area as whole. They also perceive that proposed road will provide some solutions to the existing transportation difficulties. The transportation difficulties they experience are summarized in Table 16-14.
Table 16-14 : The transportation difficulties experienced by communities
Type of difficulty Number responded % 1. Poor public transport supply 73 38.0 2. Roads are not up to satisfactory condition 41 21.4 3. Nice to have new developments 5 2.6 6. No special difficulties 5 2.6 7. Roads are very narrow 1 0.5 8. No significant problems as all have some means of 4 2.1 own transportation facilities
Source: household survey by the SA field team
The householders that were interviewed expressed different perceptions on the benefits they may receive as individual households due to the proposed road project. The perceptions expressed by the house holders are included in Table 16.15.
Table 16-15 : The opportunities and problems (economic and social), personal as household
Type of opportu nity Number Responded % 1. More employment opportunities 28 13.2 2. Increased land value 10 4.7 3. Improved Transport facilities 100 47.2 4. Benefit to school children (most of them go to village school) 1 0.5 5. Can reach Colombo easily 12 5.7 6. Improved economic development 42 19.8 7. Improved Infrastructure development 6 2.8 8. Loss of houses and land to community 4 1.9 9. No idea 2 0.9 10. No special development expected 2 0.9 11. Good in every aspects 5 2.4
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Source: Household survey by the SA field team
The 142 householders interviewed perceived certain benefits common to the area as a whole. They all perceive that proposed project will influence to enhance the socio- economic condition in the area. The perceived common benefits by the householders we interviewed are mentioned in Table 16.16.
Table 16-16: Type of benefits to the area as whole
Type of benefit Number of householders % responded 1. Will have more employment opportunities 38 18.4 2. Increased land value in the area 4 1.9 3. Improved transport facilities 32 15.5 4. Improved commercial activities 18 8.7 5. Can reach Colombo easily 1 0.5 6. Better infrastructure development 54 26.2 7. Improved regional development. 58 28.2 8. Obstructions to Agriculture activities 1 0.5
Source: Household Survey- SA team
16.5 Environmental Issues & Mitigation Measures
The areas through which the ESH falls have a number of potential environmental problems which would need to be addressed at the EIA and Design Stage. These have been identified as:
• Crossing Nilwala Flood Plain and impact the road will have on the flow of water and eco life in the marshy area • Large extent of Paddy Land being utilized and impacts on the livelihood of people • Large number of irrigation channels could be disrupted leading to lower productivity of farm lands especially that of the Walawe Project. • Pollution of water inflows to large number of water tanks in the region where water is used for human consumption and for agriculture. • Several national parks in the vicinity and potential wild life crossing corridors being involved. • Storage and disposal of peaty layers and top soil removed from construction site. • Impacts due to rock blasting on social and health aspects of people as well as damages to building. • Impact on the forests in high ground in Matara District. • Moving large quantities of fill material from distant locations could cause problems such as dust, road damages, accidents etc. • Finding large quantities of fill material and aggregate for pavement construction.
These should be further investigated in the feasibility stage through an EIA where the appropriate mitigatory measures and approximate costing of such measures could be
16-13 University of Moratuwa Economic Feasibility Study for Proposed ESH identified and be estimated. Figure 15a to 15d in Appendix gives the location of some of the environmentally sensitive areas in the vicinity of the project.
16.5.1 Concluding remarks
Identification of specific properties in the socio-economic environment is necessary to assess the impact of the proposed project. It is impossible at this stage because the road trace is not yet marked/ identified. This is a next step need to complete this road project. Once the specific Right of Way (ROW) is identified, a comprehensive study is necessary to assess the accurate details of the socio-economic properties affected.
The local communities are not against the proposed project but they are concerned on mitigating any likely negative impacts. Therefore, a comprehensive resettlement plan based on a comprehensive profile of affected persons will be necessary before the project is commissioned.
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CHAPTER 17 ECONOMIC ANALYSIS
Economic Analysis of the ESH will take into account the Costs as outlined above as well as the potential benefits based on the traffic analysis and the highway design.
17.1 Benefits
Benefits are categorized into quantifiable benefits as well as non-quantifiable benefits. Non-quantifiable benefits may be items such as value of the road for emergencies such as during or immediately after a disaster, it can also be for 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 elsewhere 17 . A summary of the discussions, are given below.
17.1.1 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.
Passengers
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 (VOT) for passengers by mode of transport have been calculated based on VOT computation for passenger travel in Sri Lanka 18 .
17 Assessing Public Investment in the Transport Sector, Kumarage et al, National Planning Department, September 2001. 18 Ibid
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Table 17-1: Value of Time for Transport User Groups (in 2007 Rs/Hour)
User Group Intercity Car 298.19 Van 112.31 Motor Cycle 31.38 Public Transport 27.25
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 links for each of the forecast years of 2011,2016,2021, 2026 and 2031 are taken from the Diverted Traffic estimates provided in Table 8-19. The modal splits are taken from Table 8-18 and Table 8-19 and considered to be as private vehicles (63%); trucks (22%) and buses (15%). Vehicle Occupancy is also assumed as cars 2.5; vans 4.5 and buses 45 passengers per vehicles. These are based on observations at traffic counts and published national Vehicle Occupancy Rates. 19
Table 17-2: Passenger Travel Time Savings for Scenario 1 in Rs mn (2011)
Annual Annual Travel A2 Time Time ESH A2 ESH Distance Speed Speed time time Savings Savings in Rs mn Private km km/hr km/hr mts mts mn hrs Buses Vehs A-B-C 11.367 40 80 17.05 8.53 0.075 13.84 29.66 C-D-E 15.283 40 80 22.92 11.46 0.095 17.55 37.59 E-F 7.247 40 80 10.87 5.44 0.053 9.67 20.72 F-G 5.734 45 85 7.65 4.05 0.032 5.97 12.78 G-H 7.316 45 85 9.75 5.16 0.036 6.69 14.34 H-I 9.401 45 85 12.53 6.64 0.037 6.88 14.74 I-J 9.769 45 85 13.03 6.90 0.039 7.08 15.18 J-K 7.565 40 85 11.35 5.34 0.042 7.69 16.48 TOTAL 73.682 105.15 53.51 0.410 75.38 161.48
The other parameters for link distances, estimated travel time, travel time savings for passengers traveling on each link are given in Table 17-2. The savings shown in this table are for flows corresponding to Scenario 1 for the design year 2031. Estimates for other years have been calculated in similar manner. These are given in summary form in Table 17-11 to 17-14.
19 Ibid
17-2 University of Moratuwa Economic Feasibility Study for Proposed ESH
Freight consignees
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. 20 Accordingly, an average consignment value of Rs. 88 per tonne-hour and an average truck load of 6 tonnes has been used.
Based on assumptions made in the earlier section on passenger travel time savings, the freight travel time savings calculated for Scenario 3 for the year 2011 are shown in Table 17-3. Estimates for other years have been calculated in similar manner. These are given in summary form in Table 17-11 to 17-14.
Table 17-3: Freight Travel Time Savings for Scenario 1 in Rs mn (2011)
Annual Freight Annual Travel A2 ESH ESH Time Time Distance Speed Speed A2 time time Savings Savings km km/hr km/hr mts mts mn hrs Rs mn A-B-C 11.367 40 55 17.05 10.03 0.062 7.19 C-D-E 15.283 40 55 22.92 13.49 0.079 9.11 E-F 7.247 40 55 10.87 6.39 0.043 5.02 F-G 5.734 45 65 7.65 4.76 0.026 3.01 G-H 7.316 45 70 9.75 6.08 0.029 3.38 H-I 9.401 45 75 12.53 7.81 0.030 3.48 I-J 9.769 45 75 13.03 8.11 0.031 3.58 J-K 7.565 40 75 11.35 6.28 0.035 4.09 TOTAL 73.682 105.15 62.95 0.335 38.85
17.1.2 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. 21 The Economic VOC per km of travel by the primary vehicle types calculated from above for the year 2007 are given for IRR =2 representing the proposed ESH and IRR =4 representing the existing A2 highway. These are given in Table 17-4 and 17-5 respectively.
20 Ibid 21 Ibid
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Table 17-4: Economic Vehicle Operating Cost in Rs/km @ IRR =2 on ESH
Operating Speed (Km/hr) 30 40 50 60 70 80 90 Passenger Cars 26.13 20.64 17.98 18.06 18.17 18.29 18.47 Vans 18.59 17.00 16.12 15.63 15.38 15.29 15.36 Large Bus 41.75 36.80 34.11 32.64 31.98 31.92 32.37 2 Axle Truck 42.89 36.82 33.70 32.06 31.26 31.26 31.56 3 Axle Truck 56.34 51.61 49.09 47.79 47.35 47.59 48.48
Table 17-5: Economic Vehicle Operating Cost in Rs/km @ IRR =4 on A2
Operating Speed (Km/hr) 30 40 50 60 70 Passenger Cars 27.75 21.91 19.09 19.18 19.29 Vans 19.74 18.05 17.12 16.60 16.33 Large Bus 44.33 39.07 36.22 34.66 33.96 2 Axle Truck 45.54 39.10 35.78 34.04 33.19 3 Axle Truck 59.83 54.80 52.13 50.74 50.27
It can be seen that VOC savings range from 5 to 15% for most vehicle types across the different ranges in operating speeds. Only the above vehicle types are used in the analysis since other vehicles are assumed not to be allowed on the ESH. Also, the existing travel speeds have been taken as 40 kms per hour for some sections of the A2, while for other sections it has been considered as 45 kms/hr.
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 2011,2016,2021, 2026 and 2031 are taken from the Diverted Traffic estimates provided in Table 8-19. The modal splits are taken from Table 8-18 and Table 8-19 and considered to be as private vehicles (63%); trucks (22%) and buses (15%).
The other parameters for link distances, estimated travel time, VOC for the different vehicle types at the different operating speeds and IRR are given in Table 17-6. The savings shown in this table are for flows corresponding to Scenario 3 for the year 2011. Estimates for other years have been calculated in similar manner. These are given in summary form in Table 17-11 to Table 17-14.
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Table 17-6: Computation of Savings in Vehicle Operating Costs for Scenario 3(2011)
VOC Trucks (Rs/km) VOC Buses (Rs/km) VOC Private Vehs (Rs/km) A2 ESH Annual Distance Speed Speed Vehicle A2 ESH Savings A2 ESH Savings A2 ESH Savings km km/hr km/hr Km mn IRR =4 IRR =2 Rs mn/yr IRR =4 IRR =2 Rs mn/yr IRR =4 IRR =2 Rs mn/yr A-B-C 11.367 40 80 19.312 46.95 39.30 10.134 39.07 31.92 6.457 19.98 16.79 12.091 C-D-E 15.283 40 80 24.476 46.95 39.30 12.844 39.07 31.92 8.184 19.98 16.79 15.324 E-F 7.247 40 80 13.494 46.95 39.30 7.081 39.07 31.92 4.512 19.98 16.79 8.448 F-G 5.734 45 85 9.946 45.45 39.36 4.154 37.65 31.95 2.650 19.04 16.85 4.279 G-H 7.316 45 85 11.158 45.45 39.36 4.659 37.65 31.95 2.972 19.04 16.85 4.800 H-I 9.401 45 85 11.471 45.45 39.36 4.790 37.65 31.95 3.056 19.04 16.85 4.935 I-J 9.769 45 85 11.812 45.45 39.36 4.933 37.65 31.95 3.147 19.04 16.85 5.082 J-K 7.565 40 85 10.138 46.95 39.36 5.276 37.65 31.95 2.700 19.98 16.85 6.230 TOTAL 73.682 111.807 53.871 33.677 61.190
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17.1.3 Accident Reductions
Accident costs generally comprise direct tangible components, which can be readily determined, plus intangible components relating to injury, death, and pain and suffering.
These costs are based on a number of assumed values that have been discussed in detail 22 . They should however be treated as tentative and approximate since they assume values placed on human life which in real terms cannot be valued in exact economic terms. They do, however, correspond to international norms – for example, the cost of a fatal accident, at Rs 3.3 million is the equivalent of 24 years of human output based on a per capita income of Rs 137,500/=. Given that 20% was added for grief and suffering, this corresponds to the 20-year period adopted in most western countries. Cost summaries for different types of accidents are given in Table 17-7. These are based on published cost calculations. 23
Table 17-7: Economic Cost of Accidents (2007)
Type of Accident Rs mn
Fatal 3,313,604
Grievous 332,380
Non -grievous 188,170
Damage (Reported) 123,936
Damage (Unreported) 24,787
The savings in economic cost of accidents for the design year have been calculated based on the vehicle kms diverted from A2 to the ESH. The accident rate on the A2 is taken from Table 11-2. Since around 67% of serious accidents involve pedestrians, cyclists and motor cyclists, the anticipated accident rates, given in Table 17-8 as accidents per mn kms are reasonable for a well designed limited access road where road users are restricted.
Table 17-8: Accident Rates Type of Accident Accident Rate on A2 Accident Rate on ESH (accidents per mn km) (accidents per mn km) Fatal 0.7 0.05 Grievous 1.3 0.15 Non -grievous 2.7 0.3 Damage (Reported) 3.0 1 Damage (Unreported) 14.2 2
22 Assessing Public Investment in the Transport Sector, Kumarage et al, National Planning Department, September 2001 23 Ibid
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For Scenario 3, and the year 2011 this amounts to Rs. 590.4 million. This is a relatively high value, resulting partly from the fact that the A2 has a higher than average accident record and that having a facility that separate low speed and high speed vehicles can result in significant cost savings in terms of reduced accidents. The estimates for the other forecast years are given in Table 17-11 to Table 17-14.
17.1.4 Reduction in Vehicular Emissions:
Transport activities generate environmental impacts such as air pollution, water pollution, and even noise pollution, all of which have economic costs – such as damage to health or agriculture and consequent lost productivity. Any savings in pollution costs that arise from implementation of transport projects are economic benefits. A valuation of air pollution by vehicle type and pollutant based on existing information has been carried out and published 24 . Other pollutants such as noise and effect on water have not been valued, as they still have not been studied in adequate detail. Based on this the following cost of environmental pollution has been computed for the year 2007.
Table 17-9: Cost of Environmental Pollution (Rs per litre of fuel used)
Vehicle Type Cost (Rs/litre of fuel used) Passenger Cars 1.25 Vans 1.43 Large Bus 1.73 2 Axle Truck 1.73 3 Axle Truck 1.73
Savings in cost of emissions 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 2011,2016,2021, 2026 and 2031 are taken from the Diverted Traffic estimates provided in Table 8-19. The modal splits are taken from Table 8-18 and Table 8-19 and considered to be as private vehicles (63%); trucks (22%) and buses (15%).
Based on the cost of emissions shown in Table 17-9, the savings shown for flows corresponding to Scenario 3 for the year 2011 amount to Rs 1.6 million. Estimates for other years have been calculated in similar manner. These are given in summary form in Table 17-11 to Table 17-14.
17.1.5 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,
24 Ibid
17-7 University of Moratuwa Economic Feasibility Study for Proposed ESH 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 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.
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Table 17-10: Breakdown of Regional Benefits of Scenario 3 (2011) Rs mn
Vehicle Operating Costs Travel Time Cost 10% of TTC taken as Total Regional Private Private Goods Transport Development Trucks Buses Vehs Buses Vehicles Vehicles Cost Benefit A-B-C 413.4 224.0 490.6 106.3 227.7 67.0 1528.9 152.9 C-D-E 521.4 290.6 630.0 136.5 292.3 86.0 1956.8 195.7 E-F 210.8 117.5 254.8 55.2 118.2 34.8 791.4 79.1 F-G 150.2 83.8 181.5 37.0 79.3 23.3 555.2 55.5 G-H 172.3 96.0 208.1 42.4 90.9 26.7 636.5 63.6 H-I 159.5 88.9 192.7 39.3 84.2 24.8 589.4 58.9 I-J 162.9 90.8 196.9 40.1 86.0 25.3 602.0 60.2 J-K 97.2 54.2 117.4 23.9 51.3 15.1 359.0 35.9 TOTAL 1887.7 1045.9 2272.0 480.7 1029.9 303.0 7021.5 701.9
The Regional Benefit arising from the ESH 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 7,021 million by the year 2011, it is assumed that the contribution or the value addition to GDP by the ESH would be worth at least 12% of this cost. Hence, a value of Rs 842.6 million is taken as the regional benefit due from the ESH. The estimates for other years have been computed in similar manner and shown in Table 17-11 to Table 17-14.
17.1.6 Summarized Benefits for all Scenarios
The total benefits calculated for the years 2011, 2016, 2021,2026 and 2031 for each of the Scenarios is given in the following Tables.
Table 17-11: Summary of Benefits for Scenario 1 2011 2016 2021 2026 2031
Savings in Vehicle Operating Cost 148.7 230.1 356.0 550.7 852 Passenger Travel Time Savings 236.9 338.7 484.4 692.6 991.8 Savings in Travel Time of Goods 69.3 85.8 106.1 131.3 162.1 Savings in Accident Costs 126.9 169.8 227.2 304.0 407.1 Reduction of Cost of Air Pollution 1.6 2.1 2.8 3.7 5.0 Regional Benefits 649.3 761.5 893.1 1,047.4 1,228.5 TOTAL 1,232.7 1,588.0 2,069.5 2,729.7 3,646.4
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Table 17-12: Summary of Benefits for Scenario 2. 2011 2016 2021 2026 2031
Savings in Vehicle Operating Cost 148.7 230.1 356.0 550.7 852 Passenger Travel Time Savings 236.9 338.7 484.4 692.6 991.8 Savings in Travel Time of Goods 69.3 85.8 106.1 131.3 162.1 Savings in Accident Costs 126.9 169.8 227.2 304.0 407.1 Reduction of Cost of Air Pollution 1.6 2.1 2.8 3.7 5.0 Regional Benefits 664.3 777.9 910.9 1,066.7 1,258.3 TOTAL 1,247.7 1,604.4 2,087.4 2,749.0 3,676.2
Table 17-13: Summary of Benefits for Scenario 3. 2011 2016 2021 2026 2031
Savings in Vehicle Operating Cost 148.7 230.1 356.0 550.7 852 Passenger Travel Time Savings 236.9 338.7 484.4 692.6 991.8 Savings in Travel Time of Goods 69.3 85.8 106.1 131.3 162.1 Savings in Accident Costs 126.9 169.8 227.2 304.0 407.1 Reduction of Cost of Air Pollution 1.6 2.1 2.8 3.7 5.0 Regional Benefits 842.6 1,166.6 1,615.1 2,236 3,094.5 TOTAL 1,426.0 1,993.1 2,791.6 3,918.4 5,512.4
Table 17-14: Summary of Benefits for Scenario 4. 2011 2016 2021 2026 2031
Savings in Vehicle Operating Cost 148.7 230.1 356.0 550.7 852 Passenger Travel Time Savings 236.9 338.7 484.4 692.6 991.8 Savings in Travel Time of Goods 69.3 85.8 106.1 131.3 162.1 Savings in Accident Costs 126.9 169.8 227.2 304.0 407.1 Reduction of Cost of Air Pollution 1.6 2.1 2.8 3.7 5.0 Regional Benefits 774.4 999.3 1,289.6 1,664 2,148.2 TOTAL 1,357.8 1,825.8 2,466.1 3,346.6 4,566.1
17.2 Economic Costs
17.2.1 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 Transportation Engineering Division UoM • STDP Project office - Land Acquisition and Resettlement Section • RDA Land Division • UDA unpublished reports • Field information collected from socio economic survey
The different land use within the two kilometer corridor was obtained using GIS maps. The percentage of different land use was given in Table 9-5. There was no specific and
17-10 University of Moratuwa Economic Feasibility Study for Proposed ESH authoritative source to obtain land values for different areas. The land values were calculated for market prices for the current year based on different sources of information. Basically the rates collected from STDP Land Section were used after modifying with the data collected from other sources that have been discussed in detail in Section 9. The total economic cost of land acquisition has been estimated at Rs. 4,828,596,702.
17.2.2 Resettlement Costs
The total number of houses affected by the ESH has been computed as 500, even though 5% of the land area of a 2 km wide corridor would only account for 348 houses from a total of 6,960 houses identified through the 1:10,000 maps. This is partly to compensate for any houses that are not shown on the 1:10,000 maps. The cost has been computed for 500 houses, which again is a conservative estimate especially given that some flexibility exists within the 2 kms trace to avoid buildings. Details of this are given in Section 9.2. The total value for resettlement cost is estimated at Rs 1,090,056,250.
17.2.3 Preliminaries including mobilization of contractor
The preliminary items are generally identified as costs to be incurred for setting up facilities for the client’s and consultant’s staff, mobilization of the contractor, facilities for maintenance of roads and road safety during construction and insurance and bonds etc. The prices from STDP project modified for the year 2007 was used to calculate this value. It is assumed that the entire length of 73.7 kilometers of the ESH can be divided into two separate contracts. The estimation for this was done assuming a contract period of 4 years and figures are as shown in Table 17-15. The total amount is 2007 prices is Rs 1.678 billion.
Table 17-15 : Cost of General Preliminary Items.
Year Year1 Year2 Year3 Total Cost of Preliminary Item (Rs,000’) 1,169,153 247,202 261,446 1,678,802,612
17.2.4 Provisional Sums
The cost for provisional sums is allowed in lieu of those items which cannot be quantified separately and included in an itemized BOQ. Estimation of these items is also done for three years and given in Table 17-16. The cost includes items such as permanent diversion of existing utilities, additional soil investigation and testing, instrument and surveying equipments, maintenance of offices and landscaping etc. In this case also, the cost was estimated using the per km cost of JBIC section of the STDP and adjusted for 2007 prices. The total amount in 2007 prices is Rs 2.156 billion.
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Table 17-16 : Cost of Provisional Items Year Year1 Year2 Year3 Total Cost of Provisional Sums (Rs,000’) 1,068,811 362,329 362,329 2,155,799
17.2.5 Earth works
The cut and fill volumes have been given in Table 1 of Appendix IV Present rates of the STDP project were used adjusted for 2007 prices. The total volume of earth work required for cut, fill with cut material and fill with imported material is shown in Table 17- 17. The total cost is Rs 3.100 billion.
Table 17-17 : Estimation of Cut and fill volume
Item Qty (m3) Rate (Rest) Amount (Rs) Cut Only 933,228 200 186,645,600 Filling with Cut Material 2,685,609 400 1,074,243,600 Filling with Imported Material 2,627,127 700 1,838,988,900 Total 3,099,878,100
17.2.6 Drainage
Quantities for the drainage system with built-up drains for road drainage, lead away drainage, is calculated based on linear meter rate after identifying the cut and fill length for each section of the highway. Based on 36.25 kms in cut and 37.05 kms in fill, the cost of the drainage system was estimated as Rs. 1.041 billion.
Table 17-18 : Cost of Drainage
No Length (km) Rate per km 1 Length in Cut 36.25 11,479 416,114 2 Length in Fill 37.05 16,890 625,775 TOTAL 1,041,888
17.2.7 Ground Improvements
Approximate Length of the soft ground improvement is identified as 5.2 kilometers in low elevated areas and the rate for such improvement is given as the basis of square meters. This has been discussed in detail in Chapter 13. This amounts to 228,800 square meters for an average height of embankment of 3 meters. Therefore the cost of the soft ground is estimated at a rate based on experience of soft ground treatment for the STDP adjusted fro 2007 prices is Rs 4,500.00 per square meter and accordingly the total cost is Rs. 1,029,600,000.
17.2.8 Road Works
Road works item is taken as the base, binder and the wearing course and two design sections have used for the entire length of the highway based on the traffic, and hence
17-12 University of Moratuwa Economic Feasibility Study for Proposed ESH two different square meter rates have been used for estimation. The quantities and amounts which have been calculated in detail in Chapter 15 are shown in summary in Table 17-19. The total cost is Rs 3.0 billion.
Table 17-19 : Cost of Base and the Pavement (Road Works)
No Road Section Length (km) Qty (m2) Rate (Rs) Amount (Rs) 1 Section from A to H 47.4 1,080,720 1,853.00 2,002,574,160 2 Section from H to K 26.3 599,640 1,662.00 996,601,680 2,999,175,840
17.2.9 Structures
The bridges over rivers, main streams and irrigation channels as well as for road crossings are included under this item. These have been calculated in detail in Chapter 15 and are given in Summary in Table 17-20. The total cost is Rs 12.8 billion, of which Rs 5.5 billion is for bridges and Rs 5 billion for irrigation structure, underpasses and overpasses. In the case of roads, all A, B and C class roads have been provided with an underpass or overpass or underpass as is appropriate. In terms of water crossings, all crossing having a discharge of more than 1 cu/m/s has been also provided a crossing structure. Culverts have been provided every 180 metres.
Table 17-20 : Summary Table of Costs for Structures # Rs Bridges 5,495,200,000 Box Culverts 427,250,000 Irrigation Structures Approx : 270 5,034,750,000 Underpasses Overpasses Intersections & 10 1,830,370,000 Interchanges TOTAL 12,787,570,000
17.2.10 Lighting & Safety
The estimate for this item includes, lighting at intersections and interchanges, overpasses and underpasses, all type of sign boards, and road markings. The current rates have been used and applied considering two approaches. One is the cost for the item at intersection and the interchanges are taken as a separate item. The other one is the rate for facilities along the main highway is taken as a linear meter basis. The summary is given in Table 17-21. The total cost here is Rs 2.8 billion. This expenditure is considered necessary to achieve the reduction in accident costs anticipated as benefits.
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Table 17-21 : Cost Estimates for Road Safety
No Road Section Units Qty Rate (Rs) Amount (Rs) 1 Lighting Interchange and Intersections Nos 10 86,027,226 860,272,260 Main Highway km 0 18,630,740 0 2 Sign Boards Interchange and Intersections Nos 10 1,198,099 11,980,990 3 Road Marking Interchange Nos 10 633,951 6,339,510 Main Highway km 70.1 826,137 57,912,200 4 Road Side Guard Rails Where Embanklment fill > 2.5m m 25,940 7,368 191,125,920 5 Fencing Woven Wire Fence at ROW m 70,100.0 5,362 375,876,200
1,503,507,080
17.2.11 Service Roads
Based on the detailed calculation shown in Chapter 15, the cost of service roads inclusive of culverts and other related costs have been estimated at Rs 391 million This was discussed in detail in Section 15.
17.2.12 Rehabilitation in 2021 (after 10 years)
It is expected to overlay the highway in year 2021 as two separate sections, one from A – H (47.40 km) and H – K (26.30 km) based on the traffic consideration taken into account at designing the pavement thickness. The rate is calculated as Rs. 525.00 and Rs 775.00 per square meter for sections A-H and H-K respectively. The total cost in 2007 prices is estimated as Rs: 1. 027 billion . The rehabilitation has been considered primarily as a cost reduction method, where this part of the cost which would otherwise have to be made in the year 2011 will be delayed till 2021.
17.2.13 Routine Maintenance
Four major items identified as maintenance has been provided for under routine maintenance expenditure for the smooth operation of the highway. The associated annual cost for each of these items is estimated as a percentage of the total construction cost of such items and given as in Table 17-22. The total annual cost for pavement, driangae, structures, service road, lighting and safety will amount to around Rs 336 million per year. The breakdown of this is given in Table 17-22.
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Table 17-22 : Cost of Annual Maintenance
No Maintenance Item Description Construction Cost % % cost
1 Pavement 2,999,175,840 2 59,983,516.80 2 Drainage 1,041,888 2 20,837.77 3 Structures 12,787,570,000 1 127,875,700.00 Service Roads 391,250,000 2 7,825,000.00 4 Lighting, Road Safety 2,809,521,930 5 140,476,096.50 336,181,151.07
17.2.14 Summary of the BOQ
The summary of the cost for the ESH is given as in Table 17-23.
Table 17-23 : Summary of Construction Costs
Description Amount (Rs) Land Acquisition and Resettlement 5,918,562,952.83 Preliminaries/General 1,677,802,612.27 Earthworks 3,099,878,100.00 Drainage 1,041,888,250.00 Base Course and Pavement 2,999,175,840.00 Interchanges & Intersection 1,830,370,000.00 Underpass and Overpass 5,034,750,000.00 Bridges, Culverts and Irrigation Structures 5,922,450,000.00 Ground Improvement 1,029,600,000.00 Road Safety & Lighting 1,503,507,079.88 Service Roads 391,250,000.00 Sub - 1(Total of Bills) 30,449,234,834.98 Stage Construction (Overlaying Cost in 2021) 1,027,311,000.00 Provisional Sums 1,793,470,251.83
33,270,016,086.81 Total
The total financial cost of construction between 2008 and 2010 is Rs 33.3 billion, including a provisional sum of Rs 1.793 provided for price escalation.
17.3 Comparison of Costs with STDP
The comparison of costs with the on-going STDP is given in Table 17-24 by adjusting all values to 2007 prices. The costs here are given per km length.
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Table 17-24 : Per km Cost Comparison with JBIC Section
Cost Per km (Rs) Item JBIC Estimate ESH Estimate Preliminaries & Site Clearance 22,320,261 22,827,246 Earthworks 91,382,846 42,175,212 Drainage 20,011,580 14,175,350 Road works 42,879,659 40,805,113 Structures 91,683,750 173,980,544 Facilities 5,825,673 38,224,788 SUB TOTAL 274,103,769 332,188,255
It can be seen that the cost per km between the STDP and the ESH are similar except in the case of Structures and in the case of Facilities. The costs for structures in the ESH estimates are double that of what has been estimated for the STDP. This is however for 2 lane facility and is expected that when 4 lane upgrades are made the cost for structures will also increase by up to 20-25%. Moreover, the ESH has two major bridges while the JBIC section does not have such large water crossing structures. The Facilities cost can be explained in terms of the extra safety related improvements that have been effected, such as crash barriers, guard rails, lighting throughout the road etc.
17.4 Economic Benefit Cost Analysis
The economic cost benefit for the project 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 Section 17.1 are used. These costs are in economic terms. The costs are taken from the computations in Section 17-2, 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 Projects 25 , 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 all 4 scenarios that have 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. The effect of variations in costs will be treated under Sensitivity Analysis in the next
25 Assessing Public Investment in the Transport Sector, National Planning Department, Kumarage et al, 2001
17-16 University of Moratuwa Economic Feasibility Study for Proposed ESH section. The impact of contingencies and price escalation on costs will also be considered under Sensitivity Analysis.
The BCA carried out for 4 scenarios and given in the following tables are based on a discounting rate of 6%.
Table 17-25 : Benefit –Cost Analysis for Scenario 1
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Table 17-26 : Benefit –Cost Analysis for Scenario 2
Table 17-27 : Benefit –Cost Analysis for Scenario 3
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Table 17-28 : Benefit –Cost Analysis for Scenario 4
The above four BCA analysis indicates that Scenario 3 which has the best rate of economic return on investment has only a marginal NPV of Rs 655 million at a Discounting Rate of 6%, while its Benefit Cost Ratio is 1.03. The EIRR is 6.2%.
17.5 Sensitivity Analysis
Sensitivity Analysis will consider the following most pessimistic conditions for examining the viability under such occurrence as an extreme situation. For this purpose we shall select Scenario 3 which seems the likely scenario under which the project can be made viable.
The Sensitivity Analysis will be tested for a situation that will be representing a 10% increase in all costs and a simultaneous 10% reduction in benefits. This has been shown in Table 17-29.
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Table 17-29 : Benefit –Cost Analysis for Scenario 3 under Pessimistic Conditions
According to the sensitivity analysis, the NPV at 6% discount rate is Negative at Rupees -4528 million, while BCR is 0.94. Its EIRR is only 4.3%. Hence clearly, the ESH is unable to return economic benefits at the desired rate of return under the worst case scenarios. However, a EIRR of 4.3% can still be considered acceptable in the long terms given the requirement for the project of a national development perspective.
Hence other forms of analysis such as a Multi-Criterion Analysis should be performed at Feasibility Stage to ensure that the project can be justified on other non-economic criterion such as equity based improvements, social development, etc.
17.6 Operation as a Toll Highway
There is yet no stated intent to operate the ESH as a toll highway. Given the low EIRR, it does not seem feasible to begin tolling of this highway which is primarily intended for regional development. This is because if tolling is introduced, traffic levels will reduce leading to loss of potential economic benefits. This could make the project less feasible economically. Tolling may begin after traffic levels have picked up and potentially from around 2026 onwards when at least some sections have reached capacity. Tolling prior to that will lead to under utilization of the facility provided.
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17.7 Conclusion
It may be concluded that the ESH as a 4 lane divided highway with grade separated interchanges will cost Rs 34.6 billion rupees without taxes and contingency costs to be constructed. It will return an EIRR of 6.2% which is marginally acceptable for a project that will stimulate major regional developments such as the Hambantota Seaport and Ruhunupura urban centre development.
The project does not show an acceptable EIRR for any scenario other than a full development of the Hambantota Development Plan. Existing traffic levels are inadequate to justify the ESH at the present times or even after the STDP to Matara is complete. This is because the existing speeds on the A2 between Matara and Hambantota are not low enough to return high benefits to the ESH. Hence even a two lane option for the ESH is not feasible since such a two lane option would also require lowering operational speeds on the ESH thus reducing benefits even further.
The pessimistic scenario developed and tested for sensitivity which is represented by a 10% increase in costs together with a simultaneous 10% decrease in estimated benefits returns a EIRR of 4.3%, which shows that more studies may have to be undertaken to design the ESH with lower costs (without reducing potential benefits) or to increase benefits. This is because the risk factor for the ESH is high.
Another option would also be to consider some components of the ESH as delayed investments until traffic levels are higher. But steps such as staged construction are expected to decrease costs and increase accidents etc. They may not be suitable. In this respect a feasibility study will need to consider such possibilities in greater detail.
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CHAPTER 18 MODIFIED PROPOSAL FOR DELAYED CONSTRUCTION
At a meeting held with the Road Development Authority on the preliminary findings as outlined in Chapter 17, it was decided that the proposal for delaying construction by 5 years should also be considered. This was to ensure that the economic benefits of the project would be optimal given that the development of the port would be in stages. In justifying such a consideration it was also held that the A2 at present in also being rehabilitated and could be adequate for at least until the year 2016. In this section therefore, we will investigate delaying the construction and operation of the project by 5 years, so that construction will be earmarked to commence in the year 2013 and operation of the ESH to commence by the year 2016. It was also held that the average acquisition width could be reduced so as to vary with typical sections rather than providing for a potential maximum right throughout.
In this respect, this Chapter investigates the performance of this modified proposal for Scenario 3 which provided the most beneficial returns for the project.
18.1 Traffic Forecasts
The traffic forecasts elaborated in Chapter 8 has been extended to the year 2036. The separate estimates of generated and diverted traffic along with the totals are given in Table 18-1. This shows that there will be approximately 20% higher traffic flows if construction is delayed by 5 years.
18.2 Pavement Design
The revised Cumulative ESAL’s for the design period of 10 years and 20 years with a delayed construction and opening for traffic in year 2016 have been estimated for the each section of the trace for Scenario 3 26 which has the highest flow rates. Tables 18-2 and 19-3 show the cumulative ESAL’s for 10 years and 20 years periods respectively. Traffic growth factors for design periods were estimated using the projected traffic.
26 See Chapter 8 on Traffic Analysis
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Table 18-1: Traffic Estimates for Scenario 3 (2011-2036)
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Table 18-2: Revised Cumulative ESALs for both directions (10 years)
Medium Good Vehicles Heavy Good Vehicles Buses Section MGV HGV Avg Estimated ESA ESAL
2026 2016 Growth 2026 2016 Growth 2026 2016 Growth Rate Rate Rate
A-B-C 4997 2346 0.08 6818 2344 0.11 4651 2597 0.06 1.46 60,826,046 C-D-E 4899 2258 0.08 6920 2437 0.11 4337 2422 0.06 1.50 60,862,473 E-F 4282 1970 0.08 6184 2178 0.11 3614 2018 0.06 1.52 53,722,019 F-G 3853 1776 0.08 5571 1962 0.11 3250 1815 0.06 1.52 48,385,921 G-H 3418 1585 0.08 4895 1724 0.11 2937 1640 0.06 1.51 42,770,998 H-I 2506 1156 0.08 3700 1303 0.11 2079 1161 0.06 1.54 31,841,889 I-J 2442 1132 0.08 3796 1337 0.11 1991 1112 0.06 1.56 32,024,193
J-K 1922 902 0.08 2553 899 0.11 1623 906 0.06 1.50 23,015,076
Table 18-3 : Cumulative ESALs for both directions (20 years)
Section Medium Good Vehicles Heavy Good Vehicles Buses Avg Estimated MGV HGV ESAL 2036 2016 Growth 2036 2016 Growth 2036 2016 Growt ESA Rate Rate h Rate
A-B-C 10303 2346 0.08 18795 2344 0.11 9850 2597 0.07 1.46 211,858,331
C-D-E 10204 2258 0.08 20917 2437 0.11 9191 2422 0.07 1.50 221,088,239
E-F 9025 1970 0.08 19796 2178 0.12 7471 2018 0.07 1.52 200,636,570
F-G 8184 1776 0.08 18213 1962 0.12 6693 1815 0.07 1.52 182,580,311
G-H 7308 1585 0.08 16193 1724 0.12 6033 1640 0.07 1.51 162,186,660
H-I 5516 1156 0.08 12455 1303 0.12 4427 1161 0.07 1.54 122,731,569 I-J 5582 1132 0.08 13130 1337 0.12 4360 1112 0.07 1.56 126,216,070
J-K 4287 902 0.08 8219 899 0.12 3559 906 0.07 1.50 86,617,142
The growth rate for traffic during this period is shown in Table 18-4. These growth rates have been computed using the expected traffic for 2026 and 2036as shown in Table 18- 1 under Scenario 3.
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Table 18-4: Growth Rate for Traffic 2016-2036 Section Medium Good Heavy Good Vehicles Buses Ave. Estimated Vehicles MGV HGV ESA ESAL 2036 2016 Growth 2036 2016 Growth 2036 2016 Growth Rate Rate Rate A-B-C 10303 2346 0.08 18795 2344 0.11 9850 2597 0.07 1.46 11,858,331 C-D-E 10204 2258 0.08 20917 2437 0.11 9191 2422 0.07 1.50 21,088,239 E-F 9025 1970 0.08 19796 2178 0.12 7471 2018 0.07 1.52 200,636,570 F-G 8184 1776 0.08 18213 1962 0.12 6693 1815 0.07 1.52 182,580,311 G-H 7308 1585 0.08 16193 1724 0.12 6033 1640 0.07 1.51 162,186,660 H-I 5516 1156 0.08 12455 1303 0.12 4427 1161 0.07 1.54 122,731,569 I-J 5582 1132 0.08 13130 1337 0.12 4360 1112 0.07 1.56 126,216,070 J-K 4287 902 0.08 8219 899 0.12 3559 906 0.07 1.50 86,617,142
18.2.1 Estimation of sub-grade strength and Traffic classes
The Sub-grade strength classes S4 (CBR8-14) specified in RN 31 would be more appropriate for the pavement design. However, it is recommended that more accurate determination of the sub-grade CBR specific to each particular section between interchanges should be done at the earth works and embankment constructions.
Traffic classes for the sections between interchanges were based on the estimated traffic as described in the earlier section. The lane distribution factor of 0.5 was considered in determining the design lane traffic volume. Tables 18-5 and 18-6 show the layer thickness and equivalent structural number according to AASHTO guidelines.
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Table 18-5 : Layer thickness for 10-year design period
Section Estimated Design Lane AASHTO TRRL Road Layer Thicknesses Equi - Adjusted Equi - ESAL ESAL Design, Note 31 27 valent Layer Thickness valent Structural Subgrade Traffic H1 H2 H3 SN H1 H2 H3 SN Number (SN) Class Class A-B-C 60,826,046 15,206,511 4.10 S4 T7 125 225 175 4.13 100 300 175 4.13 C-D-E 60,862,473 15,215,618 4.10 S4 T7 125 225 175 4.13 100 300 175 4.13 E-F 53,722,019 13,430,505 4.00 S4 T7 125 225 175 4.13 100 300 175 4.13 F-G 48,385,921 12,096,480 4.00 S4 T7 125 225 175 4.13 100 300 175 4.13 G-H 42,770,998 10,692,750 3.90 S4 T7 125 225 175 4.13 100 300 175 4.13 H-I 31,841,889 7,960,472 3.75 S4 T6 100 200 175 3.57 100 250 175 3.85 I-J 32,024,193 8,006,048 3.75 S4 T6 100 200 175 3.57 100 250 175 3.85 J-K 23,015,076 5,753,769 3.60 S4 T5 SD 225 250 2.42 50 250 250 3.34 H1*= Hot mix asphalt layer, H2*=Aggregate Base, H3*=Soil sub base
27 Road Note 31 was introduced after revising Road Note 29 and considering pavement design and maintenance in tropical counties. Therefore, AASHTO structural number concept is used to determine the thickness for higher traffic categories .
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Table 18-6: Layer thickness for 20 years design period Section Estimated Design Lane AASHTO TRRL Road Layer Thicknesses Equi- Adjusted Equi- ESAL ESAL Design, Note 31 valent Layer Thickness valent Structural Subgrade Traffic H1 H2 H3 SN H1* H2* H3* SN Number (SN) Class Class A-B-C 211,858,331 52,964,583 4.9 S4 T8* 5.11 150 300 175 4.97 C-D-E 221,088,239 55,272,060 4.9 S4 T8* 1Road Note 31 is not 5.11 150 300 175 4.97 E-F 200,636,570 50,159,143 4.8 S4 T8* available and Road Note 5.11 150 300 175 4.97 F-G 182,580,311 45,645,078 4.8 S4 T8* 29 design are not 5.11 150 300 175 4.97 G-H 162,186,660 40,546,665 4.7 S4 T8* compatible with RN31 5.11 150 300 175 4.97 H-I 122,731,569 30,682,892 4.5 S4 T8 150 250 175 4.69 150 250 175 4.69 I-J 126,216,070 31,554,018 4.5 S4 T8 150 250 175 4.69 150 250 175 4.69 J-K 86,617,142 21,654,286 4.3 S4 T8 150 250 175 4.69 100 225 250 3.85
H1*= Hot mix asphalt layer, H2*=Aggregate Base, H3*=Soil subbase
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The cost of the pavement would be as follows:
• Sections A-H = Rs. 2706/ sq.m • Sections H-J = Rs. 2561/ sq.m • Section J-K = Rs. 1985/ sq.m
The total cost of road works is therefore estimated at Rs 4,358,208,075.60 million as shown in the following table.
Table 18-7: Revised Pavement Construction Cost
Length No Road Section (km) Qty (m2) Rate (Rs) Amount (Rs)
1 Section from A to H 46.95 1,070,391.60 2,706.00 2,896,479,669.60
2 Section from H to J 19.17 437,076.00 2,561.00 1,119,351,636.00 3 Section from J to K 7.57 172,482.00 1985.00 342,376,770.00 4,358,208,075.60
In order to reduce the initial investment, the wearing initial design will be for 10 years, with an overlay to be added after that point. The cost of the overlay including repair will be:
• Sections A-H = Rs. 525/ sq.m • Sections H-K = Rs. 775/sq. m
18.3 Geometric Design
If it is assumed that this project will be in operation only in 2016 and full expressway network in operation it can be seen that two-lane condition is not adequate by year 2016 for sections A-B-C-D-E-F-G. Hence, divided multi-lane situation should be considered. Hence there is no change in the design criteria used earlier in the report.
The lane requirement for divided multi-lane condition was estimated to identify the time frame for stage construction (widening). Equal directional split is assumed for the estimates. It can be seen that two lanes each direction (total of 4 lanes) will not be adequate to provide a LOS C or better by year 2026 especially for sections that has rolling terrain condition (C-D-E-F-G). Results are given in Table 18-8. Calculations indicates that four lanes (two lanes each direction) would be sufficient to maintain a minimum level of service (LOS E) till 2036 for these sections. Thereafter it may be necessary to have total of six lanes especially for the section closer to Matara and other sections falls under rolling terrain condition.
Even though two-lane (single lane each direction) facility would be sufficient beyond section H at the early stages it is recommended to design entire length for four lane standards initially, considering safety and other operational requirements.
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Table 18-8: Revised Level of Service Calculation
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18.4 Acquisition
The maximum width of the right of way to the expressway is calculated as 96.3 meters. This is to accommodate two service roads besides the six lane highway and a maximum cut depth of 20 meters. The minimum width requirement is approximately 55.5 meters with no access roads on either side or a 3 meter fill and 5 meters reservation on both sides. These are illustrated in Figure 22 in Appendix II. Following the decision made at the RDA, and average reservation width is considered taking 75 meters for the calculation of acquisition cost.
18.5 Cost Analysis
The summary of the revised cost for the ESH is given as in Table 18-9. The total cost without stage construction or provisional sums is Rs 30.3 billion.
Table 18-9: Summary of Construction Costs (Financial)
Description Amount (Rs) Land Acquisition and Resettlement 4,438,922,214.63 Preliminaries/General 1,677,802,612.27 Earthworks 3,099,878,100.00 Drainage 1,041,888,250.00 Base Course and Pavement 4,358,208,075.60 Interchanges & Intersection 1,830,370,000.00 Underpass and Overpass 5,034,750,000.00 Bridges, Culverts and Irrigation Structures 5,922,450,000.00 Ground Improvement 1,029,600,000.00 Road Safety & Lighting 1,503,507,079.88 Service Roads 391,250,000.00
Sub Total 30,328,626,332.37
Stage Construction (Overlaying Cost in 2026) 1,027,311,000.00 Provisional Sums 1,793,470,251.83 (Total of Bills and Provisional Sums) 33,149,407,584.20
18.6 Economic Analysis
As discussed earlier in Chapter 17, the financial costs have been converted to economic by assuming that the overall shadow factor is 0.85. The resulting cost benefit analysis is given in Table 18-10. Accordingly, the Internal Rate of Return has increased to 8.1% and the BCR has increased to 1.24 at a discount rate of 6%. This is a much improved performance when compared to the earlier option where the IRR was only 6.5%.
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Table 18-10 : Benefit-Cost Analysis
18.6.1 Sensitivity Analysis
Sensitivity Analysis for examining the viability of Scenario 3 will be represented by a 10% increase in all costs and a simultaneous 10% reduction in benefits. The result of this analysis has been shown in Table 18-13. This returns a BCR of 1.01 at a 6% Discount Rate and has an IRR of 6.1%. This is just acceptable given that it is a long-term project with developmental potential.
18.7 Traffic Scenario on A2 without ESH
At the request of the RDA this section shows the possible traffic scenario on the existing A2 highway if the extension to Southern Highway is not provided but the planned development of the Hambantota Port and associated developments proceeds as planned.
The forecasted traffic level for each of the major links on the A2 for from Matara to Weerawila for the entire design period (for the ESH) from 2016 to 2036 is given in Table 18 -11. The average speeds of these links are also given.
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Table 18-11: Traffic Estimates for Scenario without ESH (2016-2036)
ADT Link Speed Kms/hr Node Start Intersection Node End Intersection 2016 2021 2026 2031 2036 2016 2021 2026 2031 2036 Old Tangalle Rd Tangalle end Matara Madawatta Junction 912804 912801 A002, B338 A002, B284 3,637 4,752 6,252 8,283 11,049 38 37 36 35 34 Matara Madawatta Junction Matara Beach Rd Tangall 912801 912807 A002, B284 End A002, B524 2,187 2,905 3,888 5,244 7,150 36 34 34 33 31 Matara Beach Rd Tangall 912807 912808 End A002, B524 Galle Rd Jun. A002 , B557 33,697 47,144 66,098 92,852 130,769 32 25 13 8 5 Devinuwara Junction - 912808 912802 Galle Rd Jun. A002 , B557 A2,B107 1,379 1,846 2,489 3,377 4,613 20 12 7 4 2 Devinuwara Junction - Dikwella Wewrukannala Rd 912802 912302 A2,B107 A002, B525 46,237 64,716 90,892 128,081 181,029 36 32 28 20 15 Dikwella Wewrukannala Rd 912302 912301 A002, B525 Dickwella jn A002, B101 1,954 2,605 3,510 4,784 6,603 24 21 17 9 3 912301 Dickwella jn A002, B101 912304 Kudawella A002, B566 7,437 11,083 16,582 24,904 37,494 34 31 29 25 21 912304 Kudawella A002, B566 912401 Moraketiara A2, B566 6,191 8,524 11,843 16,617 23,586 33 30 27 21 17 Circular road Jn Marata end 912401 920905 Moraketiara A2, B566 A002, LHS B083 5,706 7,957 11,205 15,946 23,008 32 29 25 19 15 Circular road Jn Marata end Tangalle Prison Rd jn A002, 920905 920903 A002, LHS B083 B376 1,082 1,376 1,750 2,225 2,829 25 24 24 24 23
920903 Tangalle Prison Rd jn A002, 920906 Circular Road Jn (Kataragama B376 end) A002, LHS B083 2,721 3,908 5,670 8,311 12,368 11 5 3 1 1 Tangalle Weeraketiya Rd Jn 920901 920902 RB Tangalle A002, LHS B141 A002, B410 1,457 2,034 2,872 4,101 6,002 12 5 3 1 1 Tangalle Weeraketiya Rd Jn 920902 883501 A002, B410 Ranna A002, B387 9,232 12,249 16,376 22,095 31,097 37 34 32 28 24 Ranna 883501 883502 Jun.(Anugunukolapelessa) Ranna A002, B387 A002 B548 1,871 2,527 3,444 4,745 6,746 26 23 19 10 5 Ranna 883502 Jun.(Anugunukolapelessa) 883701 A002 B548 Nonagama Jn A002, A018 1,949 3,011 4,675 7,291 13,293 34 32 31 28 15 883701 Nonagama Jn A002, A018 883901 Mirijjawila Jn B562, A002 3,639 5,596 8,634 13,373 30,685 32 30 28 24 18 Hambantota Jail Rd Matara 883901 884001 Mirijjawila Jn B562, A002 end A002, A122 5,355 7,628 10,974 15,950 33,255 32 30 28 24 18
883201 892501 Hambantota Lewaya Rd Maha Lewaya A002/X006 Kataragama End A002, B251 8,818 12,708 18,390 26,735 42,012 43 42 42 42 40
892501 Hambantota Lewaya Rd 891801 Kataragama End A002, B251 Weligatta Jn A002, B567 35,879 51,909 75,403 110,030 178,006 40 38 37 35 33 Weerawila Junction A002, 891801 891101 Weligatta Jn A002, B567 B464 31,331 45,737 66,979 98,453 161,912 39 38 36 35 33 Weerawila Junction A002, 891101 890301 B464 Pannagamuwa jn A002, B021 2,894 4,054 5,738 8,210 13,559 32 32 32 31 29
It can be seen that due to the development around the urban centres there would be urban congestion on the A2 highway around Matara, Devinuwera and Hambantota even as early as 2016. Link speeds will vary between 11 kms per hour and 43 kms per hour. This will quickly reduce to a low of 5 kms per hour by the year 2021. Thus it is evident that the A2 alone will not be able to service the efforts of the Hambantota Development Plan beyond the year 2016.
18.8 Summary
It can be seen that the modified proposal for a delayed construction with reduced cost will be Rs 30.3 billion initially. The delayed construction will enhance the economic feasibility as shown in Table 18-13. This will improve IRR from 6.2% to 8.0%, while its BCR will stabilize from 1.03 to 1.24. Under most pessimistic conditions, the project becomes less unfavorable as IRR improves from 4.4% to 6.1% and BCR improves from 0.84 to 1.01 which is marginally above par for a 6% Discount Rate.
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Table 18-12 : Comparison of Economic Feasibility
NPV IRR BCR Pessimistic Scenario Rs mn NPV IRR BCR
Original Proposal to Commence 655 6.2 1.03 (4,528) 4.4 0.84 Construction in 2008 Modified Proposal to Commence 4,483 8.0 1.24 281 6.1 1.01 Construction in 2013
Table 18-13 : Benefit Cost Analysis of Pessimistic Scenario for Modified Proposal
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CHAPTER 19 CONCLUSIONS & RECOMMENDATIONS
This chapter will summarize the major conclusions and recommendations made in this report:
19.1 Regional Development
Ruhuna being one of the least urbanized areas in the country is expected to increase up to 40% over a 10 year period. Most of this increase will come from rural migration to urban areas especially from hinterland areas of Ruhuna, especially that of Hambantota District. The attractors for this migration will be the proposed development of a seaport in Hambantota supplemented by an international airport, which in turn are expected to enable the formation of Hambantota as a first order urban centre. The economy is expected to hinge around the growth of the port and its direct impact on the services offered and the processing and distribution events that are likely spin-off activities. The availability of land and of labor in this area is expected to enable this fast growth of Hambantota as anticipated by the UDA.
19.2 Seaport
Accordingly, in the start up phase, the Hambantota Port is expected to function as an industrial seaport 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 utilization in the existing ports of Colombo, Galle and Trincomalee. Accordingly, it is anticipated that at an expected higher economic growth rate which will improve from 6% p.a. at present, to 8% p.a. in 2010, this overflow will occur in the year 2013. In the long- term horizon it is expected that Hambantota will evolve to be an important multi-purpose port that will handle over 50% of Sri Lanka’s total cargo of all types.
19.3 Industries
This study strongly considers that the hinterland of Hambantota has great potential to provide the land and human resources to enable the port related industries so that Hambantota District in particular and Ruhuna in general will rapidly become industrialized. Ruhuna is considered as having the greatest potential due to the availability of a scarce factor of production- in a densely populated country like Sri Lanka, being the availability of land. This together with the increasing congestion in Colombo area makes the possibility of developing Hambantota as an industrial district around the port a distinct necessity and possibility.
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19.4 Airport
The location for the second international airport as the Hambantota district was chosen in 2005. Its benefits in terms of cost savings to airline operators by having to carry lesser amounts of extra fuel for emergency diversions has been estimated as being considerable. However, even though the growth of passenger traffic will be significant, the diversion of traffic to WIA from BIA will be slow. Even by the year 2025, it is not expected to handle more than 5% of the national traffic.
19.5 Railway
There is interest in the revival of the proposed extension of the Coastal Railway line from Matara to Kataragama, a project which was first initiated in 1991. This proposed extension of the railway will be competitive to the ESH in some aspects, while in other aspects it will be complementary. For example, the railway will be able to provide cheaper transport of bulk goods and containers to destinations in the Western Province and thus some trucks may be taken off the ESH. While this will reduce road traffic, the lower cost of transport, will increase productivity which will in turn lead to more economic activity and more traffic. While the competitive areas will be limited to mostly heavy goods transport to Western Province, the areas of complementarity which spills over to the road network will extend to the carriage of both passenger and goods transport to all destinations.
19.6 Urban Centres
Ruhunupura is being planned as a first order urban centre in Hambantota District. This will only be possible if it has a primary industry and good transport connectivity to all other parts of the country. While the port and its associated developments are to bring in the economic stimulus, the ESH along with the railway extension and the airport will provide the transport connectivity to the rest of the country. Therefore, connectivity to the other first order city, namely Colombo/Sri Jayewardenepura becomes vital. Moreover, connectivity to the new highway network which is presently focused around Colombo will also be important to develop a hub status for Hambantota as a logistics and distribution nodal point for hinterland transport.
19.7 Related Highway Developments
In order to facilitate adequate connectivity of the ESH to the rest of the national road network and the regional road network within the Southern Province. The following recommendations are made:
a. Improve the Existing Hambantota-Gonnoruwa- Badagiriya road to connect the A2 at Thanamalwila. This would reduce the travel distance between Hambantota and Wellawaya and all destinations beyond Wellawaya by 21 kms. It would also reduce the distance from Colombo to Wellawaya via Matara by 26 kms, so that
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this route would become the fastest route to Wellawaya and all destinations eastwards. b. Develop the alternate by-pass A2 road from Ambalantota (226 th km post) to Gonnoruwa to rejoin the existing road at the 238 th km post. Construction work on this road has already begun. This would provide a by pass road around the Hambantota town centre and should be adequate for at least until 2025. c. A total of around 150 kms of A and B class roads that are intersected by the ESH between Matara and Hambantota would need to be rehabilitated to ensure that the connectivity between the urban centres and the ESH is improved. It is recommended that these roads be widened and realigned to two-lane standard to enable design speeds of between 60 to 80 kms per hour. d. In the long term when the Hambantota Port is to be fully developed and the land lying to the north of the above alternate A2 is also utilized for port related developments, it would become necessary to have yet another east-west trace northwards. While this may not be necessary till 2025, provision for such a trace is justifiable.
19.8 Subscription to Objectives
This study has identified and set out several objectives that the design of this highway should target. The planning level assessment of each of these objectives is summarized in the following table.
Table 19-1 : Summary of Assessment of Objectives
Objective Assessment of the ESH Provide a fast connectivity ESH has been planned at the highest level of mobility between Colombo the Capital according to RDA’s standards for expressways in Sri Lanka. As City and the new Port. such while design speed will be taken as 120 kms per hour, with grade-separated interchanges at almost all junctions, so that the average operating speed will be considered as 80-85 kms per hour, which will mean that the travel time from Kottawa to Hambantota will be 2½-3 hours. For a light vehicle this will be around 2- 2 ½ hours for a Level of Service C which is expected at end of design period. Provide a good linkage for With the proposed connectivity of the STDP to the Outer distribution to and from the Circular Road at Kottawa and the Colombo-Kandy Alternate proposed port to consumption Highway at Kadawatha, these areas will become fully and production areas connected to Western, Central provinces. The rehabilitated particularly in the Western, roads such as the Nonagama-Embilipitiya- Pelmadulla road Central, Sabaragamuwa, and (A19) will provide connection to Sabaragamuwa, while the Uva provinces. proposal to extend the Hambantota-Gonnoruwa Road via Badagiriya to Thanamalwila will ensure that Uva Province and also the Eastern province will have significantly better linkages with Hambantota, which is a pre-requisite for the steady development of the Port of Hambantota. Provide access to and from The ESH is located on the northern periphery of the proposed the port to land that is to be port. It serves the areas identified for development of developed for industries that warehousing and distribution centres. However, some of the would support the port. land is presently under the Walawe Left Bank Development Project and may later have to be acquired for such purpose. Provide better access The tourist areas from Bentota to Galle will now be able to
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Objective Assessment of the ESH between the tourist areas in access destinations such as Yala, Bundala and Kataragama the deep South to other parts within 2 to 3 hours. Destinations in Uva and Potuvil will also of Sri Lanka particularly those have time reductions of 2 hours from the present travel time. which are of interest to tourist such as Uva, Central and Eastern provinces. Provide access to land that The ESH is located in the hinterland of the Matara and could be opened up for Hambantota districts where land is available for development industries, tourism, residential activities. The interchanges are located along A and B class purposes which would serve roads which can be used to access such locations. Moreover, the growth of the proposed the project could also include a strategy for setting up Ruhunupura Development. industrial, residential parks close to intersections. Provide connectivity between Most of the urban centres in the Hambantota and Matara the different levels of urban district have been connected to the ESH through A or B class centres that would enable the roads. The distances do not exceed more than 12 kms in all of growth of Ruhunupura as a these urban centres. The development of these B class roads 1st order city well supported to a design speed of at least 60 to 80 kms per hour. Around by lower order cities in the 150 kms of road rehabilitation has been identified for this Hambantota District. purpose.
19.9 Social Impacts
The social impacts of the projects were investigated through a Rapid Social Assessment. It is highly recommended that a ESA be undertaken at feasibility stage. The RSA makes the following conclusions and recommendations.
a. The detail feasibility should give adequate prominence to identifying the Intensity of current and future traffic generated by these B class regional roads connected to the proposed ESH. Care should be taken not to consider only the inter-regional travel when justifying the need for the proposed highway, but to provide upgraded facilities to the development of other roads within the province to ensure that the people living in the project influenced area, namely the DS Divisions through with the proposed road will run, are also directly benefited by improved access and mobility.
b. To ensure at the detailed planning and design stages, that the proposed ESH would contribute towards developing a comprehensive road network by sufficiently networking and complementing the different roads existing in the Southern Province. It is recommended that the project also include developing the existing roads connecting the major townships such as Hakmana, Weeraketiya, Mulkirigala, Ranna, Devinuwara, Angunakolapellessa, Tangalle, Sooriyawewa, Thanamalwila and Hambantota.
c. About 38% of stakeholders who were consulted were concerned about the difficulties in transportation facilities at present and another 47% mentioned the need for improved public transportation. They were assessing the condition of general transportation in the area, and not specifically the need for a new road. However, these issues need careful detailed verification to justify the acceptability
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of the project by the affected people. In addition to improving quality of roads, improvements to public transport may also be required to ensure that the benefits of the proposed ESH can be obtained by the people in the affected area.
d. Most of the communities residing within the road influential area are rural agricultural people (except where it is 40% in Matara, 7% in Tangalle, 2% in Ambalantota and 24 % in Hambantota which are categorized as urban communities). The proposed road need to specifically address how it may help to enhance the profitability of agriculture in the area. This assumption needs further development through a study during feasibility study stage.
e. Even though the road trace runs through a fairly long distance of the Southern Province, the number of buildings to be removed may not be so significant. About 74 Grama Niladari divisions (GN), 89 villages and 6 housing schemes are located within the 2km corridor of the road. Though not fully accurate, about 16,056 houses are estimated to be located within the corridor. By pro-rating this for a 100 m wide final trace, it could be estimated that around 800 houses would get affected. However since there is flexibility within the 2 km trace to avoid heavy concentrations of human settlements and to minimize damages to buildings, a more reasonable estimate would be around 500 houses. However, this issue should be specifically clarified once the accurate ROW is decided and marked on the ground.
f. The local communities are not against the proposed project but they are concerned on mitigating any likely negative impacts. Therefore, a comprehensive resettlement plan based on a comprehensive profile of affected persons will be necessary before the project is commissioned. These have been identified as:
• The potential social, economic and other impacts including psychological and cultural shocks etc due to the evacuation of houses affected by the project. • The dust, noise and all other construction related activities that may create various social, economic and other health related negative impacts on the local communities. • The disturbances to agriculture activities in the local area due to blockage of water movements. • Impact on agricultural land especially in locations such as 63 km post, 64- 65 km post. • Impact on catchment areas of irrigation tanks in places like Pattiyapola and Hondawelpokuna. • There may be tendency for the resettled communities to have some problems due to inappropriate resettlement programs implemented by the project developers.
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• Likelihood of physical separation of human settlements may create significant impacts on various long term social relations that have been built up among these local/rural communities. • The physical severance of agricultural lands will create serious impacts on irrigation. • There may be tendency for road accidents. • Animals running across the new road may tend to get killed.
g. Identification of specific properties in the socio-economic environment is necessary to assess the impact of the proposed project. It is impossible at this stage because the road trace is not yet marked/ identified. This is a next step needed to complete this road project. Once the specific Right of Way (ROW) is identified, a comprehensive study is necessary to assess the accurate details of the socio-economic properties that are directly affected.
19.10 Land Acquisition
It was widely held at the Stakeholder Sessions that all agencies should coordinate with each other when acquiring land which are in close proximity for the different development projects in Hambantota Area. It was suggested that the RDA should take a lead role in facilitating this matter. The dangers of people having to leave their home each time a new project is initiated has to be avoided.
The land use making up the 2 km corridor of the final trace is given in Table 9-1. This shows that land use is distributed among four major types of land uses that have been developed for home gardens (i.e. house and property), paddy, coconut and chena.
The following aspects have been observed in selecting the final corridor.
• Closer to urban areas and areas where high ground is limited (e.g. around Matara and Beliatte town areas abandoned paddy lands were considered in preference over high ground which most often occupied home gardens and buildings. • In predominantly agricultural areas especially in the case of paddy, such land has been avoided as far as possible as they tend to be traditional sources of livelihood and limited in extent. It is also noted that such land cannot easily be replicated. • It was also held that as far as possible to avoid both agricultural or homestead lands, but it was noted that over 85% of land use was classified under such categories.
The total is Rs 4.8 billion of which Rs 2.8 billion is estimated for home gardens while for paddy land it is Rs. 146 million. This computation has been based on taking a pro rata cost for a land area of 303,880 perches which is the area formed by a road acquisition width of 100 metres from the 2 km corridor. The total number of houses affected here has been computed as 500, even though 5% would only account for 348 houses from
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6,960. This is partly to compensate for any houses that are not shown on the 1:10,000 maps. The cost has been computed for 500 houses, which again is a conservative estimate especially given that some flexibility exists within the 2 kms trace to avoid buildings. The total value for resettlement cost is estimated at Rs 1.09 billion.
Both the acquisition and resettlement cost was later reduced by 25% since average acquisition width of 75 metres was used in an effort to reduce costs. This still satisfies the design requirements.
This cost is still considered to be on the high side, given that the corridor is taken as a 2 km wide corridor and the acquisition width of 75 metres (4% of the corridor). This provides adequate flexibility for the trace to be aligned to avoid expensive acquisition. Homestead for example is an expensive item. On the other hand there may be State lands that could be identified at design stage so that the financial cost is reduced.
19.11 Geotechnical
Even though in the STDP, peat layers were found to be around 6m and 4m in thickness, the presence of bog and half-bog soils within the project area is limited to the Nilwala valley. The routes cross the valley of the Nilwala River from the Godagama end.
Out of the five boreholes drilled along the trace within the Nilwala valley, in only one borehole (BH2) was peaty soil encountered. In BH3, soft soil was encountered up to a depth of 9.0m but the soil mainly consisted of silty and sandy soils, which had relatively high coefficient of consolidation. Based on this information it could be concluded that an overpass as originally proposed across the Nilwala valley at the Inception Stage is not needed as far as the subsurface conditions observed through the initial site investigation program are concerned.
Along the stretch of the road, where it passes through steeply dissected hilly terrain, slope stability must be given due consideration in the design stage. In the STDP due to the presence of unstable zones between soil and rock layers, a number of problems were found in deep cuts. Hence, cut in slopes in the STDP have been kept to a maximum of 2:1. Maximum cut heights have been manageable up to 15m with steps of 7 meter cascade. However, in the ESH after suitable investigation, where the soil is suitable higher cut depths may be permitted.
Moreover, in deep cuts, the effects of rock blasting and other construction related activities on the stability of the natural slopes and other man-made structures should be considered as well. It has been reported that in the STDP the CEA has placed restrictions for rock blasting to a maximum of 20 blasts per day and up to 6 days per week. This has seriously limited the capacity of blasting.
Based on the above subsurface information, it could be expected that the excavation through the hilly terrain would be mainly in subsurface soil and weathered rock layers. Therefore, only a limited amount of rock blasting may be required in this area and the cut
19-7 University of Moratuwa Economic Feasibility Study for Proposed ESH slopes should be designed, at the design stage, assuming that the slope consists of residual soils.
Based on the experience gathered from the ADB section of the Southern Expressway, it is safer to assume side slopes of 1:1.5 during the economic feasibility stage. However, during the design stage stability of the cut slopes should be studied with more subsurface information gathered with detailed ground investigation information at closer intervals.
The foundation for each of the crossing structures should be designed after a detailed soil investigation program. There are two major crossings of the trace at Nilwala River and Walawe River.
19.12 Hydrology
The proposed ESH traverses across different types of land topography consisting of flood plains, wetlands and hilly terrains. The beginning at Godagama is in the wet zone and the end at Weerawila is in the dry zone. Due to the change of climate, there is a marked change of rainfall pattern and catchment characteristics within the proposed stretch. Due consideration has been taken in laying the trace, so as to have the least impact on the movement of water. ESH has to cross the flood plains of two large rivers, Nilwala and Walawe and numerous streams and water bodies. At each of these crossings, appropriate design should be adopted in such a manner that the hydrology of the area is not disturbed.
Some of the challenges will be the crossing of the Kiralakele marsh at Thudawe in Matara, Station 0 to 3 km of Nilwala flood plain, Station 58 to 60 km of Walawe flood plain and Walawe left bank channel system. There will also be some interference with irrigation tanks such as Kekanadura tank in Matara and Ridiyagama tank in Ambalantota.
It is expected that ESH would affect the surface flow, which is passing across the proposed trace due to the obstruction of flow paths. There are around 200 such crossings. This can create local flooding unless adequate culverts/bridges are provided. The stretch of road that is going over the low-lying areas is about 26kms (i.e 30% of the total length of 87 km).
Critical Segments & Site Specific Drainage Problems Owing to ESH are as follows:
• Nilwala flood plain (Station 0+000 km to 3+600 km) • Kirama Oya flood plain (Station 27+500 km to 29+000 km) • Uruboku oya flood plain (Station 41+000 km to 41+500 km) • Kuchigal Aru flood plain (Station 51+000 km to 51+500 km) • Walawe River flood plain (Station 58+000 km to 59+750 km) • Malala Aru flood plain (Station 76+500 km to 78+500 km)
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In addition to the paddy lands there are several irrigation schemes that cross the proposed trace, these include:
• Aranwella (Station 27+500 km to 29+000 km), • Thalamporuwa (Station 41+000 km to 41+500 km), • Gurunnahengedara (Station 45+500 km to 47+000 km), • Mulana (Station 51+000 km to 51+500 km) and • Weerawila (Station 79+500 km to 87+00 km).
Moreover during construction also, activities will have to be planned properly to prevent erosion of the fill material and siltation of marshy areas. It is necessary to construct canals and culverts where necessary to discharge drainage safely to adjacent water bodies.
It is observed that flooding is a baseline occurrence. Nevertheless the ESH should not aggravate flooding. The following mitigatory measures are proposed.
• Carry out systematic hydrological / hydraulic design and provide flood openings for all streams and other places in the flood plain. • Liaise with Irrigation Department and Provincial Irrigation Engineer etc. and obtain their approvals. • If necessary, recommend channel improvements to alleviate baseline flooding.
19.13 Earth Works
In general sections of high elevation of between 40 to 80 metres are found between Aparekka and the Beliatte -Hakmana Road. Sections between Beliatte and Mirrijjawela – Sooriyawewa Road B562 are found to be varying between 12 metres and 40 metres. The average elevation between Hambantota and Badagiriya Road is between 20 to 40 meters.
The road trace has been subdivided into three categories; marshy, low land and high land, according to the contours and the vegetation. Cut volume of the trace will be significant in the section from Hakmana Road to Beliatte (B-D) and negligible in the other sections. Fill volume was estimated by taking the road elevation as 1m above the high flood level and keeping the clear height of the underpasses and overpasses as per RDA guidelines.
The formation level of the highway was decided after examining the hydrological and geological features of the selected trace. It was decided to maintain a maximum cut depth of 20 meters and where it exceeds more than that it was assumed those section could be avoid by realigning the trace with minimum change to the horizontal alignment of the trace or carried out if the soil conditions allowed for such depths of cut without adverse effects such as extensive rock blasting. Large depths of cut are found from 11 th km to 30 th km within a section of mountainous terrain. Almost al the other areas are
19-9 University of Moratuwa Economic Feasibility Study for Proposed ESH found as filling area even though there are some isolated high lands are found along the trace towards Ambalantota and Hambantota. The earthworks have been computed by maintaining a formation level that has minimized the overall amount of imported fill material. Moreover, the longitudinal gradients have been maintained between -3% and 3% to ensure expressway operating conditions. Cut and fill heights also considered the different types of road crossings. However, in order to minimize the deep cut slopes in the sections, gradient of certain sections (at underpasses/overpasses) needs to be maintained at high gradient 3-5% for a specified length according to AASHTO.
19.14 Traffic Analysis
It is expected that the Southern Highway from Kottawa to Godagama would be completed only by the year 2010. The work on the ESH may need to commence prior to that. Since the Seaport is expected to begin operation in the year 2011, it would be advantageous to have the ESH also operational by that time. Hence the year of operation is taken as year 2011 so that the ESH has 3 years for design and construction and it also completes not too long after the completion of the Southern Highway. Traffic forecasts are made for the years 2011, 2021 and 2031 in keeping with the design life of the pavement.
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 transshipment. 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.
There are four forecasting scenarios investigated in this study:
• Base Case I (Core Expressway Network): The core expressway network limited to the Southern Highway and the Extension to the SH and Hambantota- Thanamalwila proposed new road, with 7% growth for private vehicles and 8% growth for goods vehicle ownership representing an economic growth rate of 6% per annum and population growth rate of 1% for the entire country. This does not include impact of traffic generation from seaport and airport. • Base Case II (Full Expressway Network): The core network plus other proposed expressways including the Outer Circular Road, Colombo-Katunayake Expressway and the Colombo-Kandy Alternate Highway with 7% growth for private vehicles and 8% growth for goods vehicle ownership representing an economic growth rate of 6% per annum and population growth rate of 1% for the entire country. This too does not include impact of traffic generation from seaport and airport.
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• Optimistic Rapid National Development With Port (Full Expressway Network): The full network as in Base Case II with a 10% economic growth rate throughout the country associated by a 3% population growth rate in Hambantota District. This is to signify a rapid development in the entire country resulting from the development of the port and airport. • Moderate Regional Development with Port (Full Expressway Network): The full network as in Base Case II but with 10% growth rate only in Hambantota District whereas the national development would remain at 6%. Population growth rate would be 1% with Hambantota District only having 3%.
The total traffic is composed of two main categories, namely the traffic already existing on the road network and the generated traffic that would arise from the development activities that would result from the ESH and other associated developments such as the port and airport. In the case of the ESH, it can be seen that the generated traffic is nearly 70-80% of the total traffic, largely because of the very low level of economic activities at present in the project impact area. The reduction of travel times by as much as 60% for travel to and from Colombo and other locations in the economically active Western Province is the primary reason for this phenomenal increase. The generated traffic in the most pessimistic scenario ranges from an ADT of 3,000 to 9,000 for the year 2011 and for Scenario 3 which is the most optimistic scenario the corresponding estimates range between 4,000 to 11,000 ADT. The diverted traffic ranges between 1,000 to 2,000 ADT at this time. However with development of the region associated with both the seaport as well as the ESH itself, the generated traffic is estimated to increase to range between 18,000 to 50,000 ADT. This signifies a growth rate of around 8% p.a. in generated traffic, while diverted traffic will also increase at around 5-6%.
Much of the above mentioned generated traffic will be associated with the activities of the proposed port. It is estimated that only 20% of the port based travel will use the ESH. This is considered 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 such there will be an estimated 12,399 daily vehicle movements on the ESH by the year 2040 due to the activity of the port of which 3,655 would be container trucks while 1,401 would be tankers.
19.15 Pavement Design
It is recommended to use Road Note 31 for the road sections that experienced less than 30 millions ESALs and AASHTO method when traffic is more than 30 millions standard axles. The pavements in JBIC sections and ADB section of the STDP was designed using the RN 31. The design of base and sub base was for a 20 year design period and that of the asphaltic layer for a design period of 10 years in ADB section. However, design cross sections were adjusted using structural number concept to satisfy the both criteria. The EASLs range between 16 and 37 million axles for a 10 year design life, while it varies between 54 to 114 million for a 20 year design period.
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The Sub-grade strength classes S4 (CBR8-14) specified in RN 31 has been considered as been most appropriate for the pavement design. However, it is recommended that more accurate determination of the sub-grade CBR specific to each particular section between interchanges should be done at the earth works and embankment constructions, so that more cost effective designs can be selected for each section. Pavement thicknesses have been determined for traffic classes T5 and T6 as appropriate for the traffic levels for a 10 year design life, where the base varies between 200 and 250 mm and sub-base between 200 and 175 mm. The surface is a maximum of 100 mm.
The design of base and sub base is recommended for a 20 year design period and that of the asphaltic layer for a design period of 10 years.
19.16 Geometric Design
It can be seen that provision of two lanes in each direction will not be adequate by the year 2016 for certain sections (rolling terrain) even to provide a Level of Service (LOS) E. However, to provide a reasonable LOS (LOS C or above) two lane condition will not be adequate even at the initial stages. Hence, a divided multi-lane design needs to be considered.
Even though two-lane (single lane each direction) facility would be sufficient for certain sections at the early stages it is recommended to design the entire length for four lane standards initially, considering safety and other operational requirements. It can be seen that beyond 2026, sections C-D-E; D-E and E-F will not have the desired level of service even though capacity will be adequate to reach Level of Service E.
A design speed of 120 km/h similar to that of the STDP has been recommended for the ESH as well. It is however important to provide grade separated interchanges to accommodate this design speed. All horizontal and vertical curves, super elevation and sight distances should be compatible with 120 km/h design speed.
Considering the design speed of 120km/h and a higher proportion of trucks expected, a lane width of 3.6 m is proposed for the extension beyond Matara. It is appropriate to use 3.0 m outer shoulders and 1.2 m inner shoulders that satisfy ASSHTO standards and is also compatible with the present STDP design. Having 6.0-6.5m median width including inner shoulders will be suitable from a safety point of view. Desirable maximum grade would be 3% for the proposed design speed. However, up to 4% grade for shorter lengths where necessary could be provided. 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.
There are eleven national roads (A or B class) crossing the proposed trace between Godagama and Keligama as given in Table 12-5. Except for two locations near Matara and Beliatte, the distances between these road crossings exceed six kilometers. Further,
19-12 University of Moratuwa Economic Feasibility Study for Proposed ESH in order to provide access to the development centers identified below it is necessary to provide access to these roads from the expressway. One access at Beliatte would be sufficient as the two roads are very close to each other. Even though the distance from Godagama interchange is less than 4 km, access to B 275- Matara – Hakmana Road can be justified as Matara Town would require two access points in order to reduce traffic movements through the town centre.
Considering the operating speed on the proposed expressway and the expected vehicle mix on other main roads, it is necessary to have grade separate interchanges or fully controlled intersections at any point where access to the expressway is provided. It is recommended having grade separated interchanges (diamond type) at all of the 10 locations identified above, except at Hakmana Road crossing and at Hambantota Gonnoruwa Road.
In addition to the 11 National Roads identified above there are around 227 minor road crossings along the trace. Out of these around 114 are C and D Class roads managed by the Provincial Council. It is necessary to provide un-interrupted passage for these C and D Class roads and any other important minor road. Balance will have to be connected through service roads running parallel to the expressway. In the STDP section around 60% of the trace has been provided with Service Roads at least on one- side. The same proportion of length for a service road may be assumed for the ESH.
19.17 Safety
The present rate of safety on the A2 roughly translates to around 740 deaths per billion vehicle kms. This is around 3 times more than what is observable on international expressways. Thus, a 75% reduction in road safety may be assumed. However, such safety will only be possible if the road designs are in order. To achieve this there should be adequate provision for road safety monitoring and enforcement.
The following safety features are recommended for the design of the ESH.
• Grade Separated Interchanges • For the two at-grade intersections to incorporate speed reducing mechanisms for sections leading up to the intersections. • Wide Centre Medians to reduce head on crashes. • Broad Shoulders to reduce out of control crashes. • Crash Barriers at steeps having an embankments of more than 1m and bridges • Lighting throughout the road length • Recovery Zones for vehicles out of control • Implementation of Speed Cameras, for enforcement • Curves radius both vertical and horizontal to allow design speed
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19.18 Environment
The areas through which the ESH falls have a number of potential environmental problems which would need to be addressed at the EIA and Design Stage. These have been identified as:
• Crossing of the Nilwala Flood Plain and the impact the proposed road will have on the flow of water and eco life in the marshy area • Large extent of Paddy Land being utilized and impacts on the livelihood of people • Large number of irrigation channels could be disrupted leading to lower productivity of farm lands especially that of the Walawe Project. • Pollution of water inflows to large number of water tanks in the region where water is used for human consumption and for agriculture. • Disruption to the free flow of run off leading to flooding and potential soil erosion. • Several national parks in the vicinity and potential wild life crossing corridors being involved. • Storage and disposal of peaty layers and top soil removed from construction site. • Impacts due to rock blasting on social and health aspects of people as well as damages to building. • Impact on the forests in high ground in Matara District. • Moving large quantities of fill material from distant locations could cause problems such as dust, road damages, accidents etc. • Finding large quantities of fill material and aggregate for pavement construction.
These should be further investigated in the feasibility stage through a EIA where the appropriate mitigatory measures and approximate costing of such measures could be identified and be estimated. Figure 15a to 15d in Appendix gives the location of some of the environmentally sensitive areas in the vicinity of the project.
19.19 Economic Analysis
The revised cost of the modified project was been estimated at Rs 30.4 billion without contingency provisions and taxes. The breakdown of this is given in Table 19-2.
The per km cost when compared to the estimates for the STDP’s JBIC section are of near equal value and difference can be explained in terms of differences in the design.
The benefits have been estimated under the four scenarios for value of travel time savings; vehicle operating cost savings; accident reduction savings; emission cost reduction savings and regional development benefits. Since existing traffic volumes on the A2 are very low and the speeds on the A2 between Matara and Hambantota are ranging from 40 to 50 kms per hour, there are comparatively smaller benefits in early years. Around 50% of the benefits are from Regional Development represented by generated traffic. This has been identified as port related and secondary developments such as industries and warehousing etc.
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Table 19-2 : Summary of Construction Costs Description Amount (Rs) Land Acquisition and Resettlement 5,918,562,952.83 Preliminaries/General 1,677,802,612.27 Earthworks 3,099,878,100.00 Drainage 1,041,888,250.00 Base Course and Pavement 2,999,175,840.00 Interchanges & Intersection 1,830,370,000.00 Underpass and Overpass 5,034,750,000.00 Bridges, Culverts and Irrigation Structures 5,922,450,000.00 Ground Improvement 1,029,600,000.00 Road Safety & Lighting 1,503,507,079.88 Service Roads 391,250,000.00 Sub - 1(Total of Bills) 30,449,234,834.98 Stage Construction (Overlaying Cost in 2021) 1,027,311,000.00 Provisional Sums 1,793,470,251.83 Sub Total - 2 (Total of Bills and Dayworks) 33,270,016,086.81
Of the four BCA analysis carried out Scenario 3 which has the best rate of economic return on investment has only a marginal NPV of Rs 655 million at a Discounting Rate of 6%, while its Benefit Cost Ratio is 1.03. The EIRR is 6.2% which is marginally acceptable for a project that will stimulate major regional developments such as the Hambantota Seaport and Ruhunupura urban centre development.
The project does not show an acceptable EIRR for any scenario other than a full development of the Hambantota Development Plan. Existing traffic levels are inadequate to justify the ESH at the present times or even after the STDP to Matara are complete. This is because the existing speeds on the A2 between Matara and Hambantota are not low enough to return high benefits to the ESH. Hence even a two lane option for the ESH is not feasible since such a two lane option would also require lowering operational speeds on the ESH thus reducing benefits even further.
The pessimistic scenario developed and tested for sensitivity which is represented by a 10% increase in costs together with a simultaneous 10% decrease in estimated benefits returns a EIRR of 4.3%, which shows that more studies may have to be undertaken to design the ESH with lower costs (without reducing potential benefits) or to increase benefits. This is because the risk factor for the ESH is high.
Another option would also be to consider some components of the ESH as delayed investments until traffic levels are higher. But steps such as staged construction are expected to decrease costs and increase accidents etc. They may not be suitable. In this respect a feasibility study will need to consider such possibilities in greater detail.
19-15 University of Moratuwa Economic Feasibility Study for Proposed ESH
19.20 Traffic Scenario on A2 without ESH
The possible traffic scenario on the existing A2 highway if the extension to Southern Highway was not provided but the planned development of the Hambantota Port and its associated developments proceeds as planned, was also carried out.
The forecasted traffic levels and speeds indicate due to the development around the urban centres there would be urban congestion on the A2 at Matara, Devinuwera and Hambantota even as early as 2016. Link speeds will vary between 11 kms per hour and 43 kms per hour. This will quickly reduce to a low of 5 kms per hour by the year 2021. Thus it is evident that the A2 alone will not be able to service the efforts of the Hambantota Development Plan beyond the year 2016.
19.21 Modified Proposal for Delayed Construction
A Modified Proposal for a delayed construction was carried out on the approval of the RDA. This envisaged that the ESH would be delayed by 5 years. As such under this proposal construction would commence only in 2013 and operation in 2016. It was held by the RDA that given the multi-year budget limitations, that a new project of this nature may not be provided with Treasury Funding for several years. The delayed construction enables traffic levels to build up so that the benefits increase. This is particularly important since the development of the Hambantota Port and other associated projects will also take time and traffic generations from such projects will also take time to build up.
Accordingly, Chapter 18 investigated the new requirements for geometric and pavement designs and an economic cost benefit analysis has been carried out for the new design and new benefits stream. The new costs are given as follows, where the total cost is Rs 30.3 billion. Even though the cost is only marginally less, the IRR improves from 6.2% to 8.0%, due to the increase in traffic arising from the delayed construction, while the NPV increases from 655 million to 4,483 million at 6% Discount Rate. The modified proposal also shows lesser risk level under pessimistic scenarios where a BCR of 1.01 is reached. The proposed project can thus be recommended for a detailed feasibility study as it satisfies the minimum criterion of feasibility at a 6% Discounting Rate considered appropriate for a long-term road project intended primarily as a pre-requisite for regional growth.
19-16