feasibility study for the road network for ......university of moratuwa road network for hambantota...

FEASIBILITY STUDY FOR THE

ROAD NETWORK

FOR HAMBANTOTA DEVELOPMENTPLAN (RNHDP)

Volume I

Final Report

Department of Transport & Logistics Management,

University of Moratuwa

December 2010

University of Moratuwa Road Network for Hambantota Development Plan


i

Table of Contents

Volume I Final Report

Study Team ______________________________________________________xi

Executive Summary ____________________________________________________ xii

CHAPTER 1 Background ___________________________________________ 1-1

1.1 Objectives of the Study _________________________________________ 1-1

1.2 Study Area of the Proposed Project _______________________________ 1-2

1.3 Scope of Work ________________________________________________ 1-3

1.4 Reporting ____________________________________________________ 1-6

CHAPTER 2 Data Collection ________________________________________ 2-1

2.1 Maps _______________________________________________________ 2-1

2.2 Reports _____________________________________________________ 2-1

2.3 Traffic and Transport Data_______________________________________ 2-2

2.4 Social Assessment ____________________________________________ 2-3

2.5 Preliminary Field Observation ____________________________________ 2-4

CHAPTER 3 Project Impact Area_____________________________________ 3-1

3.1 Geography & Climate __________________________________________ 3-1

3.2 Population ___________________________________________________ 3-1

3.3 Land use Pattern in the area _____________________________________ 3-2

3.4 Economic Activities ____________________________________________ 3-3

3.5 Greater Hambantota Development Plan ____________________________ 3-6

3.6 Current Status of Development ___________________________________ 3-8

3.7 Industrial Zones ______________________________________________ 3-21

3.8 Urban Development Centres ____________________________________ 3-22


ii

CHAPTER 4 Stakeholder Meetings ___________________________________ 4-1

4.1 Hambantota Meeting ___________________________________________ 4-1

CHAPTER 5 Final Road Network_____________________________________ 5-1

5.1 Introduction __________________________________________________ 5-1

5.2 Definition of Transport Functionalities ______________________________ 5-3

5.3 Road Network Proposed by RDA _________________________________ 5-5

CHAPTER 6 Geometric Design ______________________________________ 6-1

6.1 Geometric Design Criteria _______________________________________ 6-1

6.2 Number of Lanes & Staged Construction ___________________________ 6-2

6.3 Lane Width___________________________________________________ 6-5

6.4 Shoulders and Centre Median____________________________________ 6-6

6.5 Service Corridor_______________________________________________ 6-6

6.6 Grade_______________________________________________________ 6-7

6.7 Design Speed ________________________________________________ 6-7

6.8 Operating Speed ______________________________________________ 6-7

6.9 Cross Sections_______________________________________________ 6-10

6.10 Intersections ________________________________________________ 6-12

6.11 Intersection Control ___________________________________________ 6-14

CHAPTER 7 Traffic Analysis ________________________________________ 7-1

7.1 Inter- Regional Connectivity______________________________________ 7-1

7.2 Design Parameters of Road Network ______________________________ 7-2

7.3 Traffic Forecasting_____________________________________________ 7-9

7.4 Scenarios for Benefit Cost Analysis_______________________________ 7-15

7.5 Generated Traffic_____________________________________________ 7-17

7.6 Port Based Traffic ____________________________________________ 7-26


iii

7.7 Network Performance _________________________________________ 7-28

7.8 Analysis of Scenarios _________________________________________ 7-30

7.9 Traffic Levels ________________________________________________ 7-33

7.10 Level of Service ______________________________________________ 7-33

CHAPTER 8 Public & Non-Motorised Transport _________________________ 8-1

8.1 Introduction __________________________________________________ 8-1

8.2 Field Observation______________________________________________ 8-2

8.3 Livable Compact City for Hambantota______________________________ 8-3

8.4 Population and Transit Demand __________________________________ 8-3

8.5 Public Transport_______________________________________________ 8-4

8.6 Public Transport Network _______________________________________ 8-5

8.7 Non-Motorised Transport_______________________________________ 8-10

8.8 Public Transport Stations_______________________________________ 8-13

CHAPTER 9 Social Analysis ________________________________________ 9-1

9.1 Background __________________________________________________ 9-1

9.2 Methodology of the Assessment of Potential Impacts__________________ 9-1

9.3 Populations Served along the Road Commands______________________ 9-2

9.4 Agricultural Land Use Pattern ____________________________________ 9-3

9.5 Real Estates Market of the Road Vicinity ___________________________ 9-4

9.6 Local Economic Centres Served by the Roads _______________________ 9-6

9.7 Nature of Built Up Area Affected and the Likelihood Negative Impacts on

Houses, Shops and Public Buildings ____________________________________ 9-7

9.8 Public Places Served by Proposed Candidate Roads__________________ 9-8

9.9 The Significant Religious and Other Public Centres Connected to Roads __ 9-9

9.10 Connectivity Impacts of the Proposed Roads _______________________ 9-10


iv

CHAPTER 10 Economic Benefits_____________________________________ 10-1

10.1 Vehicle Operating Cost Savings:_________________________________ 10-1

10.2 Travel Time Savings __________________________________________ 10-3

10.3 Socio-Economic (Regional) Development__________________________ 10-5

10.4 Summarised Benefits for all Scenarios ____________________________ 10-6

CHAPTER 11 Economic Costs ______________________________________ 11-1

11.1 Land Acquisition & Resettlement_________________________________ 11-1

11.2 Resettlement Costs ___________________________________________ 11-1

11.3 Earth works _________________________________________________ 11-2

11.4 Drainage ___________________________________________________ 11-3

11.5 Road Works_________________________________________________ 11-3

11.6 Structures (Bridges and Culverts) ________________________________ 11-4

11.7 Elephant Underpasses ________________________________________ 11-5

11.8 Roadway Facilities____________________________________________ 11-6

11.9 Lighting & Safety _____________________________________________ 11-7

11.10 Rehabilitation in 2021 (after 10 years) ___________________________ 11-7

11.11 Routine Maintenance ________________________________________ 11-8

11.12 Summary of the BOQ________________________________________ 11-8

CHAPTER 12 Economic Benefit Cost Analysis __________________________ 12-1

12.1 Assumptions in Analysis _______________________________________ 12-1

12.2 Benefit Analysis for Stage II Construction Over 3 Years _______________ 12-2

12.3 Sensitivity Analysis ___________________________________________ 12-3

12.4 Stepwise construction as Stage I and Stage II ______________________ 12-5

CHAPTER 13 Conclusions__________________________________________ 13-1


v

Annex 1: Preliminary Field Observations

Annex 2: List of Participants for the Stakeholder Consultation Program

Volume II Appendices to Final Report

Appendix 1 Road Network Proposed by RDA

Appendix 2 Final Road Network Proposed by Study Team

Appendix 3 Typical Cross Sections Used for Roads Proposed

Appendix 4 Estimated Traffic Levels (ADT) on Project Roads (2012, 2022 & 2032)

Appendix 5 Forecasted Level of Service (LOS) on Project Roads (2012, 2022 & 2032)

Appendix 6 Public Transport & Non-Motorized Corridors in Road Network

Appendix 7 Proposals for Reducing Accidents involving Elephants & Other Wild Life


vi

List of Tables

Table 1-1: List of Roads Proposed by RDA _________________________________ 1-3

Table 2-1: Traffic Survey Program________________________________________ 2-2

Table 2-2: Summary of Flow of Traffic Counts_______________________________ 2-3

Table 3-1: Population of Greater Hambantota Area (2001) _____________________ 3-2

Table 3-2: Projections for Population______________________________________ 3-2

Table 3-3: Land Use in the Area _________________________________________ 3-3

Table 3-4: Land Use for Development of Hambantota Port_____________________ 3-9

Table 3-5: Estimated Traffic at Port of Hambantota__________________________ 3-12

Table 3-6: GDP and Industrial Contribution in Sri Lanka 1970-2005_____________ 3-13

Table 3-7: Aviation Demand Forecast for the Proposed Weerawila Airport________ 3-17

Table 3-8: Floor Area Allocation of Proposed Administrative Complex ___________ 3-18

Table 3-9: Proposed Land Use Distribution under City Centre Development ______ 3-20

Table 5-1: RDA List of Road Links Identified in Hambantota Development Plan ____ 5-6

Table 5-2 : Details of the Traces for the 4 New Roads ________________________ 5-7

Table 5-3: HR19: Connection between A018 and Sooriyawewa-Mirijjawila Road (HR16)

___________________________________________________________________ 5-9

Table 5-4 : HR08: between Sooriyawewa-Mirijjawila Road (HR16) and Hambantota-

Gonnoruwa-Meegahajandura Road (HR02) _______________________________ 5-11

Table 5-5 : HR18: Road connecting Walawe Left Bank Road to Hambantota-Gonnoruwa-

Meegahajandura Road (HR02) _________________________________________ 5-13

Table 5-6: HR12: Airport Access Road ___________________________________ 5-15

Table 6-1: Stage Construction and Lane Capacities of Proposed Road Network ____ 6-2

Table 6-2 : Passenger Car Equivalence ___________________________________ 6-3


vii

Table 6-3: LOS under Different Development Scenarios for Stage I Improvements __ 6-4

Table 6-4: Existing Terrains and the Proposed Design Speeds of the Roads_______ 6-5

Table 6-5: Calculation of Average Operating Speed (km/hr) ____________________ 6-9

Table 6-6: Description of Types of Cross Sections defined ____________________ 6-10

Table 6-7: Proposed List of Road and the Cross Sectional Properties ___________ 6-11

Table 6-8: Intersection Types for Stage I and Stage II________________________ 6-12

Table 6-9: List of Potential Intersection Developments _______________________ 6-13

Table 7-1: Design Parameters of the Proposed Hambantota Road Network _______ 7-4

Table 7-2: Summary of Observed Traffic Flows (2007) ________________________ 7-9

Table 7-3: Daily One-Way Flow of Passenger Vehicles (Uva &Southern, 2007)____ 7-10

Table 7-4: Daily One-Way Flow of Goods Vehicles (Uva &Southern, 2007) _______ 7-10

Table 7-5: Employment Estimation ______________________________________ 7-12

Table 7-6: Population Estimates for Hambantota Development Area (2012-2032)__ 7-13

Table 7-7: Vehicle Growth Rates to be used for Analysis _____________________ 7-13

Table 7-8: Vehicle Growth Rates (2012-2032)______________________________ 7-14

Table 7-9: Vehicle Fleet and Vehicle Ownership Rate: 2006-2032 ______________ 7-15

Table 7-10: Description of Testing Scenarios ______________________________ 7-16

Table 7-11: Summary of Scenarios ______________________________________ 7-16

Table 7-12: TransPlan Estimates for Base Case Scenario (2012-2032) __________ 7-18

Table 7-13: TransPlan Estimates for Development Scenario (2012-2032) ________ 7-19

Table 7-14: TransPlan Estimates for Hypothetical Scenario I (2012-2032)________ 7-22

Table 7-15: TransPlan Estimates for Hypothetical Scenario II (2012-2032) _______ 7-24

Table 7-16: Average Daily Flows at Port of Colombo ________________________ 7-26

Table 7-17: Vehicle Entries per gate and vehicle movement rate at Port of Colombo 7-27

Table 7-18: Estimation of Vehicle Movements from Port of Hambantota (2010-2040) 7-28


viii

Table 7-19: Network Statistics from TransPlan output________________________ 7-29

Table 7-20: Analysis of Estimation Scenarios ______________________________ 7-31

Table 7-21: LOS for Links in HDP network (Development Scenario – 2032) ______ 7-34

Table 8-1: Projected Population and Predicted Transit Demand_________________ 8-4

Table 8-2: Mobility Alternatives for Motorisation _____________________________ 8-6

Table 8-3 : Public and Non-Motorised Transport Routes_______________________ 8-6

Table 8-4 : Transit User Origin and Destination (O-D) Estimation per day _________ 8-7

Table 8-5 : Transit Headway ____________________________________________ 8-7

Table 9-1 : Agricultural Land Use Pattern __________________________________ 9-3

Table 9-2: Percentages of Land in the Road Vicinity with Scrub Jungles __________ 9-4

Table 9-3: Perceived/ Current Market Values with Market Values of Land before 3 Years

___________________________________________________________________ 9-5

Table 9-4: List of Roads Serving Weekly Fairs ______________________________ 9-6

Table 9-5: Number of Buildings Likely to be Affected _________________________ 9-7

Table 9-6: Public Places Served by Proposed Candidate Roads ________________ 9-8

Table 9-7: Religious Places Served by Proposed Candidate Roads______________ 9-9

Table 9-8: Degree of Significance of the Roads Based on Different Aspects ______ 9-11

Table 10-1 : Economic Vehicle Operating Cost in Rs/km @ IRR =2 _____________ 10-2

Table 10-2 : Economic Vehicle Operating Cost in Rs/km @ IRR =4 _____________ 10-2

Table 10-3: Modal Share for Forecast period ______________________________ 10-2

Table 10-4: Summary of VOC Savings ___________________________________ 10-3

Table 10-5: Value of Time for Transport User Groups (in 2010 Rs/Hour) _________ 10-4

Table 10-6: Travel Time Savings ________________________________________ 10-4

Table 10-7: Freight Time Savings _______________________________________ 10-5

Table 10-8: Regional Benefits Rs mn ____________________________________ 10-6

Table 10-9: Summary of Benefits (Rs Mn in Current Year Prices) ______________ 10-7


ix

Table 11-1 : Percentage Land Use by Length along the Road _________________ 11-2

Table 11-2: Estimation of Cut and Fill volume ______________________________ 11-3

Table 11-3: Cost of Drainage___________________________________________ 11-3

Table 11-4: Cost of Base and the Pavement (Road Works) ___________________ 11-4

Table 11-5: Summary Table of Costs for Structures _________________________ 11-5

Table 11-6: Summary Table of Costs for Roadway Facilities __________________ 11-6

Table 11-7: Cost Estimates for Road Safety _______________________________ 11-7

Table 11-8 : Average Cost of Annual Maintenance __________________________ 11-8

Table 11-9: Summary of Stage II Construction Costs ________________________ 11-8

Table 12-1: Benefit –Cost Analysis for Stage II Construction over 3 Years________ 12-2

Table 12-2: Benefit –Cost Analysis for Stage II Construction Stretching over 6 Years 12-4

Table 12-3: Comparison of Cost of Construction for Stage I and Stage I &II_______ 12-5

Table 12-4: Benefit-Cost Analysis for Staged Construction____________________ 12-6


x

List of Figures

Figure 1-1 : Study Area of the Proposed Project _____________________________ 1-2

Figure 3-1: Location of Seaport and Proposed Administrative Area in Hambantota __ 3-8

Figure 3-2: Proposed Administrative Complex______________________________ 3-19

Figure 3-3 : Proposed Administrative Complex and Convention Centre __________ 3-21

Figure 3-4 : Existing Urban Hierarchy- Southern Province ____________________ 3-23

Figure 5-1 : Study Area with Zoning of UDA ________________________________ 5-2

Figure 8-1: Crutiba – A World Popular Median Bus Lane BRT Model_____________ 8-8

Figure 8-2: Sample operation routes for PT along Routes 1 and 2 ______________ 8-10

Figure 9-1 : Populations Served along the Roads in Each DS Division____________ 9-2

Figure 11-1 : Typical Pavement Section Used for Estimations _________________ 11-4


xi

Study Team

The members of the Study Team who participated in this project are as follows:

Prof. Amal S. KumarageTeam Leader/ Traffic Analysis/

Economic Analysis

Dr. Tissa LiyanageHighways Design/Engineering

Studies/Costing

Dr. T. Sivakumar Public Transport

Mr. SN Bentotage Transport Planning

Ms. Menike Somarathna Regional & Urban Development

Mr. Janaka Weerawardena Transport Demand Estimation

Mr. K. Jinapala Socio Analysis

Ms. Pradeepa Jayaratne GIS Mapping/TransPlan

Mr. Ranil Sugathadasa Project Manager


xii

EXECUTIVE SUMMARY

Feasibility Study for the Road Network for Hambantota development Plan (RNHDP) is

the project for the allied road network development of the Hambantota International Hub

Development that has been carried out by the Department of Transport and Logistics

Management of the University of Maoratuwa as invited by the Road Development

Authority (RDA).

Identification of the long term demand for transport, assessment of the requirements for

transport capacity development and the assessment of the socio-economic viability were

the main objectives while investigating the adequacy of the RDA proposed road network

development, making recommendations and carrying out the preliminary designs.

Study Area

Hambantota is located in the southern dry zone of Sri Lanka. It spreads over an area of

113,000 ha that lies between Walawe River and Kirindi Oya. The defined area for the

development plan covers DS Divisions of Sooriyawewa (21 GNDs), Hambantota (30

GNDs), Ambalantota (13 GNDs), Thanamalwila (5 GNDs), Sevanagala (14 GNDs),

Tissamaharama (15 GNDs) and Lunugamvehera (29 GNDs). This study strongly

considers that the hinterland of Hambantota has great potential to develop around the

port and Hambantota District in particular and as a result, the Southern Sri Lanka

(Ruhuna) in general will become an industrialised area.

Development Potential

The study area for the road network has been selected based on the provision of

accesses to the proposed international hub development sites such as the Airport,

Seaport, Cricket Stadium, Safari Park, BOI site etc. as well as the Convention Centre,

Administrative Complex and tourism related development and residential areas.

Providing access for these sites and inter-linking them to an appropriate level to the

national transport networks were the major concerns when designing the road network.

Based on the Feasibility Study estimates for the Port of Hambantota and discussions

with the Urban Development Authority it has been assumed as a precondition, that the

Port of Hambantota would by 2030 handle and the other development activities set out in

the Greater Hambantota Development Plan, would attract a total direct and indirect


xiii

employment of 94,000 which would require a net migratory population of 230,000 by the

year 2032. In keeping the objective of making Hambantota a 1st order city, the economic

development of Hambantota is considered to reach a status of being second only to

Colombo District and equal to the developed parts of Gampaha and Kalutara District.

Thus vehicle ownership over the 20 year period is assumed to increase from 9 vehicles

per 100 persons to 23 vehicles per 100 persons.

Connectivity to National Road Network

When defining the road network, additional measures have been taken to integrate

Eastern and Uva provinces nationally, as those provinces are considered to be the least

accessible provinces in Sri Lanka and ones that could be better served through a port

and airport compared to Western Province.

Functional Requirements for the Road Network

In addition to the provision of accesses for development sites, the study team has

purposefully introduced certain transport functionality aspects when defining road

network and their cross sections with the intention of increasing the performance of the

proposed network and specifically with respect to:

1. Definition of Outer Hambantota Development Area to ensure urban area and its

activities are impacted by through traffic

2. Provision of a high profile connection between the proposed Seaport and Airport

to facilitate air-sea connections

3. Provision of a viable public transport corridor to promote high density

development

4. Maximise Usage of Pedestrian and Cycle Access to encourage sustainable

transport and enhanced quality of life

Proposed Network

After considering the aforementioned functionality aspects, the RDA proposals which

contained 17 road links extending over 290.2 km, have been improved to a proposed

road network with 27 road links. It includes one omission, the Outer Circular Road II,

and the addition of 11 new links to the original proposal of the RDA. The total length of


xiv

the proposed network is 371.7 km of which new constructions would amount to around

38 km or around 10% of the network.

Traffic Estimation

As per the Terms of Reference the Traffic forecasts are made for the years 2012, 2022

and 2032. It is expected that full development potential of the Hambantota Development

Plan would have been achieved by the year 2032, while the year 2012 would see the

construction of the basic infrastructure such as the Stage I of the port, the air port, the

cricket stadium, administrative complex, safari park etc.

There will be an estimated 33,206 daily vehicle movements within the Hambantota

project area by the year 2032 due to the activity of the port which would include 7,994

container trucks,

In terms of traffic flow on the proposed road network, there would be only three road

secrions having a flow of more than 10,000 vehicles per day in 2012 mostly near

Siribopura Junction which by the year 2032, are expected to reach over 30,000. Of the

67 sections of road in the network, 31 are expected to carry more than 10,000 vehicles

per day by 2032. Around 10% of the network length only will have traffic levels of over

20,000.Hence the need for road capacity is low to moderate across the network.

Social Impact and Road Safety

The social assessment has focused on evaluating the most likely impacts of the

proposed road hub over the socio-economic environment in the local and regional

economies. The assigned field team had made observations by walkthrough surveys

along the candidate roads and by informal discussions with the community members

residing in the immediate vicinity of the roads. It is concluded that the proposed road

network would form a hub of interconnecting roads that are connected to other roads in

both local and regional levels. This network will create socially and economically

effective connectivity impacts in the area and thereby in the entire country. This would

offer direct and indirect benefit for people in these administrative units through multiple

roads.

Wild Life & Safety Issues

This report deals with the issues pertaining to the road safety arising from elephant

crossings of the proposed roads as well. This is considered as an important aspect as


xv

roads are to be widened as well as operating speeds increased. The combination of

both attributes is expected to pose a formidable challenge to avoid vehicles from

crashing to elephants.

At the request of wild life authorities underpasses have been located for crossing of

elephants and other wild life at four locations. Electric fences also have been suggested

in order to ensure that animals would not cross at random locations. However, since

these types of crossings have not been tested adequately in Sri Lanka, further studies

are recommended to determine suitability. Furthermore another underpass has been

provided for railway crossing on the Hambantota-Gonnoruwa road.

Benefit Cost Analysis

The Benefit-Cost Analysis indicates that the immediate full development of the proposed

road network (Stages I and II together) will cost Rs 71.1 billion and will have an

economic return on investment of around 13.5% p.a. with a NPV of Rs 9,301 million at a

Discounting Rate of 12%, while its Benefit Cost Ratio would be 1.14. Given that

economic cost of capital for this project may be significant; this is not considered a

favourable rate of return for a large scale highway project.

However, if it is constructed as a staged construction where only the roads identified in

Stage I (costing Rs 45.7 billion) are constructed to an interim standard in the first 3

years, and upgraded to full design standard at a cost of Rs 25.4 billion only after 10

years, then the economic performance improves significantly to a Benefit- Cost Ratio of

1.87 with a NPV of Rs 54,626 million as 12% Discount Rate. In this scenario, the design

life of the project is assumed to be 40 years with a major rehabilitation of Stage I roads

carried out after 20 years in addition to an intermediate improvement being carried out

after 10 years.

Thus construction of the proposed network can be recommended on the following

conditions:

That the construction is staggered in two Stages with the first Stage over the first

3 years and the others delayed till 2020 at least.

The land required for the Stage II design to be acquired under the Stage I and

where possible to covnert to Green Areas until required for capacity widening.


xvi

To re-examine the level of traffic by 2018 and examine which roads should be

improved to Stage II stage. This is to ensure that the assumed development

has taken place and there would be no loss in anticipated benefits.

Road Design

The cross sectional properties of the proposed roads have been considered for stage

developments, as Stage I and Stage II, for the purpose of effectiveness of the investment

plans. The cross sectional properties of each road have been identified for facilities such

as number of lanes, service roads, walkways, bicycle lanes, shoulders, public transport

lanes, parking bays, centre medians, bus bays, landscaping and utility corridors,

depending on the potential demand by the proposed land use developments.

When selecting the cross sections, a higher emphasis has been given for providing

facilities for the non-motorised access and public transport use in Greater Hambantota

Area. Moreover, there are forty one (41) intersections included in this project proposal.

They belong to three (3) categories of intersection types proposed for Stage I and nine

(9) categories for Stage II.

Public Transport

The study recommends that two routes be developed as a Superior Public Transport

Corridor mostly likely using Bus Rapid Transit Technology, a feasibility of which should

also be undertaken at a later stage. This will be the most important investment toe

ensure a high density development core in Hambantota for which the Siribopura-

Gonnoruwa Road section is the best candidate. Moroever, several transport terminals

have also been suggested to ensure good connectivity and balanced transport within the

region.


1-1

CHAPTER 1 BACKGROUND

The Road Development Authority (RDA) by agreement signed with the University of

Moratuwa dated 14th September 2010 has engaged the Department of Transport &

Logistics Management of the University of Moratuwa to report on the Feasibility Study for

the allied Road Network Development of the Hambantota International Hub

Development. For convenience of reporting, this project, the Feasibility Study for the

Road Network for Hambantota Development Plan, hereinafter referred to as RNHDP.

The Hambantota International Hub Development is a key initiative of the Government of

Sri Lanka. It comprises the construction of an international seaport, international airport,

extension of the Southern Highway and the extension of the Coastal Rail Line from

Matara. Additionally several other developments including industrial, commercial,

administrative, sports, tourism and residential developments are also being planned.

1.1 Objectives of the Study

The main objectives of this Study as per Terms of Reference issued by the Road

Development Authority are:-

a) To identify the long-term demand for transport for the developments proposed

for Hambantota.

b) To assess the requirements for transport capacity development to serve such

increase in demand and a strategic intervention.

c) To investigate the adequacy of the proposed road network development and

to make recommendations thereof.

d) To carry out a preliminary design of each recommended road link and provide

typical road sections and costs.

e) To carry out an assessment of socio economic viability of the network as a

whole.


1-2

1.2 Study Area of the Proposed Project

The Figure 1-1 of the area under the RNHDP shows the Study Area of the Proposed

Project. It also shows the proposed developments. The proposed developments in this

area include the:

Hambantota Port Development Project

Mattala International Airport Development

Sooriyawewa International Cricket Stadium

Railway Extension to Kataragama

Hambantota Administrative Complex

Ridiyagama Safari Park

Figure 1-1 : Study Area of the Proposed Project


1-3

1.3 Scope of Work

The National Road Network in this area is to be re-developed with a number of new road

links including a by-pass to Hambantota Town. The increased traffic from the

aforementioned developments is expected from many parts of the country. Thus the

road network in the region requires to be investigated for adequacy and where it is found

to be inadequate to be earmarked for development in a stage basis corresponding with

the expected traffic demands.

The road network also is to take in to account the overall transport efficiency and

accommodation of different modes of transport. This should include the consideration of

priority measures for public transport, non-motorised transport in city areas as well as rail

connectivity to the major transport generators. It should also consider the contribution of

the regional development within the on-going national road network development.

The Road Development Authority had identified seventeen (17) roads aggregating to a

length of 290.2 km and proposed either for construction as new links or for widening and

improvement. The list of roads, which has been proposed by the RDA is presented in

Table 1-1 below and illustrated in Appendix 1.

Table 1-1: List of Roads Proposed by RDA

No. Name of the RoadLength

(km)Proposed Intervention Work done up to June 2010

1Outer Circular

Highway I6.2

Construction of a new 4

lane road

Survey & Design completed,

Construction work

commenced

2

Hambantota-

Gonnoruwa-

Meegahajandura

32

Construction of a 4 lane

road with a reservation

for a 6 lane road

Part of Survey Completed

(10 km), Action has been

taken to commence the

construction work

3

Sooriyawewa-

Meegahajandura-

Kumaragama

18Widening to 4 lanes

(remaining section)

Construction of 0 - 9 km

completed for 4 lane, Survey

works for balance section will

be done through Survey

Department


1-4



4

Andarawewa-

Udamattala-

Padawkema

13 Not decided

A new trace has been

identified to minimise the

damages to houses, Land

Survey work is in progress

5Udawalawa-

Thanamalwila40



for a 4 lane road

Feasibility study and Survey

works completed, Detail

design is in progress

6Moraketiya-

Sooriyawewa12

Initially a 2 lane road will

be constructedSurveys to be done

7Hambantota

Bypass Road7

Section of the road

already in use (2 lane), It

is expected to widen the

road to 4 lanes with land

reserved for 6 lanes.

Design for 2 lane completed

8Andarawewa-

Sooriyawewa7



for a 4 lane road

Surveys to be done

9Bopale Junction-

Kiriibbanara8.5



for a 4 lane road

Surveys to be done

10

Embilipitiya-

Moraketiya-

Kiriibbanara-

Udamadura

16



for a 4 lane road

Surveys to be done

11Outer Circular

Highway IINot decided

There are problems in

locating the road trace due to

elephant corridor

12Udamattala-

Thanamalwila18



for a 4 lane road

Surveys to be done


1-5



13CGHW Road (243

km to 260 km)17 Widening to 4 lanes Surveys to be done

14 Lewaya Road 3.5 Widening to 4 lanes Surveys to be done

15Sooriyawewa-

Padalangala12 Widening to 4 lanes Surveys to be done

16Sooriyawewa-

Mirrijjawela24

Initially widening to 4

lanes, land will be

reserved for 6 lanes

Surveys completed

17

Southern

Expressway

Extension

74



for a 6 lane road

Expressway Standards

Economic feasibility is

completed, Preliminary

Environmental Assessment

is in progress, Arrangements

have been made to

commence the survey work

and detailed design

The Scope of work of the feasibility study for the proposed road links comprises of three

phases as follows.

Phase I: To assess the overall future transport requirements for the Hambantota

International Hub and the requirement of the road network and other land transport

facilities.

Phase II: To prepare a socio-economic feasibility study for the recommended road

network development. In this respect the Consultant shall assess the adequacy of the

road network to satisfy long-term development goals in terms of accessibility between

regions and town centres, traffic carrying capacity, mobility, and road safety aspects.

The traffic demand will be for years 2012, 2022 and 2032.

Phase III: To provide preliminary designs and typical cross sections and costs for the

recommended road network including requirements for public transport, non-motorised

modes of transport, parking and intersection controls.


1-6

1.4 Reporting

The following was agreed with RDA.

i. PROJECT INCEPTION REPORT

Within one (01) month of the commencement of, the Consulting Services, the

consultants will submit three (03) copies of Inception Reports with a soft copy to

RDA. The report shall give in brief the factual information on the work performed

and problems encountered during the reporting period and the proposed

methodology of study.

ii. PRESENTATION ON PHASE I

The DFR for Phase I shall be submitted in three (03) copies and a soft copy at the

end of the two (02) months from the date of commencement covering items in

Phase I of the Scope of Work.

iii. DRAFT FINAL REPORT PHASE II

The DFR for Phase II shall be submitted in three (03) copies and a soft copy at the

end of the three (03) months from the date of commencement covering items in

Phase II of the Scope of Work.

iv. DRAFT FINAL REPORT PHASE III

The DFR for Phase III shall be submitted in three (03) copies and a soft copy at the

end of the five (05) months from the date of commencement covering items in

Phase III of the Scope of Work.

v. DRAFT FINAL REPORT

Draft Final Report shall be submitted in 3 copies and soft copy at the end of the six

(06) months, summarising in detail all work performed, methodologies applied,

findings and recommendations of the Study and Preliminary Engineering Design as

well as highlighting the various aspects of the Study. This may have to be followed

by a presentation of the project.

The following submissions/presentations have been made to date:

Inception Report

Presentation on Phase I and Phase II

Working Paper on Phase III

Draft Final Report


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CHAPTER 2 DATA COLLECTION

2.1 Maps

The identification of the road network for the improvement is done by investigating the

maps produced with GIS. However the digital Topographical Maps of the project area in

a scale of 1:50,000 were used for plotting the preliminary traces for new road sections

with the aid of geo-referenced co-ordinates which have been cross checked with GPS

readings on the field.

2.2 Reports

Urban Development Authority, Airport & Aviation Services (Sri Lanka), Sri Lanka Ports

Authority and Road Development Authority have conducted several studies on

respective components of the Greater Hambantota Development Plan. The substances

of such study reports were taken into consideration when finalising the road network and

the levels of capacity requirements. The summary of references is as follows:

1. Situational Report on Development Plan For Greater Urban Development Area

(Volume I) , Urban Development Authority, July 2009

2. Report on Proposed Hambantota Harbour Pre-Feasibility Study, Southern

Development Authority of Sri Lanka, February 1997

3. Development of Airport at Mattala, Sri Lanka, Environmental Impact

Assessment Report, The Airport and Aviation Services (Sri Lanka) Ltd.,

December 2008

4. Draft Report on Proposed International Cricket Stadium Cricket Academy at

Sooriyawewa, Urban Development Authority, 2008

5. Strategic Environmental Assessment for the Greater Hambantota Development

Plan , Phase I-Proposed Zoning Plan (Final Version), Central Environmental

Authority of Sri Lanka, January 2010


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2.3 Traffic and Transport Data

No new traffic surveys have been conducted since the new developments in the

proposed Hambantota Development Plan were of a much larger magnitude than the

extrapolation of current traffic demand or its patterns would allow.

However, findings of the traffic surveys carried out in January 2007 for the Feasibility

Study of the Extension to the Southern Highway were adopted for preliminary analysis.

The adopted information included roadside origin destination (OD) surveys and manual

classified counts (MCC).

2.3.1 Roadside Traffic Survey

The roadside surveys for both OD and MCC counts in both directions of the road at each

location and the dates on which they were carried out are given in Table 2-1. The

duration of OD surveys is 12 hours from 7.00 a.m. to 7.00 p.m. The duration for MCC

surveys is also 12 hours and extended to 24 hours for a selected few locations for the

purpose of making some representative 24 hour counts.

Table 2-1: Traffic Survey Program

Date

(2007)Day Road and Survey Location

OD

MCC

Hambantota District 12 hr 24 hr

21st Jan SundayOn A2 Road at 235

thkm (between

Ambalantota and Hambantota)Yes Yes Yes

22nd Jan MondayOn A2 Road at 268

thkm (between

Thanamalwila and Lunugamvehera)Yes Yes

23rd Jan TuesdayOn Nonagama - Embilipitiya Road at

68th

kmYes Yes

24th Jan WednesdayOn A2 Road at 205

thkm (between

Tangalle and Ranna)Yes Yes

Matara District

25th Jan ThursdayOn Matara - Hakmana Road (between

Yatiyana and Kirinda)Yes Yes

26th Jan FridayOn A2 Road at 176

thkm (between

Kottegoda and Dickwella)Yes Yes Yes


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The following Table gives the summary flow of these counts expanded to 24 hours.

Table 2-2: Summary of Flow of Traffic Counts

Road and Survey Location ADT

Hambantota District 12 hr 24 hr

On A2 Road at 235th

km (between Ambalantota and Hambantota) 4,354 5,391

On A2 Road at 268th

km (between Thanamalwila and Lunugamvehera) 1,794 2,379

On Nonagama - Embilipitiya Road at 68th

km 2,074 2,760

On A2 Road at 205th

km (between Tangalle and Ranna) 3,389 4,552

Matara District

On Matara - Hakmana Road (between Yatiyana and Kirinda) 3,190 4,207

On A2 Road at 176th

km (between Kottegoda and Dickwella) 4,868 6,999

2.4 Social Assessment

A Social Assessment Survey has been carried out by the Sociologist of the Study Team

to investigate the effects of the past, current and the future developments.

As the proposed road development programme hasn’t forged ahead to a stage that

requires a comprehensive Social Impact Assessment (SIA), the focus has been limited to

a Rapid Social Assessment (RSA). The RSA has been focused on identifying the

general socio-economic environment through the proposed road traces based on the

following factors:

1. Identification of demographic features (population) of the Divisional Secretariat

(DS) Divisions based on the roads under consideration.

2. Identification of the approximate number of existing buildings based on the usage

(housing, business premises, economic centres or public places) along each of

the roads under consideration.

3. Identification of the trends and community perceptions of the real estate property

market with respect to the ongoing and announced development programmes.

4. Identification of the land use information along the proposed road traces.

5. Identification of archaeological, cultural and religious locales along the proposed

road traces.

6. Evaluation of the impacts on connectivity through the proposed road

developments and the degrees of significance.


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The understanding of the general socio-economic environment gathered through the

RSA will be useful for making policy decisions on the impact on the likelihood of affecting

houses, lands, economic and social infrastructure and physical and cultural properties of

the affected people, when the road development programme is implemented.

2.5 Preliminary Field Observation

The study team of the University of Moratuwa initially observed the road network that has

been proposed by RDA during their first field visit on 26th and 27th May 2010 with the

participation of regional officials from RDA and UDA. Also a meeting had been called

during the field visit with the regional officials from RDA and UDA to discuss their

development plans in related to the International Hub Development (IHD) for

Hambantota. With their assistance the study team was able to identify the different

development programmes together with their functionalities and capacities.

By analysing the information gathered during their first field visit, the study team was

able to establish a preliminary road network unreservedly incorporating the development

plans of RDA and UDA together with the wildlife concerns. However there was an

intention of consulting stakeholder agencies during the second field visit.

Subsequently, the study team of the University of Moratuwa made their second field visit

jointly with several RDA officers on 8th and 9th June 2010 and hold a stakeholder

consultation program at the District Secretariat, Hambantota under the patronage of the

District Secretary of Hambantota. The original proposals of RDA have been unfolded for

the stakeholders to examine, comment and air their concerns. The specific inputs from

UDA, Department of Wildlife Conservation, Ceylon Electricity Board and Mahaweli

Authority had been duly recorded.

At the end of the second field visit, the study team was able to propose a revised

network of roads to serve IHD of Hambantota by further strengthening the road network

with the aim of achieving regional and national integrity.

Observations recorded and images captured during first and second field visits are given

in Annex 1.

There were several additionalsite visits related to the proposed preliminary road network

and possible alternatives.


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CHAPTER 3 PROJECT IMPACT AREA

The study team undertook four early reconnaissance trips across the project area to

determine the layout of the proposed roads, the land utilisation and constraints that exist

for the construction of the roads.

The Project Impact Area of this project is considered as the area referred to as the

Greater Hambantota Development Area which is wholly within the district of Hambantota

and includes the DS Divisions of Hambantota, Ambalantota, Sooriyawewa,

Lunugamvehera and Tissamaharama.

3.1 Geography & Climate

The expanse of the Greater Hambantota Development Area spreads over 113,000 ha,

located in the Southern Province of Sri Lanka. This region consists of mostly undulating

plains, isolated highlands with outcrops of eroded rocks, which are scattered in the area.

This area is located in the heart of south eastern dry zone. The annual average rainfall

varies from 800 mm along the southern coastal boundary to 1200 mm along the northern

boundary. A larger percentage of the average annual rainfall in this area receives during

north-east monsoon between October and December each year. Free water surface

evaporation exceeds precipitation in nine months over the year. Maximum rainfall

figures are quite usual during November, January and May every year, while the driest

period is typically during the month of August. Average annual temperature in this area

varies between 80oF – 81oF (26.6oC – 27.2oC)1.

3.2 Population

Greater Hambantota area consists of Seven (07) Divisional Secretariat (DS) Divisions;

five from Hambantota District plus selected Grama Niladhari (GN) Divisions of

1Source: Greater Hambantota Area, Development Plan, UDA, July 2009


3-2

Thanamalwila DS Division and Sevanagala DS Division. Population density of the area

ranges between 200-500 persons per sq. km.

Table 3-1: Population of Greater Hambantota Area (2001)2

D.S Division Total population Male Female

Sooriyawewa (21) 35,529 18,369 17,160

Hambantota (30) 46,757 23,830 22,927

Ambalantota (13) 17,526 9,059 8,467

Tissamaharama (15) 17,957 9,266 8,691

Lunugamvehera (29) 21,268 10,980 10,288

Thanamalwila (5) 7,989 4,224 3,765

Sevanagala (14) 36,820 19,217 17,603

Total Greater Hambantota Area 183,846 94,945 88,901

The population projections used by the Greater Hambantota Development Plan are

given in Table 3.2

Table 3-2: Projections for Population3

Name of the DS 2001 2010 2020 2030

Hambantota with Harbor Development 46,757 53,461 79,135 128,903

Lunugamvehera with Airport Development 21,268 24,318 35,996 58,634

Sooriyawewa 35,529 40,624 48,558 59,192

Ambalantota 17,526 20,039 26,931 39,864

Tissamaharama 17,957 20,532 23,828 27,653

Sevanagala (14) 36,820 42,099 48,858 56,702

Tanamalvila (5) 7,989 9,135 10,602 12,304

Total 183,846 210,208 273,908 383,252

3.3 Land use Pattern in the area

The land use pattern of the area is explained in the Table 3-3. It is found that 58% of the

land is scrub and vacant whilst 24% of the land is forest and sanctuaries. On the other

2Source: Census of Population and Housing 2001

3Source; Greater Hambantota Development Plan


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hand, developed land amounts to only 6% out of 113000 ha. This includes homestead,

roads and other utilities and public and semi public zones.

Table 3-3: Land Use in the Area4

Land Use Extent (Ha) Percentage (%)

Paddy Land 5,656 05

Residential 3,960 04

Public & Semi Public 1,320 01

Roads & Other Utilities 1,210 01

Scrub & Vacant Land 64,880 58

Forest & Sanctuaries 27,500 24

Water Bodies 6,187 05

Salt pans 2,287 02

Total 113,000 100

3.4 Economic Activities

The major economic activities of the area have been identified as follows5:

Agriculture: The main livelihood activity of this area is agriculture, and paddy cultivation

is the main source of income. The geographical factors such as flat terrain, clear sun

light and alluvial soil has created a suitable background for paddy cultivation. 9.3% of

the national rice production is from Hambantota District. Highland cultivation occupies a

very important place in the agricultural pattern of Hambantota.

Many major and minor irrigation schemes are there to irrigate the paddy and crop

cultivation in the area, namely Lunugamvehera reservoir, Uda Walawe reservoir,

Rediyagama tank, Bandagiriya tank, Tissawewa, Debarawewa, Yodawewa, Weerawila

wewa, Pannegamuwa wewa, etc. Apparently there are many tanks in the area probably

due to the unavailability of sufficient rainfall throughout the year. However the farmers

have moved to subsidiary crops cultivation rather than traditional crops due to lack of

market opportunities. In areas where proper irrigation facilities are not available crops

such as Bran (Kurakkan), maize, corn etc. are cultivated.

4Urban Development Authority, 2001

5Greater Hambantota Area Development Plan, UDA


3-4

Animal Husbandry: Animal husbandry is another important economic activity in the

area. The geographical background, grasslands, scrubs and meadows has become a

major assistance for the success of this venture. Half of the produced milk is brought to

the milk collecting centres to process milk, yoghurt or milk powder while the balance is

kept to process curd since the curd of Southern Sri Lanka (Ruhuna) is famous all over

the island.

Fisheries Industry: Fisheries industry in this area could be categorised into 3 groups.

1. Sea Water Fisheries Industry

2. Fresh Water Fisheries Industry

3. Brackish Water Fisheries Industry

Fishery villages are distributed all over the Greater Hambantota coast and most of

theircatchis transported to the wholesale and institutional buyers in Colombo.

Salt Industry: Salterns in Greater Hambantota account for around 60% of the national

productionof salt.

Small Scale Industry: Small scale industries of the Greater Hambantota area consist

with following types of industries,

I. Production of Bricks

II. Lime Industry

III. Gem Mining

IV. Pottery Industry

V. Handicrafts and other Cottage Industry.

Tourism Industry: The Greater Hambantota area is emerging rapidly as a major tourist

destination in Sri Lanka. Among the visiting tourists, majority of them stay in coastal

resorts, some visiting wildlife and bird sanctuaries as well as archaeological and religious

sites.

Greater Hambantota has many tourist attractions. Sandy beaches, Bundala Bird

Sanctuary, Sithulpawwa temple, Kirinda rock, Ussangoda geological site, Kalametiya

Bird Sanctuary, Sooriayawewa Hot springs and Kataragama religious places are the


3-5

major tourist attractions in the area. These areas are equally famous among both local

and foreign tourists. Accordingly the tourism industry of the area can be categorised as

follows.

(a) Coastal Tourism

(b) Cultural Tourism

(c) Eco Tourism

The folloving locations can be highlighted under each category as locations that attract

either local or international tourists.

Coastal Tourism Cultural Tourism Eco Tourism

Palatupana

Hambantota

Ussangoda

Godawaga

Gotapappatha Vihara

Bandagiiya Temple

Ramba Vihara

Yahangala

Kahambagala

Madunagala Arannaya/ Nimalawa

Uda Walawa

Palatupana

Bundala

Bandagiriya

Meegahajandura

There are several places, available within the Greater Hambantota and surrounded area

for recreation activities. Listed below are some of the recreational places available in the

area.

- Yala National Park

- Nimalawa Forest

- Kalamatiya Sanctuary

- Bundala Sanctuary

- Weerawilla Bird Sanctuary

- Lunugamvehera Sanctuary

- Hambantota Beach

- Palatupana Beach etc…


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3.5 Greater Hambantota Development Plan

The Government of Sri Lanka in 1994 adapted the strategy for accelerated economic

growth of southern region by introducing new concept based on an international harbour.

Accordingly this project was placed a high priority of government agenda. This city first

conceptualised by the Southern Development Authority with a view to provide more

employment opportunities within southern Sri Lanka and to offer enormous economic

opportunities for investors while accelerating the development of new enterprises in the

maritime field. It is now being planned by Urban Development Authority under powers

vested by the UDA Act No. 41 of 1978.

3.5.1 Greater Hambantota Development Area

The Greater Hambantota Area is being developed with an international seaport at

Hambantota as its main economic generator, located in the southern dry zone of Sri

Lanka. It spreads over an area of 113,000 ha that lies between Walawe River and

Kirindi Oya. The defined area for the development plan covers DS Divisions of

Sooriyawewa (21 GNDs), Hambantota (30 GNDs), Ambalantota (13 GNDs),

Thanamalwila (5 GNDs), Sevanagala (14 GNDs), Tissamaharama (15 GNDs) and

Lunugamvehera (29 GNDs). This area has been declared by UDA gazette no. 1090/5

under Section 3 of the aforesaid law on 26th July 1999. A zoning plan has been

prepared as a precursor to the city development plan under the provision of section 8 of

the said law.

3.5.2 Strategy for Development

One of the strategies adopted for developing Greater Hambantota is the active

development through the establishment of an international seaport. Naturally the vicinity

of a seaport can be effectively used to create a city which will grow in a planned manner.

This strategy is being implemented for Hambantota in a successful way.

The above strategy conforms to the Government policy of encouraging the emergence of

urban centres for achieving the goal of balanced regional development. Greater

Hambantota will be developed as a nature city. It will enhance to higher environment

standards. Furthermore, it will be an international business investment and industrial

centre. It will be the main transportation hub with an international seaport and an airport.

It will also be located in a very rich cultural area. Therefore, it can be developed as a

centre promoting international socio-cultural activities.


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3.5.3 Potential for New Economic Activities

The available natural resources would provide sound economic base for new

development in Hambantota since large extent of underutilised land is available in

efficient urban structure that could certainly be designed conforming to an effective

development plan. This could clearly be seen in the new town centre development at

Siribopura.

In Greater Hambantota area, a number of large scale projects such as an oil refinery, a

road network, a botanical garden, and the town centre development are being

implemented in parallel to the seaport project development. This will enhance the

economic growth of the area as expected in the early stages and incorporate an

accelerated growth of transportation, communication, tourism facilities and urban

development.

The study team has visited and studied the proposed development sites under the

Greater Hambantota Development Plan that include several components such as:

Commercial Establishment

Convention Centre

Administrative Complex

Playgrounds and Recreational areas

Seaport Development

Airport Development

Extension of the Railway

Extension of the Southern Expressway

Oil Refinery

Tsunami Housing Scheme


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3.6 Current Status of Development

The present state of these development efforts are as follows:

3.6.1 Hambantota Seaport Development

The primary industry that is to be the backbone of the development of the Hambantota

District is the construction of the proposed Seaport at Hambantota which was first

identified in the Shipping Policy of 1997.

Figure 3-1: Location of Seaport and Proposed Administrative Area in Hambantota6

The immediate purpose of the project is to establish an oil import/ bunkering terminal to

cater to the needs of ship bunkering at the route south of south of Sri Lanka and a range

of port traffic requirements of the local community, initially in a limited capacity, as well

as general cargo for other locations in Sri Lanka.

In the long run Hambantota is to be developed as a major industrial port in the southern

province of Sri Lanka. The port is expected to enhance the export earning of the country

6Source: Greater Hambantota Area Development Plan


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via improvements of maritime transportation and the establishment of export companies

within a Free Economic Zone (FEZ).

The objective of the proposed port is to become one of the Sri Lanka's major

multipurpose ports and to be a gateway to India and surrounding countries.

According to the Feasibility Study that has been completed in June 2006 (Ramboll in

association with LHI and RDC and others), the proposed port has a growth potential for

50 to 100 years. The reasons for a successful harbour at Hambantota have been

identified as:

Location near the international shipping routes passing south of Sri Lanka,

Deep water near to the shoreline for ship access to the port.

Availability of abundant and inexpensive land for port related development

activities.

The development area of the port is confined to an area measuring 5 km east to west

(233 km to 238 km on the A2 Road) and 4 km in the north-south direction. This covers

an extent of 2,000 hectares. Based on the identified four stage development plan, a land

use plan has been developed as per the following land use requirements up to the year

2040 (Table 3-4). However, there is a prospect that the project will be accelerated to

complete within 30 years as per the ongoing accelerated program.

Table 3-4: Land Use for Development of Hambantota Port

Complete Port and

HarbourBasin AreaPort Area

Stage 1A (up to 2010) 236 hectares 146 hectares

Stage 1B (up to 2015) 330 hectares 200 hectares

Stage 2 (up to 2025) 650 hectares 320 hectares

Stage 3 (up to 2040) 1475 hectares 920 hectares

The Urban Development Authority has identified that Southern Sri Lanka (Ruhuna) as

one of the least urbanised areas in the country. However, with the Hambantota Port

development and the resulting potential for new industries, urbanisation can be as higher

as 40% over a 10 year period. Most influential increase would be through the rural

migration to urban areas especially from hinterland areas of Hambantota District.


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The Port development area include the areas for cargo storage, internal roads,

communication systems, utilities, perimeter roads and the areas for the support services

including a new shipyard. It is expected that in the year 2015 only 330 hectares or

16.5% of the allocated land area for port development will be utilised. By the year 2040

the land utilisation is expected to increase up to 73%. The port development plan

envisages that the land presently developed under the Walawe left bank project has to

be utilised for port related development activities beyond the year 2040. Thus lands

lying to the north of the new east-west road to be constructed which has hitherto been

developed for agricultural activity may be required for port related activities beyond this

time.

The northern boundary of the Port will be the above mentioned east-west road that link

the existing Mirijjawila-Sooriyawewa Road and Hambantota-Gonnoruwa Road where the

new Ruhunupura Town Centre is to be constructed. The Western end of the port will be

the Mirijjawila-Sooriyawewa Road itself also known as the ‘100 foot road’.

The pollution free activities of the port such as Ro-Ro facilities for vehicle handling as

well as container and passenger terminals will be located to the eastern part of the port.

More sensitive activities such as handling of oil and coal, clinker and cement are to be

located towards the western end. The feasibility study has identified the potential for

several port-related activities such as shipyards, ship supplies and repair companies,

refineries, power plants etc. to come up in the long-term.

According to expectations set out in the feasibility study, the Hambantota Port will

function as an industrial seaport in the start up phase provided that individual cargo

generating industries can specifically be attracted to set up their businesses in or

adjacent to the port area. In the medium term, the port is expected to handle any

overflow cargo arising from reaching maximum utilisation in the existing ports of

Colombo, Galle and Trincomalee. Accordingly, it had been anticipated that7 the

expected economic growth rate to improve from the prevailing value of 6% p.a. to around

8% p.a. in year 2010 and thereafter. In the long-term horizon it is expected that

Hambantota would evolve to become the most important multi-purpose port that could

handle over 50% of Sri Lanka’s total cargo of all types.

7The Government policy paper Medium Term Budgetary Framework by the Ministry of Finance & Planning

assumes that the Sri Lankan economy will increase rapidly in the short term reacing 8.3% percent by 2009

from 6% in the year 2005.


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This study strongly considers that the hinterland of Hambantota has great potential to

develop around the port and Hambantota District in particular and as a result, the

Southern Sri Lanka (Ruhuna) in general will become an industrialised area. Ruhuna is

considered as having the greatest potential due to the availability of land, the most

important factor of production in a densely populated country like Sri Lanka. Additionally,

the ever increasing congestion in Colombo area while decreasing the potential of its

expansion, justifies the need of developing Hambantota as a port-centred industrial

district.

It is also noted that previous development attempts such as those initiated through the

Southern Development Authority in the 1990s, and more recently under the Ruhuna

2000 program have really not taken off due to constraints in access to and within the

province and the absence of other infrastructure. Both the private sector entrepreneurs

as well as international donors are said to be waiting for a clear signal from the

government in terms of a properly formulated development plans for the region before

investing in the long-term.

The construction of the new port commenced on 15th of January 2008 and the filling up

of water commenced on 15th of August 2010. It has resulted in the opening of a sea inlet

to the new port near the 235 km post on the A2 Road. An alternate road has already

been constructed by the RDA northwards of the port in an east-west direction.

Within the initial years of operation of the port that has scheduled to open in November

2010, it is expected that the following cargo volumes and activities will be handled by

2013 onwards:

Dry and break bulk cargo -2.7 million MT (2013 onwards)

Vehicle imports – 110,000 units (2013 onwards)

Liquid cargo – 1.3 million MT (scheduled for2015 onwards)

Supply of bunker fuel and

Container movements from 2023 onwards

For bunkering services to be successful the cost of such services have to be comparable

with other competitive ports in the region such as Singapore, Fujairah, Tianjun Pelepas

and Dubai. Presently, bunker prices in Port of Colombo are said to be significantly

higher than that of the most of these competing ports. Thus the location of these


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services is critical in order to minimise the cost of production of these goods and services

and to make the port flourish in Hambantota.

The estimated traffic for the Port of Hambantota is shown in Table 3-58. This has been

estimated on basis for the growth for Sri Lanka and the overflow over the existing ports

of Colombo, Galle and Trincomalee.

Table 3-5: Estimated Traffic at Port of Hambantota

2010 2013 2020 2030 2040

Dry and Break Bulk cargo (Tonnes million) 0 2,745 8,889 13,405 15,456

Vehicle Handling m(units 000) 53 110 213 224 203

Liquid Bulk (Tonnes million) 0 0 4.09 8.34 9.77

Containers (TEUs 000) 0 0 0 6,426 19,872

While, break bulk cargo, vehicles and liquid cargo would be used for domestic

consumption, a significant proportion of containers may be available for trans-shipment.

The yards for storage of these containers would also have to be provided within or

adjacent to the port which would further consolidate the competitive advantage of the

Hambantota Port over the Colombo Port.

In terms of cargo which characteristically have origins and destinations outside of the

port premises there is a certain disadvantage if the port is not connected through

distribution networks, to destinations which are primarily located in the Western Province

and other urban regions in the North Western, Central and Sabaragamuwa Provinces.

Therefore, a network of fast and efficient road and rail connections is a must for

Hambantota to consolidate its position as a primary port in the country.

However for Sri Lanka this will be an uphill battle, as the contribution from the industries

to its economy has never been a dominant factor. In fact it remains within a region of

24% to 30% during the last 4 decades.

At present, a significant contribution to industries is from the apparel sector.

Geographically, this is concentrated in the districts of Colombo, Gampaha and Kalutara,

which are the districts that are closest to the Port of Colombo. However, according to the

8Source: HambantotaPort Pre-feasibility Study, Ramboll et al. June 2006


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Central Bank9 report, these areas are so congested that any further growth of the

industrial sector in these districts is highly unlikely.

Table 3-6: GDP and Industrial Contribution in Sri Lanka 1970-2005

YearGDP

Rs. billion

Contribution of

Industry to GDP

Rs. billion

% Contribution

1970 13.17 3.14 24%

1980 62.25 18.45 30%

1990 290.60 75.56 26%

2000 1,125.25 306.98 27%

2005 2,452.78 740.15 30%

2008 4,410.68 1,295.47 29%

Thus the opening of the Port of Hambantota will augur well for the potential development

of industries in Sri Lanka, where new lands that could be made available for new

industries are available quite freely in close proximity to the port.

The following individual industries appeared to be the most likely to be attracted to this

region when considering the potential of the long-term growth of Hambantota as an

industrial region.

Cement Industry: based on import of raw material and distribution to local markets.

Wheat Flour Processing: A potential site as an alternative location for the industry

that might complement Trincomalee as the only port to handle this operation at

present. This too would generate distribution activity by land to consumption

centres particularly in the Western, Southern, Uva, Sabaragamuwa and Central

Provinces.

Fertilizer: Being closer to agricultural areas for distribution and adequate space for

warehousing, Hambantota is likely to become a better location as warehousing

has been a problem now due to the congested roads leading to warehouses in

the north of Colombo. Thus the transport links to agricultural areas such as

Southern, Uva and Eastern Provinces are important.

9Central Bank Staff Reports Vol 33, 2003, Rupa Dheerasinghe


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Car Imports: Adequate warehousing facilities would enhance imports to be handled

at the port so that distribution to different parts of the island takes place from

there.

Fuel Imports: This is currently handled only at Colombo, where the Ceylon

Petroleum Corporation has its refinery at Sapugaskanda. With the deregulation of

the industry to three players, it is quite possible that at least one of the private

players would want to develop their refining, storage and distribution facilities at

Hambantota as a counter magnet for Colombo. This too would result in heavy

freight movements to consumption areas identified earlier.

The trade opportunities have now opened up with India under the SAFTA (South Asian

Free Trade Agreement) enables companies of Indian origin to set up industrial plants in

these areas and export from these areas tax-free to other international markets. As

such, the potential for industrial development in the Hambantota district remains quite

favourable for the future.

3.6.2 Tsunami Housing Scheme

Since the tsunami in 2004, the land that was originally ear marked for Ruhunupura has

been developed for housing. Presently, over 1,600 houses have been constructed which

is considered to be in excess (around 1/3rd) which will then be available for new jobs and

families that would migrate due to new developments arising from the Hambantota

Development Plan. These houses have been built according to the guidelines defined

by the UDA and the project contains a number of community facilities such as schools

and health centres. Most of these houses are found along Hambantota-Gonnoruwa

Road in the area identified as Siribopura.

3.6.3 Mattala International Airport

The only document available with respect to the study of the Mattala International Airport

(UIA) is the updated Environmental Impact Assessment Report for the 2nd International

Airport at Udamattala in Hambantota District, prepared by the Airport and Aviation

Services Ltd (AASL) dated December 2008. Mattala is located 20 km north of

Hambantota and 10 km away from Gonnoruwa.

The decision to construct a second international airport in Sri Lanka has been long-

standing. Several locations have been examined previously, and the location in

Hambantota district was chosen in 2005. Previous locations in Kala Oya and Weerawila


3-15

were examined and later abandoned due to environmental reasons. The aviation

demand calculated for Weerawila Airport is shown in Table 3-7 and we can reasonably

assume that Mattala also will have the same demand.

Project Justification

1. Currently the only runaway available for international commercial carriers in Sri

Lanka is that of Bandaranaike International Airport (BIA), Katunayake.

2. In the case of bad weather, technical problems or even a staff strike at the BIA,

international carriers are forced to continue to Trivandrum, Chennai or Male as

alternative landing bases due to the lack of an “in-state” alternative landing strip.

These alternative aerodromes are 194, 350 and 439 nautical miles away

respectively from BIA while the proposed Mattala airport is only 100 miles away.

Thus all inbound flights need to carry considerable additional fuel reducing the

total potential payload they can carry.

3. With a closer airport, airlines will carry a reduced fuel load which will enable the

carrying of additional passengers or cargo which will result in considerable

increase in revenue. This increase allows for the imposition of a levy on all

airlines operating to BIA rationalised as a percentage of the saving or additional

earnings of the airlines due to the availability of a closer alternative airport.

4. Avoidance of the additional fuel from the inbound flights would require additional

refuelling for the departing flights (amounts vary between 400 kg for A320 and

4,800 kg for A340 as per Sri Lankan Airlines sources). Thus there will be an

increase of the sales of fuel.

Project Objectives

1. Enhance the viability of the enterprise, catering to business and commerce in the

whole of the Asia Pacific Region.

2. To be a catalyst in the development of the New Greater Hambantota Area.

3. To support the growth and give considerable economic benefits to Sri Lanka.

3.6.4 Extension of Southern Expressway

The continuous development of Colombo is a prime need concerning the future national

development as it has an already developed harbour, infrastructure and other external

economies. At present Colombo receives comparatively large amount of investment


3-16

both from the public sector and private sector. This project seeks to extend the Southern

Extressway presently under construction up to Godagama off Matara up to Hambantota.

This project seeks to:

To incorporate the proposed development that would otherwise be located in or

around Colombo city to industrial zones located at the identified interchanges.

To guide, facilitate and regulate development in an integrated manner to achieve

the planned development along the Southern Expressway Corridor.

To identify potential lands for future development in keeping with the demands

created by the Southern Expressway.

3.6.5 Extension of Southern Railways

A major rail link is planed from Matara to Kataragama passing through the Hambantota

town. Three alternative traces were investigated by the Sri Lanka Railways (SLR) and

the feasibility studies recommended a rail track with a length of 110 km at an estimated

cost of US$ 50 million.

The extended rail line will be located close to the coast and will provide for pilgrimage

traffic to Tissamaharama and Kataragama. The transport of freight from the seaport of

Hambantota to Galle, Colombo and to the hinterland will also be facilitated.


3-17

Table 3-7: Aviation Demand Forecast for the Proposed Weerawila Airport10

Traffic

Year

Total

Demand

000s

2010 Total

Demand

000s

2015 Total

Demand

000s

2020 Total

Demand

000s

2025

BIA WIA BIA WIA BIA WIA 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

(Nos.)

MG 6,494 6,494 64 9,185 8,909 275 12,829 12,187 646 17,924 17,027 896

HG 6,578 6,512 65 9,612 9,323 288 13,870 13,176 693 20,023 19,021 1,001

Cargo

(MT)

MG 282 279 2 460 446 13 738 701 36 1,183 1,123 59

HG 287 284 20 491 476 14 824 782 41 1,382 1,312 69

Aircraft

(Nos.)

MG 45.9 45 0.5 64.3 62 2 89 84 4 123 116 6

HG 46.5 46 0.5 67.4 65 2 96.5 91 5 138 131 7

10Forecasted figures extract form the feasibility report of BIA Development. Stage II of Phase II Prepared by Japan Airport Consultant Inc:


3-18

Also, there will be a rail route from the Hambantota seaport to the airport for possible

express services for freight and there will be connections to the city centre. The railway

will be established parallel to the access controlled highway. Sufficient space will be

provided between the road and railway to establish utility lines (power, water, fuel or

other services).

There will be road/rail terminals at the airport, the city centre and the seaport for

passenger interchange and goods transfers.

3.6.6 Proposed Administrative Complex

During the 2004 Tsunami, the town of Hambantota was completely destroyed. Hence

the need of building a new town centre to accommodate all residential commercial and

administrative activities along with a large housing scheme to house the affected families

of the Tsunami has been identified. A land has been identified about 3 km away from

the old town centre to locate the new developments.

An objective of the project is to improve the efficiency and convenience of administrative

services for the inhabitants thus promoting the development of the society by building an

administrative complex in Hambantota as a part of the tsunami rehabilitation. With this

project the Government institutions that have been squeezed in private buildings in a

scattered manner within the present town and across the region are to be brought under

one roof for the convenience of the general public.

Components of the Administrative Complex and the total floor area justification for the

proposed Administrative complex are summarised in Table 3-8.

Table 3-8: Floor Area Allocation of Proposed Administrative Complex

ComponentFloor Area (sqft)

Main Building 184,500

Municipal Council Building 7,800

Library Building 20,345

Accommodation Unit 39,000

Depots 22,750


3-19

3.6.7 Proposed International Convention Centre

The international convention centre project is scheduled to be designed and constructed

by the Government of Korea and is to be gifted to the Government of Sri Lanka.

Components of the convention centre

Main auditorium

Multi-functional area

Committee rooms

Restaurants

Accommodation

Public services

Offices

Maintenance & services

Figure 3-2: Proposed Administrative Complex11

11Source: Draft Development Plan, Greater Hambantota Area 2009, UDA


3-20

3.6.8 City Centre Development

The City Centre development spans towards the boundaries of the city bordering the

National Parks such as Udawalawa, Lunugamvehera and Yala in its East and

incorporates a vast area of state land in Hambantota to accommodate all needs of a truly

international city. The proposed development mainly focus on two objectives,

Providing an efficient transport system with accessibility to an international

airport, seaport, other regional centres, national highway network and railway

systems.

Providing investment opportunities to national, local and foreign investors.

The total area allocated for the development is 2,000 ha. It is 3% of total land use of

Greater Hambantota area Development Project. Proposed Land Use Distribution under

City Centre Development is given in Table 3-9. Furthermore, the proposed development

sites are summarised below and graphically shown in the Figure 3-3.

Port related commercial and trade activities.

Modern administrative and institutional centres.

Provisions for tourist accommodation and recreational activities.

Arising of opportunities and development of social infrastructure.

Economic development: heavy investment on economic infrastructure.

Investment for environmental infrastructure.

Table 3-9: Proposed Land Use Distribution under City Centre Development

Landuse Area (Ha.)

Trade and Commerce 360

Industries 180

Public and Semi-Public 160

Social and Cultural 100

Educational 200

Health 160

Open Spaces and Recreational 200

Religious 40

Residential/ Tourism 300

Roads and Other Utilities 260

Differed Area 40

Total Area 2,000


3-21

Proposed AdministrativeComplex

Proposed ConventionalCentre

Figure 3-3 : Proposed Administrative Complex and Convention Centre12

3.7 Industrial Zones

The following industrial zones are already operating within the Project Impact Area.

1. Koggala Export Processing Zone: Located southeast of Galle town, this EPZ

has presently 22 industries and is operating at 50% of its capacity. It still

depends on the Port of Colombo for most of its import and export cargo sources

and the lack of a fast connection to Colombo and other infrastructure problems

such as deficiencies in water and electricity and general support facilities in the

vicinity are the key issues that hinder the full exploitation of the facilities at this

EPZ over the last two decades in operation.

The annual freight movements from this EPZ are estimated as follows13:



3-22

Exports:

25,000 tonnes or 2,500 TEUs. (of Full Container Loads) transported in

container carriers

6,500 tonnes of Less than Container Loads cargo transported in trucks

Imports:

10,000 tonnes or 1,000 TEUs and

3,000 tonnes of general cargo in trucks.

2. Mirijjawela Industrial Park: Located about 1 km from the Mirijjawela junction on

the Sooriyawewa Road. This is a newly established facility which presently has 5

garment related industries. Currently it is operating at about 50% capacity.

3. Bata Atha Industrial Park: Also located in the Hambantota District, it is placed

around 20 km towards Galle from Hambantota. This is yet to be developed even

though it was originally identified as a park for leather based industries.

3.8 Urban Development Centres

Hambantota DS is the Administrative Capital of the Hambantota District and it is to be

developed as a 1st order city. Therefore this city will have passenger attractions from

Embilipitiya, Tissamaharama, and Ambalantota towns which are 2nd order cities. Freight

transport to and from Colombo and its suburbs includes rice and paddy, forestry and

agricultural products and major industrial products as sugar, salt etc.14

Sooriyawewa and Thanamalwila are coming under third order category and with the

proposed road they will have a direct links to the Monaragala District. The existing urban

hierarchy of the area is shown in the Figure 3-4.

13Source: Hambantota Seaport Pre-Feasibility Study, Ramboll et al, June 2006.



3-23

Figure 3-4 : Existing Urban Hierarchy- Southern Province


4-1

CHAPTER 4 STAKEHOLDER MEETINGS

Representatives of key Governmental agencies were invited to Hambantota Divisional

Secretariat on 8th June 2010 to make them aware about the proposed road development

plans and to discuss their concerns and potential to partake in the said development in

Hambantota Area.

The stakeholder session included an initial presentation by the Study Team on the roads

proposed by the RDA. It also included a discussion time for each agency to examine or

clarify the programme and express their views or concerns. The list of participants at the

meeting is annexed in the Annex 2.

4.1 Hambantota Meeting

The stakeholder session was held at the meeting room of the District Secretariat in

Hambantota at 2.30 PM on 8th June 2010 and it was chaired by the District Secretary.

The following regional agencies, through their representatives, participated at the

meeting.

Road Development Authority (RDA)

Urban Development Authority (UDA)

Airport and Aviation Services (Ltd.) Sri Lanka (AASL)

Sri Lanka Port Authority (SLPA)

Department of Wildlife Conservation

Department of Forest

Ceylon Electricity Board (CEB)

Department of Irrigation

District Secretariat- Hambantota

Mahaweli Authority

The important observations and decisions made at the scoping session can be

summarised as follows:

Deputy Director, UDA Hambantota, raised the concerns on the absence of proper

databases to explicate the future attractions for the said developments. However it was


4-2

noted the limitations of the available information such as designed occupancy, floor

areas, parking area allocations with respect to the major developments. Accordingly,

UDA is not in the position to predict the total attractions to the development area without

a complete set of such development information. According to the UDA, there is a plan

to take over some of the lands of the current Tsunami housing scheme to use as a future

residential development.

Deputy Director, UDA, also mentioned that there are proposals for both Ambalantota and

Sooriyawewa to develop simultaneously as 2nd order cities. However, the employees

who are working in Hambantota Town would need to be provided through a well planned

transport services from and to their residences in the peripheral areas. It was

considered as one of the UDA’s main observations on the proposed developments. A

representative from the UDA also proposed a connecting road between Hambantota

Bypass road and the Hambantota Town through the proposed site for the Oil Tank

project of the Port. The UDA representative’s major concern of providing such

connection road was to re-establish the Sweet (Dodol) shops along the remaining

section of ex-Tangalle Road outskirts of the Hambantota Town. However the

representative of the SLPA highlighted that there is no possibility of having a public road

through this Industrial zone that has been proposed under the long-term development

plan of the Port.

UDA representatives also strongly supported for the inclusion of a second ring road in

the final road network on the basis of better utilisation of the land area defined as urban

by the UDA. However the representative of the Department of Wildlife Conservation

raised the concern over the possible disturbances to the wildlife inhabitants due to the

proposed ring road and specifically mentioned the possible disturbances to the

movement of elephants. Both the RDA and the Study Team pointed out the

ineffectiveness of having two ring roads close to each other from a transport point of

view.

The RDA has proposed to improve the existing road from Andarawewa to Padawkema

as the main access to the proposed Airport. This is already being developed as the

primary site access of the airport construction. However the AASL accepted that there is

a need for an alternative access to the Airport especially if required to handle emergency

situations where more than one access is required. The Study Team proposed a 2nd

access road connecting Gonnoruwa (Hambantota-Gonnoruwa-Meegahajandura Road)

and Udamattala (Andarawewa-Padawkema Road) parallel to the proposed airport


4-3

runway and via the airport’s main gate which would resolve the emergency access

concerns as well.

The representative of the Department of Wildlife Conservation pointed out that the

proposed road network intercepts three (3) major elephant corridors. Hambantota-

Gonnoruwa-Meegahajandura road intercepts the corridor twice near the proposed Outer

Circular Road II and at Gonnoruwa and also the CGHW Road close to the Bundala

Sanctuary. Hence it was requested to keep at least those three openings for elephant

movements when considering any fencing of roads. The Department of Wildlife

Conservation representative also highlighted that elephants are crossing the road at

grade on roads such as Hambantota-Gonnoruwa-Meegahajandura Road which are 6

lanes or greater would be dangerous for both the road users and the elephants.

Subsequently it was proposed that there would be a need for overpasses for roads at

some identified locations.

Representatives of the CEB requested for a 5m corridor along the Hambantota-

Gonnoruwa-Meegahajandura Road.

As revealed by the Project Engineer of the SLPA, the Ports Authority has not taken a

final decision on the proposed port’s entry/ exit gate locations. However SLPA is likely

to keep accesses to Mirijjawila-Sooriyawewa Road, Hambantota Bypass road as well as

CGHW Road.

Representative of the Mahaweli Authority has expressed their concerns on the planned

future developments northwards to the Hambantota Bypass Road and eastwards to the

Walawe Left Bank Road. It was revealed that there are no development plans for the

area chosen for the proposed Road connecting the Walawe Left Bank Road to

Hambantota-Gonnoruwa-Meegahajandura Road.


5-1

CHAPTER 5 FINAL ROAD NETWORK

5.1 Introduction

The study area for the road network has been selected based on the provision of accesses

to the proposed international hub development sites such as the Airport, Seaport, Cricket

Stadium, Safari Park, BOI site etc. as well as the Convention Centre, Administrative

Complex and tourism related development and residential areas. Providing access for these

sites and inter-linking them to an appropriate level were the major concerns when designing

the road network. Due concerns were given to Airport, Seaport, Safari Park, BOI and

Cricket Stadium sites when connecting them with the national road network. Thereby the

study area has been extended beyond the development area of Hambantota District

intercepting the borders of Uva Province, Sabaragamuwa Province and Matara District.

However, when defining the road network, additional measures have been taken to integrate


accessible provinces in Sri Lanka and ones that could be better served through a port and

airport compared to Western Province.

The layout plan for the proposed road network improvements is given in Appendix 2. The

final road network was decided after identifying the importance of the connectivity for land

use developments and the magnitude of such development for transport demand in future.

The capacities of the roads that have been considered for improvements are decided based

on the potential land use developments already proposed by UDA (Figure 5.1) and expected

travel demand in future where there are no specific demand data are available at present.


developments, as Stage I and Stage II, for the purpose of effectiveness of the investment

plans. The cross sectional properties of each road are identified for facilities such as

number of lanes, service roads, walkways, bicycle lanes, shoulders, public transport lanes,

parking bays, centre medians, bus bays, landscaping and utility corridors, depending on the

potential demand by the proposed land use developments. Therefore, the cross sectional

properties are assigned based on the transport functionalities identified for each road link

discussed under this chapter.


5-2

Figure 5-1 : Study Area with Zoning of UDA


5-3

5.2 Definition of Transport Functionalities

In addition to the provision of accesses for development sites, the study team has



proposed network. Following are some of transport functionality aspects attended to:

5.2.1 Definition of Outer Hambantota Development Area

The study proposes the provision of a road that would provide the definition for an Outer

Hambantota Development Area thus separating through traffic from local traffic. This

would provide the:

a) Creation of a road that will take East-West through traffic without interfering

with the activities of the Hambantota Development Area.

b) Through and uninterrupted travel from Southern Province to Uva and Eastern

Provinces.

c) Express access to the airport without roaming through the built-up areas of

Hambantota Development Area that should have local traffic flow conditions.

Such a road could be facilitated through the following modifications for the existing roads

and additions of new roads:

Minor modifications to the newly rehabilitated Ranna-Angunakolapelessa-Wetiya

Road

New road (HR19) from Wetiya (Node No HX31) via the proposed Safari park to

join the Sooriyawewa–Mirijjawila Road (Node No HX16)

Minor modifications to the Walawe Project Road up to the Node No HX32 and

thereafter a new trace up to the Andarawewa intersection (Node No HX12)

Proposed road from Andarawewa to Airport and through to Thanamalwila via

Udamattala or to Kataragama via Lunugamvehera.


5-4

5.2.2 Provision of a high profile connection between the proposed

Seaport and Airport

The study team recommends a high profile connection between the proposed seaport

and the airport that can move containers and industrial cargo between the transport hubs

as well as the industrial zones, which are ideally to be located between these two ports.

Such a road could be created by the provision of a separate access between the

proposed airport and seaport using the proposed Link HR18. This would take heavy

commercial vehicles by-passing the urban built-up areas and also avoiding the airport

access road (HR02). There should be no roadside development along this road and this

would also be an alternative express access to the airport.

5.2.3 Provision of a viable public transport corridor

As an urban development axis along Siribopura-Gonnoruwa Road stretch.

As a service road to provide necessary accesses to administrative and

commercial buildings.

To promote high density residential and employment centres along this corridor.

The proposed high quality public transport corridor will become viable initially to

serve with buses followed by BRT or LRT.

5.2.4 Maximise Usage of Pedestrian and Cycle Access

Provision of proper pedestrian and cycle accesses between Administrative

Centre and residential areas for those who are residing in close proximity and

walk or ride to work or any other purposes.

Concentration of quality residential development in tsunami housing area to allow

high income people to reside close to work areas, so that traffic congestions

can be minimised.

Provision for short distance travel access between work and residences for those

who would otherwise use cars to travel to work.

Provision of a set of travel paths as bicycles and walkways for tourism and short

distance commutes.


5-5

Tourism related developments would include cycle tracks within the town area

and extending along Lewaya Road as well as to Walawe Left Bank Project

areas to promote eco-tourism.

5.3 Road Network Proposed by RDA

After considering the aforementioned functionality aspects, the RDA proposals which

contained 17 road links, has been improved to a proposed road network with 27 links. It

includes one omission, the Outer Circular Road II, and the addition of 11 new links to the

original proposal of the RDA. The total length of the proposed network is 371.7 km of

which new constructions would amount to around 38 km or around 10% of the network.

The road network proposed by this study includes the reformation of 20 existing roads

and the construction of 5 new links and the down grading of the final section of the

Extension of the Southern Expressway and internal road network in City Area.

The roads identified for re-development generally follow their existing alignment with

modifications where necessary to enable safety and speed. The Southern Expressway

which was due to end at Gonnoruwa Road in its original proposal is proposed to be

stopped at the intersection of the Walawe Project Road. The list of the 27 road links

identified for the Hambantota Development Plan in this report is given in Table 5-1. The

locations of these roads are set out in Appendix 2.


5-6

Table 5-1: RDA List of Road Links Identified in Hambantota Development Plan

NoRoad Name

Road Length

(km)

Intervention

Type

HR01 Outer Circular Highway 6.2 New

HR02 Hambantota – Gonnoruwa – Megahajandura Road 29.4 Re-design

HR03 Sooriyawewa – Meegahajandura –Kumaragama Road 18.0 Re-design

HR04 Andarawewa – Udamattala – Padawkema Road 13.0 Re-design

HR05 Udawalawe – Thanamalwila Road 40.0 Re-design

HR06 Galwewa Junction -Moraketiya Road 12.0 Re-design

HR07 Hambantota Bypass Road 13.0 Re-design

HR08 Nabodagaswewa-Swodagama-Andarawewa Road 8.5 New

HR09 Bopale Junction - Kiribbanwewa Road 8.5 Re-design

HR10Embilipitiya – Moraketiya – Kiriibbanwewa - UdamaduraRoad

16.9 Re-design

HR11 Airport Central Access Road 1.5 Re-design

HR12 New Airport Access Road 8.1 New

HR13 CGHW Road (from Hambantota to Thanamalwila) 45.9 Re-design

HR14 Lewaya Road 3.5 Re-design

HR15 Sooriyawewa – Padalangala Road 12.0 Re-design

HR16 Sooriyawewa – Mirijjawila Road 24.0 Re-design

HR17 Extension of Southern Expressway New

HR18 Arabokka-Siyabalagaswewa-Gonnaruwa Road 11.0 New

HR19 Wetiya -Mahapalassa-Nabodagaswewa Road 12.0 New

HR20 Lunugamvehera - Kataragama Road 15.0 Re-design

HR21 Ranna - Angunakolapelessa - Wetiya Road 8.0 Re-design

HR22 Lunugamvehera -Weligatta Road 20.0 Re-design

HR23 7th Colony-Weerawila Road 9.7 Re-design

HR24 Udamattala – Thanamalwila Road 9.3 Re-design

HR25 Internal Road Grid in the City Area 12.0 New

HR26 Southern Expressway Access Road 3.3 New

HR27 Walawe Project Road 10.9 Re-design

Total 371.7

The Study Team conducted field observations on four (4) (HR8, HR12, HR18, HR19) out

of Five (5) new roads and the respective coordinates have been defined for their

centrelines. However, the remaining new road, the Outer Circular Highway (HR01), was

already under construction during this time and hence no further investigations were

considered.

The four new roads which are yet to be constructed have an aggregate length of 31.47

km as shown in Table 5-2. The table also shows the connectivity of new roads

associated with the existing road network.


5-7

Table 5-2 : Details of the Traces for the 4 New Roads

Road Start Node End Node

Length of

the Road

(km)

Road No. HR19

Connection between A018 Road

and Sooriyawewa- Mirijjawila

Road (100ft. road) identified as

No.HR16 on the list

Wetiya Junction on

A018 Road -Identified

as Intersection HX 31.

Walawe Road Junction

on Sooriyawewa-

Mirijjawila (100ft road) –

Identified as HX 16.

10.06

Road No. HR08

As a continuation of Road No.

HR19;this will connect the

Sooriyawewa-Mirijjawila Road

(HR16) and Hambantota-

Gonnoruwa-Meegahajandura

Road (HR02)

Walawe Road Junction

on Sooriyawewa-

Mirijjawila (100ft road) –

Identified as HX 16.

Andarawewa Junction -

Identified as HX12.

8.44

Road No. HR18

Road connecting the Walawe

Left Bank Road to Hambantota-

Gonnoruwa- Meegahajandura

Road (HR02)

New Junction created

on Walawe Left Bank

Road between 5th

and

6th

km –identified as

Intersection HX21.


on Hambantota-

Gonnaruwa –

Meegahajandura Road

between 8th

and 9th

km

-identified as

intersection HX07.

4.85

Road No. HR12

New Airport Access Road


on Hambantota-

Gonnoruwa-

Meegahajandura Road

between 8thand 9

thkm -

identified as

intersection HX03.

Udamattala Junction-

Identified as HX13 on

Andarawewa-

Udamattala-

Padawkema Road.

8.12

Total 31.47


5-8

Road No.HR19: Connection between A018 Road and Sooriyawewa-Mirijjawila

(100ft. road) Road (HR16)

Control Points/ Areas: Wetiya Junction (HX31), Ridiyagama Farm, Safari Park, Hot

Springs, Tank at Northern side of Safari Park, Walawe Road Junction on 100 ft. Road

(HX16).

Description: The new trace has a length of 10.06 km from the A018 Road to

Sooriyawewa-Mirijjawila Road (HR16) as shown in Appendix 2. Starting from the Wetiya

junction (HX31) on the A018, the new trace crosses the Walawe Right Bank Channel

within the first 200 m. The next 500 m of the trace stretches between the Walawe Right

Bank Channel and the Walawe River, where there are moderately dense settlements

and cultivations. However, around next 300 m of the trace between the Walawe River

and its Left Bank Channel runs through fewer settlements. The first 01 (one) km of the

trace between the Wetiya Junction on A018 and the Walawe Left Bank Channel can be

considered as the most socially sensitive area of the whole length of the trace, though

the construction would damage a fewer number of settlements.

The next 3 km of the road trace, from Walawe Left Bank Channel to the boundary of the

Safari Park, runs through the Government owned Ridiyagama Farmlands, which seems

to be under-utilised as an agricultural land. However the proposed trace will sever the

farmland. There is hardly any possibility of re-locating the new trace further southwards

as then it would be too close to the Ridiyagama Tank and the new Safari Park which is

already under construction.

Once the trace reaches the western edge of the boundary of the Safari Park, it traverses

through a land bounded by paddy fields and the northern boundary of the Safari Park for

a length of around 1.6 km. Since the Hot Springs are located in close proximity to the

eastern boundary of the Safari Park and northwards of the proposed trace, the exact

locations of the road trace for this section should be studied along with the environmental

aspects which would be more sensitive in this area. The final stretch of the trace will be

approximately 3.6 km long and mostly it runs through a conserved forest lands until it

connects the Sooriyawewa-Mirijjawila road (HR16).

Considerations in setting out/ Design: Special care should be taken in setting out the

section that runs parallel to the northern boundary of Safari Park due to the closeness to

the Hot Springs which is a natural resource and tourist attraction. The accuracy of GPS


5-9

co-ordinates of control points observed at the site may not be sufficient to address these

issues. Since the intersection design for both ends of the proposed trace is yet to be

finalised, provisions for this should be made when setting out the trace at the two ends.

Coordinates: Co-ordinates of the road trace from A018 Road to Sooriyawewa-Mirijjawila

Road (HR16) with a 100 m interval are shown in Table 5-3.

Table 5-3: HR19: Connection between A018 and Sooriyawewa-Mirijjawila Road

(HR16)

Chainage

(m)

X-

Coordinates

Y-

Coordinates

Chainage

(m)

X-

CoordinatesY- Coordinates

0/000 218847 113136 3/100 221087 115373

0/100 218925 113198 3/200 221151 115450

0/200 219004 113260 3/300 221215 115527

0/300 219082 113323 3/400 221278 115605

0/400 219159 113387 3/500 221341 115683

0/500 219235 113452 3/600 221404 115760

0/600 219309 113518 3/700 221468 115837

0/700 219380 113588 3/800 221532 115914

0/800 219447 113663 3/900 221598 115989

0/900 219509 113742 4/000 221663 116065

1/000 219562 113826 4/100 221730 116140

1/100 219609 113914 4/200 221796 116214

1/200 219655 114003 4/300 221864 116288

1/300 219702 114091 4/400 221935 116358

1/400 219817 114255 4/500 222012 116422

1/500 219885 114328 4/600 222093 116480

1/600 219959 114395 4/700 222176 116537

1/700 220037 114458 4/800 222256 116596

1/800 220117 114518 4/900 222335 116658

1/900 220199 114576 5/900 223117 117269

2/000 220281 114632 6/000 223209 117309

2/100 220364 114688 6/100 223301 117348

2/200 220446 114746 6/200 223394 117387

2/300 220526 114805 6/300 223486 117424

2/400 220604 114868 6/400 223580 117460

2/500 220679 114934 6/500 223673 117495

2/600 220752 115003 6/600 223767 117529

2/700 220822 115074 6/700 223861 117564

2/800 220891 115147 6/800 223954 117601

2/900 220957 115221 7/000 224047 117639

3/000 221023 115297 7/100 224138 117680


5-10

Chainage

(m)

X-

Coordinates

Y-

Coordinates

Chainage

(m)

X-

Coordinates

Y-

Coordinates

7/200 224227 117724 8/700 225450 118590

7/300 224315 117772 8/800 225533 118646

7/400 224401 117823 8/900 225617 118700

7/500 224485 117877 9/000 225701 118754

7/600 224568 117934 9/100 225786 118808

7/700 224649 117992 9/200 225871 118860

7/800 224730 118051 9/300 225957 118912

7/900 224809 118112 9/400 226043 118963

8/000 224888 118173 9/500 226129 119014

8/100 224967 118235 9/600 226215 119064

8/200 225046 118296 9/700 226302 119114

8/300 225125 118357 9/800 226389 119164

8/400 225206 118417 9/900 226476 119213

8/500 225286 118476 10/000 226563 119262

8/600 225368 118533 10/056 226611 119290

Road HR08: As an extension for Road HR19 to connect the Sooriyawewa-

Mirijjawila Road (HR16) and Hambantota-Gonnoruwa-Meegahajandura Road

(HR02)

Control Points/ Areas: The trace commences at the Walawe Road Junction on the

Sooriyawewa-Mirijjawila Road (HR16) and terminates at the Andarawewa Junction on

the Hambantota-Gonnoruwa-Meegahajandura Road (HR12). Attention has been paid to

avoid several tanks between Swodagama to Andarawewa Junction.

Description: The proposed road trace spans over a total length of 8.44 km and follows

through two distinctive sections in terms of the land use. The first 4.20 km of the trace

follows the existing Walawe Road up to Swodagama and a new trace has been

proposed for the remaining section of 4.44 km from Swodagama to Andarawewa

Junction as shown in Appendix 2. Considering the Walawe agricultural development

areas southwards and the forest area northwards, no major alignment corrections

(except in first 200 m to correct for curves) have been considered along the first 4.20 km

from the Intersection HX16. Therefore the proposed road trace roughly follows the

centreline of the existing road.

However, along the proposed 4.5 km section of new construction, there are a number of

concerns on wildlife especially on possible obstructions to the movements of elephants.


5-11

While a suitable crossing such as an underpass of the road has to be provided for the

elephants to ensure the safety of elephants and that of road users. An electric fence

may also have to be considered if required to ensure elephants use the underpass and

do not cross at-grade. There were considerations to avoid a number of water bodies and

irrigation structures in along the road trace.

Considerations in setting out/ Design: Since there are number of small tanks and

other hydrological structures located in the vicinity of the area of the new construction,

care should be taken when setting out. There might by minor deviations in the given co-

ordinates varying with the accuracy of the GPS used. The setting out should also keep

provision for the respective intersection designs which are still to be finalised.

Coordinates: Co-ordinates of the trace from the Sooriyawewa-Mirijjawila Road (HR16)

to the Hambantota-Gonnoruwa-Meegahajandura Road (HR02) at 100 m intervals are

shown in Table 5-4.

Table 5-4 : HR08: between Sooriyawewa-Mirijjawila Road (HR16) and Hambantota-

Gonnoruwa-Meegahajandura Road (HR02)

Chainage

(m)

X-

Coordinates

Y-

Coordinates

Chainage

(m)

X-

Coordinates

Y-

Coordinates

0/000 226611 119290 1/900 228215 120233

0/100 226685 119357 2/000 228308 120270

0/200 226758 119426 2/100 228401 120307

0/300 226824 119501 2/200 228494 120343

0/400 226889 119577 2/300 228587 120380

0/500 226955 119652 2/400 228679 120417

0/600 227021 119727 2/500 228772 120454

0/700 227101 119787 2/600 228866 120490

0/800 227192 119828 2/700 228963 120511

0/900 227285 119865 2/800 229063 120507

1/000 227378 119902 2/900 229162 120496

1/100 227471 119939 3/000 229261 120484

1/200 227564 119975 3/100 229361 120472

1/300 227657 120012 3/200 229460 120461

1/400 227750 120049 3/300 229559 120449

1/500 227843 120086 3/400 229659 120437

1/600 227936 120123 3/500 229757 120419

1/700 228029 120159 3/600 229853 120391

1/800 228122 120196 3/700 229951 120376


5-12

Chainage

(m)

X-

Coordinates

Y-

Coordinates

Chainage

(m)

X-

Coordinates

Y-

Coordinates

3/800 230051 120386 6/200 232230 121348

3/900 230147 120413 6/300 232322 121387

4/000 230243 120441 6/400 232412 121431

4/100 230339 120468 6/500 232498 121481

4/200 230436 120494 6/600 232581 121537

4/300 230532 120520 6/700 232660 121598

4/400 230628 120548 6/800 232736 121664

4/500 230724 120578 6/900 232808 121733

4/600 230818 120612 7/000 232878 121804

4/700 230910 120650 7/100 232947 121877

4/800 231000 120693 7/200 233016 121949

4/900 231088 120741 7/300 233086 122020

5/000 231173 120794 7/400 233157 122091

5/100 231257 120848 7/500 233231 122158

5/200 231339 120905 7/600 233308 122222

5/300 231422 120962 7/700 233387 122284

5/400 231505 121017 7/800 233467 122343

5/500 231589 121071 7/900 233550 122400

5/600 231675 121122 8/000 233633 122455

5/700 231764 121169 8/100 233717 122508

5/800 231855 121209 8/200 233803 122560

5/900 231948 121245 8/300 233889 122612

6/000 232042 121279 8/400 233975 122663

6/100 232137 121312 8/442 234011 122684

Road HR18: Road connecting the Hambantota by-pass Road (HR07) and

Hambantota-Gonnoruwa-Meegahajandura Road (HR02)

Control Points/ Areas: The starting point is on Hambantota by-pass Road (HR07) close

to Siyambalagaswewa and the terminating point is on Gonnaruwa Road (between 8th

and 9th km on Hambantota-Gonnaruwa-Meegahajandura Road (HR02). There are a

number of irrigation tanks in the path,

Description: The proposed road trace requires two distinct interventions according to

which it is divided to two sections. The first section follows the existing Walawe Road for

about 5 km up to Siyambalagaswewa and thereafter a new construction of the next 4.85

km up to Hambantota-Gonnoruwa-Meegahajandura Road (HR02).


5-13

The first section can be fitting to the centreline of the existing Walawe Road and it runs

through agricultural lands while the proposed section for new construction runs through

the reserved forests and wildlife zones. The section proposed as new construction

extends over a length of 4.85 km, from Siyabalagaswewa to Hambantota-Gonnoruwa–

Meegahajandura Road, as shown in the map given in Appendix 2.

Though there are no obstructing irrigation structures along either sides of the existing

Walawe Road, some structures may have to be relocated/ reconstructed due to the

proposed widening. This road will be the access for heavy vehicles plying between the

proposed industrial estate to be located close to the airport and the seaport. Hence the

typical slow moving vehicles such as tractor trailers would be obstructing such heavy

vehicle movements. Therefore, a parallel service road for slow moving vehicles will also

have to be provided. In the section proposed for new construction, there are a number

irrigational structures such as tanks and canals and the trace should avoid these as far

as possible. Additionally the elephant movements are also obstructed by this trace for

which a safe crossing facility has to be provided.

Considerations in setting out/Design: The western or northern entrance of the

proposed Hambantota Seaport is to be directly connected to the proposed Walawe Road

in order to provide a direct connection to the airport and the industrial areas adjacent to

the airport.

Special attention should be given to the design requirements at intersections at both

ends of new trace. Moreover special care should be taken in avoiding the small tanks

and other hydrological structures in this section.

Coordinates: Co-ordinates of the road trace that connects the Walawe Left Bank Road

to the Hambantota-Gonnoruwa-Meegahajandura Road (HR02) at 100 m intervals are

shown in Table 5-5.

Table 5-5 : HR18: Road connecting Walawe Left Bank Road to Hambantota-

Gonnoruwa-Meegahajandura Road (HR02)

Chainage

(m)

X-

Coordinates

Y-

Coordinates

Chainage

(m)

X-

Coordinates

Y-

Coordinates

0/000 236152 111566 0/400 236127 111965

0/100 236146 111666 0/500 236121 112065

0/200 236139 111765 0/600 236115 112165

0/300 236133 111865 0/700 236110 112265


5-14

Chainage

(m)

X-

Coordinates

Y-

Coordinates

Chainage

(m)

X-

Coordinates

Y-

Coordinates

0/800 236106 112364 2/900 236153 114463

0/900 236102 112464 3/000 236155 114563

1/000 236099 112564 3/100 236156 114663

1/100 236096 112664 3/200 236156 114763

1/200 236094 112764 3/300 236154 114863

1/300 236093 112864 3/400 236149 114963

1/400 236092 112964 3/500 236143 115062

1/500 236092 113064 3/600 236134 115162

1/600 236093 113164 3/700 236123 115261

1/700 236095 113264 3/800 236108 115360

1/800 236098 113364 3/900 236091 115459

1/900 236101 113464 4/000 236072 115557

2/000 236105 113564 4/100 236051 115655

2/100 236110 113664 4/200 236030 115752

2/200 236116 113764 4/300 236007 115850

2/300 236122 113864 4/400 235984 115947

2/400 236128 113963 4/500 235961 116044

2/500 236134 114063 4/600 235939 116142

2/600 236140 114163 4/700 235917 116239

2/700 236145 114263 4/800 235895 116337

2/800 236149 114363 4/851 235884 116387

Road HR12: Airport Access Road (HR11)

Control Points/ Areas: Udamattala Junction (HX15), Welipotha Tank and Main

entrance to the Airport (HX04)

Description: The new trace has a length of 8.12 km from Udamattala Junction (HX15) to

Hambantota-Gonnoruwa-Meegahajandura Road as shown in the map in Appendix 2.

The first 1.5 km of the trace starting from Udamattala Junction has been proposed to be

developed keeping its centre line on the same orientation of the existing gravel road

extending up to the Bandagiriya Tank. After this initial section of 1.5 km, it follows a new

trace at the north-western side of the Welipotha Tank, and runs parallel to the north/

western boundary of the proposed airport. Social influence of the trace is considered to

be negligible since the settlements are few in numbers even close to the Padawkema-

Andarawewa Road and the Hambantota-Gonnoruwa-Meegahajandura Road. However,


5-15

the environmental influence of the trace is considerably high since it obstructs the

elephant movements in the area.

Considerations in setting out/ Design: Setting out close to the end points of proposed

trace need to be coupled with the realignment process of Gonnoruwa Road and

Andarawewa-Padawkema Road at both ends. There might by minor deviations in given

co-ordinates depending on the accuracy of GPS co-ordinates of control points observed

at the site and the precision of the features given in the Topographical maps. Hence

appropriate minor adjustments would need to be introduced to the given coordinates

during the field setting out of the trace.

Coordinates: Co-ordinates of the trace from Udamattala Junction to Hambantota-

Gonnoruwa-Meegahajandura Road at 100 m intervals are shown in Table 5-6.

Table 5-6: HR12: Airport Access Road

Chainage

(m)

X-

Coordinates

Y-

Coordinates

Chainage

(m)

X-

Coordinates

Y-

Coordinates

0/000 234780 120704 2/300 236515 122215

0/100 234856 120770 2/400 236590 122281

0/200 234931 120835 2/500 236665 122346

0/300 235007 120901 2/600 236741 122412

0/400 235082 120967 2/700 236816 122478

0/500 235157 121033 2/800 236892 122543

0/600 235233 121098 2/900 236967 122609

0/700 235308 121164 3/000 237042 122675

0/800 235384 121230 3/100 237118 122740

0/900 235459 121295 3/200 237193 122806

1/000 235534 121361 3/300 237269 122872

1/100 235610 121427 3/400 237344 122937

1/200 235685 121492 3/500 237419 123003

1/300 235761 121558 3/600 237495 123069

1/400 235836 121624 3/700 237570 123134

1/500 235911 121689 3/800 237646 123200

1/600 235987 121755 3/900 237721 123266

1/700 236062 121821 4/000 237796 123331

1/800 236138 121886 4/100 237872 123397

1/900 236213 121952 4/200 237947 123463

2/000 236288 122018 4/300 238023 123529

2/100 236364 122083 4/400 238098 123594

2/200 236439 122149 4/500 238173 123660


5-16

Chainage

(m)

X-

Coordinates

Y-

Coordinates

Chainage

(m)

X-

Coordinates

Y-

Coordinates

4/600 238249 123726 6/500 239682 124974

4/700 238324 123791 6/600 239742 125047

4/800 238400 123857 6/700 239747 125146

4/900 238475 123923 6/800 239752 125246

5/000 238550 123988 6/900 239758 125346

5/100 238626 124054 7/000 239763 125446

5/200 238701 124120 7/100 239768 125546

5/300 238777 124185 7/200 239773 125646

5/400 238852 124251 7/300 239778 125746

5/500 238927 124317 7/400 239783 125846

5/600 239003 124382 7/500 239789 125945

5/700 239078 124448 7/600 239794 126045

5/800 239154 124514 7/700 239799 126145

5/900 239229 124580 7/800 239804 126245

6/000 239305 124645 7/900 239809 126345

6/100 239380 124711 8/000 239814 126445

6/200 239455 124777 8/100 239820 126545

6/300 239531 124842 8/126 239821 126571

6/400 239606 124908


6-1

CHAPTER 6 GEOMETRIC DESIGN

6.1 Geometric Design Criteria

Each road in the proposed road network possesses unique characteristic importance.

Also they belong to different localities within the Greater Hambantota Area. The

capacities of the road links are of different magnitude and vary from 2 lanes to 6 lanes

excluding the service lanes and the parking. Some of the roads belong to urban road

category while some are semi-urban and rural and depends on the land use

concentration at present and as per the proposed developments. The geometry

improvements of the individual roads in the proposed road network are to be selected by

considering the proposed future developments in Greater Hambantota Area to suit to

their future transport demand.

Design life of the road has been taken as 20 years. Additionally, the road reservation

should be take in to account and provision for future widening to higher number of lanes

and for adding service roads wherever considered appropriate within the proposed road

network.

Literature available on geometric design standards used for major high mobility roads

projects in Sri Lanka reflect that design standards used are not consistent and vary

significantly from project to project. Different standards of design speeds are adopted

due to the reasons such as varying topography and diverse roadside developments in

the similar categories of roads that belong to the different regions.

It is always important to maintain the consistency in standards among different projects,

especially when considering the different elements of a project and better if it complies

with widely used geometric design standards. Most of the proposed roads belong to the

Class A and B road categories of the RDA. Therefore, the RDA standards and the

manuals15 shall be used for designing both the horizontal and vertical geometric designs

of the roads in the proposed road network.

The topography along the trace has influence on the geometric design, especially for the

horizontal and vertical alignments of the road. Additionally, the terrain condition affects

15Geometric Design Standards of Roads, Road Development, 1998


6-2

the highway capacity. For this study it is observed that some road sections fall into the

category of rolling terrain condition where natural slopes rise and fall above or below the

roadway grade and most of the road sections can be categorised as level terrain

condition where highway sight distances are generally high. There are no roads in the

proposed network that should be categorised as mountainous. The proposed design

speeds with respect to the different vertical terrains are given in Table 6-4.

6.2 Number of Lanes & Staged Construction

The proposed roads in the network may be constructed by stages for better utilisation of

the infrastructure in the most economical manner. This can be emphasised as maximum

utilisation of the road infrastructure with adequate traffic levels to justify the benefits

against cost of the construction.

Initially, in the Stage I, the formation of the road cross section is defined to have lower

number of lanes as shown in Table 6-1. The lane capacities will be increased to higher

numbers (generally additional 2 lanes in most occasions) in Stage II after the traffic

levels are reached to their capacities [Generally construction will have to commence

once the Level of Service (LOS) has reached “D”.

However, it is proposed to acquire the required right of way for future widening during the

Stage I itself so that the total width proposed in Stage II is reserved. The lane capacities

in the proposed stage construction are shown in Table 6-1.

Table 6-1: Stage Construction and Lane Capacities of Proposed Road Network

Stage I Stage II Stage I Stage II

HR 01 4 n.a HR 13 2 n.a

HR 02 (H'tota- B'giriya) 4 10 HR 15 2 n.a

HR 02 (B'giriya- M'Jandura) 4 8 HR 16 4 n.a

HR 03 (S'Wewa-M'Jandura) 2 4 HR 17 4 6

HR 03 (M'Jandura-K'gama) 2 4 HR 18 4 6

HR 04 2 4 HR 19 2 6

HR 05 2 n.a HR 20 2 4

HR 06 2 4 HR 21 2 4

HR 07 4 6 HR 22 2 4

HR 08 2 4 HR 23 2 n.a

HR 09 2 4 HR 24 2 n.a

HR 10 2 4 HR 25 2 4

HR 11 4 8 HR 26 2 n.a

HR 12 4 8 HR 27 2 n.a

Number of LanesRoad No. Road No.

Number of Lanes


6-3

It can be seen that most of the road links provide LOS above “C” even after 20 years

from the base year (Table 6-3). Only few sections of the A2 Road having high flows are

saturated by this time. This shows that even at higher traffic growth levels (Development

Scenario), the Stage I capacity of almost all roads in the road network is adequate to

have an acceptable service level.

Provision of two lanes will not be adequate by the year 2022 for Road HR04, under the

development scenario. This is due to the principal function of the road that is the Airport

access from both east and west directions. Apart from above, it is observed that all the

other roads function at a very good LOS with the Stage I development lane capacities.

Passenger Car Units given in Table 6-2 have been used to estimate the design volumes

of each road in the road network. There is no significant design component that should

be considered as multi-lane highways in the Stage I design as most of the roads fall into

the category of 2 lane highways. However, more than 70% of the roads by lengths (275

km) are above 4 lane capacities under the Combined Stage I and II development.

Table 6-2 : Passenger Car Equivalence16

VehicleCategories

Two Lane Highway Multi-Lane Highway

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

16Based on PCUs Factors used by University of Moratuwa


6-4

Table 6-3: LOS under Different Development Scenarios for Stage I Improvements

2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032

H001-010 A A B A A A

H001-020 C D E B B C

H002-010 A A B A A A

H002-020 A B C A A A

H002-030 B C D A B C

H002-040 A B C A A B

H002-050 B C D A B C

H002-060 A B C A A A

H002-070 A B C A A B

H003-010 A B C A A B

H003-020 B C D A B C

H003-030 B C D B B C

H003-040 A A A A A A

H004-010 B D E B C D

H004-020 B D E B C D

H004-030 B D E B C D

B427-010 A A A A A B A A A A A B


B427-025 A A B A B B A A B A B B

B427-030 A A B A B B A A B A B B

H006-010 A B C A A B

H007-010 A A A A A A

H007-020 A A B A A A

H007-030 A A B A A A

H007-040 A A A A A A

H007-050 A A A A A A

H008-010 A B C A A A

H008-020 B D E A B C

H009-010 A B B A A B

B549-010 A A B B C D A B B B C D

B549-015 A A B B C D A A B B B C

B549-020 A A A A A A A A B A A A


H011-010 A A A A A A

H012-010 A B C A B B

H012-020 A B C A B B

A002-830 A A A A A B A B C A A A

A002-840 A A A A B B A B C A A A

A002-845 A A A A A A A A B A A A

A002-847 C D E E E E D E E D E E

A002-850 C D E C D E D E E C D E

A002-860 C D E C D E D E E C D E

A002-870 B B C A A B B C D A A A

A002-880 B C C A B B B C D A A B

A002-890 B C C C D E B C D B C D

A002-895 B B C A B B B C C A B B

A002-900 B C C C D D B C D B C D

B251-010 A A A A A A A A A A A A

B563-010 A A A A A B A B C A A A

B563-020 A A A A A B A B C A A A


B562-015 A A A A A B A A A A A A

B562-020

B562-025 A A A A B C A B B A A A

H018-010 A A A A A A

H018-020 A A A A A A

H018-030 A A A A A A

H019-010 B C D A B B

H020-010 C D E B C E

B548-010 A A A B C D A B C A A B

B548-020 B B C C D E B D D B C D



H023-010 A A A A A A

H024-010 B C D B B C

H026-010 A B C A A B

H027-010 A A A A A A

Road - Link

No

Leve l Of Service (LOS) for 20% No Pa ssing Zones in Fla t T erra in

Base Case Scenario Development Scenario Hypothetical Scenario 1 Hypothetical Scenario 2


6-5

6.3 Lane Width

Lane widths between 3.5 m to 3.7 m have been used in RDA projects for two lanes, four

lanes and even for multi-lane highways. However, the desirable Lane width is 3.7 m, as

the width of the design vehicle varies from 2.1 m to 2.6 m. It is possible to maintain a

lane width of 3.25 m for two lane roads and 3.5 m for the multi-lane roads as the

minimum requirements since the property damage from land acquisition is not a very

significant issue in the area. The capacity of the lanes can be improved for the roads

with the congested lanes by converting part of the soft shoulders to the hard shoulder.

This can be introduced to two lane two-way roads in the road network with a very

marginal cost.

Table 6-4: Existing Terrains and the Proposed Design Speeds of the Roads17

HR01 Outer Circular Highway I 6.20 Flat 90 Urban

HR02 Hambantota – Gonnoruwa – Megahajandura Road 29.40 Rolling 90 Urban Connector

HR03 Sooriyawewa – Meegahajandura –Kumaragama Road 18.00 Flat 70 Semi-urban

HR04 Andarawewa – Udamattala – Padawkema Road 13.00 Flat 70 Rural connector

HR05 Udawalawe – Thanamalwila Road 40.00 Flat 70 Rural connector

HR06 Galwewa Junction -Moraketiya Road 12.00 Flat 70 Rural

HR07 Hambantota Bypass Road 13.00 Flat 90 Urban By Pass

HR08 Nabodagaswewa-Swodagama-Andarawewa Road 8.50 Flat 70 Rural connector

HR09 Bopale Junction - Kiribbanwewa Road 8.50 Flat 50 Rural

HR10 Embilipitiya – Moraketiya – Kiriibbanwewa - Udamadura Road 16.90 Flat 70 Rural

HR11 Airport Central Access Road 1.50 Flat 90 Urban

HR12 New Airport Access Road 8.10 Flat 90 Urban

HR13 CGHW Road (from Hambantota to Thanamalwila) 45.88 Flat 70 Rural

HR14 Lewaya Road 3.54 Flat 70 Rural

HR15 Sooriyawewa – Padalangala Road 12.00 Flat 50 Rural

HR16 Sooriyawewa – Mirijjawila Road 24.00 Rolling 90 Rural connector

HR17 Extension of Southern Expressway Flat Urban

HR18 Arabokka-Siyabalagaswewa-Gonnaruwa Road 11.00 Flat 90 Rural connector

HR19 Wetiya -Mahapalassa-Nabodagaswewa Road 12.00 Flat 70 Rural connector

HR20 Lunugamvehera - Kataragama Road 15.00 Flat 70 Rural

HR21 Ranna - Angunakolapelessa - Wetiya Road 8.00 Flat 70 Rural connector

HR22 Lunugamvehera -Weligatta Road 20.00 Rolling 50 Rural

HR23 7th Colony-Weerawila Road 9.66 Rolling 50 Rural

HR24 Udamattala – Thanamalwila Road 9.30 Flat 70 Rural

HR25 Internal Road Grid in the City Area 12.00 Flat 50 Residential

HR26 Southern Expressway Access Road 3.30 Flat 70 Urban

HR27 Walawe Left Bank Project Road 10.90 Flat 50 Rural

371.68

Proposed

Design

Speed

(km/h)

Type by Existing

Land Use

Total

Road

NumberRoad Name

Road

Lengt

h(km)

Terrain

17The prfile of roads in Rolling Terrain are actually very small vertical grades and thus 90 km/hr design

speed may be acceptable


6-6

6.4 Shoulders and Centre Median

The desirable and minimum desirable shoulder width is 3.0 m and 2.4 m for National

Highways in Sri Lanka. The shoulder width for recent developments that has been

introduced for national roads is much smaller than these figures (smaller as 1.2 m) due

to various reasons such as the acquisition and the capital costof the construction. The

same constraints are significantly applicable here too in which case the cost of the

capital is much important than the land acquisition. Therefore, the outer shoulder width

has been selected to vary between 2.0 m to 1.0 m for two lane two way roads. Minimum

of 0.5 m width of inner shoulder has been maintained in the design cross sections of

multi-lane highways of the proposed road network.

The above shoulder widths are adequate for moderate speed levels with low traffic and

low speed levels with moderate traffic levels. Therefore, adequate warning signs and the

visibility requirements shall be maintained for the improved safety of the road users

depending on the locality of each individual road. The important safety aspects shall be

considered at the detailed designs of each individual road.

A minimum width of 2.0 m has been maintained for centre median of divided multi-lane

highways in the proposed project roads. The UDA requirement is a minimum of 3.0 m

where they are to plant high grown trees in the centre median for promoting green area

concept in the dry zone. Typical cross sections are given in Appendix 3.

6.5 Service Corridor

The service corridors for utility installation such as water, electricity and

telecommunication lines are allocated on both sides of the road within the future

reservation of the right of way. Generally, the RDA has agreed to provide 5.0 m wide

service corridors on both sides of the main highways. These areas should be kept free

from any developments and should only be used as a landscaped area. Therefore, this

will be a very positive aspect for the free flow of the road traffic where there is a minimum

obstruction by the roadside developments.


6-7

6.6 Grade

The longitudinal grade of lower than 4% is desirable. However, it is observed that there

is no significant short length high gradient found in any of the road stretches in the road

network. Since most of the roads are in flat terrain, it is also necessary to maintain a

minimum grade to facilitate drainage. Minimum grade of 0.3-0.5% could be used for the

design.

6.7 Design Speed

The individual road links in the road network differ from others by its capacity, both the

horizontal and vertical geometry, and the type of expected use. The visibility constraints

of the roads are different from one to another due to the geometric conditions, lane

capacities and the land use of the roadside developments. Hence the important highway

design characteristics such as stopping, overtaking and continuation sight distances are

to be treated by taking the individual roads in the network into consideration. Since the

design speed is a function of above important design parameters, it is important to

consider different design speeds to individual or sub groups of the roads. However, it is

also important to note that the design speeds should not be varied drastically from one

road to the other in the same environment of proposed road improvements. Therefore,

the design speeds are selected in the range of 50 km/h to 90 km/h based on all the

above design criterions.

The most important road links with multi-lane capacities are expected to improve for the

design speed of 90 km/h. In keeping with the legal speed limit of 70 km/hr, the normal

design speed of 70 km/h is recommended for most of the roads. It is recommended to

follow the design speed of 50 km/h for the roads where it is not cost effective to improve

with expensive geometric improvements based on the existing terrain. The

recommended design speeds are given in Table 6-4 for each road link of the proposed

road network.

6.8 Operating Speed

The operating speeds for the proposed roadsare based on a number of parameters. In

the first instance it is based on the design speed, which has been considered as 50 km/h


6-8

to 90 km/h for different roads in the network. However, this cannot be maintained across

all sections due to variations in grade, type of intersection control method etc.

Additionally, the operating speed reduces with the traffic volume and percentage of

heavy vehicles in the traffic mix. As such the average operating speed for light

passenger vehicles as well as heavy vehicles that will be considered for each of the

traffic estimation years is given in Table 6-5. These figures have included the

adjustments for heavy vehicles taking reduction factor of 90% of the estimated operating

speeds.


6-9

Table 6-5: Calculation of Average Operating Speed (km/hr)

2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032

H001-010 72 72 69 72 72 72

H001-020 63 58 43 69 69 63

H002-010 72 72 69 72 72 72

H002-020 72 69 63 72 72 72

H002-030 69 63 58 72 69 63

H002-040 72 69 63 72 72 69

H002-050 69 63 58 72 69 63

H002-060 72 69 63 72 72 72

H002-070 72 69 63 72 72 69

H003-010 72 69 63 72 72 69

H003-020 69 63 58 72 69 63

H003-030 69 63 58 69 69 63

H003-040 72 72 72 72 72 72

H004-010 69 58 43 69 63 58

H004-020 69 58 43 69 63 58

H004-030 69 58 43 69 63 58

B427-010 72 72 72 72 72 69 72 72 72 72 72 69

B427-020 72 72 72 72 72 69 72 72 72 72 72 69

B427-025 72 72 69 72 69 69 72 72 69 72 69 69

B427-030 72 72 69 72 69 69 72 72 69 72 69 69

H006-010 72 69 63 72 72 69

H007-010 72 72 72 72 72 72

H007-020 72 72 69 72 72 72

H007-030 72 72 69 72 72 72

H007-040 72 72 72 72 72 72

H007-050 72 72 72 72 72 72

H008-010 72 69 63 72 72 72

H008-020 69 58 43 72 69 63

H009-010 72 69 69 72 72 69

B549-010 72 72 69 69 63 58 72 69 69 69 63 58

B549-015 72 72 69 69 63 58 72 72 69 69 69 63

B549-020 72 72 72 72 72 72 72 72 69 72 72 72

B549-025 72 72 72 72 72 69 72 72 72 72 72 69

H011-010 72 72 72 72 72 72

H012-010 72 69 63 72 69 69

H012-020 72 69 63 72 69 69

A002-830 72 72 72 72 72 69 72 69 63 72 72 72

A002-840 72 72 72 72 69 69 72 69 63 72 72 72

A002-845 72 72 72 72 72 72 72 72 69 72 72 72

A002-847 63 58 43 43 43 43 58 43 43 58 43 43

A002-850 63 58 43 63 58 43 58 43 43 63 58 43

A002-860 63 58 43 63 58 43 58 43 43 63 58 43

A002-870 69 69 63 72 72 69 69 63 58 72 72 72

A002-880 69 63 63 72 69 69 69 63 58 72 72 69

A002-890 69 63 63 63 58 43 69 63 58 69 63 58

A002-895 69 69 63 72 69 69 69 63 63 72 69 69

A002-900 69 63 63 63 58 58 69 63 58 69 63 58

B251-010 72 72 72 72 72 72 72 72 72 72 72 72

B563-010 72 72 72 72 72 69 72 69 63 72 72 72

B563-020 72 72 72 72 72 69 72 69 63 72 72 72

B562-010 72 72 72 72 72 72 72 72 72 72 72 72

B562-015 72 72 72 72 72 69 72 72 72 72 72 72

B562-020

B562-025 72 72 72 72 69 63 72 69 69 72 72 72

H018-010 72 72 72 72 72 72

H018-020 72 72 72 72 72 72

H018-030 72 72 72 72 72 72

H019-010 69 63 58 72 69 69

H020-010 63 58 43 69 63 43

B548-010 72 72 72 69 63 58 72 69 63 72 72 69

B548-020 69 69 63 63 58 43 69 58 58 69 63 58

B567-010 72 72 72 72 72 72 72 72 72 72 72 72

B567-015 72 72 72 72 72 72 72 72 72 72 72 72

H023-010 72 72 72 72 72 72

H024-010 69 63 58 69 69 63

H026-010 72 69 63 72 72 69

H027-010 72 72 72 72 72 72

Road - Link

No

Minimum Opera ting Service Speeds (km/h)

Base Case Scenario Development Scenario Hypothetical Scenario 1 Hypothetical Scenario 2


6-10

6.9 Cross Sections

Upon the conclusion of the road network, appropriate cross section types for the road

links have beenselected based on the functionality assigned for each road. When

selecting the cross sections, a higher emphasis has been given for providing facilities for

the non-motorised access and public transport (see Chapter 8) use in Greater

Hambantota Area. Table 6-6 summarises the recommended cross section types and

they are schematically illustrated to a greater detail in Appendix 3.

Table 6-6: Description of Types of Cross Sections defined

Code Description

4(Ex)/6 (Ex) 4 Lane Expressway with provision for 6 Lanes

4(S+NM)/10(S+PT+NM+SR)

Standard 4 Lanes with Non-Motorised(Bicycle/Pedestrian)

lane with provision for 2 Lane Public Transport corridor, Non-

Motorised lane and 2 Lane Service Road on either side

4(S+NM)/8(S+PT+NM)

Standard 4 Lanes with Non-Motorised(Bicycle/Pedestrian)

lane with provision for 2 Lane Public Transport corridor and

Non- Motorised lane on either side

4(S)/6(S) Standard 4 Lanes with provision to Standard 6 Lanes

4(S+NM)Standard 4 Lanes with Non-Motorised lane

(Bicycle/Pedestrian)

2(S)/4(S+PL)Standard 2 Lanes with provision for Standard 4 Lanes with

Passing Lanes where required

2(S+WS)/4(S+PL)Standard 2 Lanes with Wide Shoulder (2m) for SMT vehicles

with provision for Standard 4 Lanes with Passing Lanes

2(S+NM)Standard 2 Lanes with Non-Motorised (Bicycle/Pedestrian)

Lane

2(S+SW) Standard 2 Lanes with Side Walks

2(S) Standard 2 Lanes

2(S-Sub)/4 (S+PL)Sub-Standard 2 Lane with provision for Standard 4 Lanes

and Passing Lanes

Assignment of each cross section type for the links in the network indicates in the Table

6-7.


6-11

Table 6-7: Proposed List of Road and the Cross Sectional Properties

No Road Name Road Length (km)Proposed Cross Sectional Properties

Stage I Stage IIHR01 Outer Circular Highway 6.20 4(S+NM) N/A

HR02Hambantota – Gonnoruwa – Megahajandura Road (Hambantota – Badagiriya Jn) 29.40 4(S+NM) 10(S+PT+NM+SR)Hambantota – Gonnoruwa – Megahajandura Road (Bandagiriya - Meegahajandura) 4(S+NM) 8(S+PT+NM)

HR03Sooriyawewa – Meegahajandura –Kumaragama Road (Sooriyawewa - Meegahajandura) 18.00 2(S) 4(S+PL)Sooriyawewa – Meegahajandura – Kumaragama Road (Meegahajandura – Kumaragama) 2(S-Sub) 4(S+PL)

HR04 Andarawewa – Udamattala – Padawkema Road 13.00 2(S+WS) 4(S+PL)HR05 Udawalawe – Thanamalwila Road 40.00 2(S) N/AHR06 Galwewa Junction -Moraketiya Road 12.00 2(S) 4(S+PL)HR07 Hambantota Bypass Road 13.00 4(S) 6(S)HR08 Nabodagaswewa-Swodagama-Andarawewa Road 8.50 2(S+WS) 4(S+PL)HR09 Bopale Junction - Kiribbanwewa Road 8.50 2(S-Sub) 4(S+PL)HR10 Embilipitiya – Moraketiya – Kiriibbanwewa - Udamadura Road 16.90 2(S) 4(S+PL)HR11 Airport Central Access Road 1.50 4(S+NM) 8(S+PT+NM)HR12 New Airport Access Road 8.10 4(S+NM) 8(S+PT+NM)HR13 CGHW Road (from Hambantota to Thanamalwila) 45.88 2(S+NM) N/AHR14 Lewaya Road 3.54 2(S+NM) N/AHR15 Sooriyawewa – Padalangala Road 12.00 2S N/AHR16 Sooriyawewa – Mirijjawila Road 24.00 4(S) 6(S)HR17 Extension of Southern Expressway 4(Ex) 6(Ex)HR18 Arabokka-Siyabalagaswewa-Gonnaruwa Road 11.00 4(S) 6(S)HR19 Wetiya -Mahapalassa-Nabodagaswewa Road 12.00 2(S+WS) 4(S+PL)HR20 Lunugamvehera - Kataragama Road 15.00 2(S+WS) 4(S+PL)HR21 Ranna - Angunakolapelessa - Wetiya Road 8.00 2(S+WS) 4(S+PL)HR22 Lunugamvehera -Weligatta Road 20.00 2(S) N/AHR23 7th Colony-Weerawila Road 9.66 2(S) N/AHR24 Udamattala – Thanamalwila Road 9.30 2(S) 4(S+PL)HR25 Internal Road Grid in the City Area 12.00 2(S+SW) N/AHR26 Southern Expressway Access Road 3.30 2(S) N/AHR27 Walawe Project Road 10.90 2(S+NM) N/ATotal 371.68NOTE: S - Standard Lanes, NM - Non Motorized, WS - Wider Shoulders, PT - Public Transport Lane, SR - Service Road, N/A - Not Applicable


6-12

6.10 Intersections

The intersection types are defined by combined number of lanes of the main road(s) and

the minor road(s) involved. There are forty one (41) such intersections included in this

project proposal. They belong to three (3) categories of intersection types proposed for

Stage I and nine (9) categories for Stage II. A summary of the intersection types are

given in Table 6-8:

The intersection types, approach road links and the cross sectional properties of each

road link are given in Table 6-7. The identification number of each road intersection is

given in Table 6-9 and their locations referred to the map in Appendix 2. These

identification is assigned based on the size of the each intersection measure by how

many lanes are crossed by each road.

Table 6-8: Intersection Types for Stage I and Stage II

No. Intersection Type Stage I Stage II

1 8 x 6 Lane - 1

2 8 x 4 Lane - 1

3 8 x 2 Lane - 2

4 6 x 6 Lane - 6

5 6 x 4 Lane - 6

6 6 x 2 Lane - 4

7 4 x 4 Lane 9 5

8 4 x 2 Lane 12 8

9 2 x 2 Lane 20 8

Total Number of Intersections 41 41

The major intersections types such as 8 x 6 lanes, 8 x 4 lanes, 6 x 6 lanes and, 6 x 4

lanes are concentrated around and closer to Hambantota City and major development

areas. Also the largest intersection is only of 4 x 4 lanes proposed for Stage I. Around

fifty percent (50%) of the intersections in Stage I are of 2 x 2 lanes. But this is only

twenty percent (20%) for Stage II.


6-13

Table 6-9: List of Potential Intersection Developments

Stage I Stage IIStage I

Road 1 x Road 2

Stage II

Road I x Road 2

HX01 Hambantota - Gonnoruwa - Meegahajandura HR02 Hambantota By Pass Road HR07 4 x 4 Lane 8 x 6 Lane 4(S+NM)x4(S) 10(S+PT+NM+SR)x6(S)

HX02 Hambantota - Gonnoruwa - Meegahajandura HR02 Outer Circular Highway I HR01 4 x 4 Lane 8 x 4 Lane 4(S+NM)x4(S+NM) 4(S+NM)x10(S+PT+NM+SR)

HX03 Hambantota - Gonnoruwa - Meegahajandura HR02 Air Port Access Road HR12 4 x 4 Lane 6 x 6 Lane 4(S+NM)x4(S+NM) 8(S+PT+NM)x8(PT+NM)

HX04 Air Port Access Road HR12 Air Port Central Access Road HR11 4 x 4 Lane 6 x 6 Lane 4(S+NM)x4(S+NM) 8(S+PT+NM)x8(PT+NM)

HX05 Hambantota By Pass Road HR07 Sooriyawewa - Mirijjawila HR16 4 x 4 Lane 6 x 6 Lane 4(S)x4(S) 6(S)x6(S)

HX06 Arabokka - Siyabalagaswewa - Gonnaruwa Road HR18 Southern Expressway Access Road HR26 4 x 4 Lane 6 x 6 Lane 4(Ex)x4(S) 6(EX)x6(S)

HX07 Hambantota - Gonnoruwa - Meegahajandura HR02 Arabokka - Siyabalagaswewa - Gonnaruwa Road HR18 4 x 4 Lane 6 x 6 Lane 4(S)x4(S+NM) 6(S)X8(S+PT+NM)

HX08 Hambantota By Pass Road HR07 New Road through Walawe LB to Gonnoruwa Road HR18 4 x 4 Lane 6 x 6 Lane 4(S)x4(S) 6(S)x6(S)

HX09 Hambantota By Pass Road HR07 Outer Circular Highway I HR01 4 x 4 Lane 6 x 4 Lane 4(S+NM)x4(S) 4(S+NM)x6(S)

HX10 Hambantota - Gonnoruwa - Meegahajandura HR02 CGHW Road (243-km-260km) HR13 4 x 2 Lane 8 x 2 Lane 4(S+NM)X2(S+NM) 10(S+PT+NM+SR)x2(S+NM)

HX11 Hambantota - Gonnoruwa - Meegahajandura HR02 Southern Expressway Access Road HR26 4 x 2 Lane 8 x 2 Lane 2Sx4(S+NM) 2Sx10(S+PT+NM+SR)

HX12 Hambantota - Gonnoruwa - Meegahajandura HR02 Nabodagaswewa-Swodagama-Andarawewa Road HR08 4 x 2 Lane 6 x 4 Lane 4(S+NM)x2(S+WS) 8(S+PT+NM)x4(S+PL)

HX13 New Airport Access Road HR12 Andarawewa - udamattala - Padawkema HR04 4 x 2 Lane 6 x 4 Lane 4(S+NM)x2(S+WS) 8(S+PT+NM)x4(S+PL)

HX14 Sooriyawewa - Mirijjawila HR16 Sooriyawewa - Meegahajandura - Kumaragama HR03 4 x 2 Lane 6 x 4 Lane 2(S)x4(S) 4(S+PL)x6(S)

HX15 Airport Central Access Road HR11 Andarawewa - udamattala - Padawkema HR04 4 x 2 Lane 6 x 4 Lane 2(S+WS)x4(S+NM) 4(S+PL)x8(S+PT+NM)

HX16 Sooriyawewa - Mirijjawila HR16 Nabodagaswewa-Swodagama-Andarawewa Road HR08 4 x 2 Lane 6 x 4 Lane 2(S+WS)x4(S) 4(S+PL)x6(S)

HX17 Hambantota By Pass Road HR07 CGHW Road (243-km-260km) HR13 4 x 2 Lane 6 x 2 Lane 4(S)x2(S+NM) 6(S)x2(S+NM)

HX18 Hambantota By Pass Road HR07 CGHW Road (Ambalantota) 4 x 2 Lane 6 x 2 Lane 4(S)x2(S+WS) 6(S)x2(S+WS)

HX19 Sooriyawewa - Mirijjawila HR16 CGHW Road (Mirijjawila) 4 x 2 Lane 6 x 2 Lane 4(S)x2(S+WS) 6(S)x2(S+WS)

HX20 Outer Circular Highway I HR01 CGHW Road (243-km-260km) HR13 4 x 2 Lane 4 x 2 Lane 4(S+NM)x2(S+NM) 4(S+NM)x2(S+NM)

HX21 Arabokka - Siyabalagaswewa - Gonnaruwa Road HR18 Walawe Left Bank Project Road HR27 4 x 2 Lane 6 x 2 Lane 2(S)x4(S) 2(S)X6(S)

HX22 Hambantota - Gonnoruwa - Meegahajandura HR02 Sooriyawewa - Meegahajandura - Kumaragama HR03 2 x 2 Lane 4 x 4 Lane 2(S-Sub)x2(S) 4(S+PL)x4(S+PL)

HX23 Sooriyawewa - Meegahajandura - Kumaragama HR03 Galwewa Junction - Moraketiya Road HR06 2 x 2 Lane 4 x 4 Lane 2(S)x2(S) 4(S+PL)x4(S+PL)

HX24 Bopale Junction - Kiribbanwewa HR09 Sooriyawewa - Meegahajandura - Kumaragama HR03 2 x 2 Lane 4 x 4 Lane 2(S)x2(S-Sub) 4(S+PL)x4(S+PL)

HX25 Galnewa Junction - Moraketiya Road HR06 Embilipitiya - Moraketiya - Kiribbanwewa - Udamadura HR10 2 x 2 Lane 4 x 4 Lane 2(S)x2(S) 4(S+PL)x4(S+PL)

HX26 Bopale Junction - Kiribbanwewa HR09 Embilipitiya - Moraketiya - Kiribbanwewa - Udamadura HR10 2 x 2 Lane 4 x 4 Lane 2(S-Sub)x2(S) 4(S+PL)x4(S+PL)

HX27 Sooriyawewa - Meegahajandura - Kumaragama HR03 Udawalawe - Thanamalwila HR05 2 x 2 Lane 4 x 2 Lane 2(S)x2(S) 4(S+PL)x2(S)

HX28 Andarawewa - Udamattala - Padawkema HR04 CGHW Road (243-km-260km) HR13 2 x 2 Lane 4 x 2 Lane 2(S+WS)x2(S+NM) 4(S+PL)x2(S+NM)

HX29 Embilipitiya - Moraketiya - Kiribbanwewa HR10 Udawalawe - Thanamalwila HR05 2 x 2 Lane 4 x 2 Lane 2(S)x2(S) 2(S)x4(S+PL)

HX30 Udamattala - Thanamalwila HR24 CGHW Road (243-km-260km) HR13 2 x 2 Lane 4 x 2 Lane 2(S)x2(S+NM) 4(S+PL)x2(S+NM)

HX31 Wetiya - Mahapalassa - Nabodagaswewa Road HR19 Wetiya - Mahapalassa - Nabodagaswewa Road HR19 2 x 2 Lane 4 x 2 Lane 2(S)x2(S+WS) 2Sx4(S+PL)

HX32 Nabodagswewa - Swodagama - Andarawewa Road HR08 Walawe Left Bank Project Road HR27 2 x 2 Lane 4 x 2 Lane 2(S)x2(S+WS) 2Sx4(S+PL)

HX33 Embilipitiya - Moraketiya - Kiribbanwewa - Udamattala HR10 Embilipitiya Nonagama Rd (A 18) 2 x 2 Lane 4 x 2 Lane 2(S)x2(S) 2(A)x4(S+PL)

HX34 CGHW Road (243-km-260km) HR13 Udawalawe - Thanamalwila HR05 2 x 2 Lane 2 x 2 Lane 2(S)x2(S+NM) 2(S)x2(S+NM)

HX35 CGHW Road (243-km-260km) HR13 Lewaya Road HR14 2 x 2 Lane 2 x 2 Lane 2(S+NM)x2(S+NM) 2(S+NM)x2(S+NM)

HX36 CGHW Road (243-km-260km) HR13 Weligatta - Lunugamvehera Rd HR22 2 x 2 Lane 2 x 2 Lane 2(S+NM)x2(S) 2(S+NM)x2(S)

HX37 CGHW Road (243-km-260km) HR13 7th Colony - Weerawila HR23 2 x 2 Lane 2 x 2 Lane 2(S+NM)x2(S) 2(S+NM)x2(S)

HX38 CGHW Road (243-km-260km) HR13 Weligatta - Lunugamvehera Rd HR22 2 x 2 Lane 2 x 2 Lane 2(S+NM)x2(S) 2(S+NM)x2(S)

HX39 Weligatta - Lunugamvehera Rd HR22 7th Colony - Weerawila HR23 2 x 2 Lane 2 x 2 Lane 2(S)x2(S) 2(S)x2(S)

HX40 Padalangala - Sooriyawewa HR15 Embilipitiya Nonagama Rd (A 18) 2 x 2 Lane 2 x 2 Lane 2(S)x2(S) 2(S)x2(S)

HX41 Udawalawe - Thanamalwila HR05 Embilipitiya Nonagama Rd (A 18) 2 x 2 Lane 2 x 2 Lane 2(S)x2(S) 2(S)x2(S)

Intersection

NoName of Primary Road Road No

Road Properties of Approach RoadIntersection type

Road No

Name of Secondary Road


6-14

6.11 Intersection Control

Initially, it is expected to control the traffic at the intersections and junctions by

introducing the lane marking and give way signs as much as possible with lower traffic

levels. Provisions for road safety with this lane marking and the sign controls are

allowed in the cost estimates. However, special attentions should be given for the

important and busy intersections such as HX01 to HX09 as the first priority intersections

with higher capacities. The second priority intersections are from HX10 to HX21 should

be treated next when the traffic levels are increased in future. It is adequate to control

the remaining 20 intersections with give way signs and the lane marking controls only,

until the traffic levels increase up to expected volumes in future with the development

activities are accelerated.

Attention should be given to individual intersections while designing the intersection

controls such as roundabouts, traffic islands and signal controls to suit for each such

locations and situations considering all the safety issues inherent to the locality. One of

the main concerns is the higher approach speeds into the intersections with low traffic

levels with high lane capacities during the initial stages. Therefore, additional traffic

control devices will be needed in some of the approach links of the main intersections. It

is also need to provide adequate illumination at these intersections during the night time

for improved safety of the road users.


7-1

CHAPTER 7 TRAFFIC ANALYSIS

Traffic levels in the Road Network for Hambantota Development will be influenced by the

following factors:

Diversion of existing traffic from other roads to A2 Road, in particular due to

reduction of travel distances, to destinations such as Uva and Eastern Provinces

as well as North Central Province from the south.

Diversion of traffic from other roads to the national network such as A4 due to

shorter distances and travel times from origins in the Western, North-Western,

Northern and Central Provinces to the south.

Traffic generated due to the development of the Port of Hambantota and its direct

results in terms of increased population.

Traffic generated by the industries to be set up as part of the Greater Hambantota

Development Plan as discussed in Chapter 3.

Increase in traffic due to development of a 2nd international airport in terms of

direct air passengers and cargo movements, as well as the support services.

Since the growth of traffic is largely dependent on the development of the port and port

related industries and to a lesser extent on the other developments, this growth is

expected to increase slowly over the design life of the project taken as 20 years.

7.1 Inter- Regional Connectivity

Inter-Regional connectivity is an important objective of this proposed road network. Only

by ensuring this, would the Greater Hambantota Area Development Plan achieve a

nationally significant status. This includes:

Connection to Colombo/Sri Jayewardenepura which will continue to be the

primate city agglomeration in the country for all administrative and commercial

activities into the foreseeable future and the whole of the Western Province which

will also continue to be an area of high economic activity.

The international airport at Katunayake.


7-2

Other provincial centres in the Central, Uva, Sabaragamuwa and Eastern

provinces which are geographically well located for Hambantota and the project

impact area to become the primary production and distribution point for goods

and services required in those provinces. Goods in this respect could be both

agricultural and industrial as was discussed earlier.

Connection between tourist accommodations in the project impact area (Matara

to Tissamaharama) to other places of tourist interest particularly those in the Uva,

Central and Eastern Provinces for daily or one night excursions.

This shows the need of connection to the following areas outside the Project

Impact Area:

o Matara Galle Kalutara Colombo Gampaha Katunayake

Puttalam.

o Embilipitiya Ratnapura Kegalle Kurunegala & Kandy Districts

Matale

o ThanamalwilaWellawaya Bandarawela Badulla & Nuwera Eliya

o Thanamalwila Wellawaya Buttala Passara Mahiyangana

Polonnaruwa, (& Batticaloa) Anuradhapura & Trincomalee.

o ThanamalwilaWellawaya Amparai & Pottuvil Batticaloa

7.2 Design Parameters of Road Network

The geometric design parameters used in the traffic analysis will have an effect on the

traffic levels on the network due to increase in speed and other features that contribute

towards the reduction of overall travel costs and this the generation of new traffic from

increased development activity that it will promote within the Hambantota Development

Area as well as the diversion of existing traffic from the national network.

7.2.1 Road Network

The national road network updated to 2010 as included in the TransPlan Database18 has

been used in the traffic analysis. This includes all existing roads and improvements

18University of Moratuwa


7-3

done up to January 2010. The road network data used in the analysis includes

information for each link of the entire national road network, the length, roughness, road

side development, curvature and gradient, traffic management and control features,

crossings, and free flow speed. Additionally, each node has been identified and

provided with a unique identification number.

Table 7.1 gives the attributes of each section of road included in the road network for the

Hambantota Area.


7-4

Table 7-1: Design Parameters of the Proposed Hambantota Road Network

No Road Name Short Term Feature (m) Long Term Features (m)

Sta

rtN

od

e

En

dN

od

e

Th

rou

gh

No

de

s

Lin

kL

en

gth

Ca

rria

ge

wa

y

wid

th

Sid

ew

alk

wid

th

Sh

ou

lde

rw

idth

Me

dia

nw

idth

Cy

cle

Lan

eW

idth

Ca

rria

ge

wa

y

wid

th

Sid

ew

alk

wid

th

Sh

ou

lde

rw

idth

Me

dia

nw

idth

Cy

cle

Lan

e

HR01 Outer Circular Highway HX09 HX20 6.2 16 2X2 N/A 2 2X2

HR02 Hambantota – Gonnoruwa– Megahajandura Road

HX01 B’griyaJc.

6 16 3.5X2

N/A 1 N/A 39 2.5X2 2X2+2.5X2

2X2

B’riya Jc. HX13 HX07HX04

12 16 3.5X2

N/A 1 N/A 23 2X2 2X2 2X2

HR03 S’wewa – M’jandura –K’ragama Rd

HX23 HX22 HX24 18 9.5 N/A 1.5X2 N/A N/A 16 2X2 N/A 2 2X2

HX24 HX27 5.5 N/A 1X2 N/A N/A 16 2X2 N/A 2 2X2

HR04 A’wewa –U’mattala –Padawkema Rd

HX12 HX28 13 11.5 N/A 2X1 N/A N/A 16 2X2 N/A 2 2X2

HR05 Udawalawe –Thanamalwila Road

HX41 HX34 HX29 40 7 N/A 2X2 N/A N/A

HR06 Galwewa Junction -Moraketiya Road

HX23 HX25 12 9.5 N/A 1.5X2 N/A N/A 16 2X2 N/A 2 2X2


7-5


Sta

rtN

od

e

En

dN

od

e

Th

rou

gh

No

de

s

Lin

kL

en

gth

Ca

rria

ge

wa

y

wid

th

Sid

ew

alk

wid

th

Sh

ou

lde

rw

idth

Me

dia

nw

idth

Cy

cle

Lan

eW

idth

Ca

rria

ge

wa

y

wid

th

Sid

ew

alk

wid

th

Sh

ou

lde

rw

idth

Me

dia

nw

idth

Cy

cle

Lan

e

HR07 Hambantota BypassRoad

HX18 HX17 HX05 13 16 2X2 N/A 2 2X2 22 2X2 2 2X2

HR08 N’aswewa-Swodagama-A’wewa Rd

HX16 HX12 HX32 8.4 11.5 N/A 2X1 N/A N/A 16 2X2 N/A 2 2X2

HR09 Bopale Junction -Kiribbanwewa Rd

HX24 HX25 8.5 5.5 N/A 1X2 N/A N/A 16 2X2 N/A 2 2X2

HR10 Embilipitiya – Moraketiya– Kiriibbanwewa -Udamadura Road

HX33 HX29 HX25,HX26

16.9 9.5 N/A 1.5X2 N/A N/A 16 2X2 N/A 2 2X2

HR11 Airport Central AccessRoad

HX15 HX04 1.6 7 N/A 2X2 N/A N/A

HR12 New Airport Access Road HX03 HX22 HX12 20 16 3.5X2

N/A 1 N/A 23 2X2 2X2 2X2

HR13 CGHW Road toThanamalwila

HX19 HX34 17 7 2X2 N/A N/A 2X2

HR14 Lewaya Road HX19 HX17 HX35 3.54 7 2X2 N/A N/A 2X2

HR15 Sooriyawewa –Padalangala Road

HX14 HX40 12 7 N/A 2X2 N/A N/A


7-6


Sta

rtN

od

e

En

dN

od

e

Th

rou

gh

No

de

s

Lin

kL

en

gth

Ca

rria

ge

wa

y

wid

th

Sid

ew

alk

wid

th

Sh

ou

lde

rw

idth

Me

dia

nw

idth

Cy

cle

Lan

eW

idth

Ca

rria

ge

wa

y

wid

th

Sid

ew

alk

wid

th

Sh

ou

lde

rw

idth

Me

dia

nw

idth

Cy

cle

Lan

e

HR16 Sooriyawewa – MirijjawilaRoad

HX14 HX19 24 16 2X2 N/A 2 2X2 22 2X2 2 2X2

HR17 Extension of SouthernExpressway

G’gama HX06 74 16 N/A 3.5 10 N/A 24 N/A 3.5 2

HR18 Arabokka-Siyabalagaswewa-Gonnaruwa Road

HX08 HX07 HX06,HX21

10.5 16 2X2 N/A 2 2X2 22 2X2 2 2X2

HR19 Wetiya -Mahapalassa-N’gaswewa Rd

HX31 HX16 10 11.5 N/A 2X1 N/A N/A 16 2X2 N/A 2 2X2

HR20 Lunugamvehera -Kataragama Road

HX28 K’ma 15 11.5 N/A 2X1 N/A N/A 16 2X2 N/A 2 2X2

HR21 Ranna – A’pelessa -Wetiya Road

Ranna HX31 16.1 11.5 N/A 2X1 N/A N/A 16 2X2 N/A 2 2X2

HR22 Lunugamvehera -Weligatta Road

HX38 HX36 HX39 23.6 7 N/A 2X2 N/A N/A

HR23 7th Colony-WeerawilaRoad

HX39 HX37 4 7 N/A 2X2 N/A N/A

HR24 Udamattala –Thanamalwila

HX13 HX30 18 9.5 N/A 1.5X2 N/A N/A 16 2X2 N/A 2 2X2


7-7


Sta

rtN

od

e

En

dN

od

e

Th

rou

gh

No

de

s

Lin

kL

en

gth

Ca

rria

ge

wa

y

wid

th

Sid

ew

alk

wid

th

Sh

ou

lde

rw

idth

Me

dia

nw

idth

Cy

cle

Lan

eW

idth

Ca

rria

ge

wa

y

wid

th

Sid

ew

alk

wid

th

Sh

ou

lde

rw

idth

Me

dia

nw

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Cy

cle

Lan

e

HR25 Internal Road Grid in theCity Area

10 7 2X2 N/A N/A N/A

HR26 Southern ExpresswayAccess Road

3 7 N/A 2X2 N/A N/A

HR27 Walawe Project Road HX21 HX32 10 7 2X2 N/A N/A 2X2


7-8

7.2.2 New Roads to be Included

A number of new expressways and road rehabilitation projects are being planned but the

dates of completion of which are not certain. However, since the proposed expressway

network will have a direct bearing on the project impact area and is expected to be in

place over the next 10 years, the following expressways have been included in the road

network for traffic analysis.

Outer Circular Road from Kerawalapitiya to Kottawa

Southern Highway from Kottawa to Godagama

Extension of Southern Highway from Godagama to Hambantota

CKAH from Kadawatha to Mirigama (Stage I)

Colombo-Katunayake Expressway

All above roads have been assumed to operate as toll roads.

7.2.3 Other Modes of Transport

Since the Sri Lanka Rail (SLR) is also planning an extension of the Coast Line as a

single track up to Beliatta and thereafter to Kataragama, the effect of this too would be

considered on the Hambantota Development Area. With single track operations, the

modal split would be similar to that of Galle-Colombo and Matara-Colombo sectors.

However the travel time and costs savings by nearly one half with the expressway, the

railway’s contribution would be moderate unless it is being upgraded to a high speed

service. However, if current operating practices were to continue it would not be

significant.

The other possibility is that of domestic air travel. However, the share of this is not

expected to be significant since the difference in overall travel time will be only marginal

when considering the fact that access to airports at Ratmalana or Katunayake as well as

to Udamattala will take also an additional one hour or more and thus total travel time

advantage would be just around 30 minutes or so. Therefore only a very small

percentage can be expected to opt for air travel in a scenario where the expressway is

also available.


7-9

However in the case of goods transport, the railway can play a critical role carrying as

much as 50% or more traffic to Colombo even though traffic destined for other parts will

not benefit as much from the railways.

7.3 Traffic Forecasting

7.3.1 Forecast Year

As per the Terms of Reference the Traffic forecasts are made for the years 2012, 2022

and 2032. It is expected that full development potential of the Hambantota Development

Plan would have been achieved by the year 2032, while the year 2012 would see the

construction of the basic infrastructure such as the Stage I of the port, the air port, the

cricket stadium, administrative complex, safari park etc. The year 2022 would be

considered as an interim stage between 2012 and 2032.

7.3.2 ObservedTraffic Patterns

The ADT at the following roadside surveys referred to in Section 2.3 are tabulated along

with the peak hour flow given in Table 7.2.

Table 7-2: Summary of Observed Traffic Flows (2007)

Road/ LocationAverage Daily

TrafficPeak Hour

Flow

A002 – CGHW Road (Dickwella) 6,643 650

A002 – CGHW Road (Ranna) 4,666 325

A002 – CGHWRoad (Ambalantota) 5,201 530

A002 – CGHWRoad (Lunugamvehera) 1,920 250

B275 – Matara-Kamburupitiya Road (Kirinde) 2,406 375

A018 – Nonagama-Embilipitiya Road (Siyambalangoda) 2,199 225

This shows that the traffic levels on the Colombo-Galle-Hambantota-Wellawaya (CGHW)

Road (A2) remain somewhat steady between Matara and Hambantota. Of this flow also

around 50% of traffic is made up of two and three wheeler vehicles. This signifies a high

proportion of local traffic around the town centres and a steady flow of the long distance

traffic.


7-10

7.3.3 Origin Destination of Flows

The origin-destination of passenger vehicles and freight vehicles from the surveys

carried out in 2007 are summarised in the following Tables. The volumes signify very

little traffic originating in Hambantota and traffic passing through Hambantota to be an

even less.

Table 7-3: Daily One-Way Flow of Passenger Vehicles (Uva &Southern, 2007)

Dis

tric

ts

Co

lom

bo

Mata

ra

Ham

ban

tota

Mo

nara

gala

Ratn

ap

ura

Bad

ull

a

Colombo 0 403 159 119 0 1

Matara 1,295 466 266 83 38

Hambantota 1,624 0 443 0

Monaragala 0 36 0

Ratnapura 0 0

Badulla 0

Table 7-4: Daily One-Way Flow of Goods Vehicles (Uva &Southern, 2007)

Dis

tric

ts

Co

lom

bo

Mata

ra

Ham

ban

tota

Mo

nara

gala

Ratn

ap

ura

Bad

ull

a

Colombo 0 51 83 13 0 2

Matara 272 223 86 87 40

Hambantota 465 0 184 0

Monaragala 0 12 0

Ratnapura 0 0

Badulla 0

7.3.4 Future Traffic Generators

In addition to the existing traffic that will use the proposed road network, the bulk of the

traffic using this infrastructure is expected from the activities relating to the Hambantota


7-11

Development Plan as discussed in Chapter 3 where a number of approved projects that

will become major traffic attractors and/or generators have been identified. This means

that a high degree of new traffic has to be estimated along with the diverted traffic and

generated traffic.

The major development projects that have been identified for the purpose of this study

are:

Hambantota Seaport and associated developments

Mattala International Airport


Proposed BOI Zone in Meegahajandura

International Cricket Stadium at Sooriyawewa

City Centre Development


Convention Centre

The other development centres have been considered as secondary generators which

would developonly if the above primary developments take place.

In the case of the Hambantota Seaport, traffic estimates have been based on the amount

of cargo that is expected to be handled, the nature of cargo in terms of containers or

break bulk, vehicles, liquid etc as well as what percentage is expected to be the

transhipment. The highway traffic generation rates are estimated by comparing with

estimates of traffic from Port of Colombo for its associated cargo movements. The

forecast cargo volumes are as given in the Feasibility Study for the Hambantota Seaport.

These estimated are used for estimation of the corresponding road traffic volumes. Their

destinations are allocated on the expected destinations especially those in the provinces

of Uva, Eastern, Central and Southern.

As for the Mattala International Airport, the forecast will be based on the estimated

passenger traffic and its probable local destinations which would mostly be in the tourist

area stretching from Bentota to Tissamaharama along the south western coast, and

further along the east coast, particularly for Arugam Bay area.


7-12

7.3.5 New Employment & Migration

In a project impact area where the bulk of the new traffic is to arise from almost entirely

new activity, it is required to estimate the new in-migration that will take place. This is

the fundamental building block. Table 7-5 shows the consultants tabulation of the

estimation based on available figures and assumptions where such figures are not

available. It is estimated that the Greater Hambantota Area will not incur rapid migration

by 2012 as most construction oriented jobs and jobs in other activities can be assumed

to be filled up mostly by those living within the Hambantota District. However with more

specialised jobs starting off in later years, it is estimated that in-migration would be in the

ratio of 2 ½ times the number of such employees. This means an employee to migration

ratio of around 0.4.

Table 7-5: Employment Estimation19

Proposed Development 2012 2022 2032

Hambantota International Port 3,000 4,000 5,000

Hambantota Logistics Park 2,000 4,000 8,000

Mattala International Airport 2,580 4,400 6,220

Mattala Logistics Park 1,000 2,000 4,000

Sooriyawewa Cricket Stadium & IT Park 14,176 28,351 56,702

Administrative Complex 2,000 4,500 4,500

Others 5,000 10,000 10,000

TOTAL 29,756 57,251 94,422

Migratory Population Estimation 30,000 130,000 230,000

Employees Provided/Population 0.99 0.44 0.41

Accordingly, the study assumes an in-migration of the above numbers of 30,000,

130,000 and 230,000 at the three forecast years as shown above. As such the

population estimates for the forecast years for each of the Divisional Secretariat

Divisions (DSD)’s will be assumed as given in Table 7-6 for the purpose of making traffic

forecasts

19Sources; SLPA, AASL, UDA and Consultants estimates where published figures do not exist


7-13

Table 7-6: Population Estimates for Hambantota Development Area (2012-2032)

DS No DS NAME 2012 2022 2032

3303000 Ambalantota 83,244 124,360 155,770

3304000 Hambantota 72,932 108,953 143,985

3305000 Lunugamwehera 29,451 43,997 52,076

3309000 Tissamaharama 84,459 116,469 145,886

3310000 Sooriyawewa 57,593 119,131 158,805

HDP Area 327,680 512,909 656,523

Hambantota District 666,019 901,714 1,103,321

7.3.6 Vehicle Ownership

The assumptions concerning vehicle ownership is an important determinant of estimating

traffic demand. Table 7-7 shows the vehicle growth rates used that have been used by

the University of Moratuwa in similar studies20 for estimating the corresponding rates of

economic growth versus transport policy.

Table 7-7: Vehicle Growth Rates to be used for Analysis

Condition of Public Transport

Economic Growth Rate (% p.a. pc.)

High = 7.5 Medium = 6% Low = 5%

Translates to Vehicle Growth (% p.a.)

Improved from Present ConditionScenario 1

6.0% p.a.Scenario 2

5.0% p.a.Scenario 3

4.0% p.a.

Present Condition RemainsScenario 4

8.0% p.a.Scenario 5

6.0% p.a.Scenario 6

5.0% p.a.

Deteriorates from Present ConditionScenario 7

10.0 % p.a.Scenario 8

7.0% p.a.Scenario 9

6.0% p.a.

As there is no visible program for the improvement of public transport, it will be assumed

that current levels of service will continue. Moreover, for the purpose of this study the

economic growth rate would be assumed to start at the High Level and move to

Moderate and Low levels for areas within Sri Lanka such as in Colombo District that

already have a high level of vehicle ownership. Moreover, districts that have been

subject to conflict in the past are now experiencing rapid growth in vehicle ownership,

which is expected to continue for next few years before tapering off to national levels.

20University of Moratuwa, Feasibility Study for Extension to Southern Highway, 2007


7-14

As such the following ranges for growth rate in fleet has been used in the forecasting as

shown in Table 7-8 along with the corresponding vehicle ownership projections.

Table 7-8: Vehicle Growth Rates (2012-2032)

Growth Scenario Up to 2012 2012-2022 2022-2023

Exceptionally High

Growth Spurt

Areas recovering from

conflict, economically

backward areas

experiencing growth

(10-12% p.a.) and

12% p.a. in

Hambantota area due

to internal migration

Hambantota area due

to internal migration at

10%

Hambantota area due

to internal migration at

8%

High 8% 8% Maximum 7%

Moderate 6% 6% 6%

Low 5% 5% 5%

Stabilizing Districts which have

reached Vehicle

Ownership Rate of

over 15% (4%pa);

Add, districts which

have reached Vehicle

Ownership Rate of

over 20% (3%pa);

Add districts which

have reached Vehicle

Ownership Rate of

over 25% (2%pa);

Accordingly the following control fleet parameters for the HDA and Sri Lanka have been

used. Vehicle Ownership shown in Table 7-9 is computed on the basis of number of

operating vehicles per 100 persons. It can be seen that ownership over the 20 year

period is assumed to increase from 9 vehicles per 100 persons to 23 vehicles per 100

persons. The economic development of Hambantota is considered to reach a status of

being second only to Colombo District and equal to the developed parts of Gampaha and

Kalutara District.


7-15

Table 7-9: Vehicle Fleet and Vehicle Ownership Rate: 2006-2032

Growth

Scenario

2006 2012 2022 2023

Fleet VOR Fleet VOR Fleet VOR Fleet VOR

Hambantota

District

54,685 9 130,442 14 212,476 22 314,516 29

Colombo

District

452,759 19 529,665 21 711,826 27 867,711 31

Sri Lanka 1,898,198 9 2,492,447 12 3,862,151 17 5,437,302 23

7.4 Scenarios for Benefit Cost Analysis

The basic economic scenarios tested will be tested for with 3rd scenarios which for

computation purpose referred to as the Hypothetical Cases I and II:

Base Case (without Hambantota Development Plan): The Base Case Scenario

will estimate traffic without the proposed Hambantota Development Plan and

assuming vehicle growth rates as indicated in Table 7-8 will continue in all other

areas of the country except in Hambantota District. Moreover, only the road

network excluding that which is proposed for the Hambantota Development Plan

would be assumed to be in place.

Proposed Case (with Hambantota Development Plan): This will assume all

development activities in terms of what has been discussed in Chapter 3 will be

carried out and that the proposed road network would be in place. It will be

based on vehicle growth rates indicated in Table 7-8.

Hypothetical Case I (Hambantota Development Plan without the Road

Network): This is only for purpose of identifying the differences in traffic level if

there is a scenario where there would be socioeconomic development without the

required road network development. This would indicate when compared with


7-16

Base Case the traffic levels due to the socioeconomic development only and

when compared to the Development Case the loss if the network is not in place.

Hypothetical Case II (Road Network without Hambantota Development Plan):

This is only for purpose of identifying the differences in traffic levels between that

which is due to network development and the generation of new activities. As

such it will be based on Base Case Scenario socio economic development and

Proposed Case scenario for road network development.

Table 7-10: Description of Testing Scenarios

RoadNetwork

Population & VehicleGrowth

Population VGRHDP SEDev

S1 Base CaseExisting +Expressways

Normal W/o changes inpopulation of growth rateto HDP

Normal Normal No

S2DevelopmentCase

Existing +Expressways+ HDPNetwork

With migration populationand higher Vehicle GR toHDP

with migrationpop growth inHDP

High Vehgrowthrates

includingHDPs

S3HypotheticalCase I

Existing +Expressways

With migration populationand higher vehicle GR toHDP

with migrationpop growth inHDP

High Vehgrowthrates

includingHDPs

S4HypotheticalCase II

Existing +Expressways+ HDPNetwork

Normal W/o changes inpopulation of growth rateto HDP

Normal Normal no

Table 7-11: Summary of Scenarios

HDP Road

NetworkMigration

Growth

Rate for

VoR

New Socio

Economic

Dev

S1 Base Case: No Project No No Normal No

S2 Full Development Case Yes Yes High Yes

S3 Hypothetical Case I No Yes High Yes

S4 Hypothetical Case II Yes No Normal No

7.4.1 Estimation Using TransPlan Traffic Demand Forecasting

The TransPlan demand estimation model has been used to estimate the demand for the

proposed scenario given above, taking into account the impact that the Hambantota

Development Plan will have on the entire national road network. These estimates will be

compared with the Base Case Scenario for purposes of estimating the benefits due from

the development.


7-17

The TransPlan demand estimation program has been used with the design criterion

given in Table 7-12, to estimate the future traffic estimates under the four scenarios

discussed earlier. The results of the Base Case forecast are given in Table 7-12, the

Development Case in Table 7-13 and the Hypothetical CasesI and II are given in Tables

7-14 and 7-15 respectively.

.

7.5 Generated Traffic

The total traffic for future years would be composed of three main categories, namely (a)

the traffic already existing on the road network; (b) the generated traffic that would arise

from the proposed development activities of the port, airport and other developments and

(c) the traffic that would be generated due to the development of the road network.


7-18

Table 7-12: TransPlan Estimates for Base Case Scenario (2012-2032)

Le n gth W idt h

R o a d N o . L ink N o km s 2 0 1 2 20 2 2 2 03 2 2 0 1 2 20 2 2 2 0 32 2 0 1 2 20 2 2 2 0 32 2 0 1 2 2 02 2 2 0 32

H 00 1 H0 0 1- 0 10 3 .11 16 .0 0 - - - - - - - - - - - -

H 00 1 H0 0 1- 0 20 3 .14 16 .0 0 - - - - - - - - - - - -

H 00 2 H0 0 2- 0 10 0 .59 39 .0 0 - - - - - - - - - - - -

H 00 2 H0 0 2- 0 20 3 .55 39 .0 0 - - - - - - - - - - - -

H 00 2 H0 0 2- 0 30 1 .40 39 .0 0 - - - - - - - - - - - -

H 00 2 H0 0 2- 0 40 7 .97 39 .0 0 - - - - - - - - - - - -

H 00 2 H0 0 2- 0 50 - - - - - - - - - - - - - -

H 00 2 H0 0 2- 0 60 - - - - - - - - - - - - - -

H 00 2 H0 0 2- 0 70 - - - - - - - - - - - - - -

H 00 3 H0 0 3- 0 10 - - - - - - - - - - - - - -

H 00 3 H0 0 3- 0 20 - - - - - - - - - - - - - -

H 00 3 H0 0 3- 0 30 - - - - - - - - - - - - - -

H 00 3 H0 0 3- 0 40 - - - - - - - - - - - - - -

H 00 4 H0 0 4- 0 10 - - - - - - - - - - - - - -

H 00 4 H0 0 4- 0 20 - - - - - - - - - - - - - -

H 00 4 H0 0 4- 0 30 - - - - - - - - - - - - - -

H 00 5 B4 2 7- 0 10 4 .92 5 .9 0 1 ,46 3 2 ,1 86 3,0 2 2 7 ,19 8 10 ,7 5 7 1 4 ,8 6 9 20 9 3 1 6 4 4 4 3 4 .44 34 .0 2 3 3.5 2

H 00 5 B4 2 7- 0 20 1 5 .58 4 .8 6 1 ,46 3 2 ,1 86 3,0 2 2 2 2 ,79 4 34 ,0 6 3 4 7 ,0 8 1 74 1 1 ,1 2 6 1 ,5 8 9 3 0 .77 30 .2 5 2 9.6 3

H 00 5 B4 2 7- 0 25 7 .00 5 .9 7 1 ,91 2 2 ,8 61 3,9 5 8 1 3 ,38 6 20 ,0 3 1 2 7 ,7 1 4 35 9 5 4 5 7 6 7 3 7 .32 36 .7 7 3 6.1 1

H 00 5 B4 2 7- 0 30 7 .51 5 .9 7 1 ,93 2 2 ,8 92 4,0 1 4 1 4 ,50 5 21 ,7 0 7 3 0 ,1 2 9 39 7 6 0 3 8 5 2 3 6 .58 36 .0 2 3 5.3 5

H 00 6 H0 0 6- 0 10 - - - - - - - - - - - - - -

H 00 7 H0 0 7- 0 10 - - - - - - - - - - - - - -

H 00 7 H0 0 7- 0 20 - - - - - - - - - - - - - -

H 00 7 H0 0 7- 0 30 - - - - - - - - - - - - - -

H 00 7 H0 0 7- 0 40 - - - - - - - - - - - - - -

H 00 7 H0 0 7- 0 50 - - - - - - - - - - - - - -

H 00 8 H0 0 8- 0 10 - - - - - - - - - - - - - -

H 00 8 H0 0 8- 0 20 - - - - - - - - - - - - - -

H 00 9 H0 0 9- 0 10 - - - - - - - - - - - - - -

H 01 0 B5 4 9- 0 10 5 .61 5 .3 4 1 ,91 4 2 ,8 47 3,9 5 8 1 0 ,73 1 15 ,9 6 5 2 2 ,1 9 7 39 7 6 0 5 8 6 7 2 7 .00 26 .3 8 2 5.6 1

H 01 0 B5 4 9- 0 15 0 .51 5 .3 4 1 ,67 1 2 ,4 92 3,4 3 7 84 9 1 ,2 6 6 1 ,7 4 6 2 9 4 4 6 2 2 9 .16 28 .6 1 2 7.9 7

H 01 0 B5 4 9- 0 20 8 .19 5 .3 4 1 ,19 4 1 ,7 72 2,4 7 0 9 ,77 2 14 ,5 0 2 2 0 ,2 2 2 32 7 4 9 1 6 9 6 2 9 .91 29 .5 3 2 9.0 7

H 01 0 B5 4 9- 0 25 2 .52 5 .3 4 1 ,39 1 2 ,0 61 2,8 7 7 3 ,51 0 5 ,1 9 9 7 ,2 6 0 11 8 1 7 7 2 5 2 2 9 .78 29 .3 4 2 8.8 0

H 01 1 H0 1 1- 0 10 - - - - - - - - - - - - - -

H 01 2 H0 1 2- 0 10 - - - - - - - - - - - - - -

A DT V e h icle K m s V e hic le H rs S pe e d


7-19

Len gth W idth

Road N o. L ink No km s 2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032

H 001 H001-010 3.11 16 .00 - - - - - - - - - - - -

ADT Veh icle Km s Vehic le H rs Speed

H 012 H012-010 - - - - - - - - - - - - - -

H 012 H012-020 - - - - - - - - - - - - - -

H 013 A002-830 0.76 7.00 1,101 1,632 2,307 841 1,247 1,763 25 38 54 33.42 33.16 32.82

H 013 A002-840 1.77 7.00 931 1,380 1,946 1,646 2,438 3,439 28 42 60 57.90 57.68 57.41

H 013 A002-845 2.11 7.00 532 783 1,132 1,123 1,655 2,392 19 29 41 58.09 57.97 57.80

H 013 A002-847 0.38 7.00 10,559 16,058 22,493 3,981 6,054 8,480 75 120 182 53.02 50.27 46.68

H 013 A002-850 6.07 7.00 10,520 15,991 22,430 63,879 97,096 136,196 1,200 1,922 2,901 53.25 50.52 46.94

H 013 A002-860 7.51 7.00 10,016 15,252 21,385 75,259 114,605 160,686 1,432 2,295 3,450 52.54 49.95 46.57

H 013 A002-870 4.92 7.00 3,729 5,522 7,614 18,360 27,189 37,493 334 502 707 55.02 54.12 53.05

H 013 A002-880 7.43 7.00 4,518 6,756 9,341 33,580 50,207 69,421 615 939 1,331 54.63 53.50 52.15

H 013 A002-890 3.79 7.00 4,799 7,152 9,940 18,209 27,134 37,713 326 497 710 55.78 54.59 53.13

H 013 A002-895 9.28 7.00 4,091 6,097 8,409 37,971 56,587 78,045 676 1,026 1,447 56.14 55.13 53.94

H 013 A002-900 1.80 7.00 4,679 6,956 9,613 8,427 12,528 17,314 150 228 323 56.14 54.99 53.60

H 014 B251-010 3.59 6.00 316 463 679 1,135 1,664 2,439 30 44 64 38.15 38.06 37.94

H 015 B563-010 8.44 6.00 1,163 1,732 2,421 9,815 14,623 20,444 201 301 424 48.93 48.60 48.21

H 015 B563-020 3.60 6.00 945 1,413 1,954 3,401 5,086 7,033 72 108 150 47.35 47.09 46.78

H 016 B562-010 3.82 6.28 533 784 1,129 2,036 2,992 4,309 37 54 78 55.61 55.48 55.29

H 016 B562-015 4.84 6.28 574 848 1,208 2,778 4,104 5,849 50 74 106 55.59 55.44 55.25

H 016 B562-020 10.86 6.28 - - - - - - - - - 55.62 55.62 55.62

H 016 B562-025 3.81 6.28 1,223 1,830 2,532 4,663 6,979 9,657 89 134 187 52.26 51.93 51.54

H 018 H018-010 - - - - - - - - - - - - - -

H 018 H018-020 - - - - - - - - - - - - - -

H 018 H018-030 - - - - - - - - - - - - - -

H 019 H019-010 - - - - - - - - - - - - - -

H 020 H020-010 - - - - - - - - - - - - - -

H 021 B548-010 5.48 4.99 1,328 2,026 2,845 7,276 11,101 15,587 233 361 517 31.24 30.75 30.17

H 021 B548-020 10.67 4.99 4,457 6,663 9,276 47,582 71,128 99,024 1,642 2,595 3,910 28.97 27.41 25.32

H 022 B567-010 10.84 2.84 269 401 552 2,916 4,342 5,984 200 301 420 14.61 14.45 14.26

H 022 B567-015 12.77 2.84 110 162 232 1,410 2,064 2,957 95 140 202 14.80 14.73 14.65

H 023 H023-010 - - - - - - - - - - - - - -

H 024 H024-010 - - - - - - - - - - - - - -

H 026 H026-010 - - - - - - - - - - - - - -

H 027 H027-010 - - - - - - - - - - - - - -

T otal 196.17 429,031 644,312 897,442 10,106 15,657 22,794


7-20

Table 7-13: TransPlan Estimates for Development Scenario (2012-2032)

W idth

Ro a d N o . L ink No 2 0 1 2 20 2 2 2 03 2 2 01 2 2 02 2 2 0 32 2 0 1 2 20 2 2 2 0 32 2 0 1 2 2 02 2 2 0 32

H0 0 1 H 00 1 -0 1 0 3 .11 1 6 2 ,52 3 5 ,0 90 8,0 6 2 7,8 5 3 1 5,8 4 6 2 5,0 9 7 11 3 2 3 1 3 6 9 6 9 .21 68 .6 7 6 8.0 3

H0 0 1 H 00 1 -0 2 0 3 .14 1 6 1 3 ,82 0 26 ,6 77 4 0,9 6 0 4 3,3 9 4 8 3,7 6 6 1 2 8,6 1 4 65 0 1 ,3 1 1 2 ,1 1 5 6 6 .78 63 .8 8 6 0.8 0

H0 0 2 H 00 2 -0 1 0 0 .59 3 9 5 ,01 3 9 ,7 69 1 5,5 0 7 2,9 7 8 5,8 0 3 9,2 1 1 3 3 6 4 1 0 2 9 1 .16 90 .7 5 9 0.2 5

H0 0 2 H 00 2 -0 2 0 3 .55 3 9 7 ,69 6 14 ,9 68 2 3,7 0 3 2 7,3 5 2 5 3,1 9 6 8 4,2 4 1 30 1 5 8 9 9 4 1 9 0 .93 90 .3 0 8 9.5 4

H0 0 2 H 00 2 -0 3 0 1 .40 3 9 1 2 ,60 2 23 ,1 05 3 5,4 2 1 1 7,6 5 5 3 2,3 7 0 4 9,6 2 5 19 5 3 6 1 5 6 1 9 0 .51 89 .5 9 8 8.5 0

H0 0 2 H 00 2 -0 4 0 7 .97 3 9 8 ,46 8 14 ,9 91 2 2,5 3 3 6 7,4 9 1 1 1 9,4 7 8 1 7 9,5 8 8 74 3 1 ,3 2 3 2 ,0 0 3 9 0 .86 90 .3 0 8 9.6 4

H0 0 2 H 00 2 -0 5 0 5 .06 3 9 9 ,41 1 17 ,0 80 2 5,8 9 4 4 7,5 8 3 8 6,3 5 8 1 3 0,9 1 9 52 4 9 5 8 1 ,4 6 5 9 0 .78 90 .1 2 8 9.3 4

H0 0 2 H 00 2 -0 6 0 2 .17 3 9 4 ,48 7 9 ,1 41 1 4,6 3 5 9,7 1 3 1 9,7 9 0 3 1,6 8 5 10 6 2 1 8 3 5 1 9 1 .21 90 .8 1 9 0.3 3

H0 0 2 H 00 2 -0 7 0 8 .61 3 9 4 ,13 2 9 ,2 30 1 4,5 9 3 3 5,5 8 1 7 9,4 6 9 1 2 5,6 4 9 39 0 8 7 5 1 ,3 9 1 9 1 .24 90 .8 0 9 0.3 3

H0 0 3 H 00 3 -0 1 0 2 .03 1 6 2 ,34 2 5 ,1 94 8,1 7 2 4,7 6 1 1 0,5 6 0 1 6,6 1 4 6 4 1 4 3 2 2 8 7 4 .22 73 .6 2 7 2.9 9

H0 0 3 H 00 3 -0 2 0 1 .98 1 6 4 ,25 1 8 ,9 71 1 3,9 3 3 8,4 0 4 1 7,7 3 5 2 7,5 4 5 11 4 2 4 4 3 8 4 7 3 .82 72 .8 1 7 1.7 4

H0 0 3 H 00 3 -0 3 0 5 .05 1 6 4 ,76 6 10 ,1 28 1 5,8 5 5 2 4,0 5 2 5 1,1 1 5 8 0,0 2 3 32 6 7 0 4 1 ,1 2 2 7 3 .71 72 .5 7 7 1.3 2

H0 0 3 H 00 3 -0 4 0 8 .65 1 6 37 6 8 04 1,2 2 7 3,2 5 4 6,9 6 0 1 0,6 2 1 4 4 9 3 1 4 3 7 4 .63 74 .5 5 7 4.4 6

H0 0 4 H 00 4 -0 1 0 2 .91 1 6 6 ,22 3 13 ,2 07 2 0,5 6 8 1 8,0 8 9 3 8,3 9 3 5 9,7 9 1 24 6 5 3 4 8 5 1 7 3 .40 71 .9 0 7 0.2 7

H0 0 4 H 00 4 -0 2 0 4 .15 1 6 6 ,08 0 12 ,0 73 1 8,5 3 7 2 5,2 1 4 5 0,0 6 7 7 6,8 7 4 34 3 6 9 4 1 ,0 8 7 7 3 .43 72 .1 4 7 0.7 2

H0 0 4 H 00 4 -0 3 0 6 .05 1 6 6 ,68 1 13 ,2 86 2 0,4 4 6 4 0,3 9 5 8 0,3 2 5 1 2 3,6 1 8 55 1 1 ,1 1 7 1 ,7 5 9 7 3 .30 71 .8 8 7 0.2 9

H0 0 5 B 42 7 -0 1 0 4 .92 7 1 ,67 3 2 ,5 76 3,6 2 1 1 5,8 1 6 2 4,3 5 3 3 4,2 3 3 32 2 5 0 1 7 1 2 4 9 .06 48 .6 2 4 8.1 0

H0 0 5 B 42 7 -0 2 0 1 5 .58 7 1 ,67 3 2 ,5 76 3,6 2 1 2 6,0 6 3 4 0,1 3 1 5 6,4 1 2 49 4 7 6 7 1 ,0 8 9 5 2 .73 52 .2 9 5 1.7 8

H0 0 5 B 42 7 -0 2 5 7 .00 7 2 ,28 5 3 ,5 09 4,9 2 3 1 5,9 9 6 2 4,5 6 9 3 4,4 7 0 30 2 4 6 9 6 6 7 5 2 .99 52 .3 9 5 1.6 9

H0 0 5 B 42 7 -0 3 0 7 .51 7 2 ,55 1 4 ,1 07 5,8 5 8 1 9,1 4 9 3 0,8 2 7 4 3,9 6 9 36 7 6 0 0 8 7 1 5 2 .13 51 .3 7 5 0.4 8

H0 0 6 H 00 6 -0 1 0 1 2 .25 1 6 2 ,59 0 5 ,2 88 8,0 6 4 3 1,7 2 2 6 4,7 6 6 9 8,7 7 0 42 8 8 8 0 1 ,3 5 3 7 4 .17 73 .6 0 7 3.0 1

H0 0 7 H 00 7 -0 1 0 4 .15 2 2 1 ,75 9 3 ,6 85 5,9 3 0 7,2 9 6 1 5,2 8 9 2 4,6 0 3 9 6 2 0 3 3 2 8 7 5 .67 75 .3 7 7 5.0 3

H0 0 7 H 00 7 -0 2 0 3 .73 2 2 2 ,70 4 5 ,9 02 9,5 4 7 1 0,0 9 3 2 2,0 2 8 3 5,6 3 0 13 4 2 9 4 4 7 8 7 5 .52 75 .0 3 7 4.4 7

H0 0 7 H 00 7 -0 3 0 0 .70 2 2 3 ,10 5 6 ,5 99 1 0,6 0 1 2,1 7 7 4,6 2 6 7,4 3 2 2 9 6 2 1 0 0 7 5 .46 74 .9 2 7 4.3 0

H0 0 7 H 00 7 -0 4 0 1 .65 2 2 1 ,74 9 3 ,5 65 5,7 6 3 2,8 7 7 5,8 6 4 9,4 8 0 3 8 7 8 1 2 6 7 5 .67 75 .3 9 7 5.0 5

H0 0 7 H 00 7 -0 5 0 1 .92 2 2 1 ,94 5 3 ,7 96 6,0 4 1 3,7 3 0 7,2 8 1 1 1,5 8 6 4 9 9 7 1 5 4 7 5 .64 75 .3 5 7 5.0 1

H0 0 8 H 00 8 -0 1 0 4 .15 1 6 1 ,77 1 4 ,2 56 6,8 9 0 7,3 4 2 1 7,6 5 1 2 8,5 7 4 9 9 2 3 9 3 9 0 7 4 .34 73 .8 2 7 3.2 6

H0 0 8 H 00 8 -0 2 0 4 .16 1 6 5 ,07 6 11 ,6 46 1 8,6 0 9 2 1,1 0 0 4 8,4 1 1 7 7,3 5 7 28 7 6 7 0 1 ,0 9 4 7 3 .65 72 .2 4 7 0.7 0

H0 0 9 H 00 9 -0 1 0 8 .02 1 6 1 ,83 0 3 ,7 19 5,6 8 1 1 4,6 8 1 2 9,8 3 0 4 5,5 6 4 19 8 4 0 3 6 2 0 7 4 .33 73 .9 3 7 3.5 2

H0 1 0 B 54 9 -0 1 0 5 .61 1 6 5 ,15 5 8 ,8 50 1 2,9 7 4 2 8,9 0 8 4 9,6 2 9 7 2,7 5 6 37 9 6 5 7 9 7 4 7 6 .37 75 .5 8 7 4.6 9

H0 1 0 B 54 9 -0 1 5 0 .51 1 6 4 ,24 1 7 ,5 10 1 1,0 1 0 2,1 5 4 3,8 1 5 5,5 9 3 2 7 4 9 7 3 7 8 .55 77 .8 6 7 7.1 0

H0 1 0 B 54 9 -0 2 0 8 .19 1 6 1 ,19 9 1 ,7 88 2,5 0 2 9,8 1 6 1 4,6 3 8 2 0,4 8 4 12 4 1 8 5 2 6 0 7 9 .19 79 .0 7 7 8.9 2

H0 1 0 B 54 9 -0 2 5 2 .52 1 6 1 ,73 8 2 ,9 85 4,3 8 4 4,3 8 5 7,5 3 2 1 1,0 6 0 5 5 9 6 1 4 1 7 9 .08 78 .8 1 7 8.5 2

H0 1 1 H 01 1 -0 1 0 1 .50 1 6 2 ,07 0 4 ,0 09 6,2 2 5 3,1 0 5 6,0 1 3 9,3 3 7 4 2 8 1 1 2 7 7 4 .28 73 .8 7 7 3.4 0

Lin kL en gt h

ADT V e h ic le Km s V e hic le H rs S pe e d


7-21

W idth

Ro a d N o . L ink No 2 0 1 2 20 2 2 2 03 2 2 01 2 2 02 2 2 0 32 2 0 1 2 20 2 2 2 0 32 2 0 1 2 2 02 2 2 0 32

H0 0 1 H 00 1 -0 1 0 3 .11 1 6 2 ,52 3 5 ,0 90 8,0 6 2 7,8 5 3 1 5,8 4 6 2 5,0 9 7 11 3 2 3 1 3 6 9 6 9 .21 68 .6 7 6 8.0 3

Lin kL en gt h


H0 1 1 H 01 1-01 0 1 .50 1 6 2 ,07 0 4 ,0 09 6,22 5 3,10 5 6,0 13 9,33 7 42 81 1 27 7 4 .28 73 .8 7 7 3.4 0

H0 1 2 H 01 2-01 0 3 .42 1 6 6 ,37 2 11 ,2 57 16,70 4 21,78 6 3 8,4 86 57,11 1 297 5 32 8 03 7 3 .37 72 .3 2 7 1.1 3

H0 1 2 H 01 2-02 0 4 .16 1 6 6 ,41 4 11 ,0 12 16,23 7 26,70 3 4 5,8 46 67,60 0 364 6 33 9 49 7 3 .36 72 .3 7 7 1.2 3

H0 1 3 A 00 2-83 0 0 .76 7 1 ,32 7 2 ,6 94 4,26 2 1,01 4 2,0 58 3,25 6 30 63 1 02 3 3 .31 32 .6 3 3 1.8 4

H0 1 3 A 00 2-84 0 1 .77 7 1 ,69 4 3 ,4 96 5,53 5 2,99 4 6,1 77 9,78 1 52 1 09 1 76 5 7 .53 56 .6 5 5 5.6 3

H0 1 3 A 00 2-84 5 2 .11 7 30 7 5 62 89 2 64 8 1,1 87 1,88 4 11 20 33 5 8 .20 58 .0 8 5 7.9 2

H0 1 3 A 00 2-84 7 0 .38 7 21 ,81 6 40 ,2 44 60,66 2 8,22 5 1 5,1 72 22,87 0 175 4 52 1 ,4 16 4 7 .10 33 .5 9 1 6.1 5

H0 1 3 A 00 2-85 0 6 .07 7 9 ,61 8 17 ,0 54 25,38 7 58,39 8 1 0 3,5 53 1 54,15 2 1 ,087 2 ,0 75 3 ,4 22 5 3 .73 49 .9 2 4 5.0 5

H0 1 3 A 00 2-86 0 7 .51 7 9 ,03 6 15 ,9 19 23,61 8 67,90 0 1 1 9,6 17 1 77,46 3 1 ,280 2 ,4 13 3 ,9 29 5 3 .06 49 .5 7 4 5.1 7

H0 1 3 A 00 2-87 0 4 .92 7 1 ,24 8 2 ,3 51 3,56 6 6,14 3 1 1,5 75 17,55 7 109 2 08 3 19 5 6 .23 55 .7 0 5 5.1 0

H0 1 3 A 00 2-88 0 7 .43 7 1 ,83 8 3 ,6 05 5,47 0 13,66 2 2 6,7 91 40,65 1 244 4 86 7 51 5 5 .95 55 .0 8 5 4.1 5

H0 1 3 A 00 2-89 0 3 .79 7 8 ,87 0 16 ,8 27 25,49 0 33,65 4 6 3,8 40 96,70 9 627 1 ,2 87 2 ,1 72 5 3 .69 49 .6 1 4 4.5 2

H0 1 3 A 00 2-89 5 9 .28 7 2 ,30 5 3 ,7 40 5,37 1 21,39 3 3 4,7 09 49,84 7 375 6 16 8 98 5 7 .02 56 .3 1 5 5.5 0

H0 1 3 A 00 2-90 0 1 .80 7 7 ,10 8 11 ,5 39 16,53 7 12,80 1 2 0,7 81 29,78 3 233 3 93 5 95 5 4 .91 52 .8 3 5 0.0 8

H0 1 4 B 25 1-01 0 3 .59 7 28 1 5 14 81 6 1,00 9 1,8 47 2,93 2 20 36 57 5 1 .72 51 .6 1 5 1.4 7

H0 1 5 B 56 3-01 0 8 .44 7 1 ,34 1 2 ,9 54 4,59 4 11,32 5 2 4,9 43 38,79 1 213 4 77 7 54 5 3 .05 52 .2 7 5 1.4 5

H0 1 5 B 56 3-02 0 3 .60 7 1 ,19 2 2 ,6 38 4,08 8 4,29 2 9,4 96 14,71 8 81 1 81 2 85 5 3 .13 52 .4 2 5 1.7 1

H0 1 6 B 56 2-01 0 3 .82 2 2 1 ,66 6 3 ,4 31 5,50 2 6,35 8 1 3,0 96 21,00 3 74 1 52 2 45 8 6 .40 86 .1 3 8 5.8 1

H0 1 6 B 56 2-01 5 4 .84 2 2 2 ,81 2 6 ,4 00 10,44 4 13,60 8 3 0,9 76 50,54 7 158 3 62 5 94 8 6 .22 85 .6 7 8 5.0 5

H0 1 6 B 56 2-02 0 1 0 .86 2 2 - - - - - - - - - 8 6 .22 86 .2 2 8 6.2 2

H0 1 6 B 56 2-02 5 3 .81 2 2 4 ,44 5 10 ,5 99 17,23 3 16,95 4 4 0,4 24 65,72 7 204 4 93 8 11 8 2 .99 82 .0 4 8 1.0 0

H0 1 8 H 01 8-01 0 5 .10 2 2 1 ,00 5 1 ,9 04 3,01 4 5,12 8 9,7 10 15,37 6 64 1 20 1 91 8 0 .76 80 .6 2 8 0.4 5

H0 1 8 H 01 8-02 0 2 .19 2 2 1 ,66 0 3 ,3 75 5,38 8 3,63 5 7,3 92 11,80 0 45 92 1 47 8 0 .66 80 .3 9 8 0.0 9

H0 1 8 H 01 8-03 0 3 .11 2 2 1 ,49 8 3 ,0 14 4,80 4 4,66 3 9,3 84 14,95 4 58 1 17 1 87 8 0 .68 80 .4 5 8 0.1 8

H0 1 9 H 01 9-01 0 1 0 .35 1 6 3 ,70 9 8 ,2 51 13,01 3 38,39 9 8 5,4 27 1 34,73 5 519 1 ,1 71 1 ,8 73 7 3 .94 72 .9 7 7 1.9 4

H0 2 0 H 02 0-01 0 1 6 .62 1 6 8 ,87 7 16 ,6 49 25,13 5 1 47,52 2 2 7 6,6 80 4 17,69 5 2 ,025 3 ,8 89 6 ,0 33 7 2 .83 71 .1 4 6 9.2 3

H0 2 1 B 54 8-01 0 5 .48 1 6 3 ,41 2 7 ,2 87 11,49 7 18,69 2 3 9,9 26 62,99 3 239 5 16 8 23 7 8 .23 77 .4 1 7 6.5 0

H0 2 1 B 54 8-02 0 1 0 .67 1 6 7 ,47 3 13 ,4 46 19,99 1 79,77 4 1 4 3,5 29 2 13,39 9 1 ,031 1 ,8 87 2 ,8 59 7 7 .37 76 .0 8 7 4.6 3

H0 2 2 B 56 7-01 0 1 0 .84 7 24 5 4 72 71 4 2,65 9 5,1 13 7,74 3 49 94 1 42 5 4 .73 54 .6 2 5 4.5 0

H0 2 2 B 56 7-01 5 1 2 .77 7 28 0 5 09 76 8 3,57 0 6,4 96 9,80 4 65 1 19 1 80 5 4 .71 54 .6 0 5 4.4 7

H0 2 3 H 02 3-01 0 9 .50 7 6 1 1 31 20 4 58 2 1,2 44 1,93 5 12 25 39 4 9 .84 49 .8 0 4 9.7 7

H0 2 4 H 02 4-01 0 9 .49 1 6 4 ,70 1 7 ,7 10 11,05 2 44,62 8 7 3,1 95 1 04,93 2 605 1 ,0 02 1 ,4 50 7 3 .73 73 .0 9 7 2.3 7

H0 2 6 H 02 6-01 0 3 .28 2 4 2 ,66 6 5 ,4 69 8,73 6 8,74 6 1 7,9 45 28,66 2 112 2 31 3 71 7 8 .21 77 .8 2 7 7.3 6

H0 2 7 H 02 7-01 0 1 0 .90 7 2 6 83 14 5 28 7 9 06 1,57 8 5 17 29 5 4 .57 54 .8 2 5 4.7 9

T ot al 3 63 1 ,2 97,33 0 2 ,4 5 6,0 05 3,7 35,00 9 1 8 ,676 36 ,05 8 5 7 ,0 62


7-22

Table 7-14: TransPlan Estimates for Hypothetical Scenario I (2012-2032)

Le n gth W idt h

Ro a d N o . L ink No km s 2 0 1 2 20 2 2 2 03 2 2 0 1 2 20 2 2 2 03 2 2 0 12 20 2 2 2 03 2 2 0 1 2 2 02 2 2 0 3 2

H0 0 1 H 00 1 -0 1 0 - - - - - - - - - - - - - -

H0 0 1 H 00 1 -0 2 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 1 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 2 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 3 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 4 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 5 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 6 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 7 0 - - - - - - - - - - - - - -

H0 0 3 H 00 3 -0 1 0 - - - - - - - - - - - - - -

H0 0 3 H 00 3 -0 2 0 - - - - - - - - - - - - - -

H0 0 3 H 00 3 -0 3 0 - - - - - - - - - - - - - -

H0 0 3 H 00 3 -0 4 0 - - - - - - - - - - - - - -

H0 0 4 H 00 4 -0 1 0 - - - - - - - - - - - - - -

H0 0 4 H 00 4 -0 2 0 - - - - - - - - - - - - - -

H0 0 4 H 00 4 -0 3 0 - - - - - - - - - - - - - -

H0 0 5 B 42 7 -0 1 0 9 .45 5 .9 0 69 5 1 ,0 76 1,4 9 7 6 ,57 3 10 ,1 6 9 1 4,1 4 8 18 8 2 93 4 1 1 3 4.8 8 34 .6 7 3 4 .4 2

H0 0 5 B 42 7 -0 2 0 1 5 .58 4 .8 6 69 5 1 ,0 76 1,4 9 7 1 0 ,83 3 16 ,7 5 9 2 3,3 1 6 34 6 5 40 7 5 8 3 1.3 1 31 .0 4 3 0 .7 4

H0 0 5 B 42 7 -0 2 5 7 .00 5 .9 7 1 ,54 0 2 ,4 80 3,5 1 4 1 0 ,78 3 17 ,3 6 3 2 4,6 0 7 28 7 4 69 6 7 6 3 7.5 4 36 .9 9 3 6 .3 8

H0 0 5 B 42 7 -0 3 0 7 .51 5 .9 7 1 ,57 8 2 ,5 40 3,6 1 3 1 1 ,84 1 19 ,0 6 4 2 7,1 1 5 32 2 5 26 7 6 2 3 6.7 9 36 .2 3 3 5 .5 9

H0 0 6 H 00 6 -0 1 0 - - - - - - - - - - - - - -

H0 0 7 H 00 7 -0 1 0 - - - - - - - - - - - - - -

H0 0 7 H 00 7 -0 2 0 - - - - - - - - - - - - - -

H0 0 7 H 00 7 -0 3 0 - - - - - - - - - - - - - -

H0 0 7 H 00 7 -0 4 0 - - - - - - - - - - - - - -

H0 0 7 H 00 7 -0 5 0 - - - - - - - - - - - - - -

H0 0 8 H 00 8 -0 1 0 - - - - - - - - - - - - - -

H0 0 8 H 00 8 -0 2 0 - - - - - - - - - - - - - -

H0 0 9 H 00 9 -0 1 0 - - - - - - - - - - - - - -

H0 1 0 B 54 9 -0 1 0 5 .61 5 .3 4 2 ,28 6 3 ,6 17 5,1 3 0 1 2 ,81 9 20 ,2 8 2 2 8,7 7 0 47 9 7 85 1,1 5 5 2 6.7 6 25 .8 5 2 4 .9 1

H0 1 0 B 54 9 -0 1 5 0 .51 5 .3 4 2 ,04 3 3 ,2 62 4,6 1 0 1 ,03 8 1 ,6 5 7 2,3 4 2 3 6 59 8 6 2 8.9 1 28 .0 9 2 7 .2 9

H0 1 0 B 54 9 -0 2 0 8 .19 5 .3 4 1 ,52 0 2 ,4 11 3,4 2 8 1 2 ,44 5 19 ,7 3 5 2 8,0 6 0 41 9 6 78 9 8 7 2 9.7 0 29 .1 1 2 8 .4 2

H0 1 0 B 54 9 -0 2 5 2 .52 5 .3 4 1 ,34 4 2 ,1 36 3,0 6 0 3 ,39 0 5 ,3 8 9 7,7 2 1 11 4 1 84 2 6 9 2 9.8 1 29 .2 9 2 8 .6 7



7-23

Le n gth W idt h

Ro ad N o . L ink No km s 2 01 2 20 2 2 2 032 2 0 12 202 2 2 03 2 20 12 20 22 2 03 2 2 01 2 2 022 20 3 2

H0 01 H 00 1 -0 1 0 - - - - - - - - - - - - - -

ADT V e h ic le Km s V e hic le H rs S pee d

H0 1 0 B 54 9 -0 2 5 2 .52 5 .3 4 1 ,34 4 2 ,1 36 3,0 6 0 3 ,39 0 5 ,3 8 9 7,7 2 1 11 4 1 84 2 6 9 2 9.8 1 29 .2 9 2 8 .6 7

H0 1 1 H 01 1 -0 1 0 - - - - - - - - - - - - - -

H0 1 2 H 01 2 -0 1 0 - - - - - - - - - - - - - -

H0 1 2 H 01 2 -0 2 0 - - - - - - - - - - - - - -

H0 1 3 A 00 2 -8 3 0 0 .76 7 .0 0 2 ,98 3 6 ,0 99 9,6 1 5 2 ,27 9 4 ,6 6 0 7,3 4 6 7 0 1 51 2 5 3 3 2.4 9 30 .8 7 2 9 .0 9

H0 1 3 A 00 2 -8 4 0 1 .77 7 .0 0 2 ,52 7 5 ,1 50 8,1 0 1 4 ,46 5 9 ,1 0 0 1 4,3 1 5 7 8 1 63 2 6 4 5 7.1 3 55 .8 3 5 4 .3 2

H0 1 3 A 00 2 -8 4 5 2 .11 7 .0 0 1 ,10 6 2 ,1 71 3,4 4 1 2 ,33 7 4 ,5 8 6 7,2 6 9 4 0 80 1 2 8 5 7.8 1 57 .3 0 5 6 .6 8

H0 1 3 A 00 2 -8 4 7 0 .38 7 .0 0 1 5 ,63 2 27 ,2 22 4 0,0 9 3 5 ,89 3 10 ,2 6 3 1 5,1 1 5 11 7 2 34 4 4 8 5 0.5 1 43 .8 1 3 3 .7 6

H0 1 3 A 00 2 -8 5 0 6 .07 7 .0 0 1 4 ,77 7 25 ,3 13 3 7,0 7 8 8 9 ,72 7 1 53 ,6 9 9 2 2 5,1 3 8 1 ,75 2 3 ,4 08 6,1 3 2 5 1.2 0 45 .1 0 3 6 .7 2

H0 1 3 A 00 2 -8 6 0 7 .51 7 .0 0 1 3 ,78 8 23 ,4 36 3 4,1 7 5 10 3 ,60 3 1 76 ,0 9 8 2 5 6,7 8 7 2 ,04 1 3 ,8 88 6,7 7 0 5 0.7 6 45 .2 9 3 7 .9 3

H0 1 3 A 00 2 -8 7 0 4 .92 7 .0 0 4 ,79 7 7 ,9 17 1 1,3 7 7 2 3 ,61 9 38 ,9 8 2 5 6,0 2 1 43 3 7 37 1,0 9 2 5 4.4 9 52 .9 0 5 1 .3 1

H0 1 3 A 00 2 -8 8 0 7 .43 7 .0 0 5 ,58 2 9 ,4 02 1 3,5 9 3 4 1 ,48 5 69 ,8 7 7 1 0 1,0 2 4 76 7 1 ,3 41 2,0 1 6 5 4.0 9 52 .1 1 5 0 .1 1

H0 1 3 A 00 2 -8 9 0 3 .79 7 .0 0 5 ,43 4 8 ,9 63 1 2,9 2 4 2 0 ,61 7 34 ,0 0 5 4 9,0 3 5 37 2 6 34 9 4 7 5 5.4 6 53 .6 5 5 1 .7 9

H0 1 3 A 00 2 -8 9 5 9 .28 7 .0 0 4 ,33 1 6 ,9 64 9,8 8 8 4 0 ,19 7 64 ,6 3 1 9 1,7 7 2 71 8 1 ,1 82 1,7 2 6 5 6.0 2 54 .6 8 5 3 .1 6

H0 1 3 A 00 2 -9 0 0 1 .80 7 .0 0 5 ,31 5 8 ,7 40 1 2,5 5 8 9 ,57 2 15 ,7 4 1 2 2,6 1 7 17 1 2 91 4 3 3 5 5.8 2 54 .0 6 5 2 .2 8

H0 1 4 B 25 1 -0 1 0 3 .59 6 .0 0 46 5 8 51 1,3 5 1 1 ,67 0 3 ,0 5 7 4,8 5 3 4 4 81 1 2 9 3 8.0 6 37 .8 5 3 7 .5 6

H0 1 5 B 56 3 -0 1 0 8 .44 6 .0 0 2 ,16 4 5 ,1 66 8,1 6 3 1 8 ,27 1 43 ,6 1 7 6 8,9 2 0 37 8 9 36 1,5 4 0 4 8.3 6 46 .6 0 4 4 .7 5

H0 1 5 B 56 3 -0 2 0 3 .60 6 .0 0 1 ,89 5 4 ,5 95 7,2 4 9 6 ,82 2 16 ,5 4 0 2 6,0 9 7 14 6 3 66 5 9 8 4 6.8 1 45 .2 4 4 3 .6 2

H0 1 6 B 56 2 -0 1 0 3 .82 6 .2 8 1 ,05 4 2 ,2 41 3,6 1 3 4 ,02 2 8 ,5 5 5 1 3,7 9 3 7 3 1 56 2 5 6 5 5.3 3 54 .6 9 5 3 .9 4

H0 1 6 B 56 2 -0 1 5 4 .84 6 .2 8 1 ,44 2 3 ,1 55 5,0 8 7 6 ,97 9 15 ,2 7 1 2 4,6 2 1 12 7 2 82 4 6 4 5 5.1 2 54 .1 9 5 3 .1 1

H0 1 6 B 56 2 -0 2 0 1 0 .86 6 .2 8 - - - - - - - - - 5 5.6 2 55 .6 2 5 5 .6 2

H0 1 6 B 56 2 -0 2 5 3 .81 6 .2 8 2 ,84 9 7 ,4 26 1 2,0 5 0 1 0 ,86 6 28 ,3 2 3 4 5,9 5 8 21 2 5 81 9 9 4 5 1.3 7 48 .7 7 4 6 .2 2

H0 1 8 H 01 8 -0 1 0 - - - - - - - - - - - - - -

H0 1 8 H 01 8 -0 2 0 - - - - - - - - - - - - - -

H0 1 8 H 01 8 -0 3 0 - - - - - - - - - - - - - -

H0 1 9 H 01 9 -0 1 0 - - - - - - - - - - - - - -

H0 2 0 H 02 0 -0 1 0 - - - - - - - - - - - - - -

H0 2 1 B 54 8 -0 1 0 5 .48 4 .9 9 3 ,35 8 6 ,6 50 1 0,1 7 3 1 8 ,39 8 36 ,4 3 7 5 5,7 3 7 61 8 1 ,3 29 2,2 7 5 2 9.7 9 27 .4 2 2 4 .5 0

H0 2 1 B 54 8 -0 2 0 1 0 .67 4 .9 9 6 ,33 2 11 ,0 83 1 6,2 4 4 6 7 ,59 2 1 18 ,3 1 2 1 7 3,4 0 6 2 ,44 2 4 ,9 81 9,7 5 0 2 7.6 7 23 .7 5 1 7 .7 9

H0 2 2 B 56 7 -0 1 0 1 0 .84 2 .8 4 67 2 1 ,2 79 1,9 2 7 7 ,28 0 13 ,8 5 8 2 0,8 8 7 51 6 1 ,0 35 1,6 7 3 1 4.1 1 13 .3 9 1 2 .4 9

H0 2 2 B 56 7 -0 1 5 1 2 .77 2 .8 4 15 5 2 71 4 0 8 1 ,97 4 3 ,4 6 4 5,2 0 6 13 4 2 37 3 6 1 1 4.7 4 14 .6 0 1 4 .4 4

H0 2 3 H 02 3 -0 1 0 - - - - - - - - - - - - - -

H0 2 4 H 02 4 -0 1 0 - - - - - - - - - - - - - -

H0 2 6 H 02 6 -0 1 0 - - - - - - - - - - - - - -

H0 2 7 H 02 7 -0 1 0 - - - - - - - - - - - - - -

T ot al 1 8 0 .93 1 0 8 ,35 8 1 92 ,6 89 2 8 5,4 5 6 55 7 ,38 8 9 79 ,4 9 2 1 ,4 4 1,9 9 6 1 3 ,43 9 2 5 ,6 27 4 3,3 5 1


7-24

Table 7-15: TransPlan Estimates for Hypothetical Scenario II (2012-2032)

Le n gth W idt h

Ro a d N o . L ink No km s 2 0 1 2 20 2 2 2 03 2 2 0 1 2 20 2 2 2 03 2 2 0 12 20 2 2 2 03 2 2 0 1 2 2 02 2 2 0 3 2

H0 0 1 H 00 1 -0 1 0 - - - - - - - - - - - - - -

H0 0 1 H 00 1 -0 2 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 1 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 2 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 3 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 4 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 5 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 6 0 - - - - - - - - - - - - - -

H0 0 2 H 00 2 -0 7 0 - - - - - - - - - - - - - -

H0 0 3 H 00 3 -0 1 0 - - - - - - - - - - - - - -

H0 0 3 H 00 3 -0 2 0 - - - - - - - - - - - - - -

H0 0 3 H 00 3 -0 3 0 - - - - - - - - - - - - - -

H0 0 3 H 00 3 -0 4 0 - - - - - - - - - - - - - -

H0 0 4 H 00 4 -0 1 0 - - - - - - - - - - - - - -

H0 0 4 H 00 4 -0 2 0 - - - - - - - - - - - - - -

H0 0 4 H 00 4 -0 3 0 - - - - - - - - - - - - - -

H0 0 5 B 42 7 -0 1 0 9 .45 5 .9 0 69 5 1 ,0 76 1,4 9 7 6 ,57 3 10 ,1 6 9 1 4,1 4 8 18 8 2 93 4 1 1 3 4.8 8 34 .6 7 3 4 .4 2

H0 0 5 B 42 7 -0 2 0 1 5 .58 4 .8 6 69 5 1 ,0 76 1,4 9 7 1 0 ,83 3 16 ,7 5 9 2 3,3 1 6 34 6 5 40 7 5 8 3 1.3 1 31 .0 4 3 0 .7 4

H0 0 5 B 42 7 -0 2 5 7 .00 5 .9 7 1 ,54 0 2 ,4 80 3,5 1 4 1 0 ,78 3 17 ,3 6 3 2 4,6 0 7 28 7 4 69 6 7 6 3 7.5 4 36 .9 9 3 6 .3 8

H0 0 5 B 42 7 -0 3 0 7 .51 5 .9 7 1 ,57 8 2 ,5 40 3,6 1 3 1 1 ,84 1 19 ,0 6 4 2 7,1 1 5 32 2 5 26 7 6 2 3 6.7 9 36 .2 3 3 5 .5 9

H0 0 6 H 00 6 -0 1 0 - - - - - - - - - - - - - -

H0 0 7 H 00 7 -0 1 0 - - - - - - - - - - - - - -

H0 0 7 H 00 7 -0 2 0 - - - - - - - - - - - - - -

H0 0 7 H 00 7 -0 3 0 - - - - - - - - - - - - - -

H0 0 7 H 00 7 -0 4 0 - - - - - - - - - - - - - -

H0 0 7 H 00 7 -0 5 0 - - - - - - - - - - - - - -

H0 0 8 H 00 8 -0 1 0 - - - - - - - - - - - - - -

H0 0 8 H 00 8 -0 2 0 - - - - - - - - - - - - - -

H0 0 9 H 00 9 -0 1 0 - - - - - - - - - - - - - -

H0 1 0 B 54 9 -0 1 0 5 .61 5 .3 4 2 ,28 6 3 ,6 17 5,1 3 0 1 2 ,81 9 20 ,2 8 2 2 8,7 7 0 47 9 7 85 1,1 5 5 2 6.7 6 25 .8 5 2 4 .9 1

H0 1 0 B 54 9 -0 1 5 0 .51 5 .3 4 2 ,04 3 3 ,2 62 4,6 1 0 1 ,03 8 1 ,6 5 7 2,3 4 2 3 6 59 8 6 2 8.9 1 28 .0 9 2 7 .2 9

H0 1 0 B 54 9 -0 2 0 8 .19 5 .3 4 1 ,52 0 2 ,4 11 3,4 2 8 1 2 ,44 5 19 ,7 3 5 2 8,0 6 0 41 9 6 78 9 8 7 2 9.7 0 29 .1 1 2 8 .4 2

H0 1 0 B 54 9 -0 2 5 2 .52 5 .3 4 1 ,34 4 2 ,1 36 3,0 6 0 3 ,39 0 5 ,3 8 9 7,7 2 1 11 4 1 84 2 6 9 2 9.8 1 29 .2 9 2 8 .6 7

H0 1 1 H 01 1 -0 1 0 - - - - - - - - - - - - - -



7-25

Len gth W idth

Road N o. L ink No km s 2012 2022 2032 2012 2022 2032 2012 2022 2032 2012 2022 2032

ADT Veh ic le Km s Vehic le H rs Speed

H010 B 549-025 2.52 5.34 1,344 2,136 3,060 3,390 5,389 7,721 114 184 269 29.81 29.29 28.67

H011 H 011-010 - - - - - - - - - - - - - -

H012 H 012-010 - - - - - - - - - - - - - -

H012 H 012-020 - - - - - - - - - - - - - -

H013 A 002-830 0.76 7.00 2,983 6,099 9,615 2,279 4,660 7,346 70 151 253 32.49 30.87 29.09

H013 A 002-840 1.77 7.00 2,527 5,150 8,101 4,465 9,100 14,315 78 163 264 57.13 55.83 54.32

H013 A 002-845 2.11 7.00 1,106 2,171 3,441 2,337 4,586 7,269 40 80 128 57.81 57.30 56.68

H013 A 002-847 0.38 7.00 15,632 27,222 40,093 5,893 10,263 15,115 117 234 448 50.51 43.81 33.76

H013 A 002-850 6.07 7.00 14,777 25,313 37,078 89,727 153,699 225,138 1,752 3,408 6,132 51.20 45.10 36.72

H013 A 002-860 7.51 7.00 13,788 23,436 34,175 103,603 176,098 256,787 2,041 3,888 6,770 50.76 45.29 37.93

H013 A 002-870 4.92 7.00 4,797 7,917 11,377 23,619 38,982 56,021 433 737 1,092 54.49 52.90 51.31

H013 A 002-880 7.43 7.00 5,582 9,402 13,593 41,485 69,877 101,024 767 1,341 2,016 54.09 52.11 50.11

H013 A 002-890 3.79 7.00 5,434 8,963 12,924 20,617 34,005 49,035 372 634 947 55.46 53.65 51.79

H013 A 002-895 9.28 7.00 4,331 6,964 9,888 40,197 64,631 91,772 718 1,182 1,726 56.02 54.68 53.16

H013 A 002-900 1.80 7.00 5,315 8,740 12,558 9,572 15,741 22,617 171 291 433 55.82 54.06 52.28

H014 B 251-010 3.59 6.00 465 851 1,351 1,670 3,057 4,853 44 81 129 38.06 37.85 37.56

H015 B 563-010 8.44 6.00 2,164 5,166 8,163 18,271 43,617 68,920 378 936 1,540 48.36 46.60 44.75

H015 B 563-020 3.60 6.00 1,895 4,595 7,249 6,822 16,540 26,097 146 366 598 46.81 45.24 43.62

H016 B 562-010 3.82 6.28 1,054 2,241 3,613 4,022 8,555 13,793 73 156 256 55.33 54.69 53.94

H016 B 562-015 4.84 6.28 1,442 3,155 5,087 6,979 15,271 24,621 127 282 464 55.12 54.19 53.11

H016 B 562-020 10.86 6.28 - - - - - - - - - 55.62 55.62 55.62

H016 B 562-025 3.81 6.28 2,849 7,426 12,050 10,866 28,323 45,958 212 581 994 51.37 48.77 46.22

H018 H 018-010 - - - - - - - - - - - - - -

H018 H 018-020 - - - - - - - - - - - - - -

H018 H 018-030 - - - - - - - - - - - - - -

H019 H 019-010 - - - - - - - - - - - - - -

H020 H 020-010 - - - - - - - - - - - - - -

H021 B 548-010 5.48 4.99 3,358 6,650 10,173 18,398 36,437 55,737 618 1,329 2,275 29.79 27.42 24.50

H021 B 548-020 10.67 4.99 6,332 11,083 16,244 67,592 118,312 173,406 2,442 4,981 9,750 27.67 23.75 17.79

H022 B 567-010 10.84 2.84 672 1,279 1,927 7,280 13,858 20,887 516 1,035 1,673 14.11 13.39 12.49

H022 B 567-015 12.77 2.84 155 271 408 1,974 3,464 5,206 134 237 361 14.74 14.60 14.44

H023 H 023-010 - - - - - - - - - - - - - -

H024 H 024-010 - - - - - - - - - - - - - -

H026 H 026-010 - - - - - - - - - - - - - -

H027 H 027-010 - - - - - - - - - - - - - -

T otal 180.93 108,358 192,689 285,456 557,388 979,492 1,441,996 13,439 25,627 43,351


7-26

7.6 Port Based Traffic

Much of the above mentioned generated traffic will be associated with the activities of

the proposed port. An attempt has been made to estimate this specifically with a view of

determining an estimate of heavy vehicles using the port. For this purpose, estimates of

traffic movements in and out of the Port of Colombo have been used21. The total

average flows in and out of each gate as recorded in that study are given in Table 6-16

below. While weekend traffic is low, the week day traffic levels show around 13,000

vehicle movements including 4,800 freight vehicle movements.

Table 7-17 shows the breakdown of these vehicles by gate and Table 7-18 shows the

breakdown by vehicle type. It also yields a unit rate for traffic movements per cargo

movements. Accordingly, it has been estimated that there are 34.9 two and there

wheeled vehicles per 1000 MT of goods movements while for four wheel passenger

vehicles the estimate is 39.5 vehicles. In the case of goods vehicles there are 29.1

small goods vehicles and 67.6 medium goods vehicles per 1000 MT of cargo movement

handled by the port. Additionally there are 1.12 container truck movements per

container movement in or out of the port.

Table 7-16: Average Daily Flows at Port of Colombo

GateWeekday Weekend

All vehicles Freight Vehicles All vehicles Freight vehicles

De Saram In 1,505 840 699 347

Out 1,349 614 739 273

Port In 1,673 1,122 782 487

Access Out 1,935 1,096 685 325

Export In 2,011 55 358 18

Out 1,679 119 556 39

JCT In 1,024 15 437 7

Out 494 89 187 4

Main In 502 15 111 13

Out 446 15 111 8

LB In - - - -

Out 515 155 163 58

All gates In 6,714 2,386 2,046 872

Out 6,417 2,440 2,087 706

21Source: Analysis of Traffic to Port of Colombo, University of Moratuwa, 2005.


7-27

It was found that 95% of the freight vehicles that have one of the trip ends in the port

have their other trip end within the Western Province. Of this, around 40% of the trips

are within the Colombo Municipal Council area. Furthermore, only around 40% of the

trip ends are outside Colombo District.

Table 7-17: Vehicle Entries per gate and vehicle movement rate at Port of Colombo

Gate Bicycle Motor - Cycle3- WheelerLight vehiclesBus Tractor Lorry smallLorry LargeTankers ContainersMain 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 95,846 169,180Port Access 12,270 155,145 6,271 170,141 10,361 1,091 14,451 102,248 15,269 602,856JCT 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) 2,000,000TEUs/YR 690,000

Vehicles per 1000MT 28.1 67.6Container Moves/TEU 1.12

5759300

34.9 39.5

This information is useful in determining the possible travel patterns that could be

expected once the Port of Hambantota is operational. Accordingly, it is reasonable to

estimate that 40% of the trips will leave the project impact area after having travelled

within the project area, while 60% of movements will travel wholly within the project area.

This can be considered as a very conservative estimate, made assuming that the railway

will be a competitive mode of transport between Colombo and Hambantota for both

goods and passenger transport. As shown in Table 6-18, there will be an estimated

33,206 daily vehicle movements within the Hambantota project area by the year 2032

due to the activity of the port. A vehicle-wise breakdown of this is also shown in Table 6-

18, which indicates that 7,994 would be container trucks while 4,041 would be tanker

movements within the project area.

Of this 40% or 13,282 vehicles would be leaving the project area mostly through the

ESH, A2 and A18 roads, which would be new or generated traffic.


7-28

Table 7-18: Estimation of Vehicle Movements from Port of Hambantota (2010-2040)

Estimated Traffic at Port of Hambantota2013 2020 2030 2032 2040

Dry and Break Bulk cargo (000 million) 2,745 8,889 13,405 13,815 15,456Vehicle Handling m(units 000) 110 213 224 220 203Liquid Bulk (Tonnes 000) - 4,090 8,340 8,626 9,770Containers (TEUs 000) - - 6,426 9,115 19,872Total 2,745 10,730 36,202 44,711 78,746

vehicles per2 & 3 Wheeler Vehicles 34.9 1000 MT 95,921 374,930 1,265,049 1,562,376 2,751,685Light 4 wheel vehicles 39.5 1000 MT 108,378 423,623 1,429,343 1,765,285 3,109,052Medium Trucks 28.1 1000 MT 77,211 301,798 1,018,295 1,257,627 2,214,955Large Trucks 67.6 1000 MT 185,598 725,456 2,447,757 3,023,059 5,324,266Tankers 72.2 1000 MT 89,148 348,458 1,175,731 1,452,066 2,557,405Container Trucks 1.1 per TEU - - 2,156,999 3,059,676 6,670,385

Total Vehs/Year 556,257 2,174,266 9,493,175 12,120,090 22,627,748

per day within HAD 365 days/yr 1,524 5,957 26,009 33,206 61,994

Leaving HAD 0.4 of total 610 2,383 10,403 13,282 24,798

Estimated Port Related Traffic in Hambantota Development Area Road Network

2 & 3 wheelers 263 1,027 3,466 4,348 7,539Light 4 wheel vehicles 297 1,161 3,916 4,912 8,518Medium Trucks 212 827 2,790 3,500 6,068Large Trucks 508 1,988 6,706 8,412 14,587Tankers 244 955 3,221 4,041 7,007Container Trucks - - 5,910 7,994 18,275

Total Vehs/Year 1,524 5,957 26,009 33,206 61,994

Vehicle Composition of above

2 & 3 wheelers 17 17 13 13 12Light 4 wheel vehicles 19 19 15 15 14Medium Trucks 14 14 11 11 10Large Trucks 33 33 26 25 24Tankers 16 16 12 12 11Container Trucks - - 23 24 29

Total Vehs/Year 100 100 100 100 100

7.7 Network Performance

A summary of the outputs as affecting the entire national road network as well as the

Hambantota road network as shown in Table 7-19.


7-29

Table 7-19: Network Statistics from TransPlan output

2012 2022 2032 2,012 2022 2032 2,012 2022 2032

Base Scenario

Link Flow 79,334 119,196 166,200 34,129,157 51,829,536 73,352,710 34,049,824 51,710,340 73,186,510

Speed 42.80 42.08 41.17 24.90 22.03 19.27 24.83 21.97 19.21

Veh Kms 429,031 644,312 897,442 72,400,839 109,453,703 153,288,227 71,971,808 108,809,391 152,390,785

Veh Hrs 10,024 15,312 21,797 2,908,156 4,967,735 7,953,602 2,898,131 4,952,422 7,931,805

Development Scenario - - -

Link Flow 269,285 515,213 789,160 34,471,424 52,581,896 74,541,892 34,202,139 52,066,683 73,752,733

Speed 70.08 69.09 67.91 25.86 22.98 20.20 25.58 22.65 19.87

Veh Kms 1,297,330 2,456,005 3,735,009 74,278,051 113,601,166 159,830,193 72,980,721 111,145,162 156,095,184

Veh Hrs 18,512 35,548 54,999 2,871,849 4,943,057 7,910,769 2,853,337 4,907,509 7,855,770

- - -

Hypothetical Scenario 1 - - -

Link Flow 108,358 192,689 285,456 34,314,291 52,269,450 74,055,122 34,205,934 52,076,761 73,769,666

Speed 42.28 40.63 38.59 24.86 21.94 19.13 24.78 21.85 19.04

Veh Kms 557,388 979,492 1,441,996 73,562,174 112,204,403 157,673,203 73,004,786 111,224,911 156,231,208

Veh Hrs 13,182 24,106 37,370 2,959,233 5,113,529 8,243,744 2,946,050 5,089,423 8,206,374

- - -

Hypothetical Scenario 2 - - -

Link Flow 191,633 303,329 482,549 34,310,664 54,525,230 87,048,341 34,119,031 54,221,901 86,565,792

Speed 70.36 69.88 69.06 25.89 22.72 19.05 25.67 22.52 18.87

Veh Kms 967,681 1,541,377 2,466,750 73,404,727 116,648,050 186,379,664 72,437,046 115,106,672 183,912,914

Veh Hrs 13,754 22,056 35,719 2,835,378 5,133,596 9,783,005 2,821,624 5,111,540 9,747,286

HDP Network SL Network SL Network w/ o HAD Network


7-30

7.8 Analysis of Scenarios

The four scenarios that have been examined above can be used to determine the effect

of the proposed Hambantota road network on the local traffic conditions as well as traffic

on the national road network as a whole.

The four scenarios identified as Base Case (B); Development Case (D), Hypothetical

Case I (H1) and Hypothetical Case II (H2) have been used to determine the following

conditions as shown in Table 6-20.

Base Case Condition (B): The Table 6-20 gives the performance of the road

network under the Base Case in terms of vehicle kms, vehicle hrs and average

network speed. Development Impact (D-B): The net impact of traffic due to the

development and the road network by deducting the traffic levels under the

Development Scenario from the Base Case Scenario.

Loss without Hambantota Road Network (D-H1): The loss from total development

impact estimated above as D-B, if the road network was not in place.

Impact Due only to Roads (H2-B): This would estimate the benefits that would

arise if only the road network was in place without the socioeconomic

development or the traffic that such development would generate. This would

provide a more accurate estimate of diverted traffic and a worst case scenario of

not having generated traffic.


7-31

Table 7-20: Analysis of Estimation Scenarios

2012 2022 2032 2,012 2022 2032 2,012 2022 2032

Base Case B 429,031 644,312 897,442 72,400,839 109,453,703 153,288,227 71,971,808 108,809,391 152,390,785

Development Impact D-B 868,299 1,811,692 2,837,567 1,877,212 4,147,463 6,541,966 1,008,913 2,335,770 3,704,399

Loss W/O HDP Roads D-H1 739,942 1,476,513 2,293,013 715,877 1,396,763 2,156,989 (24,066) (79,750) (136,024)

Impact only due to Roads H2-B 538,650 897,065 1,569,308 1,003,888 7,194,346 33,091,437 465,238 6,297,281 31,522,129

2012 2022 2032 2,012 2022 2032 2,012 2022 2032

Base Case B 10,024 15,312 21,797 2,908,156 4,967,735 7,953,602 7,953,603 7,953,604 7,953,605

Development Impact D-B 8,487 20,236 33,202 (36,307) (24,677) (42,833) (44,794) (44,913) (76,034)

Loss W/O HDP Roads D-H1 5,329 11,442 17,628 (87,384) (170,472) (332,975) (92,713) (181,914) (350,604)

Impact only due to Roads H2-B 3,730 6,744 13,922 (72,778) 165,861 1,829,404 (76,507) 159,117 1,815,482

2012 2022 2032 2,012 2022 2032 2,012 2022 2032Base Case B 42.80 42.08 41.17 24.90 22.03 19.27 24.83 21.97 19.21

Development Impact D-B 27.28 27.01 26.74 0.97 0.95 0.93 0.74 0.68 0.66

Loss W/O HDP Roads D-H1 27.80 28.46 29.32 1.01 1.04 1.08 0.80 0.79 0.83

Impact only due to Roads H2-B 27.56 27.81 27.89 0.99 0.69 (0.22) 0.84 0.55 (0.34)

HDP Network SL Network w/o HAD NetworkSpeed (Km/hr)

Vehicle Hours

Vehicle Kms

HDP Network SL Network SL Network w/o HAD Network

SL Network

HDP Network SL Network SL Network w/o HAD Network

7.8.1 Total Development Benefits

By computing the difference in performance between the Base Case and the

Development Case, the following observations can be made:

1. There is an increase in vehicle km on the Hambantota Development Project

(HDP) network of between 202 to 316 percent when compared to estimates

made for Base Case. This impact of the HDP development on Sri Lanka’s overall

national road network will be in the range of 3 to 4 percent with the SL network

outside the HDP area being impacted by around 1 to 2 percent. In other words it

means that the envisaged development will add between 1 to 2 percent increases

in traffic across the entire national road network over the design period of the

project.

2. In terms of average speeds, there is an increase in speeds in the HDP network

by around 26 to 27 km per hour, whereas in the rest of the national network this

increase has been between 0.6 to 0.7 kms per hour.

3. Since increase in speeds due to a new or rehabilitated network has led to an

increase in vehicle hours of between 85 to 152 percent for the HDP roads, the


7-32

impact for the entire SL network has been between 0 and 1 percent. These are

less than the rates of increase observed for vehicle km.

7.8.2 Generation Benefits Due to Road Network

By computing the difference between the Development Scenario and Hypothetical

Scenario 1, we estimate the loss of benefits that would accrue if the socioeconomic

development was in place, but the proposed HDP road network was not in place. This

could be assumed as the total benefits due to traffic that would be ‘lost’ due to the

absence of the road network. This is therefore the generated traffic due entirely to the

road being available. In this case, the following observations can be made:

1. There is between 81 to 85 percent loss in vehicle-km generated for the full

development scenario. This means that 81 to 85 percent of the generated

vehicle km would not take place unless the road network was there to make it

happen. When taking the entire SL road network as a whole, the loss would be

between 33 to 38 percent of the full development benefit. For the network

outside the HDP there is an increase in vehicle km possibly because without the

HDP roads in place, other parts of the network would be used in serving the

needs of the HDP development.

2. The average network speed for the HDP network falls by 1 to 3 km/ hr below the

Base Case levels under this scenario.

3. This is also confirmed further by the reduction of vehicle hours saved by the HDP

road network falling by between 53 to 63 percent of the vehicle hrs when

compared to the full development scenario. In the case of the SL network, the

vehicle hrs increase steeply signifying that there is a high impact on the rest of

the network illustrated by average speeds falling by about 0.8 km/ hr below the

Base Case.

7.8.3 Diverted Traffic

The diverted traffic can be estimated after examining how much increase in traffic will

occur when the HDP road network is added without any corresponding socioeconomic

development. The following observations can be made:

1. The generated traffic in the HDP network due to the development will range

between 126 to 175 percent of the Base Case.


7-33

2. The travel time increase in the HDP network will range from 37 to 64 percent with

speeds increasing marginally, while on the rest of the network, there will initially

be a 1 percent reduction but that which will eventually increase to 23 percent

when average speeds reduce by a further 0.2 km/ hr.

7.9 Traffic Levels

The following observations can be made regarding the traffic levels for the Development

Scenario (Table 7-13):

1. There would be only three links having a flow of more than 10,000 ADT in 2012.

These are the H001-020 and H002-030 links which are both near Siribopura

Junction and also A002-847 link which is near the Lewaya. By the year 2032,

these flows are expected to reach over 30,000 ADT.

2. By 2032, there would be 31 links (from a total of 67 links in the HDP road

network) that would have more than 10,000 ADT.

3. The maximum flow of 62,000 ADT can be expected by year 2032 on the link

A002-847 which is a short link of 380 m length in the town area.

The traffic levels on each link for the years 2012, 2022 and 2032 are given in Appendix

4. It can be seen that even by 2032 several of the roads will have traffic levels less than

10,000 ADT. Around 10% of the network length only will have ADT over 20,000.

7.10 Level of Service

The level of service of the HDP network for the different years is illustrated in Table 7-21

and in Figure 7-2. It can be seen that in 2012, around 43 of the 67 links experience a

LOS A which indicates under utilization even under Stage I road construction, while in

2032 only 13 links have LOS A. On the other hand 17 of the links will have LOS D or

LOS E conditions indicating capacity constraints. These are also shown in Appendix 5.


7-34

Table 7-21: LOS for Links in HDP network (Development Scenario – 2032)

Road No. Link NoLength

(km)

Width

(m)

Development Scenario

2012 2022 2032

H001 H001-010 3.11 16.00 A A B

H001 H001-020 3.14 16.00 C D E

H002 H002-010 0.59 39.00 A A B

H002 H002-020 3.55 39.00 A B C

H002 H002-030 1.40 39.00 B C D

H002 H002-040 7.97 39.00 A B C

H002 H002-050 B C D

H002 H002-060 A B C

H002 H002-070 A B C

H003 H003-010 A B C

H003 H003-020 B C D

H003 H003-030 B C D

H003 H003-040 A A A

H004 H004-010 B D E

H004 H004-020 B D E

H004 H004-030 B D E

H005 B427-010 4.92 5.90 A A B

H005 B427-020 15.58 4.86 A A B

H005 B427-025 7.00 5.97 A B B

H005 B427-030 7.51 5.97 A B B

H006 H006-010 A B C

H007 H007-010 A A A

H007 H007-020 A A B

H007 H007-030 A A B

H007 H007-040 A A A

H007 H007-050 A A A

H008 H008-010 A B C

H008 H008-020 B D E

H009 H009-010 A B B

H010 B549-010 5.61 5.34 B C D

H010 B549-015 0.51 5.34 B C D

H010 B549-020 8.19 5.34 A A A

H010 B549-025 2.52 5.34 A A B

H011 H011-010 A A A

H012 H012-010 A B C

H012 H012-020 A B C

H013 A002-830 0.76 7.00 A A B

H013 A002-840 1.77 7.00 A B B

H013 A002-845 2.11 7.00 A A A

H013 A002-847 0.38 7.00 E E E

H013 A002-850 6.07 7.00 C D E

H013 A002-860 7.51 7.00 C D E

H013 A002-870 4.92 7.00 A A B

H013 A002-880 7.43 7.00 A B B


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Road No. Link NoLength

(km)

Width

(m)

Development Scenario

2012 2022 2032

H013 A002-890 3.79 7.00 C D E

H013 A002-895 9.28 7.00 A B B

H014 B251-010 3.59 6.00 A A A

H015 B563-010 8.44 6.00 A A B

H015 B563-020 3.60 6.00 A A B

H016 B562-010 3.82 6.28 A A A

H016 B562-015 4.84 6.28 A A B

H016 B562-020 10.86 6.28 A A B

H016 B562-025 3.81 6.28 A B C

H018 H018-010 A A A

H018 H018-020 A A A

H018 H018-030 A A A

H019 H019-010 B C D

H020 H020-010 C D E

H021 B548-010 5.48 4.99 B C D

H021 B548-020 10.67 4.99 C D E

H022 B567-010 10.84 2.84 A A A

H022 B567-015 12.77 2.84 A A A

H023 H023-010 A A A

H024 H024-010 B C D

H026 H026-010 A B C

H027 H027-010 A A A


8-1

CHAPTER 8 PUBLIC & NON-MOTORISED

TRANSPORT

8.1 Introduction

As a part of this feasibility study, the Public Transport Network identification has been

carried out by the study team to investigate the potential links and nodes to connect

people and their interactions between activity zones in the project impact area as

identified in Chapter 3. In order to consider the contribution of the regional development

within the on-going national road network development and to ensure the overall

transport efficiency, it is obvious to accommodate different modes of transport, especially

public transport with priority measures, Non-Motorised Transport (NMT) in city areas as

well as rail connectivity to the major transport generators.

This investigation identifies the requirements for public transport, Non-Motorised modes

of transport and transfer terminals, whiles it focuses mainly on the followings:

Provision of a viable public transport (Transit) corridor

o Bus based transits

Ordinary buses

Superior Public Transports (BRT or LRT)

o Rail Based Transits (MRT)

o Domestic air travel

o Ferry Services

Maximum use of Non-Motorised transport

o Pedestrian and cycle access

Multimodal transfer terminals

World examples depict the fact that Public Transport has long had a role in improving

mobility of people and supporting urban and regional development. The current

developments taking place in Hambantota create high projections of population growth

and extended people movements in future. Such increasing roadway needs among


8-2

people increase their transport cost and make them think more about mobility

alternatives.

Developing country’s investment affordability, affordability of citizens to increase their

alternative mode choice and success story of public transport sustainability from other

cities would open up the option of accommodating Public Transport and NMT as mobility

alternative for RNHDP.

8.2 Field Observation

The study team of the University of Moratuwa has physically observed the impact area of

this study during their visits. The study team was able to observe the development

patterns and to establish a preliminary transit and NMT network along with transfer

terminals basically incorporating the development plans that have been considered over

the RDA proposals subsequent to the consultation of stakeholder agencies during the

second field visit.

The growing population of the region will consume more and more land over time and

the landscape within the development area will undergo a rapid transformation. The land

use pattern of the area is explained in the Table 3-3. It is found that 58 % of the land is

scrub and vacant whilst 24% of the land is covered by forest and sanctuaries. Though

the land space limitation appeared to be less at these base years, sooner it will be a key

issue with all the aforementioned developments geared to its ultimate operation.

In general, any growth plans, if implemented, will result in an increase in urbanised area.

While this phenomenon may not be different for this region, the observations made in

this area have brought the issue to the forefront of public awareness. During the process

of urbanisation, the disappearance of the rural land could be prevented by adopting

development standards intended to preserve rural character by requiring large lots and

low densities. However, the result will be a uniform blanket of suburban development,

rather than the preservation of genuine open space with historic, aesthetic and

environmental value.

Such low-density, dispersed development creates greater driving distances between the

places that people live, work, and shop. Additionally, as development will be spurred

further and further from core centre, commuters will spend more and more time in their

vehicles. Better road network decrease the time and cost of transportation within and


8-3

between developments areas, help families relocate from housing near their workplaces

to housing in the suburbs (job decentralisation followed), allow easy travel between

residential, commercial and industrial areas despite the considerable distances that often

separated them.

Based on few bad world examples like motorised oriented development in USA, a

proposal to make change to the pattern of development is appreciated by the study team

and, therefore, this study has identified that it is necessary to develop a transit network

plan and give provision of a viable public transport corridors and maximise the usage of

pedestrian and cycle access. A concept of livable city backed by a Transit Oriented

Development (TOD) is recommended.

8.3 Livable Compact City for Hambantota

Livability is defined as ‘quality of life’ as experienced by the residents within a city or

region and the quality of life is via better public transport provision and ‘walkable’ city

concept. This study has observed various residential and mix (residential plus other)

land-use, as shown in Figure 5-1 (Study Area with zoning of UDA) where few zones

have high potential to have a high population density in the future based on its spatial

location as well as induced land use demand will be created by the proposed public

transport network.

8.4 Population and Transit Demand

The major activity centres within the study area are observed concentrating in a triangle

made with three zones namely (1) Hambantota, (2) Mattala and (3) Meegahajandura.

The Hambantota zone consists of the Harbour Development, Administrative complex, etc

while the Mattala zone consists of the second international airport while the

Meegahajandura zone consists of the Cricket Stadium, Safari Park, etc. These three

identified zones are interconnected by two major transit routes (Route 1 and Route 2 as

shown below in Figure 8-2) formed in a “Y” shape.

Population estimates for Hambantota Development Area is given in Table 7-6 and the

information is reproduced below in Table 8-1 by considering the effective proportion of

trip interaction expected from estimated population by zones via major routes (interaction


8-4

insides the triangle). The Table 8-1 depicts the estimated population for base year 2012

and target year 2032, and the effective proportion of trip interaction among zones.

According to the observations made by the study team, the overall total population will

be 658,552 in year 2032 nearly double (97% increment) that of 2012.

The Table 8-1 is also estimates a Zonal Population (represents the effective population

that makes their trip between and within the three zones) and public transport demand

under the following assumptions:

a) Population generating trips within the triangle is varied (varied contributions are given

in the Table 8-1),

b) actual trip makers are only 50% of the effective population, and

c) modal share for public transport is 25%.

Table 8-1: Projected Population and Predicted Transit Demand

Zo

ne

AreasContribution

(%)2012* 2032*

Zonal

Population

Demand

for PT/day

1 Hambantota 100% 72,932 143,985 143,985 18,000

2Lunugamvehera 100% 29,451 52,076

66,665 8,333Tissamaharama 10% 8.446 14,589

3Meegahajandura 20% 11,519 31,761

47,338 5,917Ambalantota 10% 8,324 15,577

Total Effective Population 130,672 257,988

Percentile growth in population from baseyear

97%

8.5 Public Transport

The Public Transport Network development consists of four modes of transport. The first

is bus based public transport represented by ordinary buses, buses with priority

(Superior Public Transport) like Bus Rapid Transit (BRT) and Light Rail Transit (LRT) on

shared right of way. The second is rail based transit modes such as Mass Rapid Transit

(MRT). The other two modes would be domestic air services and ferry services.


8-5

8.5.1 Railway

Since SLR is planning for an extension to the existing coast line to Beliatta and thereafter

to Kataragama as a single track, the effect of this on the Hambantota Development Area

too should be considered. With single track operations, the modal split would be similar

to that of Galle-Colombo and Matara-Colombo. However, the expressway might be

cutting the travel time and costs down by nearly one half. As such, the proposed

contribution from railway would be moderate unless it is modernised to compete with the

expressways. However, if current operating practices were to continue it would not be

very much significant.

8.5.2 Domestic Air Travel

The other option available is the domestic air travel. However, the share of the domestic

air travel is not expected to be significant since the difference in overall travel time will be

only marginal when considering the access times to airports at Ratmalana or

Katunayake as well as to Mattala, that would be an hour or more and thus the total travel

time advantage would be just around 30 minutes or so. Therefore only a very small

percentage can be expected to opt for air travel in a scenario where the expressway is

also available.

8.5.3 Ferry Service

Ferry service is another option available and best suited for cruising and supporting the

leisure industry and tourist industry. As a general transit service it is not yet found to be

a formal mode of transport and it is not considered for this study. However, in the case

of goods transport, the railway and ferries can play a critical role.

8.5.4 Bus based public transport

The study has identified the bus based public transport as the system that carries the

major passenger demand associated with the region. It has been discussed in detail in

the rest of this chapter.

8.6 Public Transport Network

In order to accommodate the estimated public transport demand, as shown in Table 8-1,

and to eliminate any future deficiency in the system capacity, it is essential to eliminate


8-6

any imbalance in supply between motorised mobility and other more sustainable

mobility alternatives.

This study assesses the future needs and characteristics of the region, as discussed in

the above chapters, and identifies the areas where transit service appears to be feasible.

The following mobility alternatives as tabulated in Table 8-2 have been identified. There

are two different road networks, under public transport, identified for modes of BUS and

NMT, as depicted on a map given in Appendix-6. There are two major public transport

corridors (Route 1 and Route 2 as shown below in Figure 8-2) proposed and marked on

the map.

Table 8-2: Mobility Alternatives for Motorisation

System Network Distance/ (km)

Superior Public Transport (SPT) Priority bus ways/ BRT/LRT 37.5

Ordinary Buses (PT) Feeder bus/Loop bus 290.3

Non-Motorised Transport (NMT) Cycling/Walking 79.9

According to the urban development plan, as shown in Figure 5-2, and the total road

networks proposed herein this study, as shown in Appendix 2, the following routes are

identified as potential lines of passenger movements using those two different road

networks identified for PT and NMT in Table 8-2. The identified routes are shown in

Appendix-6 and the details are given in Table 8-3 which also shows the route numbers,

route name, and type.

Table 8-3 : Public and Non-Motorised Transport Routes

No. Route Route Name Alternatives *

1 HR02 Hambantota–Gonnoruwa–Megahajandura Road SPT / NMT

2 HR12 New Airport Access Road SPT

3 HR01 Outer Circular Highway NMT

4 HR07 Hambantota Bypass Road NMT

5 HR16 Sooriyawewa – Mirijjawila Road NMT

6 HR13 CGHW Road (from Hambantota to Weerawila) NMT

7 HR18 Arabokka- Siyabalagaswewa- Gonnoruwa Road NMT

8 HR25 Internal Road Grid in the City Area NMT

* Superior Public Transport (SPT), Non-Motorised transport (NMT)

8.6.1 Passenger Demand

As identified earlier, this study estimates its demand and necessary transit service

frequency based on the three zones, as mentioned in Table 8-1; (1) Hambantota, (2)


8-7

Mattala, and (3) Meegahajandura. As an approximation, the study has estimated the

transit passenger O-D demand (Origin and Destination demand: transit users interaction)

between zones by considering average demand generation and depicted in Table 8-4.

Table 8-4 : Transit User Origin and Destination (O-D) Estimation per day

O-DDestination

1 2 3

Origin 1 8,999 13,166 11,958

2 4,167 7,125

3 2,959

8.6.2 Transit Headway

Since the two major corridors connecting those three zones ((1) Hambantota, (2)

Weerawila and (3) Meegahajandura) is expected to operate under SPT (Superior Public

Transport) system, it is assumed to use high capacity buses like articulated buses and

assumed the comfortable carrying capacity of transit unit is 100 pax. Based on the

assumptions the transit headway averaged over day of operation is calculated and

tabulated in Table 8-5.

Table 8-5 : Transit Headway

Headway/(min)Destination

1 2 3

Origin 1 5 4 4

2 12 7

3 16

In this chapter, Superior Public Transport is exclusively identified for the two routes (1

and 2) that have a separate treatment under public transport provision. It is important to

note that there are other mixed-use (transit operations taking place along with all other

general vehicle) ordinary bus services in addition to the routes what is described in this

section. Therefore, the frequency especially from intra-zones will be served by mix-use

transit service as a feeder running along other routes.

8.6.3 Transit Modes

Bus Rapid Transit

One of the affordable and ideal alternative transit system best suiting for developing

countries transit is Bus Rapid Transit (BRT). BRT is a bus based rapid transit system

running on a separated bus lanes, possibly along the central median, enjoying its route


8-8

flexibility, and enhanced speed using lane separation and priority treatments. Figure 8-1

depicts a sample image from Crutiba – a World popular median bus lane BRT model.

BRT can operate in many different ways, from enhanced limited stop bus service or

express service to a service resembling LRT with an exclusive guide way and rail-type

stations. BRT is typically operated with buses that resemble light-rail vehicles that may

operate, at least partially, in their own right-of-way. BRT generally includes advanced

technologies that can improve the travel experience for riders, traffic signal priority,

station area amenities and real-time travel information. Well developed transit corridor

with high transit patronage can easily then converted to Light Rail Transit (LRT) which

can have comparably higher carrying capacity.

Figure 8-1: Crutiba – A World Popular Median Bus Lane BRT Model

Feeder Bus Service

Line-haul transits services like BRT operating along a separated bus lane would be

successful only if the system is fully integrated with efficient feeder systems. Feeder

systems can be provided typically by using existing bus services running along various

routes on mixed-use and feeding the passengers at BRT line by touching the line at

stations. Generally, the feeder system is not allowed to enter the line-haul bus lane.

The feeder service could be integrated in terms of its access also with NMT. Therefore,

the feeder system demands for easy and convenient transfer stations with aesthetic

design and user information.


8-9

8.6.4 Transit Routes

Two routes identified as Route 1 and Route 2 are the major transit corridors marked on

the map in Appendix 6. The details of each of these routes are described in the following

sections. The common portion of these two routes which is from Siribopura-Gonnoruwa

is the major development axis the functions of which are:

Service to provide access to administrative and commercial buildings

Promote high density residential and employment centres

Propose a superior public transport (SPT) corridor that later convertible to

BRT or LRT.

Route 1: Hambantota–Gonnoruwa–Meegahajandura Road (HR02)

Route 1 refers the line along road HR02 of Appendix 6 from junctions HX01 via HX02,

HX11 to Gonnoruwa where provision is given for expansion up to Meegahajandura

(HX22) via junctions HX07, HX03, and HX12. The detail information on its links and

nodes is given in Figure 8-2 below.

This route is one of the major accesses that would connect the regional administrative

centre to the rest of the region. It connects the heart of Hambantota with various other

activity centres, more specifically the Mattala International Airport, Sooriyawewa FTZ,

Cricket Stadium, etc. HR02 has been proposed as an urban development axis from

Siribopura to Gonnoruwa and a service road is provided to access the administrative and

commercial buildings. This corridor is intended to promote high density residential and

employment centres along it. The design provision is given to have a centre median

superior public transit corridor plus the service roads with NMT facilities. NMT facility

should be provided up to Gonnoruwa.

Route 2: New Airport Access Road (HR12)

Route 2 refers the line along road HR12 of the Hambantota Road Network as shown in

Appendix 6 which deviates from Route1 at Junction HX03 and is traced towards the

Mattala International Airport. As a new trace to provide access to the airport, it ends at

Lunugamwehera (HX13) via HX04. This corridor is also intended to promote high class

public transport corridor with centre median transit way.

Two high class line-haul public transport services could be operated along the major axis

HR02 up to Gonnoruwa (HX03) and then to split towards Meegahajandura and Mattala


8-10

International Airport. The Figure 8-2 depicts a sample route of operation that could be

offered with these two routes 1 & routes 2.

Figure 8-2: Sample operation routes for PT along Routes 1 and 2

8.7 Non-Motorised Transport

Hambantota region is historically identified as an area for tourist attraction due to its wild

life sanctuaries, beaches, etc. Along with the RNHDP development, the study team

intends to build on this tradition and to protect the regions’ identity by ensuring tourist

movements can be safely and effectively be accommodated within the road network.

Slow moving and environmental friendly modes of transport are required in and around

the areas which attracts tourists. Non-Motorised Transport (NMT) is recommended and

bicycling and walking are identified as the most demanding alternatives especially for

tourists. The NMT network is carefully developed by connecting land-use such as hotel

areas with the potential tourist attractions.

Cycling - The Hambantota development is taking place in a way that many activities are

concentrated around the new urban area so that it has the potential to become a

compact city with mix-land use. The team has identified this characteristic and proposes

a cycle path network to accommodate such short distance one or more cycle rental

service offered for the later group while the former one may use their own. Another

concern of cycling is the need to provide cycle lanes and locking systems to motivate

‘cycle-and-ride’ (park their cycle and ride on PT). A safe circulation path for cycling has

been developed and incorporated in the geometric designs of some selected routes.

Roads having cycle paths are shown in Appendix 6.

Walk way - Every transit rider is a pedestrian at some point during their travel

experience, whether it is walking to a bus stop, parking a bike near a transit station, or

walking from the bus/train to their final destination. If the pedestrian environment is

01 02 11 07 03

12 22

04 14


8-11

ignored, an area is not likely to see the development of a successful transit system.

While the study focused on ensuring a walk-able city, it is also focused on the potential

to increase the concentration of population and employment around the region as a

strategy to improve the region’s pedestrian activity. The study assumes that making the

region more pedestrian-oriented will be a key in developing a successful public transport

network in Hambantota region and thereby making it transport friendly and cost efficient.

8.7.1 Routes for Non-Motorised transport

As mentioned in the Table 8-3, there are six routes proposed for NMT, numbered as 3 to

8 excluding route 1 that has been designed for both SPT and NMT. They have been

identified based on their land use and the development plan. The NMT network is

recommended by the study team after taking in to account the following:

a) Provision of proper pedestrian and cycle accesses for those who reside in close

proximity to work such as between administrative centre and residential areas;

b) Concentration of residential development in tsunami housing areas to allow high

income people to reside close to work areas, so that traffic congestion can be

minimized;

c) Provision for short distance travel access between work and residences for those

who would otherwise use cars for travel to work;

d) Provision of a set of travel paths as bicycles and walkways for tourism; Tourism

related developments would include cycle tracks within the town area and

extending along Lewaya Road as well as to Walawe Left Bank Project areas to

promote eco-tourism.

Route 3: Outer Circular Highway (HR01)

Route 3 refers to the Ring Road HR01 shown in Appendix 6 from HX20 and including

junctions HX02 to HX09. It traces around the major activity centres and functions as a

ring road to bypass traffic from/to the following major connecting roads; CGHW Road,

Hambantota Bypass Road and Hambantota-Meegahajandura-Gonnoruwa Road. It also

acts as a collector for movements on the HR26 via residential and commercial zones

within the ring.

Public transport operates in mix-use manner along this route along with NMT facility.


8-12

Route 4: Hambantota Bypass Road (HR07)

Route 4 refers to the line along HR07 as shown in Appendix 6 (Proposed Roads Network

for Hambantota Development Plan) from junctions HX18 via HX05, HX08, HX09, and

HX01 to HX17. This route is the bypass road which earlier carried traffic on the A2

Road. This route connects the old A2 and the Hambantota city while providing access to

a rail-road inter-modal passenger transfer location at HX05.

The Extension of the Coastal Railway Line will provide for the large scale pilgrimage

traffic to Tissamaharama and Kataragama. The transport of freight from the seaport of

Hambantota to Galle, Colombo and the hinterland will be facilitated.

The major terminal at HX05 will act as major transfer for goods and people. The route

also pipes the traffic from A2 to airport via junction HX08. Along this route again at HX05

there is a botanical garden and a paddy field.

Route 5: Sooriyawewa – Mirijjawila Road (HR16)

Route 5 refers to the HR16 as shown in Appendix 6 (Proposed Road Network for

Hambantota Development Plan) starts from junctions HX05 and the above mentioned

transfer terminal. It will provide for farmers to access their paddy land as well as for eco-

tourists to tour around such areas using NMT facilities.

Route 6: CGHW Road (from Hambantota to Weerawila: HR13)

Route 6 refers to HR13 as shown in Appendix 6 (Public Transport & Non-Motorized

Transport Corridors) from Hambantota to Weligatta via junctions HX17, HX20 and HX36.

This route is established along historical locations and beside Hambantota old town and

beach. Therefore it has been proposed for development as a NMT facility corridor with a

mixed-use (transit operations taking place along with all other general vehicle; lanes are

shared by both buses and other vehicles) ordinary bus service (PT).

Route 7: Arabokka-Siyambalagaswewa-Gonnoruwa Road (HR18)

Route 7 refers to HR18 of the network given in Appendix 6 (Proposed Road Network for

Hambantota Development Plan) from junctions HX08 to HX07 via HX06 and HX21. This

route also traverses via paddy fields and touches the termination of the Southern

Highway. This route is also proposed to be facilitated with NMT. This route is proposed

as a part of a cycling loop composed of HR18, HR02, HR07, and/or HR26. This cycling


8-13

path is expected to attract tourists as it loops around different land use features including

areas where it may be possible to observe movements of wild elephants.

Route 8: Internal Road Grid in the City Area (HR25)

Route 8 refers to the road network formed within the high dense mix land use centre in a

grid form and it is referred to as HR25 in Appendix 6 (Proposed Roads Network for

Hambantota Development Plan). These routes functions as local access roads and

therefore are provided with NMT facilities to access the administrative centre, PT service

etc.

8.8 Public Transport Stations

The location of each of the potential transfer points along the total PT network has been

identified with respect to the following intersections; Bus - Bus and Rail - Bus. The study

has not considered the location of bus halts and confines itself to major transfer stations

and terminals.

8.8.1 Public Transport Terminals

The Figure 8-2 depicts the major two public transport corridors that have been identified

in which there are a few nodes. From Siribopura (HX01) to Gonnoruwa (HX03), the line

is a shared transit line. While Siribopura (HX01), Meegahajandura (HX22), and

Lunugamwehera (HX04) are terminals (end stations of SPT services), the junctions

HX11 and HX03 would become major transfer stations. Transfer stations could be one

or more of the following combination; Auto - PT (ordinary bus; Local or long-distance) -

SPT (superior buses; BRT) - Rail Service - Ports.

HX11 would function as a transfer terminal between private modes, SPT mode, and Rail

mode. HX03 would also function as a transfer station between Route 1 and Route 2

while HX04 would be considered as the access node to/from the airport. Table 8.6

summarises few identified stations (nodes) which serve for various purposes.

8.8.2 Cargo Terminals

There is another transfer station located at HX05 which connects the railway extension

with other activities like cargo movement from the sea port while HX04 serves as air

cargo terminal carrying out movement between Auto (Trucks) and Airlines.


8-14

Table 8-6: Transit Stations

No Service Types Station Transit Node

Public Transport Terminals

1 SPT End Terminals HX01, HX22, HX04

2 SPT ~ SPT Transfer HX03

3Rail ~ SPT ~ Auto (Southern

expressway access)Park & Ride HX06

4 Rail ~ Auto ~ NMT Park & Ride HX05

5 NMT Bicycle hiring point HX17

Cargo Terminals

6 Rail ~ Auto Sea Cargo terminal HX05

7 Airways ~ Auto Air Cargo terminal HX04

As the proposed road development study does not require a detailed study of the public

transport services, the focus has been limited to identification of public transport

corridors and terminal locations along with non-Motorised transport provision.


9-1

CHAPTER 9 SOCIAL ANALYSIS

9.1 Background

As discussed previously, steps have already been taken to develop Hambantota District

with a variety of physical and related economic infrastructure facilities, especially within

the Greater Hambantota Area. A number of major economic infrastructure projects

including an International Airport at Mattala, a Commercial Harbour, an International

Convention Centre and an International Cricket Stadium as well as few peripheral

development activities have been initiated at the moment. The proposed road

infrastructure facilities to develop Hambantota as a hub would facilitate the economic

development endeavours in the district.

The social assessment has been focused on evaluating the most likely impacts of the


economies. The likelihood impacts of the road construction and the development of

housing and other built-up infrastructure have also been analysed.

Information gathering was through Grama Niladharies, Samurdhi Niyamakas, Agriculture

Extension Officers, Development Officers attached to the respective Divisional

Secretariats as well as through the Community Leaders. The assigned field team had

made observations by walkthrough surveys along the candidate roads and by informal

discussions with the community members residing in the immediate vicinity of the roads.

9.2 Methodology of the Assessment of Potential Impacts

Both positive and probable negative impacts identified under the social assessment have

been evaluated as per the following parameters.

(a) Geographical areas (local and regional) served and population to be served in

the road command areas

(b) Livelihood activities and land use of the road command areas

(c) Land values in the vicinity of the road

(d) Economic centres served by the roads


9-2

(e) Nature of built up area affected and the probable negative impacts on the

housing and other buildings

(f) The significant religious and other public places connected to the roads

(g) Connectivity impacts of the roads

9.3 Populations Served along the Road Commands

The proposed road network stretches over eleven (11) DS Divisions attached to

Hambantota, Monaragala and Ratnapura Districts. Numbers of people that can be

served along the above road commands based on each DS Divisions are shown in

Figure 9-1.

Figure 9-1 : Populations Served along the Roads in Each DS Division


9-3

9.4 Agricultural Land Use Pattern

A significant land use feature observed in the vicinity of most of the roads was scrub

jungles in government land. Despite of the scrub jungles there are small scale

agricultural activities adjacent to many roads under consideration as listed in Table 9-1.

Table 9-1 : Agricultural Land Use Pattern

Principle Land Use Pattern Related Road Commands

Chena cultivation

Hambantota-Gonnoruwa-Meegahajandura Road

Udamattala-Thanamalwila Road

Internal Road Grid in the City Area

Paddy under small tank + Chena

cultivation

Outer Circular Highway

Andarawewa-Udamattala-Padawkema Road

Galwewa-Moraketiya Road

Sooriyawewa- Meegahajandura-Kumaragama Road

Chena cultivation + SugarUdawalawa – Thanamalwila Road

Embilipitiya-Moraketiya-Keiriibanwewa-Udamadura Road

Chena, Paddy, Banana

Bo-pale Junction-Kiribbanwewa Road

Road connecting the Walawe Left Bank Road to

Hambantota-Gonnoruwa- Meegahajandura Road

Mixed crops + Chena and Paddy

Connection between A018 road and Sooriyawewa-

Mirrijjawela Road (100ft. road)

Ranna-Angunakolapelessa-Wetiya Road

Lunugamvehera-Weligatta Road

Paddy under major schemes

Sooriyawewa – Padalangala Road

Sooriyawewa-Mirrijjawela Road

Lunugamvehera to Kataragama Road

Weerawila-7th

Colony Road

Mainly non-agriculture & marginal

agriculture

Hambantota Bypass Road

CGHW Road (243-km – 260km)

Lewaya Road

Internal road grid in the city area


9-4

The information on approximate percentages of land in the road vicinity with scrub jungle

as observed are listed in Table 9-2.

Table 9-2: Percentages of Land in the Road Vicinity with Scrub Jungles

Related Roads Percentages of Area with Scrub Jungles

Galwewa- Moraketiya Road

Embilipitiya-Moraketiya-Weli Ara Road

Lewaya Road

Sooriyawewa-Padalangala Road

Southern Expressway extension

New road from Hambantota to Gonnoruwa

Ranna-Angunakolapelessa Road

less than 25 %

Hambantota–Gonnoruwa-Meegahajandura Road

Andarawewa ( A018 & Walawe Road) Junction

Bo-Pale junction -Kiribbanwewa Road

CGHW Road

Sooriyawewa- Mirrijjawela Road

Wetiya to 100 feet Road

Lunugamvehera-Weligatta Road

Weerawila-7th Colony Road

between 25 % to 50 %

Sooriyawewa- Meegahajandura-Kumaragama

Road

Andarawewa- Udamattala and Padawkema Road

Udawalawa-Thanamalwila Road

Lunugamvehera-Kataragama Road

between 51 % to 75 %

Outer Circular Road

Hambantota Bypass Road

Udamattala-Thanamalwila Road

Walawe New Road

More than 76%

9.5 Real Estates Market of the Road Vicinity

The current development programmes in Hambantota area have impacted much on the

real estate property market. The perceived property values have escalated by more

than 10 times in many areas within a period of 3 to 4 years in the Greater Hambantota

area while there is no significant change in areas covering Udawalawa–Thanamalwila

Road, Wetiya-Angunakolapelessa-Ranna Road, Lunugamvehera-Kataragama Road and

Embilipitiya–Samagipura Junction Road.


9-5

Some people have assigned superfluously perceived values to their land located in

places such as in the vicinity of the proposed Airport, cricket ground and commercial

port. There were groups of people who have expressed different views and argued that

the current boom in land prices might go in to burst during the post construction era of

the ongoing major development projects. The unit used to express the land value in the

past (about 4 – 5 years ago) was acres but there is a trend at present to express land

values based on perches.

Table 9-3: Perceived/ Current Market Values with Market Values of Land before 3

Years

Road

Previous Market

Value (3 years ago)

– SLR/ Hectare

Perceived Value/

Current Market

Value – SLR/ Hect.

Multiplier

Outer Circular Highway 40,000 240,000 6

Hambantota – Gonnoruwa –

Meegahajandura80,000 – 200,000 320,000 – 400,000 2 - 4

Sooriyawewa – Meegahajandura –

Kumaragama2,000 – 4,000 80,000 – 240,000 40 - 60

Andarawewa – Udamattala –

Padawkema80,000 – 120,000 400,000 – 600,000 5

Udawalawa – Thanamalwila 80,000 280,000 3.5

Galwewa -Moraketiya 140,000 – 160,000 240,000 – 280,000 1.75

Hambantota By Pass Road 40,000 – 80,000 480,000 6 - 12

Road connecting the Sooriyawewa-

Mirrijjawela Road and Hambantota-

Gonnoruwa-Meegahajandura Road

2,000 120,000 60

Bopale Junction - Kiribbanwewa 80,000 – 120,000 200,000 – 320,000 2.5 – 2.7

Embilipitiya – Moraketiya –

Kiribbanwewa - Udamadura2,000 480,000 180

Airport Access Road 40,000 480,000 12

Udamattala – Thanamalwila 160,000 – 200,000 320,000 – 480,000 2 – 2.2

CGHW Road (243-km – 260km) 40,000 – 80,000 400,000 – 480,000 6 – 10

Lewaya Road 80,000 520,000 6.5

Sooriyawewa – Padalangala 40,000 – 80,000 200,000 – 320,000 4 – 5

Sooriyawewa – Mirrijjawela 20,000- 40,000 160,000 – 320,000 8

Southern Expressway Extension 20,000 320,000 – 400,000 16 - 20

Road connecting the Walawe Left

Bank Road to Hambantota-

Gonnoruwa- Meegahajandura Road

120,000 – 160,000 200,000 – 240,000 1.5 – 1.6

Connection between A018 road and


(100ft. road)

40,000 – 80,000 120,000 – 160,000 2 – 3


9-6

Road

Previous Market

Value (3 years ago)

– SLR/ Hectare

Perceived Value/

Current Market

Value – SLR/ Hect.

Multiplier

Lunugamvehera to Kataragama 120,000 – 160,000 240,000 – 280,000 1.75 – 2

Ranna - Angunakolapelessa - Wetiya

Road80,000 – 120,000 200,000 – 600,000 2 – 2.5

Lunugamvehera -Weligatta 80,000 – 120,000 600,000 – 320,000 1.75 – 3

Weerawila-7th Colony 30,000 160,000 – 240,000 5.3 – 8

Internal Road Grid in The city Area 20,000 120,000 6

9.6 Local Economic Centres Served by the Roads

Except for new roads, all other roads are the existing roads with few established local

economic centres to support community with routine business activities. The most

benefited economic centre is the weekly fair (known as “Sathi Pola” in local language).

Some roads serve more than one weekly fairs as shown in Table 9-.4.

Table 9-4: List of Roads Serving Weekly Fairs

Road Weekly Fairs Served

Outer Circular Highway Hambantota

Hambantota-Gonnoruwa-Meegahajandura Hambantota + Sooriyawewa

Sooriyawewa-Meegahajandura-Kumaragama Sooriyawewa

Andarawewa-Udamattala-PadawkemaSooriyawewa + Lunugamvehera +

Pannegamuwe

Udawalawa-ThanamalwilaUdawalawa + Fair at Plot 141/2 +

Thanamalwila

Galwewa-Moraketiya Sooriyawewa

Hambantota By Pass road Hambantota

Road connecting the Sooriyawewa- Mirrijjawela Road

and Hambantota-Gonnoruwa-Meegahajandura RoadSooriyawewa

Bo-Pale Junction- Kiribbanwewa Kiribbanwewa

Embilipitiya – Moraketiya – Kiribbanwewa -

Udamadura

Embilipitiya + Daranduwe +

Kiriibbanwewa + Fair at Plot 11/4

Udamattala-Thanamalwila Thanamalwila

CGHW Road (243km-260km)Hambantota + Pannegamuwe +

Lunugamvehera

Lewaya Road Hambantota

Sooriyawewa-PadalangalaSooriyawewa + Padalangala + Alibata

Ara

Sooriyawewa-Mirrijjawela Sooriyawewa

Southern Expressway Extension Ambalantota + Hambantota


9-7

Road Weekly Fairs Served


Hambantota-Gonnoruwa- Meegahajandura RoadHambantota + Sooriyawewa


Mirrijjawela Road (100ft. road)Barwakumbuka + Sooriyawewa

Lunugamvehera to Kataragama Pannegamuwe + Kataragama

Ranna-Angunakolapelessa-Wetiya RoadBarawakumbuka + Angunokolapallssa

+ Ranna

Lunugamvehera-Weligatta Pannegamuwa

Weerawila-7th Colony Pannegamuwa

Internal Road Grid in the City Area Hambantota

9.7 Nature of Built Up Area Affected and the Likelihood

Negative Impacts on Houses, Shops and Public Buildings

It has been observed that most of the considered roads run through less populated and

lightly built up areas and therefore, likelihood of demolishing or evacuation of buildings

will be less significant. The observations of the social field survey team at the adjacent

environment of each road are summarised in Table 9-5.

Table 9-5: Number of Buildings Likely to be Affected

Related Roads

Number of

Buildings

Affected

Number of

Shops

Affected

Number of

Common

Buildings

Affected

Galwewa-Moraketiya < 10 < 10

Hambantota By Pass Road < 10 < 10

Bo-Pale Junction- Kiribbanwewa < 10 < 10

Udamattala - Thanamalwila < 10 < 10

Lunugamvehera to Kataragama < 10 < 10

Outer Circular Highway < 10 < 10 < 5

Weerawila-7th Colony < 10 < 10 < 5


Sooriyawewa- Mirrijjawela Road (100ft. road)< 10 < 5

Lunugamvehera-Waligatta < 10 < 5

Sooriyawewa-Padalangala < 10

Sooriyawewa-Mirrijjawela < 10

Sooriyawewa - Meegahajandura 11-25 < 10 < 5

Udawalawa-Thanamalwila 11-25 < 10


9-8

Related Roads

Number of

Buildings

Affected

Number of

Shops

Affected

Number of

Common

Buildings

Affected

Hambantota-Gonnoruwa-Meegahajandura 26-50 < 10

Andarawewa-Udamattala-Padawkema 26-50 < 10 < 5


Udamadura26-50 26 - 50 < 5

CGHW Road (243km-260km) 26-50 26 - 50 < 5

Ranna-Angunakolapelessa-Wetiya 26-50 < 10 < 5

Lewaya Road < 10

9.8 Public Places Served by Proposed Candidate Roads

All these roads are connected to various other public places where communities need to

visit. Some places get benefited from more than one road. Table 9-.6 includes number

of places and related candidate roads.

Table 9-6: Public Places Served by Proposed Candidate Roads

No. of Public Places Related Candidate Roads

Less than 5

Andarawewa-Udamattala-Padawkema

Connection between A018 road and Sooriyawewa- Mirrijjawela

Road (100ft. road)

Bo-Pale Junction- Kiribbanwewa

Udamattala - Thanamalwila

Lewaya Road

Sooriyawewa-Padalangala

Southern Expressway Extension

Road connecting the Walawe Left Bank Road to Hambantota-


Lunugamvehera to Kataragama

Weerawila-7th Colony


6-10

Hambantota-Gonnoruwa-Meegahajandura

Sooriyawewa-Meegahajandura

Galwewa-Moraketiya

Embilipitiya-Moraketiya-Weliara

Sooriyawewa-Mirrijjawela

Connection between A018 road and Sooriyawewa- Mirrijjawela

Road (100ft. road)


9-9

No. of Public Places Related Candidate Roads

11-15Hambantota By Passs road

Ranna-Angunakolapelessa-Wetiya

15-20Udawalawa-Thanamalwila

CGHW Road (243km-260km)

9.9 The Significant Religious and Other Public Centres

Connected to Roads

Eleven (11) roads provide access to various religious places where local, regional,

sometimes national communities visit for religious activities. Some religious places have

access from several candidate roads in the proposed road list. Once these 11 roads

have been improved the religious places connecting them will have improved accesses.

The information on these religious places and connected candidate roads are shown in

Table 9-7.

Table 9-7: Religious Places Served by Proposed Candidate Roads

Road Religious Places

Hambantota-Gonnoruwa-Meegahajandura Gonnoruwa Temple

Bandagiriya Ancient Temple

Meegahajandura Temple

Andarawewa-Udamattala-Padawkema Katharagama Temple

Aluthgamara Temple

Udawalawa-Thanamalwila Katharagama Temple

Hambantota By Pass Road Katharagama Temple

Tissa Temple

Sithulpawwa Temple

Bo-Pale Junction- Kiribbanwewa Kiribbanwewa Temple


Udamadura

Embilipitiya Kawanthissa Temple

Kataragama Temple

Tissa Temple

CGHW Road (243km-260km) Kataragama Temple

Tissa Temple

Kirinda Temple

Sithulpawwa Temple

Southern Expressway Extension Kataragama Temple

Tissa Temple

Sithulpawwa Temple


Sooriyawewa- Mirrijjawela Road (100ft. road)

Madunagala Temple

Karandulena Temple


9-10

Road Religious Places

Lunugamvehera to Kataragama Kataragama Temple

Ranna-Angunakolapelessa-Wetiya Aluth Wewa Temple

Nimbamarama Kattakaduwa Temple

Ranna Temple

Mulkirigala Temple

Wewurukannala Temple

9.10 Connectivity Impacts of the Proposed Roads

The proposed road network would form a hub of interconnecting roads that are

connected to other roads in both local and regional levels. This network will create

socially and economically effective connectivity impacts in the area and thereby in the

country.

The local community/administrative units such as villages, GN Divisions and DS

Divisions are connected through several roads creating multiple connections to different

directions. For example, number of roads connected to DS Divisions ranging from 1-11.

This would offer direct and indirect benefit for people in these administrative units

through multiple roads.

The consultants have observed that many roads serve for more than one social or

economic centre such as weekly fairs called “Sathi Pola”, religious places or even public

institutions.

Considering the values of the parameters used for this rapid assessment and also based

on the views of the stakeholders as approached by the sociologist the roads can be

categorised in terms of their significance in certain aspects, such as their contribution to

the major development projects in the Greater Hambantota and its peripheral region,

contribution to the local community and also the degree of connectivity to the other part

of the country as whole. Depending on the understanding gained from the rapid survey,

a scoring system has been suggested ranging from1-6. The lower scores (figures)

represent higher degree of significance. The results of these simplified qualitative

analyses are shown in Table 9-8.


9-11

Table 9-8: Degree of Significance of the Roads Based on Different Aspects

Score More Important Nationally More important LocallyMore Important for Current and Future

Projects

1 Udawalawa -Thanamalwila Hambantota-Gonnoruwa-Meegahajandura Outer Circular Highway

Andara wewa –Udamaththala

Hambantota By Pass Road



2 CGHW Road (243km-260km)

Lewaya Road

Sooriyawewa - Meegahajandura

Udawalawa –Thanamalwila

Galwewa –Moraketiya




Sooriya wewa- Meegahajandura

Udawalawa –Thanamalwila

Udamattala- Thanamalwila

Lewaya Road




Sooriyawewa- Mirrijjawela Road (100ft. road)


3 Outer Circular Highway



Lunugamwehera to Kataragama

Andarawewa –Udamaththala


Udamattala-Thanamalwila


Sooriyawewa –Padalangala

Sooriyawewa- Mirrijjawela


Mirrijjawela Road (100ft. road)

Lunugamvehera- Weligatta




Sooriyawewa- Padalangala

Sooriyawewa –Mirrijjawela


Lunugamvehera- Weligatta


9-12

Score More Important Nationally More important LocallyMore Important for Current and Future

Projects

4 Hambantota-Gonnoruwa-

Meegahajandura

Sooriyawewa - Meegahajandura


Sooriyawewa- Padalangala

Sooriyawewa- Mirrijjawela

Ranna-Angunakolapelessa-

Wetiya

Lewaya Road






5 Lunugamvehera Weligatta


Outer Circular Highway



6 Andarawewa –Udamaththala

Bopale Juntion- Kiribbanwewa,

Udamattala-Thanamalwila,

Road connecting the Walawe Left


Gonnoruwa- Meegahajandura

Road

Connection between A018 road

and Sooriyawewa- Mirrijjawela

Road (100ft. road)


- -


10-1

CHAPTER 10 ECONOMIC BENEFITS

Benefits are categorised into quantifiable benefits as well as non-quantifiable benefits.

Non-quantifiable benefits may be items such as value of modernisation, reliability or for

social equity redress, all of which are very difficult to quantify. In order to arrive at a

conservative estimate for total economic benefits, such non-quantifiable benefits will be

ignored in favour of the quantifiable benefits.

Quantifiable benefits refer to those for which monetary values can be determined,

directly or by using reliable empirical models or other forecasting tools. Important

quantifiable benefits that are relevant to transport sector projects are described in more

detail below. In developed countries, most emphasis of improving transport facilities is

on saving time and, to a lesser extent, on reducing accidents, as infrastructure is largely

developed. In developing countries such as Sri Lanka, on the other hand, savings in

operating and maintenance cost, and provisions of basic access, are still important

objectives. Methods of calculating these benefits are discussed elsewhere22. A

summary of the discussions, are given below.

10.1 Vehicle Operating Cost Savings:

Savings in vehicle operating costs (VOC) are the most direct and one of the most

important benefits from transport improvements. These savings are mostly achieved by

upgrading technology; increasing speed; reducing congestion; reducing road roughness

and improving geometric design. The value of the savings is usually calculated as a

derivative of the vehicle specifications, road features, cost of operational inputs and

operating speed. VOC savings from a project are usually estimated by calculating the

differences before and after completion of the project concerned.23

22Assessing Public Investment in the Transport Sector, Kumarage et al, National Planning Department,

September 2001.23

Ibid


10-2

Table 10-1 : Economic Vehicle Operating Cost in Rs/km @ IRR =2

ModeOperating Speed (Km/hr)

30 40 50 60 70 80 90

Motor Cycles 2.59 2.5 2.49 2.51 2.54 2.57 2.6

Three Wheelers 6.09 5.67 5.48 5.4 5.35 5.33 5.33

Passenger Cars 35.66 28.16 24.53 24.65 24.79 24.97 25.20

Vans 25.37 23.19 22.00 21.33 20.99 20.87 20.96

Large Bus 56.98 50.22 46.55 44.55 43.64 43.57 44.17

2 Axle Truck 58.53 50.25 45.99 43.76 42.66 42.66 43.08

3 Axle Truck 76.89 70.43 66.99 65.22 64.61 64.95 66.16

Table 10-2 : Economic Vehicle Operating Cost in Rs/km @ IRR =4

ModeOperating Speed (Km/hr)

30 40 50 60 70 80 90

Motor Cycles 7.99 7.72 7.69 7.75 7.84 7.93 8.02

Three Wheelers 18.80 17.50 16.91 16.67 16.51 16.45 16.45

Passenger Cars 37.87 29.91 26.05 26.17 26.33 26.51 26.76

Vans 26.94 24.63 23.36 22.65 22.28 22.16 22.25

Large Bus 60.51 53.32 49.43 47.30 46.34 46.26 46.90

2 Axle Truck 62.15 53.36 48.83 46.46 45.30 45.30 45.74

3 Axle Truck 81.65 74.79 71.14 69.25 68.61 68.97 70.26

It can be seen that VOC savings range from 5 to 15% for most vehicle types across the

different ranges in operating speeds.

Vehicle operating cost are applicable only to diverted traffic since other traffic known as

generated traffic would be new traffic that does not exist on the road network at present.

As such the flows for each links for each of the forecast years of 2012, 2022 and 2032

are taken from the Diverted Traffic estimates provided in Table 7-16. The modal splits

for the forecasting period are assumed as follows and an average VOC calculated based

on this modal share.

Table 10-3: Modal Share for Forecast period

Mode Modal ShareMotor Cycles 10%Three Wheelers 10%Passenger Cars 35%Vans 15%Large Bus 10%2 Axle Truck 15%3 Axle Truck 5%


10-3

Vehicle Operating Costs are computed from two sources. The first is from the increase

in speeds enjoyed by the current Base Year Traffic on the current HDP road network.

The second is from the savings enjoyed by traffic diverted from the national network to

the proposed HDP network. A summary of this calculation is given in Table 9-5.

Table 10-4: Summary of VOC Savings

2012 2022 2032Pre DevelopmentTraffic on HDP by 2012 Vehicle kms/day 429,031 644,312 897,442

Speed (km/hr) 42.80 42.08 41.17Av VOC @ IRR4 (Rs/km) 32.07 32.18 32.33

Value/Day Rs mn 13.76 20.74 29.01

Traffic Diverting to HDP Vehicle kms/day 109,619 252,752 671,866Speed (km/hr) 24.83 21.97 19.21Av VOC @ IRR4 (Rs/km) 36.40 37.16 37.90

Value/Day Rs mn 3.99 9.39 25.46

Post DevelopmentTraffic on HDP by 2012 Vehicle kms/day 429,031 644,312 897,442

Speed (km/hr) 70.08 69.09 67.91

Av VOC @ IRR2 (Rs/km) 28.11 28.14 28.17Value/Day Rs mn 12.06 18.13 25.28

Traffic Diverting to HDP Vehicle kms/day 109,619 252,752 671,866Speed (km/hr) 70.08 69.09 67.91

Av VOC @ IRR2 (Rs/km) 28.11 28.14 28.17Value/Day Rs mn 3.08 7.11 18.93

TOTAL VOC Savings (Rs/mn) Traffic on HDP 1.70 2.61 3.73Traffic diverted to HDP 0.91 2.28 6.54

Total per day 2.61 4.89 10.26

Annual (Rs/Mn) 951.06 1,783.38 3,746.54

10.2 Travel Time Savings

Saving in travel time is a primary economic outcome sought in transport sector projects.

These savings are enjoyed by passengers as well as freight consignees. Savings

enjoyed by transport operators are usually included in the savings of vehicle operating

costs discussed in the next section. Time savings would be for travel savings of existing

trips.

10.2.1 Passenger Time Savings

The value of saving travel time of a passenger can vary with (a) hourly income; (b) the

purpose of the trip and (c) the quantum of travel time saved. The average Value of Time


10-4

(VOT) for passengers by mode of transport for 2010 prices have been calculated based

on VOT computation for passenger travel in Sri Lanka24.

Table 10-5: Value of Time for Transport User Groups (in 2010 Rs/Hour)25

User Group Rs/hr

Car 406.95

Van 153.27

Motor Cycle/Three Wheelers 42.82

Public Transport 37.19

Travel Time Savings are applicable only to diverted traffic since other traffic known as

generated traffic would be new traffic that does not exist on the road network at present.

As such the flows for each road and link for each of the forecast years of 2012, 2022,

and 2032 are taken from the traffic estimates provided in Table 6-19. The modal splits

are assumed to be as given in Table 10-3 for the design period. Vehicle Occupancy is

also assumed as cars 2.2; motor cycles/ three wheelers 1.2, vans 4 and buses 32

passengers per vehicle. These are based on observations at traffic counts and

published national Vehicle Occupancy Rates.26 The weighted average VOT per vehicle

hour is therefore calculated to be Rs 534.59 in 2010 prices.

Table 10-6: Travel Time Savings

2012 2022 2032

Vehicle Hrs saved/day 3,730 6,744 13,922

Annual Saving (Rs/mn) 728 1,316 2,717

10.2.2 Freight Time Savings

In this case, the time loss can lead to two different types of economic consequence; (a)

having to carry higher inventory levels and (b) losses sustained by perishable

commodities such as vegetables, milk, etc. The method of calculating values and

typical commodities in road freight transport in Sri Lanka may be referred.27 Accordingly,

an average consignment value of Rs. 120 per tonne-hour and an average truck load of 2

24Ibid

25Table will be duly filled in the Draft Final Report

26Ibid

27Ibid


10-5

tonnes have been used given that there are many light goods vehicles of capacity less

than 4 tonnes. .

Table 10-7: Freight Time Savings

2012 2022 2032

Vehicle Hrs saved/day 746 1,349 2,784

Annual Saving (Rs/mn) 65 118 244

10.3 Socio-Economic (Regional) Development

Transport infrastructure is a prerequisite for socio-economic development. This is also

referred to as regional development. This is illustrated by the new commercial,

industrial, residential and agricultural activity that often springs up after a project is

implemented. Transport projects, however, do not guarantee that such development will

occur. Availability of other factors of development, supporting infrastructure (e.g.,

electricity), and government policies also play a role. If development is dependent on

investment in non-transport infrastructure, net benefits should not all be credited to the

transport project, but must be apportioned in some way. Furthermore, transport projects

generally would have less effect on economic development where adequate services are

already available than where services are poor or non-available.

It is difficult to measure the contribution of transport projects on economic development.

It usually demonstrated in a transport project through an increase in travel volumes.

Either a consumer surplus or producer surplus or a combination of both causes this

phenomenon. This new (i.e. increase of) travel is referred to as generated or induced

traffic. However, the increase in traffic itself has no economic value. It is nevertheless,

an indication of increased economic activity in the region.

There are different approaches to estimating the contribution of a transport project to

such a development, although, the methods of valuing regional benefits are less straight

forward than in the case of other benefits. The general, approach is to estimate the

value of the producer or consumer surpluses, as the case may be, that has caused the

increased travel. Thereafter, to apportion a part of such surpluses as economic benefits

due to transport. This proportion could be equated to the proportion of the contribution of


10-6

transport sector (or road sector) to Gross Regional Development Product or any other

valid basis.

Productivity improvements arising from transport projects are also economic benefits.

For example, improved transport service may make it possible for industry to attract

skilled workers from greater distances, allowing production to be increased.

Alternatively, workers may be less tired and therefore more productive on the job and

less likely to make mistakes. On the other hand, business may be able to achieve

greater economies of scale because materials can be brought in at lower cost.

Table 10-8: Regional Benefits Rs mn28

2012 2022 2032

New Vehicle kms 739,942 1,476,513 2,293,013

New Vehicle Hrs 5,329 11,442 17,628

Regional Benefit (Rs/mn/yr) 1,092 1,934 3,035

The Regional Benefit arising from the Hambantota Road Network has been estimated

using the quantum of generated traffic. It is assumed that this traffic will be entirely due

to regional development. It may be assumed that the value of such inputs must be at

least equal to the cost of the new transport.

This includes the cost of vehicle operating costs and travel time costs. Based on the

premise that the contribution of transport activity will be valued at a total of Rs 3,035

million by the year 2032, based on the consideration that the contribution or the value

addition to GDP by the project would be worth at least 12% of the total regional growth.

10.4 Summarised Benefits for all Scenarios

The total benefits calculated for the years 2012, 2022 and 2032 for the Proposed

Development Scenario assuming that income levels will also be assumed to increase

also at 8% per annum is given in Table 10-9.



10-7

Table 10-9: Summary of Benefits (Rs Mn in Current Year Prices) 29

2012 2022 2032

Savings in Vehicle Operating Cost1,109 4,491 20,368

Passenger Travel Time Savings849 3,314 14,769

Freight Travel Time Savings76 297 1,325

Regional Benefits1,092 4,871 16,498

TOTAL3,127 12,973 52,960



11-1

CHAPTER 11 ECONOMIC COSTS

The costs of construction for Stage II are discussed as follows:

11.1 Land Acquisition & Resettlement

The land acquisition and resettlement costs of the highway is estimated based on the

information gathered from following sources;

Topographic Maps of both 1:50000 and 1: 10000 (electronic files and hard

copies)

GIS data base available in Department of Transport and Logistics Management

UoM

RDA Land Division (Data collected in year 2007)

UDA unpublished reports

Field information collected from socio economic survey

The different land use within the proposed road corridors within their right of ways

(ROW) were obtained using GIS maps and 1:50,000 topographical maps. Then the

required land acquisition for the development was taken as the land area between the

proposed ROW and the existing ROW. The percentages of different land use by length

along each road are given in Table 11-1. There was no specific and authoritative source

to obtain land values for different areas. The land values were obtained as the market

prices for the current year from the rapid socio-economic surveys carried out at site for

all the selected roads for improvements. The total economic cost of land acquisition has

been estimated at Rs. 1,319,020,259

11.2 Resettlement Costs

The total number of houses affected by the improvements of the road network has been

computed as 259, those are within the ROW of the proposed road improvements.

Majority of the affected houses in the area are single storied houses. Therefore, a flat

rate for the resettlement has been applied in the estimates. The resettlement cost

includes the costs of the demolition of existing structures, reconstruction and the lands

for new construction of houses for the affected families. The cost of the new land extent


11-2

of 20 perches has been assumed for estimation of the resettlement cost within the

Greater Hambantota Development Area. The total value for resettlement cost is

estimated as Rs 547,918,750.

Table 11-1 : Percentage Land Use by Length along the Road

HR01 Outer Circular Highway 0 0 0 0 56 0 18 25HR02 Hambantota – Gonnoruwa – Megahajandura Road 12 6 4 5 56 0 11 7

HR03 Sooriyawewa – Meegahajandura –Kumaragama Road 13 14 8 0 30 0 33 2HR04 Andarawewa – Udamattala – Padawkema Road 6 0 7 15 56 0 10 7HR05 Udawalawe – Thanamalwila Road 19 3 0 6 56 0 10 6HR06 Galwewa Junction -Moraketiya Road 27 10 10 0 22 0 27 4HR07 Hambantota Bypass Road 14 2 30 10 27 0 18 0

HR08 Nabodagaswewa-Swodagama-Andarawewa Road 0 1 9 12 0 68 0 9HR09 Bopale Junction - Kiribbanwewa Road 17 0 17 0 5 0 61 0HR10 Embilipitiya – Moraketiya – Kiriibbanwewa - Udamadura Road 34 31 8 0 0 0 27 0HR11 Airport Central Access Road 0 0 0 0 100 0 0 0

HR12 New Airport Access Road 20 0 1 5 62 0 8 4

HR13 CGHW Road (from Hambantota to Thanamalwila) 38 26 9 3 7 1 16 1HR14 Lewaya Road 58 31 0 0 12 0 0 0HR15 Sooriyawewa – Padalangala Road 43 0 16 0 0 0 41 0HR16 Sooriyawewa – Mirijjawila Road 11 0 1 13 30 0 45 0

HR17 Extension of Southern Expressway - - - - - - - -

HR18 Arabokka-Siyabalagaswewa-Gonnaruwa Road 0 0 0 0 66 0 34 0

HR19 Wetiya -Mahapalassa-Nabodagaswewa Road 10 0 10 9 49 5 17 0HR20 Lunugamvehera - Kataragama Road 3 14 9 0 13 0 50 11HR21 Ranna - Angunakolapelessa - Wetiya Road 54 0 42 0 4 0 0 0HR22 Lunugamvehera -Weligatta Road 3 25 0 0 41 0 26 5HR23 7th Colony-Weerawila Road 31 0 34 0 5 0 31 0HR24 Udamattala – Thanamalwila Road 6 6 0 0 81 0 4 4HR25 Internal Road Grid in the City Area 0 0 0 0 92 0 8 0HR26 Southern Expressway Access Road - - - - 42 - 58 -

HR27 Walawe Project Road - - - - 83 - 17 -

18 9 8 4 32 3 22 4Total

Road NameNo

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11.3 Earth works

The earth works include, site clearing, excavating and removal of unsuitable materials,

embankment filling with cut materials and imported materials with CBR above 8 and sub

base construction with Type I materials with CBR above 20. The total volumes of earth

work required for excavation and removal, embankment fill together with the

excavatedmaterial and imported material and imported material for sub base are shown

in Table 11-2. The total estimated cost is Rs 8.207 billion.


11-3

Table 11-2: Estimation of Cut and Fill volume

No Item Unit QtyRate

(Rs)Amount (Rs)

1 Site Clearing m² 8,730,089 120 1,047,610,680

2 Cut and Removal of unsuitable materials m³ 2,619,027 353 923,570,271

3 Embankment Filling with Type II Material m³ 4,105,797 806 3,308,785,695

4Sub Base Construction with Type I

Materialm³ 2,514,297 1164 2,926,769,944

TOTAL 8,206,736,590

11.4 Drainage

The quantities for the drainage system with built-up drains with reinforced concrete and

earth drains for road drainage, lead away drainage are calculated based on linear meter

rate after identifying the cut and fill lengths based on the land use for each section of the

highway. The cost of the drainage system was estimated as Rs. 2.344 billion.

Table 11-3: Cost of Drainage


(Rs)Amount (Rs)

1 Construction of Earth Drains m 414,119 1664 689,094,349

2 Construction of Built up Concrete Drains m 202,952 8159 ,655,857,969

TOTAL 2,344,952,318

11.5 Road Works

The Road Works item is taken as the base, binder and the wearing course including

priming and tack coats appropriately where they are applicable depending on the new

road sections and the existing road sections. The items were separately quantified and

the rates were applied for each item for present year 2010. The average pavement

section used for the BOQ estimates is given in Figure 11-1.


11-4

Figure 11-1 : Typical Pavement Section Used for Estimations

The quantities and amounts are shown in Table 11-4. The total estimated cost is Rs

18.183 billion. This could be at design stage be selectively reduced by adopting a less

costly pavement section for roads having low traffic volumes.

Table 11-4: Cost of Base and the Pavement (Road Works)


(Rs)Amount (Rs)

1 Aggregate Base Course (ABC) m³ 877,080 3834 3,362,619,912

2 Bituminous Tack Coat m² 617,852 113 69,907,747

3 Bituminous Prime Coatm²

4,604,670148 680,045,220

4

Bituminous Binder Course

(60mm)m³ 313,351 25246 7,910,781,420

5

Asphalt Concrete Surfacing

(40mm)m³ 208,901 29486 6,159,696,991

TOTAL 18,183,051,290

11.6 Structures (Bridges and Culverts)

The bridges over rivers, main streams and irrigation channels as well as culverts across

main roads and by roads for cross drainage and for small waterways are included under

this item. The drainage structures such as Bridges have been identified as Multi-spans,


11-5

Two spans and Single span while the culverts have been identified as the type of Box

Culverts and the Hume Pipe (HP) Culverts. Also different rates have been applied on

the basis of widening and new construction for both cases. The bridges to overpass the

railway crossings are included under this item while the flyovers for Elephant Corridors

are separately listed for better understanding of their magnitude and the cost

proportions. The minimum size of the HP pipes are considered as diameter of 600mm

for the ease maintenance and the higher capacity of the cross drainage. The total

estimated cost is Rs 1.835 billion.

Table 11-5: Summary Table of Costs for Structures


(Rs)Amount (Rs)

1 Widening of Box Culverts m 14,116 15855 223,814,888

2Widening of Pipe Culverts (Dia

0.6m and above)m 7,058 12458 87,927,277

3 New construction of Box Culverts m 10,743 14723 158,160,413

4New construction of Pipe Culverts

(Dia 0.6m HP and above)m 6,446 11325 72,997,114

5 Bridge Construction (Single Span) m² 2,291 200000 458,240,000

6 Bridge Construction (Two Span) m² 2,312 225000 520,222,500

7 Bridge Construction (Multi-Span) m² 800 250000 200,000,000

8Bridge to Overpas Railway at

Mirijjawila Rdm² 456 250000 114,000,000

TOTAL 1,835,362,192

11.7 Elephant Underpasses

The elephant underpasses are provided at specifically selected places for providing safe

elephant crossings of the main roads. They are identified to ensure safe crossing for

elephantsand other wild life in areas considered on the basis of the present and future

elephant movements requested by the wildlife authorities. The underpasses have been

requested as a mitigatory measure by the Wild Life Authorities. However, the practicality

of wild life using such crossings has not been tested before hand in Sri Lanka on this

scale and further studies are recommended.

These underpasses for elephants and other wild life are provided across the pre-

identified locations of a few main roads. In these cases, electric fences are to be located

along both sides of the roads to divert the elephants towards the aforementioned


11-6

underpasses and for the safety of the road users and properties. Total of four (4)

underpasses have been proposed at two (2) identified locations on Hambantota-

Gonnoruwa Road and one (1) location across the Air Port Access Road (Road No 18)

and the final one (1) at the midway of the Road No 08. The total average length of an

underpass has been estimated as 450 meters where three spans (each approximately

50 meter span) are provided for elephant passes. An underpass for the railway crossing

at Hambantota-Gonnoruwa Road (Road No 02) is also included in addition to the

underpass for elephant crossings. The total cost of all the underpasse is estimated as

Rs 10.780 billion.

11.8 Roadway Facilities

The main items included for costing under roadway facilities are Walkways, Kerbs,

Bicycle lanes, Bus Bays, and landscaping. As observed, the major component will be

for landscaping where it is an obvious inclusion to make Hambantota as a green city to

stand with the nature of the inherent climatic situation. It has been insisted by UDA to

have these roads as green as possible to reduce the driver stress as well as for

pedestrians and non motorised users to have pleasant environment. The walkways

have been proposed for roads near the Hambantota City area together with separate

bicycle lanes. The kerbs are separately estimated as they are included in the centre-

medians and the islands for landscaping at different cross sections of the proposed road.

The total costs of the facilities are estimated as Rs 11.704 billion.

Table 11-6: Summary Table of Costs for Roadway Facilities

No Item Unit Qty Rate (Rs) Amount (Rs)

1 Walkways m² 1,383,904 1550 2,144,497,638

2 Kerbs-Type K1 m 1,523,540 1277 1,945,208,874

3 Bicycle Lanes m² 1,059,400 2476 2,622,915,490

4 Landscaping m² 2,311,830 2000 4,623,660,000

5 Bus Bays Nos 1,449 253944 367,852,779

TOTAL 11,704,134,781


11-7

11.9 Lighting & Safety

The estimate for this item includes, lighting at intersections and road links, all type of sign

boards, road markings, reflective road studs and eclectic fences to safeguard road users

and properties from potential elephant attacks. The current rates have been used and

applied considering two approaches. According to the first approach, the costs for the

item at intersection are taken as a separate item. As per the second approach, the rate

for facilities along the main highway is taken as linear meter basis. The summary is

given in Table 11-7. The total estimated cost is Rs 7.486 billion. This expenditure is

considered necessary to achieve the reduction in accident costs anticipated as benefits.

Table 11-7: Cost Estimates for Road Safety

No Item Unit Qty Rate (Rs) Amount (Rs)

1Traffic Sign Boards (All types) at

LinksNos 7,244 28000 202,832,000

2Traffic Signs Boards (All types) at

IntersectionsNos 42 100777 4,232,632

3 Lane Markings m 2,079,110 300 623,733,000

4 Reflecting Road Studs Nos 225,130 1050 236,386,500

5 Street lights on Main Highway km 362 16,428,557 5,949,437,532

6 Lighting at Intersections Nos 42 10,251,171 430,549,201

7 Electric Fencing km 78 500000 39,160,000

TOTAL 7,486,330,865

11.10 Rehabilitation in 2021 (after 10 years)

It is expected to rehabilitate the road network in year 2021 to ensure the project

outcomes are undisturbed during its life time. T his can be calculated as 10% of the total

capital cost of construction.


11-8

11.11 Routine Maintenance

Four major elements have been identified under routine maintenance expenditure for the

smooth operation of the highway. The associated annual costs for each of these items

are estimated as a percentage of the total construction cost of such items and given in

Table 11-8. The total annual cost for pavement, drainage, structures, roadway facilities,

lighting and safety will amount to around Rs 855 million per year. A breakdown of this is

given in Table 11-8. Howeve this will vary with the age of the road after construction.

Table 11-8 : Average Cost of Annual Maintenance

NoMaintenance Item

Description

Construction

Cost% % cost

1 Pavement 18,183,051,290 1 181,830,513

2 Drainage 2,344,952,318 2 46,899,046

3 Structures 1,835,362,192 1 18,353,622

4 Roadway Facilities 11,704,134,781 2 234,082,696

5 Lighting, Road Safety 18,183,051,290 1 181,830,513

TOTAL 855,482,420

11.12 Summary of the BOQ

The summary of the cost for the entire road network (Stage II) is given as in Table 11-9.

Table 11-9: Summary of Stage II Construction Costs

No Description Amount (Rs)

1 Land Acquisition and Resettlement 1,866,939,009

2 Preliminaries/General 2,603,671,482

3 Earthworks 8,206,736,590

4 Drainage 2,344,952,318

5 Base Course and Pavement 18,183,051,290

6 Bridges and Culverts Structures 1,835,362,192

7 Roadway Facilities 11,704,134,781

8 Road Safety & Lighting 7,486,330,865

9 Shifting of Services 724,280,000

10 Flyovers 12,740,000,000


11-9

No Description Amount (Rs)

11 Sub Total 67,695,458,527

12 Provisional Sum (Price Escalation as 5%) 3,384,772,926.35

Total 71,080,231,453.35

The total financial cost of construction of all roads to Stage II level between 2011 and

2013 is Rs 71 billion, including a provisional sum of Rs 3.385 billion provided for

price escalation.


12-1

CHAPTER 12 ECONOMIC BENEFIT COST ANALYSIS

The economic cost benefit for the proposed project (Stage II level) has been considered

by taking all the project costs to be incurred during the design period of 20 years and the

corresponding benefits. For this purpose, the benefits of the project estimated in

Chapter10 are used. These costs are in economic terms. The costs are taken from the

computations in Section 8 where the estimates are made for financial costs.

In order to undertake an economic benefit-cost analysis, all costs also have to be

converted to economic costs. In this respect, the component of costs attributed to taxes

and other forms of transfer payments have to be deducted. Based on the Conversion

Rates published for Transport Sector Projects30, it is decided to consider 85% or 0.85 for

a project of this nature. As discussed earlier, land values since they are computed as

actual use or non-use values, they will not be converted as economic costs will be

assumed to be equal to financial costs.

Benefit-Cost Analysis is carried out for the selected development scenario that has been

considered in this project. The benefit component varies with the traffic level. The cost

component has been kept the same, since the scenarios were not based on different

geometric designs.

12.1 Assumptions in Analysis

The BCA for the proposed development project given in the following table are based on

the following assumptions:

A discounting rate of 12% per annum.

Inflation of financial costs for construction and for maintenance is assumed at 8%

per annum.

The economic value of the increase in benefits in terms of increasing income

levels will also be assumed to increase also at 8% per annum.

30Assessing Public Investment in the Transport Sector, National Planning Department, Kumarage et al,

2001


12-2

Maintenance cost for the road will be 0.5% of the replacement value at year 0

and this rate will increase at 10% per annum in real terms.

Design life of road will be for 20 years and rehabilitation at cost of 10% of

replacement values will be necessary at 10 years and rehabilitation at 30% of

value after 20 years.

12.2 Benefit Analysis for Stage II Construction Over 3 Years

In the full development context assumed as Stage II level, it is assumed that the

construction will be completed in 3 years, the BCA for which is given in Table 12-1.

Table 12-1: Benefit –Cost Analysis for Stage II Construction over 3 Years

12 %

Year Cost Benefit Payback

2010 20,139 20,139 0 1.000 20139.4 - (20,139)

2011 21,751 20,139 0 0.893 17,982 - (38,121)

2012 23,491 352 22,103 1,109 849 76 1,092 3,127 0.797 17,620 2,492 (53,249)

2013 419 419 1,303 991 89 1,482 3,865 0.712 298 2,751 (50,796)

2014 497 497 1,520 1,150 103 1,715 4,489 0.636 316 2,853 (48,259)

2015 591 591 1,764 1,329 119 1,976 5,188 0.567 335 2,944 (45,651)

2016 702 702 2,038 1,528 137 2,268 5,971 0.507 356 3,025 (42,981)

2017 834 834 2,343 1,751 157 2,594 6,845 0.452 377 3,096 (40,262)

2018 991 991 2,685 2,000 179 2,957 7,821 0.404 400 3,159 (37,503)

2019 1,177 1,177 3,066 2,278 204 3,362 8,910 0.361 424 3,213 (34,715)

2020 1,398 1,398 3,491 2,587 232 3,813 10,122 0.322 450 3,259 (31,906)

2021 1,661 1,661 3,964 2,931 263 4,314 11,472 0.287 477 3,298 (29,085)

2022 7,047 1,973 9,020 4,491 3,314 297 4,871 12,973 0.257 2,315 3,330 (28,071)

2023 904 904 5,384 3,960 355 5,560 15,259 0.229 207 3,497 (24,781)

2024 1,074 1,074 6,391 4,688 420 6,328 17,828 0.205 220 3,648 (21,353)

2025 1,275 1,275 7,525 5,507 494 7,183 20,710 0.183 233 3,784 (17,802)

2026 1,515 1,515 8,800 6,428 576 8,135 23,939 0.163 247 3,905 (14,144)

2027 1,800 1,800 10,230 7,460 669 9,193 27,552 0.146 262 4,013 (10,394)

2028 2,139 2,139 11,833 8,617 773 10,368 31,591 0.130 278 4,108 (6,564)

2029 2,541 2,541 13,627 9,911 889 11,672 36,099 0.116 295 4,191 (2,667)

2030 3,018 3,018 15,632 11,356 1,018 13,119 41,126 0.104 313 4,263 1,283

2031 3,586 3,586 17,871 12,970 1,163 14,722 46,726 0.093 332 4,325 5,276

2032 4,260 4,260 20,368 14,769 1,325 16,498 52,960 0.083 352 4,377 9,301101,782 125,069 91,604 8,215 116,723 394,571 64,230 73,530

Benefit CostAnalysis

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Internal RateofReturn(IRR)


12-3

The BCA analysis indicates that the immediate full development of the proposed road

network (Stage I and II together) will have an economic return on investment of around

13.5% p.a. with a NPV of Rs 9,301 million at a Discounting Rate of 12%, while its Benefit

Cost Ratio would be 1.14. Given that economic cost of capital for this project may be

significant, this is not considered a favourable rate for a large scale highway project.

12.3 Sensitivity Analysis

In this context the Sensitivity Analysis will test for the conditions under which the BCA

can be improved at the 12% discount rate. This may be achieved by (a) reducing costs

or (b) by increasing benefits or (c) by delaying the incurrence of some costs or (d)

combinations of the above.

In this pursuit the following course of action is considered:

12.3.1 Construction Period of Combined Stages I and II

Accordingly we will examine the impact of having a period of combined Stages of

construction but, stretched over 6 years instead of 3. The results of this anaylis are

shown in Table 12-2.


12-4

Table 12-2: Benefit –Cost Analysis for Stage II Construction Stretching over

6 Years

12%


2010 10,070 10,070 0 1.000 10,070 - (10,070)

2011 10,875 10,070 0 0.893 8,991 - (19,061)

2012 11,745 10,875 1,109 849 76 1,092 3,127 0.797 8,670 2,492 (25,238)

2013 12,685 12,685 1,303 991 89 1,482 3,865 0.712 9,029 2,751 (31,516)

2014 13,700 13,700 1,520 1,150 103 1,715 4,489 0.636 8,706 2,853 (37,370)

2015 14,796 444 15,240 1,764 1,329 119 1,976 5,188 0.567 8,647 2,944 (43,073)

2016 527 527 2,038 1,528 137 2,268 5,971 0.507 267 3,025 (40,315)

2017 626 626 2,343 1,751 157 2,594 6,845 0.452 283 3,096 (37,502)

2018 744 744 2,685 2,000 179 2,957 7,821 0.404 301 3,159 (34,644)

2019 884 884 3,066 2,278 204 3,362 8,910 0.361 319 3,213 (31,750)

2020 1,050 1,050 3,491 2,587 232 3,813 10,122 0.322 338 3,259 (28,829)

2021 1,248 1,248 3,964 2,931 263 4,314 11,472 0.287 359 3,298 (25,890)

2022 1,482 1,482 4,491 3,314 297 4,871 12,973 0.257 381 3,330 (22,940)

2023 1,761 1,761 5,384 3,960 355 5,560 15,259 0.229 404 3,497 (19,847)

2024 2,092 2,092 6,391 4,688 420 6,328 17,828 0.205 428 3,648 (16,627)

2025 2,486 2,486 7,525 5,507 494 7,183 20,710 0.183 454 3,784 (13,298)

2026 9,588 2,953 12,540 8,800 6,428 576 8,135 23,939 0.163 2,046 3,905 (11,438)

2027 1,352 1,352 10,230 7,460 669 9,193 27,552 0.146 197 4,013 (7,623)

2028 1,607 1,607 11,833 8,617 773 10,368 31,591 0.130 209 4,108 (3,723)

2029 1,909 1,909 13,627 9,911 889 11,672 36,099 0.116 222 4,191 246

2030 2,268 2,268 15,632 11,356 1,018 13,119 41,126 0.104 235 4,263 4,275

2031 2,694 2,694 17,871 12,970 1,163 14,722 46,726 0.093 249 4,325 8,350

2032 3,200 3,200 20,368 14,769 1,325 16,498 52,960 0.083 264 4,377 12,462111,111 125,069 91,604 8,215 116,723 394,571 61,068 73,530

BenefitCostAnalysis

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The stretching of construction over 6 years improves the BC Ratio to 1.20 and the

Economic Internal Rate of Return to 14.4% and where at a Discount Rate of 12% the

NPV is Rs 12,462 million. While this is an improvement to the scenario of constructing

the roads over 3 years, it does not improve the economic performance very much and

cannot be considered as adequately favourable.


12-5

12.4 Stepwise construction as Stage I and Stage II

In this proposal it is envisaged that only Stage I will be constructed in the first 3 years

and the balance would be constructed lagged by 10 years.

The cost of the Stage I construction is set out against the cost of both Stage I and II in

Table 12-3.

Table 12-3: Comparison of Cost of Construction for Stage I and Stage I &II

No DescriptionAmount (Rs)

Stage I and II Stage I only

1Land Acquisition andResettlement

1,866,939,009 1,866,939,009

2 Preliminaries/General 2,603,671,482 1,656,274,696

3 Earthworks 8,206,736,590 5,282,524,369

4 Drainage 2,344,952,318 2,149,743,482

5Base Course andPavement

18,183,051,290 12,134,292,644

6Bridges and CulvertsStructures

1,835,362,192 1,184,202,634

7 Roadway Facilities 11,704,134,781 7,242,294,222

8Road Safety &Lighting

7,486,330,865 3,451,333,581

9 Shifting of Services 724,280,000 724,280,000

10 Flyovers 12,740,000,000 7,840,000,000

11 Sub Total 67,695,458,527 43,531,884,637

12Provisional Sum(Price Escalation as5%)

3,384,772,926.35 2,176,594,231.83

Total 71,080,231,453.35 45,708,478,868.35

The result of this analysis using an initial cost of Rs 45.8 billion for Stage I only in the first

3 years and the balance after 10 years is shown in Table 11.4 which indicates that the

Economic Internal Rate of Return increases to 18.5% while the BC Ratio also increases

to 1.87 and NPV at 12 percent Discount Rate also increases to Rs 54,626 million, thus

showing that the project could be made economically viable under these conditions.


12-6

In this scenario, the design life of the project is assumed to be 40 years with a major

rehabilitation of Stage I roads carried out after 20 years in addition to an intermediate

improvement after 10 years. It is reasonable to assume an extended design life since

initial investments are made over 13 years and the accrual of benefits will also be

gradual as this is a long term project.

Table 12-4: Benefit-Cost Analysis for Staged Construction

12 %


2010 12,951 12,951 0 1.000 12950.74 - (12,951)

2011 13,987 12,951 0 0.893 11,563 - (24,514)

2012 15,106 227 14,213 1,109 849 76 1,092 3,127 0.797 11,331 2,492 (33,352)

2013 269 269 1,303 991 89 1,482 3,865 0.712 192 2,751 (30,793)

2014 320 320 1,520 1,150 103 1,715 4,489 0.636 203 2,853 (28,144)

2015 380 380 1,764 1,329 119 1,976 5,188 0.567 216 2,944 (25,415)

2016 451 451 2,038 1,528 137 2,268 5,971 0.507 229 3,025 (22,619)

2017 536 536 2,343 1,751 157 2,594 6,845 0.452 243 3,096 (19,765)

2018 637 637 2,685 2,000 179 2,957 7,821 0.404 257 3,159 (16,864)

2019 757 757 3,066 2,278 204 3,362 8,910 0.361 273 3,213 (13,924)

2020 15,520 899 16,419 3,491 2,587 232 3,813 10,122 0.322 5,286 3,259 (15,951)

2021 16,761 1,068 17,829 3,964 2,931 263 4,314 11,472 0.287 5,126 3,298 (17,778)

2022 18,102 1,269 19,371 4,491 3,314 297 4,871 12,973 0.257 4,972 3,330 (19,421)

2023 4,532 581 5,113 5,384 3,960 355 5,560 15,259 0.229 1,172 3,497 (17,096)

2024 690 690 6,391 4,688 420 6,328 17,828 0.205 141 3,648 (13,589)

2025 820 820 7,525 5,507 494 7,183 20,710 0.183 150 3,784 (9,955)

2026 974 974 8,800 6,428 576 8,135 23,939 0.163 159 3,905 (6,209)

2027 1,158 1,158 10,230 7,460 669 9,193 27,552 0.146 169 4,013 (2,365)

2028 1,375 1,375 11,833 8,617 773 10,368 31,591 0.130 179 4,108 1,564

2029 1,634 1,634 13,627 9,911 889 11,672 36,099 0.116 190 4,191 5,566

2030 1,941 1,941 15,632 11,356 1,018 13,119 41,126 0.104 201 4,263 9,628

2031 2,306 2,306 17,871 12,970 1,222 14,722 46,785 0.093 213 4,330 13,745

2032 2,739 2,739 20,368 14,769 1,325 16,498 52,960 0.083 226 4,377 17,895

2033 51,074 3,254 54,328 22,878 16,509 1,435 18,709 59,530 0.074 4,009 4,393 18,279

2034 3,866 3,866 25,658 18,432 1,556 21,167 66,814 0.066 255 4,402 22,426

2035 4,593 4,593 28,737 20,558 1,686 23,900 74,881 0.059 270 4,405 26,561

2036 5,456 5,456 32,144 22,906 1,827 26,934 83,812 0.053 287 4,402 30,676

2037 6,482 6,482 35,913 25,498 1,980 30,301 93,692 0.047 304 4,394 34,766

2038 7,701 7,701 40,079 28,358 2,146 34,034 104,617 0.042 322 4,380 38,824

2039 9,149 9,149 44,682 31,513 2,326 38,171 116,690 0.037 342 4,362 42,844

2040 10,868 10,868 49,764 34,990 2,520 42,751 130,026 0.033 363 4,340 46,821

2041 12,912 12,912 55,374 38,823 2,731 47,820 144,748 0.030 385 4,314 50,750

2042 15,339 15,339 61,563 43,045 2,960 53,427 160,994 0.027 408 4,284 54,626246,528 542,230 387,004 30,766 470,435 1,430,434 62,585 117,211

Benefit Cost Analysis54,626

1.8718.50%

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Net Present Value (NPV) Rs Million

Benefit Cost Ratio (BCR) @ 12%Internal Rate of Return (IRR)

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Other forms of analysis such as a Multi-Criterion Analysis should be performed at

Feasibility Stage to ensure that the project can be further justified on other non-economic

criterion such as equity based improvements, social development, environmental

protection etc.


13-1

CHAPTER 13 CONCLUSIONS

The following objectives as set out in the Terms of Reference for the study have been

achieved in this report:

a) Identified the long-term demand for transport for the developments proposed

for Hambantota.

b) Assessed the requirements for transport capacity development to serve such

increase in demand and a strategic intervention.

c) Investigated the adequacy of the proposed road network development and to

make recommendations thereof.

d) Carried out a preliminary design of each recommended road link and provide

typical road sections and costs.

e) Carried out an assessment of socio economic viability of the network as a

whole.

The report notes that the Greater Hambantota Area is being developed with an

international seaport at Hambantota as its main economic generator, located in the

southern dry zone of Sri Lanka. It spreads over an area of 113,000 ha that lies between

Walawe River and Kirindi Oya. The defined area for the development plan covers DS

Divisions of Sooriyawewa (21 GNDs), Hambantota (30 GNDs), Ambalantota (13 GNDs),

Thanamalwila (5 GNDs), Sevanagala (14 GNDs), Tissamaharama (15 GNDs) and

Lunugamvehera (29 GNDs).

It also notes that the available natural resources is expected to provide sound economic

base for new development in Hambantota since large extent of underutilised land is

available in efficient urban structure that could certainly be designed conforming to an

effective development plan.

The study has also considered that in Greater Hambantota area, a number of large scale

projects have been proposed. The study team visited the proposed development sites

under the Greater Hambantota Development Plan that include several components

including a:


13-2


Convention Centre


Playgrounds and Recreational areas

Seaport Development

Airport Development

Extension of the Railway

Extension of the Southern Expressway

Oil Refinery

Tsunami Housing Scheme

This study strongly considered that the hinterland of Hambantota has great potential to

develop around the port and Hambantota District in particular and as a result, the

Southern Sri Lanka (Ruhuna) in general will become an industrialised area. Ruhuna is

considered as having the greatest potential due to the availability of land, the most

important factor of production in a densely populated country like Sri Lanka. Additionally,

the ever increasing congestion in Colombo area while decreasing the potential of its

expansion, justifies the need of developing Hambantota as a port-centred industrial

district.

Representatives of key Governmental agencies were invited to Hambantota Divisional

Secretariat on 8th June 2010 to make them aware about the proposed road development

plans and to discuss their concerns and potential to partake in the said development in

Hambantota Area all of which were assessed and incorporated where possible.

The study area for the road network had been selected based on the provision of

accesses to the proposed international hub development sites such as the Airport,

Seaport, Cricket Stadium, Safari Park, BOI site etc. as well as the Convention Centre,

Administrative Complex and tourism related development and residential areas.

Providing access for these sites and inter-linking them to an appropriate level were the

major concerns when designing the road network.

When defining the road network, additional measures had been taken to integrate



13-3

accessible provinces in Sri Lanka and ones that could be better served through a port

and airport compared to Western Province.

In addition to the provision of accesses for development sites, the study team had



proposed network and specifically with respect to:

1. Definition of an Outer Hambantota Development Area

2. Provision of a high profile connection between the proposed Seaport and Airport

3. Provision of a viable public transport corridor

4. Maximise Usage of Pedestrian and Cycle Access

After considering the aforementioned functionality aspects, the original RDA proposals

which contained 17 road links, has been improved to a proposed road network with 27

links. It includes one omission, the Outer Circular Road II, and the addition of 11 new

links to the original proposal of the RDA. The total length of the proposed network is

371.7 km of which new constructions would amount to around 38 km or around 10% of

the network.

The road network proposed by this study includes the reformation of 20 existing roads

and the construction of 5 new links and the down grading of the final section of the

proposed Extension of the Southern Expressway and up grading of the internal road

network in the City Area.

Future traffic levels in the Road Network for Hambantota Development project area will

be influenced by the following factors:

Diversion of existing traffic from other roads to A2 Road, in particular due to

reduction of travel distances and travel times, to destinations such as Uva and

Eastern Provinces as well as North Central Province from the south.

Diversion of traffic from other roads to the national network such as A4 due to

shorter distances and travel times from origins in the Western, North-Western,

Northern and Central Provinces to the south.

Traffic generated due to the development of the Port of Hambantota and its direct

results in terms of increased population.


13-4

Traffic generated by the industries to be set up as part of the Greater Hambantota

Development Plan.

Increase in traffic due to development of a 2nd international airport in terms of

direct air passengers and cargo movements, as well as the support services.

As per the Terms of Reference, the Traffic forecasts have been made for the years 2012,

2022 and 2032. It was expected that full development potential of the Hambantota

Development Plan would have been achieved by the year 2032, while the year 2012

would see the construction of the basic infrastructure such as the Stage I of the port, the

air port, the cricket stadium, administrative complex, safari park etc. The forecast year

2022 is considered as an interim stage between the years 2012 and 2032.

The highway traffic generation rates are estimated by comparing with estimates of traffic

from Port of Colombo for its associated cargo movements. The forecast cargo volumes

were as given in the Feasibility Study for the Hambantota Seaport. These estimated

were used for estimation of the corresponding road traffic volumes. Their destinations

were allocated on the expected destinations especially those in the provinces of Uva,

Eastern, Central and Southern.

As for the Mattala International Airport, the forecast are based on the estimated

passenger traffic and its probable local destinations which would mostly be in the tourist

area stretching from Bentota to Tissamaharama along the south western coast, and

further along the east coast, particularly for Arugam Bay area.

It was estimated that the Greater Hambantota Area will not incur rapid migration by 2012

as most construction oriented jobs and jobs in other activities can be assumed to be

filled up mostly by those living within the Hambantota District. However with more

specialised jobs starting off in later years, it was estimated that in-migration would be in

the ratio of 2 ½ times the number of such employe positions generated and filled.

Accordingly, the study assumed an in-migration of of 30,000, 130,000 and 230,000 at the

three forecast years as shown above.

Vehicle ownership over the 20 year period was assumed to increase from 9 vehicles per

100 persons to 23 vehicles per 100 persons. Due to the focus of attention of developing

Hambantota as a first order city, the economic development of Hambantota was

considered to reach a status of being second only to Colombo District and equal to the

developed parts of Gampaha and Kalutara District.


13-5

The diverted traffic has been estimated after examining how much increase in traffic will

occur when the proposed road network was added without any corresponding

socioeconomic development.

It was concluded that even for a stage wise development most of the road links show

LOS above “C” level even after 20 years. Thus a Stage-Construction was also

considered feasible without significant loss of benefits..

It was noted that at the provision of Stage 1 construction, there would be only three links

having more than 10,000 ADT in 2012. Those were the H001-020 and H002-030 links

which were both near Siribopura Junction and also A002-847 linkwhich was near the

Lewaya. By the year 2032, these flows were expected to reach over 30,000 ADT. By

2032, there would be 31 links (from a total of 67 links in the HDP road network) that

would have more than 10,000 ADT. The maximum flow of 62,000 AT can be expected

by year 2032 on the link A002-847 which was a short link of 380 m length.It was

observed that even by 2032 several of the roads will have traffic levels less than 10,000

ADT. Around 10% of the network length will have ADT over 20,000.

The BCA for the proposed development project had been carried out based on the

following assumptions:

A discounting rate of 12% per annum.

Inflation of financial costs for construction and for maintenance is assumed at 8%

per annum.

The economic value of the increase in benefits in terms of increasing income

levels will also be assumed to increase also at 8% per annum.

Maintenance cost for the road will be 0.5% of the replacement value at year 0

and this rate will increase at 10% per annum in real terms.

Design life of road will be for 20 years and rehabilitation at cost of 10% of

replacement values will be necessary at 10 years and rehabilitation at 30% of

value after 20 years.

The BCA analysis indicated that the immediate full development of the proposed road

network (Stage I and II together) will cost Rs 71.1 billion and will have an economic

return on investment of around 13.5% p.a. with a NPV of Rs 9,301 million at a

Discounting Rate of 12%, while its Benefit Cost Ratio would be1.14. Given that economic


13-6

cost of capital for this project might be significant this could not be considered a

favourable rate for a large scale highway project.

However, if it is constructed as a staged construction where only the roads identified in

Stage I costing Rs 45.7 billion are constructed in the first 3 years, and the others

constructed only after 10 years, then the economic performance improves significantly to

a Benefit-Cost Ratio of 1.87 with a NPV of Rs 54,626 million as 12% Discount Rate. In

this scenario, the design life of the project is assumed to be 40 years with a major

rehabilitation of Stage I roads carried out after 20 years in addition to an intermediate

improvement after 10 years.

Thus construction of the proposed network can be recommended on the following

conditions:

That the construction is staggered in two Stages with the first Stage being

completed over the next 3 years and the others delayed till 2020 at least.

The land required for the Stage II design to be acquired under the Stage I

and where possible to covnert to Green Areas until required for capacity

widening.

To re-examine the level of traffic by 2018 and examine which roads should

be improved to Stage II stage. This is to ensure that the assumed

development has taken place and there would be no loss in anticipated

benefits.


developments, as Stage I and Stage II, for the purpose of cost effectiveness of the

investment plans.

The cross sectional properties of each road have been identified for facilities such as

number of lanes, service roads, walkways, bicycle lanes, shoulders, public transport

lanes, parking bays, centre medians, bus bays, landscaping and utility corridors,

depending on the potential demand by the proposed land use developments.

When selecting the cross sections, a higher emphasis had been given for providing

facilities for the non-motorised access and public transport use in Greater Hambantota

Area. Moreover, there are forty one (41) intersections included in this project proposal.


13-7

They belong to three (3) categories of intersection types proposed for Stage I and nine

(9) categories for Stage II.

There are two public transport routes identified as Route 1 and Route 2, the common

portion of these two routes which is from Siribopura-Gonnoruwa is the major

development axis the functions of which are:

To provide access to administrative and commercial buildings

To promote high density residential and employment centres and

To propose a high quality public transport corridor that later convertible to

BRT or LRT.

The study recommends that the above two routes be developed as a Superior Public

Transport Corridor mostly likely using Bus Rapid Transit Technology, a feasibility of

which should also be undertaken at a later stage. This will be the most important

investment toe ensure a high density development core in Hambantota for which the

Siribopura- Gonnoruwa Road section is the best candidate. Moroever, several transport

terminals have also been suggested to ensure good connectivity and balanced transport

within the region.

In addition six non-motorised routes mostly for pedestrian and bicycles have also been

identified. These are to promote people residing within short disctances of their working

places and school such as in the Adminsitrative Complex Areas to use non-motorised

transport.

The social assessment had been focused on evaluating the most likely impacts of the


economies. The likelihood impacts of the road construction and the development of

housing and other built-up infrastructure had also been analysed. The assigned field

team had made observations by walk-through surveys along the candidate roads and by

informal discussions with the community members residing in the immediate vicinity of

the roads.

This study dealt with the issues pertaining to the road safety arising from elephant

crossings of the proposed roads as well. This is considered as an important aspect since

roads are to be widened as well as operating speeds increased. The combination of

both attributes is expected to pose a formidable challenge to avoid vehicles from

crashing to elephants. At the request of wild life authorities underpasses have been


13-8

located for crossing of elephants and other wild life at four locations. Electric fences also

have been suggested in order to ensure that animals would not cross at random

locations. However, since these types of crossings have not been tested adequately in

Sri Lanka, further studies are recommended to determine suitability. Furthermore

another underpass has been provided for railway crossing on the Hambantota-

Gonnoruwa road.

It is concluded that the proposed road network would form a hub of interconnecting

roads that are connected to other roads in both local and regional levels. This network

will create socially and economically effective connectivity impacts in the area and

thereby in the entire country. This would offer direct and indirect benefit for people in

these administrative units through multiple roads.


ANNEX 1: PRELIMINARY FIELD OBSERVATIONS


Roads Observations

1. Outer Circular Highway This road is proposed as a new 4 lane road.

The selected trace follows a flat terrain of

bare lands connecting 3 major roads, ie.

CGHW Road, Hambantota Bypass Road and

Habantota-Meegahajandura-Gonnorouwa

Road. Also, the trace doesn’t interfere with

any natural barriers such as wildlife

reservations or irrigation structures/ tanks

etc.

2. Hambantota – Gonnoruwa –

Meegahajandura

The proposed Hambantota-Gonnoruwa-

Meegahajandura road is following the trace

of an existing road with disparate features.

The horizontal alignment of its first stretch up

to Bandagiriya Junction is more or less

straight and the RoW is 12m. However, the

vertical alignment has to be revised for

proper visibility. This stretch is located in a

fairly high ground with no water logging

areas and the surrounding area is mostly

uninhibited.

The stretch beyond Bandagiriya towards

Meegahajandura Junction follows a

meandering route and its RoW is 6.8m. This

stretch is located in a low-lying water logged

area and the surrounding area is mostly

inhibited.

Section between Hambantota – Gonnoruwa

View from the Hambantota Bypass Road


3. Sooriyawewa – Meegahajandura –

Kumaragama

The proposed road provides main accesses

for the Cricket Stadium, BOI and IT center

sites. It consists two physically diverse

stretches from Sooriyawewa to

Meegahajandura and Meegahajandura to

Kumaragama. The stretch from

Sooriyawewa to Meegahajandura has been

recently widened to 4 lanes but there are lots

of errors/ poor designs with regard to the

horizontal alignment.

The next stretch follows through a low-lying

agricultural area interfering with several

irrigation structures. The horizontal

alignment has to be improved in many areas

of this stretch. However, improvements might

be difficult due to the moderately denser

residential levels and the existing irrigation

structures.

4. Andarawewa – Udamattala –

Padawkema

The proposed trace for Andarawewa-

Udamattala-Padawkema Road deviates

intermittently from the existing road to have a

proper horizontal alignment. This will be the

major access road for the proposed Mattala

Airport that is under construction. The trace

is located through an inhibited agricultural

area where considerable amount of land

acquisition is necessary; for certain sections,

acquisitions would be for a new trace. Also

there are many existing irrigation

infrastructure along the trace.

5. Udawalawe – Thanamalwila The proposed Udawalawe – Thanamalwila

Road is the same road in use at present.

There are practical difficulties for major

improvements for some stretches as this

road follows the tank bund.

The bypass route via Udamadura and

Kiriibbanara would solve the above problem.

Section between Meegahajandura-

Kumaragama

Section between Udamattala- Padawkema


6. Moraketiya – Galwewa Junction The RoW of the existing Moraketiya –

Sooriyawewa road is around 6m over a

length of 12kms. This road spans through a

densely inhibited area when compare to the

other roads in the northern part of the

Hambantota District. More than half of its

length is located within the Uva Province.

Both horizontal and vertical alignments need

to be corrected at certain locations. Presently

a high frequency bus service is operating

along this road.

7. Hambantota By Pass Road The proposed road consists two distinct

sections; existing stretch for 7kms (up to the

Botanical Garden Junction) that requires

widening and construction of new stretch for

5km (from the Botanical Garden Junction to

Amabalantota). Existing road maintains a

RoW about 9m throughout its full stretch with

2 lane carriageway.

The proposed trace follows a flat terrain with

only a few residential areas. The stretch

between Botanical Garden Junction to

Siribopura Junction follows the Walawe

Development Lands. Presently inter-

provincial bus services are operating along

this road.

Existing Hambantota Bypass Road

Existing Moraketiya – Sooriyawewa Road


8. Road connecting the Sooriyawewa-

Mirrijjawela Road and Hambantota-

Gonnoruwa-Meegahajandura Road

The proposed road consist a stretch

requiring new construction for about 3 kms

and a stretch requiring widening for about

3.5 kms. New construction follows an

existing foot-path through the reserved

jungle while the widening is proposed for a

part of the Walawe Road connecting to 100ft

road. Walawe Road interferes with the

Walawe Development Area.

The relevant section of the Walawe Road

needs certain corrections for its horizontal

alignment. The proposed road trace follows a

flat terrain and there is no interfering with any

inhabitant areas. However the provisions for

wildlife movements need to be sets up

carefully during road design.

9. Bopale Junction - Kiribbanwewa The proposed road can be divided into 3

different sections based on existing surface

type. The first section has the RoW of just

5m over a length of 3 kms with a gravel

surface. Thereafter a 2km long concrete

section with its RoW of 5m and next to that is

a 4km long bituminous section with a RoW of

6.5 m. Considerable distance of this road is

located within the Uva province.

Full length of this road follows through

agricultural lands with some irrigational

structures on either side. A section of this

road is located on the Kiriibbanara Tank

bund. The surrounding of the last section is

moderately inhibited.

View of the Existing Foot-Path

Concrete Section of the Existing Road


10. Embilipitiya – Moraketiya –

Kiriibbanwewa – Udamadura

The proposed road is a renovation to an

existing road from Embilipitiya to Udamadura

via Moraketiya and Kiriibbanara. The road

has a RoW of 6.5m with a carriageway

varying between 4.5-5.0m through its total

length of about 17kms. It connects several

urban and suburban centers with moderately

dense residential areas. At present several

bus services are operating on this road.

The road is located on a fairly flat terrain.

However it requires correction of its

horizontal alignment at several locations.

Provisions for slow moving vehicles also

need to be set-up for better functionality of

this road.

11. Outer Circular Highway II This is a newly proposed trace that follows a

fairly flat terrain. The Western crescent of the

proposed road (or the stretch between

Hambantota By-pass road and Hambantota-

Gonnoruwa-Meegahajandura road)

interferes with a tank bund and low-lying

agricultural lands. Most of the lands had

been developed recently under Walawe Left

Bank project.

The Eastern crescent of the proposed road

follows a jungle area where many wild

animals including elephants are being

inhabited. As suggested by the wildlife

authorities, elephants are still crossing the


road exactly on the proposed junction of

aforementioned two roads. Both sections

follow non-residential areas.

Starting Point of OCH II fromHambantota Bypass Road

Section between Moraketiya-Kiriibbanwewa


12. Udamattala – Thanamalwila The existing road is narrow and gravel

surfaced. At present it is not passable

through some stretches but it follows a flat

terrain for a length of 18kms approximately.

New construction has to be considered along

the existing gravel road.

This route is a part of old–famous cart-track

which transported salt from Hambantota to

Badulla. It follows an agriculturally developed

area and interfering with a number of

irrigation structures. The level of inhabitance

is moderately high and they are mostly

farmers.

13. CGHW Road (243-km – 260km)The existing CGHW road (between 243km-

260km) is a substandard two lane road with

approximately 10m RoW. Frequent short

and long distance bus services together with

other motor vehicles use this road.

This road follows a flat terrain and the road is

busy with roadside commercial activities

along certain stretches. Remaining plots

bedside the road are residential. Correction

of the horizontal alignment and

improvements of road safety are the current

requirements at certain stretches of the road.

14. Lewaya RoadLewaya Road has the same features of

CGHW road. Once it was the part of main

access towards Tissamaharama/

Weelawaya from Hambantotata.

Improvements for this road are also of the

same nature for CGHW road. However,

there are some areas where widening or

changes for alignment is difficult due to the

ponds of Lewaya.

Existing Gravel Road


15. Sooriyawewa – Padalangala RoadPresent 12km road from Padalangala to

Sooriyawewa has been developed as a

narrow two lane road with its RoW is about

11m. The road runs along a canal in its left

for almost 3/4th

of its total length leaving no

options for widening along that side.

Although its vertical alignment is satisfactory,

improvements are essential for its horizontal

alignment at several locations to ensure the

road safety. Passage for agricultural and

non-motorized vehicles need to be

considered during the design stage, as the

level of such is quite high. Road generally

follows an agricultural area with moderately

dense inhabitation.

16. Sooriyawewa – MirijjawilaThis road has substandard two lanes without

hard shoulders and comprises of a RoW of

100ft over a length of 24km approximately.

The existing horizontal and vertical

alignments are satisfactory with few

exceptions at certain locations.

The road mostly penetrates through

agricultural lands that have been developed

under Walawe Left Bank Project. Remaining

sections have moderately dense inhabitation.

17. Southern Expressway ExtensionConstruction not commenced yet

Existing Sooriyawewa – Mirijjawila Road

Existing Sooriyawewa – Padalangala Road


18. Road connecting the Walawe Left



The proposed development includes

widening of existing Walawe Road for 5km

and a new construction for the next 6km up

to Gonnaruwa Road. Existing Walawe road

follows Walwe Left Bank agricultural

developments while proposed new section to

follow the reserved forests and wildlife

zones.

The existing Walawe road requires

improvements for horizontal and vertical

alignment for the section under

consideration. However, there are no

obstructing irrigation structures along either

sides of the Proposed Walawe Road section.

Both sections generally follow flat terrains.

Western entrance of the Sea-Port can be

directly connected to the proposed Walawe

road through a properly designed

interchange close to the Hambanthota

bypass road. However, as the existing

Walawe road is heavily used by agricultural

and non-motorized vehicles, due attention is

required at the design stage for providing the

passage for freight vehicles along with the

agricultural and non-motorized vehicles.

19. Connection between A018 road and


(100ft. road)

This is a newly proposed trace over a length

of 10kms in the upstream of the Ridiyagama

Tank. It provides access to Safari Park that

is under construction now. The road trace

follows either agricultural lands or reserved

wildlife and forest areas but not through

many residential areas. Terrain is more or

less flat throughout the stretch.

Up-stream of Ridiyagma Tank

Existing Walawe Road


20. Lunugamvehera to KataragamaThe existing Lunugamwehera-Kataragama

road is an easy access for people from

Tanamalwila side to reach Kataragama.

With the development of roads such as

Andarawewa-Udamattala-Padawkema road

and Ranna-Wetiya-Andarawewa road, part

of the traffic can be diverted to that road if

there is a proper connection to Kataragama

from Padawkema. The proposed

improvement completes that route.

21. Internal Road Grid in The City AreaAt present, several hamlet roads that provide

access for the Tsunami housing schemes

connect the Gonnoruwa Road. However,

they are not properly established to form a

proper Grid Network. Most of these hamlet

roads are gravel surfaced except of the few

links that have been developed to operate

bus services via the housing scheme.

Proposed Grid Road Network will be

enveloped by the Outer Circular Road I.

Terrain condition is almost flat within the

area. Also UDA is planning to relocate the

housings and therefore acquisition of lands

for the road construction would be effortless.

There are no other archeological or structural

constraints within the area.

22. Ranna- Angunakolapelessa -Wetiya

Road

Ranna-Wetiya road via Angunakolapalassa

will be connected to the proposed Southern

Highway Extension between Ranna-

Angunakolapalassa. At present, this road

has been developed as a substandard two

lane road throughout its whole stretch.

The road follows an amalgam of sub-urban

and agricultural lands, which have

moderately dense hamlets. The terrain

condition is almost flat but it requires

improvements for horizontal alignment at

some stretches. Development of a bypass

road for Angunakolapalassa town area and

making provisions for slow moving vehicles

would enhance the performance of the link.

Existing Internal Road Connecting to

Gonnaruwa Road

Section of Wetiya- Angunakolapalassa

Road


ANNEX 2: LIST OF PARTICIPANTS FOR THE STAKEHOLDER

CONSULTATION PROGRAM

Date : 08th June 2010

Venue : District Secretariat Office-Hambantota

No Name Organization Designation

1 S. Kannamgodaarachchi Irrigation Department RDI

2 M.R Sudath RDA Senior Engineer

3 U.T Withana RDA Senior Engineer

4 H.U Dias Forest Department

5 Agil Hewageegana SLPA Chief Engineer

6 G. Withanage Airport & Aviation Chief Civil Engineer

7 W.P.K Chandrawansa UDA - Hambantota Dy. Director

8 R.M.D.B Meegasmulla District Secretariat District Secretary

9 I.Himali Rathnaweera District Secretariat Asst Dist. Secretary

10 G.G.C Samith Kumara C.E.B. Hambantota Area Electrical Engineer

11 A.Rajapaksha Director(Planning)

12 S. Bogahawatta C.E.B. PD(LSHD)

13 K.Paranawithana C.E.B Commercial Engineer

14 N.I.C Janaka Project Engineer

15 D.N. Siyamabalapitiya (Mrs.) RDA Deputy Planning Director

16 S.B Wijayakoon RDA Engineer

17 Dimuthu Fernando RDA Engineer

18 Prof. Amal S. Kumarage UoM Team Leader

19 S.N. Bentotage UOM/TLM Senior Lecturer

20 W.J Weerawardana UoM Project Co-ordinator

21 Dr. Tissa U.Liyanage UoM Highway Engineer

22 Dr. T. Sivakumar UoM Senior Lecturer

23 W. Sulani Madumini UDA Planning Assistant

24 P.G Mala Pathmakanthi UDA Planning Assistant

25 H.B.A Nayanananda RDA Chief Engineer

26 B. Kasturiarachchi RDA Engineer

27 P.M. Dharmathilaka

Dept Of Wildlife

Conservation Deputy Director

28 Wilson Ranawallige Forest Department

29 R.A Wanigatathna Perera MASL RPM

30 M.C Bandara SLPA ME

31 W.M.S Bandara U.D.A P/A

32 M.L.M Yehiya U.D.A P/O

33 S.A.S Dissanayake AASL Project Coordinator

34 S.H Udaya Kumara District Secretariat Assistant Director

35 J.K.P Rohini UDA Planning Assistant

feasibility study for the road network for ......university of moratuwa road network for hambantota...

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