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 Acknowledgement
Preparation of National Road Master Plan (NRMP) is a great team work. The two individual local and
foreign consultants and staff of the planning division have contributed their knowledge, expertise, time
and efforts in formulating this NRMP document. I appreciate the services delivered by each and every
individual.

Herewith, I pay my gratitude for all the staff of Planning Division for the successful completion of this
report.

Special mention should be done on the great advices and cooperation given by former Director General
Mr. Rohitha Swarna, present Director General Mr. Kamal Amaraweera and Chairman RDA Mr. Nihal
Sooriyarachchi. ADG (NP) Mr.W.E.S.K. Fernando was kind enough to assist us at any time on all the aspects
in delivering this task. I wish to thank all ADG’s and Directors of RDA as well for their cooperation.

ADB has funded the major part of this task under their Technical Assistance Programme. We wish to
mention here the assistance given by Project Director Mr. A.H.M.Nizar and his team with gratitude.

D.N.Siyambalapitiya
Director Planning
Road Development Authority
 CONTENT
Page

1. Introduction .................................................................................................................................1
1.1 Background ..................................................................................................................................1
1.2 Road Development Authority ......................................................................................................2
1.3 Overview of Demand For Road Transport ...................................................................................2
1.4 Purpose of the National Road Master Plan .................................................................................6
1.5 Development of National Road Master Plan ...............................................................................7
2. Current Status of The National Road Network ............................................................................8
2.1 Network Characteristics ..............................................................................................................8
2.1.1 Physical Characteristics................................................................................................................9
2.1.2 Traffic Demand Distribution ......................................................................................................10
2.2 Existing Problems.......................................................................................................................11
2.2.1 Road Inventry ............................................................................................................................11
2.2.2 Road Side Drainage System .......................................................................................................12
2.2.3 Overloading of Road Network ...................................................................................................12
2.2.4 Operational Problems on Highways ..........................................................................................15
2.2.5 Road Safety ................................................................................................................................16
2.2.6 Traffic Management ..................................................................................................................17
3. Review of Previous NRMP .........................................................................................................19
3.1 Overview ....................................................................................................................................19
3.2. Lessons Learned.........................................................................................................................31
4. Legal & Regulatory Frameworks ................................................................................................33
4.1. Legal Background & Regulations ...............................................................................................33
4.1.1 Legal - Legislative Frame Work ..................................................................................................33
4.1.2 Environmental and Social Safeguard .........................................................................................33
4.1.3 Motor Traffic Regulations ..........................................................................................................39
4.1.4 Natural Disaster Mitigation .......................................................................................................39
4.2. Policies .......................................................................................................................................40
5. Master Plan Development .........................................................................................................42
5.1 Methodology of Identifing Plan for Existing National Road Network .......................................42
5.1.1 Preparatory Work ......................................................................................................................43
 5.2. Analysis Work Using HDM-4 ......................................................................................................55
5.2.1 General Approach ......................................................................................................................55
5.3. Future National Road Network Development ...........................................................................62
5.3.1 Ongoing Major Projects .............................................................................................................62
5.3.2 Comitted Major Projects ...........................................................................................................62
5.3.3 Investment Plan For National Road Network ............................................................................63
5.3.4 Feasibility Studies ......................................................................................................................68
5.3.5 Expansion of National Road Network ........................................................................................68
5.3.6 Expansion of High Mobility Network .........................................................................................69
6. Recommendation and Way Forward.........................................................................................74
6.1. Asset Management System .......................................................................................................74
6.1.1 Institutionalizing of Assets Management Practices For Rda .....................................................74
6.2. Safety Improvement Of The National Highway Network ..........................................................83
6.3. Development Of Financial Model For Road Master Plan (2018-27) .........................................99
3.1.1 Development Of Financial Model Using Ronet .........................................................................99
7. Mitigating Prasent Problems ...................................................................................................112
8. Suggestions ..............................................................................................................................114
8.1. Prioritization Of Railway Level Crossings At “A” & “B” Class Roads ........................................114
8.2. Alleviation Of Traffic Congestion In Colombo Metropolitan Area ..........................................114
8.2.1 Advanced Traffic Management System ...................................................................................114
8.2.2 Development Of Missing Links ................................................................................................115
8.3. Policy On Facilities For Public Transport..................................................................................116
8.4. Transport Demand Management ............................................................................................117
8.5. Rural Connectivity Improvement.............................................................................................118

Annex 1 to 7
Appendix A
 LIST OF TABLES
Table 1-1: Vehicle population in Sri Lanka ......................................................................................................3
Table 1-2: Active motor vehicle fleet in Sri Lanka...........................................................................................4
Table 1-3: Vehicle composition of CMC entry points .....................................................................................4
Table 1-4: Province wise active vehicle population ........................................................................................5
Table 1-5: Province wise percentage vehicle population ...............................................................................5
Table 1-6: Vehicle composition of Western Province .....................................................................................6
Table 2-1: Example of Load Equivalencies ....................................................................................................13
Table 2-2: Accident statistics of Sri Lanka during last five years ..................................................................16
Table 3-1: Physical Achievement of Road Maintenance Activities for NRMP (2007-2017) length in Km ....21
Table 3-2: Expenditures of Road Maintenance Activities for NRMP (2007-2017) .......................................22
Table 3-3: Comparison of Planned and Actual Road Maintenance Expenditure of NRMP (2007-2017)......23
Table 3-4: Summary of widening of Roads ...................................................................................................24
Table 3-5: Planned vs Actual Expenditures for Natural Disaster Affected Road Rehabilitation ...................25
Table 3-6: Expenditures for Widening of Roads in Billion LKR......................................................................25
Table 3-7: Physical Numbers of Development for Traffic Congestion Reduction ........................................26
Table 3-8: Expenditure for Traffic Congestion Reduction in Million LKR ......................................................27
Table 3-9: Expenditures for Development of Expressways during NRMP (2007-17) ...................................28
Table 3-10: Number of Bridges Improved During 2007-2017 ......................................................................29
Table 3-11: Details of Planned and Actual Expenditure for Reduction of traffic congestion in Million LKR 30
Table 3-12: Total Planned and Actual Expenditures for NRMP (2007-2017) in Billion LKR ..........................31
Table 5-1: Parameters of BPR Curve .............................................................................................................49
Table 5-2: Vehicle Fleet .................................................................................................................................54
Table 5-3 Comparison of Results of Different Alternative Road Improvement and Maintenance Strategies
using HDM-4 .................................................................................................................................................59
Table 5-4: Undiscounted Annual Expenditures of NRMP (2018-2027) ........................................................60
Table 5-5: Summary of the revised work program of NRMP (2018-2027) ...................................................64
Table 5-6: Details of Expressways .................................................................................................................70
Table 6-1: Segregation of motorized and non – motorized traffic ...............................................................83
Table 6-2: safety improvements at Hazardous locations .............................................................................93
Table 6-3 : Annual Road Agency Costs for Road Maintenance and Rehabilitation (Million LKR)
Requirements for Years 1-5 ........................................................................................................................101
Table 6-4 : Annualized Funding Requirements for Years 1-5 under Optimal Scenario ..............................102
Table 6-5 : Unit Road User Charges Revenues from Fuel Levy in Sri Lanka ................................................103
Table 6-6 : Annual Road User Charges Revenue of Sri Lanka .....................................................................103
Table 6-7: Comparison of Annual Revenues and Funding Requirements for Road Sector in Sri Lanka .....104
Table 6-8: Comparison of Input-based and PPP Performance-based Road Maintenance Contract8 .........111
Table 8-1: Priority Non RDA Roads to be improved....................................................................................116
 LIST OF FIGURES
Figure 2-1: Road Length Distribution by Surface Type ...................................................................................9
Figure 2-2: Road Length Distribution by Road Width .....................................................................................9
Figure 2-3: Road Length Distribution by Roughness .....................................................................................10
Figure 2-4: Road Length Distribution by Traffic ............................................................................................10
Figure 2-5: Percentage of Overload Vehicles by Category ...........................................................................13
Figure 2-6: Loss of Pavement Life with Overloading ....................................................................................14
Figure 3-1: Trends of Planned and Actual Expenditure of NRMP (2007-2017) ............................................23
Figure 5-1: Falling Weight Deflectometer (FWD) machine ...........................................................................44
Figure 5-2: Multi-Function Network Survey Vehicle (MFNSV) .....................................................................44
Figure 5-3: Zoning (whole country) ..............................................................................................................47
Figure 5-4: BPR Curve by Road Classification & Design Speed .....................................................................49
Figure 5-5: Model Deviation across Survey Locations for 2017....................................................................50
Figure 5-6: Location Referencing for SRAMS ...............................................................................................51
Figure 5-7: Annual Average Network IRI Value (weighted by length) after 10 years ..................................61
Figure 6-1: SLRAMS framework ....................................................................................................................77
Figure 6-2: Unsafe and obstructed walking zones ........................................................................................84
Figure 6-3: Obstructions on walking zone ....................................................................................................85
Figure 6-4: Maximum Kerb height ................................................................................................................85
Figure 6-5: Pedestrian jay walking and unsafe walkways in no fencing walkway ........................................86
Figure 6-6: Comfortable width of walkway...................................................................................................87
Figure 6-7: Elements for a safe walking zone ...............................................................................................87
Figure 6-8: Intersection sight distance..........................................................................................................88
Figure 6-9: Refuge islands with landscaped medians ...................................................................................89
Figure 6-10: Widths need for wheelchairs ....................................................................................................90
Figure 6-11: Tactile paving ............................................................................................................................91
Figure 6-12: W beam barrier system ...........................................................................................................95
Figure 6-13: Double line and single line ........................................................................................................96
Figure 6-14: Distribution of User Charges from Different Sources in Sri Lanka .........................................104

LIST OF MAPS
Map 2-1 National Road Network ....................................................................................................................8
Map 3-1-: Road Network Development Map of National Road Master Plan (2007-2017) ..........................20
Map 5-2 : Expressway Network Map ............................................................................................................73
1. INTRODUCTION
1.1 BACKGROUND
At present, as Sri Lanka gradually moves into the upper middle- income category, the growth rate of the
country’s transport demand is greater than its GDP growth. The road sector provides for the majority of
this demand, carrying approximately 95% of passenger traffic in 2012, and 97% of freight. The deterioration
of the rail sector has also resulted in the rail network carrying only 5% of passenger traffic and 2% of freight.
Water modes carry just 1% of all internal freight. This prominence of the road sector is largely due to the
significant share of national resources allocated to the road network over the past decades.

Sri Lanka owns a very well spread-out road network of 116,000km. The current road density of Sri Lanka is
1.7 km of roads per square kilometer, a very high number when compared to its regional peers. Sri Lanka’s
road network is classified into National, Provincial, Pradeshiya Saba, Local Authority roads and roads built
under numerous development projects (e.g. under major irrigation schemes and hydro power complexes)
according to their functionality and administrative responsibility. The 12,380km of National roads
comprising of class “A” roads (trunk roads), class “B” roads (main roads), and Expressways (E) are
administered by the central government through the Road Development Authority (RDA) as the executing
agency. However, Local Authorities of Sri Lanka are responsible for administration of the majority, nearly
56%, of the road network. Nine provincial councils are responsible for the administration and management
of Provincial roads. Thus, the Provincial Councils and Local Authorities manage the vast majority of the
road network. This portion of the network is situated predominantly in regional areas and provide access
to more than 80% of the population of Sri Lanka.

The Government of Sri Lanka has taken up a comprehensive program to connect regional growth centers
to central business areas and other service facilities, island wide. Creating employment opportunities,
enhancing the quality of life of the people and ensuring overall economic development are the main aims
of this agenda. For this program to be carried out with the limited government budget allocated efficiently
and accurately, it is necessary to carry out scientific analysis of the road network and provide factual
justifications in requesting funding for maintenance and enhancement of the network. Therefore, a
sustainable long-term program of operation, maintenance and development that delivers value for money
while optimizing Road Asset Management cost is essential. The National Road Master Plan provides this
long- term program of operation and will play a vital role by identifying investment priorities based on
scientific analysis.

In 2004-2005, the first Road Sector Master Plan was drafted with the assistance of international
consultants. However, due to many drawbacks in this Master Plan it was not implemented. Subsequently
in 2007, the RDA Planning Division prepared the National Road Master Plan 2007-2017 with the assistance
of the Asian Development Bank (ADB). The NRMP 2007- 2017 document was prepared for the development
and maintenance management of the National Road network under the jurisdiction of the Road
Development Authority.

1
It has so far been utilized to implement a majority of projects from 2007 to 2017. However, mandatory
changes to the NRMP 2007 – 2017 were made after taking into account the socio- economic and political
environment during the period.

In preparation of the above master plan, the RDA used limited data available at that time. The following
models were used in the analysis.

a. JICA STRADA: for traffic analysis and forecasting

b. HDM-4 Version 1.3: for economic analysis for the identification of priorities of projects.

With the large investment carried out for road sector especially for National roads in the past, access and
mobility of the road network has improved considerably facilitating development of other sectors.
However, there are some missing links, which need urgent attention to increase the efficiency of the
network.

1.2 ROAD DEVELOPMENT AUTHORITY

The Road Development Authority (RDA), was incorporated as a statutory body under the Ministry of
Highways by the RDA Act No.73 of 1981. The functions of the RDA were expanded in 1986 when it became
the successor to the Department of Highways. Since then, the RDA is responsible for the maintenance,
development and upgrading of the National Road network of Sri Lanka. The current National Road Master
Plan (2018-2027) has been prepared to fulfill this requirement.

Vision of RDA: To be valued as the premier national institution of multi-disciplinary excellence in highway
engineering, which meets the community’s expectations by providing an excellent national highway
network

Mission of RDA: As the premier national organization of the road sector, to provide an adequate and
efficient network of national highways, to ensure mobility and accessibility at an acceptable level of safety
and comfort, in an environment friendly manner, for the movement of people and goods paving way for
the socio-economic development of the nation.

1.3 OVERVIEW OF DEMAND FOR ROAD TRANSPORT

As discussed in the Background above demand for Road Transport is increasing rapidly with the
growth in the vehicle fleet due to non-availability of other competitive transport modes.

It is evident that Rail based transport modes or water transport have not development in par with the
economic development happened during the past few decades.

The Vehicle Population according to the department of motor traffic in Sri Lanka from 2012 to
2017 is shown in the following table.

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Table 1-1: Vehicle Population in Sri Lanka

For 2017
Years 2012 2013 2014 2015 2016 2017 Modal
Share
Motor Cars 499,714 528,094 566,874 672,502 717,674 756,856 10%
Motor
Tricycle 766,784 850,457 929,495 1,059,042 1,115,987 1,139,524 16%
Motor
Cycles 2,546,447 2,715,727 2,988,612 3,359,501 3,699,630 4,044,010 56%
Buses 91,623 93,428 97,279 101,419 104,104 107,435 1%
Dual Purpose
Vehicles 280,143 304,746 325,545 365,001 391,888 408,630 6%
Motor
Lorries 323,776 329,648 334,769 341,911 349,474 352,275 5%
Land
Vehicles -
Tractors 315,520 326,292 333,362 343,339 353,624 362,445 5%
Land
Vehicles -
Trailers 53,020 55,286 57,298 59,426 63,088 75,947 1%
Total 4,877,027 5,203,678 5,633,234 6,302,141 6,795,469 7,247,122 100%

However, it is a matter of fact that out of the total number of vehicles indicated in the table 1-1
considerable numbers of vehicles are not at operational status by now. At present, there is no
proper system to deduct the number of vehicles that are not in active vehicle fleet from the vehicle
population.
Therefore, in all our analysis and planning processes we consider that the active vehicle fleet of
the country comprised of the number of vehicles with valid revenue licenses and those are
tabulated in the table 1- 2. According to that, the active vehicle fleet in Sri Lanka is rapidly
increasing from 3,384,605 in 2012 to 5,040,893 in 2017 which shows 49% increase with respect
to the number of vehicles in 2012. It is clearly observed that around 84% of the vehicle population
comprise with private veh555icles (motor cycles, motor tricycles and private cars) where motor
cycles have the highest share of 52% among the vehicle population. This undoubtedly proves that
owning the private vehicles has been drastically increased with respect to the decline of public
transport facilities.

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Table 1-2: Active motor vehicle fleet in Sri Lanka

Percentage
2012 2013 2014 2015 2016 2017
in 2017
Omni busess 13,526 12,838 12,967 20,803 19,883 20,488 0.41%
Private coaches 31,410 30,946 32,094 30,833 32,320 36,581 0.73%
Dual purpose vehicles 256,176 275,454 294,375 336,542 357,125 377,680 7.49%
Private cars 368,047 390,056 410,917 540,806 573,920 620,133 12.30%
Land vehicles 98,904 99,107 92,979 100,433 108,849 110,726 2.20%
Goods transport vehicles 214,939 211,625 211,662 219,619 221,260 236,186 4.69%
Motor cycles 1,708,611 1,760,356 1,885,065 2,227,120 2,437,105 2,624,917 52.07%
Threewheelers 688,249 744,860 810,814 932,016 978,977 1,009,921 20.03%
Others 4,743 5,806 4,483 13,119 7,875 4,261 0.08%
Total 3,384,605 3,531,048 3,755,356 4,421,291 4,737,314 5,040,893 100.00%

Due to the increment of private vehicle ownership, the demand for road space has been increased
in recent past causing more and more congestion on roads. Every year a colossal sum of public
funds are being used for widening & improvement of existing roads. Therefore, it is apparent that
the time has arrive to enhance the public transport facilities while discouraging private vehicle
usage by introducing bus lanes, bicycle lanes and pedestrian friendly walkways in the road
planning. Hence, the implementation of such interventions as remedies would help to minimize
the passengers who tend to divert himself/herself being a public transport captive rider to private
vehicle owned choice rider.
Status of Western Province
Being the capital of Western province Colombo city has about seven major entry points which
bring the traffic to the city. Table 1-4 shows the vehicle flows at CMC entry points which has been
recorded during the first quarter of the year 2019. This indicates that around 88% of the vehicles
are private vehicles which comprise with motor cycles, three wheelers and cars. Among those
vehicles only 2.4% of the total vehicles are buses which carries more passengers with compared
to the numbers carrying by private vehicles into the city.
Table 1-3: Vehicle composition of CMC entry points

Vehicle Type Motor Three Medium Large

Car Van
cycle Wheel Bus Bus
Percentage (%) 24.5 29.7 34.6 3.4 0.6 1.8

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Table 1-4: Province wise active vehicle population

Province 2009 2010 2011 2012 2013 2014 2015 2016 2017
Western 969,337 1,075,099 1,205,708 1,279,616 1,336,564 1,398,377 1,595,719 1,688,341 1,763,267
Central 188,331 226,317 235,122 258,929 278,337 305,477 344,011 380,734 411,923
Southern 284,275 319,394 373,517 407,238 432,433 467,561 575,869 613,133 640,745
Northern 47,031 62,744 123,040 197,941 160,814 165,742 199,328 219,985 237,689
Eastern 110,760 192,260 179,508 215,088 227,787 240,009 286,234 322,916 348,632
North western 352,996 351,409 412,341 457,592 482,487 517,531 592,936 639,229 675,181
North Central 120,972 173,890 194,579 213,883 231,557 250,614 311,700 338,036 357,739
Uwa 90,077 96,782 123,311 139,660 149,854 161,479 203,798 230,082 243,017
Sabaragamuwa 116,227 161,952 194,826 214,958 231,485 248,566 311,296 304,858 362,700
All island 2,280,006 2,659,847 3,056,643 3,384,605 3,531,048 3,755,356 4,421,291 4,737,314 5,040,893

Table 1-5 illustrates that the majority of the active vehicles are registered under Western Province
of the Sri Lanka. It indicates demand for road usage is higher in the western province than in the
other parts of the country. However, scarcity of the land is considered as one of the major
problems in the Western Province as it has already reached the highest road density in the
country. Therefore, it is evident that widening & improvement of existing road network would
not be a viable solution for ever increasing transport demand.
Table 1-5: Province wise percentage vehicle population

2009 2010 2011 2012 2013 2014 2015 2016 2017

Western 43% 40% 39% 38% 38% 37% 36% 36% 35%
Central 8% 9% 8% 8% 8% 8% 8% 8% 8%
Southern 12% 12% 12% 12% 12% 12% 13% 13% 13%
Northern 2% 2% 4% 6% 5% 4% 5% 5% 5%
Eastern 5% 7% 6% 6% 6% 6% 6% 7% 7%
North western 15% 13% 13% 14% 14% 14% 13% 13% 13%
North Central 5% 7% 6% 6% 7% 7% 7% 7% 7%
Uwa 4% 4% 4% 4% 4% 4% 5% 5% 5%
Sabaragamuwa 5% 6% 6% 6% 7% 7% 7% 6% 7%
All island 100% 100% 100% 100% 100% 100% 100% 100% 100%

Table 1-6 shows that active vehicle fleet in the western province has been decreased over the last
9 years from 43% to 35%. However, according to the percentages shown in table 7, it indicates
that private vehicles (Private cars, motor cycles and three-wheelers) have been increased despite
of the fact that active vehicle percentage in western province being decreased. Therefore, it is
very well understood that the road space is highly occupied by the private vehicles than the public
transport vehicles.

5
Table 1-6: Vehicle composition of Western Province

2009 2010 2011 2012 2013 2014 2015 2016 2017

Omni Buses 0.66% 0.64% 0.64% 0.51% 0.44% 0.44% 0.55% 0.51% 0.51%
Private Coaches 1.13% 1.12% 1.05% 1.05% 0.98% 0.99% 1.00% 0.97% 1.01%
Dual Purpose Vehicles 10.40% 9.84% 9.73% 9.82% 9.77% 9.63% 9.27% 8.85% 8.78%
Private Cars 18.78% 18.69% 19.68% 19.13% 19.14% 18.80% 20.91% 20.53% 20.82%
Land Vehicles 1.49% 1.43% 1.24% 1.12% 1.22% 1.07% 0.94% 0.94% 0.92%
Goods Transport Vehicles 8.48% 8.24% 7.68% 7.26% 6.92% 6.55% 5.94% 5.69% 5.59%
Motor Cycles 42.97% 43.20% 42.20% 42.42% 42.37% 42.82% 42.09% 43.39% 43.82%
Threewheelers 15.95% 16.66% 17.67% 18.56% 18.93% 19.50% 19.25% 19.06% 18.49%
Others 0.14% 0.16% 0.10% 0.13% 0.22% 0.21% 0.05% 0.05% 0.06%

However, the demand for transportation is ever increasing and supply of adequate road
infrastructure facilities to cater future demand is challenging. Every effort has been taken to
address the expected challenges and to cater for the future demand when compiling this master
plan.

1.4 PURPOSE OF THE NATIONAL ROAD MASTER PLAN

The National Road Master Plan is underpinned by a sectoral policy to enable the road sector to respond to
economic and social needs coherent with the country’s macro-economic environment. The NRMP
identifies investment priorities in the road sector over a ten year period, paying particular attention to the
availability of resources. It provides a physical plan for maintenance, rehabilitation, improvement of the
existing network, new road construction, and sets out a spending requirement for National Roads.

The Master Plan is very important in implementation of projects in priority basis and do away with the
project centric approach which will reduce the impact of investment to the economy of the country.

The RDA has a distinct responsibility for the development, maintenance and proper management of the
national road network in the country. Accordingly, preparation of new masterplan is timely for RDA.

Need For Complying With Sustainable Development Goals

With Sri Lanka committing to the UN 2030 agenda for sustainable development in 2015, all government
organizations are required to ensure the achievement of Sustainable Development Goals by 2030.
‘Sustainable Sri Lanka - vision & strategic path’ was prepared with the view of formulating consistent
national policies that will guide Sri Lanka to become a truly sustainable nation by the year 2030.

The NRMP will play a crucial role by identifying critical national requirements accurately, while keeping in
line with the national objectives of making Sri Lanka a sustainable, upper middle- income country that is
economically prosperous, competitive and advanced. In this process, it is imperative to move away from a
project centric approach which reduces the benefits of investment to the overall economic prosperity of
the country.

6
1.5 DEVELOPMENT OF NATIONAL ROAD MASTER PLAN
Development of the National Road Master Plan 2018-2027 was considered under two aspects, the existing
national road network improvement and new proposals. The 10 year Master plan for existing national road
network was developed using life cycle economic analysis using HDM-4 software which require detailed
inventory and traffic data for each and every road sections of the existing network. New proposals are
mainly based on forecasted traffic demands, road safety improvement and the economic and social needs
of the country.

This report compiles lists of prioritized interventions to be done for the National Road network of Trunk
Roads, Main Roads and Expressways. This document further presents the integral nature of road
development, giving special emphasis to road safety, and public transport facilitation while adhering to
environmental safeguard and catering to social obligations.

Great effort has also been given to the streamlining and prioritizing of investment, coherent with the
National Development agenda. The road infrastructure development and facilitation projects identified to
cater this request are compiled in different chapters of this document, according to their appropriate
functionalities. For example, the future need of enhancing the connection between the southern and
northern parts of Colombo city, especially to cater to the future transport demand created by the Port City
and the Colombo Port Expansion projects have been thoroughly addressed when compiling candidate road
projects.

1.Port Access Elevated Road connecting New Kelani Bridge and the Colombo Port.
2. Proposed tunnel connecting Marine Drive extension with the Port Access and to proposed Multi-Modal
Hub at Pettah.

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2. CURRENT STATUS OF THE NATIONAL ROAD NETWORK
2.1 NETWORK CHARACTERISTICS
Although the National Road network, comprises of 4215km Class A roads (Trunk Roads) and 8005km Class
B roads (Main Roads) and 170km Expressways, this chapter focuses only on A and B class roads.

Map 2-1 National Road Network

8
2.1.1 PHYSICAL CHARACTERISTICS

It appears that the national road network comprises of different types of pavements including Asphalt
Concrete, Surface Dressing, Cement Concrete, and Gravel as shown in Figure 1. Among pavement types,
the Flexible pavement, which comprises of Asphalt Concrete represent the most dominant type having a
72 percent share, followed by Penetration Macadam having 25 percent. The shares of the Cement Concrete
pavement, surface dressing and gravel are very low having 1 percent each.

Gravel,
Concrete,
60.18, 1%
98.21, 1%
PM,
2896.45, 25%

Surface Dressing,
141.73, 1%

Asphalt Concrete,
8272.03, 72%

Asphalt Concrete Surface Dressing PM Concrete Gravel

Source: RDA Planning Division

Figure 2-1: Road Length Distribution by Surface Type

When considering road width, 63 percent of the national road network is double lane and 27 percent is of
intermediate width. Only 2 percent is four lane and only few km of the network is 6 lanes.

6 Lane,
4 Lane, 14.10, 0% Single Lane, 928.09,
259.20, 2% 8%

Intermediate Lane,
3023.32, 27%

Double Lane,
7243.89, 63%

Single Lane Intermediate Lane Double Lane 4 Lane 6 Lane

Source: RDA Planning Division

Figure 2-2: Road Length Distribution by Road Width

9
 Bad, 1810.04,
16%
Roughness Class:
Excellent,
Poor, 1170.95, Excellent IRI < 3 m/km
4438.29, 39%
10%
Good IRI 3 to 5.5 m/km

Fair IRI 5.5 to 7.0

Fair, 1067.46, m/km
9%
Poor IRI 7.0 to 10 m/km

Bad IRI > 10 m/km

Good, 2981.85,
26%
Excellent Good Fair Poor Bad

Source: RDA Planning Division

Figure 2-3: Road Length Distribution by Roughness

2.1.2 TRAFFIC DEMAND DISTRIBUTION

It appears that about a third (34 percent) of the road links in Sri Lanka carry High to Very High volume of
traffic, as shown in Figure 2-4. The medium traffic intensity group represents the single largest group, as
far as traffic volume intensity in the road network is concerned. 77 percent of the roads carry either
Medium to Very High traffic while Very Low to Low traffic categories are being served by the remaining 23
percent of the roads. It is therefore apparent that most of the road links in Sri Lanka carry a reasonably
high volume of traffic.

Very High, Very Low, Traffic Class:

1410.59, 12% 538.24, 5%
Low, 2063.14, Very Low < 750 vpd
18%
High, 2470.28, Low 750 to 2,500 vpd
22%
Medium 2,500 to 10,000 vpd

High 10,000 to 20,000 vpd

Very High > 20,000 vpd

Medium,
4986.35, 43%
Very Low Low Medium High Very High

Source: RDA Planning Division

Figure 2-4: Road Length Distribution by Traffic

10
2.2 EXISTING PROBLEMS

2.2.1 ROAD INVENTORY

As a result of formulation of provincial councils in 1988 and handing over of C & D class roads to the newly
formed provincial councils, national roads managed by Department of Highways have been handed over
to the Road Development Authority. At that time there was no physical verification done to check the
lengths or the road infrastructure components.

Subsequently, action has been taken by the Planning Division to correct/ modify road lengths and other
relevant data with field validations. In this process, deduction of double counting, addition of omitted
sections is to be done. Demarcation of the roads belongs to different executive engineers regions are being
done to enhance the efficiency of network management. On the completion of this process, expected
inventory data can be documented.

Inventory Issues
At present, the RDA has published the road list for National roads in the country, which consist of 753
numbers of class ‘A’ and class ‘B’ roads altogether 12,210.36 km in length (gazetted lengths). But no
complete road inventory is available for the entire national network of country.

There are some common issues prevailed in the current road list as indicated below.

• Significant length differences between gazetted road length and measured road length in some
roads. This is due to the lack of accurate measuring equipment available in early days of RDA. At
present actual road lengths were measured using MFNSV equipment.

• There are some set of small roads which are included in one route number in the road list. This set
of road sections gazette as a one road with total road length. Each and every road link cannot be
identified separately due to the lack of information available in the RDA. There are 12 road clusters
that can be identified under this category.

• There are impassable road sections in some locations, which are maintained by external parties
such as Airport authority, SL Army, Department of wild life etc. Due to this reason no inventory data
can be collected for these sections.

• Some road sections are overlapping between two roads. These sections duplicate the road
inventory which needs to be corrected in future.

• Due to insufficient data available in the gazetted documents, start and end of some road sections
cannot be identified.

The identified issues within the road list were given in the Annex-1 of this report. It is recommended to
study each and every road in the future to solve these issues and re-gazetted with new road names and
numbers if necessary.

11
2.2.2 ROAD SIDE DRAINAGE SYSTEM

Draining out of storm water from the road surface and the road side is very important to retain the strength
of underlying layers of road structure to withstand the impact of moving loads. Therefore, maintaining
road side drains and lead away drains are very important. It is evident that most of the lead away drains
are blocked by residents of the area resulting stagnation of water damaging the road surface / road sides.
As a result, colossal sum of funds is utilized for the repair and maintenance of damaged roads. There are
several reasons and causes for lack of attention in maintaining drainage systems. Non-availability of proper
authority/institution to regulate these drainage systems can be considered as one of the main reasons.
Furthermore, due attention is not given to make sure the functionality of the drainage system and
necessary improvements when implementing road projects.
In addition to above, due to restrictions or non-availability during urbanization and township development
the allocation of adequate space provision for drainage systems proves to be an increasingly difficult task.

2.2.3 OVERLOADING OF ROAD NETWORK

Overloading on roads is a serious issue in many developing countries of the world. One of the primary functions
of a road pavement is load distribution and the pavement design must account for the expected lifetime traffic
loads. The traffic loads are calculated based on the accepted legal axle load limits. These legal axle load
limits and gross vehicle weight limits are overlooked and violated by the transporters. Newly constructed
roads experience accelerated loading conditions resulting fast deterioration of road pavement much
before their design life is over. This results in premature failure of roads. Damage to roads as a result of
overloading leads to higher maintenance and repair costs and shortens the life of a road demanding
additional funds.

RDA has a system of data collection as a regular survey programme to measure traffic loads for different
road corridors. Under the regular survey program axle loads are measured using portable weighing
machines. Vehicles are stopped for weighing on sample basis. According to the data collected in recent
years, loading levels are shown in figure2-5 below.

12
 120

100
% of Vehicles

80

60

40

20

-
A001 A002 A003 A004 A006 A007 A009 A011 A015 A017 A018 A024

% of Large Lorries (>8.5 T) % of Three Axles Vehicle Combined

% of Four Axles Vehicle Articulated % of Five Axles Vehicle Articulated
% of Six Axles Vehicle Articulated

Figure 2-5: Percentage of Overload Vehicles by Category

Pavement structural design requires a quantification of all expected loads that a pavement will encounter over
its design life. Under the Equivalent Standard Axel Load (ESAL) method, all loads (including multi-axle loads) are
converted to an equivalent number of 8160 kg single axle loads, which is then used for design. A "load
equivalency factor" represents the equivalent number of ESAL for the given weight-axle combination. As a rule-
of-thumb, the load equivalency of a particular load (and also the pavement damage imparted by a particular
load) is roughly related to the load to the power of four. For example, a 16,000 kg (16 T) single axle load will
cause about 16 times the damage caused by 8160 kg (8.16 T) single axle load.

The general 4th power relationship between ESAL for a 2-axle vehicle and the standard axle loads is:

ESAL = (FAW/6.6) ^4 + (RAW/8.16)^ 4

Where FAW = front axle weight and RAW = rear axle weight in tonnes

Table below shows some typical load equivalencies (note that spreading a load out over two closely spaced axles
reduces the number of ESAL).
Table 2-1: Example of Load Equivalencies
Load Number of ESAL
8160 kg 2-tyred front axle 2.34
8160 kg 4-tyred single axle 1.00
1000 kg 4-tyred single axle 0.0002
14000 kg 4-tyred single axle 8.70
8160 kg 8-tyred tandem axle 0.09
14000 kg 8-tyred tandem axle 0.76

13
Overloading of an axle therefore has severe effect on the pavement. Since a pavement is design for the
cumulative repetition of equivalent axle loads likely to be imposed, the effect of increase in ESAL because of
uncontrolled overloading would be the reduction in the life of the pavement i.e. the pavement would fail earlier
than it is designed for. Figure 2-6 illustrates this point. The damage caused by overloading grows exponentially
as the load increases.

Figure 2-6: Loss of Pavement Life with Overloading

At present pavements are designed for average ESA which account for overloading at the time of axle load
survey. But it has been observed that the percentage of overloading and overloading level is increasing.
This will result in early failure of road pavement before the design life and increase cost of maintenance of
road if actions are not taken to control overloading.

14
2.2.4 OPERATIONAL PROBLEMS ON HIGHWAYS

It has been observed that the encroachment on the National Road Right of Way is a regular phenomenon.
People with lack of moral values construct shops and establish business on the roadside government land
and thereby enjoy illegal benefits. These encroachments are the constant reasons for obstructions and
interruption for the through traffic movement on the roads. These affect safety of road users including
pedestrian and motorized traffic. These encroachments have considerable adverse impacts on the
operational efficiency of the traffic moving on the roads.

The factors that constrain operational efficiency include: houses and shops located on the edge of national
highways; plying of non-motorized transport on the main carriageways; stopping of vehicles, loading-
unloading or parking on the carriageway or shoulder; absence of protected pedestrian crossings and foot
over-bridges; and a lack of enforcement of traffic rules and regulations. All these contribute to congestion
resulting delays to traffic movement. This situation deprives expected economic growth expected from
road infrastructure development, which involve large investment.

Some of the main reasons behind such congestion:

(i) Presence of non-motorized transport (NMT) which are plying on the carriageway creating hindrance
to through traffic due to non-availability of separate lanes.

(ii) Buses stopping on the carriage-ways for dropping and picking up passengers, blocking almost 60 % of
the road as there are no bus bays or wider roads.

(iii) Trucks stop on the road shoulder for loading and unloading of goods.

(iv) Vehicles are parked on the shoulder or very close to the road pavement.

(v) A large number of pedestrians moving on the road specially due to non-availability of proper foot
paths/foot walks.

It was further observed that even where the carriageway has been widened to 4-lanes, the outer 2 lanes
of the carriageway is use for parking, and for loading/ unloading of goods.

It is important to note that most of the encroachments referred to above are unauthorized. Most of these
structures when built initially on the edge of shoulders on private land and did not interfere directly with
the traffic. But when these structures are used for commercial purposes, townships start developing
around them. As a result, local traffic is generated and pedestrian activities increase manifold on particular
stretches of the road along the shops creating hazardous situation for all road users.

15
2.2.5 ROAD SAFETY

Annually, 1.3 million* people die in road accidents worldwide, with another 20 to 50 million*
people injured. Road accidents, the ninth leading cause of death, are expected to grow to be the
fifth leading cause by 2030. Ninety percent of the road accidents reported to be occurred in low
and middle-income countries. According to the World Health Organization (WHO), injuries due to
road accidents are the leading cause of death in the 15-29 age group. Further, in most countries,
road traffic crashes cost 3 percent of the gross domestic product. Road accidents are a social
problem, and it is the combined responsibility of the infrastructure providers, police, the motor
traffic department, the public, pedestrians, drivers and cyclists to reduce the incidences and
severity of these accidents.
(* source: https://www.who.int/news-room/facts-in-pictures/detail/road-safety)
Following table 2-2 shows the statistics of accidents happened in Sri Lanka during the period from
2013 to 2017.

Table 2-2: Accident statistics of Sri Lanka during last five years

Overview Total 2013 Total 2014 Total 2015 Total 2016 Total 2017

Fatal Accidents 2,190 2,261 2,601 2,824 2,924

Grievous 6,872 7,072 8,187 8,518 8,144

Non Grievous 13,526 12,782 13,595 13,961 13,592

Damages Only 15,293 13,854 13,726 13,675 13,072

There are many risk factors contributing towards road accidents. They include speeding, drink
driving, failure to obey traffic rules, drivers attitudes, poor weather conditions, poor infrastructure
facilities, vehicle conditions, driving without a license, failure to wear seat belts, using mobile
phones while driving, fatigue and lack of concentration.

16
2.2.6 TRAFFIC MANAGEMENT

At present traffic congestion has become a serious issue which leads to number of negative
consequences including higher travel times, loss of productivity, increase in vehicle operating cost,
environmental pollution etc. Rapid increase of number of vehicles is the main contributing factor
for road congestion. However, there are several other reasons such as driver behavior,
deficiencies in road geometry, model mix and mechanical soundness of the vehicles contribute to
this situation.

Main reasons for traffic congestion and related issues:

(i) Lack of Network capacity (Bottlenecks)

 Not maintaining a uniform lane width along the national highways
 Road side parking within the restricted area of a junction
 Illegal constructions, erecting of advertisements boards on road sides
 Unplanned city developments by local authorities
 Locations of bus stops/shelters/ bus bays closer to the junctions
 Three-wheeler parking along the national roads
 Narrow bridges
 Not providing slip lanes at junctions

(ii) Higher number of access roads on road sections.

 Higher number of access roads/ by roads connecting to main roads within short distance
 Deficiencies in road infrastructure design
(iii) Inadequate pedestrian facility
 Restrictions in providing walkways
 Obstacles on walkway
 Improper use of road sides and walkways
 Poor quality and inadequate widths of walkways

(iv) Driver behavior

 Drivers not follow traffic regulations
 Drunken drivers
 Problems in attitudes-not respecting others rights

(v) Road infrastructure condition

 Poor maintenance
 Damage to road surface
 Poor attention on road infrastructure components and road furniture

17
(vi) Poor enforcement mechanism
 Inadequate traffic signs and road markings
 Lack of enforcement of laws and regulations
 Gaps in traffic laws & regulations

(vii) Issues related to road construction

 Not adhering to construction contracts
 Deficiencies in construction contract documents
 Problems in the preparation of Bill of Quantities and pricing
 Issues in procurement procedures
 Scarcity or no availability of construction materials.
 Problems in selection/application of technologies
 Issues in identification of appropriate treatments or interventions.

18
3. REVIEW OF PREVIOUS NRMP
3.1 OVERVIEW
National Road Master Plan was prepared in 2007 for the period of 2007 to 2017 by the Planning Division
of RDA with the assistance of an individual international consultant provided by ADB. With the investment
carried out during this period majority of the roads in the national network have been improved or
rehabilitated.
Road network improvement carried out under the NRMP 2007 – 2017 is illustrated in Map 3-1.The planned
expenditure during 2007-2017 was Rs. 683.17 billion and actual expenditure was Rs. 1,229.51 bn. This has
shown excess of 80% when compared with the planned figure. About 34 percent of the investment in road
rehabilitation was financed by the government’s own resources. These efforts and investments
contributed to an overall improvement of the National road network, increasing the proportion of roads in
Excellent, good and fair condition from 48 percent to 74 percent.
Performance of each program, such as construction of expressways, development of highways, reduction
of traffic congestion and bridge rehabilitation and reconstruction are discussed in this chapter.

a) Network Level Performance of NRMP (2007-2017)

Significant achievements have been made for improvement of network level performance under this
NRMP in all key areas, i.e.:

 Operation & Maintenance of National Road Network

 Widening & Improvement of National Roads
 Infrastructure for Reduction of Traffic Congestion
 Expressways Development

19
Map 3-1-: Road Network Development Map of National Road Master Plan (2007-2017)

20
(i) Achievements on Maintenance of National Road Network

For maintenance works, funds are allocated under the mandate on “Road Maintenance Trust fund” under
the Highway development program in the Budget Estimate. In addition to that the funds allocated under
“Widening and improvement of roads” also can be considered as maintenance works when the funds are
used for minor improvement works of National roads. Efforts were made, as depicted in Table 3-1 by
physical achievements, to ensure adequate maintenance of the road network. During the 10-year period
of the NRMP (2007-2017) Routine Maintenance of the whole National road network without any
disruption. In addition, considerable length of Periodic Maintenance works, such as sand sealing and
overlays were conducted in 6,871 and 1,904 km of roads respectively.

Table 3-1: Physical Achievement of Road Maintenance Activities for NRMP (2007-2017) length in Km

Maintenance activity
Year Road length Length of sand Length of
Maintained - km Sealed -km Overlay - km
2007 11,874 516 241
2008 11,891 596 0
2009 11,922 900 0
2010 12,019 870 880
2011 12,019 1,191 620
2012 12,165 567 0
2013 12,169 595 0
2014 12,208 601 0
2015 12,210 272 0
2016 12,210 652 109
2017 12,210 111 54
Total 132,897 6,871 1,904

The planned expenditure and the actual expenditure for routine and period maintenance with reference
to NRMP (2007-2017) are given in Table 3-2. It appears that against planned expenditure of Rs. 127,295.64
million, the actual expenditure was Rs. 179,684.87 million, with an overall 41% increase of investment
during this period. However, the increase in expenditure has not been attributed to maintenance activities.
Although actual expenditure for rehabilitation and improvement was increased by 108.8%, the actual for
maintenance activities have been decreased by almost a quarter. It is therefore evident that despite the
fact that overall expenditure is 41% higher than the planned budget, a significant amount of money was
shifted from the maintenance funds to rehabilitation and improvement works, which resulted overall
reduction of maintenance funds by 24.4%. This can be considered as a major impediment happened
without considering the negative implications on existing road assets.

21
 Table 3-2: Expenditures of Road Maintenance Activities for NRMP (2007-2017)
Planned (Million LKR) Actual (Million LKR)
Year
Rehab Maintenance Total W&IMP Maintenance Total

2007 5,920.27 4,500.00 10,420.27 4,581.82 3,409.85 7,991.67

2008 8,326.24 4,718.58 13,044.82 6,053.20 3,103.45 9,156.65

2009 5,450.76 4,968.99 10,419.75 5,449.31 3,049.07 8,498.39

2010 8,877.20 5,224.09 14,101.29 8,877.00 6,392.59 15,269.58

2011 5,080.90 5,445.70 10,526.60 14,894.12 7,800.36 22,694.48

2012 6,476.10 5,738.71 12,214.81 16,675.33 5,961.23 22,636.56

2013 4,311.90 6,090.71 10,402.61 22,109.27 5,149.50 27,258.77

2014 3,964.10 6,457.40 10,421.50 14,425.32 3,725.43 18,150.75

2015 4,024.95 6,830.74 10,855.69 17,270.03 4,259.80 21,529.83

2016 5,331.95 7,219.49 12,551.45 10,887.60 2,497.00 13,384.60

2017 4,722.32 7,614.55 12,336.86 9,274.98 3,638.60 12,913.58

Total 62,486.69 64,808.96 127,295.65 130,497.98 48,986.88 179,484.86

Composition 49.1% 50.9% 100.0% 72.7% 27.3% 100.0%

(%)
Difference 108.8% -24.4% 41.0%
(%)

The comparison of the planned and the actual road maintenance expenditure and their trends are
illustrated in Table 3-3 and Figure 3-1. Three distinct trends become apparent, as demonstrated by (i) lower
overall expenditure in the first three years ranging from 18.4 to 29.8 percent, (ii) completely different
trends in the middle 6 years, which show significant increase in overall expenditure with compared to
planned expenditure ranging from 8.3 to 162.0 percent and (iii) finally, during the last few years planned
and actual expenditures were more or less balanced. There was a net increase of 41% in actual expenditure
compared to planned expenditure during 10-year period covered by NRMP (2007-2017).

22
Table 3-3: Comparison of Planned and Actual Road Maintenance Expenditure of NRMP (2007-2017)
Planned Actual
(%)
Year Expenditure Expenditure
Difference
(Million LKR) (Million LKR)

2007 10,420.27 7,991.67 -23.3%

2008 13,044.82 9,156.65 -29.8%
2009 10,419.75 8,498.39 -18.4%
2010 14,101.29 15,269.58 8.3%
2011 10,526.60 22,694.48 115.6%
2012 12,214.81 22,636.56 85.3%
2013 10,402.61 27,258.77 162.0%
2014 10,421.50 18,150.75 74.2%
2015 10,855.69 21,529.83 98.3%
2016 12,551.45 13,384.60 6.6%
2017 12,336.86 12,913.58 4.7%
Total 127,295.65 179,484.86 41.0%

30,000.00

25,000.00

20,000.00

15,000.00

10,000.00

5,000.00

0.00
2006 2008 2010 2012 2014 2016 2018

Planned Expenditure (Million LKR) Actual Expenditure (Million LKR)

Figure 3-1: Trends of Planned and Actual Expenditure of NRMP (2007-2017)

23
(ii) Achievements on Widening of National Roads
Under this program there were 3 categories of improvement works such as 6-Lane widening, 4-lane
widening and 2-lane widening have been identified and physical performance, as depicted are as follows.

6-Lane Roads

It was planned to improve/ construct 22.4 km of roads during the period. But none of the 6 lane widening
projects identified in the plan has not been taken up during the period, as demonstrated in Table 3-4. At
the year 2007 total length of 6 lane roads of the national network was 15.44 km. At the end of 2017 the
total length of 6 lane roads was 29.23 km as the results of implementation of some improvement works
out of NRMP to cater for the requirements of then government.

4-Lane Roads

There were 481.2 km of road sections have been identified for the 4-lane improvement. But at the end of
the plan period only 55.47 km has been improved and 49.36 km of improvement works were ongoing at
the end of 2017. Out of the total length identified, 83.18 km has been widen to 2-lane standards due the
difficulty in getting required lands. Accordingly balance of 293.13 km are remaining from the identified list.
As per the details provided in the NRMP 2007-2017 there were 103.8 km of 4-lane roads at the year 2007
in the National road network. As per the road inventory survey there are 257.35 km of roads are 4 lanes at
the end 2017. Accordingly, around 98 km of roads have been made to 4-lane out of the identified list.

2-Lane Roads

It was planned to improve 2,380.58 km of roads to proper 2-lane width during this period, as shown in
Table 3-4. As at the end of 2017 out of identified list of roads, 1,344.36 km of road sections have been
improved to 2-lane standard and 311.03 km of road sections were under improvement by 2017.
Accordingly, around 744.5 km of road sections are remaining from the identified list. When we consider
total network, there were 4098.9km of road sections of 2-lane standard by the year 2007. As per road
Inventory survey 2017 there were 7,534.84 km of 2 lane roads in the network. This is due to the taking up
of roads for improvement out of the planned list. This was necessitated at that time with the end of civil
disturbance in 2009 and it was mandatory to take up roads mainly from Northern and Eastern areas.

Table 3-4: Summary of widening of Roads

Development 6 Lane 4 Lane 2 Lane

Planned/km 22.4 481.2 2,380.6
Completed/km 0.0 55.4 1,344.4
Ongoing at end 2017/km 0.0 49.4 311.0
Balance from Planned/km 22.4 376.4 725.2
Progress w.r.t to Planned
0% 21.8% 69.5%
length
Other roads taken/km 14.6 41.5 2,091.6

24
Natural Disaster Affected Road Rehabilitation

As per the projects under the Budget Estimate of Government, funds allocated under “Highway
Development” and “Natural Disaster affected road Rehabilitation “have been used for these
improvements. Accordingly, comparison of planned expenditure for the period of the NRMP 2007 -2017
and actual expenditure is given in Table 3-5 below. It is evident from the table that actual expenditure for
road rehabilitation due to natural disaster is actually five times more than that planed expenditure.

Table 3-5: Planned vs Actual Expenditures for Natural Disaster Affected Road Rehabilitation

Expenditure Year
(Rs.Mn)
2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Planned 15.21 17.17 17.32 13.63 17.00 21.29 21.76 21.68 25.66 27.09 17.22
Expenditure

Actual 15.52 20.60 26.99 32.86 41.01 66.31 49.17 64.28 72.61 43.65 67.77
Expenditure

Widening of Roads

The total investment carried out for the development of highways is Rs 500.79 Bn instead of 215.04 Bn
planned expenditure, representing a 132.9 percent increase in actual expenditure. Despite the fact that a
significant portion of the planned widening was not carried out during the period actual expenditure was
increased significantly, as shown in the Table 3-6.

Table 3-6: Expenditures for Widening of Roads in Billion LKR

Year Planned (Billion LKR) Actual (Billion LKR) Difference (%)

2007 15.21 15.52 2.0%

2008 17.17 20.60 20.0%
2009 17.32 26.99 55.8%
2010 13.63 32.86 141.1%
2011 17.00 41.01 141.2%
2012 21.29 66.31 211.5%
2013 21.76 49.17 126.0%
2014 21.68 64.28 196.5%
2015 25.66 72.61 183.0%
2016 27.09 43.65 61.1%
2017 17.22 67.77 293.6%
Total 215.04 500.79 132.9%

25
(iii) Improvement of Infrastructure for Reduction of Traffic Congestion
Under the reduction of traffic congestion following 4 groups of sub-programs have been considered;
improvement of junctions, installation of signal light systems, construction of bypass roads and
construction of flyovers.

Improvement of Junctions

There were 33 junctions identified in the NRMP for improvement. According to the available information
9 junctions have been improved. (see Table 3-7). However, there are records that many other junctions
have been improved during the period as a part of implementation of donor funded projects.

Installation of Traffic signal light systems

Out of 33 junctions identified for signalization, 24 junctions have been installed with signal Light indicating
about 73% progress, as shown in Table 3-7.

Construction of bypass roads

The NRMP consists of 25 items of bypasses, under passes and new or improvement of non-RDA roads. Only
5 Items has been implemented during the 10-year period, as shown in Table 3-7.

Construction of Flyovers

It has been identified 20 Junctions to be treated with Flyover as the reduction in congestion taking at those
locations. Only 6 locations have been provided with flyover during this period, as depicted in Table 3-7.
This means about 70% of the planned Flyovers were not implemented considering several other factors as
well.

Table 3-7: Physical Numbers of Development for Traffic Congestion Reduction

Planned Completed Difference

Development
Nos Nos (%)

Junction
33 9 -72.7%
Improvements

Signalization 33 24 -27.3%

Bypass 25 5 -80.0%

Flyovers 20 6 -70.0%

Bridge
261 583 123.4%
Improvement

However, determination of junction treatment has not been arrived according to scientific analysis at that
time due to unavailability of data and proper demand analysis tools. Now it is evident that most of the

26
junction which have been planned with flyovers are not required or not feasible either technically or
economically.

Although the number of structural units actually constructed for reduction of traffic congestion was far less
than planned units, except improvement of bridges, overall actual expenditure was Million LKR 82,136.36
as against planned expenditure of Million LKR of 44,526.95 indicating 84.5% budget overrun, as shown in
the Table 3-8.

Table 3-8: Expenditure for Traffic Congestion Reduction in Million LKR

Planned Actual (Million Difference

Year
(Million LKR) LKR) (%)

2007 4,500.74 1,639.49 -63.6%

2008 4,183.15 10,040.53 140.0%

2009 4,626.24 16,391.57 254.3%

2010 5,374.04 3,722.46 -30.7%

2011 5,093.14 1,890.03 -62.9%

2012 4,948.64 2,026.49 -59.0%

2013 4,982.00 5,654.57 13.5%

2014 5,535.00 8,753.72 58.2%

2015 2,659.00 8,669.19 226.0%

2016 1,675.00 11,329.00 576.4%

2017 950 12,019.31 1165.2%

Total 44,526.95 82,136.36 84.5%

(iv) Achievements on Expressways Development

It was planned to complete 281.1 km of expressways during this period, which include Southern
Expressway, Colombo Katunayake Expressway, Outer Circular Highway and Colombo Kandy Expressway.
And also to commence preliminary works related to expansion of expressway network including extension
of Southern Expressway.

During the period 170km of expressways including Southern Expressway, Colombo Katunayake
Expressway, Outer Circular Highway section from Kottawa to Kadawatha were completed. Construction of

27
Outer Circular Highway section from Kadawatha to Kerawalapitiya, extension of Southern Expressway and
Central expressway are in progress.

The comparison of planned and actual expenditure in different years for Expressways development is
shown in the Table 3-9. Although the actual length of Expressways development is reduced by 37.9%,
overall expenditure has been increased by 44%.

Table 3-9: Expenditures for Development of Expressways during NRMP (2007-17)

Planned Actual
Year Difference (%)
(Billion LKR) (Billion LKR)
2007 13.9 9.08 -34.7%
2008 22.98 15.74 -31.5%
2009 29.29 23.25 -20.6%
2010 25.32 24.71 -2.4%
2011 30.34 27.1 -10.7%
2012 27.97 35.99 28.7%
2013 22 35.84 62.9%
2014 24 23.71 -1.2%
2015 20 45.24 126.2%
2016 22 49.36 124.4%
2017 13.8 72.17 423.0%
Total 251.6 362.18 44.0%

Only Land acquisition works of Southern Expressway Extension has been planned to commence within this
period. However, it has been advanced even without following accepted land acquisition process and
project preparatory activities resulting commencement of the construction work in year 2016.

The Colombo Kandy expressway has been planned to complete within the period of the NRMP 2007-2017.
However, due to some unavoidable reasons Colombo-Kandy Alternative Highway could not proceed as
planned. Subsequently it has gone through major changes in alignment and commenced in the year 2017
under the name Central Expressway. At the same time, it has planned to carryout studies to look into the
possibilities of extending high mobility network to connect northern area through Padeniya – Vavunia.
However, those plans have been changed with the alignment change of Colombo Kandy expressway.

(v) Achievements on Bridge Rehabilitation and Reconstruction

Under the Bridge Rehabilitation and Reconstruction program it has indicated that 261 bridges including 80
bridges under improvement at the time of preparation of the NRMP, to be taken up for improvement. No
bridge list has been identified separately in the plan. Numbers of bridges completed as per the records
available are given in the Table 3-10. Accordingly, 949 bridges have been completed during the period
including some Non-RDA bridges constructed under the UK Steel bridge project.

28
Table 3-10: Number of Bridges Improved During 2007-2017

Year 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 Total
Number of
Bridges 0 68 120 91 90 78 79 72 133 119 99 949
Completed

b) Utilization of Budget for National Road Master Plan

According to the Government Budget Estimate fund allocated for bridges and flyovers are under
“Construction of Bridges and Flyovers”. At the same time improvement of junctions, signalization of
junctions and construction of some of bridges also taken under the Budget program “Highway
Development”. As such it is very difficult to separately identify actual expenditure for all these sub
programs. A comparison of planed expenditure under NRMP 2007-2017 and the expenditure under the
program “Reduction of traffic congestion” are given in the Table 3-11 and Table 3-12 below. It appears that
there are significant budget overruns for actual construction in comparison to planned budgets, where the
actual expenditure is LKR 1,229.51 Billion with compared to planned budget of LKR 683.71 Billion, i.e.
overall increase of 79.8%. Although the cost implication was very high the number of infrastructure
components added to the national network was well below the expected targets as a result of allocated
funds been utilized for Non RDA works.

29
Table 3-11: Details of Planned and Actual Expenditure for Reduction of traffic congestion in Million LKR

Expenditure Year

(Rs.Mn) 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
Construction of
370.56 506.62 587.56 1,623.78 3,208.64 3,048.64 3,780 4,600 1,750 750 250
flyovers

Improvement of
- 20 40 80 80 80 80 80 80 80 40
junctions

Installation of signal
- 30 60 120 120 120 120 120 120 120 60
light systems

Construction of
30 197 250 377 520 600 452 185 159 175 50
bypasses

Sub Total 400.56 753.62 937.56 2,200.78 3,928.64 3,848.64 4,432 4,985 2,109 1,125 400

Bridge
Rehabilitation and 4,100.18 3,429.53 3,688.68 3173.26 1164.50 1100 550 550 550 550 550
Reconstruction

Sub total 4,100.18 3,429.53 3,688.68 3,173.26 1,164.50 1100 550 550 550 550 550

Total planned
4,500.74 4,193.15 4,626.24 5,374.04 5,093.14 4,948.64 4,982 5,535 2,659 1,675 950
expenditure

Actual expenditure 1,639.49 10,040.53 16,391.57 3,722.46 1,890.03 2,026.49 5,654.57 8,753.72 8,669.19 11,329 12,019.31

30
 Table 3-12: Total Planned and Actual Expenditures for NRMP (2007-2017) in Billion LKR

Planned Actual
Attribute Difference (%)
(Bn LKR) (Bn LKR)
Total 10-year expenditure 683.71 1,229.51 79.8%

3.2. LESSONS LEARNED

The key lessons learnt from NRMP (2007-2017) were rather mixed, as outlined below:
1. Despite progress being made in improving high density connectivity throughout the country, which is
the highest in South Asia during the period of NRMP (2007-2017), the road sector of Sri Lanka is still
facing many challenges and problems, which include but not limited to:
 The efficiency of the National Road Network is poor because of limited road capacity and
variable standards, reduction of effectiveness of highways due to too many access provisions,
uncontrolled roadside development making widening difficult, and lack of participation of
private sector, etc.;
 The riding quality, standard and Level of Service (LOS) of Provincial Roads Network are poor
because of differed road maintenance due to lack of funds and low institutional capacity;
2. There is no doubt that significant progress has been made during NRMP (2007-2017) in improving
riding quality of the road networks. However, riding quality in terms of road roughness is not
satisfactory. As expected overall riding quality of Expressways is the best with 2.0 IRI m/km, followed
by National and Provincial roads having IRI 6.3 and 6.7 IRI m/km. It is therefore apparent that overall
riding quality of the road network, National and Provincial roads in particular are not very satisfactory.
The overall conditions of roughness for Paved and Unpaved roads, which are 6.7 and 13.0 m/km,
seems very high and unsatisfactory and needs urgent action for improvement.
3. During the NRMP (2007-2017), Government of Sri Lanka assigned high priority in rehabilitation and
improvement of road network, as demonstrated by the actual expenditure, which is LKR 1,229.51
billion as against planned LKR 683.17 by exceeding by 80% for the period. Due to these efforts and
higher investments, the proportion of roads in excellent, good and fair contribution increased from
48 percent to 74 percent demonstrating success of the NRMP.
4. Although actual expenditure for rehabilitation and improvement was increased by 108.8%, the actual
expenditure for maintenance activities was decreased by almost a quarter due to shifting of a
significant amount maintenance fund to rehabilitation and improvement works. This resulted in
overall reduction of maintenance funds by 24.4%, thereby undermining the efforts to preserve the
road asset at satisfactory level as per international standards.
5. Despite the fact that physical implementation of different infrastructure component like widening,
construction of Expressways and different infrastructures related to reduction of congestion falls well

31
 below planned targets, overall actual expenditure during the period of NRMP (2007-2017) the actual
expenditure was increased by almost 80 percent, representing inherent weaknesses in project
formulation, detailed design, procurement and implementation process of highway infrastructure
projects;
6. While actual physical implementation of some of the infrastructure components was significantly
lower than the planned numbers, some of the components has shown considerable progress (i.e. in
total 583 bridges were improved against 261 planned), representing a remarkable success in NRMP
(2007-2017).
7. Although overall institutional capacity for road asset management has improved significantly during
NRMP (2007-2017), there are still some structural and institutional challenges hampering the growth
of the road sector, which include overreliance on construction without adequate provisions for
maintenance, lack of competitive bidding process in road maintenance contract; and reliance on
input-based contracting for civil works;
8. The actual annual needs for maintenance of road networks was approximately LKR 235 million, with
respect to the cost in 2017 where as average annual budget allocation for road maintenance was LKR
162,570.07 million indicating a shortfall of 31%. However, only limited application of the potential of
road user charges, such as tolls were employed during NRMP (2007-2017) which is not adequate to
meet the growing funding gaps for road maintenance and new development needs;
9. It is evident that significant progress has been made by RDA in developing institutional capacity for
road asset management during NRMP (2007-2017). However, relatively little progress has been
achieved in commercialization of the road asset management for long term sustainability. Since the
Government of Sri Lanka closed the practice of construction and maintenance of roads using state-
owned organizations, an active private sector contracting industry developed. However, as of to date
Sri Lanka’s road sector has been operated on the bases of input-based civil works contracts, resulting
in significant time and cost overruns and have also contributed to the substandard quality of works.
This is very clear that significant percentage of projects has demonstrated defects appearing shortly
after the end of the contractual defect liability periods, which demands urgent remedial measures to
be undertaken without further delay.
10. During the review of NRMP (2007-2017) reviled that most of the programmes detailed under
budgetary allocations have not achieved expected results due to the above mentioned factors &
reasons. Under this context it is very important to develop a fully functional automated Sri Lanka Road
Asset Management System (SLRAMS), which has the full capabilities for managing all components of
an Integrated Asset Management for the maintenance, upgrading and operation of physical assets of
road networks in a cost-effective manner;

32
4. LEGAL & REGULATORY FRAMEWORKS
4.1. LEGAL BACKGROUND & REGULATIONS

4.1.1 LEGAL - LEGISLATIVE FRAME WORK

With the establishment of RDA in 1981, the powers, duties and functions carried out by the then Department
of Highways have been transferred to RDA. Accordingly, the under mention enactments provide the legal
back ground for RDA.

a. Principal Enactments;

i. Road Development Authority Act No. 73 of 1981.

ii. Road Development Authority (Special Provisions) Act No. 5 of 1985.
iii. National Thoroughfares Act No. 40 of 2008.

The under mention Acts also give certain powers to RDA officials.
 Government Quarters (Recovery of Possession) Act No. 07 of 1969.
Chairman RDA is empowered to recover the possession of government quarters from the
unauthorized occupants under a court order.

 State Lands (Recovery of Possession) Act No. 07 of 1979.

Director General RDA is one of the competent authority to take over the possession of State
Land from unauthorized occupants under a court order.

b. Regulations;

i. Motor Traffic (Amendment) Act, No. 8 of 2009.

ii. Gazette Extraordinary No. 1912/2 dated 24th April 2015, National Thoroughfares (Colombo-
Katunayake User Fee National Highway) Regulations No. 01 of 2015.

iii. Gazette Extraordinary No. 1924/8 dated 20th July 2015, National Thoroughfares (User Fee
National Highway) Regulations No. 02 of 2015.

4.1.2 ENVIRONMENTAL AND SOCIAL SAFEGUARD

In development of any sector, economic, social and environmental change is inherent. To gain long term
benefits of the development and to ensure sustainability it is important to enhance present situation or to
avoid adverse impacts to the greatest possible extent.

The National Environment Act has introduced an Environmental Impact Assessment (EIA) as a part of the
strategy to achieve sustainable development. EIA is a simple and straightforward process of initially predicting
the potential impacts of development activities on the natural and social environment, and then suggesting

33
measures to prevent, mitigate or minimize negative impacts and to enhance positive impacts. The legal
framework for the EIA process in Sri Lanka has been laid down in the National Environmental Act (NEA) of
1988.

It is important that an EIA is not merely a part of the approval process but, a tool aims at facilitating sustainable
development.

When does an EIA required?

a) Any project that falls within the coastal zone as defined by the Coast Conservation Act No. 57 of
1981 (section 16) and amendments of 1988 and 2011 (section 12)

(This applies to projects that come within the "Coastal Zone". The "Coastal Zone" comprises of the
area lying within a limit of 300 meters land ward of the mean high water line and a limit of 2 km
seawards of the mean low water line. Under the Act, identification of projects that require EIA is
left to the discretion of the Director, Coast Conservation Department.)

b) For Prescribed Projects as listed in the gazette No 772/22 of 24th June 1993, 859/14 of 23rd
February 1995, 1104/22 of 5th November 1999 and 1108/1 of 29th November 1999.

PART I : 31 Projects and Undertakings if located wholly or partly outside the coastal zone
(Infrastructure + Large Scale Development Projects).

PART II : Projects if located partly or within an Environmental Sensitive Area. (i.e.: 20 Industries + All
Part 1 projects)

The National Environmental Act stipulates that approval for all prescribed projects must be granted
by a Project Approving Agency (PAA). Project approving agencies are listed in the Gazette Extra
Ordinary No. 859/14 of 23rd February 1995 and Gazette Extra Ordinary No. 1373/6 of 29th
December 2004. A single Project Approving Agency is established as responsible for administrating
the EIA process for a project. When there is more than one PAA is involved the appropriate PAA is
decided by the Central Environmental Authority (CEA).

c) Any project to be established within one mile of the boundary of any National Reserve. The Fauna
and Flora (Protection) Ordinance 1937, (Amendment) Act 1993.
According to this Act, any development activity of any description what so ever proposed to be
established within one mile from the boundary of any National Reserve, is required to be subject to
EIA, and written approval should be obtained from the Director General, Department of Wild Life
Conservation prior to implementation of such projects.)

Sometimes, it is mandatory to carry out Environment impact assessments to obtain foreign funding
assistance as requested by the foreign funding agencies.

34
Environmental Safeguard

The project proponent needs to submit some preliminary information about the project to the CEA, in order
to initiate the EIA / IEE process. The project proponents are advised to submit preliminary information to the
CEA at a very early stage in the project cycle. This preliminary information could be submitted through a Basic
Information Questionnaire.
The National Environmental Act has identified two levels in the EIA process. If the environmental impacts of
the project are not very significant then the project proponent may be asked to do an Initial Environmental
Examination (IEE), which is a relatively short and simple study. However, if the potential impacts appear to be
more significant, the project proponent may be asked to do an Environmental Impact Assessment (EIA) which
is a more detailed and comprehensive study of environmental impacts.

EIA / IEE process involves 6 major steps and the step wise process has been defined in the EIA regulations
which have been published in the Gazette No. 772/22 of 24.06.1993.

6 major Steps in the EIA / IEE process are;

1. Screening (Determining whether an EIA / IEE is required for a project).

2. Scoping (Determining the scope of the EIA / IEE study and issuing of Terms of Reference (ToR) - Usually
CEA call stakeholder meeting comprised of relevant agencies/organizations involve in a particular
project to obtain their respective concerns and compile the ToR.
3. Preparation of the EIA / IEE report.
4. Review of the EIA / IEE report - The review involves both public and technical review.
5. EIA / IEE Decision- Granting approval with terms and conditions or rejection with reasons.
6. Post approval monitoring.

35
 Preliminary Information

Scoping

IEE Required IEE or EIA EIA Required

Set TOR
Preliminary Information Accepted Set TOR
as IEE
No Preparation of EIA
Report
Preparation of IEE
Report

Yes Yes Adequacy of

Public
EIA Report
Notice

Further
Forward Comments to PP & Response to No Information &
Public Notice
Comments by PP relevant
revisions

Forward Comments to PP & Response to

Decision
Comments by PP

Approval with Not Approved

Conditions Decision

Yes
Notice to Public Appeal Approval with Not Approved
Conditions
No
Yes
Appeal
Reject Notice to Public
EIA-Environmental Impact Assessment No
IEE-Initial Environmental Examination
Reject
PP-Project Proponent
TOR-Terms of Referance
Chart 4-1: Environmental Clearance Process for Road Projects at CEA

36
Social Safeguard

For new road constructions and widening of roads additional lands are required and the ownership of
these lands shall be public, government or private.

Generally, land acquisition creates inconvenience for people due to involuntary shifting and resettlement.
Hence, specific procedures are to be followed in accordance with the legislative requirements specified
in National Involuntary Resettlement Policy (NIRP), Land Acquisition Act (LAA) and Donor Agency
Guidelines, to ensure the social safeguard aspects of these affected parties.

Due consideration to be given to the following;

 Making the necessary documentation in advance before commencement of the projects.

 Implementation of what is stated in the above documents during the construction period.
 Following up matters in the post- construction period.
These procedures and relevant time schedules are very important in providing information to donor
agencies when taking funding decisions.

Pre-Construction stage
In brief, following documents need to be prepared prior to the commencement of the project.

7 Resettlement Action Plan (RAP)

8 Social Impact Assessment Report(SIAR)
9 Due Diligence Report (DDR)
10 Preliminary Cost Report for Resettlement
11 Project Performance Management System (PPMS)
12 Checklist for above documents

Key Milestones in making these documents are as follows.

 Pre-Plan, Boundaries marked on the ground and approved Tenements list, Typical Cross Sections
are required from the respective Project as prerequisites for conducting the complete Household
Survey, Field Reconnaissance etc.
In consultation with a sample Household and Stake Holders, Initial Poverty and Social Assessment
(IPSA) is carried out in order to make the Terms of Reference (TOR).
 Public Awareness, Focus Group Discussion and Stake Holder Meetings are convened for
awareness and consultation among the Stake Holders.
 Involvement with Divisional Secretary (DS), Grama Niladhari (GN), Valuation Department and
Survey Department and other related Govt. Organizations.
 Preparation of Questionnaires for Household Survey, Govt. and Non Govt. properties in
consultation with the respective Project Management Unit (PMU).
 Decided Mode of Payment for Compensation perhaps with Cabinet Papers if so required for
making the policy of Compensation, for finalization of the Entitlement Matrix to be included in
the RAP.

37
  Proposed Income Restoration Program (IRP) with Livelihood Restoration to be included in the
RAP.
 Data entry and Analysis and finalization of facts and figures in consultation with the respective
Project Management Unit (PMU).
 Compiling the Draft Reports, Submission to the respective Project Management Unit (PMU) for
their comments. Gap Analysis to be carried-out to cover any difference between local Policy
Guidelines and Donor Guide lines and get it approved.
 Incorporation of PMU comments.
 Compiled Draft reports are sent to the Donor through PMU. Any comments after clarifications
interchanged among them (if so required) would be incorporated to make the Final Reports.
 Final Reports are sent through PMU to Donor.
 Approval by the Donor.
 Final Reports are sent through PMU to Donor, Central Environmental Authority (CEA) and Ministry
of Lands.
 Final Report of RAP is disclosed through RDA and Donor’s web sites and copies are displayed at
respective DS Offices for general public.
 Start of implementation of IRP and RAP through the respective PMU after a kick-off meeting held
with the parties involved.
 Notices and Publications in the Gazette based on Land Acquisition Act to start land Acquisition.

Responsibility of ESD division in this process

 Preparation of Social Safeguard Documents

 Reviewing of Social Safeguard Documents prepared by other outside Consultants
 Other activities such as preparation of Terms of reference (TOR) for specific tasks, preparation
of relevant documents for Consultant selection including calling Expressions of Interest

Generally, reviewing is based on the approved Entitlement Matrix, Terms of References (Resettlement
Framework (RF)) and Gender Action Plan) and the Household Survey carried out by such outside
Consultants. the following activities are involved in this process;

 Compiling the Draft Reports incorporating the PMU comments, if any.

 Gap Analysis to cover any difference between local Policy Guidelines and Donor Guide lines and
get it approved.
 Compiled Draft reports are sent to the Donor through PMU. Any comments after clarifications
interchanged among them (if so required) would be incorporated to make the Final Reports.
 Submitting Final Reports and obtaining approvals from the Donors.
• Submitting Final Reports Central Environmental Authority (CEA) and Ministry of Lands.
 implementation of IRP and RAP through the respective PMU
 Notices and Publications in the Gazette based on Land Acquisition Act.

38
Construction stage
Key Milestones are as follows.

 Internal and External Monitoring and Evaluation to monitor the process of implantation of
measures recommended in above reports in particular RAP including Budget, Schedule, Delivery
of Entitlements, Grievances and Benefits.
 Social Audit Reports on RAP Implementation, Report on Grievance Redressing and Status.
 For solving the issues in compensation, Land Acquisition &Resettlement Committee (LARC), Super
LARC, Grievance Redress Committee (GRC) are to be convened.
I. LARC comprises with DS (Chairman), Resettlement Officer (RO)/Resettlement Assistant (RA)/
Project Engineer from the respective PMU, Representatives from Valuation Dept. and Survey
Dept., Land Owner and (GN if required).
II. Super LARC comprises with Secretary (Chairman), relevant Officer/s from the Ministry,
Resettlement Officer (RO)/Resettlement Assistant (RA)/Project Engineer from the respective
PMU, Representatives from Valuation Dept. and Survey Dept. and Land Owner.
III. GRC comprises with DS (Chairman), Resettlement Officer (RO)/Resettlement Assistant (RA)/
Project Engineer from the respective PMU, Representatives from the village (Ex. Leader-
Samatha Mandalaya, Chief Priest), Land Owner, Project Manager (PM) or a representative
from the Contractor, representative/s from relevant government organizations Ex. GSMB
and (GN if required).
 Monitoring and Solving Public Complaints
 Review Monitoring and Preparation of Progress Reports
 Preparation of the Resettlement Completion Report.

Post Construction stage

 Any Monitoring activity required in Post Construction stage as a part of the Project
Performance Management System (PPMS).
Checklist on environment approval is given in Annex -2 of this report.

4.1.3 MOTOR TRAFFIC REGULATIONS

The law relating to motor vehicles and their registration and use on highways are regulate by the Motor
traffic act. The motor traffic regulations published in 1983 in the Gazette Extraordinary no.248 of June 3,
2013 amended time to time and last amendment was made by regulation published in Gazette
Extraordinary No.1847/32 of January 29, 2014. (Annex-3)

4.1.4 NATURAL DISASTER MITIGATION

People living in rolling & hilly areas of the country have experienced various landslide disasters during the
past few decades. Since majority of recent landslides have been induced by human interventions.
Obtaining concurrence of NBRO for any construction activity in landslide prone areas has been mandatory

39
to minimize the landslide disaster risk and to increase the safety of life and property from future slope
instabilities.

Kandy, Matale, Nuwara Eliya, Badulla, Kegalle, Ratnapura, Kalutara, Galle, Matara, and Hambantota have
been declared as landslide prone districts by NBRO. Therefore, all construction take place within those
ten (10) districts need to obtain NBRO’s clearance. However, exemptions may apply to certain areas
located within the Kalutara, Galle, Matara and Hambantota districts and Mahiyangana, Embilipitiya,
Dambulla and Galewela Local Authorities depending on the characteristics of the terrain.

4.2. POLICIES

National Physical Planning Policy

In order to address the need for a planned development throughout the island, a National Physical
Planning Policy was first formulated in 2007 and enacted in 2011. The national physical plan 2011-2030
prepared in conformity with the national physical planning policy indicates the necessity of the integration
of sectoral plans with regional development plans, in order to achieve sustainable development. This plan
provides a comprehensive guide towards directing the physical developments of the island addressing
issues related to conservation, optimization and sustainable use of the land, water, ocean, and human
resources. In spite of the availability of a National Physical Planning Policy since 2007, Sri Lanka has not
been successful to have planned development in its physical environment so far due to various reasons.
Ad hoc developments, ranging from small to mega projects are common and happened in all parts of the
island. The main reason for this situation is the mismatch between national level plans and the local and
institutional level implementation. Considering the limitations of the existing National Physical Plan in
terms of meeting the current development needs, existing Plan is being updated by the National Physical
Planning Department in consultation with national and regional level authorities, government and non-
government development agencies.

National Transport Policy

The national transport policy instruments, which governs the different modes and services, are likely to
have significant impact on road master plan, as travel demands largely depend on transport polices and
other relevant fiscal policies. The Ministry of Transport and Civil Aviation has made several attempts to
formulate a National Transport Policy for Sri Lanka. It is imperative to adopt an integrated demand and
supply management approach to improve the performance of road network, which is difficult to enhance
in pace with the increasing number of vehicles on roads. Any transport policy to be adopted in future
should aiming at restricting number of private vehicles for passenger transportation while encouraging
more efficient public transport services.

Road Sector Policy and Strategies

As the road sector is a sub sector of the transport sector, road sector policy can be considered as a part
of the overall transport policy of the country. Therefore, the road sector policy alone will not be able to

40
resolve the present transport problems, especially in and around urban areas. A comprehensive transport
policy, embracing all modes and aspects of transport, is a must to decide the optimal level of investment
for the road sector and reap the maximum benefit of the existing capacity of the network. It is expected
that; the road sector policy should address the transportation needs in an appropriate manner as
identified in the transport policy.

The purpose of the road sector policy is multi-fold, however the following aspects to be considered:

 Identify the needs of the road sector with respect to infrastructure development
 Provide a common ambiance for all stakeholders of the road sector.
 Guide road agencies to develop and manage an integrated road network.
 Streamline the institutional responsibilities and capacity building.
 Align the intervention of the road sector with the environment management and socio-economic
development priorities of the government.
 Provide directions to implement a proper road assets management system for the national road
network.
 Provide the basis to formulate a road master plan for national highways.

Vision 2025- A Country Enriched

Vision 2025 is the future economic policy document of the good

governance government and the plan maps out the development
journey of Sri Lanka in coming years. This has been founded on a set of
core principals including a strategy for national exports, social market
economy and a skill pool to match the demand of the job market.

Link:
http://www.pmoffice.gov.lk/download/press/D00000000061_EN.pdf

Sustainable Sri Lanka - Vision & Strategic Path

In 2015, UN member states including Sri Lanka, universally accepted the 17

sustainable development goals (SDG) and 2030 Agenda. Within this
framework, all countries are expected to set out their vision for 2030.
The sustainable Sri Lanka vision and strategic path prepared by the
Presidential Expert Committee, will guide Sri Lanka to become a truly
sustainable nation by the year 2030. Since committing to the 2030 Agenda or
Sustainable Development Goals, all government organizations have to ensure
its implementation in Sri Lanka.
Link:http://www.presidentsoffice.gov.lk/wp-content/uploads/2019/05/Final-
v2.4-Typeset-MM-v12F-Cov3.pdf

41
5. MASTER PLAN DEVELOPMENT
5.1 METHODOLOGY OF IDENTIFING PLAN FOR EXISTING NATIONAL ROAD
NETWORK
As the amount of investment in maintaining and developing road network in a country is huge compared
to other sectors, allocating funds for road infrastructure development should be properly planned.
Specially, when preparing a long-term plan for an existing road network, it is extremely important to
allocate funds in the most beneficial manner among the road sections in the network. In view of the above,
the selection of candidate roads/sections should be scientifically analyzed so that the analyses should be
able to answer a number of important questions such as:
 Was the proposed construction or maintenance program/strategy economically justified?

 What was the construction or maintenance program alternative that yielded the highest benefits
to society?
 What was the economic benefit of spending money on maintenance, compared with spending it
on new roads or improvements to the existing alignments?

 Was it more economical to construct a strong, expensive pavement initially, thereby permitting
the use of larger, more economical vehicles and reducing future road maintenance outlays, or to
follow a stage construction strategy economizing on initial costs, restricting vehicle axle loads, and
paying more for maintenance, with the intent of upgrading the road later on when traffic growth
warrants it?

 How to define priorities among roads to be included in a proposed work program?

 How much should be spent to maintain paved roads, and how much to maintain and upgrade
earth and gravel roads?

 Does it matter much if certain road maintenance expenditures were deferred during years of
financial stringency?
 What combination of maintenance strategies yielded the lowest overall economic costs for a
specified level of maintenance funding?

Fourth Highway Development and Management Model (HDM-4), is a capable software system for giving
analysis out puts for answering above questions. HDM-4 serves as the primary tool for the analysis,
planning, management and appraisal of road maintenance, improvements and investment decisions.
The HDM-4 model is basically used for three main analyses. They are Project analysis, programme analysis
and Strategy analysis.
Project analysis is performed as a basis for feasibility studies, in which a road project is evaluated in terms
of its economic viability.
The programme analysis is performed for the entire network for identifying the candidate road sections
for maintenance and improvement with or without budget constraints.

42
The strategy analysis is performed on the entire road network for long term budget planning or for
optimising the maintenance strategies. Here the whole network is subdivided into several networks
according to the key attributes that influence the pavement performance.
The work programme (Year 2018-2027) was developed based on the different analyses performed for the
entire national road network by using HDM-4 software.
In order to perform these network analyses, a comprehensive preparatory work was required in terms of
collecting network parameters, developments of systems for data processing, provision of related
infrastructure facilities (IT and other), data processing and analyzing the data to get the output. In order
to achieve these requisites planning division had to acquire specific skills and training to staff, and share
expert’s knowledge on certain matters. This is a long procedure which has to be followed for years.
As such, the approach of work programme (Year 2018-2027) development can be basically considered
under following two phases as the achievements in first phase are directly related to the second phase.
1) Preparatory work
2) HDM-4 analysis

5.1.1 PREPARATORY WORK

Background
RDA s’ normal practice was the traditional method of forecasting the budget from year to year based on
the experience of the managing officers. There was no systematic way of managing the road assets.
As a part of the restructuring process of RDA started in the year 2004 supported by ADB, the planning
division of RDA was equipped with an Asset Information Management System (AIMS) for pavement assets
consisting of the HIMS (database and HDM-4 Information Management System) and the HDM-4 decision
support tool.
In order to manage and to obtain output from the AMIS, RDA commenced collecting road network
parameters of the entire national network. Planning division organized a Visual Road Condition Survey
programme (VRCS) to collect road condition data of the national network island wide through the
provincial technical staff. Province wise annual training progrmmes were organized and conducted by the
planning division. A Guideline to carryout visual road condition surveys, a database for data entering and
equipment for measuring lengths were distributed. The provincial technical staffs engaged in data
collection were given some incentives. Planning division collected all the data and prepared them to be
uploaded to the HIMS system.
Road roughness data were collected by the planning division using two vehicle mounted bump indicators
covering part of the network annually. Pavement structural data were assumed base on the type and the
traffic condition of the pavement sections. The Benkelman Beam Deflection data collected on some
pavement sections by the Research and development division, RDA were also used to represent the
structural conditions of pavement sections. Traffic data on each road section in the network were derived
based on the assumed projections to the Average Daily Traffic (ADT) counts collected using Automated
Traffic Counters (ATC) by the planning division. Pavement history data were collected through the past
records and the evidence from the experienced officers.

43
The previous master plan (2007-2017) was developed based on the HDM-4 (version 1.3) analyses carried
out from the network file given as an output of AMIS system in which whole network data collected have
been stored. Apart from these analyses, transport planning analysis was carried out for inter-zonal traffic
on a defined core network. Transport planning software, STRADA 3, supplied by JICA was used for building
the model at that time,

a) Automated Road Condition Data Collection

In 2010, RDA purchased two very expensive, sophisticated machines (Falling Weight Deflectometer (FWD)
and Multi Function Network Survey Vehicle (MFNSV)) under the World Bank Funded Road Sector Assistant
Project to automate the data collection process of the national network.

Figure 5-1: Falling Weight Deflectometer (FWD) machine

The structural condition of a road pavement is one of the key input parameter to HDM-4 software. The
FWD testing machine is used to evaluate the structural condition of the road pavement. In comparison
with BBD method, FWD method is far better in accuracy, detection efficiency, ease of operation and other
aspects. The FWD testing machine consists of a circular plate, which is operated under dynamic loading
and seven numbers of seismometers (sensors) to measure the pavement deflections.

Figure 5-2: Multi-Function Network Survey Vehicle (MFNSV)

44
MFNSV is equipped with highly sensitive laser attachment (with 6 nos. point lasers), five digital cameras
for taking pictures(images) of the road pavement & the panoramic view, a GPS, a device for capturing
Geometric data (GYPSITRAC) and a Distance Measuring Instrument (for location referencing of data).

The respective field officers of the Planning Division have been given the initial training on operation and
maintenance of the machine by the supplier when the machine was purchased. The annual maintenance
work of these machines are carried out with our field officers by a foreign expert nominated by the
supplier according to the signed contract agreement.

b) Processing and analyzing of road condition data

The data collected from the laser attachment of the MFNSV have been processed at the office to get the
required input parameters of HDM-4 such as roughness, texture and geometry data. However, the data
collected from the five digital cameras have been further analyzed at the office using special software to
extract inventory and condition parameters such as cracked area, potholes, edge breaks, area of raveling,
road width, number of lanes etc. this work was performed under a client server environment.

c) Development of a centralized system

RDA collected network data over a period from the year 2010 and simultaneously taken action to store
these collected data in a way that it is readily available and usable whole RDA purposes as well as national
context by developing a web based integrated road asset management system (Sri Lanka Road Asset
Management System-SLRAMS)in the year 2014/2015.

45
 5.1.1.1. TRAFFIC DEMAND ANALYSIS AND MODELING

Traffic Data Collection and Evaluation

Traffic data plays a vital role in road network planning and development activities. Customarily, Average
Daily Traffic (ADT), Annual Average Daily Traffic (AADT), Manual Classified Count (MCC), Turning
Movement Count (TMC), Cumulative Number of Standard Axles (CNSA), Queue Lengths and Pedestrian
Counts are the types of traffic data that are surveyed by the Data Collection and Evaluation Unit of
Planning Division, RDA.
Maintaining an up to date traffic database of the national highways is important for making traffic
estimates, evaluations and demand forecasts during national scale development and policy making. The
quality and accuracy of data is assured as the data is utilized as one of the primary inputs when forecasting
traffic demands for national scale transport projects with very high investments and to carry out detailed
pavement designs.
A set of routine surveys on national roads covering the entire network are conducted annually. The data
collected through these surveys are also used as inputs for the analysis and modelling software such as
STRADA, GIS, HDM4 and Vissim during the studies carried out by the Planning Division. About 200
permanent locations have been identified for routine surveys of ADT and MCC and another 28 locations
have been identified for Axle Load surveys. Additionally, Turning Movement (Junction traffic) surveys,
Origin-Destination surveys, Pedestrian Surveys, Parking survey etc. are carried out on demand.
In addition to the routine surveys series of traffic surveys, origin destination surveys etc. at selected
locations have been carried out for the preparation of master plan. These locations are represented in the
Map 5-1.

Study Area and Zoning system

The study area & zoning system is shown in Figure 5- 1 where the detailed list is provided in Table -3 of
Annex -4. The Zoning system is established referring the Traffic Analysis Zone (TAZ) of CoMTrans for the
Western Province and DSD for other 8 Provinces except for Kandy and Harispattuwa DSDs. These two DSD
zones are further divided into a total of 14 TAZs. Finally, the study area of Island has been divided into 749
TAZs.

Road Network

The road networks represent all expressways, A, AB & B class roads and some significant roads in the
study area that have an impact to the study.

Currently, there are a considerable number of road projects, ranging from rehabilitation to new
construction project. It is assumed that such projects will have been completed and operate their
respective planned years.

46
 Figure 5-3: Zoning (whole country)

Traffic Demand in Origin-Destination (OD) Matrix

2017 OD Matrix
ComTrans OD table of year 2013 was revised by using Manual Classified Count data which were on major
crossroads within the Western Province.
Other provinces demand was estimated by using Manual Classified Counts surveys which were carried
out in the first quarter of the year 2017.

Future OD Matrices
The future OD Matrices were developed for year 2020, 2025 & 2030 with total trip generations and
attractions been forecasted based on growth factors of 4% and 3.5% for period of 2018 – 2025 and 2025

47
– 2030 respectively. The Fratar method was used to develop the final future OD matrices for 2020, 2025
and 2030. The decision to use growth factors for trip generation and trip attraction was due to
unavailability of reliable socio economic projections for the future year and therefore assumptions made
will be subjective.

Estimation Using JICA - STRADA Traffic Demand Forecasting

The traffic on the National Highway and other roads were forecasted using the JICA STADA traffic model
(Version 3.5) which was developed by RDA for National Road Network. STRADA stands for “System for
Traffic Demand Analysis”. JICA developed it for its technical assistance program in the transport sector in
1997 and frequently updated model.
Traffic Assignment

“User Equilibrium Assignment” is used as the assignment method. Based on the Wardrop’s first principle
of equal travel time for traffic assignment, the program is built on the mathematical problem of
optimization with the Frank – Wolfe algorithm.

The daily OD matrix between zones are loaded into the network and loading is based on equilibrium
assignment with the generalized cost function as follows;

1
Generalize d Cost  Travel Time  Toll *
Value Of Time
Relationships between traffic flow and speed can be expressed by relationships between congestion and
travel time obtained from the following BPR formula. In the BPR formula, the value of constant of “β” and
“α” are different according to the road classifications, Roadside conditions etc.


  x   t = Congested travel time at flow x veh./hr. (hr)

t  t0 1    
C   t0 = Free flow Travel time (hr)
  p   x = Traffic flow volume (pcu/day)
Cp = Maximum capacity (pcu/day)

If traffic volume assigned to the toll road, following BPR formula is used.


  x   

t  t0 1      
C 
  p   

Where,
ξ: toll (Rs)
ω: value of time (Rs/hour)

48
Speed Congestion Characteristics of Network
The characteristics of the links in terms of free flow speed and congestion were defined based on BPR
curve and parameters are used according to the functional classification of the road and free flow speed
(design speed). Figure 2 shows different types of BPR curves have been considered and Table 1 shows
the parameter values of BPR curves.

Figure 5-4: BPR Curve by Road Classification & Design Speed

Table 5-1: Parameters of BPR Curve

Free Flow Speed

Road Class Alpha () Beta ()
(kmph)
C and D Class 30 0.15 4.0
A and B Class (Urban) 50 1 4
A and B Class (Rural) 70 1 4.0
Expressway 100 3.0 4.0

Model Calibration
The JICA STRADA model available at RDA has been calibrated to the project level and further calibration
was done to update the model for the whole country. The volume calibration was conducted as part of
the exercise.

Volume Calibration
Traffic counts data were collected to represent all districts for the calibration of the model where 253
locations been considered. Sources were a collection of traffic data from Traffic database of Planning
Division, Road Development Authority. Some of traffic data collection was within the range year 2015 and
2017, 4% annual growth was applied to extrapolate them to the base year (2017).
Observed traffic volumes and model volumes after calibration for the base year (2017) are shown in table

49
– 1 of Annex-4.
The validation of traffic assignment model was carried out comparing assignment result (model traffic
flow) against observed daily traffic flows at the year 2017. The traditional NCHRP 255 curve is used to
understand the fitness level between model volume and observed volumes. The most of the high volume
points are below the standard curve as shown in the figure 5-3, hence the model flows to be acceptable
according to the principle of NCHRP 255 curve.

Figure 5-5: Model Deviation across Survey Locations for 2017

5.1.1.2. DATA PREPARATION AND PROCESSING

 LOCATION REFERENCING SYSTEM OF LRMS MODULE OF THE SLRAMS

Location referencing is used to assign a unique address to each location on the road network so that the
physical location of any road attribute can be identified easily.

Network Elements
The network elements which are considered in the location referencing method of SRAMS are shown in
the Figure 5-4 below. According to this, a Road is broken into number of Links (node-node) and a Link is
in turn broken into number of smaller Segments (LRP-LRP).

Definitions of Road Network Elements

The following definitions for network elements will be followed in SRAMS.

Road: Sequential length of the road network identified and gazetted as road.

Link: Part of road broken down based on the provincial boundary as per the jurisdiction limits maintained
by the RDA.

50
Node: Nodes are used to mark start and end points of the Links

Location Reference Points (LRPs): LRPs are prominent structures along the road, such as km stones,
intersections, bridges, culverts, boundaries, religious structures, concrete posts, sign posts, and bench
marks. These LRPs are used as reference while collecting the data. LRPs are defined by distance from the
start of the road. The spatial locations of LRP should have GPS coordinates.

Segment: A Segment is part of a road joining two LRPs of the same Link.

Network: Network is a collection of Links grouped together for performing various

analyses.

Figure 5-6: Location Referencing for SRAMS

Note: The term “sections” is reserved typically for referring to sections of uniform road
attributes such as roughness section, resurfacing sections, rating section etc. (ex:
homogeneous section). A section would be defined in terms of its start and end
position expressed as an offset from the road start.

 PREPARATION OF LOCATION REFERENCING DATA FOR LRMS MODULE OF THE SLRAMS

Network elements such as Road list, Link list, Node list, Administrative Boundaries list etc. of the
National Road network to suite the LRMS Module of the SLRAMS was prepared.

 RIS MODULE OF THE SLRAMS

The Road Information System (RIS) will form the core of the SLRAMS to provide various types of
information to other sub-systems of SLRAMS. The physical attributes length, width, surface type,
terrain and pavement condition data such as raveling, cracking, potholes, roughness, projects

51
 related information will be stored in the RIS. This information will be shared to other sub-systems
of SLRAMS as per the specific needs for performing other analyses.

 PROCESSING, ANALYZING AND UPLOADING DATA TO THE RIS MODULE OF THE SLRAMS
Road Inventory
The images taken from the three asset cameras of the Multi-Function Network Survey Vehicle
(MFNSV) was analyzed at the office to extract the road inventory parameters such as Carriage way
width, No. of Lanes, surface type, shoulder type, shoulder width etc. These data were then post
processed to prepare them to be uploaded to the system.

Road Condition (functional & structural)

Road Roughness
The data collected from the laser profile of the Multi-Function Network Survey Vehicle
(MFNSV) is post processed at the office to obtain the road roughness data and uploaded to the
system after preparing them to the required formats.

Road pavement condition

The images taken from the two pavement cameras of the Multi-Function Network Survey Vehicle
(MFNSV) was analyzed at the office to extract the road condition parameters such as cracking,
raveling, potholing and edge breaks.

Pavement Deflection Data

The deflection data collected from the Falling Weight Deflectometer were uploaded to the system
after preparing them to the required formats.

Traffic Data
The traffic data such as Average Daily Traffic (ADT), growth rates, vehicle compositions for each
traffic links obtained from the JICA STRADA model were uploaded to the system.

Road Geometric Data

The road geometric data was obtained from the GIPSITRAC Device of the Multi-Function Network
Survey Vehicle (MFNSV) was post processed at the office to obtain the road geometric data and
uploaded to the system after preparing them to the required formats.

Project Information & Pavement History data

Project Information & Pavement History data such as project status, project scope, year of
completion etc. compiled by the Planning Division were uploaded to the system after preparing
them to the required formats.

52
 DATA VALIDATION AND STORING IN THE RIS MODULE OF THE SLRAMS

There is a validation process built in RIS to check if the data provided are within a reasonable range.
After uploading all the data mentioned above to the system data validation was performed. Then,
they are stored in the RIS to be shared to other sub-systems of SLRAMS as per the specific needs for
performing other analyses.

 DATA PROCESSING IN THE SLRAMS

Processing RIS Module

The RIS module of the SLRAMS was used to prepare the Network Characteristics summary
reports/charts given below.
 Road length distribution by surface type
 Road length distribution by width class
 Road length distribution by traffic
 Road length distribution by condition class
 Road length distribution by roughness class
 Average roughness distribution by province
 Average condition distribution by province
Some of them are included in the chapter 2 of this document.

Processing PMS Module

The Pavement Management System (PMS) was used for the following.
 to determine the homogeneous sections and their representative data,
 assigning default values to some parameters of the sections where there are no changes
 to prepare the input files for HDM-4 analyses, both strategy and programme analysis
network files
The HDM-4 analysis for the NRMP (Year 2018-2027) was performed basically from the network
data collected through FWD & MFNSV with other data as mentioned above and processed
through the SLRAMS Pavement Management System. The PMS processing were carried out to
prepare the HDM-4 input file for programme analyses as well as strategy analyses.

 OTHER DATA NEEDED FOR HDM-4 ANALYSES

Vehicle Fleet
The basic information regarding the types of vehicles accommodate in the countries vehicle fleet
has to be defined in order to analyze the road sections for the economic evaluations. Numerous
types of vehicles are operated in the country so that some of simplification was required
depending on the purpose of travel and axel configuration. 11 types of vehicle categories are
identified and the detail on each type is illustrated in the following table.

53
 Table 5-2: Vehicle Fleet

HDM-4 Base
Code Selected Category HDM-4 Description
Vehicle Type
MCL Motor Cycle Motorcycle motorcycle or scooter
TWL Three Wheeler Car Small small passenger cars
CAR Car, SUV, Cab, Small Van Car Medium medium passenger cars
light bus (approximately < 3.5
VAN Van(10 -16 Seats) Bus Light
tonnes)
MBU Medium Bus(16 - 40 seats) Bus Medium medium bus (3.5 - 8.0 tonnes)
LBU Large Bus(56 seats) Bus Heavy multi-axle or large two-axle bus
small two-axle rigid truck (approx. <
LGV Small Lorries Truck Light
3.5 tonnes)
Medium Good Vehicle(2-axle, 6 Truck medium two-axle rigid truck (> 3.5
MG1
wheels, < 8.5 Tons) Medium tonnes)
Heavy Good Vehicle(2-axle, 6 Truck medium two-axle rigid truck (> 3.5
MG2
wheels, > 8.5 Tons) Medium tonnes)
HG3 Lorry(Large 3-axle, 10 wheels) Truck Heavy multi-axle rigid truck
Heavy Good Vehicle(Articulated Truck articulated truck or truck with
ART
truck with trailer) Articulated drawbar trailer

The vehicle fleet data mainly includes economic prices and some physical characteristics of a unit
with other necessary calibration data. Physical characteristics includes PCSE (Passenger Car Space
Equivalents) values, number of tires and axels, annual KM’s, annual working hours, operating
weight etc. other than that the data on economic price of a new vehicle, fuel price, tire price, crew
wages, passenger time cost, cargo cost also required for the analysis. The economic prices of new
vehicles and tire prices were evaluated based on the available data from the SL customs of annual
imports to the country in year 2016. The physical and economic data used in HDM-4 studies which
was collected from field surveys, studies and other sources were presented in the Annex 5 of this
report.

Unit Cost of Maintenance and Improvements

Tentative cost estimation was done for every maintenance and improvement standards for each
surface type including Concrete and Gravel surfaces before the analysis. The cost estimation was
done based on the 2018 HSR rates with predefine working norms which was already developed
by the RDA. The HSR rates were derived on market price for the country and include NBT (Nations
Building Tax) of 2%. In order to evaluate the economic cost, this market price has to be converted
by deducting NBT and multiply by a factor which is called SCF (Standard Conversion Factor). This
SCF factor was taken as 0.976 based on the economic study done by RDA from 2011 Central Bank
data. Then this economic cost converted to a financial cost with inclusive of VAT (15%), NBT (2%)
and Over head +Profit (15%). The evaluated unit cost of maintenance and improvement standards
are illustrated in Annex 6 of this report. The discount rate for the economic analysis is taken as
12%.

54
5.2. ANALYSIS WORK USING HDM-4

5.2.1 GENERAL APPROACH

The 10 year plan for existing national network was developed using life cycle economic analysis using
HDM-4 software which require detailed inventory and traffic data for each and every road sections of the
existing network. The different competing candidate projects then were prioritized using economic
indicator of NPV/Cost ratios (the ratio of Net Present Value to the Financial Capital Cost) which is a very
good economic indicator of the amount of return attained from the money spend to that particular
investment. This NPV/CAP ratio is can be used in prioritization of a long list of work programs of candidate
road sections into a one-year or multi-year work program under a constraint budget. A financial model
was developed using RONET software for the master plan. Different innovative alternative financing
options, including PPP were explored and it was discussed later part in this report.
In order to develop a 10-year road maintenance and improvement program for main road network of Sri
Lanka, both life cycles cost strategic and program analysis were undertaken using HDM-4 model for the
20 years evaluation period. The model simulates total life cycle conditions and costs for the entire network
under RDA for a series of improvement or maintenance strategies, and develops road works program
using economic principles. The primary cost set for the life cycle analysis includes the costs of road
construction, maintenance, vehicle operating costs, travel time costs etc. The costs of construction related
traffic delays, accidents and environmental pollution were also included in the life cycle cost analysis.
After life cycle cost-benefit analyses for an evaluation period of 20 years, a multiyear year rolling program
for different types of road networks was developed. The alternative candidate maintenance and
improvement options were prioritised using NPV/ cost ratio. A brief description of the methodology for
the development of the master plan is outlined below.
In order to determining the best solution for existing network, following activities were undertaken in the
preparation of NRMP (2018-2027).
 Development of different decision matrices for segmentation of the highway network so that a
number of homogenous sections can be developed on the basis of road type, pavement type,
AADT and other parameters as deemed appropriate for analysis in the HDM-4 model;
 Identification of the appropriate intervention criteria for network development and maintenance
requirements by analyzing the road network by using the updated inventory and condition data
of the network;
 Development of appropriate Do Minimum and Do Something different alternatives of road
maintenance, improvement and new development options;
 Development of optimum maintenance and development strategies using Strategic Analysis of
HDM4;
 Assessment of Funding Level;
 Conduct program analysis to determine network improvement and maintenance requirements
using updated interventions by employing Life Cycle Cost Analysis of HDM-4;
 Prioritization of the improvement and maintenances requirements based on the output and
development of works program under budgetary constraints using HDM-4;

55
  Preparation of 10-year work plan for development, improvement and maintenance of road
network based on the prioritized list of projects and the other social and economic requirements;
The details of the work performed on those activities are discussed in the following sections in this report.

5.2.1.1. DEVELOPMENT OF ROAD INTERVENTION CRITERIA AND STANDARDS

In order to develop multiyear works program for existing National Highway Network, different
appropriate intervention criteria for road maintenance and improvement were adopted. The purpose is
to obtain optimum work strategies and programs using Strategic and Program Analyses of HDM-4.
Intervention Criteria for all types of road pavements including Flexible, Rigid and Unsealed roads in the
existing National Highway Network were developed. Flexible pavements include Asphalt Concrete (AC),
Surface Treated such as DBST or SBST (ST) and Penetration Macadam (PM) surface roads. Rigid pavements
are concrete roads whereas Unsealed roads mainly Gravel roads. In this connection, key work intervention
criteria’s used in the analysis, are hereunder:
 Routine Maintenance
 Periodic Maintenance (Overlay)
 Road Improvement (Capacity Improvement and Structural Improvement)

a. INTERVENTION CRITERIA FOR FLEXIBLE PAVEMENT

(i) Periodic Maintenance Criteria

Intervention criteria for maintenance of flexible pavement were developed considering mainly
two factors, i.e. AADT and Roughness. It is mandatory to conduct routine maintenance annually
for all types of roads irrespective of traffic volume or condition. If the roughness of the road is in
satisfactory level depending on the traffic volume, routine maintenance was selected as the only
intervention. The basic practice in the country for periodic maintenance of already Asphalt roads
are to provide AC overlay of thickness which depends on the existing traffic volume. The decision
has been taken by the RDA higher management not to use any surface treatment methods
(DBST/SBST surfacing) other than the upgrading of unsealed roads due to construction difficulties
arising in particular areas in the country. Therefore, those types of interventions were omitted for
flexible pavements in preparing NRMP. It was proposed to trigger periodic maintenance activities
for low volume roads having AADT less than 5,000 if the roughness is exceeded 3.5 and medium
volume roads having AADT more than 5,000 but less than 20,000 if the roughness level exceeded
IRI 3.0 m/km. On the other hand, Periodic maintenance activities for high volume roads having
AADT more than 20,000 were trigged if road roughness exceeded IRI 2.5 m/km. The intervention
criteria for Flexible Pavements for National roads for various AADT and roughness level are
illustrated in Annex -5, Table 5-A.

56
 Since it is essential to adopt relatively higher maintenance standards for Expressways, for ensuring
better user comfort and service standards, a lower roughness threshold, i.e. periodic maintenance
interventions were triggered if roughness exceeded IRI 1.7 m/km irrespective of AADT. The works
intervention criteria for Expressways are demonstrated in Annex-5, Table 5-B.
Here for periodic maintenance of flexible pavements, assumed overlay thickness is used for the
purpose of the cost estimation with the traffic volume. It is recommended using Polymer Modified
Asphalt (PMA) for the AC overlay of High traffic volume roads since it has higher strength resulting
lesser thickness of overlay in the design. The other roads normal Hot Mix Asphalt (HMA) overlay
was assumed.
(ii) Improvement (Strengthening and Reconstruction) Criteria

If the condition of the roads is deteriorated beyond certain level, for instance roughness more
than IRI 8.0 m/km, when normal period maintenance would not suffice, road Strengthening was
proposed by increasing the structural capacity of the pavement. If the condition of road is
deteriorated such that the roughness increases more than IRI 10.5 m/km, normal road works no
longer feasible and complete reconstruction of the road was adopted with improved geometry.
The criteria for road improvement (Strengthening and Reconstruction) are depicted in Annex-5,
Table 5-C & Table 5-D for both National Roads and Expressways.

(iii) Improvement (Widening) Criteria

The improvement criteria for road widening were adopted considering Volume-Capacity ratio. For
low volume roads which has AADT less than 5,000 Peak Period Volume-Capacity ratio of 0.8 was
adopted. For roads which has AADT greater than 5,000 Daily Average Volume-Capacity ratio of
0.8 was adopted as a triggering parameter.
Efforts were made to keep sufficient road space by widening the existing roads mainly in 3
categories namely Partial Widening, 1 Lane Addition and 2 Lane Addition. In Partial Widening the
existing road was widen by adding 2m of Asphalt pavement. 3.65m of single lane was added and
7.3m of 2 lanes was added in the other two categories.
The main purpose of road widening is not to reduce the Volume-Capacity Ratio less than 0.8 for
the entire road network and hence to maintain almost a free flow condition. The improvement
criteria for road widening depending on the AADT volume are shown in Annex-5, Table 5-E.

b. PERIODIC MAINTENANCE INTERVENTION CRITERIA FOR RIGID PAVEMENT

The intervention criteria for Rigid pavement were developed considering a combination of two
parameters, i.e. one related to road Surface Distresses (Spalling, Faulting, Rutting and Roughness) and
other related to the severity of the damage in terms of percentage of damaged area. The periodic
maintenance intervention criteria for rigid pavement are shown in Annex-5, Table 5-F.

57
 (i) Works Intervention Criteria for Unsealed Roads
The periodic maintenance and upgrading criteria for unsealed roads were developed and applied
for the preparation of NRMP (2018-2027), as described below.
(ii) Periodic Maintenance of Unsealed Roads
Works intervention criteria for unsealed roads are developed using scheduled and responsive
criteria. The scheduled criterion for Gravel Resurfacing shall not exceed more than 3 years. The
responsive criteria for Spot Re-gravelling are Gravel thickness is less than 100mm and maximum
material is less than 100 m3/km/year. Gravel priming and Grading is done within the maximum of
3 years during the analysis period.

(iii) Improvement (Upgrading) Criteria of Unsealed Roads

An improvement criterion was adopted for upgrading of Unseal roads into paved roads is on the
basis of traffic volume, i.e. AADT. If AADT of an Unseal had become more than 1,000 Vehicle per
day, the road was converted into a paved road with a 15 mm SBST construction. If the traffic
volume becomes more than 3,000 the road was converted to a DBST road with the surfacing
thickness of 25mm. The intervention criteria for unsealed pavement are shown in Annex-5, table
5-G.

5.2.1.2. DEVELOPMENT OF OPTIMUM ROAD WORKS STRATEGY FOR NATIONAL ROAD

NETWORK
In order to find out the optimum road improvement and maintenance strategy for existing National
Network, a number of options starting from Very High Standard to Very Low Standard were selected for
HDM-4 Strategy Analysis. The IRI (International Roughness Index) value is the most suitable parameter in
terms of riding comfort of the road user and therefore it was selected as base intervention trigger level
for HDM-4 Strategy Analysis. Another important parameter was volume over capacity (V/C) ratio which
reflects level of service (LOS) intended to provide for the road user. Based on these two main parameters,
several strategy options were evaluated in the strategy analysis for preparation of NRMP. Those 4 options
were illustrated hereunder:
 Option 1 (Intervention Level – Very High): IRI (m/km) >= 2.5 and V/C Ratio >= 0.8

 Option 2 (Intervention Level – High): IRI (m/km) >= 2.5 and V/C Ratio >= 0.9

 Option 3 (Intervention Level – Medium): IRI (m/km) >= 3.0 and V/C Ratio >= 0.9
 Option 4 (Intervention Level – Low): For AADT < 5,000, IRI (m/km) >= 3.5, For AADT >= 5,000, IRI
(m/km) >= 3.0 and V/C Ratio >= 0.9
The undiscounted total investment cost comparison of different alterative road improvement and
maintenance options for National Road Network were shown in Table 5-3.

58
Table 5-3 Comparison of Results of Different Alternative Road Improvement and Maintenance Strategies
using HDM-4

Undiscounted Total % Change with

Alternative Intervention Options Investment Cost for respect to Very
2018 to 2027 Low Standard
Option 1 (Intervention Level – Very High): IRI (m/km) >= 2.5 and 767,556.24 5.81%
V/C Ratio >= 0.8: Life Cycle Cost Analysis for 10 years
Option 2 (Intervention Level – High): IRI (m/km) >= 2.5 and V/C 736,032.04 1.77%
Ratio >= 0.9 Life Cycle Cost Analysis for 10 years
Option 3 (Intervention Level – Medium): IRI (m/km) >= 3.0 and V/C 732,480.25 1.30%
Ratio >= 0.9 Life Cycle Cost Analysis for 10 years
Option 4 (Intervention Level – Low): For AADT < 5,000, IRI (m/km) 722,972.96 0%
>= 3.5, For AADT >= 5,000, IRI (m/km) >= 3.0 and V/C Ratio >= 0.9
Life Cycle Cost Analysis for 10 years

As expected, the higher the standard employed for road improvement and maintenance, the higher will
be the total investment costs. The highest total cost for 10 years with the Option 1, which is very high
standard alternative being only 5.8% increase when compared with the lowest standard total cost in
Option 4. Since the difference in alternative options was in very much insubstantial and the total amount
of investment to be made for 10 years period is very much in the grasp of the national budget, the Option
1 scenario is selected for the development of multiyear rolling program for NRMP (2018-2027).

5.2.1.3. IDENTIFICATION OF DEVELOPMENT REQUIREMENTS OF EXISTING NATIONAL

NETWORK
Having identified the preferred road maintenance and improvement strategy, a 20-year life cycle analysis
for existing network was performed using HDM-4 Program Analysis. Two analyses were done separately
for the National network and the Expressway network. The analysis gives the optimum work program for
each road segment in the network for the next 20 years. Because of the homogeneous sectioning method
and the 20 year analysis period the results were more accurate and definite with all the economic
indicators such as NPV for each candidate road segments.
The undiscounted summary of road maintenance and improvement programs for National Roads and
Expressways are given in Annex 5, Table 5-H and Table 4-I respectively. In the detailed programs all
components of works are disaggregated in terms of Routine Maintenance, Periodic Maintenance,
Improvement (Strengthening and Reconstruction) and Widening. The results for homogeneous sections
were presented in terms of both section km’s and undiscounted expenditures. The total summary and
detailed undiscounted expenditures, combining both National Roads and Expressways are presented in
Table 5-4.

59
 Table 5-4: Undiscounted Annual Expenditures of NRMP (2018-2027)
Year National Expressways Total for Annual %
Roads Sub- Sub-total (Rs. NRMP Distribution
total Mn) (Rs. Mn)
(Rs. Mn)
2018 231,723.74 1,424.58 233,148.32 45.4%
2019 21,503.43 11.46 21,514.89 4.2%
2020 31,989.94 1,436.43 33,426.37 6.5%
2021 31,060.25 548.02 31,608.27 6.2%
2022 31,118.57 2,520.31 33,638.88 6.5%
2023 25,095.96 461.94 25,557.90 5.0%
2024 35,009.89 1,189.11 36,199.00 7.0%
2025 27,668.27 2,182.30 29,850.57 5.8%
2026 33,563.98 410.84 33,974.82 6.6%
2027 34,054.28 794.51 34,848.79 6.8%
Total 502,788.31 10,979.50 513,767.81 100.0%

% 97.9% 2.1% 100.0%

It appears from the results that in total (undiscounted) Rs. 513.8 Billion will be required for
implementation of road improvement and maintenance works for National Roads and Expressways in 10
years. Out of which share of National Roads and Expressways are 98% and 2% respectively. Again, due to
huge backlog of differed maintenance program, about 45% of the total work needs to be implemented in
the first year while the remaining 55% will be distributed roughly in 9 years, as depicted in Table 5-4. It is
therefore apparent that the successful implementation of NRMP (2018-2027) relatively a large investment
should be spent in the first year to clear of existing backlog of differed road maintenance and
improvement works.
According to the analysis there is no requirement to increase the capacity of the existing Expressway
network within next 20 years based on the available traffic demand analysis. Most of the share (41.7%) of
the total budget is allocated to periodic maintenance which is mostly overlay within next 10 years for the
National network. This is obvious due to recent development to the national network in last 5 years. The
routine maintenance requirement is 14.9% of the total budget. For the improvement it is 15.5% and for
the widening it is about 27.8% from the total 10 years budget.
For the Expressway network 81.2% of total budget is allocated for AC overlay of STDP section. Only 17.4%
is required to AC overlay of OCH section. There is only routine maintenance allocation is need for CKE
section within next 20 years.

60
Budget Optimization
According to the initial budget estimate of the existing National network and the Expressway network,
the total 10 year budget requirement was around Rs. 427.7 Billion and Rs. 10.8 Billion respectively for the
improvement works. The analysis is then further elaborated in finding out what will happen to the existing
network when the budget is constrained. HDM-4 has a facility to conduct budget optimization analyse to
derive the average network IRI variation sensitive to the investment made. Further Three budget
optimization analysis was conduct for 90%, 80% and 70% constrained budget. The average IRI variation of
the 20 years analysis period for National network and Expressway network is given in the Annex- 5 figure
5-A & figure 5-B. The average IRI of the network after 10 years depending on the budget constrain is given
in the following figure.

7
5.81
6

5 4.71

4 3.78
Average IRI
(m/km) 3 2.69 National Network
2.45
2.03 Expressway
1.64 1.82
2

0
100% 90% 80% 70%
Budget Optimization

Figure 5-7: Annual Average Network IRI Value (weighted by length) after 10 years

It was observed from the analysis the annual average network IRI for the 20 years period for National
network is below 2.8 m/km for the unconstrained budget and for Expressway network is below 1.9 m/km
which is very much acceptable in terms of the network performance. If the budget is constrained by 90%
for the National network beyond 2019 the average network IRI is above 3.1 m/km and for Expressway
network beyond 2029 it is above 2.0 m/km. When the budget is further curtailed the network
performance is getting lower in terms of the roughness which is then affect the road user costs.

Therefore, from the budget optimization it was evident that the proper allocation of required budget is
very much essential for the National and Expressway network to perform there expected outcome which
is beneficial to the country.

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5.3. FUTURE NATIONAL ROAD NETWORK DEVELOPMENT

5.3.1 ONGOING MAJOR PROJECTS

i. Land Slide Disaster Protection Project

The objective of the project is to mitigate landslide disaster along A-class & B-class national roads through
implementing appropriate countermeasures in highland areas, thereby contributing to enhance the
security of the road network and safeguard the lives of people including road users and residents.

Under the project, 16 numbers of high priority areas have been selected for implementation under two
packages with an Early Warning System installation. The project is implement with the financial assistance
of Japan International Cooperation Agency (JICA).

ii. New Kelani Bridge Construction Project

The project is initiated with the aim of mitigating traffic congestion by construction of a new 6-lane bridge
across Kelani river close to the existing new Kelani bridge as a high mobility link to improve efficiency of
the road network in Colombo city.

With the opening of Colombo-Katunayake expressway traffic entering to Colombo city through the
existing new Kelani bridge has been considerably increased. In order to relieve traffic congestion by
increasing capacity at this location, requirement of an additional bridge was identified. The Japan
International Cooperation Agency (JICA).

iii. Major Bridges Construction Project of National Road Network

37 no of weak and narrow bridges have been selected for reconstruction under this project with the
financial assistance of JICA. The project has been planned to implement under 3 packages and
construction of 18 bridges will be completed in 2018 under package 1&2. Four bridges will be constructed
under package.

5.3.2 COMITTED MAJOR PROJECTS

i. Port Access Elevated Highway Project

The project is construction of an elevated toll highway (about 5.3km) with related facilities between the
New Kelani Bridge (NKB) and Galle Face. It will provide a direct link to the city center and the port from
the Colombo- Katunayake Expressway extending the expressway network into the city via the NKB. The
project will help alleviate traffic congestion in Colombo's densely populated areas, improve last-mile
connectivity between the expressway network and Colombo's international port, and provide better
logistics services for freight operations facilitating regional trade. The project will be implemented with
the financial assistance of Asian Development Bank.

ii. Elevated highway from New Kelani Bridge To Athurugiriya

The need of an elevated highway in Colombo city- Athurugiriya corridor has been identified to ensure
accessibility and mobility.

This Elevated highway has been planned to implement in two phases on PPP basis as BOT projects.

62
Phase 1: New Kelani bridge to Rajagiriya

Phase 2: Rajagiriya to Athurugiriya

iii. Tunnel connecting Marine Drive extension with the Port Access and to proposed Multi-Modal
Hub at Pettah

In the intention of connecting southern part of Colombo to the northern parts of Colombo connecting
marine drive to the elevated port access road has been identified. However as the Galle face green
considered as one of the Colombo’s’ great attractions it was decided to provide this connection by an
underground tunnel. This connection would provide much needed road connection to the Port City,
Relevant traffic studies and designs are being caring out.

5.3.3 INVESTMENT PLAN FOR NATIONAL ROAD NETWORK

After performing the 20 years life cycle program analysis using HDM-4 the initial work program was
developed for 10 years period starting from 2018 to 2027. This work program consists of sections
identified for maintenance improvement and widening within next 10 years with tentative cost
breakdown. The individual road segments in the work program is prioritized using NPV and NPV/CAP
ratios. These economic indicators were derived from the initial run of HDM-4 analysis for every road
section in the network.
The originally developed HDM-4 work program is then revised due on the following reasons when
identifying the investment plan for the net 10 year for existing national network.
- According to the analysis, it was observed that almost 45% of total 10 year budget is required for
national road network in the first year. Then the decision was taken to distribute some of initial
work programs of road sections evenly to other successive years without any major changes in the
network performance. These will release initial budget allocations to the road sector without any
disturbance to the other government sectors.

- Most of the road sections in the original work programs being very short in length and not very
useful for implementation from the practical point of view. It was observed that some of adjacent
sections have the corresponding intervention in several successive years. It was therefore
necessary to merge the smaller sections into relatively larger sections with same treatment in
implementable manner in order to successfully produce the work programs.

- Some of existing Non AC road sections (ex. Penetration Macadam, SBST and DBST) are treated with
AC overlay in the original work program which is not very suitable to deliver as output as it is.
Therefor to address this Non AC sections in the work program more methodically some of the
revised treatment methods are required.

- There are number of committed road projects selected based on the other social and political
criteria’s in the national road network which is not reflected in the HDM-4 analysis. So that the

63
 manual prioritization is the best solution to address those road sections to develop the final work
program.
Therefore the necessity was arises to revised the initial work programs for periodic maintenance,
improvement and widening produced by the HDM-4 software. The originally derived routine maintenance
program was not revised since the main objective of the analysis is to obtain the annual budget
maintenance requirement for the network. The improvement and widening work programs were revised
by the consultation with some of expert officials in the RDA. After preparation of the original work
program, it was presented to the RDA management as well as regional official by organising a number of
workshops and consultative meetings to solicit their views and verify the different interventions
generated as per HDM-4 output from the analysis. Most of the committed road sections were identified
in this exercise and the data was used in preparation of final work program. Based on the social criteria
the year of implementation was revised in some of road sections without affecting the network
performance which is expected in next 10 years. Decision was taken not to revise the program generated
for the Expressway network since the analysis was conducted based on more precise and updated data
gathered from the data collection surveys. For Concrete road sections, no provisions were made in the
revised program for periodic maintenance.
The summary of the final work program, which were prepared in consultation with RDA officials, are
presented in following Table.
Table 5-5: Summary of the revised work program of NRMP (2018-2027)
Year Widening & Maintenance Total for Annual %
rehabilitation Sub-total (Rs. National Distribution
Sub-total Mn) Network
(Rs. Mn) (Rs. Mn)
2018 172,535.92 16,193.88 188,729.80 35%
2019 47,540.13 5,729.42 53,269.55 10%
2020 56,936.39 5,510.78 62,447.17 12%
2021 36,986.35 6,356.74 43,343.09 8%
2022 41,301.05 6,233.73 47,534.78 9%
2023 24,405.33 6,417.79 30,823.12 6%
2024 33,001.00 6,986.50 39,987.50 7%
2025 27,200.16 6,653.23 33,853.39 6%
2026 17,908.75 7,388.72 25,297.47 5%
2027 9,858.89 7,611.35 17,470.24 3%
Total 467,673.97 75,082.14 542,756.11 100.0%
% 86% 14% 100%

The annual summary of number of km’s and total cost of each road improvement and widening
interventions for National highway network is presented in the Annex 5, Table 5-J of this report. Based on
the revised program, the first year budget allocation has been reduced to 35.2% from the original program
distribution of 45.4%. There is a significant reduction in periodic maintenance allocations because of the

64
rearrangement of the AC overlay of non AC roads in initial work program. The dominant cost allocation of
the revised work program is Reconstruction intervention which is 42.4% of total 10 years budget. For
routine maintenance 14% of total allocations is require for 10 years period while for widening it is 39%.

Final Work Programs

The final work program for the 10 years period has categorized mainly in to 5 sections in order
to assist the identification of the projects roads to be implemented for the national network. Each
category of candidate roads are prioritized based on the initially calculated NPV from the HDM-4 analysis.
The purpose of this prioritization is to select the most appropriate road segment from the list of roads
with budget limitations. Those 5 categories are,

1. Roads to be widening to 4-lane and Multi lane -

This list consist of Existing 2 lane, 4 lane and Multi lane Asphalted Concrete or Surface treated roads
which has to be widen to 4 lane or Multi lane to improve the capacity. The cost estimation is done
without considering the land acquisition cost.
2. Roads to be widening to 2-lane and Intermediate lane -

The list include Narrow AC roads which has to be widen to 2 lane road or Intermediate lane road
depending on the traffic demand with sufficient Hard shoulder and other required facility. Here also
the cost estimation is done without considering the land acquisition cost.
3. Roads to be improved to 2-lane and Intermediate lane -

The AC roads which has the sufficient road width but needs some surface improvements included in
this list. The intervention type is denoted as ‘AC Strength’. Also other non AC roads such as Surface
Treated (DBST/SBST), Penetration Macadam and Gravel roads which identified to be surface improved
or capacity improved are indicated in this list. Some of road sections may not require land acquisition
for the improvement and therefore the tentative cost estimation is based on the assumption that the
available ROW is sufficient for the improvement to be taken place.
4. Roads to be AC overlay –

The existing AC or Surface treated roads which need AC overlay are indicated in this list. The cost
estimation is based on the assumed thickness and the actual thickness required has to be analysed
based on a proper pavement design to cater the traffic demand.
5. Expressway Sections to be AC overlay –

This list consists of the Expressway sections which have to be AC overlay in each year of Master plan
period. Depending on the existing traffic demand proper pavement design has to be done to decide
the overlay thickness required.

Special notation system was developed to clearly indicate the definite work intervention types for each
particular road sections. This helps to identify the number of lanes proposed and type of cross section
adopted after construction. The notation system which was adopted is illustrated in the Figure 5-C of

65
Annex 5. The final summary of revised work programs for each 5 categories and the prioritized road list
for each consecutive year are presented in the table 5-K of Annex 5 of this report.

The detailed Work interventions which are prioritized based on NPV for each year is presented in A-2 of
Appendix A.

5.3.1.1. PRIORITIZATION OF TOWN IMPROVEMENTS

The number of vehicles has increased rapidly over the recent past and trend continuing. This situation
resulted traffic congestion in several roads and junctions within townships and suburbs. There are many
identified reasons for traffic congestion, high volume of vehicles, lack of proper traffic planning, in
discipline driver behaviors, accidents, usage of not road worthy vehicles, improper parking, insufficient
parking facilities, misuse of road infrastructure facilities including illegal vendors on roads and pedestrian
jaywalking. These factors might be different from location to location. It is required to carry out proper
studies and determine suitable solutions and it is important to identify the most critical towns in order to
find countermeasures.

In general, such locations are identify using Maps, Google data and the images obtained from the multi-
function network survey vehicle. When selecting towns to be improved under this master plan, the towns
connecting upcoming expressway projects have not been considered.

When preparing the priority list for town improvements several factors have been analyzed. Traffic
Volume, Junction Control type (channelized, roundabout, signal controlled etc.), City order (provincial,
district, important etc.), Road Connectivity (“A” class, “B” class etc.) and the Vehicle Capacity Ratio were
some of them. Future Traffic Volume and road capacity requirements were determined using the JICA
STRADA Traffic Demand Modelling software.

Methodology adopted

An initial survey has been carried out to find how weightages to be distributed among the selected factors.
These weightages were used to prepare the priority list. Relevant time frames has been established
considering the fund requirements and other relevant factors. Priority list for town improvement of each
class roads were created in order to identify the critical towns and it is given in Appendix A (A-4).

5.3.1.2. PRIORITIZATION OF JUNCTION IMPROVEMENTS

Road junctions are locations where vehicular traffic going in different directions. Junctions should be
designed in a proper manner in order to prevent accidents. Geometric design, total length, turning radius
and traffic volume are some of the factors to be considered in junction design. The major objectives of
prioritization of junction improvement are to improve the vehicular flow without congestion and to
overcome the accidents.
Junctions that need to be improved were identified from the National Road Network Map, Google Map
and the video obtained from the multi function network survey vehicle and several discussions had with
relevant Executive Engineers and Chief Engineers. Junction improvements which are proposed to be
developed from the upcoming projects were neglected.

66
The major factors considered when prioritizing the junction improvements are Traffic Volume, Present
treatment and Road Class (“A” class, “B” class etc.). Traffic Volume data are obtain by JICA STRADA Traffic
Demand Modelling software. Factors like Chainages, Road Class and Present Treatments are obtain from
multi function network survey vehicle.
Initially, a survey was carried out to find how weightages to be distributed among the selected factors.
Survey sheets were circulated and survey summary was used to select the weightages and ranges.
Proposed year for junction improvement were decided from the results obtained from prioritization.
Below shows the prioritized junction improvement list for 2018-2027.
Prioritized junction improvement programme is given in the Appendix A( A-4).

5.3.1.3. PRIORITIZATION OF BRIDGES FOR RECONSTRUCTION/WIDENING

Bridge construction is one of the key components when improving high mobility of national road network.
During the past two decades the sectorial development policy of the government was to rehabilitate the
existing roads, road structures etc. In providing enhanced transport facilities to the people. During the
period, several bridge construction projects were undertaken in addition to the new road construction
projects which are aiming to improve the transport system of the country with efficient mobility.
Some of the existing bridges are presently in structurally weak condition while some having inadequate
capacity to cater to the present demand. Due to the weak & narrow condition of these bridges it is
required to restrict the movement of heavy vehicles, long containers with heavy loads and industrial and
construction equipment across these bridges resulting negative effects to the economy of the country to
a substantial degree.
Since annual budgetary allocation is insufficient to carry out reconstruction and maintenance of the all
the existing bridges, prioritizing of existing bridges are essential to carry out construction works. To
overcome this difficulty, the capacity development on bridge management in Sri Lanka was established in
RDA through a technical assistance project funded by JICA as a grant aid. The project has been completed
in February 2018. Under this project, the web base Bridge Database System (BDS) is established and the
bridge inventory and condition data of the national road network are feeding into the Bridge Database
System.
The details in the BDS are used in Bridge Repair & Maintenance System (BRMS) for the analyzing purposes.
Using the BRMS following output can be obtained.
1. Preparation list of bridges for repair based on structural soundness.
2. Preparation list of bridges for reconstruction based on structural soundness, importance & functional
obsoleteness.
3. Preparation of budgetary requirement for repair / reconstruction of bridges for the following year
These output of the BRMS are used for the RDA planning purposes in National Road Master Plan 2018-
2027. List of bridges to be widening and reconstruction are given in Appendix A( A-3).

67
5.3.4 FEASIBILITY STUDIES

Ongoing Studies

 Feasibility Study for Elevated Highway from NKB to Athurugiriya - Phase II (Rajagiriya-
Athurugiriya).
 Feasibility Study for extension of Marine Drive from Dehiwala to Panadura

Proposed Studies

 Feasibility Study of proposed three flyovers at Alawwa, Muttetugala and Slave Island.
 Feasibility Study to reduce the Traffic Delay on Peliyagoda-Puttalam (A003) Road within
Kochchikade Town Area.
 Feasibility Study to Identify Suitable interventions to Relieve Traffic Congestion in Gatambe,
Peradeniya Area with Appropriate Traffic Management Measures.
 Feasibility Study to Identify Suitable interventions to Relieve Traffic Congestion in Kurunegala
town area with Appropriate Traffic Management Measures.
 Feasibility Study to Identify Suitable interventions to Relieve Traffic Congestion in Horana town
area with Appropriate Traffic Management Measures.
 Extension of base line road to connect southern parts of Colombo and to the expressway network.

5.3.5 EXPANSION OF NATIONAL ROAD NETWORK

The Road Development Authority has the responsibility of developing /improving the national road
network to cater the demand for road transport connecting important economic centers, ongoing and
planned developments throughout the country. it is very vital to develop the road network ensuring
adequate level of service to promote efficient transportation of people and goods.

In view of that, strategically important road links (Non RDA roads) of the road network shall be taken over
to the national road network with relevant approvals. Also, there are critical road sections which support
disaster relief services and other emergency requirements and it is important to find alternative
connections to bypass such sections. Non-RDA roads identified to support this mechanism shall be taken
over as per the National Thoroughfares Act, No. 40 of 2008, Part III clause 8 after improvement or prior
to improvement.

An alternate highway to link Kandy and Badulla at a lower contour without crossing high altitudes of the
hill country has already been identified. Therefore, during this Master Plan period preliminary works
related to this Kandy- Badulla alternate highway to be completed.

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5.3.6 EXPANSION OF HIGH MOBILITY NETWORK

With the increasing traffic on the road network congestion and delays increases. In view of providing
infrastructure facilities for better mobility and to supplement the trunk road system by providing
additional capacity, the government has embarked on planning a High Mobility road network for the road
corridors with very high volume of traffic which create severe traffic congestion and transportation delays.

Sri Lanka has identified an Expressway/high mobility network covering all economic centers and the most
important locations of the island, with the objective of providing its people with a High Mobility road
transport infrastructure.

Southern Expressway (E1) is the first link of the expressway network planned and section from Kottawa -
Pinnaduwa (95.3 km) was initially opened to public on 27th November 2011 and the extended section from
Pinnaduwa - Godagama was opened to public on 15th March 2014. The much awaited 24.8km long
Colombo Katunayake Expressway (CKE – E3) has been opened for public in 2014 and the section of Outer
Circular Highway (OCH – E2) from Kottawa to Kaduwela opened in 2014. Subsequently the section of OCH
from Kaduwela to Kadawatha has been opened to public in 2015.

At present, an Expressway network of 170km is in operation. Approximately another 197 km are under
construction including the section of OCH from Kadawatha to Kerawalapitiya, 96.0km long Southern
Highway Extension from Godagama to Hamabantota with a link to Mattala Airport and Central Expressway
from Kadawatha to Kurunegala (76.3km). Another 165km of expressways including Kurunagala-Dambulla
section and Pothuhera-Galagedara sections of Central Expressway and Ruwanpura Expressway have been
identified and at different levels of implementation.

69
Table 5-6: Details of Expressways

Details of Expressways
Name of the Expressway Sections Length
Chainage
Start Interchange End Interchange (km)
Kottawa IC Kahathuduwa IC 5.9 5+930
Kahathuduwa IC Gelanigama IC 7.7 13+675
Gelanigama IC Dodangoda IC 21.1 34+787
Dodangoda IC Welipenna IC 11.2 46+000
Southern Expressway
Welipenna IC Kurundugahahetekma IC 21.6 67+575
(E01)
Kurundugahahetekma IC Baddegama IC 12.2 79+775
Baddegama IC Pinnaduwa IC 15.5 95+275
Pinnaduwa IC Imaduwa IC 12.2 107+500
Imaduwa IC Kokmaduwa IC 7.7 115+200
Kokmaduwa IC Godagama IC 9.6 124+800
Total Length 124.8 km

Kottawa IC Athurugiriya IC 5.2 5+200

Athurugiriya IC Kothalawala IC 4.7 9+900
Outer Circular Highway
Kothalawala IC Kaduwela IC 1.8 11+680
(E02)
Kaduwela IC Kadawatha IC 7.6 19+230
Kadawatha IC Kerawalapitiya IC 8.6 27+878
Total Length 27.9 km

New Kelani Bridge Peliyagoda IC 1.8 1+820

Katunayake Expressway Peliyagoda IC Kerawalapitiya IC 6.6 8+467
(E03) Peliyagoda IC Ja-Ela IC 7.3 15+770
Ja-Ela IC Katunayake IC 8.7 24+420
Total Length 24.4 km
Extension of
Southern Expressway
Godagama IC Aparekka IC
Section 1 30 30+000
Aparekka IC Beliatta IC
Beliatta IC Kasagala IC
Section 2 Kasagala IC Angunukolapelessa IC 26 56+000
Angunukolapelessa IC Wetiya IC
Section 3 Wetiya IC Andarawewa IC 15 71
Hambantota
Section 4 96+000
Mattala via Andarawewa IC 25
Total Length 96.0 km

70
Way Forward

It is evident that presently operational Expressway network has immensely contributed in Economic
Development of the country while enhancing the living standards of people by way of travel time savings,
vehicle operating cost reduction etc.

The Followings are the key features of High Mobility corridor;

• Normally connects major cities and towns, administration, social and economic activities such as
education and health, commerce and trade, manufacturing, private and public services, and
important transport junctions such as ports, rail stations.
• Highest traffic volume corridors and considerable amount of commercial traffic.
• Serving the moderate to longest trip lengths.
• High Level of Service (LOS)

Thus, all present economic and growth centers are connected with this high mobility network. In future,
considering the economic benefits it can be extend for corridors where new developments with strong
prediction of large volume of traffic generation having considerably large portion of commercial vehicles.
However, any future link of the expressway/high mobility network has to be consider after comprehensive
study and detailed design.

Further, congested city areas on interprovincial national highways can be considered for provision of
limited access sections. This facilitate uninterrupted through traffic while providing access for local traffic.
At present, very few kilometers of national roads in city areas (Kalutara & Thambuthegama) have been
developed as limited access road sections and operates successfully.

However, expanding the expressway network has to be done very carefully after a comprehensive
demand forecast and analysis, following an acceptable scientific approach. This process involves many
phases starting from concept development, pre-feasibility studies, feasibility studies, detailed
engineering, environment studies before embark in implementation process. Deviation from this
process might result in economic disasters for the country while falling the entire nation into troubles.

Is there any current need to expand Expressway Network towards North – East?
This is a complex question to be answered very carefully considering all socio-economic factors,
development scenarios together with sustainable development goals and value for money principles.

CONCEPT DEVELOPMENT

Trincomalie as an example
At present it will take approximately 6 hrs to reach Trincomalie from Colombo (distance of 257km).
However, this can not be considered as very bad as the average travel speed is greater than the average
national speed under present scenario. If the corridor has to develop as an economic corridor it is
mandatory to enhance travel speeds to facilitate the developments taking place in different sectors.

71
Therefore, it is compulsory to carryout proper preliminary studies to identify the exact requirement of
prospective road users as well as investment methodologies to ensure the value for money for the people.

If feasible, further investigations and detailed engineering work can be commenced. However, all the
decisions in this direction should be taken in line with the developments happening in other sectors
without compromising the basic rights of the majority of the population and should be result in inclusive
development complimenting the development of other sectors.

It is important to follow accepted procedure from concept development to implementation of

infrastructure development. A flow chart has been developed to streamline this procedure and it will be
made available for the use of RAD with necessary guidelines in due course. This flow chart is given as
Annex- 7.

Network Level Decision Making

Subsequently, after 3 to 4 years it is essential to review/evaluate entire network for its suitability, capacity,
strength etc before embark on any further development/ expansion of High Mobility Network.

Also, it is essential to identify new townships, junction treatments/ bypasses using the available data.
Requirements identified under this Master Plan with their priorities

72
Map 5-1 : Expressway Network Map

73
6. RECOMMENDATION AND WAY FORWARD
6.1. ASSET MANAGEMENT SYSTEM

6.1.1 INSTITUTIONALIZING OF ASSETS MANAGEMENT PRACTICES FOR RDA

The highway network in the country is one of the largest and most visible publicly owned assets.
It is used daily by the majority of the travelling public for commuting, business, social and leisure
activities. As such, it is fundamental to the economic, social and environmental well-being of local
communities and to the economic prosperity of the nation as a whole. National roads are part of
the strategic road network. Road Development Authority is responsible for the management of
this strategic road network which comprises Expressways and trunk roads. A well maintained
highway asset makes a vital contribution in meeting the strategic objectives of the organization
such as safety reliability and comfort. Increasing traffic growth has brought widespread
recognition of the importance of highway maintenance at both local and strategic level where
the high value placed on it by users.

Like any other physical asset, road infrastructure needs to be regularly taken care of, maintained,
upgraded, renewed and preserved to the demanding levels of quality service that the public are
expecting. If the corrective actions are taken timely in an appropriate way, the service life of the
asset can be prolonged efficiently. Chronic underfunding subjects to lack of maintenance and can
very quickly jeopardize this huge asset, which has been built at great expense. If a road is
damaged beyond the normal maintenance requirements, the repair cost will be very higher and
there may be even permanent or irreversible partial loss of the important asset. Therefore, a
sustainable long-term programme that delivers value for the money and optimizes the cost for
development and maintenance of road network is required.

Road Development Authority (RDA) being the premier road agency in Sri-Lanka has identified the
necessity of managing the national road network through an effective asset management system.
In view of that, the planning division of RDA has taken step by step approach for nearly a decade
back for its road asset management activities.

Road Assets Management-Definitions and basic concepts

Road Assets
All the existing and proposed assets within the legally reserved road corridor are considered as road
assets. Physical assets such as road pavements, bridges, slopes, shoulders, drainage structures (Culverts,
side drains, etc), Traffic Control Systems. Road signs and markings and other associated infrastructure
(Toll gates) are different types of road assets.

Road Assets Management

Road Asset Management is “a strategic and systematic process of operating, maintaining, and improving
physical assets, with a focus on both engineering and economic analysis based upon quality information,

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to identify a structured sequence of maintenance, preservation, repair, rehabilitation, and replacement
actions that will achieve and sustain a desired state of good repair over the lifecycle of the assets at
minimum practicable cost”

The primary goal of Road Asset Management is to think, plan and act on the basis of long-term decisions
aiming at optimizing maintenance while keeping costs at a minimum and contributing to other political
objectives while modernizing the network.

General functions of a Road Asset Management System

• Define the road network.

• Define the road assets on the network (e.g. bridge, pavement).
• Locate each asset on the network.
• Provide the current condition of the assets.
• Estimate the value of the asset.
• Predict future demand of traffic and service needs.
• Apply policies and standards (e.g. maintenance standards and costs).
• Include budget information.
• Define a strategy.
• Use of performance models to derive the programme.
• Apply project selection criteria (Ranking/project and network).
• Implement the RAM Plan.
• Project monitoring and review (Budget/Policy/Data/Condition).

Road Asset Management is Beneficial for Several Reasons:

• Commonly used existing separate systems can be integrated into one system.
• Efficient management of the organization through a common system.
• Getting sound knowledge leads to better decisions.
• Assists in budget justification within the frame work.
• Provides access to accurate data and state-of-the-art information technology.
• Contributing to simpler and fairer prioritization.
• Ensuring that you get the best value out of the money spent on infrastructure.
• Obtaining better and safer roads for every rupee spent.
• Improves the credibility of the decision-making process.
• Improves the ability to defer lobbying pressures from special interest groups.
• Provides the ability to query databases to a wide range of staff.
• Enables front line staff to become more involved in the decision making process.
• Provides opportunities to improve the technical and business knowledge of staff.
• Performance monitoring by using performance indicators.
• Preserving the asset for future generations.

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Approach to Road Asset Management in RDA
In order to manage theRDA road network successfully, it is vital to have ready access to pertinent accurate
network data. Data are required for the daily operational activities of the Road Development Authority,
for routine and periodic maintenance, and for long term and strategic planning purposes. Furthermore,
consultants and contractors alike need access to this data to monitor and assess project progress.

The planning division of RDA has taken step by step approach and gradually progressing the road asset
management activities for RDA starting from the year 2004 onwards. The details are given in the Chapter
5 of this report under Master Plan Development.

However, milestones of this approach are summarized below.

• In 2004, Asset Information Management System (AIMS) for pavement assets consisting of the
HIMS database (desktop version) and the HDM-4 decision support tool was purchased under the
restructuring process of RDA supported by ADB.
• From2005-2010-Manage the AIMS with limited data. Road condition data through visual surveys.

• In 2010, RDA purchased Multi-function Network data collection vehicle (MFNSV) and
falling weight Deflectometer (FWD) equipment for the automation of road data collection
under World Bank funding. Set up a small unit as Data Processing Unit under the Planning
Division.

• In 2014/2015, RDA realized the requirement of comprehensive data base system and with
the support of World Bank fund the old AIMS system was upgraded to a web based
integrated Road Asset Management System with all road related assets, such as
pavement, bridge, slope, roadside furniture etc. included in separate modules. The
system is named as Sri Lanka Road Asset Management System (SLRAMS).

• In 2018, the SLRAMS is used to generate the network data input files for the different
analyses performed in HDM-4 software for the development of NRMP(2018-2027) road
improvement and maintenance programme.

System Implementation
Based on discussions had with of all divisions of RDA who are responsible in asset management
and consultation and the issues found with the existing system, the detailed SLRAMS framework
was developed under a consultancy contract arranged through the Road Sector Assistance
project funded by World Bank and the various modules (sub systems) have been included in the
system as shown in Figure below.

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 Figure 6-1: SLRAMS framework

The modules included in the system:

1. Road Information System (RIS);
2. Location Reference Management System (LRMS);
3. Pavement Management System (PMS);
4. Bridge Management System (BMS);
5. Routine Maintenance Management System (RMMS);
6. Traffic Information system (TIS);
7. Crash Information Management System (CIMS);
8. Furniture Management System (FMS);
9. Slope Management System (SMS);
10. Disaster Planning System (DPS).
11. System Administration (Admin) Module
12. GIS Module

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Brief description of each module are as follows;
1. Road Information System (RIS)
The Road Information System forms the core of SLRAMS. The road network information (such as
roads, links and nodes), their physical attributes (length, width, material type, terrain etc),
condition (paved surface condition) and pavement (strength and composition) etc. are stored in
the RIS. Year on year data can be loaded in this system.
The following functionality is included in the RIS:
i. Define road network (roads, nodes, links and LRPs);
ii. Import inventory, condition, pavement type and other data;
iii. View and edit data;
iv. View data in embedded GIS;
v. Prepare thematic maps;
vi. Include various summary reports - tables / graphics.

2. Location Reference Management System (LRMS);

The location referencing system is the set of procedures used to determine and retain a record
of specific points or events on the road network. This will include the location referencing
method(s) used together with other aspects of linear referencing such as storing maintaining and
retrieving data for future use.
3. Pavement Management System (PMS)
PMS is meant for determining the homogeneous sections, preparation of representative data,
assigning default data and constants and preparation of the input files for HDM4.
The following functionality is included in the PMS:
i. Define homogeneous sectioning criteria;
ii. Determine homogeneous sections;
iii. Prepare and transfer representative data;
iv. Assign default values and constants;
v. Prepare HDM4 v2 input data;
vi. Export HDM4 v2 files (SECTIONS, TRAFFIC and CALIBRATION ITEMS);
vii. Import HDM4 v2 analysis / output file back in to SLRAMS;
viii. Include various reports - tables / graphics.

4. Routine Maintenance Management System (RMMS)

RMMS stores the defects information of the culverts, drains, road marking, vegetation, speed
breakers, median and others. The asset repair details such as maintenance and unit rates can be
stored in this system. The work monitoring (or progress) is included in this sub system.
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The following functionality is included in the RMMS:
i. Define location data (linear and spatial);
ii. Provide web access to enable basic querying of data and recording of maintenance
defects;
iii. View and edit data;
iv. Determine and prioritize maintenance works;
v. Enter work completion;
vi. Include various reports - tables / graphic

5. Traffic Information System (TIS)

Traffic Information System will store the traffic location details, their spatial coordinates, traffic
count data and summarized information. The summarized traffic data will be provided to RIS and
PMS systems from this system.
RDA’s current vehicle classification system is included in the TIS. The bulk loading facility is used
for loading the traffic and STRADA data. The source data will be in Excel formats.
The following facilities are included in the TIS:
1. Define traffic count location information (linear and spatial);
2. Import classified traffic volume count and other related data;
3. View and edit data;
4. Include various reports - tables / graphics.

6. Crash Information Management System (CIMS)

CIMS stores road accident data, including type of road, accident location, severity of accident,
vehicles / objects / passengers involved, causes of accident, driver behavior characteristics etc.
Most of this data will be obtained from the Police department.
Output of CIMS is used to:
1. Identify black spots and accident prone links;
2. Input for road safety audits;
3. Input for geometric design and network planning.
7 Disaster Planning System (DPS)
This system allows recording information related to natural disasters such as flooding, landslides
and river/sea erosion etc.
Output of DPS is used to:
1. Identify disaster prone links;
2. Input for road safety audits;

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8 Slope Management System (SMS)
Slope management system has the facility to include the following key data:
1. Topographic and geological data;
2. Hydraulic characteristic;
3. Vulnerable links;
4. Retaining walls;
5. Slope mitigation information;
6. Historical hazard information;
7. Historical maintenance information;
8. Process/Calculate Slope Scores.

9 Furniture Management System (FMS)

FMS stores road furniture inventory data, which includes information about assets owned by RDA
within road reserve.
The following functionality is included in the FMS:
1. Define furniture location data (linear and spatial);
2. Import inventory data;
3. View and edit data;
4. Include various reports - tables / graphics.

10 Bridge Management System (BMS)

BMS stores all the bridge inventory and the bridge maintenance programme for reconstruction,
rehabilitation and repair. The maintenance needs and prioritization is determined through the
Bridge Management System developed by a JICA Grant and is now functioning as the Bridge
Assessment Unit of RDA.
The following functionality is included in the BMS:
1. Define bridge location data (linear and spatial);
2. Import inventory;
3. View and edit data;
4. View the prioritized bridge maintenance programme;
5. - tables / graphics.

Way Forward- Institutionalizing the System

The system was established in placing great importance having a systematic data and analysis
base for management of the National road network and with a view of institutionalizing of Asset
Management with in RDA. When fully operationalized the developed SLRAMS,RDA not only in
earmarking the budgets for road network maintenance on the basis of current and future

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predicted condition but also have in placed the updated and current information to the internal
and the external stakeholders.
In 2015, the National road network had 50% of poor and bad condition of roads. With large
investment started since then it was able to reduce the poor and bad condition roads to less than
30%. In future cost of maintenance is to be increased with the requirement of periodic
maintenance of National road as well as Expressways. To request this increase funding there
should be systematic assessment of network and should be able to show the value for money.
The SLRAMS is a sophisticated network monitoring program through the collection of accurate
pavement condition, pavement strength, traffic, and socio economic data which are the key
parameters necessary for road asset management. Therefore, the SLRAM should be up and
running for the purpose.
We believe that the institutionalizing of Asset management in RDA is not that easy with the
management without making them aware the value of asset management. And also
implementation of fully operationalized asset management system cannot be done at once in a
short period of time. To make the SLRAMS operationalized there should be dedicated adequate
staff and they have to work at least 3-5 years to make the system operational which can be
produce some reasonable output which will be appreciated by the management and system
users.
In view of that a step by step programme has been identified as outlined below.
Identification of a separate group of staff with in the planning division and provincial staff to be
fully engaged with following tasks are the first step towards this.

 Preparation of Data Collection Guidelines & Protocols.

 Initial training to the key group and secondly training of provincial Staff.
 Giving access to the system initially for the technical staff in RDA and gradually to others.
 Data collection either directly through available equipment or out sourced
 Complete all the tables in the RIS with data. (Road network, Road Link, administrative
boundaries, road condition, roughness, FWD deflection data, pavement history, project
completion etc.)
 Data processing, uploading to the system.
 Data analysis and preparation of output projects and programme.
 Identify the gaps in the system with the organization practice and fulfill the requirement.
 System IT management.

Awareness and Training of Staff

We strongly believe the appropriate and sufficient training (and technology transfer) is a very
critical factor for the success and sustainability of the SLRAMS. The training to include a variety
of training modes, including on-the-job training, formal training sessions and workshops. Some

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of training has been given to selected staff and it is necessary allow them to engage in the work.
There are additional staff also required in some area.
Awareness with the management of RDA is very important in implementation of the system. In
this awareness it is required to educate them the benefit of setting up of the system and time,
human resources and funding required for the setting up and the maintenance of the system.

IT System Development
Software has been developed and handed over to RDA and it was hosted in ICTA server. The
system is a web based system and it is necessary to have an uninterrupted internet access as well
as a hosting facility with sufficient bandwidth and necessary security measures to use the system
efficiently.
With view of this development and to keep the identified key group of officers continuously in
delivering the task, RDA proposed to include them under a Project Management Unit. In the
World Bank funded Network Connectivity Improvement and Asset Management (NCIAMP),there
is a funding component included in the loan to apply for payments of cost involved in
establishing/Upgrading an asset management unit within the RDA that would be responsible for
planning and implementation of asset management contracts and the implementation of the
asset management system in RDA.
Accordingly, the Project Director (NCIAMP) has requested the approval for the required carder
positions from the Management Service Department and the approval has been given for part of
the cadre positions recently. The key group of staff have not yet been appointed.

Asset Management as a whole

Other assets can be included in the asset management

Road Development Authority (RDA) being the premier road agency in Sri-Lanka has been tasked
with the management of the national road network. As such RDA has to primarily include the
major road assets such as pavements, bridges and other appurtenances (road signs, markings,
drains, shoulders, medians, signal posts, islands etc)in the asset management System. This part
is covered by the SLRAMS.

Secondly, following other assets types other than the major assets are also to be included in an
Asset Management System. As the financial and human resources are scarce and they too needed
to achieve the performance objectives of the road network, they must be managed carefully.

• Human resources (personnel and knowledge).

• Equipment and materials.

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 • Other items of value such as rights-of-way, buildings, data, computer systems, methods,
technologies, etc.

In some countries (e.g.Australia and United Kingdom) the introduction of asset management
principles is a legislative requirement for the Road Administrative Authority. Recently, India also
legalized the same for some regions.

6.2. SAFETY IMPROVEMENT OF THE NATIONAL HIGHWAY NETWORK

Growth in urbanization and number of vehicles in many developing countries has led to increased traffic
congestion in urban centers and increases in traffic accidents on road networks. It also tends to make
severe deterioration in driving conditions and significant increases in the hazardous points and makes
competition between different classes of road users of the road system. Therefore, simple safety
measures will lead to a significant reduction of accidents and improve the safety of all road users.

Segregation of motorized and non – motorized traffic

This is a good way to improve the road safety. It reduces or eliminates conflicts and suitable treatments
as follows.

Table 6-1: Segregation of motorized and non – motorized traffic

Item Components Criteria/Requirements Outputs and Outcomes

Pedestrian only Clear walking zone Obstruction free with no utility ducts, Ensure smooth, comfortable,
zone / Cyclist utility poles, electric, water or conflict free movement for
telecom boxes, trees, signage etc. cyclists/ pedestrians.
Minimum clearance height of 2.4m.
Separation Raised foot walk or provision of Improve safety of pedestrians
fence. and cyclists
Walking zone width Minimum width of 2m
Intersections - fencing to minimum 50m -75m
length from the junction
- Pedestrian phase has to be included
at signal control intersections
- Central refuge with 1.8m wide
- Small kerb radii to reduce the
vehicle speed
Smaller Kerb turning By roads 3m Shortening crossing distances,
radius 12.5m for intersections Increase pedestrian safety for
drivers, decrease vehicle turning
speed.
Continuous - Minimize curb cuts Improve safety of pedestrians and
pavements Even surface and elevations (Color, cyclists
Texture)

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Item Components Criteria/Requirements Outputs and Outcomes
Universal Kerb Ramps At all intersections, mid – block and Facilitate people using wheel
Accessibility pedestrian crossings chairs, strollers, walkers,
crutches, bicycle and pedestrians
who have trouble stepping up and
down high Krebs

Tactile paving & Guidance given by the edge of the Provide guidance for persons with
Auditory signals footway/around obstacles vision impairment

Pedestrian Pedestrian flyovers, Flyovers - if width of the road > Improve pedestrian safety and
crossings Pedestrian 90m,speed of vehicles > 50 Km/h and reduce disturbance for the traffic
underpasses, high traffic volume roads flow
Pelican crossings Minimal widths should be between
4.2 and 4.8 m, but underpass width
should be increased if the underpass
is longer than 60 feet.
With disable facilities
Give the shortest possible path

Pedestrian/Cyclist only zone

Sidewalks play a vital role in cities. As passage for pedestrian movement and access, they enhance
connectivity and promote walking. As public spaces, sidewalks serve as the front steps to the city,
activating streets socially and economically.

Safe, accessible, and well-maintained sidewalks are a fundamental and necessary investment for cities,
and have been found to enhance general public health and maximize social capital. Main principles of a
walking zones are mobility, ecology and safety comfort.

Figure 6-2: Unsafe and obstructed walking zones

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Following are the factors for a safe pedestrian walkway;

Minimum width of the walkway

Clear walking zone
Maximum Kerb height
Kerb height and slip road treatment
Continuous pavements
Raised foot walk or fencing

Clear walking zone

Providing a clear zone makes pedestrian/cyclist friendly environment. No utility poles, electric, water or
telecom boxes, trees, utility ducts, signboards, or any kind of obstruction shall be placed within the
walking zone. Clear height for the pedestrian with no obstructions should be provided with 2.4m.
Separation

Figure 6-3: Obstructions on walking zone

Maximum Kerb height

Maximum height of a pavement (Kerb, walking surfaces, paving) shall not exceed 150mm (6”) and foot
paths and bus stop surfaces should be mat finished.

Figure 6-4: Maximum Kerb height

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Dead width or frontage zone

Attractive windows and hawkers in shopping areas or entries and steps leading up to buildings create
momentary stoppages of curious pedestrians or users of the building. These window watchers take up
about 0.5 to 1.0m of additional space, which must be provided in order to ensure conflict free movement
of all pedestrians.

In busy areas like bus stops, railway stations, recreational areas, the width of sidewalks should be suitably
increased to account for accumulation of pedestrians.

Planting / furniture zone

Planting zones create pedestrian friendly walking zone and benches (Pedestrian resting furniture) should
be designed properly to access by universal pedestrians.

Providing fences

Pedestrian fencing, or guard rail, may be used on the side of a road or within the median to restrict
pedestrian access to the carriageway, reducing conflict between motorized vehicles and pedestrians, help
to prevent motorists from parking on the footpath. Fencing is often used to direct pedestrians to a
preferred formal crossing point and to discourage pedestrians from making dangerous crossing
movements where visibility may be limited.

Figure 6-5: Pedestrian jay walking and unsafe walkways in no fencing walkway

Width of the walking zone

The pedestrian through zone is the primary, accessible pathway that runs parallel to the street. The
through zone ensures that pedestrians have a safe and adequate place to walk and should be 2m wide in
residential areas and 2.5–4m wide in towns/commercial areas.

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 1.5 m not 1.8m or more is need for two people to
enough cross each other comfortably

Figure 6-6: Comfortable width of walkway

Clear zone for

pedestrians

Clear Height
for Pedestrians

Frontage Pedestrian Planting/

zone zone Furniture
zone
Dead Walking Planting Vehicular zone
zone zone zone
(> 1.8m) (<1.8m)

Figure 6-7: Elements for a safe walking zone

Safety at road Intersections

Intersections in particular must accommodate the needs of different user groups so that they may interact
safely with one another and focusing following factors are affects the safety at road intersections.

• Improve the sight distance at intersections

• Increase awareness of intersections
• Increase visibility of intersections and traffic control devices
• Improve the operations of intersections
• Improve the design of intersections to reduce the conflicts
• Fencing minimum 50-75m length from the junction
• Provision of pedestrian phase to the signal control intersections

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 • Provisions for Pedestrians with Disabilities

Figure 6-8: Intersection sight distance

Sight distance at road intersections

Adequate sight distance for drivers at stop or yield controlled approaches to intersections has long been
recognized as among the most important factors contributing to overall safety at unsignalized
intersections.

Sight distance improvements can often be achieved at relatively low cost by clearing sight triangles to
restore sight distance obstructed vegetation, utility poles, signs, parked/turning vehicles, natural or
artificial objects and improving the roadway geometry. Figure 6-7 shows the restrictions of sight distances
at intersections.

Improve the awareness and visibility of traffic control devices at road intersections.

The visibility of intersections and thus the ability of approaching drivers to perceive them can be enhanced
by installing proper regulatory and warning signs at intersections. Such improvements may include stop
signs, warning signs, stop ahead signs, pavement markings, post mounted delineators etc.

Providing lighting at the road intersections may reduce night time crashes.

Rumble strips can be installed on intersections approaches to call attention to the presence of the
intersection and to the traffic control in use at the intersections.

Many stop signs at controlled intersections are not readily visible to approaching drivers due to geometric
conditions, presence of vegetation, or other objects (such as tall vehicles) that can limit the view of the
regular stop signs. Intersection crashes may occur because approaching drivers may be unaware of the
presence of the stop sign at the intersection. The visibility of stop signs and, thus, the ability of
approaching drivers to perceive them, can be enhanced by providing supplementary stop signs suspended
over the roadway.

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Pedestrian Refuge Areas

Pedestrian refuge islands are protected areas where people may safely pause or wait while crossing a
street. Pedestrian refuge islands are particularly helpful as resting areas for seniors, persons with
disabilities, children, and others who may be less able to cross the street in one stage. At signalized
intersections, they allow slow moving pedestrians to cross in two phases. At unsignalized locations, they
simplify the act of finding a gap in traffic to cross since vehicles from only one direction must be reckoned
with at a time.

Figure 6-9: Refuge islands with landscaped medians

Smaller Kerb radius

The length of a corner radius greatly affects the overall operation and safety of users at an intersection.
Smaller turning radius increases pedestrian safety by shortening crossing distance
Increasing pedestrian visibility for drivers
Decreasing vehicle turning speed and making drivers look out for pedestrians while taking the
turn.
Essential guidelines;
Kerb radii should be as follows
1.5m or less for roads less than 30m width
3.0m for most intersections
4.5m for industrial streets with a lot of truck traffic

Continuous pavement
Sidewalks and cycle lanes should be regarded as a transportation system which is connected and
continuous.

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Avoid sidewalk interruptions by minimizing kerb cuts (minimizing the number of driveways that
crosses the sidewalk in order to support pedestrian safety and a continuous sidewalk.
Maintain an even surface and elevation of the pavement from surrounding road level.
Remove all obstructions from sidewalks.
Consistency of design elements, color and texture, help provide visual continuity and calm traffic,
even at crossings.
At entry points to the properties introduced raised driveway details where pedestrians and cycle
lanes continue at their same level, but the motorized vehicles have to move over a gentle ramp
to enter the property.
Universal Accessibility

Universal accessibility is required for all sidewalks, crossings, parks, public spaces and amenities
for people using wheelchairs, walkers, handcarts, bicycles, aged people, visually or hearing
impaired and pedestrians with temporary mobility impairment or injury.

Figure 6-10: Widths need for wheelchairs

Kerb ramps

Provide pedestrian access between the sidewalk and roadway for people using wheelchairs, walkers,
handcarts, bicycles and pedestrians who have trouble stepping up and down high kerbs. Kerb
ramps must be installed at all intersections and midblock locations where pedestrian crossings
exist.

Standards kerb ramps are cut back into the footpath (flush with roadway) at a gradient not
greater than 1:12 providing transition in three directions. The width of the kerb ramp should not
be less than 1.2m.

Tactile warning steps to be provided on the kerb side edge of the slope to prevent vision
impairment people walk in to the road.

The ramps should be faired smooth into the road.

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Tactile paving & Auditory signals

Providing raised foot walks, tactile paving (guidance given by the edge of the footway/around
the obstacles). Auditory signals provide guidance to vision impairment people to cross the road
at intersections. It helps to determine the distance to cross, the direction of crossing, and
whether there are islands.

Figure 6-11: Tactile paving

Pedestrian crossings

Marked and designated crossings are an essential part of the pedestrian realm that enables safe,
convenient pedestrian travel across roadways.

Pedestrian must be given the shortest possible direct route to cross the street, the most
preferred crossing for them is at grade.

Mid-block crossings must be provided for people to cross the street safely between bus stop
locations, active land use on opposite sides of the street.

Pedestrian flyovers are necessary for roads with high speed of vehicle movement and the vehicle
volume is high.

Minimum width of pedestrian underpasses should between 4.2 and 4.8m. But if the length of the
underpass is vary with the width of the underpass.

Pelican crossings give the shortest possible path for crossing. Pelican crossing is the only crossing
which has a flashing amber light as part of its sequence. If a pedestrian is waiting at the crossing
and it looks as though they've pressed the button then you can anticipate that the traffic lights
may change soon. Pelican crossings may be in a straight line or staggered.

Special sign arrangements may provide for school zone areas, in front of hospitals etc.

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Improve the safety at Hazardous /Blackspot Locations

There is an urgent need to reduce the number and severity of road accidents by implementing
remedial measures at hazardous locations in the national road network as follows.

Essential components of these programs include

(i) Identification of potentially hazardous locations

(ii) Joint investigation with relevant police officials
(iii) On-site investigations
(iv) Design studies
(v) Programming & Prioritizing
(vi) Implementation of improvements
(vii) Monitoring and evaluation.

A. Hazardous Location Identification

It is highly necessary to identify the hazardous location after safety audit for the existing
road network and newly constructed road in operational stage.

B. Blackspot Location Identification

It is highly necessary to accident data analyses in the national road network to identify the
blackspot and then design to eliminate that situation.

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Table 6-2: safety improvements at Hazardous locations

Item Components Criteria/Requirements Outputs and Outcomes

Sharp bends Warning signs, advisory speed The use of retro-reflective materials for Reduce the accident rate and improve the
signs, road markings, guide posts better perceptibility at night is strongly safety of vehicle movement
recommended, Chevron signs
Curve widening Drivers have a tendency to follow outer edge of
the pavement to have better visibility and large
radius curved path.
Necessitates extra width of the road.
Mirrors Angle traffic mirrors, All weather mirrors Risk of accidents can be minimized especially in
bad weather conditions and at night.
Deep embankments Safety barriers, delineators Designed to absorb the energy of a crash Drivers can be protected from running into
by deflecting, minimum of 20m long to dangerous area
dissipate the energy
Overtaking sight distances not Restricting the possibilities of Proper marking Prevention of all dangerous overtaking
available overtaking maneuvers
Hazardous intersections Building roundabouts instead of Avoid large differences in speed and direction,
intersections, signalization Reduce accidents
Slow moving traffic/Heavy Climbing lane/Relegate slow If no parallel road is present nor can be Avoid the presence on a road of vehicles
vehicles traffic to a suitable parallel link if built, hard shoulders may be constructed running at largely varying speeds.
existing or providing. to accommodate the slow traffic.
Structures narrow locations Signs and Markings Chevron, Delineators
By roads connectivity points Traffic mirrors Angle traffic mirrors, All weather mirrors Improve the visibility

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Sharp bends

In sharp bends centre and edge delineation treatments help drivers judge their position on the
road, and provide advice about conditions ahead.

Warning signs and advisory speed signs

Warning signs inform drivers of the nature of a hazard they are approaching. Advisory signs,
including advisory speed signs, tell drivers how to navigate the hazard safely. For example,
hazardous bend signs placed on the approach to the bend can inform the driver of how the road
alignment changes. Hazardous bend signs can be mounted above an advisory speed limit sign
which states a safe speed for the bend.

Continuous centre lines can be used to discourage overtaking or accidental ‘drifting' from the
lane. Edge lines help drivers judge the alignment of the road ahead and can reduce run-off-road
crashes.

Retro-reflective pavement markers or road studs ('cats eyes') are usually used in conjunction with
painted line marking to warn drivers of changes in alignment in the road ahead. RRPM's are
particularly helpful in darkness or during wet weather when line marking becomes difficult to
see.

Guide posts assist the road user by indicating the alignment of the road ahead, especially at
horizontal and vertical curves. Guide posts are usually about one metre high and set about one
metre from the edge of the road. They can be equipped with reflectors, or painted with reflective
paint, and so are especially useful at night. They should not constitute a roadside hazard, and so
should be constructed of lightweight, frangible, durable material.

‘Chevrons'can be installed along the outside of a bend to provide drivers with a better view of
the bend as they approach it, and to assist them in positioning the vehicle during the bend.

Curve widening

On horizontal curves, especially when they are not of very large radius, it is a common practice
to widen the pavement slightly more than the normal width. This is doing to avoid off tracking of
vehicles.

Providing Mirrors

Mirrors place at sharp bends to prevent unexpected accidents by eliminating blind spots.

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Deep Embankments

Side slope improvement will reduce the likelihood of a vehicle rollover in run-off road/loss of
control crashes and may also reduce the severity of these types of crashes. Generally flatter side
slopes are safer. A side slope is considered to be traversable if an errant vehicle can recover and
return to the roadway while keeping all wheels in contact with the ground. If the slope cannot be
made traversable and clear of hazards, it should be protected with the use of safety barriers,
delineators etc.

Safety barriers

Safety fences and barriers are used to protect drivers and passengers of vehicles from, severe
accidents. Different types of barriers are available to protect vehicles rolling off from the steep
slopes such as flexible barrier systems, semi rigid barrier systems, rigid safety barriers and
delineators.

Figure 6-12: W beam barrier system

Overtaking sight distances not available

The overtaking sight distance is the minimum distance open to the vision of the driver of a vehicle
intending to overtake the slow vehicle ahead safely against the traffic in the opposite direction.
If this length is not available the lengths have to be restrict for overtaking by double lines or by
combination lines.

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 Figure 6-13: Double line and single line

Hazardous Intersections

Clear warning/alarm is required at intersections to inform road users that there is an intersection
present and to provide information about the types of maneuvers that may occur. In the worst
case situation, road users may not realize that an intersection is present, and collide with other
vehicles or road users, often at high speeds. Poor information also results in late braking behavior
by road users who are required to stop, or wish to make turns. Improvements to intersection can
be made by making adjustments to, or installing new traffic islands, street lighting, line marking
and signs, roundabouts etc.

Line marking and warning signs - used to give drivers advance notice of an upcoming
intersection.

Median islands (or splitter islands) - used on the approaches to intersections to improve the
prominence of intersections (including by the provision of additional signs on median islands),
and provide an additional benefit as they channelize traffic and may provide pedestrian
protection if designed well.

Improving street lighting.

The best way of stopping conflicting intersection movements is placing the intersecting roads at
different levels, or grade separating them. This can be done with overpasses or interchanges.

A roundabout is a one-way roadway around a circular central island. Entry to roundabouts is

controlled by 'give-way' markings and signs. Vehicles already on the roundabout typically have

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right-of way. Roundabouts cause little delay in low to medium traffic flows, and require less
maintenance than signalized intersections.

Most crashes happen at intersections. Traffic signals are a way to stop conflicting flows of traffic
entering the intersection at the same time and can reduce crash risk. Signals can be set to change
according to fixed times, or they can be activated according to traffic demands. It is also possible
to link a network of signalized intersections together to provide control of the road network as a
whole.

Slow moving traffic/Heavy vehicles

Large vehicles can present problems for other traffic on hilly terrain and may lead to risky passing
behavior with limited sight distances. Climbing lanes provide additional capacity on uphill grades
to allow faster traffic to pass slower traffic without the increased risk of making the passing
maneuver in the opposing traffic lane. Climbing lanes of varying lengths and spacing, depending
on the truck volumes, overall traffic levels, shoulder widths, and right of way availability.

Structure narrow locations

Some sections of roads widths are varying due to the structures, acquiring difficulties etc.
Therefore before entering to those locations drivers are warned by information signs,
delineators, chevron etc.

By road connectivity points

At by road connectivity points the safety can improve by providing proper lane markings (give
way, stop lines), signages etc or in narrow roads mirrors can provide to prevent collisions.

Road side hazardous

Crashes between vehicles, which leave the road, and roadside hazards are a major safety
problem.

Roadside hazards can include as trees, rock outcrops, street furniture such as signs and electricity
poles, stalls set up too close to the road and open drains. Where possible, roadside hazards
should be removed. Trees provide benefits (including shade for pedestrians and reduced soil
erosion) but large trees and poles (more than 100mm in diameter) that are close to the edge of
the road can be a serious hazard.

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Road Shoulder

Minimum width of 2m shoulder should provide along the road and it should be well maintained.
Therefore it can use in any emergency situations, breakdown of a vehicle etc. and can improve
the safety and flow of traffic by avoiding obstructions.

Road signs and markings

Reflectivity, size of letters, material use should be according to the gazette and guidelines. They
should be properly maintained.

Implementation of road safety program

Conducting of awareness programs to deliver the safety tips for pedestrians and drivers.

Road, traffic and accident data collection /Black spot analysis

This measure is a condition for proper monitoring of road safety and for implementing the
countermeasures for identified locations.

Traffic calming

This is applied to local streets with the aim of lowering traffic speeds and volumes, and
sometimes, preventing particular types of vehicle travelling through an area. These aims are
achieved by treating an area rather than a single section of road. Traffic calming treatments cause
drivers to change their driving pattern. Usually they have to reduce their speed but sometimes
drivers are exposed to something undesirable (e.g. rumbling, or delays) which encourages them
to choose a different route.

There is a wide range of traffic calming treatments available. These include roundabouts, kerb
build-outs, speed humps, raised tables, entry treatments, speed cushions, modified intersections
and many others.
Protecting Lives aimed at Vision Zero or the pursuit of the complete elimination of transport fatalities
by 2030 is another policy intervention identified in sustainable Sri Lanka-vision & strategic path. Under
this an allocation of 5% of all transport sector capital investment should be allocated for transport
safety improvements from 2020.

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6.3. DEVELOPMENT OF FINANCIAL MODEL FOR ROAD MASTER PLAN (2018-27)

Development of additional innovative financing mechanisms for road construction and maintenance
management, which remains under funded, is prerequisite for sustainable development of the road
transport sector. A brief on development of appropriate financial model for NRMP (2018-27) is outlined
below.

6.3.1 DEVELOPMENT OF FINANCIAL MODEL USING RONET

After determining budgetary requirements for implementation of updated National Road Master Plan for
road maintenance, improvement and new development using Life Cycle cost analysis for 2018-2028,
efforts were made to develop appropriate financial mechanisms for the implementation of projects
considering the suitability for PPP methodology, loan funding through bilateral and multilateral funding
and local funding.

In this connection, a financial model was developed using RONET software tool to determine Optimum
and Do Minimum financing required for implementation of the Road Master Plan. The relative impacts on
government budget were analyzed using different financing mechanism, such as: (i) Government budget,
(ii) Local funds (iii) Funding from development partners, and (iv) different Road User Charges, such as, fuel
levy, road tolls, vehicle license renewal fee, over loading fine, and (v) other road tariffs, or a combination
thereof.

A brief description of development of the financial model using RONET for NRMP (2018-27) is outlined in
the following sections.

6.3.1.1. DETERMINATION OF OPTIMUM AND DO MINIMUM FINANCING REQUIRED FOR

IMPLEMENTATION OF THE ROAD MASTER PLAN
To determine the Optimum and Do-Minimum financing required for implementation of the NRMP (2018-
27), a RONET model, which determines the proper allocation of expenditures among recurrent
maintenance, periodic maintenance, and rehabilitation road works and the funding gap was developed.
RONET includes a series of analytical tools designed to evaluate the road network and road sector of a
country at a macro-level by evaluating a series of representative road classes, which can be characterized,
for example, as (i) functional classification, (ii) surface type, (iii) traffic level, (iv) road condition, (v) terrain,
(vi) climate, and (vii) geographical region. In order to develop the RONET model, requisite data were
collected from SLRAMS. The Road User Revenues Module of RONET, estimates the level of road user
charges required (e.g. fuel levy) to meet road maintenance expenditures under different budget
scenarios.

a. Determination of Optimum and Do Minimum Road Maintenance Cost

The financial model, RONET has the capability to assess the consequences of different road works budget
scenarios that represent different levels of road works expenditures over time, that for example are
labeled Optimal +2, Optimal +1, Optimal, Optimal -1, Optimal -2, Optimal -3, Do Minimum, Do Nothing,

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and Custom. The consequences are presented on the road works requirements, financial cost, road
condition, asset value, and so on. A brief description of the different modeling scenarios of RONET is given
below:
 Optimal: RONET evaluates the performance of the road class under the different standards and
calculates the corresponding stream of road agency costs (rehabilitation and maintenance), road
user costs and total society costs (sum of road agency and user costs) over the evaluation period.
RONET then computes the present value of the total society costs for each standard, at the input
discount rate, and determines the optimal standard for the road class, which is the one that yields
the lowest present value of total society costs;

 Optimal +1: for each road class RONET applies, if possible, a standard that is one level higher than
the optimal standard in terms of road agency expenditures;
 Optimal +2: for each road class RONET applies, if possible, a standard that is two levels higher
than the optimal standard in terms of road agency expenditures;

 Optimal -1: for each road class RONET applies, if possible, a standard that is one level lower than
the optimal standard in terms of road agency expenditures;

 Optimal -2: for each road class RONET applies, if possible, a standard that is two levels lower than
the optimal standard in terms of road agency expenditures.

 Optimal -3: for each road class RONET applies, if possible, a standard that is three levels lower
than the optimal standard in terms of road agency expenditures.
 Do Minimum: RONET applies the Do Minimum Standard on all road classes
 Do Nothing: RONET applies the Do Nothing Standard on all road classes
 Custom: The user defines which standard to apply on each road class as a function of the network
type and traffic category of the road class.
The optimal -1, optimal -2, optima l-3, Do Minimum and Do Nothing budget scenarios represent network
budget constraints, while optimal +1 and optimal +2 represent scenarios of over spending in relation to
the optimal scenario to show the consequences of over spending resources.
The RONET outputs for optimization on annual road agency costs for road maintenance and rehabilitation
requirements for years 1 to 5 are shown in Table 8 1. It appears that the costs the optimal +1 and the
optimal +2 solutions are significantly, i.e. 41.7% and 294.1% respectively higher, while the Do Nothing and
the Custom solutions are -100.0% and -311.6% lower than that of optimal solution. The other options are
very close, i.e. within 1.6% to 4.9% of the optimal solution. Therefore, the optimal solution seems to be
very stable and close to most of the potential options.

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 Table 6-3 : Annual Road Agency Costs for Road Maintenance and Rehabilitation (Million LKR)
Requirements for Years 1-5

Annual Costs Years 1-5, Million LKR/year

Periodic Recurrent % Change
Scenario Rehabilitation Road Agency
Maintenance. Maintenance. w.r.t Optimal
Optimal +2 173,955.2 35,814.3 1,962.3 211,731.8 294.1%
Optimal +1 58,358.5 15,547.6 2,248.4 76,154.5 41.7%
Optimal 51,736.0 590.8 1,399.7 53,726.5 0.0%
Optimal -1 51,558.7 1,882.4 1,465.4 54,906.5 2.2%
Optimal -2 51,558.7 3,298.5 1,492.5 56,349.8 4.9%
Optimal -3 51,558.7 1,689.1 1,432.5 54,680.3 1.8%

Do Minimum 51,558.7 0.0 1,298.3 52,857.0 -1.6%

Do Nothing 0.0 0.0 0.0 0.0 -100.0%

Custom 151,999.9 66,809.1 2,345.0 221,154.0 311.6%

The annualized funding requirements for years 1 to 5 under Optimal Scenario for different road works in
Sri Lanka is depicted in Table 6-4. It may be mentioned here that the RONET only optimize Routine
Maintenance, Periodic Maintenance and Rehabilitation using road condition, i.e. Roughness, while road
Investment Expenditures, i.e. new construction, upgrading and widening are direct user input, which are
included in the optimization algorithm. It appears from the table 6-4 that out of annual requirement of
budget of LKR 235 Billion, only 22% is for road maintenance and rehabilitation and the biggest share of
the expenditure is attributed to new road construction and improvement accounting for 75% of the total
expenditure. It appears that road improvement works, such as New construction, Upgrading and
Widening, which are more capital incentive, are being assigned more priorities over road maintenance
and rehabilitation works.

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 Table 6-4 : Annualized Funding Requirements for Years 1-5 under Optimal Scenario
Total (Million
Work Type Condition/Work Type % of Total
LKR/year)

Very Good, Good and Fair Roads 925.94 0.4%

Routine Maintenance
Poor and Very Poor Roads 473.72 0.2%
Expenditures Subtotal 1,399.66 0.6%

Very Good, Good and Fair Roads 585.35 0.2%

Periodic Maintenance
Poor and Very Poor Roads 5.43 0.0%
Expenditures Subtotal 590.78 0.3%

Rehabilitation Very Good, Good and Fair Roads 0.00 0.0%

Expenditures Poor and Very Poor Roads 51,736.01 22.0%

Subtotal 51,736.01 22.0%
New Construction 106,898.54 45.5%
Investment
Upgrading 23,536.50 10.0%
Expenditures
Widening 42,236.56 18.0%
Subtotal 172,671.60 73.5%
Administration and
Administration 8,439.88 3.6%
Other
Expenditures Road Safety 0.00 0.0%
Subtotal 8,439.88 3.6%
Total Expenditures Total 234,837.93 100.0%

b. Comparison of Needs for Road Construction and Maintenance and Road User Charge
Revenues

The Road User Charges levied on Gasoline and Diesel, which are designated for the Road Maintenance
Trust Fund (RMTF), are only LKR 1.50 and LKR 0.50 respectively, as depicted in Table. As at 10th May 2018,
the price of a liter of Gasoline is LKR 137 ($0.88) and that of Diesel is LKR 109 ($0.70). Therefore, the Road
User Charges levied from the Gasoline and Diesel are only 1.09% and 0.05% respectively. It appears that
the Road User Charges levied from the fuel are insufficient for annual road maintenances needs of Sri
Lanka.

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 Table 6-5 : Unit Road User Charges Revenues from Fuel Levy in Sri Lanka
Unit Fuel Levy Assigned to the Road Sector
Road
Urban Road Other Road Total Road Annual Fuel Levy
Fuel Type Maintenance
Entities Entities Sector (million LKR/yr)
Trust Fund
(LKR/liter) (LKR/liter) (LKR/liter)
(LKR/liter)
Diesel 0.50 0.00 0.00 0.50 1,827.81
Gasoline 1.00 0.00 0.00 1.00 2,026.52
Total 1.50 1.50 3,854.33

The annual Road User Charges revenues from different type of charges are given in table 6-6, and are
also illustrated in figure 6-14. It appears that the charge derived from Insurance & other is the main source
of revenue representing about 84.8% of the total revenue, which contributions from other User Charges
are relatively small. The total contribution from the fuel level comprising Diesel and Gasoline, is only 4.7%,
which is totally inadequate to meet the road maintenance needs. At the present moment, a part from the
government budget, the fuel levy, which appears to be grossly inadequate, is the main funding source of
Road Maintenance Trust Fund (RMTF) in Sri Lanka.

Table 6-6 : Annual Road User Charges Revenue of Sri Lanka

User Charge (Mn
Type of User Charge Percentage
LKR/yr)
Diesel Consumption 2,217.56 7.2%
Gasoline Consumption 5,413.69 17.58%
New Vehicle Registration 2,816.66 9.14%
License & Inspection 7,088.04 23.01%
Insurance & Other 6,283.49 20.4%
Road Tolls 6,983.47 22.67%
Total (Mn LKR/yr) 30,802.91 100.0%

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 7.2%
22.7%
17.6%

9.1%
20.4%

23.0%

Diesel Consumption Gasoline Consumption New Vehicle Registration

License & Inspection Insurance & Other Road Tolls

Figure 6-14: Distribution of User Charges from Different Sources in Sri Lanka

The comparison of the annual revenues and funding requirements for road construction and maintenance
in Sri Lanka is illustrated in table 6-7. It appears that the actual revenue and estimated needs being Billion
LKR 162.85 and 234.84 respectively, the finding gap is huge, i.e. Billion LKR 71.99 per year, which is about
31% of the estimated needs. It is therefore imperative to explore alternative financing options to bridge
the gap and ensure sustainability for construction and maintenance management of road networks in Sri
Lanka.
In Sri Lanka, Road Maintenance Trust Fund (RMTF) was established within the Ministry of Highways with
the aim of addressing the periodic and routine maintenance needs of the National road network. The
RMTF is managed by a board of trustees, which is assisted by a secretariat that works closely with the RDA
in setting work priorities. The RMTF is also responsible for the allocation of funds, as well as the monitoring
and auditing of contracts that finance maintenance works. It is evident that the fund allocated for RMTF
is grossly inadequate for maintenance management of the road network in Sri Lanka.

Table 6-7: Comparison of Annual Revenues and Funding Requirements for Road Sector in Sri Lanka

Actual Revenue (Million Estimated Needs Gap

Gap (%)
LKR/year) (Million LKR/year) (Million LKR/year)
30,802.91 234,837.93 204,035.02 87%

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 6.3.1.2. SOURCES OF ADDITIONAL FUNDING FOR ROAD SECTOR
In order to bridge the gap for additional funding for road, which is in the order of 31% of the actual needs,
a number of potential funding sources are envisaged, as follows:
 Government Budget;

 Loan from Development Partners;

 Local Funding; and

 Road User Charging (Government or PPP)
It is neither desirable nor sustainable to rely on direct ‘Government financing for road development and
maintenance management. Again, the prospective of securing additional funding from the Local
Government or development partners for road improvement and maintenance management far beyond
existing financing levels, seems to be not very promising. It is therefore imperative to explore different
potential additional sources of revenue for implementation of the National Road Master Plan using Road
User Charging. To this end, at first the potentials for increase of revenue from the traditional sources, such
as: (i) Taxes on Vehicle Fuel, (ii) Direct Usage Charges for heavy vehicles, (iii) Tolls, (iv) Charges on the
purchase of new vehicles, and (v) Enterprise taxes, etc. were investigated.
At the present moment revenues levied on fuel, i.e. gasoline and petrol are LKR 7,631 Million, which is
only 4.7% of the total Road User Charge. Even if the fuel levy is increased by two hundred percent, which
would be highly controversial having adverse impacts on road passenger and freight transportation, it will
be possible to generate only 9.2% of the required funds. It is therefore apparent that it might not be
possible to generate sufficient additional revenue from the traditional sources. In this connection, a
number of innovative user-based financing options for road development and maintenance management
in Sri Lanka were investigated. In line with pay-for-use philosophy a number of variant user charges were
explored:
It is obvious that only limited application of the potential of road user charges, such as tolls would not be
able to meet the growing funding gaps for road maintenance and new development needs in Sri Lanka.
Therefore, other innovative user charging concepts under a Public-Private-Partnership (PPP) framework
were also investigated. In the context of road infrastructure, PPPs refer largely to contractual
arrangements between the public and private sectors, whereby the private sector provides building,
rehabilitation or maintenance works in exchange for operating rights over a relatively long period of time
(often referred to as concessions). At the end of this period, the asset is transferred back to the public
authorities. The above model is typically classified under the ‘Build and/or Rehabilitate, Operate, Maintain
and Transfer’ PPP model and its related variants.
In this connection efforts were made in adopting appropriate PPP model for road maintenance and
development management. The pursuance of developing an appropriate PPP model was directed mainly
in two directions – first leveraging various sources of revenue for the private sector while enhancing value
for money in a given financial capacity of the Government of Sri Lanka. The second direction pertains to
combining plain PPP models with enhanced risk-sharing mechanisms and extended responsibilities to
create win-win situations. To this end, a number of alternative PPP model were explored as follows:

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  Operations, Maintenance and Transfer (OMT) contracts;

 combining revenue streams of Build Operate and Transfer, BOT (toll) and BOT (annuity) for
developers;

 hybrid models combining viability gap funding (VGF) with annuity payments, using co-financing
from the development partners;

 Item Rate Contracts (IRCs) and BOT (annuity) models for road upgrading and maintenance, etc.
and

 Design, Build, Maintain, Operate, and Transfer (DBMOT) Contract in combination with
Output and Performance-Based Contract (OPBC).
The pros and cons of possible scenarios for generating funds for the Master Plan were identified based on
appropriate analysis and consultation with relevant officials of Sri Lanka, the experience of best
international practices using benchmarking on best practices, to gain from experience of other successful
situations and to show up recommendations and alternatives on different types of road financing.

6.3.1.3. DEVELOPMENT OF APPROPRIATE PPP MODEL FOR IMPROVEMENT, NEW

DEVELOPMENT AND ROAD MAINTENANCE
a. Development of Appropriate PPP Model Greenfield and Brownfield Projects

The development of appropriate PPP models for Greenfield and Brownfield projects related to new road
construction and improvement have been widely applied across a wide range of projects in several
countries, including India, and the experience of them is also widely varying. The experience/success of
PPP projects in road construction and improvement depends upon a variety of factors related to the host
government (political/ governance systems) to economic conditions to legal and financial framework to
the occurrence of natural disaster events. Further, preparedness of the private sector including their
response/ responsiveness to a PPP initiative also matters. It is also important to harness the benefits of a
Performance-based Contract (PBC) through a PPP initiative by sharing risks and responsibilities of road
development and maintenance management in Sri Lanka. A PBC is defined as “a type of contract in which
payment for the deliverable is explicitly linked to the Contracting Entity’s successfully meeting or
exceeding certain clearly defined performance indicators” (Stankavich, Qureshi, & Queiroz, 2005).
Much of the private sector participation in road development has been coming forth in the India, which
has implemented the highest number of PPP projects in the road sector in the world, under the BOT model
with the variants of, as follows (Nathathiga, 2006):
 Engineering, Procurement and Construction (EPC) model, which is the first model in India that
induced private sector strengths and is suitable for greenfield projects. After a brief break, the
model is getting revived again;

 BOT – Toll model, is a very popular concession and many variants of the model have also emerged.
It is suitable for both greenfield and brown field projects.

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  BOT – Annuity model is new addition to the current development models in road sector. It is
suitable for both operation and maintenance projects;
 BOT – Toll/Annuity hybrid model, as the name suggests, is a combination of toll and annuity
concession. It is suitable for highway junctions, intersections and furniture development.
However, the traditional PPP models in road sector have been facing a lot of problems related to structural
issues and behavioral issues confronting the sector, which include but not limited to:
 Declining participation of private sector due to crowding out of reputed developers and aggressive
bidding due to irrational exuberance;
 Default in Financial Close for weakening lenders base, stringent norms of lenders for
disbursement of funds;
 Delay in Financial Close for delay during Development Period and delay in fulfilment of Conditions
Precedent
 Delay & default during Construction due to non-availability of Right of Way (RoW), and non-
availability approvals for ROB, environmental clearance;
 Arbitrations and litigations arising out by default in granting ROW by the authority and change of
scope, issuance of COD, etc. and
 Inefficient transfer of commercial risk, as Private developer do not have control over either future
traffic or alignment design related to network management, reduction in transit time, and risks
related to toll leakage, cash management, etc.
In order to encourage participation of private sector in PPP initiative in the road sector, need arises for
new form of PPP contracting where commercial risk transfer is balanced with respect to exogenous factors
prevalent in the road sector of a developing country. Road agencies are therefore, are exploring new
models of PPP contracting in order to address existing issues. New models being considered includes1:
(i) Modified Annuity (Grant + Annuity+ Toll)
(ii) Hybrid PPP (Interest free loan + Toll)
(iii) BOT model where construction is financed by authority
(iv) BOT Toll with funded EPC for structures
Salient features of the new PPP models in the road sector are discussed below:

(i) Modified Annuity (Grant + Annuity+ Toll)

It is a concessionaire where the concerned authority to pay part of construction cost as capital grant
during construction and balance as annuity payment. There is a provision for separate payment for O&M

1Agarwal, A. K. (2015) New Model of Indian Road PPP Projects. Asia-Pacific Forum on Public-Private
Partnerships for Transport Infrastructure Development. Ernst & Young LLP, India

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as a percentage of project cost. O&M is delinked to annuity payment and subject to adherence to
performance standard. It is recommended for stretches where BOT Toll in its traditional form is unviable
due to high project cost and the absence of commensurate revenue streams. The potential benefits of the
model are hereunder:
 Reduced funding requirement for Authority vis-à-vis EPC mode
 Reduced debt requirement and cost of borrowings for private sector (up to 50-75 bps) as
compared to BOT-Annuity
 Improved quality of construction due to long-term concession tenure
 Improved operations and maintenance as the payments are performance linked

(ii) Hybrid PPP (Interest free loan + Toll)

It is a concessionaire to construct, toll & manage the road. The authority is to pay part of the construction
cost as interest free loan during construction. The concessionaire makes repayment of interest free loan
after a predetermined traffic in terms of Passenger Car Unit (PCU) Level. The bidding parameter is the
amount of interest free loan. The potential benefits of the model are, inter alia, as follows:

 Project is jointly funded by the authority and the concessionaire

 Repayment is after stabilization of cash flows

 Reduced debt requirement and cost of borrowings for private sector (up to 50-75 bps) as
compared to BOT-Toll

(iii) BOT model where construction is financed by authority

It is same as BOT (Toll) model but construction is financed by authority separately as per payment terms
similar to EPC projects. In this model the same concessionaire undertakes construction, O&M and tolling
activity and the annual concession fee is paid by the concessionaire in lieu of tolling throughout the
concession period. The potential benefits of the model are, as follows:
 Immediate availability of ROW;

 Project financing risk is not with the concessionaire - financing at a lower cost;
 Balanced construction risk;

 Timely completion of the project - Better management of cost and time overruns; and
 Reduction of residual default and abandonment risk

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(iv) BOT Toll with funded EPC for structures
It is a model, which is suitable for critical and complex project infrastructures like tunnels, bridges etc. in
a BOT Toll stretch developed on EPC basis by the same developer. The authority funds the critical and
complex project infrastructures separately. It is highly likely that such bundling will improve the viability
of the project. The EPC payment and the milestones for critical structures are predetermined in the
concessionary contract. The key benefits of the model are, as hereunder:

 Better availability of capital to finance the project and a better managed cost of finance;

 Balanced construction risk in the complex structure; and

 Timely completion of the project - better management of cost and time overruns

It appears that the new PPP models for road sectors not only reduce some of problems and risks of the
private entrepreneurs but also ensure better management of operation and maintenance of the
infrastructures. Considering effectiveness of the PPP models in sharing investment costs and risks
between the government and the private sector, it is recommended undertaking at least about a half of
the new road construction, upgrading and widening project, which constitute about 73.5% of the annual
budget. This means about 40% of the development and improvement projects in the road sector, which
is similar to the existing proportion of PPP projects in the road sector of India, will be implemented using
an appropriate and hybrid PPP model, as deemed appropriate by a feasibility analysis. This will not only
reduce the 31% annual funding gap but also ensure sustainability by sharing the investment costs and
risks between the public and the private sector of Sri Lanka. Sri Lanka has over two decades of successful
experience in implementing full-fledged PPPs in the ports and power sectors. Therefore, it expected that
if it is possible to develop sufficient capacity in the road sector, there will be no problem of implementing
new hybrid PPP models, which are relatively private sector friendly and less initial capital intensive, within
the road sector.
In order to ensure accountability and value for money, all the new PPP models are also performance-
based road contracts (OPRC), which can be conveniently implemented under the life-cycle asset
management approach of Design, Build, Maintain, Operate, and Transfer (DBMOT) methodology, as the
recommended approach by the World Bank for Sri Lanka.
b. Development of Appropriate PPP Model for Road Maintenance Management

Over a decade ago, before the cessation of conflict, all capital works were carried out through state-owned
organizations. However, as a part of commercialization of the road sector, Government of Sri Lanka (GoSL)
started the process of separation of owner and supplier of services. Although routine, periodic and
emergency maintenance works of National road network are still being carried out by RDA using own
labor force, who constitute about 58 percent of the total employees, the rehabilitation of roads and the
construction of the new roads are today carried out through domestic and international private
contractors.

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To date, the rehabilitation, improvement and the construction of the new roads, which constitute 95.5%
of the total annual expenditure in the road sector, are undertaken on the bases of input-based civil works
contracts. Under the contract, which is a FIDIC Type Contract, the Employer; signs the contract, pays the
Contracting Entity. The Contractor constructs the works in accordance with the detailed design and
specifications. The Engineer (Supervision Consultant); supervises the Contractors work, issues
instructions, certifies payments. The Contractor is paid, usually monthly, based on the amount of work
carried out. This is measured and agreed jointly by the Supervision Consultant and the Contractor using
the rates in the Bill of Quantities. A Defects Liability Period is stipulated in the Contract, usually of 12
months. During this period any defects in the works which become apparent must be remedied by the
Contractor before release of the retention money, commonly 5% of the contract price.
The input-based civil works contracts for road maintenance project are considered as insufficient, since
the amount of maintenance work to be carried out is budget driven instead of as-need. In addition, since
it is time consuming and tedious to deal with the large amount of work orders, significant cost and time
overruns resulting from input-based contracts. Long and complicated procedures are required to be gone
through from the time of defect identification or receiving complaints to issuance of work order resulting
to the substandard quality of works. More importantly, since work is carried out using public funding,
there is little scope to shift the risk and monetary burden of maintaining road to private sector.
In order to overcome the problem, a Management, Operation and Maintenance (MOM) form of PPP
contract may be adopted. It is a hybrid PPP and Performance-based Contract (PBC), which is designed to
cater for all maintenance works representing 22% of the budget. A comparison of the Input-based and
MOM contract is illustrated in table 6-8. The proposed hybrid PPP and PBC road maintenance contract is
expected not only to help in bridging the budgetary gap by injecting required investment from private
sector but also aims to improve the efficiency, performance and cost-effectiveness of road maintenance
project through involving private sector resources, sharing risks and enhancing cooperation between the
public and the private sector. It will be very effective in ensuring uninterrupted supply of road
maintenance funds for provincial and rural roads, where the rehabilitation and maintenance are
addressed through separate input-based contracts on the availability of funding and most often these
functions have suffered from inadequate and timely availability of funding. Moreover, if it is possible to
undertake at least about a half of the new road construction and improvement projects under a hybrid
PPP and PBC form of contact, such as DBMOT, and all Routine and Periodic Maintenance works under a
MOM contract, it will not only cater for all existing funding gap but also provide extra money so that the
government can divert scarce resources to other sectors, which are vital for social and economic
development of Sri Lanka. It will also promote commercialization of the road sector of Sri Lanka by
separating owner and supplier of services.

110
Table 6-8: Comparison of Input-based and PPP Performance-based Road Maintenance Contract8

Item Input-based PPP (MOM)

Form of contract Maintenance term contract Management, operation & maintenance
contract
Terms of payment Schedule of rates Lump sum
Work-based (payment according to amount of Performance-based (reduction of monthly sum
Payment mechanism
work done) if performance standard not reached)
The Contracting Entity carries out Routine
Maintenance is not usually combined with
Maintenance ensure the asset always meets
construction (rehabilitation or improvement)
the specified Service Level Criteria. He does this
works under Input-based contracts. This is
by following his own procedures for scheduling
Maintenance because they require a completely different set
and performing any work needed. The
of specifications, conditions of contract and bill
Monitoring Consultant observes the condition
of quantities. This would make a combined
of the road and notes non-compliances with the
contract large and cumbersome to administer.
Service Level Criteria.
Specification Method specification Performance specification
The Contracting Entity is provided with a
The Contractor is provided with a design, Conceptual Design and design guides /
Design for
carried out usually by a third party or the standards to be followed and is required to
Rehabilitation and
employer himself, which prescribes in detail carry out the detailed design by the client as per
Improvement
what is to be constructed. recommendations of the Monitoring
Consultants recommendation.
The Contracting Entity carries out construction
Construction for The Contractor carries out his construction activities in accordance with his own standards
Rehabilitation and activities under the constant observation of the and plans, which are all approved by the
Improvement Supervision Consultants experienced staff. employer on the recommendation of the
Monitoring Consultants.
Quality control Full time supervision Inspections & monthly audits
Road defects
By staff of the Department By the contractor
inspection
Time to carry out
On receiving work order from the client Immediately after identification of defects
maintenance work
Estimation, measurement, issuance of work
Duties of client orders, road inspections, full time supervision, Audits and ad hoc Inspections
programming of maintenance works
Road inspections, operation of call receiving
center and electronic maintenance
Duties of contractor Maintenance work according to work orders management center, planning and
programming of works, general road
maintenance
Work program, report of finished work (by the
Documentation Work orders (by client) contractor) Inspection records & site audit
checklists (by client)
8
Ng, S.T., Wong, Y.M.W, and Kumaraswamy, M.M. (2005) Experience on a PPP-based High-Speed Road Maintenance Project in
Hong Kong

111
7. MITIGATING PRASENT PROBLEMS

Road Side Drainage System

It is proposed to prepare plans of roadside drainage and lead away drains of existing road and identify the
total drainage requirement. There can be acquisition of land away from the road for lead away drains and
RDA need to encourage local authorities to carry out the task or RDA act need to provide the authority for
that.

Operational Problems on Highways

Thus in order to overcome the problem of congestion created by encroachment on the shoulders and
carriageways, it would be essential to provide dedicated lanes for buses, trucks and NMTs together with
well-designed spaces for their loading/unloading, ensure strict enforcement of traffic rules and regulation
and provisions for well-located passenger shelters for bus passengers.

It is proposed to develop updated right of way plan along the road and mark boundaries so that
encroachments can be easily detected. In this respect, Local authorities need to act with responsibility.

To control the impact of already developed townships, local authorities should be encouraged to develop
off road parking facilities and ban parking along the road.

In order to get rid of encroachment on roadside Government lands, there are Acts, Laws and rules, which
are quite adequate. But the enforcement of these rules, and regulations by the relevant authorities, has
been very weak. This aspect needs to be addressed.

Road Safety

Every day, the increasing number of deaths of children and youth in road crashes show that Sri
Lanka needs to look at the road safety issues more critically. It must take measures to strengthen
policies and laws with regard to road safety, especially to ensure the safety of vulnerable road
users such as children and youth.
Therefore, road traffic safety refers to methods and measures for reducing the risk of a person
using the road network for being killed or seriously injured. 3E approach (Engineering,
Enforcement and Education) can use to improve the safety of road users as follows.

Education – Educate all potential road users, Campaigns

Engineering – Vehicle safety, Road Infrastructure safety, Road geometric design
Enforcement – Enforce traffic rules and therefore discipline drivers that violate these rules

Road Accidents

While poor road discipline is often cited as a cause, there are many poor policies that do little to arrest
the situation that is estimated to cost the economy over 3,000 lives and at least Rs 40 billion per year both

112
of which are unsustainable for economic and social development. The high vehicle taxes that prevent
people from being able to buy safer vehicles, allowing import of vehicles of poor safety standard,
inadequate attention on safety in road design and lack of investment on improving safety underline the
status quo

Inadequate attention on road safety keeps fatalities from road accidents increasing. Even in the design
stage roads are designed as per the safety standards, during implementation most of the time fund
limitations are tackled compromising safety. Especially safety of pedestrians.

Traffic Management
(i) Network capacity (Bottlenecks): Providing proper designs according to standards and co-ordinate with
other relevant organization.
(ii) Higher number of access roads on road sections: Provide center median, Provide by pass/Control
access

(iii) Inadequate pedestrian facility: Providing good quality walkway as per standards with safety

Follow rules and regulations for use of walkways

(iv) Driver behavior: Training / awareness programs, Providing dedicated lanes.

(v) Road infrastructure condition

 Follow proper maintenance procedure

 Adequate fund allocation.
 Strengthen the (RMTF) Road Maintenance Trust Fund.
 Use of new surfacing techniques ( e.g.: Super pave asphalt binder treatment )
(vi) Poor enforcement mechanism

 Follow proper procedure for road marking ad traffic signs installation.

 Provide periodic maintenance.
 Update relevant manuals
 Advance traffic management system (ATMS).
 Application of driver’s merit system.
 High penalties and etc.

(vii) Issues related to road construction:

Proper designs with land acquisition

More attention on safety concerns in design

113
8. SUGGESTIONS
8.1. PRIORITIZATION OF RAILWAY LEVEL CROSSINGS AT “A” & “B” CLASS ROADS
Location of railway crossings on important major road links result vast economic losses. Road accidents,
traffic congestion and traffic delays can be cited as few examples. It is needed to reduce the accident rate
and delays due to the gate closures at railway level crossings located on major “A” and “B” class road links.
As a solution grade separation through flyovers can be implemented. Non- grade separated Railway
Crossings at “A” & “B” class roads were prioritized as to improve the road safety and to improve the
mobility of the highway network.

Railway crossings of “A” class and “B” class roads were listed from the National Road Network map,
Railway Network map and Google map. Chainages, Present treatment, Location names were identified
from the videos taken by the multi function network survey vehicle. Existing underpasses and overpasses
were removed from the list as the present treatment is reasonable.

The major factors considered when prioritizing the non-grade separated railway crossings are Traffic
Volume, Railway Volume, Road Class, Province, Townships and Number of accidents occurred. Traffic
Volumes were obtained from JICA STRADA Traffic Demand Modelling software. Railway Volumes were
obtained from Sri Lanka Railways and Number of Accidents were obtained from Sri Lanka Police Accident
Database. Road Class, Province and Township data were obtained from National Road Network map.

Initially, a survey was carried out to find how weightages to be distributed among the selected factors.
Survey sheets were circulated and survey summary was used to select the weightages and ranges. The
railway prioritization list for “A” class and “B” class roads were finalized by the results obtained from the
weighted average method. Below shows the identified “A” class and “B” class railway crossings which to
be improved under the Master Plan 2018-2027.

Prioritized railway level crossings are given in the Appendix A(A-4).

8.2. ALLEVIATION OF TRAFFIC CONGESTION IN COLOMBO METROPOLITAN AREA

Colombo is the commercial capital of Sri Lanka and most of the country’s economic activities are
concentrated in the Colombo Metropolitan area which consists of the Colombo Municipal Council ( CMC)
and adjacent area. Traffic condition in Colombo Metropolitan Region has been deteriorating rapidly
mainly due to the remarkable increase in the number of motor vehicles in recent years. The number of
registered vehicles is increasing every year and most of these vehicles are to be used in Western Province.

8.2.1 ADVANCED TRAFFIC MANAGEMENT SYSTEM

In CMA, at many locations intersection capacities are not adequate and geometries are not facilitating
smooth flow of traffic. The traffic control devices such as signals are independently installed or not
available. Introduction of an Area Traffic Control (ATC) system to CMA to efficient management of road
traffic was proposed by the Study on the Urban Transport Development of the Colombo Metropolitan
Region (CMR) undertaken by Japan International Cooperation Agency (JICA). Later, the government of

114
republic of Korea provided technical assistance for development of advanced traffic management system
(ATMS) for the CMR. Under this project 156 junction improvements and 79 locations for installation of
pelican crossings have been identified covering approximately 200km of road length and the basic design
already completed. From this, 133 junction improvements (including one pelican crossing) have been
prioritized for implementation and detailed design has been completed.

8.2.2 DEVELOPMENT OF MISSING LINKS

Network improvement is one of the major objectives when it comes to road investment projects and can
be considered as the most important aspect as well. Improvements considered in general are; increasing
the road capacities by road widening, resurfacing, improving bottlenecks and improving road geometry
so that higher design speeds can be achieved.

The key measures are to check whether the improvements will have an impact on increasing the mobility
and connectivity between the nodes. Sri Lanka has different classes of roads. They are Expressways, A
class roads, B class roads which comes under RDA while C class roads and D class roads come under
provincial authorities. There are unclassified roads which comes under local authorizes. These roads have
different capacities to carry vehicles.

The capacity improvement requirement for National Roads have been identified by running the traffic
model and HDM.4. Some of the capacity improvement identified require large-scale land acquisition
demolishing of properties

During the network study for the traffic modeling it was identified that there are missing links of the
National road network. And also observed there are road links used by motorist at present avoid the
congested links of National road network. Part of these roads have been identified and taken in to the
traffic model for more accurate traffic forecasting of National road network.

Improvement of these roads will increase the efficiency of the National road network. Some of these roads
have been studied under the ADB funded Expressway connectivity Project. List of roads that are priority
for improvements is given in the following table.

115
Table 8-1: Priority Non RDA Roads to be improved

Length/
No Route ID Road Name
km
1 Non RDA Aggona Junction-Koswatt Junction 1.33
2 Non RDA Hokandara-Thalawathugoda 2.86
3 Non RDA Hokandara-Kottawa 2.46
4 Non RDA Mattegoda - Polgasowita 5.21
5 Non RDA Madinnagoda Road 2.64
6 Non RDA Angoda Jn – Aggona Jn 1.49
7 Non RDA Kelanisiri Bridge – Angoda Jn 1.80
8 Non RDA Kottawa - Malabe 6.84
9 Non RDA Pannipitiya-Digana Junction 2.10
10 Non RDA Athurugiriya-Kottawa 5.80
Ambatale Jn-CINEC Junction ( Extension to Chandrika
11 Non RDA 4.28
Bandaranayake mw)
12 Non RDA Kahathuduwa-Jambugasmulla 2.81
13 Non RDA Japan Friendship Road 2.08
14 Non RDA Pelawatta-Akuregoda-Pothuarawa Road 3.90
15 Non RDA Mahabage- Kerawalapitiya Road 4.2
16 Non RDA Pitipana - Thalagala road 6.8
Total 56.6

8.3. POLICY ON FACILITIES FOR PUBLIC TRANSPORT

Sri Lanka’s motor vehicle fleet has become unsustainable for its current road network capacity especially
in urban areas. At 200 vehicles per 1000 people and with 2/3rd of the fleet still two and three wheelers
and the 8 per cent p.a. growth in new registrations is likely to continue even in spite of the high taxes.

The growth in private vehicles without offering high quality public transport options has created a
dangerous cocktail leading to urban congestion which has inflicted unsustainable economic loss on all
urban centres with the Western Province losing approximately 12 per cent of its GDP for mobility and a
do nothing scenario predicting this to increase to over 20 per cent by 2020. Door to door travel speeds for
urban commutes have dropped to less than 17 km per hour with public transport recording 12 km per
hour. It is beginning to be serious in other provincial towns as well.

As such it is clear that facilitating both rail and road based public transport should be given the highest
priority in road infrastructure development especially in urban areas. In this respect the RDA will
coordinate with the relevant agencies to provide bus priority lanes, bus priority measures, bus stops, bus

116
bays and facilities for bus passengers to access stops as well as providing drop off points adjacent to major
bus stops bus terminals and rail stations. It shall adopt a policy of providing priority for high occupancy
vehicles including buses and vans in a bid to encourage better utilization of road space. It shall also
consider lower tariff for such vehicles on toll roads in a bid to increase vehicle occupancy and discourage
low occupancy vehicles. It shall provide priority for buses and other high occupancy vehicles in traffic
signal control by using appropriate technological interventions.

Road space is currently poorly managed with ad hoc parking of vehicles in urban areas, making, walking
and using bicycles difficult and unsafe. This also impedes the movements of buses as well. Relevant steps
would be taken to progressively restrain on-street parking on national highways running through urban
and municipal areas, and converting such spaces for improving bus movements, walkability and cycling.

Urban population is increasing in Sri Lanka as well following the trends world over. Quality urban life is
essential to make urban areas attractive for investment, tourism, trade, employment and residence. Many
Sri Lankan cities suffer from growing traffic congestion, poor urban transport options, poor walkability,
noise and access to open spaces. Inability to have economically competitive cities and livable cities in Sri
Lanka is considered a major obstacle for national development. Therefore, future Road designs shall take
into account the facilitation of public transport intervention, provision of public space and aesthetics to
improve livability of the urban population.

8.4. TRANSPORT DEMAND MANAGEMENT

While providing both accessibility and mobility for the transportation of people and goods, the national
road network directly influences the efficiency and productivity of human resources, as well as patterns
of economic growth and social development.

Even though a majority of the local transport needs are met primarily by road transportation at the current
scenario, the potential to cater for the increasing demand of road usage would be hindered due to the
scarcity of land to carryout further widening and improvement activities. The effectiveness of road
widening is observed to be reduced by roadside parking demands inside metropolitan areas which causes
traffic congestion and underutilization of the road infrastructure.

Therefore, policy measures should be introduced to address parking management techniques that
encourage people to either shift from private vehicles into more sustainable public transport options or
enter the urban areas during times of less traffic demand of the day. Parallel to the appearance of
improved public transport alternatives, policies should be adopted that require private vehicle users to
compensate for road usage during peak traffic in urban areas.

Live monitoring and controlling of road infrastructure and traffic alongside with Sri Lanka Traffic Police
and an introduction of tariff systems such as electronic road pricing for most demanding roads in metro
areas should be incorporated to the RDA’s scope of work to be done in coordination with other relevant
agencies.

117
 8.5. RURAL CONNECTIVITY IMPROVEMENT
As we are aware that the majority of the Sri Lankan population is living in rural areas where the level of
public infrastructure facilities are low. Poor road connectivity creates constraints for rural population in
terms of access to other social infrastructures such as markets, medical clinics and education. Majority of
people still live in peaceful environment in rural areas and mainly engage in environmental friendly
agriculture activity and expending healthy life. Improvement of rural roads facilitate rural people to reach
urban markets and their social needs. This also will help to control migration of people from rural to urban
areas.

Most of the rural people do not have reliable accesses to the road network or motorized accesses. Most
of the infrastructure improvements often focus on paved highways and major vehicular bridges serving
for the vehicular traffic. However, most of the rural population do not possess access to the basic services
and opportunities.

Investment in rural transport improvements would help to alleviate poverty by improving access to
markets, medical clinics, and opportunities for education. Unfortunately, many programs prioritize paved
roads with poor infrastructure capacity to link feeder roads and rural paths, leaving a significant portion
of the rural population without proper access.

• A typical rural household spends relatively more hours on travelling.

• The majority of the trips undertaken are on foot.

• The travel time is excessively long despite the short distances travelled.

• Women carry a disproportional amount of the travel and transport burden and predominantly
through head loading (water and goods transportation are carried by women and girls.)

• Animal attacks and drowning are also a constant risk for many communities.

Rivers and streams isolate and inhibit many rural communities. Many of the poorest people are faced with
the disadvantage of having no direct access to basic amenities or an adequate infrastructure system
necessary to reach them.

At present, RDA Planning Division has collected and studied appropriate locations for rural bridges to
improve the rural infrastructure facilities and connectivity to local centers. We have informed all the
District secretariats to forward the potential locations to be provided with rural bridges to improve the
connectivity of the rural villages and communities. Those locations were investigated, evaluated for
suitability and prioritized considering benefits for such isolated communities and villages.

118
ANNEXES
ANNEX-1
 DRAFT FINAL

Inventry Issues
Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
1 Southern Expressway 124.800 #N/A
2 Outer Circular Highway 19.245 #N/A
3 Colombo-Katunayake Expressway 25.800 #N/A
4 Kollupitiya - Sri Jayewardenepura 7.120 7.092
5 Colombo - Kandy 115.850 115.603
6 Colombo - Galle - Hambantota - Wellawaya 317.780 318.482 246kmp taken as 246+000
7 Peliyagoda - Puttalam 126.310 126.884 End at RB (AA010 & B379)

Need to verify End location and

(368kmp 370kmp). A004 to be end at
8 Colombo - Ratnapura - Wellawaya - Batticaloa 430.570 425.595
A015 by extending the A004 with first
section of bar road(B046)

9 Peradeniya - Badulla - Chenkaladi 275.640 271.694

10 Ambepussa - Kurunegala - Trincomalee 198.710 198.741
11 Avissawella - Hatton - Nuwara Eliya 118.700 115.958
12 Panadura - Nambapana - Ratnapura 67.770 67.426
13 Kandy - Jaffna 321.000 320.775 End at Thuraiappa Stadium
14 Katugastota - Kurunegala - Puttlam 124.580 124.385
15 Maradankadawela Habarana Tirikkondiadimadu 129.360 128.420
16 Puttalam - Trincomalee 176.990 179.754
17 Galkulama - Anuradhapura 16.640 16.538
18 Medawachchiya - Mannar - Talaimannar 113.840 114.461
Strat from Kachcheriya Batticaloa
19 Batticaloa - Tirikkondiadimadu - Trincomalee 130.860 131.830
(near port)
20 Beragala - Hali-Ela 40.390 38.250
21 Galle - Deniyaya - Madampe 143.930 142.444
22 Pelmadulla - Embilipitiya - Nonagama 87.690 84.570
23 Polgahawela -Kegalle 11.670 11.802
24 Anuradhapura - Rambewa 14.480 14.466 Start from AA012
25 Kegalle - Bulathkohupitiya - Karawanella 42.120 41.577
26 Passara - Moneragala 34.110 32.851
27 Wellawaya - Ella - Kumbalwela 30.570 30.191 Start from A004 & AB043 Junction

28 Matara - Akuressa 20.110 19.980

29 Siyambalanduwa - Damana - Ampara 57.120 57.375
30 Kandy - Mahiyangana - Padiyatalawa 105.230 101.837
31 Ampara - Uhana - MahaOya 57.920 57.900
32 Padeniya - Anuradhapura 80.520 80.498
33 Vavuniya - Horowopotana 46.020 46.048
34 Vavuniya - Parayanalankulam 35.800 35.570
35 Karativu - Ampara 24.140 22.464
36 Navakkuli - Kerativu - Mannar 98.370 104.454
Road Overlap with B288 - (Gampaha
Bus Stand jn to Hospital Jn) .
37 Ja-Ela - Ekala - Gampaha - Yakkala 17.020 18.124
Gampaha flyover road section to be
taken over as a new road.

38 Mankulam - Mullaitivu 49.250 48.998

39 Paranthan - Kachchai - Mullaitivu 52.130 52.370
End Location should be Inginiyagala
40 Ampara - Inginiyagala 19.790 19.277 RB. (Kilometer Posts need to be
corrected) B350 Should end at this RB
41 Anuradhapura New Town Roads 12.660 12.066 List of Roads
42 Approach Road to Gampola Bridge 0.480 0.331
43 Approach Road to Kaduwela Bridge 0.770 0.769
44 Approach Road to Sri Jayewardenepura Hospital 2.460 1.217
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
45 Avissawella Town Road 0.060 0.135
46 Balangoda By Pass 1.130 0.911
47 Bandarawela By Pass 0.510 0.492
48 Canada Friend-ship Road 2.400 1.949
49 Colombo - Hanwella Low Level Road 24.940 26.658 Start from Totalaga Jn

50 Galle Road New Deviation (Cross Junc. to Egoda Uyana) 6.980 6.823
51 Galle - Marine Drive 1.220 1.160
52 Gampola - Nawalapitiya 17.540 16.656
53 Hospital - Esplanade road, Ratnapura 1.660 0.538 Need to verify start and End Location
54 Inner ring Road 3.800 3.790
55 Jaffna - Kankesanturai 18.500 18.500 one road section can't survey
56 Jaffna - Manipay - Karainagar 27.210 27.452
Road Closed from 13.305km (army
57 Jaffna - Palali 17.300 17.300
camp palali) to AB021
58 Jaffna - Pannai - Kayts 19.310 20.449
Starting from B165 & End at end
59 Jaffna - Point Pedro 33.790 33.896
locaton of AB021
60 Jaffna - Ponnalai - Point Pedro 55.380 55.380 one road section can't survey
61 Jail Road, Hambantota 0.430 0.429
62 Kalattawa - Matale Junction 6.440 6.335
63 Link Road -- Dambulla 1.000 0.997 Not surveyed
64 Lion Pillar - Sri Maha Bodhi Road 1.210 1.210 Last Section closed.
65 Matale - Udupihilla 6.030 5.513
66 Old Colombo - Galle Road, Panadura 1.900 1.892
Not surveyed (Start from
67 Old Colombo - Puttalam Road, Ja Ela 0.950 0.950
rukmanidevi Statu at Ja-Ela)
68 Pasyala - Giriulla 19.310 19.231
69 Poonakary - Sangupiddy 8.850 8.850 Can't find
70 Puloly - Kodikamam - Kachchai 18.910 19.148
71 Puttur - Meesalai 13.680 13.611
72 Samanturai village Road 1.850 1.741
73 Sea Street, Galle 0.160 0.160 Can't find
74 Section A - B NEW TOWN ROAD, Ratnapura 1.850 1.746
75 Thalapitiya road, Galle 0.980 0.768
76 Upper Gampola Road 2.570 2.275
(Part of AB038)+B185+B184 roads
77 Valachchenai - Nasavantivu - Nawaladi 5.120 5.120 should be combined as a one road
(Full road Can't Survey)
78 Valukkairaru - Pungudutivu - Kurikadduwan 24.540 24.540 Can't survey full road
79 Wattala Deviation 0.640 0.713
80 Weligama By Pass 4.180 4.063
81 Getambe Kandy By Pass 3.800 3.765
82 Wellawaya By Pass 1.150 1.149
83 Mahiyangana - Dimbulagala - Dalukkane 72.600 72.414
84 Avissawela By pass 0.880 0.928
85 Approach Road to Independence Memorial 1.610 1.610 Not surveyed
86 Bauddhaloka Mawatha (Buller's Road) 2.770 2.770 Not surveyed
87 Central Road 0.600 0.600 Not surveyed
88 Cotta Road up to City Limit 1.370 1.370 Not surveyed
89 Danister De Silva Mawatha (Baseline Road) 2.560 2.560 Not surveyed
90 D.R.Wijewardana Mawatha (McCallum Road) 1.900 1.900 Not surveyed
91 D.S.Senanayake Mawatha (Kanatta Road) 0.530 0.530 Not surveyed

92 Elvitigala Mawatha (Narahenpita Road - Kanatta Junc.) 1.880 1.880 Not surveyed

93 Fifth Cross Street 0.320 0.320 Not surveyed

 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
94 Gas Work street 0.340 0.340 Not surveyed
95 George R De Silva Mawatha (Skinners's Road) 1.090 1.090 Not surveyed
Havelock Road - Maya Avenue Junction to Pamankada
96 1.130 1.130 Not surveyed
Bridge
97 Jayantha Weerasekara Mawatha (Drieberg's avenue) 0.770 0.770 Not surveyed

Layards Broadway road - Barber Street to Prince of Wales

98 0.260 0.260 Not surveyed
Avenue
99 Lotus Road 0.930 0.930 Not surveyed
100 Maha Vidyala Mawatha (Barber Street) 0.530 0.530 Not surveyed
101 Main Street from Lotus road to Reclamation road 0.230 0.230 Not surveyed
Maligawatta Road - Jayantha Weerasekera Mw. to Sri
102 0.270 0.270 Not surveyed
Saddhamma Mw.
103 Maradana Road 2.590 2.590 Not surveyed
104 N.H.M.Abdul Cader Mawatha (Reclamation road) 0.510 0.510 Not surveyed
105 Pamankada Road 0.320 0.320 Not surveyed
Panchikawatta Road - Maradana Road to Janaytha
106 0.140 0.140 Not surveyed
Weerasekara Mw.
Part Sri Ramanathan Mw. - (K'boam St. to Skinnders's rd.
107 0.310 0.310 Not surveyed
junc.)
108 Prince of Wales Avenue 2.250 2.250 Not surveyed
109 Railway Road 0.320 0.320 Not surveyed
110 Sea Beach Road 0.450 0.450 Not surveyed
111 Sri Dharmarama Mawatha (Albion Road) 0.480 0.480 Not surveyed
112 Sri Saddharma Mawatha (Ingram Road) 0.880 0.880 Not surveyed
113 Sri Sangaraja Mawatha (Skinner's Road [South]) 0.930 0.930 Not surveyed
114 Sri Sumanatissa Mawatha (Armour Street) 0.660 0.660 Not surveyed
115 St. Anthony's Mawatha (Kochchikade Road) 0.340 0.340 Not surveyed
116 W.A. de Silva Mawatha (High Street) 0.920 0.920 Not surveyed
117 Akkaraipattu - Warapathanchenai 20.920 18.901
118 Akkaraipattu - Sagamam 18.504 18.428
119 Akuressa - Kamburupitiya 13.270 13.143
120 Akuressa - Ketanwila 5.630 7.209
121 Aladeniya - Iriyagama 9.650 9.533
122 Alakolanga - Pottepitiya 9.250 8.641
Road Should End at Kithul golla
123 Alawatugoda - Ankumbura - Keppetigala 14.790 12.391 junction. B264 also End at
Kithulogolla Jn
124 Alawwa - Dampelessa 14.640 14.644
125 Alawwa - Maharagama 14.630 14.719
126 Allai Kantale 41.030 41.387
127 Allan Avenue, Dehiwela 1.960 1.945
128 Aluthgama - Wigoda 8.050 7.967
129 Alvai - Nelliady - Tunnalai 8.530 8.250
130 Ambalangoda - Elpitiya - Pitigala 29.360 26.844 End Location Pitigala Jn
131 Ambatenne - Bokkawela - Arambekade 19.900 19.072
132 Ampara Air Port Road 4.830 5.538
133 Ampara Town Roads 30.570 30.570 List of Roads
134 Ampilanthurai - Veeramunai 26.380 26.946
135 Anamaduwa - Uswewa - Galgamuwa 39.020 38.955
136 Ananda Avenue 0.240 0.240 Can't find
137 Andalla - Tissa 6.630 6.454
138 Anderson Avenue 0.110 0.110 Can't find
139 Approach Road to Admiralty Building 28.320 28.320 List of Roads
140 Approach Road to Aerodrome Ratmalana 2.930 2.930 Not surveyed
141 Approach Road to Laxapana Power House 11.540 11.428
142 Approach Road to Midford Power House 0.970 0.970 Not surveyed
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
143 Approach Roads to Railway Stations 17.680 17.680 List of Roads
144 Approach Road to Wilpattu Sanctuary 7.740 7.756
145 Approach Roads to University Buildings 19.310 19.310 List of Roads
146 Approach Roads to Public Buildings 21.540 21.540 List of Roads
147 Arasady - Malkampiddy 5.230 5.174
148 Attidiya - Mt.Lavinia 2.410 1.985
149 Avarangal - Thondamanaru 6.030 5.901
150 Ayagama - Kukulegama 16.890 16.191
151 Badalkumbura - Buttala - Sella Kataragama 56.320 55.922
152 Badulla - Karametiya - Andaulpotha 48.100 47.415
153 Baladaksha Mawatha, Galle 0.560 0.523
One section Overlap with B593
154 Balangoda - Bowatte - Kaltota 28.960 28.381
(Rajawaka Jn 14kmp to Kasal Jn)
B039, B391 and B477 need to be
155 Balangoda - Rassagala - Uwella 13.260 14.103
combined as a one road
156 Balapitiya - Watugedera 3.220 3.417
157 Bandaranaika Mawatha, Galle 0.560 1.091
158 Bandarawela - Liyangahawela - Poonagala 21.560 20.316
159 Bandarawela - Uva Hihglands - Ettampitiya 16.490 16.113
160 Bandarawela - Welimada 21.720 20.187
161 Bangadeniya - Andigama - Anamaduwa 38.210 38.175
162 Bar Road - Batticaloa 4.670 4.759
163 Battaramulla - Pannipitiya 7.290 7.400
164 Batukotuwa - Medirigiriya 8.690 8.608
165 Bazaar Street, Ambalangoda 1.690 1.400
166 Bazaar Street, Gampaha 0.050 0.130
167 Bazzar Street and Edingburgh Street 0.630 0.630 Not surveyed
168 Bazzar Street, Vavuniya 2.090 2.020
169 Beach Road Mullaitivu 0.870 0.852
Road should be End at Walasmulla
170 Beliatta - Walasmulla 15.690 14.280 Junction. B485 need to be continue
up to Walasmulla Jn
171 Bentara - Uragaha - Elpitiya 26.950 26.550
172 Bibile - Medagama - Nakkala 33.790 33.031
173 Bibile - Uraniya - Mahiyangana 39.580 38.547
174 Biyanwila - Ganemulla 8.050 8.045
175 Bo Tree Road 2.010 1.852
176 Bogahawewa - Pulmuddai 27.760 27.669
177 Boossa - Hegoda 1.610 2.413
Road start from CMC limit(Ayrweda
Borella - Rajagiriya (CMC Limits to Filling Station -
178 1.300 1.300 Bridge) and End at Rajagiriya Filling
Rajagiriya)
station
179 Botale - Mirigama 5.630 5.644
180 Bowatenna Access Road 2.410 2.409
181 Bowatte - Padiwela 6.440 6.181
182 Boyagama - Mandandawala 2.090 2.040 Need to verify end location
183 Bulathkohupitiya - Dedugala 12.470 11.982
184 Ingiriya - Halwatura - Egaloya 8.850 9.007
185 Buwelikada - Lewella 1.300 1.341 End at the Lewella Bridge
186 By pass road via Asgiriya 0.980 1.644
187 Carolina - Norton - Wanarajah 23.730 23.490
188 Cemetery Road (Gampaha) 0.260 0.260 Not surveyed & not maintain by RDA

189 Chadayantalawa - Uhana 11.260 12.361

190 Chavakachcheri - Kachchai 6.440 5.763
191 Chavakachcheri - Puloly 19.310 18.873
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
192 Chavakachcheri - Thannankilappu 3.620 3.415
193 Chavalakadai - Chadayantalawa 8.050 7.846
194 Chilaw Road, Negombo 1.260 1.211
195 Chilaw - Wariyapola 50.640 51.218
End location at Junction on
196 Chundikuli - Colombouthurai 2.560 2.531
Nadumkulam road
197 Chunnakam Power Station Road 0.160 0.272
198 Circular Road Kurunegala 9.840 6.446
199 Circular Road, Tangalle 1.450 1.121
200 Colombo - Horana 28.010 28.347
201 Cross Road - Medawachchiya 0.480 0.387
202 Dambagahapitiya - Pinnagolla - Arawa - Meegahakiula 13.320 13.142
203 Dambokka - Katupitiya 8.850 8.512
204 Dandagamuwa - Udawela 13.270 13.094
205 Danikittawa - Ambanpola 22.330 22.372
206 Danowita - Mirigama 8.610 8.055
207 Daulagala - Watadeniya 7.450 6.914
208 Deegawapi Temple Road 6.440 5.763
End at Y-Junction near the Noori Tea
209 Dehiowita - Deraniyagala - Noori 27.960 27.886
Factory
210 Dehiwela - Maharagama 7.640 7.519
211 Delgoda - Dompe - Giridara 12.070 11.984
212 Dematagoda - Wellampitiya 1.930 2.369
213 Demodera - Spring Valley - Badulla 21.320 21.254
214 Denegama - Mulatiyana 11.260 12.010
215 Deniyaya - Viharahena 8.040 7.929
216 Dickwella - Jangulla - Talpitigala 24.140 23.448
217 Dikwella - Beliatte 13.270 12.812
Start from SL Army Academy road jn,
218 Diyatalawa - Aluthwela North 2.810 1.958 End location 2nd kmp (Exact road end
to be idenified)

Start from Diyatalawa Polo ground Jn,

219 Diyatalawa - Aluthwela South 1.960 1.951 End location 2nd kmP (Exact road end
to be idenified)
Up to the bridge over Badulu oya
220 Diyatalawa - Mirahawatta 6.440 5.678
Branch (End Location)
221 Diyatalawa - Welanhinna - Walagahawela 5.630 5.480
222 Dodanduwa - Gonapinuwala 3.860 3.898
223 Dondra Light House Road 1.250 1.227 Start From AA002
224 Dunagaha - Nilpanagoda 5.790 5.752
225 Edmand Mawatha, Galle 4.020 3.474
226 Eheliyagoda - Dehiowita 16.780 16.451
227 Ekala - Kotadeniyawa 26.950 27.290
228 Elahera - Giritale 39.420 40.210
229 Ella - Passara 27.550 26.803
230 Elpitiya - Avittawa - Lewwanduwa 27.560 27.085
Road name need to Change as
231 Embilipitiya - Panamure - Bulutota 38.620 37.817 (Ebilipitiya - Panamura -
Sooriyakanda)
232 Embilmeegama - Daulagala - Penideniya 11.260 11.071
233 Eppawala - Timbiriwewa 15.690 11.378
234 Eriyagama - Penideniya 0.930 1.024 End at AA005

235 Erukkalampuddy - Causeway 0.800 0.633 End at end of the causeway section

236 Etulkotte - Mirihana - Kohuwela 5.950 5.668

 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
237 Gadaladeniya - Paranapattiya 5.230 5.177
238 Galagedara - Rambukkana 18.500 18.716
239 Galagedera - Horana 19.050 18.617
B124, B223 and B351 Need to be take
240 Galagoda - Weligepola 7.240 6.103
as a one road
241 Galaha - Pupuressa - Delpitiya (Section 2) 28.960 27.538
242 Galgamuwa - Nikawewa 24.540 24.742
Road name need to change as
243 Galigomuwa - Ruwanwella 22.530 21.584
Galigomuwa - Warawala
End at near the river after passing
244 Galle - Baddegama 19.310 18.527
Baddegama bus stand on B153
245 Galle - Udugama 36.600 34.923
246 Galle - Wakwella 6.840 7.950
247 Galmadu - Muwangala - Hingurana 7.640 7.033
248 Gampola - Craighead 15.930 15.219
249 Ganewelpola - Dachchahalmillewa 45.860 46.074
250 Gangodawila - Boralesgamuwa 2.610 2.642 Start from Kattiya Jn on B389
251 Geli Oya - Embekke 4.230 4.196
252 Gevilipitiya - Hettimulla 15.370 15.089
253 Ginoya - Bolawatte - Dankotuwa 4.700 4.545
254 Gintota Plywood Factory Road 4.510 4.320
255 Gonadeniya - Udugama 4.020 4.452
256 Gravets Road 5.710 5.710 List of Roads
257 Hakmana - Beliatte - Tangalle 19.310 18.754
258 Hakmana - Meella - Talahaganwaduwa 11.260 11.120
259 Halpatota - Kurundugahahetekma 16.490 15.821
260 Halwatura Estate Road 1.000 1.010 End at 1kmp
261 Hanwella Junction Road 0.800 0.862
262 Hanwella - Pugoda - Weke - Urapola 24.140 24.328
263 Haputale - Dambetenne 9.320 9.026
Start from Harangala Junction on
264 Harangala - Kalapitiya - Kumbaloluwa 23.390 16.775 B506 & B491 (B506 & B148 Need to
be combine as a one road)
265 Hatton - Maskeliya - Dalhousie 32.970 32.032
266 Hedeniya - Pujapitiya 8.050 7.571
Overlap with A003.The road to be
split in to two roads. 1. From
267 Hendala - Hunupitiya 4.020 3.751 Elakanda to (Hedala Jn-1) on A003
(Length 2.630km), 2.(Hendala Jn-2) to
Hunupitiya Jn (Length1.036km)
268 Mattakkuliya Uswetakeiyawa Pinwattha 7.660 7.449 End at Church Rd Jn
269 Hikkaduwa - Baddegama - Nilhena 14.880 15.381
270 Hindagala - Naranwita - Gampola 15.780 13.089
271 Hingurakgoda - Yoda Ela 5.630 5.358
272 Hiniduma - Opatha - Pitabeddera 31.380 30.113 End at Hiniduma Jn ( Bus stop)
273 Horana - Anguruwatota - Aluthgama 54.140 53.751
274 Horawela - Pelawatte - Pitigala 25.740 25.652
275 Ibbagamuwa - Kumbukgete - Madagalla 34.190 34.735
276 Idangoda - Ayagama 13.680 13.597
277 Imbulgoda - Weliweriya 4.420 4.447
278 Inamaluwa - Sigiriya 9.170 8.857
279 Ingiriya - Halwatura 2.960 3.359
280 Jaffna Junction - Sri Maha Bodhi 2.410 1.361 Road end at near the Ruins
281 Kachcheri Beach Fort Road 3.620 3.467 Need to verify end location
282 Kadahapola - Rambawewa 18.710 18.916
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
283 Kadawalagedara - Vitikuliya 13.840 14.026
284 Kadawata - Ragama - Welisara 8.050 7.929
285 Kadawatha - Mawaramandiya 3.540 3.495
286 Kadduwan - Mallakam - Chankanai 11.260 11.260 One road section is closed.
287 Kadduwan - Myliddy 3.720 3.720 Not surveyed
288 Kadugannawa - Gampola 17.300 16.945
289 Kadugannawa - Pottepitiya 8.450 7.309
290 Kaduwela - Athurugiriya 9.250 9.448
291 Kahambiliyagoda - Suriyagoda 0.400 0.400 Not surveyed
292 Kahawa - Batapola 8.370 8.348
293 Kahawatte - Ela-Bemmullegedara 12.230 12.207
294 Kakkapalliya - Thambagalla 6.840 6.839
295 Kalagedihena - Veyangoda 4.100 4.030
296 Kalalpitiya - Ukuwala - Elkaduwa 13.470 13.208
297 Kalawana - Depdene - Rakwana 46.660 45.886
298 Kalawewa - Avukana 4.680 4.514
299 Kaleliya - Pallewela - Medagampitiya 10.220 10.227
(One section of AB038)+B185+B184
300 Kalkudah Road 5.630 5.657 roads should be combinedas a one
road

(One section of AB038)+B185+B184

301 Kalkudah - Valachchenai 4.420 4.182 roads should be combinedas a one
road
302 Kalmunai Sea View Road 1.210 1.084
303 Kalmunai - Chavalakadai 4.380 4.371
304 Kaluaggala - Labugama 13.998 13.909
305 Kalugala - Polpitiya - Laxapana 11.260 11.475
306 Kalugamuwa - Wilakatupotha 21.110 21.181
307 Kalutara - Nagoda 5.740 5.654
308 Kandasamykovil - Kaluthaipiddy 3.380 4.250
309 Kandasamykovil - Nachchimarkovil 2.430 2.430 Not surveyed
310 Kandaswamy Mawatha 1.210 1.147
311 Kandy - Kirimetiya 16.090 14.946
312 Kantale Perathuveli Road 2.250 3.062
313 Karainagar Circular Road 6.770 7.076
314 Karaiyoor Reclamation 3.060 1.573
315 Karandupona - Rambukkana 8.850 8.871
316 Karappikade Extension Road 0.400 0.400
317 Karuwalagaswewa - Miyallewa 19.310 19.276
318 Kataragama - Sella-Kataragama 5.050 5.075
319 Katpaha - Pulliar Kovil Road 1.610 1.698 Need to verify End location
320 Katubedde - Kospelena 1.820 1.816
321 Katugastota - Madawala - Bambarella 34.890 33.673
322 Katugastota - Medawela 10.300 9.345
323 Katukurunda - Neboda 16.490 16.631 Road End at B157
324 Katunayake - Veyangoda 22.320 22.245
325 Kebithigollewa Extension Road 1.850 1.904
326 Kebithigollewa New Town Road 0.970 0.994
327 Kebithigollewa - Padaviya 33.790 31.355 End Location should be Padawiya RB)

328 Kekirawa - Ganewelpola 6.950 6.948

329 Kekirawa - Talawa 37.410 37.618
330 Kelaniya - Mudungoda 27.760 28.455
331 Kelaniya - Wedamulla (Waragoda) 3.220 3.302
332 Kesbewa - Kindelpitiya - Bandaragama 11.780 12.052
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
End at C-Class road jn (Road need to
333 Ketapola - Omatta - Thotupola 1.610 1.275
be study considering the connectivity)

334 Kibissa - Digampathana 6.030 6.711

335 King George Avenue 0.480 0.475
336 Kiribathgoda - Hunupitiya 3.590 2.612
337 Kiribathgoda - Oil Refinery, Sapugaskande 5.070 4.982
338 Kiriella - Nedurana - Eheliyagoda 14.080 14.513
B124, B223 and B351 Need to be take
339 Kirimetitenna - Galgoda 5.630 5.668
as a one road
340 Kirimetiya - Yala 17.170 17.011
341 Kirindiwita - Assennawatte 12.870 12.530
342 Kirindiwita - Ganemulla 2.820 2.974
343 Kiriyankalli - Andigama 13.680 13.835
344 Kochchikade - Halpe 9.460 9.202
345 Kohuwela - Dehiwela 2.740 2.398
346 Kokkuvil - Vaddukoddai 8.450 8.604
347 Kolonnawa - Angoda 3.220 6.375 Road Should be end at Angoda Jn

348 Kolonnawa - Yakbedde 2.410 2.613

349 Kong Tree Road 0.530 0.532
350 Korakahawewa - Sri Maha Bodhi 4.830 4.341 End at Pokunu thuna Jn
351 Koralawella - Egoda-Uyana 5.840 6.224
352 Koslande - Poonagala 11.550 11.594
353 Kotadeniyawa - Mirigama 8.050 8.138
354 Kottawa - Batemulla 13.680 12.952
355 Kottawa - Talagala 15.480 15.340
356 Kotte - Bope 28.800 27.983
357 Kudapaduwa - Kammalturai 3.010 3.187
358 Kudugala - Wattegama 12.070 11.617 MFNSV survey parth correct (2015)

359 Kuliyapitiya - Hettipola 15.690 15.668

360 Kuliyapitiya - Padiwela 11.260 11.260
361 Kurana Road 0.880 0.880 End at Airport Entrence
362 Kurana - Taladuwa 1.850 1.877
363 Kurunegala - Narammala - Madampe 64.360 64.604
364 Labuduwa - Wandurambe - Sandarawela 22.120 21.527
One section overlap with B331. Need
365 Lady Macallums Drive 5.630 5.609
to split in to two roads in future
366 Lake Road, No.1, Batticaloa 0.900 0.925
367 Lewaya Road 3.540 3.601
368 Lindula to end of Agras Road 22.240 21.860
369 Lowland - Panaliya 1.800 1.784
370 Mabima - Sapugaskanda 3.220 3.224
371 Madampe - Chettiyar Street 0.310 0.292 Start at AA003, End at B247 Rd Jn

372 Madawala - Rajawella 8.210 8.220

373 Madulkelle - Kabaragala - Kandenuwara 20.920 20.562
374 Mahakeliya - Katupotha 12.870 12.161
375 Main Access to Gam Udawa 87 6.390 6.225
376 Main Road to Vettappalai 3.620 3.447
End at Negombo Courts comlpex,
Infront of the ground. (EE Negambo
377 Main Street, Negombo 0.430 1.710
Comment : This Road Locate at Jaela,
End at Near the bridge)
378 Makola - Udupila 8.850 8.621
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
379 Malabe - Kaduwela 5.630 5.558
Road Should End at Kithul golla
380 Mallawapitiya - Rambodagalla - Keppetigala 34.590 36.419 junction. B264 also End at
Kithulogolla Jn
End at Sripada Footpath. MFNSV
381 Malwala - Carney 14.480 14.761
survey 2015
382 Malwattha - Chadayantalawa 5.630 5.873
383 Mampe - Kottawa 6.230 6.155
384 Manipay - Kaithady 13.680 14.140
385 Mankulam - Vellankulam 37.810 39.869
386 Mannar Market Street - Sebastian Hospital 2.330 1.948
387 Maradagahamulla - Badalgama 7.640 7.454
388 Marawila - Udubaddawa 19.870 19.573
389 Maskeliya - Upcot 8.705 8.732
Last Section (Pallegama) Can't access
390 Matale - Illukkumbura-Pallegama 46.800 46.160
due to kalu ganga reservoir project
391 Matara - Hakmana 24.140 22.617
392 Mathagal - Pandatherippu - Sambiliturai 6.610 6.895
393 Maviddapuram - Keeramalai 2.940 2.787
394 Mawanella - Aranayake - Horawela 14.450 14.010
395 Mawanella - Hemmaththagama - Singhapitiya 25.800 25.698
396 Mawathagama - Barandara 8.250 8.305
397 Mawathagama - Muwankanda 8.850 8.501
398 Medawachchiya - Horowopotana 37.810 37.505
399 Medawachchiya - Kebitigollewa 25.740 25.423
400 Meddewatte - Kekanadure - Yatiyana 14.640 14.516
401 Meepe - Ingiriya 18.090 18.090
402 Middeniya - Panamure 13.270 12.087
403 Minneriya - Hingurakgoda (Airport Road) 8.850 8.924
Need to split in to two road sections
1. Minuwangoda - Gampaha Bus
404 Minuwangoda - Gampaha - Miriswatte 13.270 14.028
stand jn 2. Hospital jn to Miriswatta
Jn
405 Minuwangoda - Miriswatte - Katana 12.630 12.063
406 Mirigama - Nalla 8.210 8.210
407 Mirihana - Udahamulla - Nawinna 3.380 3.475
408 Miriswatte - Waturugama 10.060 10.263
409 Moneragala Town Road 0.450 0.450
Road need to extend to meet
410 Moragaswewa - Ilukwewa 10.060 9.963 Inamaluwa Sigiriya Road and later it
will be gazetted as one road.
411 Moratuwa - Piliyandala 4.830 5.065
412 Puliyankulam-Mullaittivu 42.680 42.665
413 Mullaitivu - Kokkilai 36.200 35.466
414 Munai Street, Batticaloa 0.430 0.452
415 Murunkan - Chilawathurai 15.290 15.683
416 Muttetugala - Hiripitiya 18.500 18.479
417 Nadukudai Road 2.410 2.229
418 Nagoda - Gallassa Colony Road 3.700 3.397
419 Nagoda - Gonadeniya 3.620 3.587
420 Nagoda - Kalawellawa - Bellapitiya 55.510 56.203
421 Nallur - Oddumadam 2.410 2.363
422 Nanu Oya - Hendeniya 2.410 2.607
423 Narahenpita - Nawala - Nugegoda 3.220 3.143
424 Narammala - Dankotuwa 45.250 44.520
425 Narandeniya - Hakmana 11.670 11.931
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
426 Nartupana - Warakagoda 3.220 3.210
427 Nattarampotha - Yakgahapitiya 2.830 2.774
Added new road due to moragaha
428 Naula - Elahera - Pallegama - Hettipola 64.370 61.431 kanda and kalu ganga reservoir
project. New Length to be gazetted
429 Naval Camp Road 0.800 0.800 Can't find
430 Navanturai - Oddumadam 1.210 1.120
431 Navinna - Boralesgamuwa 2.410 1.955
432 Nawalapitiya - Dimbula 31.180 29.698
433 Nawalapitiya - Dolosbage 19.710 18.721
434 Nawalapitiya - Ginigathena 12.070 12.004
435 Nayapamulla - Unanwitiya - Nagoda 12.070 12.318
436 Negombo - Aluthepola 14.670 13.110
437 Negombo - Giriulla 37.810 36.548
438 Negombo - Kadirana 3.620 3.171
439 Negombo - Mirigama 30.570 30.386
440 Nelukkulam - Neriyakulam 21.720 21.615
441 Nikaweratiya - Moragollagama - Siyambalangamuwa 48.510 48.623
442 Nilaweli Salt Office Road 1.640 0.654
443 Norton - Maskeliya 16.800 16.450
444 Norwood - Bogowantalawa - Campion 16.890 16.269 End at Campion Estate Tea factory.
Road End at Upcot Town MFNSV
445 Norwood - Upcot 12.710 12.219
survey 2016
446 Nuwara Eliya Town Road 2.410 2.410 List of Roads
447 Nuwara Eliya - Uda Pussellawa 46.001 44.926
448 Oddamavadi - Vahaneri 9.250 9.517 End at the Bridge (10/1)
449 Oddusudan - Nedunkerny 10.860 10.649
450 Old Bazaar Road, Maharagama 0.800 0.749
451 Old Kandy Road 0.690 0.661 Not Maintain by RDA (Gampaha CE)

452 Old Road, Kattankudy 7.670 7.401

453 Old Tangalle Road, Matara 2.410 2.410 End Location need to verify
454 Olugantota - Pinnawala - Bogowantalawa 35.140 33.258
455 ORR's Hill Road 3.380 3.426
Road End at end of tarred section
456 Outer Circular Road (Nochchiyagama) 9.780 8.962
near Jethawanaramaya Dagaba
Should Stat from Padawiya RB, end at
457 Padaviya - Galkulama 14.670 16.540
Galkulama Jn
End at Parakramapura Jn, Near the
458 Padaviya - Parakrama Pura (Bandaranayake Mawatha) 10.060 8.906
bridge
459 Padiruppu - Vellaveli 6.030 6.055
460 Pagoda - Pitakotte 1.610 1.544
461 Palapathwela - Galewela 28.160 30.493
462 Palathoppu - Seruwila Road 7.820 7.612 End at Seruvila Temple Jn
463 Palavi - Kalladi 7.240 7.311
464 Palavi - Kalpitiya 40.230 40.386
End location should be Inginiyagala
465 Pallang Oya - Inginiyagala 12.870 15.131
RB on AB001
B124, B223 and B351 Need to be take
466 Pallebedde - Medaganoya - Weligepola 12.470 12.486
as a one road
Road end at the jn of beach front
467 Pallimunai Road 1.290 1.403
road
468 Palugama - Boralande - Haputale 26.550 26.616
469 Panagoda - Henpita 6.440 6.539
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
Road should be end at Entrance to
470 Panama - Kumbukkana 17.700 15.324
the Kumana Bird park

471 Pannala - Kuliyapitiya 16.250 16.276

472 Paranthan - Poonakary 25.740 25.802
473 Parussella - Panapitiya 5.120 5.106
474 Passara - Hingurukaduwa - Pelwatte 30.170 29.216
475 Passara - Madulsima - Metigahatenna 29.930 29.142 End at Bo Tree
476 Pasyala - Attanagalla 6.840 6.674
477 Pattanwila - Makola 1.800 1.593
478 Pelawatta - Kankotayawatta - Tinniyawela - Morawaka 53.180 52.233
479 Peradeniya - Deltota - Rikiligaskada 52.130 50.264
480 Peradeniya - Halloluwa - Katugastota 10.610 9.892
481 Perkar Road 2.410 2.235
482 Piliyandala - Maharagama 7.370 7.340
483 Pitakotte - Talawatugoda 4.230 4.068
484 Pitiyagedera - Wattegama - Iriyagastenne 5.150 5.067
Start at AB020 & AB021 Jn (Infront of
485 Point Pedro East Coast Road 3.940 4.690
the point pedro Jetty)

Road should be Stat from AB020 at

Kiramakodu Jn & End At B402 (Point
486 Point Pedro - Maruthankerny 28.960 29.163
Pedro to Kiramakodu jn belongs to
AB020)
487 Police Station Circular Road, Badulla 1.290 1.290 Not surveyed
488 Poonewa - Kidavaramkulama 3.220 3.220 Not surveyed

489 Potuvil - Panama 17.700 16.890 Road End at Panama Jn RHS B355

490 Power House Road - Thirugnanasampauthar 1.610 1.663

491 Prison Road, Tangalle 0.230 0.248
492 Pujapitiya - Alawatugoda 8.050 7.670
End at 4way Jn (Water Tank) near the
493 Puliyadi - Irakkamam Madu 10.860 10.879
Madu Church
494 Puttalam - Marichchikadai 65.970 65.970 Graval section start after 31km

495 Puttur - Kantharoday 12.470 12.744

496 Radaella Short Cut Road 3.380 3.244
Actual Road Length is 2.9km(EE
497 Ragama - Kandana 4.550 3.513 Office) Rest of the part belongs to
PRDA (Kandana - Ganemulla)
B383 Rakwana Hospital road End at
498 Rakwana - Bulutota 1.130 1.000
Hospital gate.
499 Rambukkana - Katupitiya 9.810 9.917
500 Rambukkana - Mawanella 16.890 16.531
501 Ranatunga Mawatha 0.110 0.356
502 Ranna - Udayala - Weeraketiya 15.690 15.433
503 Ratmalana - Borupona 1.930 4.166
504 Ratmalana - Mirihana 8.050 7.740
505 Ratnapura - Palawela - Karawita 22.530 20.365
B039, B391 and B477 need to be
506 Ratnapura - Wewelwatte 27.997 26.658
combined as a one road
507 Rattota - Gammaduwa 11.260 11.552 End at Gammaduwa Bridge
508 Ridigama - Liniwehera 2.010 2.022
509 Roads to Kataragama Planning Scheme 14.480 14.480 List of Roads
510 Roads to Saltern & Town Roads 8.880 8.880 List of Roads
511 Roehampton - Diyatalawa - Bandarawela 9.895 9.582
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
512 Sacred City Road, Nochchiyagama 17.680 17.680 List of Roads
513 Sandilipay - Senthankulam 7.720 7.980
514 Sangilithoppu - Chemmny 3.430 3.351
515 Seeduwa - Udugampola 11.620 12.569
Start from 1km away from present
516 Siyambalape - Galwalkada 4.420 3.349 siyambalape Jn on samurdhi
mawatha
517 Soranapattu - Thalayadi 7.480 7.268
518 South Coast Road (Thallady - Arrippu - Marrichchkadai) 46.660 47.953
519 Sri Ariyavilasa Road, Horana 0.500 0.511
520 Sri Somananda Mawatha, Horana 0.850 0.725
521 Stony Cliff - Kotagala 6.310 6.546
522 St. Joseph's Street, Negombo 2.820 1.840 Road End at B425
523 Talduwa - Meewitigammana 18.900 17.978
524 Talgodapitiya - Yatawatte - Dombawala 29.360 26.275
525 Tangalle - Weeraketiya 14.480 13.743
526 Tawalama - Neluwa - Batuwangala 9.650 9.422
527 Tawalantenne - Talawakela 33.360 32.487
528 Tennekumbura - Rikiligaskada - Ragala 72.670 70.010
529 Thavadi - Suthumalai 2.620 2.765
530 Thihagoda - Kamburupitiya - Mawarala - Kotapola 67.580 65.063
531 Thihariya - Warapalana 5.390 5.379
532 Thoandamanaru - Vallai - Tunnalai 12.870 12.898
533 Thondamanaru - Udupiddy 2.700 2.704
534 Thoppu - Madampe 26.950 26.629
535 Thumpalai - Valalai 4.830 4.830 Road Closed at army camp(Palali)
536 Tiruwanaketiya - Agalawatte 67.980 66.917
End at the jn with access road to
537 Tissa - Kirinde 13.110 13.054
Kirinda temple.
538 Tonigala - Kalawewa - Galewela 45.780 45.033
539 Trincomalee - Pulmoddai 55.110 55.631
540 Tudella - Pamunugama - Talahena - Negombo 20.110 20.458
541 Tummodera - Puwakpitiya 9.650 9.303
542 Udawalawe - Tanamalwila 35.400 35.476
543 Udawela - Kumbukgahamulla 1.930 1.777
544 Udugama - Hiniduma 11.260 11.003
545 Udugampola - Divulapitiya 14.880 15.091
546 Ulapane - Pussellawa 22.530 20.958
547 Uraliyagara - Panirendawa - Villattewa 14.480 13.846
548 Urani Road 3.220 2.511 Road end at Airport Gate
549 Urapola - Waturugama 7.080 7.160
550 Urugodawatte - Ambatale 8.050 7.672 Start From Baseline road
551 Vaddukoddai - Moolai 2.820 2.716
Road need to be splite in to two
552 Vallai - Telippalai - Araly 27.430 27.430 section as part of the road close for
palai Airport (Can't Survey Full road)

553 Vallai-udupiddy - Velvettiturai 5.630 5.507

554 Varapathanchenai - Deegawapi 7.640 5.281
555 Veeragoda Central Camp Road 16.090 16.271
556 Velani - Kayts 6.770 7.038
557 Velikulam - Mamaduwa 8.050 8.103 End Location need to confirm
558 Veyangoda - Banduragoda 8.620 8.636
559 Veyangoda - Kaleliya 7.450 7.485
560 Veyangoda - Ruwanwella 32.180 32.163
561 Vijitha Road 0.240 0.121
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
562 Vilgam Vihara Road 4.180 3.947
563 Villu Road 0.900 0.871
564 Wadduwa - Morontuduwa 5.280 5.260
565 Walasmulla - Weeraketiya 8.050 7.765
566 Walgama - Aturugiriya 1.770 1.205
567 Walgama - Diyagama 7.060 7.084
568 Walpola - Mailawalana 9.250 9.320
569 Wandurambe - Ethumale - Yakkatuwa 36.200 36.189
570 Wandurambe - Kottawa 9.730 9.725
571 Warakapola - Kandalama 10.860 10.071
Road name need to change as
572 Warakapola - Ruwanwella 22.530 22.067
(Warakapola - Anguruwella)
573 Waskaduwa - Bandaragama 12.070 12.169
574 Wattala - Hekitta 1.560 1.504
575 Wattala - Mahara 7.240 7.167
576 Wattegama - Kandenuwara - Wariyapola 30.650 30.337
577 Wattegama - Matale 13.000 12.572
578 Weeraketiya - Middeniya 12.870 12.430
579 Weerawila - Tissa - Kataragama 23.890 23.626
580 Weligama - Kananke 9.650 9.775
581 Weligama - Telijjawila 11.260 11.017
582 Weligepola - Handagiriya 10.060 11.728
583 Welihena - Katana 5.020 5.035
584 Welikada - Kohilawatta 6.030 6.250
585 Welikada - Nawala 2.570 2.730
586 Welimada - Kirklees 17.830 17.465
587 Weliweriya - Kirindiwela 12.870 12.862
588 Wennappuwa - Kirimetiyana 5.630 5.259
589 Weragantota - Randenigala 22.200 25.203
590 Bulugolla - Dombemada - Wahawa 13.640 13.635
591 Weweldeniya - Mirigama 6.440 6.310
B039, B391 and B477 need to be
592 Wewelwatte - Agarsland - Uwella 9.490 9.450
combined as a one road
593 Wilakatupotha - Ganewattha - Kumbukgete 21.690 21.814
594 Yakkala - Radawana 12.870 12.716
595 Yakkalamulla - Ketanwila 14.480 12.211
596 Yatadolawatta Road 2.820 2.745
597 Yatiyantota - Poonagala - Meenagala 24.140 23.550
598 Sammanthurai - Malkampiddi - Deegawapiya 14.900 14.498
599 Handungamuwa - Hettipola - Hasalaka 45.050 43.443
Road should be end at Walasmulla
600 Walasmulla - Katuwana - Middeniya 26.150 24.988
Jnction
601 Embilipitiya - Middeniya 14.480 16.508
602 Atugala Road, Kurunegala 1.700 1.983
603 Polonnaruwa - Tambala - Sungawila - Somawathiya 42.680 37.488 End at Somawathya Entrance Gate

604 Roads within President's pavilion Kandy 0.750 0.750 Need to keep in low level of road list

605 Atabage - Ulapane Road 7.500 7.435

606 Kotmale Dam Crest- Harangala Road 1.400 3.812 Start from Gate of kotmale dam

607 Kandehandiya - Adikarigama - Randenigala - Loggal Oya 54.400 54.566

608 Moragahamula - Victoriya Damtop 8.400 7.859
609 Victoriya Damtop - Adikarigama 2.300 2.302
610 Edandawela - Kahahengama 2.000 1.867
Thanamalwila - Hambegamuwa(Thanamalwila -
611 5.500 5.067
Bodagama)
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
612 51st Mile post - Ulhitiyawa 8.040 8.637
613 Barrier Junction - Girandura Kotte 7.000 7.167
Start from Kirinda Yala Rd JN & End at
Yala Entrance Gate (The balance
614 Kirinda - Palatupana - Yala 29.000 12.521
section within the yala park, last
section need to remove from gazete)
615 Tissa - Akurugoda 1.100 1.056
616 Andarawewa - Balaluwewa( Jeya Mawatha ) 52.750 50.973
End at maduru oya Bridge. Road to be
617 Manampitiya - Aralaganwila - Maduru oya 33.000 32.872 extend to maoya on A005 road in
future
618 Makandura - Badalgama 4.500 4.605
Start from Bazar street Maharagama,
619 Maharagama - Pamunuwa - Thalapathpitiya 2.400 2.319
pamunugama road Jn

620 Phala Eriyagama - Penideniya 0.860 0.861

End at Harangala Jn on B148 & B491.
621 Nawalapitiya - Harangala 11.520 8.935 (B506 & B148 Need to be combine as
a one road)
622 Rendapola - Ambewela 8.240 7.969
623 Welimade - Borelanda - Ohiya - Horton Plains 32.470 31.478
624 Kuttampokuna - Galpalama 3.220 2.958
Start Location Need to be change
625 Kesbewa - Kosgashandiya 1.700 1.403
(Start from Piliyandala Bypass)

626 Keerthibandrapura - Naranthalawa 4.420 4.015

627 Blackpool Ambewela Pattipola Horton Plains 28.160 27.016
628 Kumbukkana Okkampitiya maligawila 15.200 14.899
629 Internal Roads in ith Sacred City Mahiyangana 2.350 2.350 List of Roads
Start from 4way jn, Nandana
630 Road Parallel to halpanu Ela 1.100 1.104 Mawatha LHS & Sri Bharatheendra
mawath RHS
631 Etalai - Talawila (Jubily Mawatha) 4.700 4.182
632 Dehiattakandiya - Aralaganwila 21.100 20.746
Start from A001 infront of queens
633 Sangaraja Mawatha - Kandy 1.758 1.692 hotel clock tower end. End at B195
Ratu Bokkuwa Jn
634 Yatinuwara Veediya - Kandy 0.600 0.558
635 Kande Veediya - Kandy 0.114 0.142
Start from Wales Park jn and End at
636 Mosque Road - Kandy 0.380 0.391
Clock tower jn
637 Buttala - Helagama - Okkampitiya 9.000 8.891
638 Elpitiya By Pass 0.580 0.583
639 Beach Road Matara( Matara By Pass) 2.400 2.393
640 Dikwella - Wewurukannala 1.870 1.868
Road starting from the riverside
641 Baddegama - Halpatota 1.650 1.204 junction(Near Bus Stand) of B128 and
End at dunwatta jn
642 Bibile - Pitakumbura - Namal Oya - Inginiyagala 60.250 59.966
643 Bodagma - Hambegamuwa - Kaltota 48.200 45.129
644 Polonnaruwa - New Town Road 3.600 3.391
645 Udahamulla - Thalapathpitiya 2.060 2.056
646 Parliament Drive 0.720 0.718 Start from AB015, End at AB015 LHS

647 Approach Road to Sri Jayawardenepura Parliament 0.430 0.430 Start from B531 LHS & RHS
648 Pelawatta Access Road 0.830 0.864
649 Nawala - Pagoda Link Road 0.270 0.269
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
650 Nilwala By pass 1.830 1.830 Can't find
651 Kamburupitiya - Kirinda 9.200 8.934
652 Barigama - Halloluwa 5.760 5.693
653 Kahatagasdigiliya - Rathmalgahaweewa - Kivulekade 24.320 24.231
654 Nelundeniya - Alawwa 8.200 7.800
655 Nelundeniya - Tuntota - Galapitamada 14.000 13.316
656 Thampalakamam - Kinniya 15.600 14.935
657 Lady Manning Drive 1.000 1.149
658 Liyods Avenu 0.420 0.439 End Location need to confirm
659 Moragolla - Bellana 9.830 9.856
Approach Road to National Food Stores,
660 1.370 1.353
Rathmalana(Kaldemulla Rd)
661 New Nuga Road 1.300 1.145
662 Kawdana Attidiya 2.500 2.495
663 Ranna Angunakolapelessa Vatiya 16.140 16.139
664 Embilipitiya - Moraketiya - Kiriibbanara - Uda Mauara 16.820 16.826
665 Dharmashoka Mawatha 2.760 2.602
666 Luvi Peris Mawatha 0.860 0.821
667 Polonnaruwa - Hingurakgoda 13.650 12.807
Nugegoda Supermarket Jn to Kattiya
668 Old Kesbewa Road 0.850 0.839
Jn (up to B389)

669 Ragama Karagahamuna (Ragama to Thewattha section) 2.000 2.335

670 Access road to Getabaru Temple 1.700 1.700 Not Surveyed
671 Madatugama Pubbogama Andiyagala 13.260 13.275
Start From A002 & End at Light house
672 Circular Road - Devinuwara 0.425 0.415
road (B107)
673 Kosgoda Uragaha Road 6.000 5.943
674 Sinhasana Road 0.820 0.814
675 Council Avenue , Dehiwala 0.140 0.134
676 Dambulla Kandalama 0.800 0.800 Not Surveyed
677 Mirijjawila Sooriyawewa 23.300 23.324
678 Sooriyawewa Padalangala 12.000 12.004
679 Otappuwa Ihalawewa 13.800 13.805
680 Walasmulla By Pass 0.365 0.361
681 Nakulugamuwa Kudawella Moraketiara 3.900 3.815
682 Weligaththa Lunugamwehera 23.600 23.527
683 Hurigaswewa Kalankuttioya Siyambalangamuwa 14.120 14.128
684 Access to Gampaha Railway Station (Queen Mary's Road) 1.160 0.949
685 Mudungoda Gampaha (Orutota Road) 5.150 5.103
686 Approach Road to College of Education - Addalaichenai 1.150 0.402 Need to verify Start, End locations

687 Addalachenai Alankulam 9.750 10.568

688 Akkaraipattu Deegavapi Ambalatharu 23.000 22.935 End at Ambalantharu 4-way JN
689 Flood ProtectionRoad, Akkaraipattu 2.130 2.176 End Location need to varify
690 Kulavadi Central Camp 5.230 5.214
By Pass Road to Pallikkudiyiruppu village on Akkaraipattu
691
Varapathanchenai Road 1.340 1.347
692 Belaganwewa Hembarawa Wilgamuwa 11.630 12.217
693 Dorape Hiyare 8.600 8.247
Polonnaruwa - New Town - Kaduruwela (Nidahas Swarna
694
Jayanthoi Mawatha) 4.609 4.616
695 Nikatupitiya Junction to Mapakadawewa Junction 8.320 8.168
696 Welimada By Pass 0.084 0.079 New bridge over Uma Oya
697 Gomburuoya - Balapokuna 8.500 7.971
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
698 Mawanella By Pass 1.900 1.829
699 Lathpandura Molkawa 11.780 11.686 End at Molkawa Jn
700 Kaluwamodara Kandevihara 1.086 1.217
701 Park Road Matale 0.330 0.330
702 Sooriyawewa Hathporuwa Moraketiya 13.600 14.112

703 Narrow road section beyond

Dedugala Dolosbage 12.409 12.409 10.070km (Can't Survey full road)
Hidellana Karapincha (Approach Road to Tea Research
704
Institute -Law Country Region) 4.100 4.075
705 Udayagiri Rajamahavihara Road 1.100 1.162
706 Uyanwatta Polgolla Dam 0.600 0.603

B592 Need to remove from road list

707
(Still not handover to RDA, Maintain
Hettimulla Deewala Ussapitiya 12.600 12.824 by PRD) (Comment by CE)
One section Overlap with B038
708 (Rajawaka Jn 14kmp(B038) to Kasal
Pambahinna Kumbalgama Rajawaka Kapugala 28.420 28.420 Jn)
709 Galle Port Access 5.200 4.721
710 Hunnadeniya Rathmale Radampola Walasgala 12.300 12.300 Not Surveyed
711 Uswetakeiyawa Epamulla Pamunugama 8.050 8.030
712 Kandawala Katunayake 4.500 4.612
713 Seeduwa Katunayake 3.900 4.009
714 Mabopitiya Degalaeriya 3.710 3.710 Not Surveyed
715 Meepitiya Ekiriyagala Paragammana 5.100 5.086
716 Kegalle Siyambalapitiya Dewalegama 4.400 4.398
717 Morontota Arandara 8.300 8.192
718 Magmmana Kurupettha Daigala Gurugalla 12.000 12.000 Not Surveyed
719 Paragammana Dikella Atugoda Wanduradeniya 14.600 14.468
720 Alawathura Yatapana Kotiyakumbura 6.150 6.313 Nedd to verify
721 Katuwana - Rukmalpitiya - Hulankanda - Heegoda 9.000 8.906
722 Bengamuwa - Molokgamuwa - Galdola 9.500 9.345
723 Weera Maddumabandara Mawatha 0.140 0.148
724 Hiripitiya - Galtemwewa 14.900 14.853
Aftre 12.7km PRDA road, need to
725
Melsiripura - Rambe 12.700 22.726 takeover up to Rambe
726 Thitthawella - Gonagama 15.270 15.227
727 Ramboda - Pusulpitiya 2.380 2.380 Not Surveyed
728 Kothmale New Town Road 1.050 1.050 Not Surveyed
729 Battuluoya - Udappuwa - Andimunai 9.230 9.230 can't reach road End
730 Dambulla - Bakamuna - Kalagahawela 32.480 32.155
731 Nochchiyagama - Kukulkatuwa 19.530 19.544
732 Minneriya - Gal Oya 14.540 14.543
733 Mollipothana - Soorangal 14.000 13.997
734 Sardhapura - Kanniya 5.000 5.161
735 Kanniya - Illuppaikulam 4.000 4.051
736 Atabage - Dunukeulla 7.620 7.620 Not Surveyed
737 Hungama - Thalawa - Middeniya 25.370 25.300
738 Medamulana - Gonadeniya - Debokkawa 11.720 11.672

Need to verify the end location (Road

739
to be continued up to AA018 in
Thalawa - Dambarella - Hingura 6.600 6.614 future)
740 Ambakolawewa - Morayaya - Gonadeniya 4.230 4.214
741 Polonmaruwa - Beliatta 6.600 6.555
742 Dammulla - Weeraketiya 10.100 10.053
743 Tangalle - Kadurupokuna - Beliatta 8.760 8.720
 DRAFT FINAL

Gazeted Mesured
No. ROAD NAME Remarks
Length (km) Length (km)
744 Walasmulla - Julampitiya 13.100 13.115
745 Beliatta - Kirinda 13.870 13.847
746 Hambantota - Gonnoruwa - Meegahajandura 30.300 29.435 Start At AA002 road Jn
Sapugaskanda Oil Refinery Junction - Biyagama Free Trade
747
Zone (Samurdhi Mawatha) 6.770 6.793
748 Access Road to Ja-Ela Interchange 2.570 2.502
749 Access Road to Peliyagoda Interchange 2.100 1.902
750 Access Road to Matara 1.340 1.340 Not Surveyed
751 Akuressa By pass 1.760 1.760 Not Surveyed
752 Pelena-Polwatta-Denipitiya 2.100 2.100 Not Surveyed
753 Sri Maha Bodhi Access 3.100 3.091
754 Piliyandala By Pass 2.865 2.829
755 Nainamadama-Iranawila-Chilaw 31.660 31.603
756 Kadawatha By pass 1.800 1.800 Not Surveyed
Access road to Defence Headquarters Pelawatta (From 1.255
757 Denzil Kobbekaduwa Mawatha, Koswatta to Defence
Headquarters Pelawatta) #N/A Not Surveyed
758 Kegalle Bypass 4.400 #N/A Not Surveyed
759 Kelanimulla-Angoda-Koswatta 4.567 #N/A Not Surveyed
ANNEX-2
 Annex 2

Checklist to Assess the Progress of Environmental Safeguard Compliance of Road Development

Projects

Part I: Environmental Approval Process

Description Yes No Non Affective Remarks

Relevant Date
2.1 Submission of Basic Information
Questionnaire (BIQ) to CEA. This mainly
consists of description of the project.
2.2 CEA is categorized the project as follow
 Non – Prescribed Project
(If non prescribed, please answer 2.2.1)
 Prescribed Project
(If prescribed, please answer 2.2.2)
2.2.1 Non prescribed project
2.2.1.1 Pay Administrative payment of CEA
2.2.1.2 Field inspection of CEA at the project site
2.2.1.3 Consents from relevant stakeholders obtained
2.2.1.4 Conditional approval of CEA granted
(If yes, go to Part II)
2.2.2 Prescribed Project
2.2.2.1 Scoping meeting held at the CEA
2.2.2.2 Assessment is determined based on the
severity of impacts from the project. That is
either
(a) Initial Environmental Examination (IEE)
(Please note that, later CEA can recommend
to upgrade the IEE to an EIA based on the
severity of the impacts of the project)
(b) Environmental Impact Assessment (EIA)
2.2.2.3 TOR issued from for the CEA as per the
assessment (either for IEE or EIA)
2.2.2.4 EIA/IEE to be carried out through ESDD if
management request from ESDD as per the
emergency of the project
(If no, answer question 2.2.2.5)
(If yes, answer question 2.2.2.9)
2.2.2.5 Study shall be done by the Project Division
through the consultant (out sourcing)
Next, Draft final EIA/IEE report submitted to
ESDD for review
2.2.2.6 Comments if available, is issued by the ESDD
2.2.2.7 Revised draft final EIA/IEE report submitted to
ESDD by in cooperating the comments
2.2.2.8 If ESDD recommend the report
2.2.2.9 Submission of draft final report to CEA
2.2.2.10 Draft final EIA/IEE report accepted

1
 Description Yes No Non Affective Remarks
Relevant Date
(If CEA issued comments, go to the question
2.2.2.7)
(If accept by the CEA, answer the question
2.2.2.11)
2.2.2.11 Submission required number of copies to CEA
2.2.2.12 First TEC held at the CEA (for stake holders)
2.2.2.13 Comments of TEC received from CEA
2.2.2.14 Draft final report revised as per the TEC
comments and compilation of the Final Report
2.2.2.15 Submission of Final report to ESDD
2.2.2.16 ESDD approved the report as final
(If yes, answer the question 2.2.2.17.
If no, please go back to 2.2.2.14)
2.2.2.17 Submission of final report to CEA
2.2.2.18 CEA accepts the report as Final
(If yes, please answer 2.2.2.19
If no, please go back to 2.2.2.14)
2.2.2.19 Translation of the EIA report to Sinhala and * Not
Tamil Languages * relevant
to IEE
2.2.2.20 Submission of required number of copies of
English, Sinhala and Tamil EIA reports to CEA
(Submission of copies in Sinhala and Tamil
language is not relevant to IEE)
2.2.2.21 Opening of the EIA report for public * Not
comments* relevant
to IEE
2.2.2.22 Second TEC held at CEA
2.2.2.23 Submission of public comments and * Public
comments of TEC by CEA again comme
nts are
not
relevant
to IEE
2.2.2.24 RDA responds to public and TEC comments* * Public
comme
nts are
not
relevant
to IEE
2.2.2.25 CEA accepted RDA response

2.2.2.26 Conditional approval granted by the CEA for

the project (if yes please go to Part II)

2
Part II: Compliance with the conditions laid down in the environmental approval and other
environmental safeguards considerations

(a) Pre-construction phase

Condition to be complied/consideration to be Yes No Not Remarks

addressed relevant

1.1 General

a Incorporating EMP and Environmental

Monitoring Plan (EMoP) into the tender
documents

b Recruitment of staff required for environment

and social safeguards compliance monitoring for
PMU, Supervision Consultant and Contractor

c Intimating the date of commencement of

construction activities to CEA

d Obtaining appropriate insurance coverage to

cover all kind of damages for affected parties
during the construction period of the project.

e Prior approval from the Department of

Archaeology before commencing project
activities

f Prior approval from the Forest Department if the

project area traverses through an area under
their jurisdiction

g Prior approval from the Department of Wildlife

Conservation (DWLC) if the project area traverses
through an area under their jurisdiction

h Prior approval shall be obtained from Agrarian

Department If the project activities involve in
reclamation of paddy lands

i Prior approval from Coastal Conservation

Department if the project area interfere with the
coastal zone

j Prior approval from Marine Environmental

Pollution Control Authority if the project
activities go to the coastal and marine areas

1.2 Hydrology, drainage and irrigation aspects

a Hydrology and drainage study conducted

b Hydrology and drainage study approved by

Irrigation Department and Sri Lanka Land

1
 Reclamation and Development Corporation
(SLLRDC).

c Recommendations of Department of Irrigation,

Provincial Irrigation Department, Department of
Agrarian Development and/or Famers
Organization incorporated/considered in the
detail designs.

d Setting up the baseline status of the water

quality of water bodies within the project area
prior to construction activities of the project and
submission the report to CEA via ESDD

1.3 Sociological aspects

a Conducting awareness programs for stakeholders

and general public about the project and its
impacts

b Conducting a comprehensive survey covering the

entire project area for identifying the buildings,
houses, other structures to be removed due to
project and lands/other properties to be
acquired prior to start any construction work of
the project

c Preparation of project specific entitlement matrix

based on the NIRP in order to determine the
entitlements of the affected persons

d Purchase/ acquired resettlement sites for the

affected persons

e Develop the resettlement sites in order to

resettle the affected persons

f Consultation of relevant stakeholder agencies for

relocating utility facilities (e.g., if the existing
water supply lines are required to change, it
should be done with the consultation of
NWS&DB)

g Giving prior notice for the public about the

disruption of the utility supplies before shifting

h Establishment of Grievance Redress Mechanism

(GRM) under the guidance of ESDD

1.4 Air quality, Noise and vibration

a Preparation of traffic management plan for the

affected area in consultation with the police and
other relevant institutions

2
b Conducting appropriate mathematical noise
model for estimating noise levels at the noise
sensitive receptors in the project impact area and
to determine locations of noise barriers for
lifetime of the expressway

c Conducting the pre-condition survey (crack

survey) covering structures within the corridor
stipulated by CEA/GSMB or Supervision
Consultant

d Preparation of blasting plan

e Conducting test blasting

1.5 Extraction, handling, transportation and storage

of construction material

a Conducting a detailed study to identify potential

locations for extraction of construction materials
(gravel, sand, rocks) in a sustainable manner and
the submission of the report to CEA

b Obtaining valid licenses; Industrial Mining License

(IML) from GSMB and Environmental Protection
License (EPL) from CEA for all blasting, mining
and borrow pits operation

c Preparation of restoration plans for respective

sites

d Consultation of appropriate traffic authorities

for selecting material and equipment
transportation routes

e Obtaining approval for operation of asphalt

plants, crusher plants and concrete batching
plants from CEA

1.6 Disposal of unsuitable material

a Identification waste disposal sites for spoil and

unsuitable materials together with their
capacities and approval should be obtained from
the CEA/Local Authority/SLLRDC prior to disposal

1.7 Biological and ecological aspects

a Establish animal crossing structures in

consultation with the Forest Department,
Department of Wildlife Conservation and ESDD
and incorporation such structures into detail
design

3
b Initiation of identification of suitable roadside
species and establishing plant nurseries or
identification of sources for obtaining suitable
species

1.8 Land use

a Developing land use zoning plans for

interchanges in consultation with the UDA

1.9 Miscellaneous

a Prior approval from CEA should be taken for

establishing vehicle-service stations

b Prior approval of the relevant authorities such as

Local Authorities for Setting up of labour camps,
yards and material storage sites etc…

1.10 Environment Management and Monitoring

a Preparation of Environmental Management

Action Plan (EMAP) based on the EMP and EMoP
given in the IEE/EIA or contract documents and
submission to CEA through ESDD

b Establishing baseline status of environmental

parameters on surface and ground water quality
and ground water level, air quality, noise and
vibration as recommended in EMAP before
commencement of construction activities.

c Conducting ecological survey to identify existing

status of ecological environment and its
behaviour before commencement of
construction activities

d Establishment of environmental and social

safeguards compliance monitoring committee
consisting of ESDD, Project Management Unit,
Supervision Consultant and Contractor.

(b) Construction Phase

Condition to be complied/consideration to be Yes No Not Remarks

addressed relevant

2.1 General

a Maintaining the staff arrangement for

environment and social safeguards compliance
throughout the project

4
b Informing Department of Archaeology through
ESDD if an artefact found within the project area
during the construction stage

2.2 Geology

a Adequate consultation with NBRO and other

relevant organizations with respect to slope
stability, ground subsidence etc… and
incorporation of their comments and suggestions
(If found feasible) to the project

b Proper attention on hazardous conditions due to

adverse weather events and implementing
adequate measures to mitigate the relevant
impacts

2.3 Hydrology, Drainage and irrigation aspects

a Adequate consultation of relevant authorities

and incorporating their comments and
suggestions (If found feasible) to the project

b Proper attention on hazardous conditions due to

adverse weather events and implementing
adequate measures to mitigate the relevant
impacts

2.4 Sociological aspects

a Maintaining Public Complain Register and

recording all complaints received relevant to the
project

b Submission of progress of attending the

complaints to the PMU and ESDD through
monthly progress reports

c Reference to the GRM if complaints cannot be

resolved at the client level

2.5 Extraction, handling, transportation and storage

of construction material

a Renewal of the licenses obtained for all blasting,

mining and borrow pits operation

b Renewal of the licenses obtained for operation of

asphalt plants, crusher plants and concrete
batching plants

c Obtaining relevant valid licenses if new sites are

required for material extraction during
construction phase

5
2.6 Disposal of unsuitable material

a Obtaining relevant approvals if new sites are

required for disposal of material during
construction phase

b Restoration of disposal sites which are already

completed and obtaining a letter of completion
from the relevant land owner

c Frequently monitor and maintain records on

disposal of waste/spoil/unsuitable
material/construction wastes etc. to ensure that
they are disposed only in approved disposal sites
and in compliance with the conditions laid down
by the relevant authorities

2.7 Biological and ecological aspects

a Minimizing clearing of vegetation as much as

possible.

b Conducting replanting program of plants to

compensate trees cut as recommended in the
EMP/EMAP

c Informing Forest Department and Department of

Wildlife Conservation through ESDD if
rare/critically endangered/possibly
extinct/extinct species found within the project
area

d Monitoring effectiveness of animal crossing

structures established with the assistance of
ESDD

2.8 Environment Management and Monitoring

a Implementing of the EMAP under the supervision

of the Supervision Consultant

b Conducting periodic monitoring of environmental

parameters (surface and ground water quality
and ground water level, air quality, noise,
vibration, fauna and flora) as recommended in
EMAP

2.9 Miscellaneous

a Renewal of the approval obtained for vehicle-

service stations and obtaining the licenses if new
stations are required

b Renewal of the approvals obtained for Setting up

of labour camps, yards and material storage sites

6
 etc… and obtaining new approvals if new sites
are required

2.10 Reporting

a Preparation and submission of monthly and bi

annual progress reports on environment and
social safeguards compliance to ESDD and CEA (if
required)

(c) Post Construction Phase

Condition to be complied/consideration to be Yes No Not Remarks

addressed relevant

a Restoration of all sites used for the project to the

status as agreed with the land owner or as
instructed in the relevant license/approval

b Obtaining letter of completion for all restored

sites from particular land owner or authority

c Submission of a list of trees planted, their

locations and species to RDA for further
maintenance

d Conducting monitoring of environmental

parameters (surface and ground water quality
and ground water level, air quality, noise,
vibration, fauna and flora) as recommended in
EMAP

e Submission of completion report on the GRM to

RDA

f Submission of a completion report on

environment and social safeguards compliance to
ESDD

7
ANNEX-3
 I fldgi ( ^I& fPoh - YS% ,xld m%cd;dka;s%l iudcjd§ ckrcfha w;s úfYI .eiÜ m;%h - 2012'12'05 1A

Y%S ,xld m%cd;dka;%sl iudcjd§ ckrcfha .eiÜ m;%h

PART I : SEC. (I) - GAZETTE EXTRAORDINARY OF THE DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA - 05.12.2012

w;s úfYI
The Gazette of the Democratic Socialist Republic of Sri Lanka
EXTRAORDINARY
wxl 1847$32 - 2014 ckjdß ui 29 jeks nodod - 2014'01'29
No. 1847/32 - WEDNESDAY, JANUARY 29, 2014

(Published by Authority)

PART I : SECTION (I) — GENERAL

Government Notifications
L.D.B 24/51 (vi).
THE MOTOR TRAFFIC ACT (CHAPTER 203)

REGULATIONS made by the Minister of Transport under Section 237 read with Section 19 of the Motor Traffic Act,
(Chapter 203).

KUMARA WELGAMA,
Minister of Transport.
Colombo,
21st January, 2014.

Regulation

1. The Motor Traffic (Construction of Vehicles) Regulations 1983 published in the Gazette Extraoridnary No. 248 of
June, 3, 1983, as amended from time to time and last amended by regulation published in Gazette Extraodinary No. 1805/34
of April 11, 2013 are hereby further amended by the repeal of regulation 2 and substitution therefore of the following :-

"2. (1) The dimensions of any motor vehicle shall not exceed the dimensions specified in Column II below in respect
of motor vehicles of the class or description specified in the corresponding entry in Column I :-
LENGTH, WIDTH AND HEIGHT
Column I Column II
Class or description of motor vehicles millimeters
(a) Overall width of the motor vehicle (other than a motor coach) 2,500
(b) Overall width of the motor coach 2,600
(c) Height of motor vehicle (other than a double decked motor coach) 3,800
(d) Height of a double decked motor coach 4,600
(e) Overall length of motor vehicle with two axles other than a motor coach 10,000
(f) Overall length of motor vehicle with more than two axles 11,000
(g) Overall length of motor coach (other than a heavy motor coach) 12,000
(h) Overall length of an articulated vehicle 16,000
(i) Overall length of combination vehicle with one trailer 17,000
(j) Overall length of a heavy motor coach 24,000
This Gazette Extraordinary can be downloaded from www.documents.gov.lk.
2A I fldgi ( ^I& fPoh - YS% ,xld m%cd;dka;s%l iudcjd§ ckrcfha w;s úfYI .eiÜ m;%h - 2014'01'29
PART I : SEC. (I) - GAZETTE EXTRAORDINARY OF THE DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA - 29.01.2014

SCHEDULE (Contd.)
(2) The height of any motor vehicle shall not exceed One Hundred and Sixty Five per cent (165%) of the width.

(3) (a) the axle load of the any motor vehicle shall not exceed the axle load specified in Column II below, in respect
of motor vehicles of the class or description specified in the corresponding entry in Column I :-

AXLE LOAD OF A VEHICLE

Column I Column II
Class or description of motor vehicles Kilogrammes
(i)
Two wheeled single axle 6,000
(ii)
Four wheeled single axle 10,000
(iii)
Four wheeled dual axle 10,000
(iv)Eight wheeled dual axle or any two consecutive axles with 8 wheels where the axle centers are 16,500
not more than 2.45 metres apart
(v) Twelve wheeled triple axle or any three consecutive axles with 12 wheels where the centers of 22,000
the extreme axles are not more than 3.66 metres apart
(b) The Gross Vehicle Weight of any motor vehicle shall not exceed the Gross Vehicle Weight specified in Column
II below in respect of motor vehicles of the description specified in the corresponding entry in Column I :-

GROSS VEHICLE WEIGHT

Column I Column II
Description of motor vehicles Kilogrammes
(i) Motor vehicle with a four wheeled rear axle 15,275
(ii) Motor vehicle with an eight wheeled dual rear axle 21,300
(iii) Articulated or combination vehicle with two wheeled front axle and two wheeled rear axle for 19,900
driving unit and four wheeled axle for trailer
(iv) Articulated or combination vehicle with two wheeled front axle and four-wheeled rear axle 23,500
for driving unit and a four wheeled axle for trailer
(v) Articulated or combination vehicle with two wheeled front axle and four wheeled rear axle 29,800
for driving unit and eight wheeled dual axle for trailer
(vi) Articulated or combination vehicle with two wheeled front axle and eight wheeled dual rear 30,400
axle for driving unit and four wheeled axle for trailer
(vii) Articulated or combination vehicle with two wheeled front axle and four wheeled rear axle 33,900
for driving unit and twelve wheeled triple axle for trailer
(viii) Articulated or combination vehicle with two wheeled front axle and eight wheeled dual rear 36,700
axle for driving unit and eight wheeled dual axle for trailer
(ix) Articulated or combination vehicle with two wheeled front axle and four wheeled dual rear 31,200
axle for driving unit and twelve wheeled triple axle for trailer
(x) Articulated or combination vehicle with two wheeled front axle and eight wheeled dual rear 42,500"
axle for driving unit and twelve wheeled triple axle for trailer
(2) The regulations published in Gazette Extraordinary No. 1380/14 of February 16, 2005 and No. 1726/12 of October
5, 2011 are hereby rescined.
02 - 309
PRINTED AT THE DEPARTMENT OF GOVERNMENT PRINTING, SRI LANKA.
ANNEX-4
 ANNEX-4
Table 1 - Observed Vs Modeled Volumes at Survey Locations
Traffic in PCU per day 2017 Traffic in PCU per day 2017
Distirct Link Distirct Link
Actual Model Actual Model
Colombo A000-080 48,406 41,373 N'Eliya A007-100 7,775 7,030
Colombo A000-120 84,310 96,298 N'Eliya A007-120 5,283 6,341
Colombo A001-160A 110,540 113,050 Kalutara A008-010F 21,537 26,618
Gampaha A001-260C 37,078 29,647 Kalutara A008-110 7,606 8,527
Gampaha A001-360 37,844 28,738 Ratnapura A008-140A 9,910 8,581
Kegalle A001-390 33,275 34,793 Kandy A009-070B 26,058 26,392
Kandy A001-520 34,438 26,016 Kandy A009-100 13,383 13,844
Kandy A001-600B 23,049 19,154 Matale A009-190 13,269 17,564
Colombo A002-190 55,270 56,007 AnuradhapuraA009-250 7,836 10,665
Colombo A002-220 81,329 62,836 AnuradhapuraA009-300 8,733 12,870
Kalutara A002-280B 61,192 50,813 AnuradhapuraA009-370 7,871 11,753
Kalutara A002-310A 18,088 19,869 Vavuniya A009-420 6,721 9,745
Galle A002-380 13,443 15,485 Kilinochchi A009-440 12,348 8,744
Galle A002-390A 15,586 13,172 Jaffna A009-460 8,961 9,022
Galle A002-470 18,775 16,846 Jaffna A009-470 7,418 10,034
Matara A002-590A 19,774 21,104 Jaffna A009-530 11,367 9,723
Matara A002-640B 27,050 21,297 Kandy A010-030 19,155 17,208
Hambantota A002-770B 19,902 20,650 Kurunegala A010-080 13,622 15,319
Monaragala A002-880 9,877 11,811 Puttalam A010-240A 7,768 7,019
Gampaha A003-070A 72,877 66,675 PolonnaruwaA011-040 12,843 16,074
Gampaha A003-130 52,760 50,184 PolonnaruwaA011-100B 21,315 17,197
Gampaha A003-220 39,130 39,526 PolonnaruwaA011-110 8,221 11,752
Puttalam A003-260 27,558 22,389 Batticaloa A011-120 6,930 8,967
Puttalam A003-340A 16,117 22,664 AnuradhapuraA012-220 3,936 4,824
Colombo A004-280 57,812 57,186 AnuradhapuraA013-020A 8,271 8,957
Colombo A004-360A 61,850 52,416 Mannar A014-080 5,701 9,726
Colombo A004-450 29,818 28,368 Trincomalee A015-150 12,137 3,992
Colombo A004-470B 20,836 17,809 Badulla A016-030 6,225 9,151
Ratnapura A004-500 18,439 20,273 Badulla A016-070 11,842 12,829
Badulla A004-640 1,751 2,850 Galle A017-010C 6,108 6,359
Monaragala A004-660 7,752 9,252 Matara A017-030 4,674 5,965
Monaragala A004-680 10,277 10,473 Ratnapura A018-010A 15,947 12,981
Monaragala A004-700 6,349 10,092 Ratnapura A018-020 14,574 13,471
Ampara A004-740 5,323 7,767 Ratnapura A018-030 11,108 8,675
Batticaloa A004-810 16,359 13,831 Kurunegala A019-030A 7,282 5,531
Batticaloa A004-880 12,976 13,965 Kegalle A021-020B 3,972 5,844
Kandy A005-070 19,508 16,385 Badulla A022-010 2,055 1,375
Kandy A005-130 7,794 8,496 Badulla A023-010 4,733 6,062
Badulla A005-270 3,315 4,093 Matara A024-020 9,499 10,343
Badulla A005-320 3,866 4,350 Monaragala A025-010 2,839 4,500
Batticaloa A005-400 4,948 2,939 Ampara A027-070 8,841 5,210
Kurunegala A006-010B 17,280 22,516 AnuradhapuraA028-040 11,705 15,742
Kurunegala A006-010B 17,645 22,516 Kurunegala A028-090 14,182 20,854
Kurunegala A006-130A 18,893 18,428 Vavuniya A029-030 3,034 1,379
Kurunegala A006-130B 20,167 18,756 AnuradhapuraA029-040 2,054 1,379
Matale A006-160B 22,945 22,103 Vavuniya A030-030 4,582 759
Matale A006-210 11,660 12,961 Ampara A031-040 7,563 5,953
PolonnaruwaA006-220 13,543 12,961 Gampaha A033-020B 17,409 19,877
PolonnaruwaA006-230A 7,437 7,709 Gampaha A033-110A 24,662 26,938
PolonnaruwaA006-230A 4,984 7,709 Mullaitivu A034-010 3,083 4,125
Trincomalee A006-240 6,311 10,488 Mullaitivu A035-010 5,465 12
Trincomalee A006-270B 10,834 14,404 Ampara AB01-010 6,083 5,296
Ratnapura A007-030 19,557 17,424 Ampara AB01-020 1,706 1,155
1
Table 2 - Observed Vs Modeled Volumes at Survey Locations (Cont…..)

Traffic in PCU per day 2017 Traffic in PCU per day 2017
Distirct Link Distirct Link
Actual Model Actual Model
Gampaha AB04-010 43,649 40,257 Monaragala B202-010 5,597 5,583
Colombo AB10-040A 31,380 36,053 Colombo B204-010 23,385 22,773
Colombo AB10-040B 35,841 31,628 Gampaha B208-010B 18,758 18,606
Colombo AB11-010A 47,189 39,004 Colombo B216-010A 25,719 23,254
Kandy AB13-060 9,024 10,625 Colombo B216-010E 19,832 25,227
Colombo AB15-030 40,512 40,818 Kalutara B224-010E 5,766 5,288
Colombo AB15-040A 41,725 32,123 Colombo B229-020 33,686 28,047
Jaffna AB19-030 3,742 5,099 Colombo B232-020B 27,583 22,407
Jaffna AB24-010 6,124 3,577 Colombo B240-030B 19,905 26,186
Jaffna AB31-030 2,351 3,064 Kurunegala B243-010 11,548 17,111
Jaffna AB39-030 2,220 3,343 Kurunegala B244-010 4,775 2,232
Jaffna AB42-030B 26,232 28,162 Kurunegala B247-050 18,668 26,616
PolonnaruwaAB44-060 7,954 10,885 Galle B248-030 5,099 6,142
Ampara B001-020A 7,332 4,468 Colombo B263-010C 46,768 42,601
Batticaloa B018-020A 1,979 2,784 Kurunegala B272-020 11,795 5,771
Ratnapura B034-010 1,802 2,712 Matara B275-010 17,075 14,598
Ratnapura B038-010B 22,243 19,251 Kegalle B278-010B 12,881 10,499
Badulla B044-020A 6,215 5,772 Kegalle B279-010 2,452 3,966
Colombo B047-020 35,235 43,480 Ratnapura B286-020 1,902 947
Hambantota B054-010A 10,241 7,003 PolonnaruwaB287-010 8,874 6,150
Badulla B057-010 4,031 6,214 Gampaha B288-040 20,258 17,105
Gampaha B058-010I 18,915 17,092 Colombo B295-020 26,331 30,044
Kurunegala B065-010 3,300 2,232 Mullaitivu B296-010 1,227 537
Kalutara B068-030 4,119 6,126 Kurunegala B300-010 6,999 6,148
Kurunegala B079-020 8,743 5,681 Kurunegala B308-020 28,158 24,794
Colombo B084-150B 16,846 17,668 Kurunegala B308-050 15,695 18,896
Colombo B084-150F 11,587 13,477 Kurunegala B308-060 15,263 11,895
Kandy B091-020 3,009 1,320 Kalutara B310-010 4,009 5,798
Colombo B094-040 27,309 28,928 Gampaha B322-050 15,997 20,097
Colombo B094-050B 30,444 29,926 Gampaha B324-040 14,543 17,251
Hambantota B101-020B 6,131 7,800 Gampaha B324-070B 17,504 17,681
Hambantota B101-020B 7,253 7,800 N'Eliya B328-020 1,066 1,143
Kegalle B110-010 4,910 4,006 N'Eliya B332-050 5,860 8,439
Galle B114-020A 2,188 1,971 Batticaloa B333-010 2,498 3,084
Colombo B120-010 27,180 22,443 Mullaitivu B334-010 1,223 182
Colombo B123-020D 9,829 10,731 Batticaloa B337-010A 1,832 2,293
Kandy B125-010 6,046 5,053 Ratnapura B339-010 945 856
Galle B128-050A 9,813 6,795 Kurunegala B356-010 12,458 18,918
Kegalle B136-010 1,068 1,412 Kandy B364-020 3,824 5,381
Hambantota B141-020B 11,276 7,661 Colombo B368-020 41,187 37,076
Matara B142-010 8,047 10,562 Jaffna B371-020A 1,015 1,035
Hambantota B142-020 6,167 7,575 Puttalam B379-010 238 473
Galle B143-030 6,532 8,117 Gampaha B382-010B 14,371 15,082
Gampaha B146-030 17,187 20,487 Kegalle B384-020A 2,494 1,028
N'Eliya B149-010A 6,910 4,596 Hambantota B387-010B 2,021 1,818
Gampaha B152-010 34,623 26,487 N'Eliya B406-010 510 477
Galle B153-030 6,654 9,868 Kurunegala B409-020 7,423 3,373
Galle B156-020 2,094 2,551 Matale B409-030 4,360 4,940
Kalutara B157-020 15,697 16,362 Hambantota B410-010A 4,706 4,147
Kalutara B157-100G 8,478 7,136 Kandy B413-020 4,532 5,615
Gampaha B168-010B 23,806 26,814 Matara B415-020 4,002 3,462
Colombo B174-010A 21,821 16,735 Puttalam B419-040 15,251 16,644
Matale B180-020 2,622 3,135 Ratnapura B421-010 7,032 7,585

2
Table 2 - Observed Vs Modeled Volumes at Survey Locations (Cont…..)

Traffic in PCU per day 2017

Distirct Link
Actual Model
Matale B423-060 2,264 1,768
Trincomalee B424-090A 16,096 8,441
Kurunegala B432-030 4,552 6,632
Colombo B435-040 36,215 28,728
Colombo B435-060B 26,226 30,402
Gampaha B445-020B 17,448 16,922
Gampaha B445-030 17,520 22,063
Gampaha B445-070 5,515 6,727
Kalutara B449-010A 5,249 5,373
Galle B454-010 4,649 2,930
Gampaha B456-010 4,617 6,262
Kegalle B457-010B 4,220 3,497
Matale B461-010 872 580
Kandy B462-020 4,311 4,463
Hambantota B463-010A 5,051 4,495
Matara B465-010A 2,130 2,907
Kurunegala B475-020 2,400 2,995
Hambantota B485-010B 2,652 2,794
N'Eliya B492-020 5,014 4,887
PolonnaruwaB502-020 4,178 6,215
Kandy B506-010 3,935 1,744
Ampara B517-010 2,582 1,354
Monaragala B528-010 1,127 1,069
Matara B536-020 3,214 4,834
Kandy B537-010 5,713 7,502
Kegalle B539-010 4,039 1,929
Trincomalee B541-010A 6,632 3,138
Hambantota B548-010A 5,633 7,026
Ratnapura B549-010 6,947 6,323
Hambantota B562-010B 3,057 1,277
Hambantota B563-020 5,830 8,149
Kurunegala B568-010 1,615 1,211
Kalutara B584-010 2,965 1,587
Hambantota B587-010 3,146 4,257
Gampaha B597-020 7,006 4,257
Matale B615-020 4,303 4,730
PolonnaruwaB617-010 2,243 3,365
Matara B636-010 4,427 5,682
Puttalam B640-010 3,111 4,923
Galle EXSTDP-05 17,461 17,550
Matara EXSTDP-09 8,890 11,816

3
Table 3 – Traffic Analysis Zones

TAZ DSD District Province

Seq. Name Seq. Name Code Seq. Name Seq. Name
1 Sammanthranapura
2 Mattakkuliya
3 Modara
4 Madampitiya
5 Mahawatta
6 Aluthmawatha
7 Lunupokuna
8 Bloemendhal
9 Kotahena East
10 Kotahena West
11 Kochchikade North
12 Jinthupitiya
13 Masangasweediya
14 New Bazaar
15 Grandpass South
16 Grandpass North
17 Nawagampura
18 Maligawatta East 1 Colombo 11003
19 Khettarama
20 Aluthkade East
21 Aluthkade West
22 Kochchikade South
23 Pettah
24 Fort
25 Galle Face
D1 Colombo P1 Western
26 Slave Island
27 Hunupitiya
28 Suduwella
29 Keselwatta
30 Panchikawatta
31 Maligawatta West
32 Maligakanda
33 Maradana
34 Ibbanwala
35 Wekanda
36 Wadulla
37 Halmulla
38 Orugodawatta
39 Kuda Buthgamuwa
40 Ambathale
41 Kotikawatta East 2 Kolonnawa 11006
42 Wellampitiya
43 Kolonnawa
44 Singhapura
45 Mulleriyawa South
46 Maligagodella
47 Welivita
48 Raggahawatta
3 Kaduwela 11009
49 Kaduwela
50 Pahala Bomiriya

4
 TAZ DSD District Province
Seq. Name Seq. Name Code Seq. Name Seq. Name
51 Ihala Bomiriya
52 Nawagamuwa
53 Thalahena North
54 Malabe North
55 Thunadahena
56 Korathota
57 Nawagamuwa South
58 Ranala
59 Dedigamuwa
60 Shanthalokagama
61 Malabe West
62 Thalangama North B
63 Muttettugoda
64 Thalangama North A
65 Walpola 3 Kaduwela 11009
66 Kalapaluwawa
67 Subhoothipura
68 Udumulla
69 Battaramulla North
70 Batapotha
71 Pothuarawa
72 Hokandara North
73 Athurugiriya
74 Thaldiyawala
75 Hokandara East
D1 Colombo P1 Western
76 Evarihena
77 Kumaragewatta
78 Aruppitiya
79 Rajamalwatta
80 Jalthara
81 Meegasmulla
82 Meegoda North
83 Habarakada Watta
84 Homagama West
85 Galavilawatta North
86 Homagama Town
87 Pitipana Town 4 Homagama 11012
88 Kurunduwatta
89 Mawathgama
90 Niyandagala
91 Kithulhena
92 Diyagama East
93 Kirigampamunuwa
94 Undurugoda
95 Bollathawa
96 Manakada
97 Weralupitiya
5 Seethawaka 11015
98 Avissawella
99 Eswatta South
100 Ihala Kosgama North

5
 TAZ DSD District Province
Seq. Name Seq. Name Code Seq. Name Seq. Name
101 Akaravita
102 Kiriwandala South
103 Puwakpitiya South
104 Kadugoda North
5 Seethawaka 11015
105 Walawwatta
106 Niripola
107 Weragolla South
108 Koodaluvila
109 Pinnawala North
110 Waga East
111 Halpe
112 Pitumpe South 6 Padukka 11018
113 Padukka
114 Angamuwa
115 Madulawa South
116 Mirihana South
Thalawathugoda
117
West
118 Kottawa East
119 Rukmale West
120 Depanama
121 Polwatta
122 Thalapathpitiya
123 Pathiragoda
124 Dambahena 7 Maharagama 11021
125 Pannipitiya North D1 Colombo P1 Western
126 Kottawa West
127 Malapalla West
128 Maharagama Town
129 Godigamuwa South
130 Wattegedara
131 Navinna
132 Wijerama
133 Jambugasmulla
134 Obsekarapura
135 Welikada East
136 Nawala West
137 Koswatta Sri
138 Ethulkotte West Jayawar
8 11024
139 Pitakotte East danapura
140 Pitakotte Kotte
141 Nugegoda West
142 Pagoda East
143 Gangodavila South
144 Kollupitiya
145 Bambalapitiya
146 Kurunduwatta 1
147 Kurunduwatta 2 9 Thimbirigasyaya 11027
148 Kurunduwatta 3
149 Kurunduwatta 4
150 Kuppiyawatta West

6
 TAZ DSD District Province
Seq. Name Seq. Name Code Seq. Name Seq. Name
151 Kuppiyawatta East
152 Dematagoda
153 Wanathamulla
154 Borella North
155 Borella South
156 Gothamipura
157 Narahenpita
158 Thimbirigasyaya 1
159 Thimbirigasyaya 2 9 Thimbirigasyaya 11027
160 Milagiriya
161 Havelock Town
162 Kirula
163 Kirulapone
164 Wellawatta North
165 Wellawatta South
166 Pamankada West
167 Pamankada East
168 Sri Saranankara
169 Dutugemunu
170 Kalubovila
171 Galwala 10 Dehiwala 11030
172 Udyanaya
173 Malwatta
174 Kawdana East
175 Mount Lavinia
D1 Colombo P1 Western
176 Kawdana West
177 Wathumulla
178 Attidiya North
179 Attidiya South 11 Ratmalana 11031
180 Piriwena
181 Wedikanda
182 Rathmalana West
183 Kandawala
184 Angulana North
185 Kaldemulla
186 Thelawala North
187 Lakshapathiya North
188 Uyana South
189 Rawathawatta South
190 Kuduwamulla
191 Katubedda
12 Moratuwa 11033
192 Kadalana
193 Uswatta
194 Indibedda West
195 Moratumulla East
196 Villorawatta East
197 Koralawella North
198 Katukurunda North
199 Egoda Uyana North
200 Pepiliyana West 13 Kesbewa 11036

7
 TAZ DSD District Province
Seq. Name Seq. Name Code Seq. Name Seq. Name
Boralesgamuwa West
201
A
202 Rattanapitiya
203 Werahera North
204 Neelammahara
205 Vishwakalawa
206 Niwanthidiya
207 Erewwala West
208 Rathmaldeniya
209 Mahalwarawa
210 Pelenwatta East
13 Kesbewa 11036 D1 Colombo
211 Paligedara
212 Bokundara
213 Wewala West
214 Mavittara North
215 Kolamunna
216 Batakettara North
217 Kesbewa North
218 Makandana East
219 Batakettara South
220 Halpita
221 Jamburaliya
222 Kammalthura
223 Pallansena North
224 Kochchikade
225 Pallansena South P1 Western
226 Daluwakotuwa
227 Palangathure
228 Ettukala
229 Daluwakotuwa East
230 Kattuwa
231 Dalupatha East 14 Negombo 12003
232 Wella Weediya
233 Periyamulla
234 Angurukaramulla
235 Munnakkaraya North
236 Doowa D2 Gampaha
237 Thaladoowa
238 Bolawalana
239 Kurana West
240 Thalahena
241 Muruthana
242 Welihena North
243 Welihena South
244 Ihala Kandawala
245 Andiambalama West
15 Katana 12006
246 Evariwatta
247 Air Force Camp
248 Katunayaka North
249 Walanagoda
250 Liyanagemulla North

8
 TAZ DSD District Province
Seq. Name Seq. Name Code Seq. Name Seq. Name
251 Raddolugama North A
252 Seeduwa
15 Katana 12006
253 Dambaduraya
254 Ambalammulla
255 Andimulla
256 Godigamuwa West
257 Polwatta 16 Divulapitiya 12009
258 Diklanda
259 Kudagammana
260 Nalla
261 Pirisyala
Bothale Pahalagama
262
North
263 Purana Meerigama
264 Thawalampitiya
265 Halugama Pahala
266 Thilinagama
17 Mirigama 12012
267 Indiparape
268 Uduulla
269 Gaspe
270 Kal/ Pallewela
271 Borukgamuwa West
272 Pallewela
273 Uthuwanbogahawatta
274 Galgamuwa West
275 Nilpanagoda South D2 Gampaha P1 Western
276 Galkanda
277 Minuwangoda East
278 Medemulla South
279 Yatiyana
280 Minuwangoda West Minuwa-
18 12015
281 Balabowa goda
282 Pethiyagoda North
283 Wattegedara
284 Galloluwa East
285 Mathammana
286 Dombawala
287 Pamunugama
288 Mangulpokuna
289 Pattiyawala
290 Horapethuduwa 19 Wattala 12018
291 Palliyawatta North
292 Mabola
293 Evariwatta
294 Mahawatta
295 Dandugama
296 Thudella West
297 Bandigoda 20 Ja-Ela 12021
298 Wewala
299 Hapugoda West
300 Batuwatta West

9
 TAZ DSD District Province
Seq. Name Seq. Name Code Seq. Name Seq. Name
301 Walpola East
302 Jayasrigama 20 Ja-Ela 12021
303 Thewatta
304 Makevita North
305 Pahalagama
306 Ihalagama West
Gampaha Aluthgama
307
North
308 Karanayakamulla
Aluthgama
309
Bogamuwa North
310 Weediyawatta
Keselwathugoda
311
North
312 Bendiyamulla North
313 Medagama IV
21 Gampaha 12024
314 Oruthota South
315 Horagolla North
316 Midellavita
317 Moragoda 1
318 Bendiyamulla East
319 Yakkala West
320 Henarathgoda
321 Mahena
322 Mudungoda North
Ihala Imbulgoda
323
South
324 Embaraluwa North 2
325 Weliweriya West D2 Gampaha P1 Western
326 Eluwapitiya West
327 Hiripitiya West
328 Udammita
329 Magalegoda
Ranpokunagama A
330
Zone
22 Attanagalla 12027
331 Thihariya North
332 Mudagamuwa
333 Pitiyegedara
334 Godagama West
Deenapamunuwa
335
West
336 Maryland Colony
Bandaranayakapura
337
West
338 Diyawala North
339 Udagama
23 Dompe 12030
340 Parakadamulla
341 Mandawala South
342 Pepiliyawala
343 Dekatana
344 Dompe
345 Kimbulgoda
346 Yongammulla
347 Aramangoda North
24 Mahara 12033
348 Aramangoda
349 Kirikitta West
350 Webada South

10
 TAZ DSD District Province
Seq. Name Seq. Name Code Seq. Name Seq. Name
351 Kirillawala North
352 Sooriyapaluwa North
353 Sooriyapaluwa East
24 Mahara 12033
Pahala
354
Karagahamuna West
355 Pinnameda West
356 Welegoda
357 Eriyawetiya
358 Kiribathgoda
Thalawathuhenpita
359
South
360 Wanawasala West 25 Kelaniya 12036 D2 Gampaha
361 Dippitigoda
362 Pattiya East
363 Meegahawatta
364 Wedamulla
365 Polhena
366 Pahala Biyanvila East
367 Kammalwatta
368 Makola South Pahala
26 Biyagama 12039
369 Gonawala East
370 Heiyanthuduwa West
371 Gonawala Central
372 Horethuduwa North
373 Gorakana
374 Paratta West
375 Paratta P1 Western
376 Henamulla
377 Walana North
378 Walana
379 Udahamulla
380 Malamulla West
27 Panadura 13003
381 Sagara Place
382 Walapala Pattiya
383 Walapala
384 Eluvila
385 Moravinna
386 Narampitiya D3 Kalutara
387 Thalpitiya North
388 Wadduwa West
389 Molligoda
390 Kidelpitiya West
391 Newdawa
392 Aluthgama
393 Kothalawala
394 Veedagama East
28 Bandaragama 13006
395 Alubomulla East
396 Kuda Aruggoda East
397 Miriswatta
398 Pamunugama
399 Kolamediriya North
400 Kotigamgoda 29 Horana 13009

11
 TAZ DSD District Province
Seq. Name Seq. Name Code Seq. Name Seq. Name
401 Thalagala East
402 Olaboduwa North
403 Godigamuwa East
404 Kuda Uduwa
405 Batuvita North
406 Meemana
407 Kirigalahena 29 Horana 13009
408 Munagama East
409 Gal Edandugoda
410 Munagama West
411 Horana South
412 Halthotiyawatta
413 Wewala East
414 Menerigama
30 Ingiriya 13010
415 Kekuladola
416 Ihala Naragala
417 Amaragedara North 31 Bulathsinhala 13012
418 Galahena
419 Ilimba
32 Madurawala 13015
420 Hallankanda
421 Gungamuwa
422 Deldorawatta
33 Millaniya 13018
423 Kennanthudawa
424 Galpatha West
425 Mestiya
Pohoddaramulla
426
West
D3 Kalutara P1 Western
427 Ariyagama
428 Pothupitiya South
Kuda Waskaduwa
429
West
Mahawaskaduwa 34 Kalutara 13021
430
South
431 Thekkawatta
432 Kalutara North
433 Thotupala
434 Akkaragoda
435 Kalamulla North
436 Nagoda West
437 Kuda Payagala North
438 Mehimulla
439 Mahagammedda
440 Diyalagoda
441 Kapugoda
442 Idiriligoda 35 Beruwala 13024
443 Akkaragoda
444 Paranakade
445 Kankanamgoda
446 Pinhena
447 Hettimulla
448 Koholana North
449 Pelapitiyagoda
36 Dodangoda 13027
Dodangoda East -
450
North

12
 TAZ DSD District Province
Seq. Name Seq. Name Code Seq. Name Seq. Name
451 Iddagoda West
452 Bopitiya East
37 Mathugama 13030
453 Naravila
454 Henpita
455 Girikola
38 Agalawatta 13033
456 Pinnagoda D3 Kalutara P1 Western
457 Kosgulana
458 Ilukpatha 39 Palindanuwara 13036
459 Batahena
460 Pannila South
40 Walallavita 13039
461 Meegahathenna

13
TAZ DSD District Province
Seq. Seq. Name Code Seq. Name Seq. Name
462 41 Thumpane 21003
463 42 Poojapitiya 21006
464 43 Akurana 21009
465 44 Pathadumbara 21012
466 45 Panvila 21015
467 46 Udadumbara 21018
468 47 Minipe 21021
469 48 Medadumbara 21024
470 49 Kundasale 21027
471
472
473
474
475
476 Kandy Four Gravets &
50 21030
477 Gangawata Korale
D4 Kandy
478
479
480
481 P2 Central
482
483
51 HaRODISpattuwa 21033
484
485 52 Hatharaliyadda 21034
486 53 Yatinuwara 21036
487 54 Udunuwara 21039
488 55 Doluwa 21042
489 56 Pathahewaheta 21045
490 57 Delthota 21048
491 58 Udapalatha 21051
492 59 Ganga Ihala Korale 21054
493 60 Pasbage Korale 21057
494 61 Galewela 22003
495 62 Dambulla 22006
496 63 Naula 22009
497 64 Pallepola 22012 D5 Matale
498 65 Yatawatta 22015
499 66 Matale 22018
500 67 Ambanganga Korale 22021

14
TAZ DSD District Province
Seq. Seq. Name Code Seq. Name Seq. Name
501 68 Laggala-Pallegama 22024
502 69 Wilgamuwa 22027
D5 Matale
503 70 Rattota 22030
504 71 Ukuwela 22033
505 72 Kothmale 23003 P2 Central
506 73 Hanguranketha 23006
Nuwara
507 74 Walapane 23009 D6
Eliya
508 75 Nuwara Eliya 23012
509 76 Ambagamuwa 23015
510 77 Benthota 31003
511 78 Balapitiya 31006
512 79 Karandeniya 31009
513 80 Elpitiya 31012
514 81 Niyagama 31015
515 82 Thawalama 31018
516 83 Neluwa 31021
517 84 Nagoda 31024
518 85 Baddegama 31027
519 86 Welivitiya-Divithura 31030 D7 Galle
520 87 Ambalangoda 31033
521 88 Gonapeenuwala 31034
522 89 Hikkaduwa 31036
523 90 Galle Four Gravets 31039
524 91 Bope-Poddala 31042
525 92 Akmeemana 31045
526 93 Yakkalamulla 31048
527 94 Imaduwa 31051
528 95 Habaraduwa 31054
529 96 Pitabeddara 32003
530 97 Kotapola 32006 P3 Southern
531 98 Pasgoda 32009
532 99 Mulatiyana 32012
533 100 Athuraliya 32015
534 101 Akuressa 32018
535 102 Welipitiya 32021
536 103 Malimbada 32024
D8 Matara
537 104 Kamburupitiya 32027
538 105 Hakmana 32030
539 106 Kirinda Puhulwella 32033
540 107 Thihagoda 32036
541 108 Weligama 32039
542 109 Matara Four Gravets 32042
543 110 Devinuwara 32045
544 111 Dickwella 32048
545 112 Sooriyawewa 33003
546 113 Lunugamvehera 33006
547 114 Thissamaharama 33009
D9 Hambantota
548 115 Hambantota 33012
549 116 Ambalantota 33015
550 117 Angunakolapelessa 33018

15
TAZ DSD District Province
Seq. Seq. Name Code Seq. Name Seq. Name
551 118 Weeraketiya 33021
552 119 Katuwana 33024
553 120 Walasmulla 33025
D9 Hambantota P3 Southern
554 121 Okewela 33027
555 122 Beliatta 33030
556 123 Tangalle 33033
557 124 Island North (Kayts) 41003
558 125 Karainagar 41004
559 126 Valikamam West (Chankanai) 41006
Valikamam South -West
560 127 41009
(Sandilipay)
561 128 Valikamam North 41012
562 129 Valikamam South (Uduvil) 41015
563 130 Valikamam East (Kopay) 41018
D10 Jaffnai
564 131 Vadamaradchi South-west 41021
565 132 Vadamaradchi East 41024
566 133 Vadamaradchi North (Pointpedro) 41027
567 134 Thenmaradchi (Chavakachcheri) 41030
568 135 Nallur 41033
569 136 Jaffna 41036
570 137 Island South (Velanai) 41039
571 138 Delf 41042
572 139 Mannar Town 42003
573 140 Manthai West 42006 P4 Northern
574 141 Madhu 42009 D11 Mannar
575 142 Nanaddan 42012
576 143 Musalai 42015
577 144 Vavuniya North 43003
578 145 Vavuniya South 43006
D12 Vavuniya
579 146 Vavuniya 43009
580 147 Vengalacheddikulam 43012
581 148 Thunukkai 44003
582 149 Manthai East 44006
583 150 Puthukudiyiruppu 44009
D13 Mulativu
584 151 Oddusuddan 44012
585 152 Maritimepattu 44015
586 153 Welioya 44018
587 154 Pachchilaipalli 45003
588 155 Kandavalai 45006
D14 Kilinochchi
589 156 Karachchi 45009
590 157 Poonakary 45012
591 158 Koralai Pattu North (Vaharai) 51003
592 159 Koralai Pattu Central 51004
593 160 Koralai Pattu West (Oddamavadi) 51006
594 161 Koralai Pattu (Valachchenai) 51009
595 162 Koralai Pattu South (Kiran) 51010
D15 Batticaloa P5 Eastern
596 163 Eravur Pattu 51012
597 164 Eravur Town 51015
598 165 Manmunai North 51018
599 166 Manmunai West 51021
600 167 Kattankudy 51024

16
TAZ DSD District Province
Seq. Seq Name Code Seq. Name Seq. Name
601 168 Manmunai Pattu (Araipattai) 51027
602 169 Manmunai South-West 51030
D15 Batticaloa
603 170 Porativu Pattu 51033
604 171 Manmunai South & Eruvil Pattu 51036
605 172 Dehiattakandiya 52003
606 173 Padiyathalawa 52006
607 174 Mahaoya 52009
608 175 Uhana 52012
609 176 Ampara 52015
610 177 Navithanveli 52016
611 178 Samanthurai 52018
612 179 Kalmunai Tamil Division 52021
613 180 Kalmunai 52024
614 181 Sainthamarathu 52025
D16 Ampara
615 182 Karaitheevu 52027
616 183 Ninthavur 52030
617 184 Addalachchenai 52033
618 185 Irakkamam 52034 P5 Eastern
619 186 Akkaraipattu 52036
620 187 Alayadiwembu 52039
621 188 Damana 52042
622 189 Thirukkovil 52045
623 190 Pothuvil 52048
624 191 Lahugala 52051
625 192 Padavi Sri Pura 53003
626 193 Kuchchaveli 53006
627 194 Gomarankadawala 53009
628 195 Morawewa 53012
629 196 Trincomalee Town and Gravets 53015
630 197 Thambalagamuwa 53018 D17 Trincomalee
631 198 Kanthale 53021
632 199 Kinniya 53024
633 200 Muttur 53027
634 201 Seruvila 53030
635 202 Verugal/ Echchilampattai 53033
636 203 Giribawa 61003
637 204 Galgamuwa 61006
638 205 Ehetuwewa 61009
639 206 Ambanpola 61012
640 207 Kotavehera 61015
641 208 Rasnayakapura 61018
642 209 Nikaweratiya 61021
643 210 Maho 61024 D18 Kurunegala P6 North West
644 211 Polpithigama 61027
645 212 Ibbagamuwa 61030
646 213 Ganewatta 61033
647 214 Wariyapola 61036
648 215 Kobeigane 61039
649 216 Bingiriya 61042
650 217 Panduwasnuwara West 61045

17
TAZ DSD District Province
Seq. Seq Name Code Seq. Name Seq. Name
651 218 Panduwasnuwara East 61048
652 219 Bamunakotuwa 61049
653 220 Maspotha 61051
654 221 Kurunegala 61054
655 222 Mallawapitiya 61057
656 223 Mawathagama 61060
657 224 Rideegama 61063
658 225 Weerambugedara 61066 D18 Kurunegala
659 226 Kuliyapitiya East 61069
660 227 Kuliyapitiya West 61072
661 228 Udubaddawa 61075
662 229 Pannala 61078
663 230 Narammala 61081
664 231 Alawwa 61084
665 232 Polgahawela 61087
666 233 Kalpitiya 62003 P6 North West
667 234 Vanathavilluwa 62006
668 235 Karuwalagaswewa 62009
669 236 Nawagattegama 62012
670 237 Puttalam 62015
671 238 Mundel 62018
672 239 Mahakumbukkadawala 62021
673 240 Anamaduwa 62024
D19 Puttalam
674 241 Pallama 62027
675 242 Arachchikattuwa 62030
676 243 Chilaw 62033
677 244 Madampe 62036
678 245 Mahawewa 62039
679 246 Nattandiya 62042
680 247 Wennappuwa 62045
681 248 Dankotuwa 62048
682 249 Padaviya 71003
683 250 Kebithigollewa 71006
684 251 Medawachchiya 71009
685 252 Mahavilachchiya 71012
686 253 Nuwaragam Palatha Central 71015
687 254 Rambewa 71018
688 255 Kahatagasdigiliya 71021
689 256 Horowpothana 71024
690 257 Galenbindunuwewa 71027
691 258 Mihinthale 71030 D20 Anuradhapura P7 North Central
692 259 Nuwaragam Palatha East 71033
693 260 Nachchadoowa 71036
694 261 Nochchiyagama 71039
695 262 Rajanganaya 71042
696 263 Thambuttegama 71045
697 264 Thalawa 71048
698 265 Thirappane 71051
699 266 Kekirawa 71054
700 267 Palugaswewa 71057

18
TAZ DSD District Province
Seq. Seq. Name Code Seq. Name Seq. Name
701 268 Ipalogama 71060
702 269 Galnewa 71063 D20 Anuradhapura
703 270 Palagala 71066
704 271 Hingurakgoda 72003
705 272 Medirigiriya 72006
P7 North Central
706 273 Lankapura 72009
707 274 Welikanda 72010 D21 Polonnaruwa
708 275 Dimbulagala 72012
709 276 Thamankaduwa 72015
710 277 Elahera 72018
711 278 Mahiyanganaya 81003
712 279 Rideemaliyadda 81006
713 280 Meegahakivula 81009
714 281 Kandaketiya 81012
715 282 Soranathota 81015
716 283 Passara 81018
717 284 Lunugala 81019
718 285 Badulla 81021 D22 Badulla
719 286 Hali-Ela 81024
720 287 Paranagama 81027
721 288 Welimada 81030
722 289 Bandarawela 81033
723 290 Ella 81036
P8 Uva
724 291 Haputale 81039
725 292 Haldummulla 81042
726 293 Bibile 82003
727 294 Madulla 82006
728 295 Medagama 82009
729 296 Siyambalanduwa 82012
730 297 Moneragala 82015
731 298 Badalkumbura 82018 D23 Monaragala
732 299 Wellawaya 82021
733 300 Buttala 82024
734 301 Katharagama 82027
735 302 Thanamalvila 82030
736 303 Sevanagala 82033
737 304 Eheliyagoda 91003
738 305 Kuruvita 91006
739 306 Kiriella 91009
740 307 Ratnapura 91012
741 308 Imbulpe 91015
742 309 Balangoda 91018
743 310 Opanayaka 91021
D24 Ratnapura P9 Sabaragamuwa
744 311 Pelmadulla 91024
745 312 Elapatha 91027
746 313 Ayagama 91030
747 314 Kalawana 91033
748 315 Nivithigala 91036
749 316 Kahawatta 91039
750 317 Godakawela 91042

19
TAZ DSD District Province
Seq. Seq. Name Code Seq. Name Seq. Name
751 318 Weligepola 91045
752 319 Embilipitiya 91048 D24 Ratnapura
753 320 Kolonna 91051
754 321 Rambukkana 92003
755 322 Mawanella 92006
756 323 Aranayaka 92009
757 324 Kegalle 92012
P9 Sabaragamuwa
758 325 Galigamuwa 92015
759 326 Warakapola 92018 D25 Kegalle
760 327 Ruwanwella 92021
761 328 Bulathkohupitiya 92024
762 329 Yatiyanthota 92027
763 330 Dehiovita 92030
764 331 Deraniyagala 92033

20
ANNEX-5
 Annex 5: Works Intervention Criteria and Works Plans for Master Plan
Table 5-A:Road Maintenance Intervention Criteria for Flexible Pavement for National Roads of Road Master Plan of Sri Lanka (2018-
27)

AADT Range
Roughness Roughness AADT Range (Vehicle/day) Roughness AADT Range (Vehicle/day)
(Vehicle/day)
Range (IRI) Range (IRI) Range (IRI)
<= 5,000 5,001-10,000 10,001 to 20,000 20,001-65,000 >65,000

≤ 3.5 Only Routine ≤ 3.0 Only Routine Only Routine ≤ 2.5 Only Routine Only Routine

40 mm Overlay with 50 mm Overlay with 60 mm Overlay with 70 mm Overlay with 80 mm Overlay

3.5 to 4.0 3.0 to 4.0 2.5 to 4.0
HMA HMA HMA PMA with PMA
50 mm Overlay with 60 mm Overlay with 70 mm Overlay with 80 mm Overlay with 100 mm Overlay
4.0 to 5.5 4.0 to 5.5 4.0 to 5.5
HMA HMA HMA PMA with PMA
60 mm Overlay with 70 mm Overlay with 80 mm Overlay with 100 mm Overlay with 125 mm Overlay
5.5 to 8.0 5.5 to 8.0 5.5 to 8.0
HMA HMA HMA PMA with PMA

Table 5-B:Road Maintenance Intervention Criteria for Flexible Pavement for Expressways of Road Master Plan of Sri Lanka (2018-27)

Roughness AADT Range (Vehicle/day) Roughness AADT Range (Vehicle/day)

Range (IRI) <= 10,000 10,001 to 20,000 Range (IRI) 20,001-65,000 >65,000
≤ 1.7 Only Routine Only Routine ≤ 1.7 Only Routine Only Routine
1.7 to 3.0 50 mm Overlay with HMA 60 mm Overlay with HMA 1.7 to 3.0 70 mm Overlay with PMA 80 mm Overlay with PMA
100 mm Overlay with
3.0 to 5.5 60 mm Overlay with HMA 70 mm Overlay with HMA 3.0 to 5.5 80 mm Overlay with PMA
PMA
125 mm Overlay with
5.5 to 8.0 70 mm Overlay with HMA 80 mm Overlay with HMA 5.5 to 8.0 100 mm Overlay with PMA
PMA

HMA – Hot Mix Asphalt

PMA – Polymer Modified Asphalt
Table 5-C: Road Improvement (Strengthening and Reconstruction) Intervention Criteria for Flexible Pavement for National Roads of
Road Master Plan of Sri Lanka (2018-27)

AADT Range AADT Range AADT Range

AADT Range (Vehicle/day)
Roughness (Vehicle/day) (Vehicle/day) Roughness Roughness (Vehicle/day)
Range (IRI) Range (IRI) Range (IRI)
1,001- 3,001 to 5,001- 10,001 to 20,001-
<=1,000 >65,000
3,000 5000 10,000 20,000 65,000
Strength. Strength. Strength. Strength. Strength. Strength.
Strength. with
8.0 to 10.5 with 40 mm with 50 8.0 to 10.5 With 80 mm with 100 mm 8.0 to 10.5 with 125 with 150 mm
60 mm HMA
HMA mm HMA HMA HMA mm PMA PMA
Recon. with Recon. Recon. with Recon. Recon. with
Recon. with Recon. with
> 10.5 40 mm with 50 > 10.5 100 mm > 10.5 with 125 150 mm
60 mm HMA 80 mm HMA
HMA mm HMA HMA mm PMA PMA

Table 5-D: Road Improvement (Strengthening and Reconstruction) Intervention Criteria for Flexible Pavement for Expressway of
Road Master Plan of Sri Lanka (2018-27)

Roughness AADT Range (Vehicle/day) Roughness AADT Range (Vehicle/day)

Range (IRI) <= 10,000 10,001 to 20,000 Range (IRI) 20,001-65,000 >65,000
Strength. with 100 mm Strength. with 150 mm
8.0 to 10.5 Strength. With 80 mm HMA 8.0 to 10.5 Strength. with 125 mm PMA
HMA PMA
> 10.5 Recon. with 80 mm HMA Recon. with 100 mm HMA > 10.5 Recon. with 125 mm PMA Recon. with 150 mm PMA

HMA – Hot Mix Asphalt

PMA – Polymer Modified Asphalt
Table 5-E: Road Improvement (Widening) Intervention Criteria for Flexible Pavement for National Roads of Road Master Plan of Sri
Lanka (2018-28)

Peak Daily
Traffic Range (MT AADT) Traffic Range (MT AADT)
Period Average
Volume Volume
Capacity <=3,000 3,001-5,000 Capacity 5,001-10,000 10,001 to 20,000 20,001-65,000 >65,000
Ratio Ratio
Existing Surface Existing Surface Existing Surface Existing Surface Existing Surface Existing Surface
Partial Widening (1
Add 1 Lane (3.65 Add 1 Lane (3.65 Add 2 Lanes (7.3 Add 2 Lanes (7.3 Add 2 Lanes (7.3
m on both sides
m) and Rehab of m) and Rehab of m) and Rehab of m) and Rehab of m) and Rehab of
total 2 m) and
Existing Surface 50 Existing Surface 70 Existing Surface Existing Surface Existing Surface
Rehab of Existing
mm Overlay with mm Overlay with 100 mm Overlay 125 mm Overlay 150 mm Overlay
Surface with 40
HMA material HMA material with HMA material with PMA material with PMA material
mm HMA
Widening Section Widening Section Widening Section Widening Section Widening Section Widening Section
Includes 200 mm
Dense Graded Includes 150 mm Includes 200 mm Includes 200 mm Includes 225 mm Includes 250 mm
Aggregate Base Dense Graded Dense Graded Dense Graded Dense Graded Dense Graded
> 0.8 and 225 mm Aggregate Base > 0.8 Aggregate Base Aggregate Base Aggregate Base Aggregate Base
Granular and 250 mm and 250 mm and 250 mm and 250 mm and 275 mm
subbase/recycled Granular subbase Granular subbase Granular subbase Granular subbase Granular subbase
subbase
150mm Overlay
100mm Overlay 125mm Overlay with PMA(Includes
with HMA (Includes with PMA(Includes 50mm wearing
Surface with 50 mm Overlay 70 mm Overlay 50mm wearing 50mm wearing course and 50 mm
40mm HMA with HMA with HMA course and 50 mm course and 75 mm Binder course and
Binder course with Binder course with 75mm Bitumen
HMA) PMA) Bound Base with
PMA)

HMA – Hot Mix Asphalt

PMA – Polymer Modified Asphalt

Table 5-F: Road Maintenance Intervention Criteria for Rigid (Concrete) Pavement for National Roads of Road Master Plan of Sri Lanka
(2018-28)

Parameter 1 Parameter 2 Maintenance Intervention

Spalling Damage Area
0.6 to 1.1% >25% Spall Repair
> 1.1% 1 to 15% Individual Slab Replacement
>1.1% >15% Bonded Overlay
Faulting Damage Area
Faulting >50% Diamond Grinding and Full Depth Repair
>25.4 mm 1 to 25% Diamond Grinding
>25.4 mm >25% Diamond Grinding and thin Bonded Overlay
Rutting Damage Area
6.35 to 25.4 mm >25% Diamond Grinding
>25.4 mm 1 to 10% Diamond Grinding and thin Bonded Overlay
>25.4 mm >10% Bonded Overlay
Roughness Damage Area
IRI > 4.9 > 50% Diamond Grinding

Table 4-G: Road Upgrading Criteria for Conversion of Unsealed Roads into Paved Roads for Road Master Plan of Sri Lanka (2018-28)

Parameter Traffic Range (MT AADT)

AADT 1,001-3,000 > 3,000

Intervention 15 mm SBSD 25 mm DBSD
Table 5-H:Undiscounted Road Maintenance and Improvement works in Km’s and Expenditure (Rs. Mn) for National Network of Road
Master Plan of Sri Lanka (2018-2027)

Partial
Routine Maintenance Periodic Maintenance Improvement Add 1 Lane Add 2 Lane Total
Widening Annual
Percentage
Year
Cost Cost Cost Cost Cost Cost Cost Distributio
Km Km Km Km Km Km Km n
(Rs.Mn) (Rs.Mn) (Rs.Mn) (Rs.Mn) (Rs.Mn) (Rs.Mn) (Rs.Mn)

16,193.8 18.7 284.1 404.0 231,723.7

2018 9,373.23 5006.83 50726.46 1946.87 76765.64 877.16 20391.57 66769.03 17,033.83 46.1%
8 7 1 2 4
2019 9,373.23 5,729.42 1468.81 14360.48 15.14 435.95 7.58 354.18 8.83 623.4 10,873.59 21,503.43 4.3%
11.3
2020 9,368.69 5,510.78 2306.82 25143.38 4.55 79.08 531.67 5.7 402.39 1.95 322.64 11,699.09 31,989.94 6.4%
8
2021 9,368.69 6,356.74 1922.61 16966.05 3.78 176.69 19.25 1402.15 37.16 6158.62 11,351.49 31,060.25 6.2%

2022 9,368.69 6,233.73 1940.48 19472.14 11.38 803.58 27.73 4609.12 11,348.28 31,118.57 6.2%

2023 9,368.69 6,417.79 1255.45 13442.92 2.32 164.01 30.44 5071.24 10,656.90 25,095.96 5.0%

2024 9,368.69 6,986.50 1860.62 19054.66 5.44 400.05 51.64 8568.68 11,286.39 35,009.89 7.0%

2025 9,368.69 6,653.23 1405.21 15055.52 7.7 359.84 25.14 1775.69 23.07 3823.99 10,829.81 27,668.27 5.5%
16.5
2026 9,368.69 7,388.72 1727.81 17840.74 773.88 0.13 9.18 45.54 7551.46 11,158.73 33,563.98 6.7%
6
2027 9,330.95 7,611.35 1693.51 17848.77 37.74 656 3.48 162.63 29.14 2161.34 33.67 5614.19 11,128.49 34,054.28 6.8%
Tota 93,658.2 75,082.1 20,588.1 209,911.1 2,004.3 77,936.6 69.2 3,236.0 391.4 28,133.3 655.2 108,488.9 117,366.6 502,788.3
100.00%
l 4 4 5 2 0 7 5 5 4 6 2 7 0 1
79.8% 14.9% 17.5% 41.7% 1.7% 15.5% 0.1% 0.6% 0.3% 5.6% 0.6% 21.6% 100.0% 100.0%
Table 5-I:Undiscounted Road Maintenance and Improvement works in Km’s and Expenditure (Rs. Mn) for Expressway Network of
Road Master Plan of Sri Lanka (2018-2027)

Routine
STDP OCH Total Annual
STDP Cost OCH Cost Maintenance Total Works
Year Overlay Overlay Length Percentage
(Rs.Mn) (Rs.Mn) Cost Cost (Rs.Mn)
(km) (km) (km) Distribution
(Rs.Mn)

2018 43.2 930.44 19.25 482.68 11.46 62.45 1,424.58 13.0%

2019 0 0 0 0 11.46 0 11.46 0.1%
2020 50.64 1,073.66 14.05 347.57 15.2 64.69 1,436.43 13.1%
2021 13.68 384.81 5.2 146.33 16.88 18.88 548.02 5.0%
2022 98.92 2,293.53 7.57 212.88 13.9 106.49 2,520.31 23.0%
2023 12.2 266.45 6.48 182.35 13.14 18.68 461.94 4.2%
2024 43.2 1,029.64 5.2 146.33 13.14 48.4 1,189.11 10.8%
2025 69.4 1,952.92 7.57 212.88 16.5 76.97 2,182.30 19.9%
2026 12.2 343.31 1.78 50.09 17.44 13.98 410.84 3.7%
2027 29.53 644.83 4.7 132.26 17.42 34.23 794.51 7.2%
Total 372.97 8,919.59 71.8 1,913.37 146.54 444.77 10,979.50 100.0%
% 83.9% 81.2% 16.1% 17.4% 1.3% 100.0% 100.0%
 The Details of Work Interventions of Revised Road Improvement works in Km and Expenditure (Rs. Mn) for National Network of Road
Master Plan of Sri Lanka (2018-2027)

Partial Widening Add 1 Lane Add 2 Lane Reconstruction AC Strengthening Upgrade Gravel Prime AC Overlay
Total Total Cost per Annual
Year Cost Cost Cost Cost Length Year Percentage
Length Cost Length Length Cost Length Cost Length Length Length Length Cost (km) (Rs. Mn) Distribution
(Rs. (Rs. (Rs. (Rs.
(km) (Rs. Mn) (km) (km) (Rs. Mn) (km) (Rs. Mn) (km) (km) (km) (km) (Rs. Mn)
Mn) Mn) Mn) Mn)

2018 152.5 10,288.66 52.53 4,444.43 201.35 51,840.00 1114.554 93,669.61 11.28 424.53 8.39 237.63 0.65 0.39 882.23 10,217.57 2,423.48 171,122.82 37.5%

2019 24.49 1,727.29 38.55 2,988.74 45.01 11,098.53 346.234 27,556.24 1.04 32.5 0.71 20.1 462.79 4,116.73 918.82 47,540.13 10.4%

2020 92.32 6,618.76 30.29 2,252.09 16.35 4,030.06 450.778 32,781.60 21.92 686.43 16.83 476.33 815.21 8,669.89 1,443.70 55,515.16 12.2%

2021 42.92 2,885.02 62.95 5,562.24 56.48 14,017.32 110.702 8,631.59 6.62 187.41 474.58 5,171.63 754.25 36,455.21 8.0%

2022 103.7 7,207.61 15.87 1,235.87 21.01 5,217.30 226.97 16,256.51 3.29 93.08 776.16 8,784.27 1,147.00 38,794.64 8.5%

2023 57.07 3,772.04 14.08 1,080.53 23.29 5,838.89 88.357 6,773.91 655.84 6,491.17 838.64 23,956.54 5.2%

2024 46.93 3,135.03 2.63 202.5 45.35 12,005.04 46.846 3,387.32 1070.12 13,095.14 1,211.88 31,825.03 7.0%

2025 10.8 701.73 11.07 797.3 35.56 8,909.00 63.954 4,425.55 911.96 10,200.78 1,033.34 25,034.36 5.5%

2026 28.94 2,153.98 17.71 4,442.16 13.948 1,119.53 935.72 9,799.68 996.32 17,515.35 3.8%

2027 12.53 897.39 5.02 1,266.34 37.74 1,068.24 463.65 5,849.84 518.94 9,081.81 2.0%

Total 572.2 39387.51 227.97 18563.7 467.13 118664.64 2462.343 194601.86 34.24 1143.46 73.58 2082.79 0.65 0.39 7448.26 82396.7 11,286.37 456,841.05 100.00%

5.07% 8.62% 2.02% 4.06% 4.14% 25.98% 21.82% 42.60% 0.30% 0.25% 0.65% 0.46% 0.01% 0.00% 65.99% 18.04% 100.00% 100.00%
%
Table 5-K: Summary of Revised Work Program of Road Widening and Improvement works for National Highway Network of Road
Master Plan of Sri Lanka (2018-2027)

Widening to 2- Improved to 2-Lane Asphalt Concrete Asphalt Concrete

Widening to 4-Lane
Lane and and Intermediate Overlay of National Overlay of Total Annual
and Multi-Lane
Year Intermediate Lane Lane Network Expressways Percentage
Distribution
Cost Cost Cost Cost Cost Cost
Km Km Km Km Km Km
(Rs. Mn) (Rs. Mn) (Rs. Mn) (Rs. Mn) (Rs. Mn) (Rs. Mn)
2018 201.35 51,840.00 205.02 14,733.09 1134.85 94,332.14 882.23 10,217.57 62.45 1,413.12 2485.90 172,535.92 36.9%

2019 45.01 11,098.53 63.03 4,716.03 348.01 27,608.84 462.79 4,116.73 918.84 47,540.13 10.2%

2020 16.35 4,030.06 122.58 8,870.85 489.57 33,944.37 815.21 8,669.89 64.69 1,421.22 1508.40 56,936.39 12.2%

2021 56.48 14,017.32 105.86 8,447.26 117.32 8,819.00 474.59 5,171.63 18.87 531.14 773.12 36,986.35 7.9%

2022 21.01 5,217.30 119.58 8,443.48 230.24 16,349.59 776.2 8,784.27 106.49 2,506.41 1253.52 41,301.05 8.8%

2023 23.29 5,838.89 71.15 4,852.56 88.36 6,773.91 655.88 6,491.17 18.68 448.80 857.36 24,405.33 5.2%

2024 45.35 12,005.04 49.57 3,337.53 46.86 3,387.32 1070.14 13,095.14 48.4 1,175.97 1260.32 33,001.00 7.1%

2025 35.56 8,909.00 21.86 1,499.03 63.97 4,425.55 912.01 10,200.78 76.96 2,165.80 1110.36 27,200.16 5.8%

2026 17.71 4,442.16 28.95 2,153.98 13.95 1,119.53 935.77 9,799.68 13.98 393.40 1010.36 17,908.75 3.8%

2027 5.02 1,266.34 12.53 897.39 37.73 1,068.24 463.65 5,849.84 34.23 777.08 553.16 9,858.89 2.1%

Total 467.13 118,664.64 800.13 57,951.20 2,570.86 197,828.49 7,448.47 82,396.70 444.75 10,832.94 11,731.34 467,673.97 100.00%

% 4.0% 25.4% 6.8% 12.4% 21.9% 42.3% 63.5% 17.6% 3.8% 2.3% 100.0% 100.0%
Figure 5-A: Annual Average Roughness for each of Optimized Budget Scenarios (weighted by length) for National Highway Network
of Road Master Plan of Sri Lanka (2018-2027)
 Annual Average Roughness for each of Optimized Budget Scenarios (weighted by length) for Expressway Network of
Road Master Plan of Sri Lanka (2018-2027)
Figure 5-C:

Notes on work interventions used in Road Works Summary

Example:
Recon-2L-S1

Type of improvement Number of lanes after Type of cross section

to be done. construction. to be adopted.
(For further (For further
information see Table – information see Table –
1) 2)

Table -1

Code Description
Overlay AC overlay of the existing road.
PW Partial widening by 2m of the existing AC road.
Add_1 Widening by adding 1 lane (3.65m) to the existing AC road.
Add_2 Widening by adding 2 lanes (7.3m) to the existing AC road.
Recon Reconstruction of the road to AC with structural
improvement with widening.
Reconstruction of the road to AC with structural
Recon-Ex
improvement to the existing width.
AC Strength Structural strengthen of the AC road to the existing width.
Upgrade Pavement upgrade of existing gravel road to AC road.
GR_Prime Gravel priming.

Table -2

Two Lane Four Lane

Type of Section Section Section Section Section Section Section Section Section
S0 S1 S2 S3 S4 S5 S6 S7
Lane Width (m) 2.5 3.1 3.5 3.5 3.5 2 x 3.25 2 x 3.25 2 x 3.25
Cycle lane (m) - - - - 1.5 - - 1.5
Hard Shoulder (m) - 0.5 0.5 1.0 - 0.5 0.5 -
Shoulder / Parking (m) 1.0 0.9 1.0 1.5 2.0 1.8 2.0 2.4
Drain / Walkway (m) 0.5 0.5 1.0 1.0 1.0 0.6 1.4 2.0
Median (m) - - - - - 0.6 0.6 0.6
Total per one side (m) 4 5 6 7 8 10 11 13
ROW (m) 8 10 12 14 16 20 22 26
ANNEX-6
 Annex-6
Table A6-1: Financial and Economic Prices of New Vehicles

Financial Economic
HDM-4 Base
Code Selected Category HDM-4 Description New Vehicle New Vehicle
Vehicle Type
Price (Rs) Price (Rs)
MCL Motor Cycle Motorcycle motorcycle or scooter 210,310.00 99,625.77
TWL Three Wheeler Car Small small passenger cars 559,518.11 189,055.13
Car, SUV, Cab,
CAR Car Medium medium passenger cars 5,401,673.15 1,653,211.71
Small Van
light bus (approximately <
VAN Van (10 -16 Seats) Bus Light 8,060,811.28 3,182,946.21
3.5 tonnes)
Medium Bus (16 - medium bus (3.5 - 8.0
MBU Bus Medium 9,057,556.02 3,576,527.55
40 seats) tonnes)
multi-axle or large two-
LBU Large Bus (56 seats) Bus Heavy 7,811,821.16 5,317,456.75
axle bus
small two-axle rigid truck
LGV Small Lorries Truck Light 1,759,755.04 901,282.99
(approx. < 3.5 tonnes)
Medium Good
Truck medium two-axle rigid
MG1 Vehicle (2-axle, 6 4,299,352.55 2,326,426.53
Medium truck (> 3.5 tonnes)
wheels, < 8.5 Tons)
Heavy Good
Truck medium two-axle rigid
MG2 Vehicle (2-axle, 6 4,429,503.38 2,543,839.37
Medium truck (> 3.5 tonnes)
wheels, > 8.5 Tons)
Lorry (Large 3-axle,
HG3 Truck Heavy multi-axle rigid truck 7,732,068.76 4,183,906.69
10 wheels)
Heavy Good
Truck articulated truck or truck
ART Vehicle (Articulated 5,824,994.58 4,765,441.39
Articulated with drawbar trailer
truck with trailer)

Note: Economic values of the vehicles are based on units imported on 1st and 2nd quarter of 2016 from all the
countries.
 Table A6-2
Fuel and Lubricating Oil Prices

Economic costs
Vehicle Types
(Rs/ltr)
Petrol Motor Cycle, Three Wheeler, Passenger Car 49.83
Diesel Van, Buses, Goods Vehicles, Trucks 47.35
Lubricants All Categories 263.27

Table A6-3
Passenger Time Costs
Passenger Time
Passenger Time
costs in non-
Vehicle Type costs in working
working time
time (Rs/hr)
(Rs/hr)
MCL 86.48 0
TWL 86.48 0
CAR 479.20 0
VAN 217.96 0
MBU 52.28 0
LBU 52.28 0

Table A6-4
Estimated Cargo Inventory Costs
Payload Cargo cost
(Tonnes) (Rs/hr)
LGV 4.92 517.00
MG1 5.92 850.00
MG2 12.22 850.00
HG3 13.65 1250.00
ART 14.29 1250.00
 Table A6- 5
Characteristics of the Representative Vehicles
MCL TWL CAR VAN MBU LBU LGV MG1 MG2 HG3 ART FVH
PCSE 0.4 0.8 1.0 1.0 1.5 1.6 1.3 1.4 1.6 1.7 1.8 1.8

No. of Wheels 2 3 4 4 6 6 4 6 6 10 18 6

No. of Axles 2 2 2 2 2 2 2 2 2 3 6 3

Tire Type bias bias radial radial bias bias bias bias bias bias bias bias

Base No. of Recaps 0 0 0 0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

Retread cost (% of new) 0 0 0 0 33 33 33 33 33 33 33 33

Annual kms 15,000 23,000 25,000 50,000 70,000 80,000 35,000 50,000 50,000 70,000 80,000 10,000

Annual Working Hours 500 600 500 600 1,800 2,200 1,300 1,500 1,500 2,000 2,000 300

Average Life of Vehicle 12 12 15 12 14 14 12 15 15 15 15 15

Private Use (% of total) 100 100 100 50 0 0 20 5 0 0 0 0

Passengers per Vehicle 1.37 1.2 1.82 3.64 17.6 40 2.2 2.2 2 2 2.11 1.1

Work-related passenger trips (%

75 50 75 50 75 75 0 0 0 0 0 0
of total)
ESALF 0 0 0 0.0007 0.066 0.3728 0.1 0.232 6.284 10.404 12.79 0.0398

Operating Weight (tons) 0.2 0.9 1.2 1.65 4.49 6.57 4.92 5.92 12.22 13.65 14.29 4.02
 Table A6- 6
Economic Unit Costs (Rs) of Vehicle Components
MCL TWL CAR VAN MBU LBU LGV MG1 MG2 HG3 ART FVH
New Vehicle Price 99,625.77 189,055.13 1,653,211.71 3,182,946.21 3,576,527.55 5,317,456.75 901,282.99 2,326,426.53 2,543,839.37 4,183,906.69 4,765,441.39 1,271,586.26

New Tire 2,072.62 1,606.83 4,739.07 6,153.49 6,524.66 8,155.82 6,153.49 6,524.66 6,524.66 8,155.82 10,194.78 6,976.18

Fuel (per liter) 49.83 49.83 49.83 47.35 47.35 47.35 47.35 47.35 47.35 47.35 47.35 47.35

Lubricating Oil (per

263.27 263.27 263.27 263.27 263.27 263.27 263.27 263.27 263.27 263.27 263.27 263.27
liter)
Maintenance
150.00 150.00 150.00 150.00 150.00 150.00 150.00 150.00 150.00 150.00 150.00 150.00
Labour (per hr)
Crew Wages (per
131.25 131.25 131.25 131.25 187.50 187.50 131.25 187.50 234.37 234.37 234.37 131.25
hr)
Annual Overheads 10,694.27 14,625.08 86,949.85 167,635.50 149,350.52 141,345.94 34,835.25 74,185.53 77,204.95 129,928.63 151,875.16 21,357.61

Annual Interest (%
12 12 12 12 12 12 12 12 12 12 12 12
per annum)
Passenger Working
86.48 86.48 479.20 217.96 52.28 52.28 0 0 0 0 0 0
Time (per hr)
Passenger Non-
Working Time (per 0 0 0 0 0 0 0 0 0 0 0 0
hr)
Cargo Inventory
0 0 0 0 0 0 517.00 850.00 850.00 1,250.00 1,250.00 517.00
(per hr)

NB. 1) Economic values of the vehicles are based on units imported on 1 st and 2nd quarter of 2016 from all the countries.
2) Assume the tire price of LBU, HG3 is 25% more than the price of MBU.
3) Assume the price of ART tire is 25% of price of LBU.
The Cost of Routine Maintenance of Flexible Pavements

Economic Financial
Works Name Unit
Cost (Rs) Cost (Rs)
Pot hole Patching (Rs/m2) 11,,440000..0000 11,,885500..0000
Crack sealing (Rs/m2) 8800..0000 111100..0000
Edge Break Repair (Rs/m2) 11,,665500..0000 22,,118800..0000
Patch Sealing (Rs/m2) 225500..0000 333300..0000
Patch Raveling (Rs/m2) 224400..0000 332200..0000
Shoulder Repair (Rs/km) 2299,,559900..0000 3399,,006600..0000
Drain Repair (Rs/km) 1122,,887700..0000 1166,,999900..0000
Vegetation Control (Rs/km) 88,,665500..0000 1111,,442200..0000

The Cost of Periodic Maintenance of Flexible Pavements

Economic Financial
Works Name Unit
Cost (Rs) Cost (Rs)

AC Overlay (40mm) HMA (Rs/m2) 778800..0000 11,,007700..0000

AC Overlay (50mm) HMA (Rs/m2) 996600..0000 11,,332200..0000
AC Overlay (60mm) HMA (Rs/m2) 11,,114400..0000 11,,556600..0000
AC Overlay (70mm) HMA (Rs/m2) 11,,334400..0000 11,,884400..0000
AC Overlay (80mm) HMA (Rs/m2) 11,,553300..0000 22,,110000..0000
AC Overlay (70mm) PMA (Rs/m2) 11,,447700..0000 22,,001100..0000
AC Overlay (80mm) PMA (Rs/m2) 11,,667700..0000 22,,229900..0000
AC Overlay (100mm) PMA (Rs/m2) 22,,008800..0000 22,,885500..0000
AC Overlay (125mm) PMA (Rs/m2) 22,,558800..0000 33,,553300..0000

The Cost of Reconstruction of Flexible Pavements

Economic Cost Financial Cost

Works Name Unit
(Rs) (Rs)

Recon. with 40 mm HMA (Rs/km) 1177,,992266,,448800..0000 2244,,555599,,228800..0000

Recon. with 50 mm HMA (Rs/km) 2211,,002200,,994400..0000 2288,,779988,,669900..0000
Recon. with 60 mm HMA (Rs/km) 2255,,114499,,449900..0000 3344,,445544,,880000..0000
Recon. with 80 mm HMA (Rs/km) 3322,,559999,,444400..0000 4444,,666611,,223300..0000
Recon. with 100 mm HMA (Rs/km) 4499,,338899,,882200..0000 6677,,666644,,005500..0000
Recon. with 125 mm PMA (Rs/km) 9988,,223322,,443300..0000 113344,,557788,,443300..0000
Recon. with 150 mm PMA (Rs/km) 112200,,884499,,113300..0000 116655,,556633,,331100..0000

HMA – Hot Mix Asphalt

PMA – Polymer Modified Asphalt
The Cost of Strengthen of Flexible Pavements

Economic Cost Financial Cost

Works Name Unit
(Rs) (Rs)
Strength. with 40 mm HMA (Rs/km) 2211,,551100,,114400..0000 2299,,446688,,889900..0000
Strength. with 50 mm HMA (Rs/km) 2222,,339955,,221100..0000 3300,,668811,,444400..0000
Strength. with 60 mm HMA (Rs/km) 2266,,229922,,991100..0000 3366,,002211,,229900..0000
Strength. With 80 mm HMA (Rs/km) 2299,,776600,,117700..0000 4400,,777711,,443300..0000
Strength. with 100 mm HMA (Rs/km) 4455,,997799,,001100..0000 6622,,999911,,224400..0000
Strength. with 125 mm PMA (Rs/km) 9933,,773333,,445500..0000 112288,,441144,,883300..0000
Strength. with 150 mm PMA (Rs/km) 111166,,335544,,884400..0000 115599,,440066,,113300..0000

The Cost of Widening of Flexible Pavements

Economic Cost Financial Cost

Works Name Unit
(Rs) (Rs)
Partial Widening (1 m on both
sides) and Rehab of Existing (Rs/km) 3344,,111100,,889900..0000 4466,,773311,,992200..0000
Surface with 40mm Overlay HMA
Add 1 Lane (3.65 m) and Rehab of
Existing Surface 50mm Overlay (Rs/km) 5511,,555566,,116600..0000 7700,,663311,,994400..0000
HMA
Add 1 Lane (3.65 m) and Rehab of
Existing Surface 70mm Overlay (Rs/km) 5544,,113377,,442200..0000 7744,,116688,,227700..0000
HMA
Add 2 Lanes (7.3 m) and Rehab of
Existing Surface 100mm Overlay (Rs/km) 110011,,001199,,114400..0000 113388,,339966,,222200..0000
HMA
Add 2 Lanes (7.3 m) and Rehab of
Existing Surface 125 mm Overlay (Rs/km) 112200,,889955,,665500..0000 116655,,662277,,004400..0000
PMA
Add 2 Lanes (7.3 m) and Rehab of
Existing Surface 150 mm Overlay (Rs/km) 112266,,006633,,339900..0000 117722,,770066,,884400..0000
PMA

HMA – Hot Mix Asphalt

PMA – Polymer Modified Asphalt
The Cost of Maintenance of Rigid Pavements

Economic Financial
Works Name Unit
Cost (Rs) Cost (Rs)
Tied Concrete Shoulder Rs/km 5500,,000000..0000 6666,,000000..0000
Retrofit Edge Drains Rs/km 1100,,000000..0000 1133,,220000..0000
Joint Sealing Rs/m 8800..0000 110055..6600
Shoulder Repair Rs/km-Year 2200,,000000..0000 2266,,440000..0000
Bonded Overlay Rs/m2 11,,440000..0000 11,,884488..0000
Partial Depth Repair Rs/m 110000..0000 113322..0000
Diamond Grinding Rs/m2 550000..0000 666600..0000
Full Depth Repair Rs/m2 11,,550000..0000 11,,998800..0000
Thin Bonded Overlay Rs/m2 11,,000000..0000 11,,332200..0000
Slab Replacement Rs/m2 3311,,225500..0000 4411,,225500..0000

The Cost of Maintenance of Gravel Roads

Economic Financial
Works Name Unit
Cost (Rs) Cost (Rs)
Grading (Rs/km) 4400,,774400..0000 5555,,881100..0000
Regraveling (Rs/m3) 998800..0000 11,,334400..0000
Spot Regraveling (Rs/m3) 11,,550000..0000 22,,006600..0000
Gravel Priming (Rs/m3) 33,,444400..0000 44,,771100..0000

The Cost of Upgrading of Gravel Roads

Economic Cost Financial Cost

Works Name Unit
(Rs) (Rs)
Upgrading to SBSD (Rs/km) 1122,,668899,,334400..0000 1177,,338844,,440000..0000
Upgrading to DBSD (Rs/km) 2200,,666633,,558800..0000 2288,,330099,,110000..0000
The Cost of Widening and Improvement for Revised work Program of NRMP (2018-2027)

Add_1
Section PW Reconstruction
AADT > 10,000 AADT < 10,000
S4 9999,,335599,,334466..4444 8866,,004466,,662200..7755 113322,,665555,,991155..9911 Rs/km
S3 8888,,448855,,661133..9933 7755,,552222,,667788..1144 6633,,889911,,556688..2255 112200,,112244,,996688..5599 Rs/km
S2 7766,,558877,,332222..6677 6688,,447788,,002244..3355 5555,,999955,,664488..7788 110022,,443366,,779922..7755 Rs/km
S1 7711,,441100,,008888..8877 6622,,338888,,556666..0099 5511,,991177,,001188..3333 8811,,991166,,448899..9955 Rs/km
S0 4411,,888888,,664411..7700 5588,,664466,,444444..3366 Rs/km

AC Strengthen 44,,334499,,113344..1188 Rs/m/km

Overlay Existing AADT > 10,000 33,,770033,,221100..4477 Rs/m/km

AC/ST AADT < 10,000 22,,779999,,448822..2222 Rs/m/km

S7 229911,,774422,,338822..8899 Rs/km
Add_2 S6 224444,,440066,,668899..5588 Rs/km
S5 221199,,660033,,112233..9922 Rs/km

Reconstruction Existing Width 1111,,337777,,229900..2277 Rs/m/km

Upgrading 2288,,330099,,110000..0000 Rs/km

Gravel

AADT < 20,000 11,,332200,,000000..0000 Rs/m/km

Overlay
AADT > 20,000 22,,001100,,000000..0000 Rs/m/km

Gravel Prime 558888,,775500..0000 Rs/km

ANNEX-7