No.

Road Development Authority

The Domecratic Socialist Republic
of Sri Lanka

BASIC DESIGN STUDY REPORT

ON
THE PROJECT FOR
CONSTRUCTION OF NEW MANNAR BRIDGE
AND IMPROVEMENT OF CAUSEWAY
IN
THE DEMOCRATIC SOCIALIST
REPUBLIC OF SRI LANKA

December 2006

JAPAN INTERNATIONAL COOPERATION AGENCY

NIPPON KOEI CO., LTD.

AND
ORIENTAL CONSULTANTS CO., LTD.

GM
JR
06-226
 PREFACE

In response to a request from the Government of Sri Lanka, the Government of Japan

decided to conduct a basic design study on the Project for Construction of New Mannar

Bridge and Improvement of Causeway in the Democratic Socialist Republic of Sri Lanka and

entrusted the study to Japan International Cooperation Agency (JICA).

JICA sent to Sri Lanka a study team from June 14, 2006 to June 20, 2006 and from

July 27, 2006 to August 18, 2006, respectively.

The team held discussions with the officials concerned of the Government of Sri

Lanka, and conducted a field study at the study area. After the team returned to Japan,

further studies were made. Then, a mission was sent to Sri Lanka in order to discuss a draft

basic design, and as this result, the present report was finalized.

I hope that this report will contribute to the promotion of the project and to the

enhancement of friendly relations between our two countries.

I wish to express my sincere appreciation to the officials concerned of the

Government of Sri Lanka for their close cooperation extended to the teams.

December 2006

Masafumi Kuroki

Vice-President

Japan International Cooperation Agency

 December 2006

Letter of Transmittal

We are pleased to submit to you the basic design study report on the project for

Construction of New Mannar Bridge and Improvement of Causeway in the Democratic

Socialist Republic of Sri Lanka.

This study was conducted by the Joint Venture of Nippon Koei Co., Ltd. and Oriental

Consultants Co., Ltd, under a contract to JICA, during the period from June, 2006 to January,

2007. In conducting the study, we have examined the feasibility and rationale of the project

with due consideration to the present situation of Sri Lanka and formulated the most

appropriate basic design for the project under Japan’s grant aid scheme.

Finally, we hope that this report will contribute to further promotion of the project.

Very truly yours,

Hiroshi Fujisawa
Chief Consultant
Basic design study team on
the project for Construction of New Mannar Bridge
and Improvement of Causeway
in the Democratic Socialist Republic of Sri Lanka
Nippon Koei Co., Ltd.
and
Oriental Consultants Co., Ltd.
Summary
 Summary
1. Outline of the Country

The Democratic Socialist Republic of Sri Lanka (hereinafter referred to as “Sri

Lanka”) is an island country located in the southeast of the Indian Continent, having a land
area of 65,550 sq.km and a population of 19.7 million. The country’s road network has a total
length of 91,862km consisting of 11,771km of national roads of Class-A and Class-B,
15,532km of provincial roads, and 64,569km of rural roads. Most roads were constructed
more than 50 years ago. Road maintenance, rehabilitation and new construction have not kept
abreast with the rapid growth of transport demand, resulting in negative consequences on road
user costs, road safety and economic development in Sri Lanka. The Government of Sri
Lanka (GOS) formulated a Road Sector Master Plan (RSMP) in 2005. The road development
programme is based on the future traffic projections and on development activities
decentralizing from Colombo to the economic growth centers in Sri Lanka.

2. Background and Outline of the Project

The Bridge and Causeway connecting the Mannar Island and the mainland were
constructed in the 1930s with an overall length of 121.2m and an overall width of 4.26m. The
38.0m long steel truss center span of the bridge was blasted and the wreckage of the steel
truss members still remains in the canal. It was re-built temporarily with a steel Bailey bridge.
Both end sections, consisting of 4-lane 10.4m long concrete bridges, were also damaged
severely due to the blasting. The use of the existing bridges is limited to 10-ton vehicles and
at present there are risks of accident and damage caused by heavy vehicles, thus hindering
smooth transportation and causing high transportation cost. Traffic safety is also not ensured
for pedestrians passing the bridges. The existing causeway of approximately 3.5km long in
total and 6.3m wide on average is retained by masonry walls. Its single-lane carriageway with
a width of about 3.5m is paved by DBST and the sidewalks on both sides are paved by laterite
soil. Heavy vehicles passing on the causeway must reduce speed and wait on the sidewalk for
coming vehicles from the opposite side. The retaining walls are inclined or collapsed due to
the wheel load of heavy vehicles. However, the bridge and causeway reconstruction
programme was not implemented because of financial constraints and the prevailing security
situation in the project area.

Following the result of the peace process, GOS requested the Government of Japan to
extend Japan’s Grant Aid for the construction of the new Manner Bridge and improvement of
the causeway. In response to the request, the Japan International Cooperation Agency (JICA)
dispatched a Preliminary Study Team to Sri Lanka in March 2006. The team held discussions
with officials of GOS to confirm the requests from GOS and conducted a field survey.
Through the preliminary study, the team basically confirmed the necessity of urgent
construction of the bridge and improvement of the causeway. Based on the preliminary study
result, JICA decided to conduct a Basic Design Study (the Study) on the Project for the
construction of the new Mannar Bridge and improvement of the causeway, and dispatched a
basic study team (the Study Team) to Sri Lanka in July 2006 to discuss the scope of the
project and conduct the site survey and collect necessary data for basic design.

S-1
3. Design Policy and Facility Plans of the Project Construction Period and
Estimated Project Cost

GOS has announced a concept to decentralize development activities to the areas

outside Colombo and selected the Mannar area as an economic growth center in the Road
Sector Master Plan (RSMP), 2005. The project aims at providing the national road class
causeway and bridge with two carriageways to rehabilitate the infrastructure for
administrative and economic activities in the Mannar area. The design of the facilities
emphasizes the measures against damage by salty water and settlement of soft soil,
environmental impact and traffic safety. As the existing bridge was severely damaged by the
blast, it will be used only for the general traffic during the construction and a temporary
bridge will be provided for the construction vehicles and equipment. Although the existing
causeway is narrow and damaged by the increasing heavy traffic and also inundated at the
highest tide, its eastern retaining wall is relatively strong enough to be used as a temporary
road for construction vehicles and equipment during the construction. The causeway will be
improved by widening it on the western side and maintaining the eastern retaining wall which
will be incorporated in the new causeway. As for treatment of the soft soil of the sea bed in
the widening area, the displacement method will be applied to minimize the settlement and to
ensure smooth running.
The facilities designed according to the basic policy are as shown below:

Facilities of New Bridge, Causeway and Approach Roads

Items Facilities
Bridge Type 6 Spans Connection PC I-Girder
Total Length 157.1m
Width Total Width: 10.40m
Carriageway: 2 lanes (3.70m + 3.70m)
Foot way: 1.50m each side (included Handrail)
Abutment Pile Bent Type (Cast-in-place concrete pile) 2 places
Slope Protection: Stone Masonry
Pier Pile Bent Type (Cast-in-place concrete pile) 5 places
Pavement Cold Mixed Asphalt Pavement: 50mm (Carriageway）
Causeway Total Length Approach Road in Beginning side: 140m
and Approach Causeway: 3,140m
Roads Approach Road to Bridge: Mainland side: 155m
Mannar Island side: 158m
Width Total Width: 11.00m
Carriageway: 2 lanes (3.70m + 3.70m)
Shoulder: 1.80m each side
(including top of wall of 60cm)
Causeway: Widening toward Western side
Type of Slope West Side: New RC Concrete Reverse-T Wall and
Protection Gravity Retaining Wall Type including Soft
Ground Measurement (Displacement Method)
East Side: Repair of Masonry Wall and Reinforced with
Concrete Cover
Approach Road: Sod/Grass
Pavement DBST (Double Bituminous Surface Treatment): 20mm

S-2
4. Construction Period and Estimated Project Cost

The detailed design including tender process will take about 7 months. The
construction period will be about 29 months. The total cost of the Project to be borne by the
Japan’s Grant Aid is estimated at Japanese Yen 1.878 billion and that by GOS at Japanese Yen
19 million (Sri Lanka Rupee 17 million).

5. Project Evaluation and Recommendation

The areas directly benefited by the Project cover Mannar and Vavuniya districts,
where about 200,000 people accounting for about 1% of the total population of Sri Lanka.

The direct impacts and effects of the Project implementation are solving of traffic
bottlenecks, reduction of transportation cost, activation of regional development and
improvement of stability of the people’s livelihood. Furthermore, the Government Agent of
Mannar expects to improve the access to the road network of the mainland of Sri Lanka in
line with the Road Sector Master Plan (RSMP) in 2005. The road development programme is
based on the future traffic projections and on development activities decentralizing from
Colombo to the economic growth centers in Sri Lanka.

In addition to such many direct impacts and effects, the regional industries such as
agriculture and fisheries will be activated by the reconstruction of the Mannar Bridge and
Causeway which constitute a bottleneck for the transport of products to/from agriculture and
fishery facilities. The Project will improve the transportation system of Mannar Province,
enhancing the agriculture and fisheries sectors and creating opportunities for resettlement of
displaced persons into their original industries.

Upon completion of the Project the new Mannar Bridge and Causeway will play the
role of a life-line corridor for the people living in Mannar and, as a result, a number of
benefits discussed above will be realized and the livelihood of those people will be improved.
In this regard, it is worth implementing the Project by the Japan’s Grant Aid at an earliest
date.

S-3
 Preface
Letter of Transmittal
Summary
Contents
Location Map/Perspective
List of Figures and Tables
Abbreviations

Contents

CHAPTER 1 BACKGROUND OF THE PROJECT ........................................................ 1-1

CHAPTER 2 CONTENTS OF THE PROJECT .............................................................. 2-1
2-1 BASIC CONCEPT OF THE PROJECT .............................................................................2-1
2-1-1 OVERALL GOAL AND PROJECT PURPOSE....................................................2-1
2-1-2 OUTLINE OF THE PROJECT..............................................................................2-1
2-2 BASIC DESIGN UNDER THE REQUIRED JAPANESE ASSISTANCE........................2-2
2-2-1 DESIGN POLICY..................................................................................................2-2
2-2-1-1 Basic Policy...........................................................................................2-2
2-2-1-2 Policy on Natural Condition..................................................................2-3
2-2-1-3 Policy on Socio-Economic Condition ...................................................2-5
2-2-1-4 Policy on Construction and Procurement..............................................2-6
2-2-1-5 Procurement of Local Contractors ........................................................2-7
2-2-1-6 Policy on Capability of Implementation Institute as to Management and
Maintenance .........................................................................................2-7
2-2-1-7 Policy on the Grade of Facilities and Equipment................................2-10
2-2-1-8 Policy on Construction Method and Construction Period...................2-10
2-2-2 BASIC PLAN ......................................................................................................2-11
2-2-2-1 Overall plan.........................................................................................2-11
2-2-2-2 Facility Plan ........................................................................................2-14
2-2-3 BASIC DESIGN DRAWINGS ............................................................................2-33
2-2-4 IMPLEMENTATION PLAN ...............................................................................2-33
2-2-4-1 Implementation Policy ........................................................................2-33
2-2-4-2 Implementation Condition ..................................................................2-33
2-2-4-3 Scope of Works ...................................................................................2-35
2-2-4-4 Consultant Supervision .......................................................................2-36
2-2-4-5 Quality Control Plan ...........................................................................2-36
2-2-4-6 Procurement Plan ................................................................................2-38
2-2-4-7 Implementation Schedule....................................................................2-39
2-3 OBLIGATIONS OF THE RECIPIENT COUNTRY ........................................................2-41
2-3-1 COMMON ITEMS OF JAPAN’S AID SCHEME...............................................2-41

i
 2-3-2 SPECIAL ITEMS OF THE PROJECT ................................................................2-41
2-4 PROJECT OPERATION PLAN .......................................................................................2-42
2-4-1 YEARLY MAINTENANCE................................................................................2-42
2-4-2 PERIODICAL MAINTENANCE........................................................................2-42
2-5 COST ESTIMATE ............................................................................................................2-43
2-5-1 TOTAL PROJECT COST ....................................................................................2-43
2-5-2 MAINTENANCE COST .....................................................................................2-44
CHAPTER 3 PROJECT EVALUATION AND RECOMMENDATIONS............................ 3-1
3-1 PROJECT EFFECTS ..........................................................................................................3-1
3-2 RCOMMENDATIONS.......................................................................................................3-2

APPENDICES
1. Member List of the Study Team
2. Study Schedule
3. List of Parties Concerned in the Recipient Country
4. Minutes of Discussions
5. Basic Design Drawings

ii
 N

Mannar-island MANNAR-ISLAND

Tallady
A14 Vavuniya

Anuradhapura

Puttalam

Mannar Town

Mannar Bridge (L=157.1m)

THE DEMOCRATIC
SOCIALIST REPUBLIC OF
SRI LANKA

Project Site Causeway (L=3.14km)

Total Length=3.75km

JAPAN

Tallady A32

THE DEMOCRATIC A14 Main-island

0 ５00 1 000 1 500 2 000 2 500m
SOCIALIST REPUBLIC OF
SRI LANKA

The Project for Construction of New Mannar Bridge and Improvement of Causeway Location Map
PERSPECTIVE VIEW OF NEW MANNAR BRIDGE AND CAUSEWAY
 List of Figures

Table 2-1 Record of Tidal Levels.....................................................................................................2-4

Table 2-2 Road (Causeway) Design Conditions ............................................................................2-11
Table 2-3 Bridge Design Conditions..............................................................................................2-12
Table 2-4 Alternative Plans of Bridge Center Line........................................................................2-15
Table 2-5 Alternateive plans of span Arrangement ........................................................................2-17
Table 2-6 Comparative Study for Bridge Superstructure ...............................................................2-22
Table 2-7 Comparative Study for Bridge Superstructure ...............................................................2-23
Table 2-8 Comparative Study for Abutment Substructure/Foundation..........................................2-24
Table 2-9 Existing Conditions and Rehabilitation Method of the Culverts ...................................2-26
Table 2-10 Comparative Table for Measure of Settlement on the Sauseway...................................2-28
Table 2-11 Cumulative Number of Standard Axles .........................................................................2-29
Table 2-12 Mannar Bridge and Approach Road...............................................................................2-32
Table 2-13 Causeway .......................................................................................................................2-32
Table 2-14 Scope of works to be undertaken by the Japanese Government and Sri Lankan side ...2-35
Table 2-15 Quality Control Tests Plan .............................................................................................2-37
Table 2-16 Construction Materials Procurement Table....................................................................2-38
Table 2-17 Indicative Procurement of Construction Equipment......................................................2-39
Table 2-18 Tentative Implementation Schedule...............................................................................2-40
Table 2-19 Project Cost to be Borne by Japan’s Grant Aid..............................................................2-43
Table 2-20 Project Cost to be Borne by Sri Lankan Side.................................................................2-43
Table 2-21 Maintenance Cost Estimate............................................................................................2-44

List of Tables

Figure 2-1 Organization of MOH and RDA ......................................................................................2-8

Figure 2-2 Organization of RDA for Road Maintenance...................................................................2-9
Figure 2-3 Standard Bridge Cross Section.......................................................................................2-12
Figure 2-4 Standard Road Cross Section .........................................................................................2-13
Figure 2-5 Standard Approach Road Cross Section ........................................................................2-13
Figure 2-6 Basic Plan for Causeway Widening to the Western Side ...............................................2-18
Figure 2-7 Types of Retaining Walls ...............................................................................................2-25
Figure 2-8 Pavement Thickness for Causeway and Approach Road ...............................................2-30
Figure 2-9 Improvement Plan of Junction at Beginning Point ........................................................2-30

iii
 Abbreviation

A/P : Authorization to Pay

A14 : Route 14
AASHTO : American Association of State Highway and Transport Officials
B/A : Bank Arrangement
BS : British Standard
CBR : California Bearing Ratio
CCD : Coast Conservation Department, Ministry of Fishery and Aquatic Resources
DBST : Dabble Bituminous Surface Treatment
E/N : Exchange of Note
ESA : Equivalent Standard Axle
GA : Government Agents
GOJ : Government of Japan
GOS : Government of Sri Lanka
H.W.L. : High Water Level
HAT : Highest Astronomical Tide
IEE : Initial Environment Examination
JICA : Japan International Corporation Agency
LAT : Lowest Astronomical Tide
LTTE : The Liberation Tigers of Tamil Eelam
MHWS : Mean High Water Springs
MLWS : Mean Low Water Springs
MSL : Mean Sea Level
N/P : Notice to Proceed
PC : Prestressed Concrete
PMU : Project Management Unit
RC : Reinforced Concrete
RC&DC : Road Construction & Development Corporation
RDA : Road Development Authority
Rs : Sri Lankan Rupee
RSMP : Road Sector Master Plan
US$ : United State Dollar
W/C : Water and Cement Ratio

iv
 CHAPTER 1

BACKGROUND OF THE PROJECT

CHAPTER 1 BACKGROUND OF THE PROJECT
The Democratic Socialist Republic of Sri Lanka (hereinafter referred to as “Sri Lanka”) is an
island country located in the southeast of the Indian Continent, having a land area of 65,550 sq.km
and a population of 19.7 million. The country’s road network has a total length of 91,862km
consisting of 11,771km of national roads of Class-A and Class-B, 15,532km of provincial roads, and
64,569km of rural roads. Most roads were constructed more than 50 years ago. Road maintenance,
rehabilitation and new construction have not kept abreast with the rapid growth of transport demand,
resulting in negative consequences on road user costs, road safety and economic development in Sri
Lanka.
The Government of Sri Lanka (GOS) has put forward the concept of “Country to the Front”
to promote comprehensive development of the country for the benefit of the entire population. In its
national development policy, the GOS has given priority to the road network with a view of
contributing to the well-being of the population and promoting the economic development. GOS
formulated a Road Sector Master Plan (RSMP) in 2005. The road development programme is based
on the future traffic projections and on development activities decentralizing from Colombo to the
economic growth centers in Sri Lanka. The final target is to improve more than 19,000km of the
existing road network and by investing 227 billion rupees during the programme implementation
period.
Adequate transport infrastructure is an essential component for social and economic
development of Sri Lanka. GOS has undertaken several projects for rehabilitation and improvement
of the road network with foreign fund for enhancing the level of service and improving the traffic
capacity. GOS has given a very high priority to the rehabilitation of the war-affected areas in the
Northern Province following the start of the peace process. As rehabilitation of the infrastructure is a
major component of the government programme, and as the Mannar Bridge is located within the
northern area, the Project is in line with the government programme and policy.
The Mannar Bridge and Causeway connecting the Mannar Island and the mainland were
constructed in the 1930s with an overall length of 121.2m and an overall width of 4.26m. The 38.0m
long steel truss center span of the bridge was blasted and the wreckage of the steel truss members still
remains in the canal. It was re-built temporarily with a steel Bailey bridge. Both end sections,
consisting of 4-lane 10.4m long concrete bridges, were also damaged severely due to the blasting. The
use of the existing bridges is limited to 10-ton vehicles and at present there are risks of accident and
damage caused by heavy vehicles, thus hindering smooth transportation and causing high
transportation cost. Traffic safety is also not ensured for pedestrians passing the bridges. The existing
causeway of approximately 3.5km long in total and 6.3m wide on average is retained by masonry
walls. Its single-lane carriageway with a width of about 3.5m is paved by DBST and the sidewalks on
both sides are paved by laterite soil. Heavy vehicles passing on the causeway must reduce speed and
wait on the sidewalk for coming vehicles from the opposite side. The retaining walls are inclined or
collapsed due to the wheel load of heavy vehicles. However, the bridge and causeway reconstruction
programme was not implemented because of financial constraints and the prevailing security situation
in the project area.
Following the result of the peace process, GOS requested the Government of Japan to extend
Japan’s Grant Aid for the reconstruction of Mannar Bridge and Causeway.
In response to the request, the Japan International Cooperation Agency (JICA) dispatched a
Preliminary Study Team to Sri Lanka in March 2006. The team held discussions with officials of GOS
to confirm the requests from GOS and conducted a field survey. Through the preliminary study, the
team basically confirmed the necessity of urgent construction of the bridge and improvement of the
causeway and the fact that preliminary environmental approval for the Project has been issued by the
Coastal Conservation Department (CCD).
Based on the preliminary study result, JICA decided to conduct a Basic Design Study (the
Study) on the Project for the Construction of New Mannar Bridge and Improvement Causeway and
dispatched a basic study team (the Study Team) to Sri Lanka in July 2006 to discuss the scope of the
project and conduct the site survey and collect necessary data for basic design. After the Study Team

1-1
returned to Japan, further study and basic design were conducted and the draft final report was
prepared. Then JICA sent the Basic Design Explanation Team to Sri Lanka from November 12 to
November 18, 2006 and the Minutes of Discussion, which mainly covered the results of the basic
design and the recipient country’s obligations, was agreed by both sides.

1-2
 CHAPTER 2

CONTENTS OF THE PROJECT

CHAPTER 2 CONTENTS OF THE PROJECT
2-1 BASIC CONCEPT OF THE PROJECT

2-1-1 OVERALL GOAL AND PROJECT PURPOSE

Sri Lanka is an island country located in the southeast of the India Continent. The
Government has put forward the concept of “Country to the Front” to promote
comprehensive development of the country for the benefit of the entire population. In its
national development policy, GOS has given priority to the road network with a view of
contributing to the well-being of the population and promoting the economic development.
GOS formulated a Road Sector Master Plan (RSMP) in 2005. The road
development programme is based on the future traffic projections and on development
activities decentralizing from Colombo to the economic growth centers in Sri Lanka. The
final target is to improve more than 19,000km of the existing road network by investing
227 billion rupees during the programme implementation period.
The Mannar Bridge and Causeway connecting the Mannar Island and the mainland
were constructed in the 1930s with a narrow width and a single lane. The existing bridge,
which was reconstructed by a temporary Bailey bridge after being blasted in 1990, has a
narrow width and its use is limited to 10ton vehicles. The causeway also has a narrow
width and a single traffic lane, and has been damaged by the increasing heavy traffics. The
causeway is frequently inundated and traffic is often interrupted for a long time, hindering
smooth transportation and causing high transportation cost. Traffic safety is also not
ensured for pedestrians passing the bridges.
GOS expects to resolve the traffic bottlenecks, improve mobility on the national
road network, reduce overall vehicle operating cost, activate the regional development and
enhance the stability of people’s livelihood through the implementation of the Project.

2-1-2 OUTLINE OF THE PROJECT

Adequate transport infrastructure is an essential component for social and
economic development of Sri Lanka. GOS has undertaken several projects for
rehabilitation and improvement of the road network with foreign fund for enhancing the
level of service and improving the traffic capacity. GOS has given a very high priority to
the rehabilitation of the war-affected areas in the Northern Province following the start of
the peace process. As rehabilitation of the infrastructure is a major component of the
government programme, and as the Mannar Bridge is located within the northern area, the
Project is in line with the government programme and policy.
The existing Mannar bridge built across the canal in the Mannar bay have an
overall length of 121.2m and an overall width of 4.26m. The center span, consisting of a
38.0m long steel truss, was blasted and the wreckage of the steel truss members still
remains in the canal. It was re-built temporarily with a steel Bailey bridge. Both end
sections, consisting of 4-span 10.4m long concrete bridges, were also damaged severely
due to the blasting. The use of the existing bridges is limited to 10-ton vehicles and at
present there are risks of accident and damage caused by heavy vehicles, thus hindering
smooth transportation and causing high transportation cost. Traffic safety is also not
ensured for pedestrians passing the bridges. The existing causeway of approximately
3.5km long in total and 6.3m wide on average is retained by masonry walls. Its single-lane
carriageway with a width of about 3.5m is paved by DBST and the sidewalks on both sides
are paved by laterite soil. Heavy vehicles passing on the causeway must reduce speed and
wait on the sidewalk for coming vehicles from the opposite side. The retaining walls are
inclined or collapsed due to the wheel load of heavy vehicles. However, the bridge and
causeway reconstruction programme was not implemented because of financial constraints
and the prevailing security situation in the project area.

2-1
 GOS requested the Government of Japan to extend Japan’s Grant Aid for the
construction of the New Mannar Bridge and improvement of the Causeway which are
finally outlined in the basic design as follows:
- Construction of a new 157.1m long, 10.4m width bridge, with 6 PC I-Girder spans, 2
carriageways and foot walks on both sides.
- Improvement of the 3.14km long, 11.0m wide causeway, with 2 carriageways and foot
walks on both sides.
- Construction and improvement of 0.45m long, 11.0m wide approach roads, with 2
carriageways and foot walks on both sides.
The New Mannar Bridge has been planned to be constructed on the western side
of the existing bridge where existing important buildings and facilities that may be subject
to environmental impact of the Project are very few on the bridge alignment, and the
concrete bridge type has been selected to ensure durability against damage by salty water.

2-2 BASIC DESIGN UNDER THE REQUIRED JAPANESE ASSISTANCE

2-2-1 DESIGN POLICY

2-2-1-1 Basic Policy
(1) Cause of Damage and Reconstruction Method
The Mannar Bridge was blasted and damaged severely in both superstructure and
substructure. The causeway was also damaged by the blast and has further deteriorated due
to the increasing heavy traffics. It was also inundated at the highest tide and traffic was
often interrupted in the raining season.
Since the existing bridge is in a risk of collapse due to heavy vehicles, it is
necessary to construct a new bridge at 20m on the western side of and in parallel with the
existing bridge. Besides, the causeway will be widened by 11.0m on the western side while
the eastern retaining wall will be retained to minimize the construction cost.

(2) Measures against Damage by Salty Water

To protect concrete structures from damage by salty water, the following measures
have been taken into consideration in designing the project bridges and concrete structures:
- PC (Prestressed Concrete) girders are selected for superstructure;
- One rank high strength concrete is applied as design concrete strength considering the
conditions affected by salty water in accordance with the Bridge Design Manual, RDA,
1997;
- Bridge accessories such as expansion joints, shoes, railing are corrosion-resistant;
- Any steel material in contact with salty water is protected against corrosion; and
- The area of concrete surface in contact with salty water is minimized to avoid
deterioration.

(3) Bridge Design and Construction Planning in Consideration of Dry and Rainy
Seasons
According to the results of site survey conducted from June and August 2006, the
construction works in the sea can be carried out in the dry condition. To minimize the

2-2
 construction cost, the construction works below the high water level shall be completed
during the dry season.
(4) Measure against Settlement
As the sea bed is a soft ground, settlement will occur under the embankment. The
existing causeway and the widening section are in different conditions of soil
consolidation, resulting in a gap between them due to settlement. Taking this condition into
consideration, the displacement method (soft ground is excavated and replaced with good
embankment material) has been applied as a counter-measure against settlement
considering the reliability of this method, and the construction period and cost.
(5) Adopted Standards
The Geometric Design Standard of Road 1998 has been applied for geometric
design of roads and bridges. The Bridge Design Manual, RDA, 1997 which refers to BS
5400 Part 2, has been applied for bridge design. The Japanese Industrial Standard (JIS) has
been applied for expansion joints and rubber bearing shoes.
(6) Planning of Bridge and Causeway in Consideration of Future Maintenance
The bridge has been designed in consideration of minimum and easy maintenance.
Bridge drains, expansion joints and shoes have been designed considering easy cleaning
and durability. Concrete design strength, which should be durable against salty water, has
been determined and designed for quality of cement, aggregate and sand and their design
mix proportion.

2-2-1-2 Policy on Natural Condition

(1) Climatic Condition
The designs, construction plans and quality plans of the bridge and causeway have
been prepared in consideration of the following climatic conditions:
- The average monthly temperature is the highest at 35.4degrees Celsius in April, and the
lowest at 22.9degrees Celsius in February.
- The average annual rainfall at the Mannar observatory is about 986mm, concentrating
in the period from October to January. The rainfall is relatively small but the maximum
monthly rainfall is 472mm and the maximum daily rainfall is 202mm in December.
- The prevailing wind during the northeast monsoon (November to February) is from the
southwest and that during the southwest monsoon is from the northeast. The design
speed of 60miles/hr has been applied for bridge design. The lowest low pressure is
1,000hpa.
- There is no record of earthquake around the project site and few earthquakes in Sri
Lanka because Sri Lanka is located on the center of the Indian Plate.
- A total of 14 cyclones have struck the east coast of Sri Lanka before moving to the
west coast, but almost no damage by them was recorded in the project area.

(2) Tidal Condition

The standard tidal levels of the ocean are measured based on the Mean Low Water
Springs (MLWS), and the standard levels of the land are measured by topographic survey
based on the Mean Sea Level. The difference between both standard levels is 0.40m. The
bridge and causeway structures have been designed using the survey levels measured from
the official bench marks as shown in Table 2-1.

2-3
 Table 2-1 Record of Tidal Levels

Description Mark Level of Ocean Level of Survey

Highest Astronomical Tide HAT +1.0 +0.6
Mean High Water Springs (High Water Level) MHWS (HWL) +0.8 +0.4
Mean Sea Level MSL +0.4 +0.0
Mean Low Water Springs (Low Water Level) MLWS +0.0 -0.4
Lowest Astronomical Tide LAT -0.2 -0.6

(3) Geological Features

The soil at the bridge sites is mainly divided into four (4) layers based on the result
of geo-technical survey. The first layer is very soft ground depositing at 2m~3m from the
ground surface; it is fluid and has a low N-value along the causeway. The second layer (3m
to 10m) is coarse sand with thin silty layer; it is consolidated and has a relatively high
N-value (20~50). The third layer (10m to 20m) is hard clay containing sand; it is very hard
with a N-value of over 50 and is considered to be completely consolidated. The fourth
layer (below 20m) is called sand stone (very hard sand layer); it is considered to be the
bearing layer for foundation piles. Based on the above survey results, the following design
policies have been considered in the basic design:
- Embankment on the soft ground is subject to settlement due to embankment load, so
that a method of the settlement measures should be adopted in designing the causeway;
- Hard clay and sand stone layers are generally considered as the bearing layer for the
bridge. However, the sand stone layer is selected as the bearing layer for pile bents of
pier foundation and cast-in-place concrete bored piles for abutment foundation to
support the large load of the bridge without settlement.

(4) Drift Sand

The sand around the project area has tendency to drift from the northwest to
southeast in view of geographical features of the Mannar Island. From hearing survey and
site reconnaissance, there is no record of moving sand due to topographical change. A
comparison between the bathymetric survey map prepared in the study and the sea bed
map prepared in the 1970s shows that there is no sign of moving sand near the project area,
therefore sand drifting has not been considered in the design of the bridge and causeway.
(5) Ocean Waves
There is no observation record of ocean waves around the Mannar Island. Thus the
ocean waves have been inferred from wind direction and forces, low pressure,
topographical features and tidal data. The abutment to be constructed on the Mannar Island
side may be subject to damage due to ocean waves caused by the wind from the southwest
at high tide during the raining season (northeast monsoon season). On the other hand, the
northeast wind during the dry season (southwest monsoon season) does not cause any
damage because the ocean water level is low.

2-4
2-2-1-3 Policy on Socio-Economic Condition
(1) Peace and Reconstruction Process
The project site is located in the government control area near the borderline
between the government control area and LTTE control area. Approximately 65% of the
population in the area is Tamils. The capital of Mannar prefecture is in the Mannar Island
and the new Mannar Bridge and causeway play a major role not only for passenger
transportation but also freight transportation. GOS expects to activate the regional
development and improve the stability of people’s livelihood near the borderline by
implementing the construction of the new Mannar Bridge and causeway. This project is
expected to accelerate the peace and reconstruction processes.
(2) Harmony with Local Society
For smooth implementation of the Project, the following factors are taken into
consideration:
- As the project site is located at the entrance of the capital of Mannar prefecture, the
design and implementation plan of the new Mannar Bridge and causeway will be
conducted considering the surrounding environment;
- The construction methods shall provide job opportunities to local people because there
are not sufficient jobs for people staying around the project site;
- Materials such as stone and sand that can be procured around the project site shall be
used to the maximum extent;
- The construction facilities such as construction yards and temporary roads shall be
planned with a view of re-using those facilities for residents’ relaxation after
completion of the Project.

(3) Land Acquisition and Displacement of Houses

At a stakeholders meeting, the General Manager of the Mannar district and
stakeholders in the Mannar Island agreed to relocate the gasoline station and two
abandoned houses, which are located in the right-of-way of the Project. The gasoline
station will be relocated in the vacant lot after the Meteorological Office is moved to the
outskirts by January 2007. The facilities of the gasoline station including fuel tank will be
demolished by August 2007. Land for camp yards and construction facilities will be
provided by GOS before the commencement of construction works.
(4) Policy on Environment
In the basic design, the Initial Environmental Examination (IEE) conducted in the
Preparatory Study was reviewed in detail and the Category B (less adverse impact) was
reconfirmed based on the JICA Environment Guideline, April 2004. However, most of the
adverse impacts, such as movement of the existing gasoline station and deserted houses
and preservation of mangrove, have already been solved and are considered to be
negligible. RDA has already obtained CCD’s approval of the environmental impact
assessment on March 17, 2006 and 4m in height of navigation clearance on September 12,
2006. To obtain the construction permit from CCD, the bridge and causeway have been
designed to minimize environmental impacts.

2-5
2-2-1-4 Policy on Construction and Procurement
(1) Working Condition
Most people in Mannar are Tamils and Moors. Common labour can be recruited
relatively easily from Mannar but special technique is required for the implementation of
the Project. Engineers and special technicians required for the Project are available in
Colombo but they have no intention to work in Mannar due to many opportunities to work
for highway projects in the south and security problems in the north. Therefore, expatriates
from surrounding countries should be employed for the construction of cast-in-place
concrete piles and erection of PC girders. The employers shall conform to the Sri Lankan
Labor Law (enacted in 2004).
(2) Procurement of Machines and Materials
1) Cement
According to the hearing survey from manufacturers, two cement factories are
operating in the west and south regions of Sri Lanka. Cement is now in great demand due
to the current execution of projects for the restoration of Tsunami disaster. Normal
Portland cement manufactured in India and South Africa can be procured in Sri Lanka.
There are seven cement suppliers in Colombo. Ten ready mixed concrete suppliers with
batching plants are operating in Sri Lanka, but only in Colombo and the southern area.
Therefore, the batching plant should be procured in Colombo and installed at this site.
2) Reinforcing Bars/Steel Materials
Reinforcing bars and steel members will be procured from Singapore but PC
strand and anchors, which are not produced in Singapore, and tensioning jacks will be
imported from Japan.
(3) Sand, Stones and Borrow Materials
Sand will be procured from private suppliers at Kalar. The sand price is fluctuating
due to transportation cost and security control of the Army. Concrete and pavement
aggregate and stones for retaining walls and slope protection will be procured from the
suppliers operating a crushing plant at Madukanda or Mihintale. Borrow material for
embankment will be procured from the borrow pit in government land at Madhu.
(4) Bridge Accessories
According to the procurement survey at the local site, bearings and expansion
joints are not produced in Sri Lanka; therefore, they will be procured from Japan.
(5) Construction Machines
Construction equipment for road work can be rented in Sri Lanka. However, truck
cranes with over 80ton lifting capacity, all casing bored pile machine, and erection girder
for PC concrete girders and portal crane cannot be procured in Sri Lanka and Singapore.
They will be procured from Japan. Crushing plant will not be provided at the site so all
materials produced from stones will be procured from local suppliers.

2-6
2-2-1-5 Procurement of Local Contractors
Local contractors in Sri Lanka have experience in the construction of PC bridges
but they are not interested in working in Mannar. Subcontractors for cast-in-place concrete
pile and PC girder erection may be mobilized from Japan.

2-2-1-6 Policy on Capability of Implementation Institute as to Management and

Maintenance
(1) Implementation Institute
The implementation institute of the Project is the Ministry of Highways (MOH) and
the Road Development Authority (RDA). MOH controls the highways section in Sri
Lanka and RDA is responsible for the construction and maintenance of roads and
bridges as shown in
Figure 2-1. For this Project, RDA is the implementation agency under the control
of MOH. RDA is composed of 14 bureaus, 1 project office and 9 PMUs. RDA has a total
staff of approximately 2,730.

2-7
Ministry of Highways Road Development Authority

Hon. Minister Chairman & Board Directors

Deputy Minister of Highways General Manager

Secretary Highways Additional General Manager-Projects

Additional Secretary Internal Audit

Senior Assistant Secretary Maintenance Management & Construction

Chief Accountant Engineering Service Division (Bridge Design)

Accounts and Stores Division Highway Designs Division

Director Programming Research & Development Division

Programming Division (Technical Unit) Mechanical Division

Residual Division (Work of Highway Dept.) Training Division

Administration and Establishment Division Planning Division

Land Acquisition and Miscellaneous Work Division Finance Division

Road Development Authority Administration Division

Land Acquisition & Resettlement Division

Legal Division

Works Division

Colombo-Katunayake Expressway Project Unit

PMU of Asian Development Bank

PMU of Japan Aided Project Management

PMU of Miscellaneous Foreign Aided

PMU of Southern Transport Development

PMU of Outer Circular Highway

PMU of Colombo-Kandy Alternate Highway

PMU of Road Project Preparatory Facility

PMU of Perform Implementation Unit

PMU of World Bank

Figure 2-1 Organization of MOH and RDA

2-8
(2) Maintenance Organization
As shown in Figure 2-2, RDA, which is responsible for the maintenance of roads
and bridges under the Board of Directors, has 9 provincial and 24 regional offices and is
operating with the maintenance budget. RDA Mannar Office is responsible for the
maintenance of the new Mannar Bridge and causeway and contracts with private repair
agencies for routine maintenance works. RC&DC (Road Construction & Development
Corporation) undertakes directly periodical maintenance and rehabilitation works under
contract with RDA. However, in order to ensure that periodical maintenance requiring
technical knowledge such as bridge repair and replacement of expansion joints can be
conducted appropriately, the following measures will be taken:
- The bridge and causeway will be so designed as to minimize and facilitate maintenance
works after their construction.
- Maintenance engineers in RDA will learn the inspection and maintenance management
systems for the new bridge and causeway through a training programme in Japan
during the construction stage.

Chairman

General Manager

Northern
Sabaragamuwa
North Western

Southern
Western

Eastern

Eastern
Central

Uva

Chief Engineer Chief Engineer Chief Engineer

Vavuniya & Mannar Mulativu & Kilinochchi Jaffna

Vavuniya Excusive Engineer Mannar Executive Engineer

Technical Officer Technical Officer Technical Officer (2) Clerk (2) Drivers (2)

Work Supervisor Work Supervisor Work Supervisor (3) Office Aide (1)

Labors (75)

：Provincial Office ：Mannar Office

Figure 2-2 Organization of RDA for Road Maintenance

2-9
2-2-1-7 Policy on the Grade of Facilities and Equipment
(1) Design Standards
Sri Lankan design standards and manual are applied for the design of bridge and
causeway to determine the suitable and economic scale of facilities for the Japan Grant Aid
Project. But expansion joints, rubber shoes will be procured from Japan considering the
lower quality of local products and the severe site conditions suffering damage by salty
water.
(2) Policy on Reconstruction of Bridges and Causeway
The Mannar Bridge was blasted in 1990 and is now in a severely dilapidated
condition presenting a risk of collapse due to the traffic of heavy vehicles. The new bridge
construction policy is that a temporary bridge will be provided for the transportation of
equipment and materials for bridge works, and the existing bridge will be used only for the
general traffic. Most bridge works including foundations will be executed on the
temporary bridge.
On the other hand, the existing causeway structure is still relatively sound but its
width is narrow and deteriorated in some section. The causeway widening policy is that
part of the existing causeway will be used as a detour road with a single traffic way for
both construction vehicles and general traffic during the construction and then will be
incorporated into the new causeway which has been widened toward the western side.
The reconstruction of the bridge and causeway is designed with a view of
providing sufficient safety against the past maximum high tide level and an appropriate
navigation clearance (20m wide and 4m height). Considering the site conditions such as
scouring, waves and canal erosion, both abutments will be moved back from the existing
location.
The abutment and slope protections are designed to be flexible to alleviate the
critical damage due to waves by following the deformation of seabed and bank slope.
Therefore, periodical maintenance shall be conducted to protect the bridge and causeway
structures, and subsidiary structures.
(3) Consideration of Traffic Safety
The Mannar Bridge is located at the entrance of Mannar city where a provincial
capital and administrative, educational and business center exist. It is predicable that the
number of pedestrians and bicycles passing on the bridge will increase after its
construction. Therefore, safety facilities should be provided for pedestrians to ensure their
safety and sidewalks for pedestrians should be considered in the bridge design.

2-2-1-8 Policy on Construction Method and Construction Period

The causeway passes on a lagoon (tidal land) where is sandy mud, very soft on the
seabed and less than 1.0m of water depth in the raining season. In such site conditions, a
permanent cofferdam with steel sheet piles is required for the execution of the widening
causeway such as soft soil displacement, construction of a retaining wall and embankment
in the section of 1.5km from the existing Mannar Bridge. The execution length of one
section is necessary to be shorten and repeating the same procedures transferring
equipment and labour for cost saving and traffic safety. The construction of widening
causeway will be carried out while keeping one traffic lane for vehicles. The construction
period of the widening causeway is approximately 25 months which is on the critical pass.
Before the construction of bridge is commenced, a temporary bridge will be
constructed between the existing bridge and the new bridge for transportation of materials
and equipment. The pile bent type is selected for piers to avoid costly submarine work,
therefore all foundation and substructure works will be executed by equipment on the

2-10
 temporary bridge. In parallel with the foundation and substructure works, PC girders will
be cast at the fabrication yard. PC girders will be pulled out by winches from the
fabrication yard to the erection site behind the abutments and then erected by means of
erection girder. The construction period of the new bridge including the temporary bridge
is approximately 21 months. Shortly after the completion of the bridge, RDA shall
demolish the steel truss bridge that fell in the sea to ensure safe navigation of fishing boats
during the construction period.
Considering the above conditions, the construction of the Project will commence
in October, 2007 with the mobilization in the end of the rainy season and both bridge and
causeway works will be carried out at the beginning of the dry season. The total
construction period is estimated to be 29 months.

2-2-2 BASIC PLAN

2-2-2-1 Overall plan
(1) Adopted Design Specifications
The following standards and manuals have been referred to in the basic design of
the structures:
- RDA Geometric Design Standard of Roads, 1998
- RDA Bridge Design Manual
- A Guide to the Structural Design of Roads under Sri Lankan Conditions
Detailed specifications are shown in Table 2-2 and Table 2-3respectively.

1) Road Design Conditions

Table 2-2 Road (Causeway) Design Conditions
Items Design Condition Notes
Class of Road (Type of Road) A (R3) RDA Geometric Design Manual
Classification of Road Location Local Site Conditions
Location Plain Site Conditions
Road 70km/hr
Design Speed RDA Geometric Design Manual
Vicinity of Junction 60km/hr
Carriageway (DBST) 3.0%
Cross Fall RDA Geometric Design Manual
Shoulder (DBST) 3.0%
Maximum Super Elevation 6.0% (3.0%) RDA Geometric Design Manual
Road 185m
Minimum Radius RDA Geometric Design Manual
Vicinity of Junction 130m
Minimum Radius with Open 1,105m
RDA Geometric Design Manual
Adverse Cross Fall Built-up 810m
Minimum Length of Road 40m
RDA Geometric Design Manual
Spiral Curve Vicinity of Junction 35m
Vertical Maximum Gradient 4.0% (0.5%) RDA Geometric Design Manual
Critical Length of i=3.0% 480m
RDA Geometric Design Manual
Gradient i=4.0% 330m
Minimum Vertical Curve Length for Appearance 60m RDA Geometric Design Manual
Crest 3,000m
Minimum Vertical Curve RDA Geometric Design Manual
Sag 1,300m

2-11
2) Bridge Design Conditions
Table 2-3 Bridge Design Conditions
Items Design Condition Notes
Navigation Clearance Height：4.0m, Width：20.0m refer to 2.3.2
Live Load HA Load, B Load：30 Unit BS5400 Part 2, 1978
Wind Load 60 miles/hr. RDA Bridge Design Manual
Temperature 33.8~2.9℃ RDA Bridge Design Manual
Design
Loads P=Impact (ton)
RDA Bridge Design Manual
Impact P=0.1 x W x V W=Weight of Ship (9ton)
and Site Conditions
V=Speed of Ship (20m/sec)
Seismic Load Zero RDA Bridge Design Manual
PC I-Girder 50N/mm2
Cross Beam 50N/mm2
RC Slab 40N/mm2
Design Strength of Concrete Concrete in the Air 40N/mm2 RDA Bridge Design Manual
Cast-in-place Concrete Pile
50N/mm2
and Pile Bent
Leveling Concrete 25N/mm2
PC I-Girder 40mm
Cross Beam 40mm
RC Slab 50mm
Concrete Coverage Concrete in the Air 50mm RDA Bridge Design Manual
Cast-in-place Concrete Pile
55mm
and Pile Bent
Leveling Concrete -

(2) Road Width Plan

The new Mannar Bridge and causeway, which is a vital connection road between
the Mannar Island and the mainland of Sri Lanka, will be reconstructed to have a two-lane
carriageway taking into account the forecast of traffic increasement on the A14. The road
width has been determined in conformity with the above-mentioned road design conditions.
As the bridge is located at the entrance of Mannar city with a population of 50,000, it
should be provided with foot walks on both sides for pedestrians and bicycles.
1) Bridge Width Structure
The cross section applied for the new Mannar Bridge is as shown in Figure 2-3
based on the RDA Bridge Manual. The bridge and causeway, which will be constructed on
the R14, are classified in Class-A, Rural and Flat. Based on the above criteria, two 3.7m
wide carriageways and 1.2m wide foot walk/cycle have been applied as a minimum
standard. The foot walks on the both sides are 1.5m wide of mount-up type, composing of
1.2m wide foot walk/cycle and a space of 0.3m for concrete hand railing for safety of
pedestrians. The total width of the bridge is 10.4m

10 400
1 500 3 700 3 700 1 500
300 1 200
Foot Walk Carriageway Cold-mix Asphalt
Hand Rail Cycle Lane Concrete
1.5%
2.5% 2.5%

Figure 2-3 Standard Bridge Cross Section

2-12
2) Causeway Width Structure
The cross section of causeway is as shown in Figure 2-4 based on the same
classifications as the bridge. The minimum width of structure is as follows:
- Carriageway = 7.4m (3.7m x 2 lanes)
- Foot walk/cycle = 1.8m (Foot walk/cycle = 1.2m and top of retaining wall)
According to the RDA Geometric Design Standard of Roads, 1998, the width of
foot walk is 1.8m in minimum but it is maintained to be the same (1.2m) as that of the
bridge and a space of 0.6m on the top of the retaining wall is used for the installation of
guard stones in the section of the causeway for minimizing the construction cost. The
width of the causeway is 11.0m in total. On the top of the retaining wall, guard stones will
be provided for traffic safety.
11 000
WEST EAST
1 800 3 700 3 700 >1 800
600 1 200 1 200 >600
Shoulder Carriageway DBST

Guard Stone 3.0% 3.0%

Remove ex. pavement

Existing Causeway

Figure 2-4 Standard Road Cross Section

a) Approach Road Width Structure

The cross section of approach roads is as shown in Figure 2-5 based on the RDA
Geometric Design Standard of Roads, 1988 with the same features as the causeway. On the
section of the approach roads, guard rails will be provided for traffic safety.

11 000
WEST EAST
1 800 3 700 3 700 1 800
600 1 200 1 200 600
Shoulder Carriageway DBST
Armoured Rock Guard Rail
3.0% 3.0%
0.5ton, t=0.5m
1:1.5 Sodding

1:2
Geotextile
Existing Causeway
Shelter Layer
Gravel t=0.15m

Figure 2-5 Standard Approach Road Cross Section

2-13
2-2-2-2 Facility Plan
(1) Bridge Center Line
To select the location of the reconstructed bridge, the following three alternatives
have been taken into consideration:
Route- A : 20m on the western side of the existing bridge

Route- B : The same as that of the existing bridge

Route- C : 20m on the eastern side of the existing bridge

The route-A had been studied by RDA and agreed with stakeholders. In this basic
design report, Route-A has been verified only to determine whether it is most appropriate
or not.
1) Evaluation from the Social Environment Viewpoint
In the Route-A, it is necessary to replace the existing gasoline stand and two
deserted houses, but RDA has already discussed with the Agents concerned and found the
places for their relocation. Both habitants’ resettlement and land acquisition for the two
deserted houses have also been solved. For these reasons, the Route-A does not present
negative issues at present in the environmental aspect.
2) Evaluation from the Viewpoint of Impact on Existing Life Facilities
As the existing bridge and water supply pipe can be maintained during the
construction in the case of Route-A, the impact on the residents’ life style is the smallest
compared to the Route-B and Route-C.
3) Evaluation from the Viewpoint of the Bridge Plan
In the Route-C, it is not appropriate to divert the road alignment to the end
junction with the minimum radius. If a bigger radius is applied in the alignment, the
military and police facilities are affected. The road alignment in the cases of Route-A and
Route-B satisfies the RDA Geometric Design Standard of Roads.
The overall construction cost for the Route-B is the highest compared to that of
other alternatives because it is necessary to construct a new detour bridge for traffic and
pedestrians as well as a temporary bridge for construction purpose. In conclusion, the
Route-A is the best route from the social environment and economical viewpoints. A
comparison of these aspects is shown in Table 2-4.

2-14
 Table 2-4 Alternative Plans of Bridge Center Line

Route Evaluation

• Big radius can be provided at the end junction, so traffic can move to the
junction smoothly.
20m to the • Easy access to police office is provided. Movement of gasoline stand and
west of demolish of 2 abandoned houses have already been agreed with the
A
existing Government Agents concerned.
bridge • RDA has studied this route and concluded that it is economical and
acceptable.
Good

• Road alignment is almost same as the existing road and bridge, so the impact
on the existing facilities is minimized.
Same • Construction of the new bridge is carried out only after a detour bridge is
alignment as constructed and the existing bridge and wreckage of steel truss bridge are
B removed, so the construction period is longer and the cost is higher compared
existing
bridge with other alternatives.
• Construction of a temporary bridge for construction works is also required, so
it is not economical. Fair

• Only small radius can be aligned at the end of junction, so the road alignment
is out of design criteria.
20m to the
• The water supply pipe on the eastern side of the existing road is affected by
east of
C the bridge construction.
existing
• A detour road is required for the existing road to the fort.
bridge
• Military check point and police facilities are affected by the
Bad
alignment.

Fisheries Market
Mangrove
Fisheries Port

Abandoned House

ＱＳ
ARoute Check Poinｔ Abandoned House
Army
B Route
Court
Mannar Bridge
Concret Basin
C Route Gate

Police Station at Fort

2-15
(2) Bridge and Causeway Plan
The new Mannar Bridge and causeway are designed as shown below.
1) Newly Constructed Bridges
The existing bridge has a total length of 121.2m, a 38.0m long center span and 4
10.4m long spans on both sides. As the existing bridge was constructed with a relatively
short length, local scouring occurred around the abutments. It is considered that the
hydraulic condition of the canal will be unchanged, although the existing bridge will be
demolished after the construction of the new bridge. In the design of the new bridge, both
abutments are set back from the existing abutments to minimize the risks of local scouring
and waves caused by the southwestern wind in the monsoon season.

The navigation clearance of 4.0m height and 20.0m width has been agreed with
the agencies concerned. Based on this clearance, the minimum length of the center span is
over 22.0m. The use of prestressed concrete girder type for the bridge is reasonable and
economical considering its durability against salty breezes at the seashore.

On the center line of the new bridge (20m on the western side from the existing
bridge), both abutments will be constructed in sea water and therefore affected by waves.
Slop protection and revetment should be strong enough to withstand waves but low
construction cost and easy maintenance should be ensured.

Based on the above conditions, three alternatives have been evaluated in the
following aspects i) Structural aspect; ii) Cost/constructability; and iii) Maintenance as
shown in Table 2-5. Alternative-B (bridge length: 157.1m, girder length: 26.0m, 6 spans of
continuous PC I-Girders) has been selected as the most appropriate from the following
viewpoints:
- In the case of span length of 25.1m for Alternative-A and 26.1m for Alternative-B, the
difference of bridge cost is negligible because girders have the same height and the
same erection equipment is used for their erection. On the other hand, Alternative-A
requires large abutments to set the footing under the sea bed and it is necessary to
provide strong revetment and slope protection leading to uneconomical design:
- In Alternative-C, the number of spans can be reduced by providing longer girders of
30m. But for 30m spans, the PC T-Girder type should be applied, which results in an
increase in the construction cost. Alternative-C would also require large foundation,
substructure and girders and therefore large equipment should be used.
- For Alternative-B it has been planned to construct abutments on a wide mound so as
not to be affected by waves. The filled mound will be protected by stone riprap and
revetment, which can be easily maintained by RDA Mannar Office.

2-16
 Table 2-5 Alternative plans of span Arrangement
Profile Evaluation
Alternative -A, Bridge Length 151.6m, (girder Length 2.05m), 6-spans Connection PC-I Girder + Wet Masonry Protection Structural Point （ Erosion）
To shorten bridge length,
Bridge Length 151 100 (Span [email protected]+25.100) protection with wet masonry
Main Land Mannar
(Slope 1:1)to protect erosion
Existing Bridge
is provided.
○
Navigation Navigation
Clearance Clearance
Economic and Construction
H.H.W.L.+0.600 M.S.L.
H4.00 x W20.00 H4.00 x W20.00 Scale of abutments, slope
protection and foundation
and costs are bigger than
Alternative-B, although
○

Table 2-5 Alternative plans of span Arrangement

bridge length is shorter
Wet Masonry Scoring/Erosion Evaluation
with convrete piles In maintenance of scoring
and ersion are difficult. ○
Alternative-B Bridge Length 157.10m (Span 26.6m) 6 Spans Connection PC I-Bridge + Stone Riprap Protection Structural Point （ Erosion）
Both abutments are set back
Bridge Length 157 100 (Span Length [email protected]+26.100) on mound filled and
protected by stone riprap to
make easy mentenance.
◎
2-17

Navigation Navigation
Clearance Clearance Economic and Construction
H4.00 x W20.00 H4.00 x W20.00 Scale of abutments, slope
protection and foundation
are smaller than Alternative-
A, and cost is lowest among
Sodding Stone Riprap them ◎
Scoring/Erosion Evaluation
In maintenance of scoring
and ersion are easy. ◎
Alternative-C Brige Length 158.40m (Girder Length 31.5m), 5-Span, Connection PC T-Girder + Stone Riprap Structural Point （ Erosion）
Both abutments are set back
Bridge Length 158 400 (Span Length 31.650+3@31,700+31.650) on mound filled and
protected by stone riprap to
make easy mentenance.
◎
Navigation
Clearance Economic and Construction
H4.00 x W20.00 Scale of abutments, slope
protection and foundation
are smaller than Alternative-
A, and cost is lowest among
them ○
Evaluation
Constructability and cost are
inferior among 3 alternatives ○
2) Widening of Causeway
Causeway widening should be planned to incorporate the existing causeway to
minimize the construction cost. The causeway widening alternatives are i) Widening to the
western side, ii) Widening to the eastern side; and iii) Widening on both sides. Based on
the result of site survey, the alternative of widening to the western side utilizing the eastern
retaining wall has been considered the most appropriate from the following viewpoints:
- The western retaining wall is damaged more seriously than the eastern retaining wall;
- The alignment of the existing eastern retaining wall is relatively straight, therefore
modification of the road alignment is limited;
- In the case of widening on both sides, the construction cost increases because it
requires the construction of new retaining walls on both sides and a traffic detour road;
- As the centerline of the new bridge is shifted 20m to the west, connection of the bridge
alignment with the alignment of the westward widened causeway is smooth; and
- As an existing water supply pipe is laid under the eastern shoulder, the eastern retaining
wall should be maintained to enable future inspection and repair of this water supply
pipe.
A basic plan of the causeway widening to the western side is shown in Figure 2-6.
11 000
WEST EAST
1 800 3 700 3 700 >1 800
600 1 200 1 200 >600
Shoulder Carriageway DBST

Guard Stone 3.0% 3.0%

Remove ex. pavement

Existing Causeway

Replacement Soil

Figure 2-6 Basic Plan for Causeway Widening to the Western Side

(3) Basic Structures of Bridges and Causeways

1) Superstructure Type
Considering the designed bridge length of 157.1m and the span length of 26.10m,
the following three alternatives: i) Connection PC I-Girder (PC I-Girder), ii) Connection
PC T-Girder (PC T-Girder), and iii) Continuous Steel I-Girder (Steel I-Girder) have been
considered for superstructure design as shown in Table 2-6.
a) PC I-Girder
The economical span length of I-shaped PC girder is 20m to 30m, therefore the
designed span length of 26.1m is reasonable. PC I-Girders are planned to be produced at
the fabrication yard near the bridge site and erected by truck cranes (truck crane method)
or by erection girder (erection girder method). However, as the erection site crosses over a
sea canal, the erection girder method is more appropriate considering the difficulty to carry
I-girders under the erection span. PC I-Girders are connected to each other on the piers to
make a continuous structure. In such a way, expansion joints on the piers and maintenance
are not required.

2-18
b) PC T-Girder
The economical span length of T-shaped PC girder is 25m to 40m. The designed
span length of 26.1m is also acceptable but not so economical. On the other hand, the
construction period is shortened because no concrete slabs are required. Considering the
same condition as PC I-Girders as mentioned in item a) above, the girder erection method
is applied for PC T-Girders. However, the weight of a PC T-Girder is approximately 80
tons, so larger fabrication yard and erection facilities are required. PC T-Girders are
connected to each other on the piers to make a continuous structure. In such a way,
expansion joints on the piers and maintenance are not required.
c) Steel I-Girder
The economical span length of steel I-Girders is 25m to 45m. Steel I-Girders are
manufactured only in a neighboring country (Thailand) and have to be transported by ships
and trucks to the construction site in Sri Lanka. The transportation cost is very high. As
steel girders can be fabricated in parallel with the construction of foundation and
substructure, the construction period can be minimized. However, steel girders are subject
to corrosion and deterioration due to sea water, so the maintenance cost including painting
is higher.
d) Overall Evaluation
The use of steel I-Girders is not viable from the economical and maintenance
viewpoints. In comparison between PC I-Girders and PC T-Girders, the PC T-Girder type
would be more preferable in view of its shorter construction period. The critical path in the
construction schedule is on the causeway construction but not on the bridge construction.
In conclusion, the PC T-Girder is superior to other alternatives in the structural,
constructability, economical and maintenance aspects.
2) Pier and Foundation Type
The sea water depth at the location of piers is 5~6m. A relatively hard clay layer is
found at 10 to 20m from the ground surface but the sand stone layer deeper than 20m is
considered as the bearing layer for bridge piles. Based on such conditions, four alternative
types, i.e. i) Wall type pier + Spread footing, ii) Circular column pier + Cast-in-place
concrete pile, iii) Caisson foundation pier, and iv) Pile bent foundation pier have been
considered.
a) Wall Type Pier + Spread Footing
The wall type pier type does not obstruct the water current and is strong against
collision by ship. However, cofferdams made of steel sheet piles are required for execution
of deep seabed excavation. Spread foundation on relatively hard clay is not acceptable for
pier foundation considering the consolidating settlement of clay and local scouring. Spread
foundation requires low construction cost but high maintenance cost. In the comprehensive
cost comparison, the spread foundation type is not economical.
b) Circular Column Pier + Pile Foundation (Cast-in-place Concrete Pile)
The circular column pier type obstructs the water current but has good appearance.
Considering the deep scouring depth, the pile foundation type is applied for the circular
column pier. For this type, it is also necessary to provide cofferdams as same as mentioned
in item a) above for construction of pile caps and cast-in-place concrete piles, which leads
to cost increase. The construction period of this type is the longest among the four
alternatives.

2-19
c) Caisson Foundation Pier
The caisson foundation pier was applied for the existing Mannar Bridge. Its
diameter is normally about 3m in Sri Lanka. To minimize the construction cost of caisson
foundation, construction of filled cofferdams is required for working areas in the sea. The
filling for cofferdams in the deep sea canal is not acceptable for environment reason. If
filled cofferdams are not provided, mechanical excavation for large diameter piles is very
costly because it needs large size equipment and it is also difficult to procure such
equipment and casing pipes.
d) Pile Bent Foundation Pier
The pile bent diameter is the same as that of the column of substructure, therefore
so both works can be proceeded in continuity. It is not necessary to provide cofferdams for
construction of pile-bents, therefore the construction period and cost are drastically
minimized. The diameter of pile bents is only 1.2m which presents no obstruction to
navigation but they may be damaged by ship collision. The pile bent concrete should be
protected with steel pipe used for concrete placing of pile bents. The pile bent pier is a
structure with heavy load on the top of pier, so the horizontal displacement at the bearing
shoes tends to be large. To solve this problem, the following measures are adopted;
- Simple PC I-Girders will be connected continuously on the pier, so as to prevent them
from falling even when the displacement becomes large; and
- The diameter of the pile bents will be over 1,200mm in order to secure high stiffness of
bridge piers.

e) Overall Evaluation
In case those piers are constructed in the sea canal, construction conditions such as
current, tide, and waves are complicated and may lead to construction problems. All pile
bent foundation works are executed by means of construction equipment and machines on
the temporary bridge, therefore the construction period and cost can be minimized. In the
area considered not being subject to seismic force, the horizontal load is relatively small
and the vertical load due to the reaction force from the superstructure is steadily supported
by long pile bents penetrated into the sand rock layer. Therefore, the pile bent pier type is
the most appropriate from the structural and economical viewpoints as shown in Table 2-7.
3) Abutment and Foundation Type
Abutments are constructed in the shallow sea. The depth of sea water becomes
deeper near the canal but erosion of the canal slope is not observed. The abutment on the
Mannar Island side may be affected by waves. Based on such conditions, two alternative
types, i.e. i) Reversed T-type abutment, and ii) Pile bent abutment have been considered.
a) Reversed T-type Abutment
Abutments of this type are structurally stable because their footing is constructed
under the seabed. On the other hand, as the abutment is subject to horizontal loadings due
to a large earth pressure. The scale of the abutment will be larger and the number of piles
be increased. Although the total bridge length can be shortened, both abutments should be
protected with strong concrete slope protection and this leads to cost increase. If such
consolidated concrete slope protection is damaged due to waves, their maintenance and
repair by the RDA Mannar Office are difficult and limited.
b) Pile Bent Abutment
In this type, small abutments supported by pile bents are constructed on a filled
mound around the abutments at a level not affected by waves. The slope of the mound is
protected by stone riprap and revetment, so the slope maintenance is simple and can be

2-20
 easily conducted by the RDA Mannar Office. In the case of small earth pressure, the
abutment size may be smaller and the number of piles may be decreased. Although the
total bridge length will be longer resulting in an increase in the cost of superstructure, the
total construction cost decreases because the costs of foundation, substructure, slope
protection and revetment are lower.

c) Overall Evaluation
The pile bent abutment type is the most appropriate from the structural,
economical and maintenance viewpoints as shown in Table 2-8.

2-21
 Table 2-6 Comparative Study for Bridge Superstructure

Alternative-B Alternative-C Alternative-D

Description
Post-tensioned connected PC I-Girder Post-tensioned PC T-Girder I-shaped Steel Girder with RC Slab

Plan

Table 2-6 Comparative Study for Bridge Superstructure

View of
Cross
Section

- Post-tension PC I shaped girder is applied for the - Post-tension PC girder is applied for the span of - Steel I shaped girder is applied for the span of
Structural span of 20~30m. 25~40m. 25~45m.
Condition - Height of the girder will be higher than I-girder, so - Steel will be seriously affected by the sea water
◎ elevation will raise. ◎ △
2-22

- Post-tension PC girder is fabricated and stressed in - Post-tension PC girder is fabricated and stressed in - Steel girders are procured from the third countries and
the construction site near the bridge and then erected the construction site near the bridge and then erected transport ship and trailer through Colombo, so the
Construction by erection girder or two heavy track cranes (80- by erection girder or two heavy track cranes (more transport cost is relatively high.
Condition - 100ton). than 100ton).
Erection girder or track cranes can be hired in - Erection equipment shall be large due to heavy weight
Singapore. ◎ of girder. ○ △
Procurement - Bridge site condition is limited, so erected by erection - Condition is same as the I-girder. But girder is heavier - Two track cranes of around 40~50ton lifting capacity
of Material girder is recommended for safety. than I-girder, heavy equipment should be used for are required for erection.
and Erection ◎ erection. ○ ○
- Maintenance of bridge is not necessary exception of - Maintenance of bridge is not necessary exception of - It is required to inspect and maintenance periodically
Maintenance cleaning of drain, expansion joint, bearing and cleaning of drain, expansion joint, bearing and for the painting.
incidentals. ○ incidentals. ○ △
- PC post tension I-girder of 25~30m is economical - Concrete bridge is reasonable to use natural resources - Steel material and fabrication cost of steel girder is
Economical and light of weight, so erection equipment will be mainly. extremely high compared with concrete girder mainly
Aspects minimize than T-girder - Equipment shall be larger than the construction of I- consists of local product material
- Erection girder can be hired in Singapore. girder.
◎ ○ △
Overall Most reasonable bridge type The steel girder use is not reasonable for high cost and
Evaluation ◎ ○ main material imported from third countries. △
◎ : Very Good ○ : Good △: Poor
 Table 2-7 Comparative study for Bridge Superstructure
Alternative-A Alternative-B Alternative-C Alternative-D
Description Wall with Spread Foundation Column with Cast-in-situ Pile Beam with Cylinder Caisson Pile Bent
/Pre-fabricated Concrete Pile
1) Depth of water level is high (5~6m depth to seabed) 2) Seabed layer is sediment sand
Ground/Constructi 3) Basement layer is sand rock and depth from seabed is around 20m 4) Temporary jetty is required any foundation type to choose due to construction way to construction yard
on Condition at M annar Island, foundation work in the deep water and navigational clearance for fisheries' boats

Table 2-7 Comparative Study for Bridge Superstructure

Plan

View of Cross
Section
2-23

Hydrology - M inimize the affected structure area - Opening width is reduced due to a - Opening width is reduced due to bold - M inimize the affected structure area in
Characteristics in the water course ◎ bold column in the water course △ columns of caisson in the water course △ the water course ○
- Spread footing is located below water - Pile cap with more than 4 cast-in- - Traditional method of RC cylinder - Pilling work be done from temp.
level, huge cofferdam is necessary to place piles reach to the sand rock caisson of dia. 2.5~3.0m in Sri Lanka platform extended from the jetty with
install in the seabed so the layer. Construction of caisson is necessary rotary power drilling machine
construction period is extended. - or more than 6 pre-fabricated concrete - to build costly sand bank higher level transferred from the third country.
Construction
piles. than the water level. - Permanent steel tubular pipe is required
Ability
- Pile cap is located below water level, Depth of caisson in the coarse sand concreting in the water and protection
sheet pile cofferdam is necessary to layer must be deep due to avoid from the impact by the fisheries' boat
install so the construction period is - settling Piling work is faster than any other
△ extended. △ ○ - foundation. ◎
- M aintenance of seabed scoured - M aintenance of seabed scoured - M aintenance of seabed scoured - M aintenance of seabed scoured around
M aintenance around wall is necessary periodically. around column and pile cap is around caissons is necessary piles is necessary periodically.
○ necessary periodically ○ periodically ○ ○
- Construction costs are showing a - Construction costs are showing a - Construction costs are showing a - Less of the temporary structure is most
Economical
tendency to rise due to installation of tendency to rise due to installation of tendency to rise due to long economical method of the foundation
Aspects
cofferdam of steel sheet piles. △ both of cofferdam and jetty. △ construction period △ ◎
- Due to installation of cofferdam, cost Due to installation of cofferdam, cost Due to installation for casted concrete It is a suitable pier type aiming at cost
Overall Evaluation up and construction period is up and construction period is step by step, construction period is down
extended. △ extended. △ extended. ○ ◎
◎ : Very Good ○ : Good △: Poor
 Table 2-8 Comparative Study for Abutment Substructure/Foundation

Alternative-A Alternative-B
Description
Inverted T-type Abutment Pile Bent Abutment

Table 2-8 Comparative Study for Abutment Substructure/Foundation

Plan

View of Cross
Section

- As Pile cap is installed below sea bed, abutment is not affected by local scoring due - As Pile cap is installed on the mound not to affect sea. The mound is filled widely
to waves. and protected by stone riprap.
2-24

Structural Futures - As large earth pressure forces to the abutment, the number of piles showing a - As light earth pressure forces to the abutment, the number of piles showing a
tendency to increase. tendency to reduce.
- The type of abutment is strongly resistance to horizontal force (earthquake). - The type of abutment is flexibly resistance to horizontal force (earthquake).
- As Pile cap is installed below sea bed, cofferdam is necessary to construct the piles - Construction of piles is easy to undertake on the ground above water level.
Construction and abutment. - Volume of excavation and concrete of abutment become small, so that the
Ability/Period - Volume of excavation and concrete of abutment become large, so that the construction period shortens.
construction period extends long. △ ○
- Concrete or wet masonry protection is applied against scoring and waves. - Slope protection around the mound is necessary to inspect periodically, but
- These protection is difficult to repair and maintain in case of defect for RDA maintenance is easy with simple repair of stone placing.
Maintenance
Mannar office Construction costs are showing a tendency to increase because - Construction costs are showing a tendency to reduce because excavation, number
abutment is large and . ○ of piles and concrete volume of abutments are relatively small. ○
- Construction costs are showing a tendency to increase because abutment is large - Construction costs are showing a tendency to reduce because excavation, number
Economical and coffer-dam for protection of the slope. of piles and concrete volume of abutments are relatively small.
Aspects - This type of abutment is not suitable for this project to minimize construction cost - This type of abutment is suitable for this project to achieve the cost reduction and
and maintenance in future although it is reliable △ easy maintenance after construction. ◎
This type of abutment is not suitable for this project to minimize construction cost This type of abutment is suitable for this project to achieve the cost reduction and
Overall Evaluation
and maintenance in future although it is reliable for scoring. △ easy maintenance after construction. ◎
◎ : Very Good ○ : Good △: Poor
(4) Structure of Causeway
The causeway structure is of embankment type with slope protection and retaining
wall type composed of vertical filling. Protection of this embankment type is the same as
for the approach roads (refer to Figure 2-5) such as wet or dry masonry and stone riprap.
The vertical filling is protected by reversed T-type or gravity type retaining wall. Both
types have advantages and disadvantages but the same type as the existing retaining walls
(vertical filling type) has been selected because the existing eastern retaining wall will be
used as the new eastern wall of the widened causeway after being reinforced. Based on the
1~2 year probability inundation on the existing causeway, the inundation level is estimated
at MSL+1.2m and the proposed height of the improved causeway is set up at MSL+1.4m
providing an allowance of 20cm which is the thickness of the base course.
1) Type of Retaining Wall
There is no record of large scale repair of the causeway since the Netherlands
constructed it in 1918. The RDA Mannar Office is repairing the retaining walls damaged
by heavy traffic applying RDA’s standards. The Study Team judged that the type of
retaining wall constructed by the Netherlands is suitable for the site conditions in Mannar
in both technical and economical aspects. However, the Study Team inspected and studied
the damaged retaining walls and found the causes of damage. Based on the Team’s
findings, the new retaining wall has been classified by four types for each height, and
designed referring to the RDA Bridge Design Manual, 1997 and BS5400 Part 2, 1978.
a) Retaining wall under 1.0m (Type-A), 1.0~3.5m (Type-B and Type-C)
The retaining walls of Type-A, Type-B and Type-C, which are a gravity type with
a wet masonry as shown in Figure 2-7, are stable against earth pressure and are economical.
These retaining walls have been adopted in the design in consideration of the RDA
standard retaining wall. The front of retaining walls is covered with reinforced concrete
(15cm thick) to prevent damage to the surface of wet masonry.
b) Retaining Wall over 3.5m (Type-D)
The retaining wall of Type-D, which is a reversed T-type concrete wall as shown
in Figure 2-7, has been selected for a height of over 3.5m. Placing of pre-cast blocks may
be applied for the reversed T-type concrete wall but it is costly due to the use of heavy
concrete blocks. Cast-in-place concrete in the dry condition at the site is more economical
considering the construction schedule with work concentration in the dry season.

Type-A Type-B Type-C Type-D

1500

2000

2500

3500

Figure 2-7 Types of Retaining Walls

2-25
 2) Culverts
The causeway has 2 stone arch culverts and 6 pipe culverts connecting the lagoon
(tidal land) on both sides. To maintain the existing ecological system, the culverts will be
rehabilitated. They have been designed with the same existing features. The type, size,
state of damage of culverts and their rehabilitation method are shown in Table 2-9.
Table 2-9 Existing Conditions and Rehabilitation Method of the Culverts

Type Size State of Damage Rehabilitation Method

1 Pipe Culverts 2xφ0.60m Good condition Extension of pipe culverts

Stone Arch Culverts 2xφ2.1xH1.2m Some key stones are moved Extension of culvert and repair at top
2
at top of arch with RC concrete
3 Pipe Culverts 12xφ0.90m Relatively good condition Extension of pipe culverts

Stone Arch Culvert 2xφ1.6xH0.85m Relatively good condition Extension of culvert and repair at top
4
with RC concrete
Pipe Culverts 4xφ0.60m Deteriorated and clogged Removal of old pipes and installation
5
pipes of new pipes in same number and size
Pipe Culverts 4xφ0.60m Deteriorated and clogged Removal of old pipes and installation
6
pipes of new pipes in same number and size
Pipe Culverts 4xφ0.60m Deteriorated and clogged Removal of old pipes and installation
7
pipes of new pipes in same number and size
Pipe Culverts 4xφ0.60m Clogged pipes Removal of old pipes and installation
8
of new pipes in same number and size

3) Settlement Measure
From the results of the centerline survey on the causeway, it was found that
settlement occurred along the causeway. As a very soft layer of 2~3m thick is deposited on
the seabed of the lagoon, necessary measures dealing with settlement should be taken for
the widening area before embankment. The considered measures against settlement
include i) Pre-loading Method, ii) Displacement Method, iii) Drain Method, and iv)
Concrete Slab Method, as described below:
a) Pre-loading Method
The pre-loading method is a standard and economical method for settlement but it
takes long time to consolidate and complete the settlement on soft ground. This method is
not applicable in the limited construction period and space which leads to ineffective
surcharge and compaction. It is also uneconomical because the surcharged material is not
re-used for the other construction.
b) Displacement Method
The displacement method that consists in excavating and replacing the soft ground
with good embankment material is a reliable measure against settlement. However,
construction of cofferdams with steel sheet piles is required for excavation of soft ground,
resulting in cost increase. To minimize the cost, coffering works should be carried out
during the low tide in the dry season to provide small scale cofferdams. The displacement
method presents no problem even within a limited construction period because
consolidation period is not concerned.
c) Sand Drain Method
Prior to applying the pre-loading method, drain pipes are excavated and filled with
sand to accelerate consolidation of soft ground. The sand drain method can reduce the
construction period in comparison with the pre-loading method but still cause a little

2-26
 problem with regard to the construction period due to the import and inland transportation
of sand drain machines, and low working efficiency in the limited place.
d) RC Concrete Slab Method
The RC slab method is suitable for structural and economical aspects because the
existing retaining wall and new retaining wall are used for slab pedestals. However, repair
and maintenance of damaged RC slabs is difficult for the RDA Mannar Office. Slab
pedestals are not durable against settlement.
e) Overall Evaluation
The construction of the widened causeway consists of application of
counter-measures for settlement, embankment of retaining walls and pavement in a
continuous sequence on the critical path. Considering the construction period of 29 months,
the displacement method and RC concrete slab method are deemed appropriate. However,
the displacement method is reliable against settlement and is economical in view of cost
reduction by concentrating coffering works during the low tide in the dry season. The
overall evaluation of the settlement measures is summarized in Table 2-10.

2-27
 Table 2-10 Comparative Table for Measure of Settlement on the Causeway
Alternative-A Alternative-B Alternative-C Alternative-D
Description
Pre-loading Displacement Drain RC Concrete Slab

Table 2-10
盛土 盛土

Plan
置き換え土 ﾄﾞﾚｰﾝ

支持地盤 支持地盤 支持地盤 支持地盤

Comparative Table for Measure of Settlement on the Causeway

①Move existing retaining wall ①Move existing retain wall ①Move existing retaining wall ①Construct new retaining wall
②Construct new retaining wall ②Cofferdam with sheet piles ②Drilling and execute sand drain ②Embankment
③Embankment ③Excavation ③Surcharge of embankment ③RC concrete slab
Procedure ④Pre-loading ④Displacement with soil or gravel ④Remove of excess soil
⑤Pre-loading period ⑤Construct new retaining wall ⑤Construct new retaining wall
⑥Remove pre-loading ⑥Embankment ⑥Embankment
⑦Pavement ⑦Pavement ⑦Pavement
It takes long time to consolidate It takes short time to execute the Although It can shorten the It takes time to execute RC concrete
2-28

although cost is low procedure because no need to wait for consolidation time to provide sand along causeway.
Execution Period consolidation. drains, it is still not enough

△ ◎ ○ ○
Short pre-loading time and limited Displacement (2-3m) with selected soil Settlement can be minimized due to There is a risk on cracks on RC slab
loading height are ineffective for checking bearing strata is effective. drains to shorten consolidation time. due to the settlement of new retaining
Effectiveness
consolidation. Settlement is expecting wall
Settlement
in future.
△ ◎ ○ △
It is a popular method with the lowest Cost is relatively higher than other Cost is relatively higher than other RC Concrete Slab is the most expensive
cost plans due to cofferdam. But, execution plans due to cofferdam. But, execution in the alternatives. Maintenance cost is
Cost is concentrated in dry season to is concentrated in dry season to relatively high.
minimize cost. minimize cost.
◎ ○ △ △
Although it is the lowest cost, it is It is the most reliable method for Settlement can be minimized but Risk of cracks on slab due to
expecting to the decline of retaining measure of settlement. Cost can be execution time is longer than settlement and its difficulty of
Overall wall and cracks on pavement with short reduced to concentrate on coffering displacement method. maintenance are not acceptable.
Evaluation pre-loading. works in dry season.

△ ◎ ○ △
◎ : Very Good ○ : Good △: Poor
(5) Structure of Pavement
Asphalt pavement is more popular than concrete pavement for road construction in
Sri Lanka. Except a part of the main road, double bituminous surface treatment (DBST)
will be applied for the road surface as stipulated in RDA Pavement Manual. There is no
asphalt plant operating in the northern area and road repair is done by penetration
macadam. In view of such a situation in the northern area, DBST has been selected for
surface pavement considering extensive accomplishments by this method in Sri Lanka, its
economical and easy application and the experience of the RDA Mannar Office in the
maintenance of this kind of pavement.
1) Standard of Pavement
The pavement of causeway and approach road has been designed with a CBR
value determined from the geotechnical survey results. The new pavement on the widened
section of the causeway and the raising and overlay on the existing pavement have been
designed on the basis on the Guide to the Structural Design of Roads under Sri Lankan
Condition. The design life of pavement has been determined to be 10 years considering the
future traffic volume stated the above Guide.
2) Cumulative Number of Standard Axles
The cumulative number of standard axles that will traverse the road in the course
of its design life is estimated with the factors such as daily traffic volume, rate of traffic
growth by vehicle type, equivalent standard axle (ESA), as shown in Table 2-11. The
applied rates of traffic growth by vehicle type are the average rates stipulated in RDA
Guideline (A Guide to the Structural Design of Loads under Sri Lankan Condition, April
1999). According the RDA Guideline, the cumulative number of standard axles (3.66 x
106) is classified as T5.

Table 2-11 Cumulative Number of Standard Axles

Cumulative
Traffic Growth
Daily Traffic Equivalent Number of
Vehicle Type Rate by Vehicle
Volume Standard Axle Standard Axles
Type (%)
(x 106 )
Heavy Vehicle 446 5.5 1.88 2.13
Medium Vehicle 368 5.5 1.17 1.10
Light Vehicle 944 3.5 0.01 0.01
Long Bus 486 4.0 0.30 0.34
Mini Bus 371 4.0 0.09 0.08
Total 2,615 3.66

3) Design of Pavement Thickness

The pavement thickness has been designed using the Structural Catalogue given in
the RDA Guideline, based on the cumulative number of standard axles and the quality or
CBR of the selected materials. From the results of material survey in the vicinity area, it
was designed that the road surface is treated by the DBST method, the base course consists
of crushed aggregates from Madukanda, the sub-base course consists of laterite with a
CBR value of over 20%, and the subgrade consists of silty laterite with a CBR value of 8%.
Based on the CBR of subgrade, the following 3 types of pavement have been designed for
the causeway and approach road as shown in Figure 2-8 and the detailed classification by
sections is shown in Appendix-C

2-29
 Traffic classe T5 Traffic classe T5 Traffic classe T5
(Subgrade strength (Subgrade strength (Subgrade strength
classe S3) classe S4) classe S5(a))
SD 20
DBST SD 20
DBST
225 225
DGAB DBST 20
225 225
DGAB SD
325 325mm
SSB1 250 250 DGAB
250 250
SSB1 SSB1
150 150

Figure 2-8 Pavement Thickness for Causeway and Approach Road

(6) Improvement of Junction at the Beginning Point
In the stakeholder meeting, the RDA Mannar Office requested to improve the
small rotary junction at the beginning point. According to the result of directional traffic
survey, almost all traffics are between Vavuniya and Mannar and the traffic between Jaffna
and Mannar is very limited. The Study Team proposed to apply the T-type junction to
improve the traffic flow between Vavuniya and Mannar at the existing junction as shown
in Figure 2-9. The difference of elevation between the existing junction and the causeway
is also moderated to make smooth vertical alignment and improve the traffic condition.
In the meeting with the Army Headquarters in Mannar, the Army side has
confirmed that checkpoint facilities will be moved out of the right-of-way of the junction
and agreed with the above junction improvement plan for smoothing traffic flow between
Vavuniya and Mannar.

To Mannar Island
To Mannar Island To Mannar Island

6.3m 6.3m

Military Military “Secondarize”

Check Point Check Point
5.0m 5.0m
“Primari
ze”

9.2m 9.2m
Rotary Junction T-shaped Junction
To Vavuniya To Vavuniya

(Exiting Condition of Junction) (Plan of Improvement of Junction)

Figure 2-9 Improvement Plan of Junction at Beginning Point

2-30
(7) Traffic Safety Facilities and Ancillary Facilities
1) Pre-cast Concrete Hand railing
Pre-cast concrete handrails consisting of posts and railings will be provided on the
bridge for protection of pedestrians from falling. Handrails have been designed applying
RDA standards.
2) Kerb Stones
Kerb stones will be provided on the bridge for preventing vehicles from running
onto the foot walk that is a special device used by RDA. Kerb stones are made of pre-cast
concrete according to RDA standards.
3) Guardrails
As the height of embankment behind abutments is approximately 6.0m, steel
guardrails with steel posts embedded in ground will be provided for protection of
pedestrians from falling. Guardrails will be installed on the embankment sections higher
than 2.0m on both sides of the approach road.
4) Guard Stones
Guard stones will be provided on the causeway for preventing vehicles from
falling into the lagoon. Concrete guard stones of the same type as that installed on the
existing causeway will be placed on the top of retaining walls at 2.5m intervals.
5) Expansion Joints
Expansion joints designed according to RDA standards are of simple steel
fabrication used for small bridges and are not good for long bridges like the Mannar
Bridge and not suitable for use at the seashore. It is necessary to use imported expansion
joints suitable for long bridges and durable against salty water. Therefore, the expansion
joints to be used for the Mannar Bridge will be imported from Japan and fabricated
according to the Japanese quality standards.
6) Bridge Drainage
The average annual rainfall at the bridge site is not high at about 980mm, therefore
it is not necessary to provide drain pits, which are difficult to clean and remove debris for
maintenance. Only drain pipes designed according to RDA standards will be provided.
7) Illumination on Bridge
Illumination will be provided only for the bridge section to ensure safety for
passing ships under it. The illumination on bridge has been designed according to RDA
standards and AASHTO standard. Electric power required for the illumination will be
supplied from the low voltage power line near the gasoline station in the Mannar Island.

(8) Facility Plan

The facilities designed in accordance with the basic policy are described in Table
2-12 and Table 2-13.

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 Table 2-12 Mannar Bridge and Approach Road
Item Mannar Bridge Approach Road
The approach road will be
Improvement Method The bridge will be reconstructed.
reconstructed.
Class of Road Class-A, Local, Plain Class-A, Local, Plain
70 km/hr
Design Speed 70 Km/hr
Near Junction:60km/hr
Cross Section Carriageway: 3.7m x 2= 7.4m Carriageway: 3.7m x 2= 7.4m
Shoulder (Foot walk): 1.5 (1.2)m x 2 Shoulder (Foot walk): 1.8 (1.2)m x 2
Total width: 10.4m Total width: 11.0m
Total Length of Bridge Junction at beginning point: 140 m
157.1 m
and Approach Road Bridge on Mannar Island side: 158m
Bridge on Mainland side: 155 m
Span (Girder Length) 6 spans (26.2m) -
Type of Structure Concrete Bridge Approach to abutment with
embankment
Superstructure PC precast I-Girder (30 girders)
Substructure 5 Bridge piers: pile bent
2 Bridge abutments: pile bent
Foundation Cast-in-place concrete pile (φ1.2m):
627m
Pavement Asphalt concrete pavement Min. 50mm Carriageway: DBST: 20mm
(Cold mixed type) Shoulder: DBST: 20mm
Falling Protection Pre-cast concrete hand railing : 310m Steel guardrail: 160m
Slope Protection Stone riprap: 720m3 Sodding
Illumination Facilities Bridge section: 157.1m(H=10m), one side －

Table 2-13 Causeway

Item Western Side Eastern Side
Improvement Method Widening of causeway toward the west
Class of Road Class-A, Local, Plain
Design Speed 70 Km/hr
Cross Section Carriageway: 3.7m x 2= 7.4m
Shoulder (Foot walk): 1.5 (1.2)m x 2=3.0m
Total width: 10.4m
Total Length of
3,140m
Causeway
Retaining Wall New construction Repair and new construction
Embankment Volume 37,700m3 1,400m3
Displacement Volume 9,200m3 -
Pavement:
Type-A Carriageway: 1,700m2 -
Shoulder: 760m2
Type-B Carriageway : 4,700m2 Carriageway: 11,600m2
Shoulder: 2,200m2 Shoulder: 3,800m2
Type-C Carriageway : 5,200m2 -
Shoulder: 2,400m2
Falling Protection Concrete guard stone : 1,300nos Concrete guard stone: 1,300nos

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2-2-3 BASIC DESIGN DRAWINGS
The basic design drawings are provided in Appendix-1

2-2-4 IMPLEMENTATION PLAN

2-2-4-1 Implementation Policy
The Project Implementation Plan has been worked out based on the guideline of
Japan Grant Aid and considering the site conditions. The policies of implementation of the
Project are summarized below:
- To activate the regional development and generate job opportunity, local labour and
construction materials should be used to the maximum extent for the Project.
Considering an acute shortage of professional and skilled labour, technology transfer is
necessary for local people to accelerate the work progress in the early stage of the
construction.
- The construction of the bridge and causeway is implemented on the condition that
peace is maintained during the construction stage. Working hours are from 8:00 AM to
17:00 PM and no night work is allowed for safety reason.
- Both sites of the bridge and causeway are under control of the Army and check is
carried out currently at the junction of the beginning point and the Mannar bridge site.
It is predicted that such strict check for labour, materials and equipment will affect the
work progress. Therefore, the respective parties shall have meetings and take measures
for the smooth in-and-out control of labour, materials and equipment.
- It was learned from hearing survey that the tide level is high in the rainy season
(November to February) and the lagoon is covered with sea water. On the other hand,
the lagoon on the mainland of Sri Lanka side has tendency to become dry in the dry
season due to low tide. Implementation of the Project should be reasonably scheduled
considering the fluctuation of the tidal levels between the rainy season and the dry
season.
- The inspection and maintenance management systems for the new bridge and
causeway will be included in the Project and the maintenance manuals should be
prepared in coordination among the Client, consultants and contractors through a
training programme in Japan and at site during either the detailed design stage or the
construction stage.

2-2-4-2 Implementation Condition

The important notices for the implementation plan are described below:
(1) Labor Law
The Contractor shall manage labors properly with an adequate safety control plan
and shall prevent conflicts with local labors. In all circumstances, he shall abide by the
labor laws and regulations in force in Sri Lanka.
(2) Environmental Consideration during Construction
RDA has already acquired the approval of Environment Considerations with
conditions on March 13, 2006. The Project can be started under the admission by the
Coastal Conservation Department (CCD). If there are any conditions to follow in the
environmental aspect for the admission, they will be taken into consideration in the
implementation plan.

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(3) Permission to Labour, Materials and Equipment in site
To minimize and smooth the security control during the construction at the
junction of the beginning point on the mainland side and beside of the Mannar bridge, the
following measures shall be taken:
- ID cards will be issued by the Army in Mannar to and carried by all staffs working in
the site;
- Japan ODA logo marks will be stuck on all equipment operating in the site to
distinguish between the general and construction vehicles.

(4) Evacuation of the site

The construction works will be implemented on the condition that peace is
maintained during the construction stage. However, if the situation will be severely
changed in the vicinity of the site, all staffs should evacuate from the construction site
immediately. Methods, ways and places of evacuation shall be discussed among the
Agencies concerned.
(5) Traffic Safety and Security Measures
The Project is mainly divided into bridge and causeway sections. The existing
bridge will be used only for general traffic. A temporary bridge will be constructed
between the existing and new bridges and in parallel with the existing bridge for the
construction purposes. Guard offices will be constructed at the gateways from the existing
road to provide security guard policemen to control the equipment and construction
workers.
In the causeway section, the reconstructed (widened) causeway and culverts will
be sited at the same location as the existing causeway and structures. Traffic on the
causeway should be maintained during the construction. Only one traffic lane of
approximately 4.0m wide will be provided, and cars have to pass in turn in each direction.
Against this condition, the following measures are taken into consideration:
To control traffic vehicles and construction equipment including dump trucks:
- To lead bicycles and pedestrians smoothly.
- To indicate the construction site at night time.
Traffic control policemen will be stationed at the construction points to control
traffic smoothly and to avoid accidents between traffic vehicles and construction
equipment. Traffic safety facilities, such as traffic safety plates, information boards of
detour, and simple night-lighting facilities will be installed in the construction sites and
stipulated in the construction contract to be executed by contractors in order to minimize
traffic accidents.
(6) Importance of Concrete Quality Control
As concrete structures in the Project are constructed near or in the sea or lagoon
(tidal land), the quality of concrete has a great influence on life of the concrete structures
(especially the bridge). Concrete in seawater is subjected to many effects such as battering
of waves and tides, wetting and drying, corrosion of reinforcing bar and temperature
variations. The above potentially harmful effects can be controlled by the use of normal
cement along with sound non-relative aggregates that are properly proportioned to produce
strong impermeable concrete. Reinforcing bars should be properly protected from
corrosion by minimum coverage of concrete from the crack width in accordance with the
RDA Bridge Design Manual. It is important to produce high quality and durable concrete
to reduce cracks. To produce high quality concrete, selection of concrete materials such as

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 aggregate, sand, water and cement, low W/C, air contained calibration of concrete plant,
regulation on transportation and placing of concrete should be given utmost attention.

2-2-4-3 Scope of Works

The scope of works to be undertaken by the Japanese Government as well as the
Sri Lankan side is as follow;
Table 2-14 Scope of works to be undertaken by the Japanese Government
and Sri Lankan side

Works and Facilities to be Provided Works and Facilities to be provided

by the Japanese Government by the Sri Lankan side
- Consulting services for detailed design, - Free provision of site (land) for construction,
preparation of tender documents, assistance temporary facilities other construction
to Sri Lankan side in tender process, and activities required in execution of
construction supervision including construction works
environmental control plan. - Preparation of Environmental Considerations
- Construction of the new Mannar Bridge and and acquisition of environmental permit from
improvement of causeway selected in the CCD.
basic design study. - Removal and relocation of the existing
- Installation and removal of temporary utilities and public facilities (water supply
facilities (temporary bridge, camp yard and pipes and telephone lines, signboards)
temporary construction yards) - Payment of bank service charges for banking
- Illumination on the bridge and installation of arrangement (B/A) and authorization to pay
the rack of water supply pipe, agreed by the (A/P).
Japanese Government. - Free provision of land for camp yards and
- Safety measures required for traffic and temporary construction yards
construction in the execution of works. - Free provision of borrow pit and waste
- Measures for prevention of environmental disposal area in the government land
pollution during execution of construction - Disposition of full time security management
works. policemen at camp yard
- Procurement, import, and transport of - Exemption of consultants and contractors
equipment/ materials required for the from taxes, customs duties and other levies
reconstruction works and re-export of charged in Sri Lanka for execution of
imported equipment. construction works
- Arrangement for visas, certification and other
privileges to Japanese nationals and third
country personnel relating to and required in
execution of construction works.
- Monitoring of water quality during
construction
- Removal of the wreck of steel trusses in the
sea after completion of the Project.
- Removal of the existing bridge after
completion of the Project

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2-2-4-4 Consultant Supervision
(1) Supervision
The engineering services for construction supervision will begin with the
acceptance of the construction contract and the issuance of a Notice to Proceed (N/P) to
the Contractor.
The Consultant shall perform his duties in accordance with the criteria and
standards applicable to the construction works and shall exercise the powers vested in him
as the Engineer under the Contract to supervise the field works by the Contractor.
The Consultant within his capacity as the Engineer shall directly report to RDA
and JICA Colombo about the field activities and shall issue field memos or letters to the
Contractor regarding various matters, including progress, quality, safety and payment for
the works under the Project. After one year from the completion of the construction, the
Consultant will conduct the final inspection for defects reliability as the final task of the
Consultant.
(2) Implementation Organization
A Resident Engineer will basically stay at the construction site and conduct both
construction supervision and project management. The necessary specialists for each stage
are as follows:
- Team Leader : Coordination and liaison for all the project activities to ensure
smooth progress and management in all technical aspects
- Bridge Engineer : Technical and quality control of bridge works
- Road Engineer : Technical and quality control of causeway and approach road

2-2-4-5 Quality Control Plan

The design of the Project was carried out according to the relevant Sri Lankan
standards for roads and bridges. Highway and bridge design manuals are available in Sri
Lanka. However there is no specific quality control plan in Sri Lanka. Consequently, the
quality control plan for the Project has been formulated based on the design concepts as
shown in Table 2-15.

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 Table 2-15 Quality Control Tests Plan
Item Test Method Frequency
Liquid Limit, Liner Shrinkage
(< Sieve No.4)
Sieve Gradation
Crushed Mixed Material Each site/Crushing plant
Abrasion Loss
Rock
Aggregate Density
Maximum Dry Density
Paving Field Density (Compaction) Daily
Prime Coat Quality Certificate
and Material Bitumen
Tack Coat Applied Volume/Weight Every 500m2
Quality Certificate & Chemical
Bitumen Every material
Analysis
Material Sieve Gradation Every mixing
Aggregate Water Absorption
Every material
Abrasion Loss
Marshall Stability
Marshall Flows
Cold Mix
Air Voids
Asphalt
Mix Requirement Voids in Material Aggregate Every mixing
Indirect Tensile Strength
Immersion (Strength) Index
Bitumen Content
Temperature in Mixing Each site
Compaction Temperature in Compaction Each site
Sampling (Marshall Test) Each site
Quality Guarantee, Chemical &
Cement Every material
Physical Analysis
Water Chemical Analysis Every material
Admixture Quality Guarantee, Chemical Analysis Every material
Bulk Specific Gravity Dry
Fine
Material Sieve Gradation, Finesse Modulus Every material
Aggregate
Clay and Friable Particles
Concrete Bulk Specific Gravity Dry
Coarse Flakiness Index
Every material
Aggregate Sieve Gradation
Sodium Sulfate Soundness
Mixing Test Calibration of Batching Plant Before starting concrete works
Slump Daily
Pouring
Concrete Temperature before Pouring Daily
Strength Compressive Strength at 7 & 28 days Daily or every 50m3
Re-bar/PC
Material Quality Certificate Each lot
strand
Calibration of Hydraulic Jacks and Before starting prestressing
Prestressing Equipment
PC Stressing Pump works
Control of Prestressing Graph of Prestressing Control Each stressing
Mixing Test Calibration of Mixer Before grouting works
Grouting Pouring Consistency, Temperature
Every mixing
Strength Compressive Strength at 7 & 28 days

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2-2-4-6 Procurement Plan
Bridge construction materials such as steel, reinforcing bar, PC cable, etc. cannot
be procured inside Sri Lanka, but are available in Singapore. However, PC cable and its
anchors including tensioning jack, rubber bearings and expansion joints will be imported
from Japan to ensure good quality and durability against saline water. Construction
equipment such as PC girder erection machine (erection girder method) and all casing
bored pile machine is not available in Sri Lanka and Singapore, so this equipment will be
procured from Japan.
There is no a concrete plant in Mannar but it is available in Colombo. To control
the quality of concrete effectively, concrete plants will be procured from Colombo and
installed inside the camp yard.
Aggregates and stones will be purchased from the suppliers having crushing plants
located at Madukanda and Mihintale. Principal construction materials can be procured as
shown in Table 2-16 and. Table 2-17.

Table 2-16 Construction Materials Procurement Table

Third
Materials Sri Lanka Japan Reason Import Route
Country
Portland Cement ○
Aggregate/Sand ○
Reinforcing Bar ○
Steel/Sheet Pile ○
PC Strand and No production in Sri Marine
○
Anchorage Lanka transportation
Admixture ○
Wood/Plywood ○ -
Bituminous Material ○ -
Fuel (Diesel and -
○
Gasoline)
Rubber Bearing No production in Sri Marine
○
Shoes Lanka transportation
Expansion Joint ditto ditto
○
(Rubber)
Plaque Plate ○ ditto ditto

2-38
 Table 2-17 Indicative Procurement of Construction Equipment

Third
Items Procurement Sri Lanka Japan Route of Transport
Country
Inland transport from
Bulldozer lease ○ - -
Colombo
Backhoe lease ○ - - ditto
Dump Truck lease ○ - - ditto
Truck Crane lease ○ - - ditto
Motor Grader lease ○ - - ditto
Road Roller lease ○ ditto
Tire Roller lease ○ ditto
Asphalt Distributor lease ○ - - ditto
Concrete Plant lease ○ ditto
Agitator Truck lease ○ ditto
Vibration Hammer lease ○ ditto
Breaker with Crawler Crane lease ○ ditto
All Casing Bored Pile Sea transport from Japan
lease ○
Machine to Colombo
Casing Pipe φ1200mm lease ○ ditto
Hammer Grab lease ○ ditto
Gantry Crane lease ○ ditto
PC Tendon/Jack and Pump lease ○ ditto
Erection Girder lease ○ ditto
4-wheel Drive Vehicle lease ○ ditto

2-2-4-7 Implementation Schedule

The Construction period is estimated at 29 months considering interruption or
inefficient execution of works in the rainy seasons. The budgetary year of Japan would be
applied to the Project implementation in accordance with the Japan Grant Aid Guideline.
The consulting services will be commenced under the Grant Aid Project only after
the Exchange of Notes (E/N) covering the detailed design, tendering, construction
supervision and civil works has been signed.
At the beginning of the services, the Consultant will carry out site surveys to
confirm the basic design along with the existing landscape for 3 weeks and then detailed
design including preparation of the tender documents will follow in Japan for 4 months.
All designs and documents will be approved by RDA at the end of the detailed design.
Tender activities such as prequalification of contractors, tender evaluation, selection of the
contractor, etc. will be carried out under assistance concept, and it will take about 2.5
months. After selection of the contractor through competitive bidding, the Government of
Sri Lanka will sign the civil works contract with the selected contractor after verification
of the contract.
The works will be commenced simultaneously for the bridge and causeway after
the raining season. The total construction period including mobilization and
demobilization is 29 months. A Tentative Implementation Schedule is shown in Table 2-18.

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 Table 2-18 Tentative Implementation Schedule
Month 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

(Site Survey）
(Detailed Design 4 months）
(Works in Japan）
Detailed Design

(Works in Sri Lanka）

(Works in Japan）
(Tendering 3 months）
(Contract of Contractor）

(Mobilization）
（Construction Period 29 months）
(Foundation/Substructure）

（Fabrication of PC Girder）

（Erection and Slab）

Construction

(Bridge Accessories)

(Widening to Westand settlement Treatment)

(Repair of Eastern Retaining Wall)

（Pavement on Causeway and Bridge）

（Finish Work）

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2-3 OBLIGATIONS OF THE RECIPIENT COUNTRY

2-3-1 COMMON ITEMS OF JAPAN’S AID SCHEME

For smooth implementation of the Project, the Government of the recipient
country shall fulfill the following undertakings:
- To provide the necessary data and information for implementation of the Project;
- To secure land necessary for the site of the Project (for the approach road, camp yard
and storage of materials and equipment);
- To clear, level and reclaim the land prior to commencement of the Project;
- To open a bank account in the name of the Government in a bank in Japan (B/A) and
issue the authorization to pay (A/P);
- To ensure all the expenses and prompt execution for unloading, customs clearance;
- To exempt Japanese nationals from customs duties, internal taxes and other fiscal levies
which will be imposed in the recipient country with respect to the supply of the
products and services under the verified contracts;
- To accord Japanese nationals, whose services may be required in connection with the
supply of the products and services under the verified contracts, such facilities as may
be necessary for their entry into the recipient country and stay therein for the
performance of their work;
- If necessary, to issue the permission and any other authorization for the Project
implementation,
- To ensure proper maintenance, management and preservation of the facilities provided
by Japan’s Grant Aid;
- To bear all expenses, other than those to be borne by the Grant Aid, necessary for the
construction of the facilities as well as for the transportation and installation of the
equipment.

2-3-2 SPECIAL ITEMS OF THE PROJECT

- Relocation of the gasoline stand and 2 abandoned houses affected by the works：By the
End of August 2007;
- Provision and clearance for the main camp yard and temporary construction yards at
both bridge sides：By September 2007;
- Relocation of a water supply pipe affected by the works at the site during construction;
- Relocation of telephone lines affected by the works at the site during construction;
- Provision and clearance for the main camp yard：By September 2007.

- Provision of the soil disposal and construction waste areas：By September 2009.
- Issue ID cards to all staffs and security stickers on all vehicles and equipment : By
November 2007
- Assignment of security policemen on full time basis at the camp yard and the
construction yards：From October 2007 to February 2010.

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2-4 PROJECT OPERATION PLAN

The Maintenance Management & Construction Division of RDA is responsible for

maintenance and operation of roads and bridges and RDA Regional Offices execute them
under the control of RDA Provincial Offices in Sri Lanka. After completion of the Project,
the operation of maintenance works of the Mannar Bridge and Causeway will be carried
out by the RDA Mannar Office under the Northern Provincial Office of RDA.
The operation and maintenance works, such as clearing of drains, cutting grass,
pothole repair are carried out by a private repair agency under contract with the Mannar
Office. Urgent repair of damaged bridges and periodical repairs at every 2, 5 and 10 year
are also carried out by RC & DC under contract with RDA.
The operation and maintenance works for the bridge and causeway after
completion of the Project shall be carried out in accordance with the following schedule;

2-4-1 YEARLY MAINTENANCE

Ordinary inspection for the bridge and causeway:
- Removal of debris and cleaning of drain pits and ditches and around bearing shoes
- Maintenance of traffic safety such as repainting lane marks and guardrails.
- Change of lighting bulbs for illumination poles
- Patching repair on pavement
- Leveling of the scoured areas along the retaining wall
- Cutting grass on slope of embankment and road shoulders.

2-4-2 PERIODICAL MAINTENANCE

- Repair of revetment around abutments and retaining walls after cyclone (at every two
years)
- Overlay of surface layer of bridges, causeway and approach roads at every 5 years
- Repair of bearing shoes and expansion joints at every 10 years

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2-5 COST ESTIMATE

2-5-1 TOTAL PROJECT COST

The total cost of the Project to be borne by the Japan’s Grant Aid is estimated at
Japanese Yen 1,878 million as summarized in Table 2-19. The Project cost required for
fulfilling the undertakings to be borne by the Government of Sri Lanka is shown in Table
2-20.
These cost estimates are provisional and will be further examined by the
Government of Japan for the approval of the Grant.

(1) Project Cost to be borne by Japan’s Grant Aid

Table 2-19 Project Cost to be borne by Japan’s Grant Aid
Cost
Items
(million Japanese Yen)
Construction Bridge Temporary bridge
Facilities (Length :157.1m） Foundation
Substructure 646
Superstructure
Bridge surface work
Causeway Earthwork
(Length :3.14km) Settlement work 1,739
Retaining wall 1,001
Pavement
Traffic safety facilities
Approach Roads Earthwork
(Length :0.45km) Pavement work 92
Traffic safety facilities
Detailed Design and Construction Supervision 139
Total 1,878

(2) Project Cost to be borne by Sri Lankan Side

Table 2-20 Project Cost to be borne by Sri Lankan Side
Cost
Yen Equivalent
Items (Thousand
(Thousand Yen)
Rupees)
1) Relocation of gasoline station and 2 abandoned houses,
1,010 1,160
environmental monitoring.
2) Relocation of telephone lines 150 170
3) Relocation of water supply pipe 2,250 2,570
4) Land preparation for temporary camp yard 360 410
5) Provision of policemen for guard at temporary camp yard
1,620 1,850
and construction yard
6) Issue of ID cards and security stickers for vehicles and
400 460
equipment
7) Demolition of the wreckage of the steel truss bridge in the
910 1,040
sea.
8) Demolition of the existing bridge including temporary steel
8,300 9,500
Bailey bridge
9) Payment of bank service charges for banking
1,900 2,170
arrangement (B/A) and authorization to pay (A/P)
Total 16,900 19,330

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 (3) Condition of Cost Estimate

- Estimate Time 2006 : Average rate of 6 months before the end of July
- Exchange Rate : 1.0 Rs = 0.0098 US$ (= 1.1443 Yen)
: 1.0 US$ = 116.77 Yen
- Construction Period : 29 months
The Project will be implemented under the Japan’s Grant Aid scheme. The above
project costs would be revised by the Japanese Government before issuing the Exchange of
Notes (E/N).

2-5-2 MAINTENANCE COST

RDA is required to bear the maintenance costs of about 980,000 Rs (1.125 million
Yen) annually as well as 110,000 Rs (130,000 Yen) every 2 years for repair of river
structures, 4.150 million Rs (4.750 million Yen) every 5 years for overlay of pavement and
1.150 million Rs (1.310 million Yen) every 10 years for repair of bearing shoes and
expansion joints. The average of these annual maintenance costs is about 1.010 million Rs
(1.158 million Yen).
On the other hand, the annual maintenance budget for roads and bridges of RDA is
1.990 billion Rs (2.283 billion Yen) in total. Hence, the annual maintenance cost for the
reconstructed bridge and causeway by the Project as estimated in Table 2-21 corresponds
to only 0.11% of the RDA’s total annual maintenance budget. Therefore it is financially
possible for RDA to continue the maintenance of the reconstructed bridge and causeway.

Table 2-21 Maintenance Cost Estimate

Approximate Cost (,000)
Classification Frequency Component Work Items Note:
Rupees Yen Equivalent
Cleaning of Bridge Drain Removal of debris 10 11
Twice a year
Drainage Bridge Footway Removal of debris 30 34
Marking, guardrail,
Traffic Safety Once a year Road Surface and change of lighting 830 950
Bulbs
Road Bank Slope, Road Patching on pavement,
Twice a year 110 130
Maintenance Surface Cutting grass
Annual Maintenance Cost 1 980 1,125
After cyclone
Revetment Retaining Wall Repair on scored parts 2% of the designed
(Once two 110 130
Protection of Causeway along causeway quantities
years）
Once every 5 Bridge and Road 20% of the designed
Pavement Overlay of pavement 4,150 4,750
years Surface quantities
Re-painting of Once ever 10 Re-painting of lighting
Steel Surface 650 740 Painting by hand
Steel Surface years Poles etc,
Change of Bridge Once every 10 Shoes & 10% of purchase
Replacement or repair 500 570
Accessories years Expansion Joints cost
Average Annual Maintenance Cost 2 1,010 1,158
Total Annual Maintenance Cost 1,990 2,283
Note: Exchange Rate 1.0Rs＝1.144Yen. The indirect cost is estimated to be 30% of the direct construction cost.

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