Saturday Sep 21, 2024
Saturday Sep 21, 2024
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The Daily FT on 12 July informed readers that according to the Cabinet Spokesman, the construction of the first 100 km of Northern Expressway was awarded to two Chinese companies, China Merchant Holdings and China Merchant Huajin Investment Company. The consultancy contract was awarded in December 2012, to an Australian consultant to study the feasibility and prepare bid documents for the construction of Northern Expressway.
According to the Secretary of the Highways Ministry, the Northern Expressway was to commence from Enderamulla in Gampaha District, passing through Mirigama, Pellandeniya (near Kurunegala), Galewela, and Dambulla. The road would get diverted from Mirigama, through Ambepussa, Hedeniya and Gannoruwa (Kandy ring-road) and the construction will start early next year. The first phase of the project – from Enderamulla to Ambepussa – is expected to cost US$ 1 billion (Rs. 130 billion) and would be completed with Chinese assistance.
Reports on the project have been confusing, but the current project to be handled by the Chinese on a Build-Operate-and-Transfer basis is a four-lane expressway from Enderamulla to Ambepussa and a link expressway to Hediniya near Kandy, with a two-lane Kandy by-pass. Later stages of the project will extend to Dambulla, Jaffna in the north and Trincomalee in the east.
Objective
The Colombo-Kandy Expressway is expected to provide improved travel conditions for long distance traffic, thus relieving the A1 road from part of its traffic load. It is expected to serve built-up areas and spur growth of industrial development in the corridor.
Currently about 220 people per year are killed in road accidents on the A1 road. Travel speeds during day time and evenings are low, with the 115 km road from Colombo to Kandy requiring 3 hours. The Expressway is expected to reduce the travel time to just over an hour.
Feasibility study
The feasibility study of the project was completed in December 2001 by a Swedish consultancy firm in association with a local consultant. Under the study the Expressway will commence from the Kadawatha interchange of Outer Circular Highway terminating at Katugastota.
The corridor selected lies close to areas such as Ganemulla, Gampaha, Balabowa, Banduragoda, Mirigama, Ambepussa (Phase 1 - 48.2km) and Devalegama, Rambukkana, Hatharaliyadda, Hedeniya, Katugastota (Phase 2 - 50.7km). The report has been modified and offered to international investors.
Request for investors
The Colombo-Kandy Expressway is expected to be built as a privately financed toll road. Building of the Expressway had been offered to international investors under ‘Colombo Kandy Expressway’ and information to investors was offered under http://srilanka.capsec.com.au/resources/Columbo-Kandy-Report-May-2011.pdf.
Some details from the report are given below.
Colombo-Kandy Expressway
Phase 1 - Kadawatha to Ambepussa 48.2 km
Phase 2 - Ambepussa to Katugastota 50.7 km
The Board of Investment of Sri Lanka (BOI) invited Investors to finance construction, operation and maintenance of the Colombo - Kandy Alternate Highway (CKAH).
The Expressway will commence at the Kadawatha Interchange of the Colombo Outer Circular Highway and end at Katugastota. The design speed from Kadawatha to Devalagama - 100 km/h and Devalagama to Katugastota - 80 km/h.
Kadawata to Ambepussa carries four lanes with provision for additional 02 lanes in future and Ambepussa to Katugastota will have four lanes. In addition two link roads are proposed at the Interchanges of Pinnawala and Katugastota.
The ‘Basic Geometric Design Standards’ has been proposed and the Investor is expected to submit the final design proposal for the acceptance of RDA. The road is expected to have life of 20 years with asphalt concrete surfacing.
The operation and maintenance of the Expressway to be carried out by the investor.
Funding, construction and operation
The investor is expected to fully finance building, maintain and operate the expressway, collect toll and after an agreed period transfer same to the Government of Sri Lanka.
The investor is expected the design the road over the pre-selected corridor, acquire land, pay compensation and construct with related facilities.
The design and construction would be under the supervision of a reputed international firm, selected by the Investor to ensure the required standards and quality.
The investor will prepare acquisition drawings, pay compensation to affected parties at rates not less than paid in the other Expressways.
He is expected to implement the Resettlement Action Plan for affected parties subject to RDA approval and will identify the areas suitable for resettlement of affected parties.
Problems in study
During the ‘Pre-feasibility Study’ problems have been encountered, when survey teams were unable to gain access of some 6% of the length of the alignment. It was also noted that the Feasibility Study has resulted in the definition of a road corridor, and not the final trace for the expressway.
Some sections of the study was based on maps of low accuracy, especially in parts where maps at scale 1:10,000 were not available.
Changes to proposed corridor:
The report informs major changes to the initial centre-line from the Pre-Feasibility Report were made in the flatlands to avoid densely built up areas, and in the mountains to reduce the negative impact on the landscape.
On km 1-15 the trace has been moved outside the initial 3 km wide corridor, and major changes inside the 3 km corridor have been made on km 15-30.
The original trace km 0-10 was located on solid land, which proved to be densely populated. After discussions with villagers, RDA has accepted that paddy fields be used for road construction, where the alternative would cause heavy impact on densely built up areas. This principle has been adopted for the whole alignment, where economically viable. On section km 0-30, paddy fields are now used to a large extent. It was not possible to undertake ground surveys along sections km 15-17.
The proposed Enderamulla-Ambepussa stretch of the Expressway will be constructed in most part parallel to the railway line over paddy, marshy and uncultivated areas. Only a few populated areas would be affected by the project.
Environmental acceptance
During the decade of review many changes had been made to the original proposal and the Environmental Impact Assessment (EIA) clearance was granted by CEA for the entire trace in May 2008.
Alignment
Proposed geometric standards for the Expressway conform to international as well to RDA standards. The main design parameters are the minimum values for horizontal curves, the maximum longitudinal grade values, and the related need of climbing lanes for the two-lane section.
The section from Kadawatha to Devalegama at km 62 (interchange with road A6), allows a design speed of 100 km/h and from Devalagama to Kandy, due to hilly terrain speed is reduced to 80 km/h. The section from Kadawatha to Ambepussa initially has four lanes, a wide central median allowing provision for future expansion to six lanes.
Ground conditions
The first 45 km of the Expressway traverses a flat terrain, the next 15 km a rolling terrain and the balance section of approximately 38 km is hilly terrain. It has been identified that the proposed road trace traverses on a weak soil area (depth of clay layer approximately 4-5m) over nearly 4 km in length. However since no detailed investigations have been carried out on the entire trace during the feasibility stage, more details need be obtained during the detailed design stage.
Tunnels
A significant feature of his expressway is the construction of 10 tunnels, two of length around 400 m and eight of length around 30-225 m. Based on the estimated costs, it has been deemed economically viable to use tunnels instead of deep rock cuts in 10 locations. Tunnels also cause less impact on the environment since deep rock cuts would open wide scars.
In addition, a 12 km ring road will be constructed between Katugastota to Gannoruwa to reduce traffic congestion in the Kandy city.
Discussion
The writer wishes to discuss the proposed Kandy Expressway especially in the light of experience gained after Southern Expressway. The information given above was based on the RDA website and ‘Invitation to Investors’. The document is the modified version of the pre-feasibility study report with a number of conflicting and vague statements.
The Colombo-Kandy Expressway was first proposed in early 1990s but delayed first due to environmental issues, thereafter as various politicians wished to divert the road to satisfy their requirements. Now the road proposed as the Northern Expressway is actually leading to Kandy.
The route selection
The report informs that major changes from the Pre-Feasibility Report was made, the original trace km 0-10 was located on solid land. After the discussions with villagers, RDA has accepted that paddy fields be used for road construction and this principle had been adopted for the whole alignment. The proposed Enderamulla-Ambepussa stretch (section km 0-30) to be constructed mostly parallel to the railway line, over paddy, marshy and uncultivated areas.
In practice no one wishes to be moved away from his residence or place of business and have protested. Almost always politicians have diverted the road trace over to paddy fields in order to satisfy affected persons. But did the engineers of the RDA inform the ministers on the cost implications of the move? The construction of roads on paddy fields are vastly expensive than paying compensation and relocation of affected parties.
If the Government can acquire suitable lands near expressway junctions and construct housing schemes similar to Millennium City at Athurugiriya, with different levels of housing according to cost of displaced properties, people could be resettled in better housing and road constructed at a much lower cost. The additional costs in construction over the marshes are a dead loss, whereas new and improved housing will serve people.
Unknown factors
The report admits that problems were encountered when survey teams attempted to collect field data and 6% of the alignment length is not available as a consequence of not gaining access. Some of the study was based on maps of low accuracy, especially in parts where maps at scale 1:10,000 were not available. Considering the Pre-feasibility study was done in 2001 and investors were invited in 2011, one cannot understand what happened during the 10 years.
When such problems are informed to any international bidder, they are forced to play safe and would quote a higher cost to counter the uncertainties.
Environmental approval
The report claims Environmental Impact Assessment (EIA) clearance granted by CEA for the entire trace in May 2008. But the report claims that in km 1-15 the trace has been moved outside the initial 3 km wide corridor, and major changes inside the 3 km corridor have been made on km 15-30. It is not clear whether the final road trace offered to Investors was the same that was approved by the CEA in 2008. If the road trace has been moved from the approved trace, new problems could arise.
Ground conditions
The report states that the proposed road trace traverses on a weak soil area (depth of clay layer approximately 4-5 m) over nearly 4km length. Also no detailed investigations were carried out during the feasibility stage. Detailed investigations are necessary during the detailed design stage, the situation forces the Investor to play safe and expect a higher cost.
The construction over marshy or weak grounds require extensive stabilisation involving rock filling, piled vertical drains, and raising the low ground above flood levels with earth transported over long distances.
The public are given a glimpse of such construction over paddy fields, currently underway on Kohuwala-Kesbewa Road widening. Earth from road-side paddy field is removed to a depth of nearly 3-4 feet and replaced with rock-fill to the road level, to a height of nearly 5 feet. The paddy fields in Kesbewa road are hard, whereas in the Expressway depth of soft clay layer is approximately 4-5 m over nearly 4 km in length.
The report claims in section km 0-30 paddy fields are used to a large extent. One could imagine the requirement of rock quantities and the earth for filling and raising the road beyond the flood levels. They need to be obtained blasting rocks and earth by excavating high grounds and transported over long distances. Both aspects are harmful to the environment.
Construction on weak soil, especially when clay layer extends as much as 4-5 m depth gives problems in construction and rectification measures are expensive and is best to be avoided, to save costs and time. The major costs and time consumed on the Southern Expressway as well as Katunayake Expressway were due to locating the highway over the low lying areas.
Design of the Expressway
The report to investors gives a proposed road alignment but the Contractor is free to propose amendments for the acceptance of RDA. Travellers over the Southern Expressway would have noticed the high fillings over long distances, especially over low lying areas as paddy fields or marshes, at very high cost. The contractors involved would not have objected as they were paid under measure and pay basis.
In road designs, the terrain and the route is normally selected to balance the fill with the cuttings to minimise imported fill materials. In the route selection of the proposed Kandy Expressway this basic guide has been completely neglected.
But the proposed contract is for the design, construct, maintain and collect toll over an agreed period of time. So the Investor would opt for the most cost efficient design with simpler construction and maintenance costs. The Investor is expected to propose amendments to original proposals and it would be most interesting and the local engineers will have lot to learn from the experience.
Supervision of construction
According to the report, the consultant for the supervision of design and construction would have to be selected by the investor and presumably will be paid by the investor. When the supervising consultant is selected and paid by the investor, very likely the consultant can get reduced to a rubber stamp. Who will look after the client’s interests?
Acquisition of property and payment of compensation
In the proposed project the responsibility of acquisition and payment of compensation has been passed over to the investor. Historically, the Government was responsible for acquisitions and payment of compensation, but due to shortage of funds the Government passed over the responsibility to the investor.
In acquisition of properties and payment of compensation government politicians play a major role. It would be interesting to observe what would happen. Under the stipulated conditions the payment of compensation should at least be in par with payments made in previous such projects. It is well known that compensation payments made during recent history were astronomically high. Most affected persons were pleasantly shocked when the payments were received.
Number of lanes
The improvement of Kadawatha to Ambepussa sector from four lanes to six is envisaged with the improvement of traffic. If the investor’s allowed period of operations exceed 20 years (say) and if the road section needs widening during this period, the criteria of widening need to be agreed early, to avoid any friction later.
Toll payment and the period
Users of the Southern Expressway are paying toll levies without any grudges, and the toll charges on the proposed expressway would definitely exceed those of the Southern Expressway. Although the Government has announced the investor for the project, the years allowed to the investor prior to transfer, the details of toll charges, whether periodical increases be allowed, and other details are yet to be made public.
New development
Meanwhile, the Daily Mirror reported on 24 July that villagers of Walpola and Batuwatta protested interrupting the Colombo-Kandy railway line and the main road, burning tyres, shouting slogans, demanding not to plan the Northern Expressway to run through their villages, thereby disturbing the social links of the people and endangering the traditional environment.
The protest dispersed only after Minister Felix Perera assured to protect the Walpola and Batuwatta villagers from the anticipated damages. He had said arrangements would be made to plan the expressway through Narangodapaluwa.
The above scenario was quite common in Southern Expressway and politicians yielding to people’s demands would lead to more and more demands along the proposed route. It was claimed in the Southern Expressway, 71% of the original route was changed.
According to the document road trace from 0 to 30 Km was amended from high ground (including Walpola-Batuwatta areas) to generally to run along the railway line (along the paddy fields), showing some changes had been made.
Running the proposed Expressway over the high ground as originally proposed (as accepted by CEA in 2008) is easy to construct, less time consuming and is very much cheaper.
Now the contract has been awarded, the investor must be looking at reducing costs and explains the changes being proposed. This would only be the beginning, more would follow and the political reactions would be interesting.
Conclusion
The construction of the Kandy Expressway after decades of delays is laudable. With the Government short of funds, giving a toll road on finance-construct-operate-maintain-and-transfer basis is timely. But our engineers do not discuss projects proposed or at completion at least amongst their counterparts on problems encountered in planning and execution of projects, especially on mistakes, how improvements are possible.
An open discussion without fear of adverse repercussions would help to avoid similar mistakes, ensure better project planning and save the country’s funds.
(The writer is a Chartered Civil Engineer graduated from Peradeniya University and has been employed in Sri Lanka and abroad. He was General Manager of State Engineering Corporation of Sri Lanka and currently employed with a Chinese construction organisation. He can be contacted on [email protected].)
