Proposal for the Uthuru-Mituru Friendship Railway Track

Transcription

1 Proposal for the Uthuru-Mituru Friendship Railway Track Amal S. Kumarage Submitted to the Minister of Transport 23 rd March

2 Contents 1. Introduction... 5 Impacts of Conflict... 5 Pre-requisite for Peace and Development North-South Friendship Railway... 7 Vision... 7 Goal... 7 Strategy The Transport Requirement... 9 Early History of the Northern Line... 9 Stations... 9 Railway Operation before the Conflict How fast should the new railway operate? Inter-modalism for the New Railways Socio-Economic Activities What the Population was before the Conflict Potential for Regional Development Agriculture Fishing Industries Cultural Tourism Development of Towns Vavuniya Mankulam Kilinochchi-Iranamadu- Paranthan

3 Metro Jaffna (Jaffna, Elephant Pass, Pallai, Chavakachcheri, KKS ) Development of Stations Project Concept Cost of Rehabilitating Railway Line Development of Bus Services Cost of Restoring Bus Transport Total Cost of Transport Redevelopment... Error! Bookmark not defined. 3

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5 1.Introduction The railway has been the primary connection of the northern part of the country to the south. The distance by road to Colombo from Jaffna was 403 km while by rail it was 394 km. Before the conflict there were 8 passenger trains and six goods trains operating between Colombo and Jaffna daily. There was also a weekend passenger train with an Intercity Train also operating for a few years. An estimated 6,000 people travelled between the Jaffna District and destinations in the south by the early 1980s (Appendix II). Besides the railway, there were also around 20 bus trips that operated on the main A9 Road which ran parallel to the railway all the way to Anuradhapura. Jaffna was one destination that the railway till 1980s held the higher share of the market as it had a much shorter travel time than road transport. Before the conflict the railway also supported many industries in Jaffna District. The KKS Cement factory, the Elephant Pass saltern were two leading industries in the country during that time. The agricultural produce in Jaffna District as well as the fish production from Mannar and Mullaitivu Districts were often transported to Colombo by Railways as well as trucks. There were also two seaports at KKS and Point Pedro as well as a domestic airport at Palali. Impacts of Conflict One of the first casualties of the conflict was the disruption and intermittent severance of linkages by the terrorists between the north and the south as early as Despite several repairs to track and bridges the line was permanently closed after the 13 th June The A9 road that connects the Jaffna peninsula and the northern part was also closed after terrorists overran townships along the roadway around With the severance of the once popular land transport linkages, people in the north and in the south were forced to take air transport or sea transport which were always either too expensive or too time consuming, besides been more riskier as well. Gradually linkages between the north and south reduced to a bear minimum and the different communities became strangers. With both rail and roadways fully or partially closed for around two decades, the once close communities became distant and suspect. With nearly one whole generation having ever been to the south or having met 5

6 each other socially, the terrorist were able to sow seeds of a monstrous enemy and recruit many young fighters for their cause. Pre-requisite for Peace and Development The restoration of land transport is thus one of the first and necessary pre-requisites for lasting peace between communities. The restoration of the once popular trading linkages, pilgrimages to Kataragama by people in the north and to Naga Deepa by people in the south are essential building blocks for learning to trust each other. However, the restoration of the land transport link should also be seen as a pivotal investment in reviving the long battered economic condition of the northern areas. Basically, except for a few buildings in towns such as Killinochchi and in Jaffna in recent years. Hardly any infrastructure has been up graded or built anew. In most rural areas whatever infrastructure was there is destroyed. It is therefore necessary to ensure that the rebuilding of the railways follows the basic principles of regional development and provides for the rapid economic growth and social development of the region. 6

7 2.North-South Friendship Railway The Government of Sri Lanka (GoSL) expects to launch this program on the 23 rd of April 2009, exactly 53 years after the Yal Devi the popular train to Jaffna was first operated in The GoSL expects to make this a flagship project for rebuilding the country through rebuilding the vital Yal Devi Friendship Railway Track by making early plans for immediate construction to follow securing the northern areas. Vision Rebuild the country by rebuilding the Yal Devi Railway Track which will join the north and south together Goal To build a modern railway line that will provide fast, reliable connections for both passenger and goods transport between the northern parts of the country that have for two decades been alienated, with the south and to lay the basic building blocks for integrated transport solutions for rapid socioeconomic development of the northern province. Canadian Pacific Railway Canada's very existence depended upon the finishing completion of the major civil engineering project, the creation of a transcontinental railway. Creation of the Canadian Pacific Railway was a task originally undertaken for a combination of reasons by the Conservative government of Prime Minister Sir John A. Macdonald. The Province of British Columbia had insisted upon a transport link to the east as a condition for joining the Confederation of Canada. The government however, proposed to build a railway linking the Pacific province to the eastern provinces within ten years of July 20, Macdonald also saw it as essential to the creation of a unified Canadian nation that would stretch across the continent. Strategy The GoSL will adopt a strategy that will adopt sound planning and engineering methodologies to ensure a state-of- the-art railway line well placed to serve regional development potential, built expeditiously and efficiently with the maximum possible participation of different stakeholders while subscribing to the highest norms of transparency and accountability to all people. This will include the following efforts: Break up of the line length of approximately 160 km (252 km to 411 km) in to 10 sections of approximately 16 km length for purpose of rebuilding the track and to seek foreign funding for each of these sections. The GoSL will construct the first section from Vavuniya with its own funds. Signalling and communication to be funded separately Each station to be planned as a transport and logistics hub integrating passenger and supply chain activities from the surrounding rural areas as well to provide a strong core for rapid development of these townships. 7

8 Each station and bus terminal to be built by different communities from the south of Sri Lanka under a possible twinning program of two townships from north and south. Construction to commence from both KKS and Vavuniya so that there would be a symbolic last peg in Pallai where the original track constructed from both ends met in

9 3.The Transport Requirement Early History of the Northern Line The report of the Jaffna Railway Commission on a railway line to Jaffna was published in It recommended immediate construction of a line from Polgahawela to Kurunegala and a survey of a line to Jaffna. The Kurunegala extension was approved in 1892 and opened on February 14, The light broad gauge line reached Maho in 1899 and reached Anuradhapura on November 1, The Northern Line was initiated by the building of the line from Anuradhapura to Madawachchiya and Vavuniya and then through the wilderness of the Vanni, crossing into the Jaffna peninsula at Elephant Pass. Meanwhile in 1902, the building of the Northern Line had also commenced from the other end, on the Jaffna peninsula. The line linking KKS, Jaffna and Pallai was opened in 1902, initially from KKS to Chavakachcheri and through to Pallai. Pallai was reached also from the south and the Northern Line was complete on 1 st of August The creation of the Northern line acted as a catalyst for social change. It linked communities, ended the isolation of Jaffna, broke down social tradition, caste prejudices, and also spread new ideas and customs. For the first time newspapers from Colombo were available to all, which helped to increase the reading habits of the people and broaden their outlook. This also led to the growth of education, since people in Jaffna could send their children to Colombo or vice versa 2. Stations The stations on the Northern Line and their relative distances are given below. There are 16 stations between Vavuniya and KKS and a further 12 sub-stations. Some of the stations are crossing stations since the track is single line all the way. 1 David Hyatt, Railways of Sri Lanka, COMRAC, London & Colombo, Rathindra Kuruwita - The Nation EYE Sunday March 2,

10 km Mileage Station Sub Station Code Distance bet.station Vavuniya VNA Omanthai OMT Puliyankulam PKA Mankulam MKM Murukkandi MRK Murukkandi Tem. MRH Killinochchi KOC Paranthan PRN Elephant Pass EPS Pallai PAL Eluthumattvual EML Mirusuvil MSL Kodikamamam KKM Meesalai MES Sankathathnai SAK Chavakachcheri CCH Thachanthoppu TPH Navatkuli NVT Punkankulam PNK Jaffna JFN Kokuvil KKV Kondavil KDV Inuvil INL Chunnakam CKA Mallakam MAL Tellipallai TPI Mavittapuram MVT Kankesanthurai C F CFS Kankesanthurai KKS Railway Operation before the Conflict The railway before the conflict was operating the following number of train services daily: Night Mail 02 trains Express Trains 04 trains Goods trains 06 (including oil trains) Local trains 16 (between KKS and Killinochchi) Special Train on Weekends. One Intercity Express was operating from 1984 to The railway was maintaining travel times between 6 ½ to 12 hours for these trains between Colombo and Jaffna. For example in 1988, an Express Train which left Fort Railway station in 10

11 Colombo at 545 hours reached Jaffna at 1445 hours. Mail Trains took longer. The Intercity Express which operated for a short period in 1984/85 had just a few stops en route was scheduled for 6 ½ hours. Road Transport in the pre-conflict period took around 10 hours. However with the planned expressways it is likely to be reduced to around 3 ½ hours to Anuradhapura and with the restoration of the A9 to a standard 2 lane highway road transport will take around 7 hours to reach Jaffna. How fast should the new railway operate? Hence rail speeds in order to be competitive has to be designed for travel within 6 ½ maximum. This is possible with the alignment which exists now and can be achieved with heavy rail of 60 kg/metre, seamless rail and thick ballast so that a top design speed of 120 km/hr is attainable. The traffic levels at present would not justify any thing more than a single track. Inter-modalism for the New Railways One of the key roles of the new railway line would be to contribute towards transport efficiency by providing inter-modal facilities at its stations. The nearly 400 km length makes it a preferred mode of transport by rail as opposed to road for both passenger and goods transport. Therefore all stations should be designed to fully integrate hinterland access for both passengers and goods. Such stations would also be ideal for location of supply chain centres which would have packaging, processing activities. Another service for stations between Killinochchi and KKS would be the commuter traffic to and from Jaffna. In the pre-conflict days there were a total of 16 local train operations within this section of line. Thus the railway could be developed as a commuter mode whereby both Jaffna and Kilinochci can be strategically developed as two commercial and administrative centres by providing for integrated bus transport to stations along the line as well as by providing facilities such as park and ride for bicycles, motor bicycles etc. This line could also be used by school children and university students living in these townships to attend their schools or campuses by train. Moreover, there are two ports at KKS and Point Pedro that can provide regional and coastal shipping services. Of these KKS is directly accessible by train and thus this station could be fully integrated with the port so that container shipments could be moved between rail and ship. In addition the airport at Palali is also located around 3 kms from the KKS station. This also could be integrated to promote intermodal travel by tourists, officials and businessmen who could take the train to and from the airport to Jaffna other suburban town centres such as Chavakachcheri. 11

12 4.Socio-Economic Activities What the Population was before the Conflict At the time of the last Census in the Jaffna District (which included the present Killinochchi District as well) in 1981 and before conflicts began, the population in the townships are recorded as follows: Jaffna MC 118,224 Chavakachcheri UC 19,707 Point Pedro UC 15,023 Velvettithurai UC 14,121 Kankesanthurai TC 14,549 Killinochchi UC 15,336 Chunnakam TC 16,118 The rural population in the Jaffna District was 559,979 giving a total population of 739,000 in the Jaffna District in This was 16.3% more than the population in 1971 giving an annual growth rate of 1.6% for the period Apart from the population in the Jaffna District, the railway served people in Vavuniya District which had an urban population of 18,512 in Vavuniya town and a rural population of 76,916. It also provided transfer links those living to the east of the railway in Mullaitivu District which had 7,192 urban and 69,997 rural populations. Moreover it, provided mobility by transfer to around 92,304 people living to the west of the railways in the northern most areas of Mannar District. In all an estimated 260,000 people living outside the Jaffna District would also have been served. This would make the total population served by the railway in 1981 around exactly 1 million. The population survey carried out by the Department of Census & Statistics in 2007 gives the current population in Jaffna District as 559,619 a decrease of 24.2% over the year Of this 128,239 are those who have stated they have been displaced by the conflict and a further 2,295 displaced by the tsunami. There are no estimates of population in Kilinochchi and Mullaitivu Districts. Potential for Regional Development The development in the Northern Province can potentially take the following forms: 12

13 Agriculture Most of Jaffna Peninsula was developed for agriculture. As a net producer of inions, potatoes and even fruits such as mangoes and grapes were transported to Colombo in large numbers. In addition there is scrub land in the Vanni that is now cultivated as chenas. These products to reach markets in cities such as Colombo and its suburbs will need direct transport facilities. The railway therefore will be developed to be able to carry such products under normal condition as well as under refrigerated condition for which the railway carriages as well as the facilities as selected stations will be developed. These stations will have logistics centers where there would be cleaning, processing and packaging centers so that such agricultural produces can be adequately prepared for the markets before shipment. The road network connecting such production areas and the stations will be identified and steps would be taken to improve the bus and trucking services to and from such places to the stations. This would help to improve the economic conditions of many farmers and their families who are presently under productive due to access to markets. Stations such as Mankulam, Paranthan and Kodikakamam should be developed for this with suitable infrastructure. Fishing Areas in Pooneryn, Mannar Basin as well as the coats off Mullaitivu are considered very rich fishing grounds. In earlier times, fish from these areas reached Colombo. In this development it is proposed that stations such as Mankulam, Paranthan and KKS be developed for transport of fish as well as the processing and packaging of fish prior to transport. These stations will connect both the eastern and western coasts of the country through road transport. Industries Paranthan is ideally located for development as an industrial township. This was formerly the location of the Paranthan Chemicals Corporation. KKS was also an industrial city with the cement factory being located there. The salterns which produced salt consumed by people from all parts of the country was located at Elephant Pass. The entire northern area is rich with mineral deposits including limestone required for production of cement. Moreover these deposits are to be found at very shallow depths making their exploitation commercially viable. Cultural Tourism The Northern Province has several important locations that are of religious and cultural significance. The Nallur Kandaswamy Kovil or Nallur Murugan Kovil built in 1749 is one of the most significant Hindu temples in Jaffna District of Sri Lanka. The temple hosts annual festivals like the Temple car festival and Thaipusam. These festivals are major crowd attractor from all parts of the country. 13

14 The Nagadeepa island also known as Nainatheevu is a small but notable island 30 km off the coast of Jaffna Peninsula. It is home to the historic Buddhist shrine Naga Vihare and the renowned historic Hindu shrine Nagabooshani Amman temple. The island is mentioned in ancient Buddhist legends of Sri Lanka such as Mahavamsa and in the ancient Tamil Sangam literature of nearby Tamil Nadu. This island is of interest to many communities and would therefore be one of the most important traffic attractors to the north. 14

15 5.Development of Towns The railway line and the A9 main highway create the strong functional link to the main town centers in the northern region as well as the rest of the country. In the process of the redeveloping the railway line, the following locations can be identified as new townships and urban agglomerations to be develop parallel to railway development. Vavuniya Mankulam Kilinochchi-Iranamadu-Paranthan Jaffna, Chavakachcheri, Kankesanthurai Vavuniya Vavuniya is a mono-centric medium scale town located on the A9 road with the railway station. The population of the town is approximately 50,000 inhabitants. This town functions as a transit centre for the northern region. The town is developed along the A9 road and highways leading to Mannar and Trincomalee. This town is also functions as agricultural service centre providing services such as marketing, inputs, raw materials and other essential services to the farmers in the northern region. With the redevelopment railway line and the expansion of the station the Vavunia town centre can be further developed as a major logistic centre and the dedicated economic centre to promote the economy. The town has greater potential to increase its population up to 100,000 by 2015 with a proper planning effort. Mankulam Mankulam is a small town located either side of the A9 road and the railway line. The town has strong link to Mullaitivu Town via the A34 road. This town functions as a residential town with agricultural services. There are potential to develop this town a primary agro collecting centre with residential development. It is important to plan and design this town to accommodate about 20,000 inhabitants. 15

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17 Kilinochchi-Iranamadu- Paranthan Kilinochchi-Iranamadu is also a Medium town located along the A9 road and the railway line. This town has strong connection to Mullaitivu Town. Iranamadu town developed either side of the A9 road and along the main road from Killinochchi to Mullaitivu (A35) and functions as an agricultural service centre. This town has a potential to attract more population and develop as an agro based industrial town. Paranthan is a small town located along the railway station just 2 kms north of Kilinochchi. This town functions as an industrial town with the Chemical Factory. There is potential to develop this town as an industrial town with residential development. It is important to plan and design this town to accommodate about 50,000 inhabitants and therefore important to allocate adequate land for value added industries. The station should be developed with the storage facilities for industrial products in order to transport them to KKS and other towns. Metro Jaffna (Jaffna, Elephant Pass, Pallai, Chavakachcheri, KKS ) Jaffna has a good potential to develop as an economic hub, with an educated and an entrepreneurial workforce. Around 500,000 inhabitants are living in Jaffna peninsular. Jaffna should be developed as a metro urban centre with the population up to 700,000 by the end of The Metro Jaffna will be developed as a multiple economic growth centre with agricultural sector especially cash crop cultivation, fisheries sector, tourism, mining and industrial sector development. All the railway station should be expanded to promote all economic activities by providing storage facilities and the connectivity. The important station centers are Elephant pass, Pallai, Chavakachcheri, Jaffna and KKS. 17

18 6.Development of Stations Once mobility in terms of an acceptable travel speed and direct transport connections are made, in a railway the next most important features is the locations of its stations. The railway stations should not just be a point of embarkation or disembarkation of train passengers which are spread out every 10 to 20 km, but also points of attracting development. To that objective stations will be developed as multi- modal transport nodes. It is proposed that each of the station be thus developed based on the development potential of that township and the hinterland area it serves. In this respect some stations will have special features such as industries, tourism etc. The other smaller stations should also be developed as integrated transport and development nodes in order to accelerate development and to reduce costs of both goods and passenger transport. Each of these stations and the land adjoining the station is to be developed as follows: Modern Railway Station Modern Bus Terminal with direct access from station Logistics Centre and Warehousing to be rented out which can be used by both railway and road transport vehicles 18

19 It is envisaged that the restored northern railway line will have the following station based developments. Station Features of the Proposed Development (km from Colombo) KKS (409.8 to km) There are presently two stations in KKS with one serving the cement factory. These could be developed to cater to the cement factory as well as other industries that could be located close to the station and the port. Port related industries could be developed in this area which could possibly be turned out to an Industrial Zone. The close proximity 19

20 to the Palali airport will facilitate fast connections and even provide for rail, road, air and sea transport options to the industrialists. Jaffna (393 km) Chavakachcheri (236 km) This is the largest city in the northern part of Sri Lanka. The railway station would require to be developed as the major passenger terminal in the north. Given the extent within which the residential areas are located, the station needs to have better connections with bus transport. The upper floor of the station which was a very popular dormitory for low budget travelers will once again be revived along with a few commercial activities to ensure financial viability of these premises. These facilities can be well utilized during the festival season of the Nallur Kovil as well as for sight seers visiting places of national interest such as Naga Deepa and Point Pedro which is the northern most point of the country. Jaffna station could be developed as a Tourist Station with facilities for authorized agents for transport, accommodation, tours etc which can be planned and provided as against the un controlled business that can develop in the absence of such arrangements which also brings associated problems with it. Jaffna Station can also be developed as a commuter station for people coming by train for work and school in Jaffna town from suburban townships. The gateway to the peninsular. It is the largest suburban centre to the south of the Jaffna town. This can be developed as a passenger terminal for commuters as well as a stop of express trains to Colombo. The bus services should be developed to serve areas surrounding areas. Kodikamamam (231 km) Is an important transit point before Jaffna. Point Pedro which is an important town in the peninsula does not have rail connection. Therefore people who come by train to get to Point Pedro transfer to road vehicles at this point. It is therefore intended to develop this station as a transit station with a bus terminal adjacent to the station. Since this is an important nodal point in the road network also, it is proposed to develop a Logistics Centre with modern equipment also adjacent to the railway station so that wholesalers can transport commodities by rail and local distribution can be done by road. The Jaffna peninsula is a rich agricultural areas which produced crops such as onions, potatoes, vegetables and fruits. The Kodikamamam station along with the terminal station at KKS could be developed for this purpose with storage, processing and packaging facilities adjacent to the station. 20

21 Elephant Pass (212 km) Elephant Pass was earlier a sub-station. This may be elevated to an industrial station which can handle salt, fish and other small scale industrial products. It may also be developed as a passenger terminal to serve areas such as Vettilakerni and Nagar Kovil on the eastern isthmus of the peninsula. Paranthan (208 km) This was earlier a freight station which served the once vibrant Paranthan Chemicals Corporation. This is ideally the location for another industrial zone in the north. Land adjacent to the tracks in addition to the freight station could be developed for processing and packaging and setting up of industries especially fish based products. The westward connection to Pooneryn as well as the connection to Mullaitivu makes this a logical processing point for fish, since both those areas including the Jaffna lagoon are rich fishing grounds. The passenger terminal may be at Killinochchi located 3 km to the south. Killinochchi (205 km) Mankulam (185 km) This is the 2 nd largest town in northern area, it is a little located 40 km south of Jaffna and 48 km north of Vavuniya. Kilinochci given its population warrants a major railways station. This will also be a natural nodal point as Mullaitivu district can be accessed vis the A35 road passing Puthukuddiyuruppu town. This distance by road between Mullaitivu and Kilinochci is about 50 kms and a good bus-train connection from Mullaitivu will ensure that the travel time connection between Mullaitivu and Jaffna is not more than 2 ½ hours. This will form a very good regional connection. The road to the west also provides connectivity up to the western coat line and the northern part of Kilinochci District which includes the once flourishing Nallur town. First century AD stone pillars, and ruins of the Buddhist "Lumbini" vihara are also found here which will promote tourist travel to the region. Killinochchi is 100 km (62 mi) south of the once flourishing Nallur city off the coast of the Jaffna Lagoon. Mankulam is located mid point between Vavuniya and Killinochchi. This is an important town centre as well as a transit point. Mankulam provides the southern approach to Mullaitivu through A34 via Oddusudan which is around 48 km. It also provides the western connection to small townships in the Vani such as Mallavi and Vellankulum by the coast. This will vastly increase the area that can be served by rail for both passenger and goods transport. Good bus/rail connections are required for this purpose as would be a logistics hub. This station should be developed as a transit station with bus terminal adjacent to the station and also out bound and in bound warehousing 21

22 including refrigerated warehouses for fish, fruits and vegetables which can be transported by rail. Other Stations Mallakam (252 km) Chunnakam (251 km) Kondavil (248 km) Navatkuli (241 km) Each of the other stations and the land adjoining the station is to be developed as follows: i. Modern Railway Station ii. Modern Bus Terminal with direct access from station iii. Logistics Centre and Warehousing to be rented out which can be used by both railway and road transport vehicles. Pallai (221 km) Murikandy (196 km) Puliyankulum (172 km) Omanthai (165 km) 7.Project Concept The Government of Sri Lanka conceptualizes this Uthuru Mithuru project not as a mere exercise of reconstructing the Northern railway line to Jaffna and Kankasanthurai, but also as a bridge of fraternity between the people of the North and the South. Therefore, deviating from the typical infrastructure development project, the Uthuru Mithuru takes a different shape where wider participation of general public in rebuilding this giant project, in whichever capacity they wish to contribute. The revival of the inherent strength of Sri Lankans is intended, which enabled the construction of wonders through people s participation along our proud history of more than 2500 years, and the true sense of national ownership to the asset that will be thence created is expected to go long way in healing the wounds of the recent past, and to form a harmonious homogeneity in diversity. The project will consist of the relaying of track, rehabilitation or rebuilding of bridges and reconstruction of Stations, new installation of signal and communication systems. Each of these components will be disaggregated into sub-activities, which are of manageable size, and will be made available for the patriotic citizens, groups, organizations or companies to individually or jointly undertake. The participation may be extended in number of ways, ranging from simple monetary contribution to collective undertaking of construction work of any one or more of these sub- 22

23 components. This concept has already received positive acclamation with Hambantota people mobilizing to reconstruct the Jaffna railway station, and Matara people to reconstruct Kilinochchi station. The project also ensures that every cent received as contributions is appreciated, as much as every drop of sweat. The Government is currently formulating the institutional framework to ensure that the contributions are secured, properly administered under the supervision of the Treasury, and the utilization scrutinized by the Auditor General. This will ensure that the contributions made by the general public towards implementation of this project are deployed for the said purpose, only for that purpose, and nothing but for that purpose. 8.Cost of Rehabilitating Railway Line 3 The total cost for the rehabilitation of a single line track from Vavuniya to KKS, with buildings but without rolling stock is given below as Rs 14,500 million (USD 140 mn). item Description Unit Rate Rs Material Transport Labour Total Qty Amount Rs 1 Preliminary and general items including Project Sum 700,000,000 3 Source; Sri Lanka Railways 23

24 management 2 3 Surveying of existing trace & clearing of site Repair to formation to bring it to correct profile km 800, ,200,000 km 5,100, ,900, laying of 250mm ABC layer including compaction km 3,360, ,840,000 Laying of rails including rail fastenings & fish plates (UIC60, 13.72m length) with transport for Open Line km 23,184, , ,750 24,891, ,957,767,103 Laying of rails including rail fastenings & fish plates (UIC60, 13.72m length) with transport for loops and sidings km 23,184, , ,750 24,891, ,699,404 Laying of concrete Sleepers including fastening, transport for open line km 14,200, ,879 1,431,818 16,069, ,555,081,818 Laying of concrete Sleepers including fastening, transport for loop lines & sidings km 14,200, ,879 1,431,818 16,069, ,836,364 9 Welding of rails, Gas pressure/flash butt/thermit km ,500, ,500, Welding of rails Gas pressure/ thermit km ,500, ,000, Track Ballasting km 3,708,600 1,012,494 3,500,000 8,221, ,405,807,074 Turnouts, 1/12 Nos 5,957, , ,000 6,607, ,783,765 Turnouts, 1/8 Nos 4,508, , ,000 5,132, ,438,819 Repair to bridges and culvert L.S. 650,000,000 Construction of station buildings Nos 15,000, ,000,000 Construction of Sub station buildings Nos 4,000, ,000, Construction of quarters, bungalows etc.. Nos 6,000, ,000, Repairs to Level Crossings Nos 250, ,000, Men's quarters Sum 250,000, CEM's Facility -Sheds, office, quarters etc 200,000, Contingencies 1,413,145,654 Total 14,500,000,000 Note- Provision of 3rd line with buffers at either end has been made only for stations at MKM, KOC,PAL,JFN and KKS. Cost of equipment and machinery not included. 24

25 The required equipment and machinery is given in Appendix II. 9.Development of Bus Services The area is presently served only by bus services. However these buses have not been replaced for long period due to the on going conflict and services have not expanded due to constraints in mobility. The plan for reviving bus transport includes the follows: Construction of bus terminals as multi-modal terminals, adjacent to railway stations. Restoration of long-distance bus services such as Colombo-Jaffna, Kandy-Jaffna, Jaffna- Trincomalee, Jaffna-Batticaloa, Jaffna-Mannar etc by both SLTB (state operator) and private sector. Reconstruction of New SLTB (state bus) Depots in Killinochchi and Mullaitivu Rehabilitation of SLTB depots and re-fleeting of depots in Jaffna peninsula Re-fleeting of private buses serving within the region through an assistance program. There are presently 546 private buses operating in Jaffna Distract while a further 58 operate in Vavuniya. administered by the respective Government Agents under the NTC Act. Re-planning of regional routes to better serve township developments proposed Upgrading of bus stops and halts within the province. 10. Cost of Restoring Bus Transport While restoration of the railways is to be expedited, there will be a two fold responsibility on bus transport as follows: 1. To provide transport services between Jaffna and Colombo as soon as the A9 is open and until the railway is fully operational 2. To provide connected/feeder services to railway stations 3. To provide for intra-regional and local services 25

26 4. To provide for road based transport for travel between city pairs where railway connections do not exist or are length or too time consuming. Overall in the country, bus transport accounts for 61% of passenger trips, while the railway carries another 5%. Hence priority should be given simultaneously to ensure that the transport needs of the people in the short term as well are fully satisfied. Hence some government intervention would be required to ensure that bus transport starts off immediately in an organized manner. The following costs are identified for bus transport development over a one year period. Nos Rate Rs Total Rs Depots (Kokavil-Jaffna) 1 50,000,000 50,000,000 Depots (Kayts, Point Pedro, Kilinochchi, Mullaitivu) 4 30,000, ,000,000 Buses for Depots 200 3,500, ,000,000 Bus Terminal (large) 6 100,000, ,000,000 Bus Terminal (small) 10 20,000, ,000,000 Bus Replacement Program (buses) , ,000,000 Bus Shelters ,000 10,000,000 Bus Stops ,000 2,000,000 TOTAL 1,832,000,000 These include the restoration of 6 depots and equipping those. Other than the Jaffna (Kondavil Depot) the others are non existent. This also includes 200 new buses for these 6 depots for commencing services within the province as well as long distances. The cost of developing 6 large bus terminals as multi modal terminals along with the railway stations has been included together with the cost of another 10 smaller terminals at the smaller stations. It also provides assistance for existing private sector operators to upgrade their buses most of which are either 26-seater and in some cases even smaller vehicles 26

27 which are in run down condition. The cost includes a one-off incentive to attract them to invest in newer larger capacity buses. The average bus penetration ratio in Sri Lanka is 800 buses or 30,000 bus seats per 1 million people. Therefore it is expected that the 600 private buses and the 300 state buses will be adequate for the expected population that would resettle in Jaffna, Vavuniya, Kilinochchi and Mullaitivu Districts. 27