Traffic Study for the

Proposed Flyover between D.R. Wijewardena Mawatha and Pettah

Transportation Research & Study

Centre (TransCentre)

University of Moratuwa,

3rd September 2008 1

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Scope of Work

• Analysis of Turning Movement Counts, Pedestrian Counts, Traffic Delay Counts, pedestrians,

parking and bus halting.

• Analysis of traffic accidents.

• Consider the influence of other problems such as heavy inflows, out flows of traffic from and

to adjacent by-roads, misuse of road space etc.

• Identify the problems in existing set up such as erroneous road markings, signs, signal lights

with faulty phases, lack of capacity for turning circles, inadequate lane widths etc.

• Calculation of economic benefits for technically feasible alternatives.

• Recommend suitable solutions which will include, solutions such as new or improvements to

signals, roundabouts, flyovers, over passes, traffic management schemes, etc.

• Conceptual design of solutions with appropriate dimensions, required legs etc.

• Report on the impact on Urban architecture 3

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Survey Date Locations Remarks

Travel Time Survey 16th July & 15th Aug 2008 DR Wijewardena Mw, Lotus Road, Olcott

Mawatha, Maradana Road

Turning Movement Counts 15th July 2008 TM1 : New Olympia Junction

TM2 : Technical Junction

16th July 2008 TM3 : E.W. Bastian Mawatha / Olcott

Mawatha Junction

(near Private Bus

stand)

TM4 : Central Bus Stand Junction

TM5 :Bastian Mw./Olcott Mw Junction (Railway Station

End)End)

Freight Vehicle O– D Survey and

Freight Vehicle Count

16th July 2008 Manning Market

4th / 5th Cross Streets

Passenger O-D Surveys 18th July 2008 1. Fort Railway Station

2. Central Bus Stand

3. Gunesinghepura Bus Stand

4. Bastian Mw. Bus Terminal

5. Olcott Mw.

6. Opposite Railway Station

Pedestrian Counts 1. Olcott Mawatha Within 50 m from

Bodhiraja Mawatha

2. Lotus Road

Bus Occupancy Counts and Bus

Registration Number Plate Survey

18th July 2008 1. Olcott Mawatha (near Fort Station)

2. Technical Junction

3. Central Road4

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Junction

ADT

Passenger

Vehicles

Buses Goods

Vehicles

Non

Motorized

Total

TM1: New Olympia Jct 42,081 3,179 2,062 984 48,305

TM2: Technical Jct 39,049 9,256 2,963 1,114 52,382

TM3: Sanchiarachchi Jct 14,561 8,364 1,853 783 25,561

TM4: Saunders Pl Jct 25,997 13,209 2,322 1,193 42,722

TM5: Bastian Mw Exit Jct8,858 7,985 892 459 18,194

5

18,19442,722

25,561 52,382

40,305

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Bus Flows ADT

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Goods Vehicle Flow -ADT

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Private Vehicle Flows -ADT

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All Motorized Traffic - ADT

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Pedestrian Flows -ADT

Location Pedestrian Daily

Flow

Peak Hour & Factor

York Street @ former Ceramic Jct 41,396 8:00-9:00 PHF 0.14

Olcott Mw @ Bodhirajah Mw 43,510 8:00-9:00 PHF 0.12

10

Access Mode Total

Walk 23.1

Private Vehicles 3.0

Bus 63.6

Rail 10.3

100.0

Sample Size =2244

Access Modes to Bus & Rail at Pettah

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Daily Average Traffic Speed

Road Name Average

Speed

Comments

D.R. Wijewardena Mw 34 kms/hr Free flow during most periods of the day

York Street and

Chatham Street

20 kms/hr Fluctuates between capacity and congested flow

during most time periods of the day.

Olcott Mawatha 16 kms/hr Most sections experience constant stop-and-go Olcott Mawatha 16 kms/hr Most sections experience constant stop-and-go

traffic flow conditions through the work day.

Maradana Road 9 kms/hr Short section low average due to busy on

intersections on either end. Road capacity is

adequate but junction capacity is inadequate for

most parts of the day.

Darley Road 13 kms/hr Short section, adequate capacity but low speed

due to inadequacy of Maradana intersection.

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Manning Market – Truck Flows

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Traffic Potential

From To

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Lotus road(North bound) 15 0 0 0 745 6,205 2,360 363 9,688

D.R Wijewardana Mw.(West bound) 0 0 0 0 62 4,061 801 52 4,976

Sir Chiththampalam Mw.(North bound) 0 0 0 0 0 13,478 910 0 14,388

Private Vehicles

Sir Chiththampalam Mw.(North bound) 0 0 0 0 0 13,478 910 0 14,388

Total 15 0 0 0 807 23,744 4,071 415 29,052

13

From To

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Lotus road(North bound) 1 0 0 0 0 230 197 20 448

D.R Wijewardana Mw.(West bound) 0 0 0 0 7 481 0 6 494

Sir Chiththampalam Mw.(North bound) 0 0 0 0 0 853 74 0 927

Total 1 0 0 0 7 1,564 271 29 1,869

Goods Vehicles

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Bus Route GroupingsCircuit

No.

Services Buses/day

(One-way)

Operator : SLTB Operation: Intra-Province1 138,143,148,152,3/1,180,187,188,200,210,224,225,226,227,228,230,231,234,235,

260,261,265,275,333,332,343,356,514,738290

2 103,171,144 21

3 120,122,125,162,170,174,190 89

4 24,100,101,137,138,400,430 72

Operator : SLTB Operation: Inter-Province

5 01,03,04,05,06,07,08,09,15,16,18,19,21,22,38,48, 49,57, 67,78,79, 87,92,98,677 150

6 99,122,122/210 236 99,122,122/210 23

7 02,26,32,60,401 91

Operator : Private Operation: Intra-Province

8 3/1,143,148,152,180,200,226,227,240,265 860

9 138,187,188,210,218,235,275,333,343,356,514,332,738 884

10 224,225,228,230,231,234,260,261,262 428

11 103,144,171 612

12 170,174,190 229

13 120(Kesbewa -Pettah),162 322

14 24,100,101,120,122,125,138,400,430, 2621

15 107 54

Operator : Private Operation: Inter-Province

16 1/3,1/4,03,04,05,06,07,15,16,18,21, 48,49, 57, 67,87,92, 98,677 628

17 01,08,09,19,22,38,78,79 275

18 99,122,122/210 83

19 02,26,32,60,401 51314

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Accidents

Year Road Name

Accident Type

Total

Start Node

name End Node name Fatal Grievous

Light

Injuries

Property

Damage

only

2006 Olcott Mw CTO junction

Front street

junction 1 4 15 12 32

2007 Olcott Mw CTO junction

Front street

junction 1 2 5 12 20

2008 1H Olcott Mw CTO junction

Front street

junction 1 6 0 0 7

2008 1H Olcott Mw

Front street

junction Bastian end 2 1 5 11 19

2008 1H

D. R. Wijewardana

Mw Gamini hall jun Lake house jun 0 4 3 5 12

2008 1H Darly Road Gamini hall jun 0 0 0 2 2

2008 1H Maradana Road Gamini hall jun 0 2 0 3 5

2008 1H Olcott Mw

Technical

junction Bastian end 0 1 2 1 4

2008 1H Technical junction 0 3 0 4 7

2008 1H Sri Sangaraja Mw

Technical

junction 2 0 0 3 5

2008 1H St Sebestian Road

Technical

junction 0 1 2 2 5

2008 1H Maradana Road

Technical

junction 0 1 2 6 9

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Proposed Connection

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Item No Description of Section

Lane

Width

(m)

#

Lanes

Length

(m)

Total Lane

Kms

Equ.

Standard

Lane kms

1 Two Ramps from D.R. Wijewardena Mw 5 2 245 0.490 0.645

2 Connection between DRW & Bastian Mw 3.8 4 210 0.840 0.840

3 Ramp from Olcott Mw 5 2 100 0.200 0.263

4

Elevated Section along Bastian Mw (Inside

Bus Stand) 3.8 4 355 1.420 1.4204 Bus Stand) 3.8 4 355 1.420 1.420

5 Bus Bays 3 2 40 0.080 0.063

6

Two-way two lane ramp to Bastian Mw Bus

Stand 5 2 125 0.250 0.329

7

One-way single lane ramp from Bastian

Mw 5 1 100 0.100 0.132

8 One-way two lane ramp to Bastian Mw exit 5 2 130 0.260 0.342

9

Two-way two lane ramp to CBS over Olcott

Mw 5 2 165 0.330 0.434

10 Railway Walkway Connection - - - - -

Total 3.970 4.468

Carriageway Area (m2) 16,978

Walkway Area (m2) 3,03019

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Divertible Traffic

From To

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Lotus Road (North bound) 15 0 0 0 0 1,241 1,700 181 3,207

D.R Wijewardena Mw.(West bound) 0 0 0 0 62 3,046 0 26 3,134

Sir Chittampalam Mw.(North bound) 0 0 0 0 0 4,043 392 0 4,435

Private Vehicles

From To

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Ka

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istr

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To

tal

Lotus Road (North bound) 1 0 0 0 0 173 98 10 282

D.R Wijewardena Mw.(West bound) 0 0 0 0 7 481 0 3 491

Sir Chittampalam Mw.(North bound) 0 0 0 0 0 640 37 0 677

Total 1 0 0 0 7 1,293 136 10 1,450

20

Sir Chittampalam Mw.(North bound) 0 0 0 0 0 4,043 392 0 4,435

Total 15 0 0 0 62 8330 2,162 207 10,776

Goods Vehicles

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Estimated Traffic on Bridge

21

Vehicle Type ADT Flow on

Bridge

PCUs per day

Private Vehicles 21,552 21,552

Goods Vehicles 2,900 5,800

Buses 6,532 19,596

TOTAL 30,984 46,948

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Urban Architecture

• Ramps on centre- severance problems

• Possible dead space under the flyover

• Integrate with a phase of future development

• Compatibility with the buildings

• Aesthetic harmony22

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Costs

Rate Amount (mn)

2.34 lane kms of elevated highway of 3.9 m

width

Rs 1,000 per km Rs 2,340

1.63 lane kms of ramps of 5 metre width Rs 1,200 Rs 1,956

1 km of pedestrian walkway of 4 metre width Rs 200 mn per km Rs 200

TOTAL Rs 4,496

23

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Present Traffic Costs

PRESENT SCENARIO-2008

Vehicle Operating Cost

ADT length speed VOC(Rs/km)

Ann.

Cost

Private Bus Truck Total km km/hr Private Bus Truck Rs Mn

Approach

DR Wijewardena from New Olympia 26,300 2,600 1,000 29,900 1.82 34 26.25 42.72 43.32 538.1

Lake House to CTO junction 34,000 4,000 2000 40,000 0.59 20 29.07 56.4 52.38 272.3

Olcott Mawatha 18,000 10,000 2,000 30,000 1.62 16 32.25 65.40 80.55 791.3

1601.7

Travel Time Costs

ADT length speed VOT(Rs/km)

Ann.

Cost

Private Bus Truck Total km km/hr Private Bus Truck Rs Mn

Approach

DR Wijewardena from New Olympia 26,300 2,600 1,000 29,900 1.82 34 204 1116.9 154.9

Lake House to CTO junction 34,000 4,000 2,000 40,000 0.59 20 204 1116.9 117.7

Olcott Mawatha 18,000 10,000 2,000 30,000 1.62 16 204.00 1,116.9 525.9

798.6

VOR VOT

Private 1.2 170

Bus 30 1116.9

Annual Traffic Cost Rs 2,400 mn

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Traffic Cost with Bridge

SCENARIO WITH BRIDGE

Vehicle Operating Cost

ADT Length Speed VOC(Rs/km)

Ann.

Cost

Private Bus Truck Total km km/hr Private Bus Truck Rs Mn

Approach

DR Wijewardena from New Olympia 15,100 1,600 300 17,000 1.82 30 26.7 45.24 42.6 311.1

Lake House to CTO junction 20,000 2,000 500 22,500 0.59 25 27.63 46.68 46.47 138.2

Olcott Mawatha 8,000 6,500 800 15,300 1.62 25 27.63 46.68 46.47 318.4

New Bridge via DR Wijewardena Mw 22,000 6,500 2,900 31,400 1.5 25 27.63 46.68 46.47 549.2New Bridge via DR Wijewardena Mw 22,000 6,500 2,900 31,400 1.5 25 27.63 46.68 46.47 549.2

1316.9

Travel Time Costs

ADT Length Speed VOT(Rs/km)

Ann.

Cost

Private Bus Truck Total km km/hr Private Bus Truck Rs Mn

Approach

DR Wijewardena from New Olympia 15,100 1,600 300 17,000 1.82 30 204 1116.9 103.4

Lake House to CTO junction 20,000 2,000 500 22,500 0.59 25 204 1116.9 52.2

Olcott Mawatha 8,000 6,500 800 15,300 1.62 25 204 1116.9 201.7

New Bridge via DR Wijewardena Mw 22,000 6,500 2,900 31,400 1.50 30 204 1116.9 357.2

714.3

25Annual Traffic Cost Rs 2,030 mn -15% reduction

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Estimation of Benefits

Cost (Rs mn) Benefits (Rs mn)

Capital Recurrent VOC VOT Accidents Generated Total Net

2008 2,250 -2,250

2009 2,250 -2,250

2010 90.9 285 84 21 203 593.1 502

2011 91.8 293 87 22 209 610.9 519

2012 92.7 302 89 22 215 629.3 537

2013 93.7 311 92 23 222 648.1 554

2014 94.6 321 95 24 229 667.6 5732014 94.6 321 95 24 229 667.6 573

2015 95.5 330 98 24 235 687.6 592

2016 96.5 340 101 25 243 708.3 612

2017 97.5 350 104 26 250 729.5 632

2018 98.4 361 107 26 257 751.4 653

2019 99.4 372 110 27 265 773.9 675

2020 100.4 383 113 28 273 797.1 697

2021 101.4 394 117 29 281 821.1 720

2022 102.4 406 120 30 290 845.7 743

2023 103.5 418 124 31 298 871.1 768

2024 104.5 431 127 32 307 897.2 793

2025 105.5 444 131 33 316 924.1 819

2026 106.6 457 135 34 326 951.8 845

2027 107.7 471 139 35 336 980.4 873

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Cost-Benefit Analysis

The computations are based on:

• The assumption that value of vehicle operating costs, travel time and maintenance costs

will increase will remain constant in real terms over the project life.

• Project Life is taken as 20 years after commissioning, where construction is expected to

be completed by end of 2010.

• Traffic growth has been assumed at a very conservative 3% growth rate. This is much

less than the 4 to 6 percent growth seen in urban areas.

The following conclusions can be reached from this economic analysis:

• EIRR of 20.1% which shows a strong return on investment.

• At a discount rate of 12% Net Present Value is Rs 1,666 million over 20 years.

• At undiscounted prices it returns a Benefit to Cost Ratio of 1.7.

The following sensitivity tests have been also performed:

• If costs double in real terms the project still returns an EIRR of 9.3 which shows it is

robust to absorb cost variations.

• If benefits reduce by half over the project life period, still returns an EIRR of 9.2 showing

a robustness to absorb reduction in benefits.

• If no development benefits are considered thus reducing benefits to VoC, Travel Time

and Accidents only, the EIRR remains at 13.3%. 27

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Non-Quantifiable Benefits

There are several other benefits that have not been included in the economic analysis which will greatly favour the construction of the project. These may be identified as:

1. Introduction of modernization to the city centre

2. Opening another crossing point across the railways so that there is an

alternate route when Olcott Mawatha is blocked as it is often a place of

public protest marches etc. public protest marches etc.

3. Can provide a path for vehicles moving from Pettah to Slave Island and

locations south and east of the city without these vehicles having to go

through High Security Zones in Fort. It will make security checking easier.

4. Improves inter-modalism and public transport which will strengthen bus and

railway operations across the city and in fact across the entire country as

this is the nodal centre of both bus and rail operations.

5. Can be dovetailed to the proposed Bastian Mawatha Bus Terminal

Development Project which will enhance the project value as well.

6. Provides a foundation for a framework for developing the whole of Pettah

area and in fact the entire Central Business District.

7. Benefits to pedestrians in terms of time savings has not been computed. 28

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RECOMMENDATION

• It is consistent with the UDA development plan for the Pettah & CBD.

• It provides a first step in a future north-south elevated connection across the CBD as identified by the UDA.

• It enables to add 1st floor access for vehicular traffic to Bastian Mw proposed bus passenger terminal so that it can be better designed for proposed bus passenger terminal so that it can be better designed for easier access and provide more parking of buses that would other wise have to circulate the area in search of parking.

• It provides an elevated walkway connecting the major traffic generators thus providing a solution to the intense pedestrian and vehicle conflicts and resulting conflicts on Olcott Mawatha

• The freight vehicular movements between Manning Market and 4th

Cross St will also be grade-separated. 29

බස ්සමාග� ��ම 2008 �

Recommendations …..contd

• The extension of the crossing over Olcott Mawatha as proposed herein will

provide a direct access to the heart of Pettah and the port side development

which has for many years now become inaccessible and neglected.

• Higher degree of safety can be provided in in the study area, especially to

pedestrians where presently an estimated 6 deaths occur yearly.

• The project is estimated to cost around 4.5 billion rupees but its benefits far

out weigh the costs in terms of an EIRR of 20.1% and an NPV at 12%

discount rate of Rs 1,666 million and a Benefit-Cost ratio of 1.7

• The project will remain stable even if there are unexpected cost variations

or reduction of benefits.

• Interruption to existing traffic flows will be minimal during construction as

closure of the main road carrying through traffic need not be closed.

30

බස ්සමාග� ��ම 2008 �

Panadura

• Surveys √

• Analysis √

• Solutions

• Report• Report

31

බස ්සමාග� ��ම 2008 �

32

A B C D

බස ්සමාග� ��ම 2008 �

Bus Stops on Galle Road and Passenger

Boarding/Alighting (average/hr)

Direction Bus Stops

observed

Boardings Alightings

North Bound Near Methodist Church 67 45 195

Near Clock Tower (illegal) 26 60 20

Abans 44 47 181Abans 44 47 181

South Bound Near Pvt Bus Stand 53 237 95

Sampath Bank 62 98 460

TOTAL 252 487 951

33

Out of an average bus flow of around 300 buses per hour on Galle Road

there are 252 stops within the study area

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Pedestrian Activity on Galle Road (average per hr)

Location Alongside Across

Near Methodist Church 881 291

Private Bus Stand 1293 2280

Ceypetco Shed 823 393

Seylan Bank 1105 449

CTB Bus Stand 1341 1672

Near UC 1657 754

Average/Total 1183.33 5839

34

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Traffic Speed AM

Northbound Southbound

A B

CD

Section

of Travel

Cumulative

Section

Length

Average

(km/hr)

Minimum

(km/hr)

Maximum

(km/hr)

Section

of Travel

Average

(km/hr)

Minimum

(km/hr)

Maximum

(km/hr)

A - B 0.19 18 8 33 B-A 27 22 33

B - C 0.38 20 13 29 C-B 28 17 53

C - D 0.565 26 8 44 D-C 25 17 29

D - E 0.825 23 11 33 E-D 30 15 52

E - F 1.16 25 13 33 F-E 28 10 39

TOTAL 24 2835

බස ්සමාග� ��ම 2008 �

Clock Tower Junction

36

බස ්සමාග� ��ම 2008 �

Turning Movements at Clock TowerT

ime

Fro

m

From Approach

To

talA : Jayathilake B : Galle Road (From Kalutara) C: Horana Road

D : Galle Road (From

Colombo)

1 -

Left

2 -

Th

rou

gh

3 -

Rig

ht

4 -

U T

urn

5 -

Left

6 -

Th

rou

gh

7 -

Rig

ht

8 -

U T

urn

9 -

Left

10

-T

hro

ug

h

11

-R

igh

t

12

-U

Tu

rn

1 3

-Le

ft

14

-T

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ug

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15

-R

igh

t

16

-U

Tu

rn

6.00 58 51 32 0 6 340 51 8 63 113 322 4 155 520 34 21 1778

7.00 143 94 47 0 10 305 75 14 96 184 441 8 377 920 52 57 2823

8.00 91 79 34 1 15 309 47 8 75 89 339 0 332 646 41 43 21498.00 91 79 34 1 15 309 47 8 75 89 339 0 332 646 41 43 2149

9.00 119 65 49 1 28 578 51 9 93 107 320 0 293 651 58 39 2461

10.00 127 73 49 1 21 372 58 8 77 91 327 0 384 731 99 52 2470

11.00 138 95 61 0 21 508 61 6 79 101 324 2 405 775 101 71 2748

12.00 108 61 48 0 32 611 57 5 62 110 289 1 367 765 108 41 2665

13.00 97 68 39 0 25 312 73 10 83 30 261 0 372 820 109 67 2366

14.00 94 73 27 1 16 572 65 6 63 48 264 0 377 692 67 43 2408

15.00 79 62 36 0 8 515 32 3 37 57 259 0 322 655 38 35 2138

16.00 61 48 23 1 21 429 56 5 66 69 247 0 405 761 90 51 2333

17.00 89 64 29 0 15 585 69 8 64 83 371 1 465 959 108 47 2957

18.00 134 0 0 1 2 622 49 6 65 104 400 0 700 1247 151 110 3591

19.00 62 108 40 4 0 424 40 2 58 94 356 0 638 1312 150 206 3494

Total 1400 941 514 10 220 6482 784 98 981 1280 4520 16 5592 11454 1206 883 36381

% 4 3 1 0 1 18 2 0 3 4 12 0 15 31 3 2 100

Expansion Factor 1.3

Average Daily Traffic 4729537

බස ්සමාග� ��ම 2008 �

Clock Tower Junction

38

බස ්සමාග� ��ම 2008 �

CTB Stand/IOC Shed Jct

CTB Bus Stand

39

IOC Shed

බස ්සමාග� ��ම 2008 �

Turning Movements at CTB Bus StandT

ime

Fro

m

From Approach

Tota

lA : Janapriya Mawatha B : Galle Road (from Kalutara)

C: DS Senayake

Mawatha

D: Galle Road

(From Colombo )

1 -

Left

2 -

Th

rou

gh

3 -

Rig

ht

4 -

Th

rou

gh

5 -

Rig

ht

6 -

U T

urn

7 -

Left

8 :

Rig

ht

9 -

Left

10

-T

hro

ug

h

6.00 32 11 31 664 56 21 21 19 44 657 1556

7.00 60 25 46 820 87 39 30 36 59 1291 24937.00 60 25 46 820 87 39 30 36 59 1291 2493

8.00 27 21 48 697 71 14 34 31 35 966 1944

9.00 50 19 61 961 80 15 38 38 25 927 2214

10.00 78 29 151 777 64 37 37 24 41 1041 2279

11.00 81 17 178 976 44 21 32 30 48 1121 2548

12.00 59 21 147 922 73 54 28 33 37 1052 2426

13.00 60 32 143 570 105 62 54 30 97 1109 2262

14.00 71 25 124 843 78 52 25 18 44 978 2258

15.00 56 18 93 765 76 47 17 11 35 893 2011

16.00 46 24 132 655 77 56 33 14 58 1086 2181

17.00 58 37 173 935 108 49 33 33 45 1324 2795

18.00 74 39 242 1124 90 52 19 8 68 1895 3611

19.00 82 12 220 1020 38 42 24 18 52 2020 3528

Total 834 330 1789 11729 1047 561 425 343 688 16360 34106

% 2 1 5 34 3 2 1 1 2 48 100

Expansion Factor 1.3

Average Daily Traffic 4433840

බස ්සමාග� ��ම 2008 �

CTB Stand/IOC Shed Jct

CTB Bus Stand

41

IOC Shed

බස ්සමාග� ��ම 2008 �

Turning Movements at Bus Stand & IOC Shed

IN Out Total

Left Turn Right Turn Left Turn Right TurnLeft Turn Right Turn Left Turn Right Turn

Bus Stand 195 100 195 200 690

IOC Shed 431 0 1700 2131

42

බස ්සමාග� ��ම 2008 �

Conclusions

• Both Clock Tower and CTB Stand Jcts have

exceeded capacity for present method of control.

They should both be signalized.

• High percentage of road capacity is lost due to

– pedestrian crossings– pedestrian crossings

– high turn in and turn outs to Bus Stand and IOC shed

– illegal vehicle movements at CTB Bus Stand Jct.

– frequent bus stops with relatively small in/out per bus

stop.

43

බස ්සමාග� ��ම 2008 �

Recommendations

• Signalize both Clock Tower junction.

• Signalise CTB/IOC shed junction.

• Erect Centre Median Fence to prevent continuous crossing of pedestrians

• Close direct opening from CTB Stand to Galle Road, make an opening from DS

Senanayake MawathaSenanayake Mawatha

• Close one entry/exit to IOC shed from Galle Road

• Improve some of the by-pass roads to accommodate short trip vehicles.

• Rationalise bus stops and provide bays where possible.

• Above changes should increase average speeds from 20-25 kms/hr to around 30 kms per

hour through the town. This is not unacceptable.

• Moreover in the long term with the operation of the Southern Highway the traffic levels as

well as the need for higher speeds will reduce.44