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ලංකා ඉතිහාසයේ හදන අමාරුම අධිවේගි මාර්ගය අද පටන් ගන්නවා.
- Thread starter CohenLenstra
- Start date
Also, the land acquisition took place during MR's period, which one of the most difficult phases.What happened in reality
- The Colombo–Matara highway (Southern Expressway) project was first proposed and planned earlier, even as far back as the late 1980s. [en.wikipedia.org]
- During Chandrika Bandaranaike Kumaratunga’s government (1994–2005):
- Feasibility studies and environmental assessments were done (around 1996–1997). [en.wikipedia.org]
- The project concept was taken forward at the planning stage.
- Actual construction started in 2003, near the end of Chandrika’s presidency. [en.wikipedia.org]
Who built and opened it?
- Most of the construction and completion happened after 2005, during Mahinda Rajapaksa’s government.
- The first section (Colombo–Galle) opened in November 2011. [en.wikipedia.org]
- The Galle–Matara section opened in March 2014. [en.wikipedia.org]
Final conclusion
- Chandrika government → planning, studies, and starting the project
- Mahinda government → major construction, completion, and opening
So it is incorrect to say it was fully built by Chandrika government, but
චන්ද්රිකාගේ කලේ එලොවටත් වැඩක් නැති මෙලොවටත් වැඩක් නැති කාලයක්. හොරකම්, දුෂණය, බිෂණය නැතිකරනවා කියල අවේ. යුද්දය සහ දුර්වල ආර්ථික ප්රතිපත්ති නිසා ආර්ථිකය දුර්වල උනා. රනිල් ඇවිල්ල (Open market reforms (more pro-business),Market-friendly,Encourage foreign investment, Promote private sector growth, තමයි (early 2000) ආර්ථිකය ගොඩ දැම්මේ. ගල් අගුරු බලාගාර හදන් නැතිව ඉදල, අර්බුදයට ගියා
එතකොට කටුනායක හයි වේ එකේ වැලි කඳු පිටින් ගොඩ කරලා යම් තාක් දුරකට ගෙනත් තිබ්බෙ කව්ද? මංගලගෙ හුටපටයක් හින්දා ඩිලේ උනේ ඒක
Proposal එක තිබ්බට මහිංදට කලිං ආන්ඩුව වැඩ පටං අරං තිබ්බේ Southern Express way එකට. වැඩේ පටං ගත්තට ටික කාලෙකට පස්සෙ ඕක කොට උඩ තිබ්බේ. කිසි Progress එකක් නෑ ( ඔය කඩවත මීරිගම කෑල්ල වගේ). ඒ දවස් වල ඕකෙ ගෙනත් තිබ්බ බඩු මිනිස්සු හොරකං කර්නවා කියලා අහලා තිබ්බා, මොකද කවුරුවත් හොයන්නෙ බලන්නෙ නැති නිසා. ඊට පස්සේ මගේ මතකේ හරි නම් මුල්ම ටික කොට්ටාව ගාල්ල, ඊට පස්සේ මාතරට ඊට පස්සෙ කඩවත කොට්ටාව , තව Airport Exp ටික හැදෙන්න ගත්තා. මං කියන්නෙ දකුණද, කදුකරේද, උතුරද කියලා අදාල නෑ මේවගේ Project කෙරෙන්න ඕන.
PS : තාම අලුත් කැළනි පාලමේ ඉදලා පොට් සිටි එකට තියෙන පොඩි කෑල්ල හදලා ඉවර කරගන්න බැරි උනා. Project එක Economy Crisis එකටත් කලින් පටං අරන් කනු ඔක්කොම වගේ දාලා ඉවර කරලා තිබ්බේ. සීයා තමා ආයේ පටං ගත්තෙ.තාම නෑ හැබැයි. සීයාගේ කාලෙ නම් දඩිබිඩියෙ වැඩේ ගියා. අනේ මංදා කවදා හදලා ඉවර කරයිද කියලා.
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අපි කොච්චර හිතුවත් ඔය වගේ ලොකු projects කරද්දි ගොඩක් ප්රශ්න ගැටලු එනවා. ඒ අභියෝග ගොඩ දාගෙන වැඩෙ හරියට කරන්න හොඳ leadersලා ඉන්න ඕනි. MR & RW තමා එහෙම මං දැකපු bullet දෙක. අනිත් උන් ඔක්කොම පුම්බපු චරිත.
Athal denna epaa bayyoo Mechcahra kalekata tibba gabada okkoma full wenna vee aswenna wadi welaa ammo ithn mun nam bayyoma thama. Hari hari vikunalaa naa
China walata nikan dunne 99 baddata dunna port eka Port city eka wage loku project ekak ekapara nawaththala danne mona modayoda. eke paduwa ranil sakkuwen dunna ne ne. gota LRT eka nawaththpu ekath patta padui thama.
balapan details tiynwa Central bank eke gaththa naya kochchara gewalada kiyala mun
kade yanna epa bayyoo ochchara.
අඩො අනුර අයිය තරන් වැඩ්ඩෙක් නම් තවත් නෑ හැබැයි. එහෙමයි රටවල් හදන්නෙ පොඩ්ඩක් කල්පනා කරල බලන්න
අනේ බං ඉතින් කාට කියන්නද ඕවා.
1977 දී තමා යූ.එන්.පී. එක බලේට ආවේ. ජේ.ආර්.ගේ. මේන් ප්රොජෙක්ට් එක උනේ මහවැලිය මිසක් හයිවේස් නෙවෙයි. ඒකයි සිරිමාවෝ පටං අරන් තිබ්බ කටුනායක හයිවේ එකත් නොකර අත ඇරියේ.
චන්ද්රිකාගේ කාලේ ප්රයෝරිටි දිලා තිබ්බ ප්රොජෙක්ට්ස් තමා දෙමටගොඩ ෆ්ලයිඔවර් එකයි, රාගම ෆ්ලයි ඕවර් එකයි, ගම්පහ ෆ්ලයිඕවර් එකයි. දෙමටගොඩ එකයි, රාගම එකයි ඉවර කරගත්තට ගම්පහ එක ඉවර කරගන්න බැරි උනා චන්ද්රිකාට.
සදර්න් හයිවේ එකේ මුල් ගල තිබ්බෙ කවද්ද කියලා නම් මම දන් නෑ. (ඒ කාලේ චන්ද්රිකාට කට්ටියම නෝන්ඩි දදා හිටියේ හැම තැනම මුල්ගල් තිය තිය යනවා පැලවෙන්න කියලා.) හැබැයි ප්රොජෙක්ට් ප්රොපෝසල් එක ඇවිල්ලා තිබ්බේ 2000දී. බේස්ලයින් ප්රොජෙක්ට් එක ඉවර වෙච්ච හැටියෙම වගේ. බේස්ලයින් එකට සප් කරපු ඒසියන් බෑන්ක් එක ඒක ඉවර වෙනකන් අලුත් එකකට ෆන්ඩ් කරන්න ඇපෘව් කරලා තිබ්බේ නෑ.
හැබැයි 2001දි ජයිකා එකෙන් ලෝන් එකක් දීලා තියෙනවා ලංකාවට සදර්න් හයිවේ එක පටන් ගන්න. ඒ සල්ලි වලින් තමා ලෑන්ඩ් ක්ලියරන්ස් කරන්න පටන් අරන් තියෙන්නේ.
හැබැයි උබ කියනවා නම් ඕක කලේ චන්ද්රිකා කියලා මම පිළිගන්නම්. ඕන්නම් කියපන්කෝ ඕක ඉවර කලෙත් චන්ද්රිකා කියලා. අපි දන්නවානේ බං හයිවේ එකට පාරවල් කපන්න පටන් ගත්තේ කොයි කාලේද කියලා.
කටුනායක හයිවේ එක පටන් ගත්තේ සිරිමාවෝ බං. ඒ කාලේ කටුනායක හයිවේ එක හදන්න ගහපු පාලම් 6ක් තැන් තැන් වල ඉතුරු වෙලා තිබ්බා අපි පොඩි කාලේ ඉදලාම. කොටින්ම ඉස්සර ඉස්කෝලේ යනකොට පෑලියගොඩින් අලුත් පාලමට ඇතුල්වෙන තැනම හෙන කටවුට් ගහන බිත්තියක් වගේ තිබ්බා. ඒක ඔය හයිවේ එකට සිරිමාවෝගේ කාලේ ගහපු එක පාලමක්. තව එකක් තිබ්බා වනවාසල ස්ටේශන් එකට පොඩ්ඩක් එහායින්. අපරාදේ කියන්න බෑ අපි ඉස්කෝලේ ගිහින් ඉවර වෙලත් කාලේකට පස්සේ ඒ පාලම් සේරම කඩලා අලුතින් පාලම් දාලා තමා හයිවේ එක ගහලා ඉවර කලේ.
------ Post added on Jun 2, 2026 at 4:19 AM
හයිවේ තියා, අර කොට්ටාව flyover එකේ වැඩත් ඔහොම නේ... ඒකට ගෙනාපු reinforced concrete beams පැත්තක ගොඩගහලා තිබ්බා අවුරුදු ගාණක්... මහින්ද ආවාට පස්සේ අවුරුද්දෙන් විතර flyover එකේ වැඩ ඉවර කරා...
The long road to Expressway
The man-behind-the-project and Road Development Authority's former General Manager, P.B.L. Cooray, traces the travails along the path that has now taken shape as the Colombo-Katunayake Highway
In 1994 Highways Minister A.H.M. Fowzie gave the green light for finding an alternate trace for the expressway and I immediately got started with the investigations knowing well through past experience that for such a highway to be successful the most important need was to find the path that caused the minimum damage to private property while, ensuring the technical needs. Further with the knowledge of the past and the controversies surrounding it I decided to handle the project myself.
I travelled twice by train from Colombo to Ragama, and thereafter hired an Air Force helicopter with the doors removed to traverse the area. A photographer volunteered to hang on a rope from the helicopter to take photographs but this was probably not successful that I never saw him for the second time. This I did as the aerial photographs available with the Survey Department were not very helpful. Thereafter I travelled on every road or footpath in the area in search of the alternate route. The outcome was a road using the marshy land at Peliyagoda on the eastern side of Colombo-Negombo road and the Muturajawela marshes and the Negombo lagoon on the western side. There was only one point on the road from Colombo to Negombo which was high enough to allow a road to pass under it. This was at Mabole and this point was used to connect the marshy land on either side of the Colombo Negombo road.
The next task was to connect the section from Peliyagoda with this point at Mabole as this section was somewhat populated .The first effort was to take the trace close to St Anthony’s church Wattala, but being the most developed area in Wattala there were much protests from the people. As an alternative a trace close to the Kelani river was investigated and we found difficult to reach the area as the word had now spread that the expressway is being traced through the area.
At this point of time Rev Fr Earnest Porutota who was the parish priest of the area invited the RDA to explain to the people the RDA proposal. When we went there we were surprised to see a large gathering equipped with all the electronic media, but we went ahead with the discussions quite peacefully until there was a power failure after which the crowd got restless and a few nasty remarks were heard. My jeep driver who realised the situation turned the jeep towards the audience and switched on the head lamps after which the crowd subsided. We quickly ended the discussions and moved away from the area.
Thereafter, another trace was found to connect Peliyagoda with Mabole and I went with some of my engineers and we were standing on the platform of the Hunupitiya Railway Station, when we were surrounded by a mob of around fifty people. How all of them gathered at such short notice was surprising. We were threatened with all the nasty words and we quietly got in to our vehicles, but we were told that we should not come there again and the plans which were in our hands were grabbed. We complained to Felix Perera MP who sent a police team to recover the plans but found that they had been burnt. However, Mr. Perera warned that we should not come that way without getting security from him. At this point I realised that the new trace after all this effort was going to meet the same fate as the previous one. However I did not give up as the proposal through Hunupitiya was the last resort, failing which we would have to give up.
I allowed a few months to lapse and I divided this stretch from Peliyagoda to Mabole into five sections and entrusted the survey to the five private surveyors with modern equipment. They were given strict instructions to carry out all necessary surveys required from land acquisition to final design as coming that way for a second time would not be possible. They were also instructed to inform the people of the area that they were surveying for the purpose of laying a water line. These instructions were carried out and the surveyors got the fullest cooperation from the residents. This strategy made the long awaited Colombo-Katunayake road a possibility and there after the preliminary design and land acquisition procedures began.
Having realised that the new trace was going to be a success my next hurdle was to get the Government which was deeply involved in the Northern war to accept this new trace, and to get interested once again in the expressway project. At this time due to the inability of the Government to fund new projects on its own, the Board of Investment — which was involved in developing public-private partnerships in construction field referred to as BOO and BOT projects — contacting various ministries to find suitable projects for implementation. Now I got the opportunity to submit the expressway project as the contribution of the Highway Ministry. This was well received by the then BOI Chairman, Thilan Wijesinghe, who brought it to the notice of President Chandrika Kumaratunga and got her interested.
By this time although a solution was found to prevent public protests, there was resistance to the new trace from other quarters. The Japanese officials insisted that they would not fund the project unless the trace adopted by them was used. A leading architect kept on opposing the trace probably for personnel reasons and suggested that the road be taken over the railway line. Transport Specialist, the late Mr. Diyandas, suggested that instead of an expressway an express train service to airport be started.
To this I argued that even the house maid bound to Dubai would use an airport taxi rather than going to the Fort railway station. The Institution of Engineers Sri Lanka arranged a public lecture which was attended by NGO officials, senior public servants and engineers such as the late Dr. A.N.S.Kulasinghe and in all these instances I had to argue out the case for the new trace highlighting the advantages over the Japanese trace.
Minister Fowzie arranged a meeting with the MPs of the area to explain the new trace and they were in agreement. The environmental impact assessment study was entrusted to the Sri Jayawardenapura University. The fisheries department raised the point that fish would not be able to migrate from one side to the other where the road passed through the Negombo Lagoon. To mitigate these problems, two bridges were included in the design. With a few more amendments, the approval of the Central Environmental Authority was obtained.
The BOI chairman arranged to meet President Kumaratunga to explain the trace and she not only approved it but this later became her pet project. To compensate for the unorthodox method used to overcome public protests, I initiated a cabinet paper to pay 25 per cent more compensation over and above the valuation by the Valuation Department for all properties acquired for this project, and this was approved.
https://www.sundaytimes.lk/131013/sunday-times-2/the-long-road-to-expressway-65579.html
ඕක කාලෙන් කාලෙට වෙනස් වෙනව බන්.
මුල්ගල තියන ප්ර්ජෙක්ට් එක තමයි කොහොමත් ඒ මොහොත වෙනකොට රටේ අමාරුම එක වෙන්නේ.
කාලයක් මාතර- හම්බන්තොට කොටස.
කාලයක් කටුනායක එක
කාලයක් මීරිගම-කුරුණැගල එක
දැන් ගලගෙදර- නුවර.
ඒ උනාට ඇත්තටම අමාරු එක කඩවත-මිරිගම. හිතපන්කො නැත්තම් මෙච්චර කල් ගත වෙයිද?
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