Page 71 - journal_2020_july_uploaded_2022_mar_16

Sri Lanka Navy Journal 58

COMMERCIAL VIABILITY OF HAMBANTOTA INTERNATIONAL

PORT

Lieutenant Commander(S) Charith Ubeysekera BNS(Hons), BSc(DS)Mgt, PG-
Dip(Log Mgt), LLMC(SLN)
SLNS Parakrama - SO (FP) CL

Sri Lanka has been in the crossroads of international trade throughout
the history due to its strategic location in the Indian Ocean. Also, the
country has been considered as a significant player in the Maritime Silk
Route. All vessels moving East or West through the Indian Ocean paid
a visit to Gokanna(Trincomalee), Mantota(Mannar), Jambukolapatuna
(Kankasanthurei), Uratota (Kytes) and Godawaya(between Hambantota
and Ambalantota) for trade and logistics. Port in Godawaya was one of
the important ports in maritime Silk Route way back as 2 century . It
nd
was equipped with the infrastructure to host port operations and
collect customs duty systematically. Understanding the marine traffic at
present-day, off the Southern coast, the Government of Sri Lanka de-
cided to build an international maritime port in Hambantota.

Introduction

he Silk Route was a network of trading routes connected China with
TSouth-East Asia, South Asia, Middle East, Africa and Europe via land or
through the ocean. Initially, the silk produced in China was transported for
trading. Mainly, spices, tea, salt, sugar, ivory, ceramics and jewellery along with
nd
many other newly discovered items were traded back in 2 century BCE.
Sri Lanka was regarded as a significant place in the Maritime Silk Route due
to its strategic position in the Indian Ocean. ‘Godawaya’ is an important
seaport in maritime Silk Route situated in the southern coast of Sri Lanka close
to Hambantota. After 19 centuries, a new port was built by the Sri Lankan
government understanding the importance of positioning a port close to the
East-West shipping line lies through the Indian Ocean. Construction of the port
was commenced in January 2008 under three phases. Phase 1 of the port was
opened for operations in November 2010.
Though it is situated close to the East-West main shipping line in the Indian
Ocean, Hambantota port has failed to attract vessels passing it. As a result, the
expected yield was not generated, mainly due to inadequate commercial
activities (Marlow, 2018). Failing to generate income does not give signs of the
failure of infrastructure; a vibrant business strategy could change the course
of port. Hence, the necessity of formulating a business strategy has emerged
to transform the Hambantota port to be commercially viable. Therefore, it is