Strategic Cities Development Project (SCDP)

E4353 V4

Public Disclosure Authorized Public Disclosure Authorized

Public Disclosure Authorized Environmental Screening Report for Rehabilitation of Katugastota – Digana – Rajawella road

Draft Report

January 2014

Public Disclosure Authorized Uni-Consultancy Services University of Moratuwa Table of Contents

1. Project Identification 03

2. Project Location 03

3. Project Justification 03

4. Project Description 05

5. Description of the Existing Environment 08

6. Public Consultation 16

7. Environmental Effects and Mitigation Measures 18

7a. Screening for Potential Environmental Impacts 18

7b. Environmental Management Plan 40

7c. Environmental Management Plan during Operational Phase 68

8. Conclusion and Screening Decision 70

9. EMP implementation responsibilities and costs 70

10. Screening Decision Recommendation 71

11. Details of Persons Responsible for the Environmental Screening 73

Annexes 1. Location maps 2. Terrain and Drainage map 3. Sensitive Area Map by Central Environment Authority 4. Soil map and geological map 5. LS and Photos

Strategic Cities Development Project

Environmental Screening Report

1. Project Identification

Project title Rehabilitation of Katugastota – Madawala Road (B205) and Madawala – Rajawella Road (B256)

Project Proponent Ministry of Defense and Urban Development, Sri Lanka

2. Project Location

Location Katugastota – Madawala (B205) (relative to the nearest town, highway) Madawala – Rajawella (B256) Location of the project is depicted in Appendix 1(a-c). Definition of Project Area This 14.4 km (Ch. 0+000 ~ 14+440 km) road segment proposed for

(The geographical extent of the rehabilitation extends from Katugastota Junction to Digana Junction via project & areas affected Madawala Junction (Ch. 6 + 220). during construction) The project area is illustrated in Appendix 1 (a, b & c).

Adjacent land and features Land use features of this road stretch can be categorized into following

four distinct characteristics; . Mostly residential-type home gardens. . Residential developments on the hilly terrain, various types of small and medium-sized commercial activities along the road (street vendors, retail outlets, and service industries) and relatively high density housing on flat areas. . Mahaweli River and associated wetlands on the right with most of the original paddy fields have apparently been abandoned. . Concentration of commercial activities at major junctions (i.e., Manikheenna, Madawala, Digana ) and close to Katugastota town.

3. Project Justification

Need for the project Katugastota is a small township located on the left bank of Mahaweli River which meanders bordering the historic Kandy City in the central highlands of the country. Digana, mainly a residential township newly (What problem is the project established about three decades ago under the Multipurpose Mahaweli going to solve) Development Scheme and also famous for its lush green plains, has gained much momentum in the recent past as an eco-friendly tourist destination also called as a haven for holiday makers and golfers alike. The township

is situated approximately 10 km east of Kandy City bounds. These two towns are also situated on the Jaffna – Kandy (A9) and Kandy – Mahiyangana – Padiyathalawa (B26) Roads, connected to Colombo – Kandy (A1) Road, thus this Katugastota – Madawala – Digana road link is strategically important as a bypass or peripheral road to avoid major congestion in Kandy City caused by east and north bound traffic during peak hours. The areas affected during construction phase due to proposed road improvements and other project activities will be confined to the existing road corridor including the carriageway, shoulders/ walkways/ embankments and immediate surroundings as explained in detail below where necessary.

Purpose of the project The effective capacity of the 32 road links in Kandy CBD have been tested (what is going to be achieved for ideal conditions through a recently concluded study (University of by carrying out the project) Moratuwa, 2011) and it was found that they all are significantly lower than ideal situations. Such poor conditions are due to the inadequate

shoulder/walkway widths, narrow lane widths of most of these links of the main roads. Thus it is evident that most of the roads in the CBD are have to be re-engineering to accommodate the requirement of different road users and with proper intersection control, channelization etc. Katugastota – Madawala Road (B205) and and Madawala – Rajawella Road (B256) raods are two-lane B class roads that are heavily used by traffic travelling to east and southeastern parts of the country from/to Kandy. The surface of this roads are relatively in good condition at present with newly laid asphalt surfacing. Development of these two raods have a huge potential in smooth flow of traffic, especially heavy vehicles. The road passes very close to Mahaweli Ganga at several locations where embankment protection is needed to avoid damages due to embankment failure. Shoulders and walkways need to be constructed along almost the entire stretch. Roadside stormwater drains are to be provided where necessary to facilitate fast drainage and concrete lining is required at locations with steep road grades.

Alternatives considered No other alternative is considered for this particular project as it is (different ways to meet the envisaged that there are no any other technically feasible and economically project need and achieve the viable engineering interventions that could be accommodated in place of project purpose) the proposed methodology for rehabilitation.

4. Project Description

Proposed start date 1st July 2014

Proposed completion date 1st July 2015

Estimated total cost US$18-20 million

Present land ownership Road Development Authority

Description of the project

This road is proposed to be developed as the main eastern outer circular by-pass route, and once developed the vehicles can move from Digana to Katugastota without entering Kandy. There are a large number of 5 ton sand lories entering Digana from the main sand source in Mahiyangana which ply on this road daily. This road is owned by Road Development Authority (RDA). The section from Rajawella to Madawala is 8.21 km and from Madawala to Katugastota is 6.26 km. This will be developed to a 2 lane, 3.5 m wide carriageway with 1.5m shoulders. The pavement structure will be strengthened to suit the loads and traffic forecast. The proposed development will take into account the current traffic data. The road development will stop about 500 m prior to entering the Katugastota town limit. Dynamic Cone Penetration (DCP) tests and test pit investigations have been carried out on the section. The California Bearing Ratio (CBR)values of subgrade obtained from DCP Test vary from 1% to 44% and laboratory CBR is varied from 7% to 42%. Structure number of existing pavement varies from 74.0 to 82.75. Design subgrade CBR has been selected by considering CBR values obtained from DCP tests and laboratory tests. The engineer, after inspection of road shall decide the exact extent to be widened at the site. He shall confirm that the CBR is greater than 3% and 5% at 95% of Maximum Dry Density (MDD)under modified conditions of compaction for widening sections and greater than 3% and 5% at field density in the existing pavement respectively for sections. Also after inspection of the road, the failure sections of the existing road to be re-constructed shall be identified.

Traffic Forecast Traffic Data will be obtained from Planning Division, Road Development Authority.

Pavement Design Asphalt Concrete surface with Dense Graded Aggregate Base will bw designed based on the design CBR

value and Traffic class, the design thicknesses of the road pavement for the next 10 years. Materials and Method of Construction Material and method of construction has to be selected according to the references given in Table 4-3.

1.1.1 Table 4-3: Reference for Materials and Method of Construction

Materials Reference

Vol-3- Cl:304 and Table 1708-1 of Technical Specification – Special Provisions Embankment Type I and Appendix to Special Provisions of (TS-SP)

Vol-3- Cl:304 and Table 1708-1 of Technical Specification – Special Provisions Embankment Type II and Appendix to Special Provisions of (TS-SP)

Vol-3- Cl:401.2 and Table 1708.2 , 1708.3 of Technical Specification – Special Sub Base Provisions and Appendix to Special Provisions of (TS-SP)

Dense Graded Vol-3- Cl:405 and Sub Cl 1701.3 (Base course Aggregates) & Table 1701-5 of Aggregate Base Technical Spec. - Special Provisions & Appendix of (TS-SP)

Vol-3- Cl:506 of Technical Specification – Special Provisions and Appendix to Asphalt Concrete Special Provisions of (TS-SP)

Shoulders Vol-3-Cl-409.2 of SSCM

Drainage The design of the road has been done with the provision of adequate drainage of the road surface by shaping the carriageway with a camber or a cross-slope to avoid surface ponding and subsequent damage to grade/sub-base and embankment while ensuring safe motorable conditions without the risk of aquaplaning/ hydroplaning at standard vehicular speeds. Improvements to the existing drainage facilities are required to establish an efficient system of drainage throughout this road stretch by way of roadside gullies and grates, side drains and toe drains, catch drains in embankment slopes, cross drainage structures (culverts and bridges), lead-away drains, etc., to collect storm water runoff and safely discharge them to the nearest natural water course with no or minimal impact to the existing environment. Several field visits have been made during the design period to make sure that the design is compatible with the existing conditions and to study about the drainage patterns, etc. As the openings of the existing culverts and bridges are sufficient for the discharges at respective locations, a detailed hydrological study was not needed. Further, none of the road sections has been observed to be subjected to flood or storm water over flows in the road trace. Project A Project Management Unit (PMU) will be established under the Ministry of Defense Management Team and Urban Development (MoDUD) to implement the proposed development activities in Kandy under the Strategic Cities Development Project (SCDP). The related consultancy services, project and construction supervision will be provided by Road

Development Authority. The PMU will operate under the oversight of a Steering Committee, chaired by MoDUD’s Additional Secretary and composed by RDA, UDA, the PLAs (Project Local Authorities), the Ministry of Provincial Councils and Local Authorities, the National Water Supply and Drainage Board (NWS&DB) and the Ministry of Irrigation & Water Resources Management. Other ministries and agencies will be identified as stand-by members, to be called when relevant issues need to be dealt with (e.g. Central Environmental Authority, Ministry of National Heritage and Department of Archaeology). While the PMU will remain responsible for the overall implementation of the project, responsibilities will be decentralized to the Project Partner Agencies (PPAs: RDA and UDA) and to the PLAs, assisted by consultants for construction supervision.

Contact Persons:

Mr. Janaka Kurukulasuriya, Additional Secretary, Ministry of Defense and Urban Development Mrs. Gangadari Ranawaka, Assistant Director (Urban Development), Additional Secretary, Ministry of Defense and Urban Development Tel.: 011 2866445 E-mail: [email protected]

Mr. HMKGG Bandara, Director (Planning), Road Development Authority Tel.: 011 2882995 Fax.: 011 2882990 E-mail: [email protected]

Nature of consultation and input received

Meetings and consultation with project engineers and design engineers at Road Development Authority’s Head Office in Battaramulla and Design Office in Kandy; Additional meetings with project officials at Urban Development Authority (UDA), Battaramulla and site visits were conducted. Design drawings including master plans, road centerline and vertical alignment, cross-sections, and other relevant information were gathered as reference material.

Note: The Figures referred to in this report are included in Annexure V. These figures are the photographs taken during the field visits. They are included in Annexure V and have been superimposed in the LS.

5. Description of the existing environment 5.1 Physical features – Ecosystem components Topography and The topography of the country is characterized by a central mountainous region terrain rising up to about 2,500 m above mean sea level (AMSL), with the highest elevations covered by virgin forests and grasslands. The surrounding plains, which rise to about 50 to 100 m above sea level, are largely used for agriculture and homesteads, but still have virgin scrubland where the population distribution is lower. This general topography of the country can be divided into three distinct geographical areas or well-marked peneplains featuring the coastal belt, the plains, and the central highlands. Kandy City, where the project area is situated, is a plateau in the central mountainous region and lies 500 to 700 m AMSL. The terrain in the Kandy City area possesses a basin-like morphology and does not contain many steep, plunging slopes except in the surrounding mountains. The topography in this plateau consists of undulating plains with hillocks and valleys formed by the drainage paths. The first 2.6 km (Ch. 0 +000 ~ 2 + 640) stretch of Katugastota – Madawala – Digana Road (B205& B256) runs alongside of the left bank of Mahaweli River. The Katugastota – Madawala(B205) road section lies at an elevation ranging from 450 m ~ 475 m AMSL while the Madawala – Digana (B256) section lies at relatively a higher elevation ranging from 475 m ~ 550 m AMSL. (See Appendix 2: Terrain and Drainage Map).

Soil (type and The overburden soil cover made from the weathering of underlying rocks within the quality) project area is approximately 5.0~15.0 m thick and boulders and rock outcrops can occasionally be found alongside with the road stretch at several locations (Ch. 5+400~5+500, Ch. 14+020, Ch. 14+140 and Ch. 14+400, etc.). The main geological feature of Kandy City and its surrounding area is a band of marble that extends up to 650 m to one kilometer thick. This band is classified as coarse crystalline mainly made up of calcite. Calcsilicate gneiss intruded as bands within the host marble including scapolite and spinel as additional minerals. Collectively these two rock types give rise to reddish-brown overburden latosolic soil and immature brown loams in steep, hilly, and rolling terrain that on average ranges in thickness from one to three meters. The major bedrock types found within the Katugastota – Madawala road section area are identified as Biotite gneiss, which cover almost half the area (40~50%), Hornblende biotite gneiss (10~15%), Charnockitic gneiss (5~10%), Garnet biotite gneiss (3~8%) and Granitic gneiss which is also present in considerable percentages (2~5%). The road section from Madawala – Digana area has major rock types of Undifferentiated Highland Series, including Garnet sillimanite schist and gneiss, Quartz-feldspar grunulite, Charnocktic gneiss, Pyriclasite, and Pyroxene amphibolites, etc. Further, soils with relatively high percentage of clays, sands and fines are found only in areas associated with alluvial floodplains while immature loams can be found in paddies and marshes/wetlands. The major overburden soil types found along the road stretch Ch. 0+000~14+440 are of good quality and favourable for construction purposes. Soil stabilization and strengthening may be required only in areas where bend or grade corrections are

proposed and steep embankment slopes are to be maintained. (See Appendix 4a: Soil Map and 4b: Geological Map). Surface water The road trace (B205: Madawala Road) traverses very close to Mahaweli Ganga for nearly 2 km near the Katugastota end. The surface water sources are the River and its (sources, distance tributaries, creeks and canals associated with the river. There are many water streams from the site, local connecting the river upto the Uyanwatta – Polgolla Dam road, where the road uses and quality) deviates away from the Mahaweli Road. One such major stream is the one which runs beside the Jaffna highway (A9) very close to the Katugastota junction. Two streams crosses the B205 road and flow to the Mahaweli Ganga at locations close to Pelathawana Road (Figure 4.1: 1+640) and Wasana Kanda Road. There are no other surface water sources available in the vicinity. The local people use the river water to meet some of their domestic needs, such as washing, bathing etc. No irrigated lands are noted within this area and water extraction for irrigation purposes was not observed. Mega water supply schemes that are in operation rely on Mahaweli River for raw water extraction. The Kandy Municipal Council (KMC) Water Supply Scheme, which is located at Getambe, about 3 km southwards of Kandy CBD, has a production capacity of 33,400 m3/day. The Greater Kandy Water Supply Project (GKWSP) extracts up to 100,000 m3/day. In addition, Stage I of GKWSP shares water with KMC, and supplies 5,000 m3/day and 2,000 m3/day, respectively for Asgiriya and Tennekumbura Reservoirs. The planned Kandy North Water Supply Project expects to extract 150,000 m3/day once it is complete. Extensive water quality surveys in the area have been carried out by NWS&DB and study teams connected with donor agencies such as Japan International Cooperation Agency (JICA). In one such study carried out by JICA for the feasibility of Kandy North Water Supply Project (in 2012), quality of both surface and groundwater at several pre-selected sites have been examined during dry weather as well as during wet weather. Physico-chemical parameters, heavy metals, pesticides and bacteriological quality have been measured. Mahaweli River waterat the project location has shown high levels of contamination due to leachate arising from Gohagoda garbage dump. Extremely high concentrations of nitrogen have been reported in the Mahaweli River in addition to high levels of zinc and iron.

Groundwater In Kandy area, the cover of the overburden is relatively thin and therefore there is a good yield exists for groundwater in rock masses, which are joined, fractured and (sources, distance possibly weathered. Such rock masses comprising of quartzite, limestone, and calc- from the site, local gneiss bands provide a very good yield. The data on groundwater availability in the uses and quality) project area is very sketchy, and therefore it is not possible to exactly quantify the availability, yield and capacity within the project area. Groundwater table is relatively shallow in areas close to the river. However, due to the sloping terrain the groundwater table lies fairly deep in hilly areas. Houses located in the valley areas, use shallow well water for domestic consumption; however, use of such wells is not widespread due to the availability of pipe-borne water. Most of the residents in the area use pipe-borne water for consumption, but their old wells are still in use for purposes such as bathing and washing. The groundwater is not extracted in large quantities for water supply projects or for

commercial purposes, in contrast to neighboring areas such as Bokkawela, Aladeniya etc., where there are bore wells used for water supply. The groundwater quality has not been extensively studied with compared to that of surface water. However, the groundwater quality is expected to be relatively better than surface water although the presence of Gohagoda soil waste dump site is a major concern as the leachate could be contributing to pollution of both surface and groundwater.

Flooding and The road trace profile (vertical alignment) of the road stretch (Ch. 0+000~14+440 Drainage km) considered under the proposed development is either flat or consists of mild to moderate/steep slopes in an undulating terrain. Therefore, despite being located in the close proximity of Mahaweli floodplains, no historical records of past flooding are available for any of the road segments under consideration. However, the downstream of Bridge 5/5 (at Ch. 10+880; Appendix V1 Figure 24-1 & 2) is reported to have undergone flooding intermittently with flood depths rising up to 0.6 m (pers. comm.). The road stretch appears to have adequate drainage systems in place at present. The existing gentle to moderate/steep slopes drain flood waters towards the storm drains, canals and the river in the immediate downstream, causing no major floods in the area even after heavy downpours. Nevertheless, several blocked culverts and minor issues in side- and cross drainage flows were encountered at certain locations (See below for further details). The mean annual rainfall in Kandy is about 2250 mm. Small patches of paddies and wetlands are sporadically located within the project area providing a minimal capacity of flood storage. Traces of water accumulation and paths of concentrated flows presumably have occurred after recent extremely heavy storm events can be seen in the lowermost parts of the terrain (eroded roadside ditches/drains at Ch. 12+460 (Figs. 27-3), cross drainage flow at Ch. 13+060 (Fig. 28-2 & 3)). These minor issues have occurred due to temporary blockage of existing drainage system or lack of lined drains as mentioned above leading to run-on flow over carriageway, temporary ponding or minor flooding in the adjacent localities. However, these issues are not significant in the project area and can easily be avoided by ensuring adequate maintenance and routine checks. Issues related to flooding/drainage: Blocked culverts at Ch. 1+045 (Culvert 2/1), Ch. 2+060, Ch. 4+230; Ch. 9+160 (Fig.20-4), Culvert 7/4 at Ch. 12+580; Totally blocked LHS opening as in Fig. 27-4, Culvert 7/3 at Ch. 12+840; Totally blocked due to siltation and LHS sidedrain is blocked and discontinued by concrete byroad as shown in Figs. 28-1, Culvert 7/7 at Ch. 13+060; Totally blocked due to siltation and overflowing even during minor storm events as shown in Figs. 28-2 & 3, Culvert 8/1 at Ch. 13+200; Partly blocked due to a house and diversion as in Fig. 28-4, Culvert 8/8 at Ch. 14+040; Blocked due to unauthorized construction of access with steps/stairs as shown in Fig. 30-2.

Other issues: Eroded embankments and abutment scouring at the bridge across Polgolla Vidyala

Mawatha (School Lane) at Ch. 4+600 (Fig. 10-1). Eroded open earthen drains were found at Ch. 12+460 and other steep road sections with earthen drains. Roadside and toe drains are required at Ch. 12+840 and all other sections with steep road gradients. Cross drainage flow due to blocked drains at Ch. Ch. 13+060 (Fig. 28-2 & 3). Strom drainage/irrigation return canals are located alongside of the road at Ch. 4+350~6+280 (Figs. 10-1, 12-1 & 2) and Ch. 10++870~10+910 (Figs. 23-4, 24-2). Culverts and Bridges: The cross drainage opening sizes provided at minor culvert locations and bridges (at Ch. 1+260, 1+640, 3+620, 9+280, 10+880, 13+500 are adequate and no issues have been reported. Bridges at Ch. 4+360, 4+590, 5+560, 5+820, 5+860, 6+020, 6+080, provided along the irrgation canal traversing parallel to the road stretch are adequate, but minor issues such as embankment slope erosion and abutment scouring are observed (Fig. 10-1).

Landslide Prone Kandy district is considered as one of the landslide vulnerable regions in Sri Lanka. Areas The past landslides in Peradeniya/Getambe (~6.0 km from the study site) have caused loss of life, damage to property, and disruption to services and traffic. According to the Environmental Sensitive Area Map (Annexure III) of the Central Enviornmental Authority, the entire project area is located within a Landslide Prone Area. In the road section between Ch. 0+000 to 14+440 km, the road is bounded by steep to moderate slopes at several locations (Ch. 5+410 ~ 5+470; Fig. 12-3, Ch. 9+240 ~ 9+300, Ch. 10+560 ~ 10+600; Fig. 23-1, Ch. 13+500 ~ 13+650; Figs. 29-1 & 3, Ch. 14+000 ~ 14+200; Figs. 30-2 & 31-2, and others as specified in Section 11a) and disturbance to existing embankments may be required for grade and bend correction. The road section Ch. 0+000 ~ 2+580 traverses within 60 m of the Mahaweli River and the right side of the road embankment bounded by the river edge has a steep slope 5.0~10.0 m high and left unprotected in most areas at present. Culvert leadaway canals are not provided or blocked at some locations, causing storm water to directly pass along the embankment slope leading to soil erosion. Nevertheless, the risk of landslides can be mitigated by properly addressing the issue by providing engineered soil embankments where natural slopes are presently exposed or existing slopes are to be disturbed, further ensuring adequate surface drainage and toe protection by means of well-connected drain system, soil anchoring, gabion/rubble masonry, concrete retaining structures, etc. Based on preliminery field studies and related analyses, the Landslide Studies and Services Division of the National Building Research Organization (NBRO) has reported that no locations with significant landslide risk (potentially vulnerable areas) are located in the road stretch and thus, detailed designing and implementation of specific structural mitigation measures are not required. Therefore, nominal provisions for embankment strengthening, enhanced drainage and silt control in the above identified sections with steep exposed slopes as provided in the design

proposals are deemed adequate.

Air quality The road trace lies southeast of Kandy City where air pollution levels have been reported to be very high. The proposed trace is not situated within a valley hence (any pollution accumulation of air pollutants is very unlikely. Table 5.1 gives the average annual issues) levels of NO2 and CO2 measured in 2001 in Kandy. Table 5-1: Average annual levels of air pollutants of Kandy and Colombo cities measured in 2001. (Source : Abeyratne et al., 2006) Annual average level (ppm) Parameter Kandy Colombo NO2 0.031 0.026 SO2 0.032 0.018

The average annual levels of NO2 and SO2 indicate that Kandy city is more polluted when compared with Colombo. However, the area where the proposed project lies has up wind and hardy any down wind is observed. Hence trans boundary effect seems to be negligible therefore ambient air quality seems to be better than that Kandy city.

Noise level and Noise levels along the road trace were measured and indicated in Table 5-2 (from vibration Katugastota to Madawala) and Table 5-3 (from Madawala to Rajawella). (Any anticipated Noise levels measured indicated higher background levels predominantly due to issues) vehicular movements. It was clear from the levels of measurements that at townships ambient noise levels were high and in between townships values were comparatively low. Noise levels varied between 63-72 dB (A) indicating somewhat higher background levels by the side of the road. There were no activities encoded to cause high vibration levels. Hence the ambient vibration levels could be assumed to be negligible. Table 5-2: Noise levels along the Katugastota to Madawala road trace measured as Leq in dB(A) for maximum period of 5 min. Chainage Noise Level (km) (Leq) dB(A) 0+050 67.0 0+200 70.0 0+700 66.0 1+200 65.0 1+700 67.0 2+200 67.0 2+700 68.0 3+200 68.0 3+700 66.0 4+200 65.0 4+700 69.0 5+200 65.0 5+700 69.0 6+200 72.0

Table 5-3: Noise levels along the Madawala to Rajawella road trace measured as Leq in dB(A) for maximum period of 5 min. Chainage Noise Level (km) (Leq) dB(A) 6+220 70.0 6+700 66.0 7+200 68.0 7+700 66.0 8+200 67.0 8+700 68.0 8+200 68.0 9+700 70.0 10+200 67.0 10+700 67.0 11+200 67.0 11+700 63.0 12+200 68.0 12+700 66.0 13+200 66.0 13+700 66.0 14+200 67.0 14+400 70.0

5.2 Ecological features – Eco-system components The road rehabilitation work starts 500 m away from Katugastota Junction (Figure Vegetation 1.1 and 0 + 000) and ends at Digana Junction (Fig. 31.3 and CH: 14 + 440). The (trees, ground cover, main land use types found along the road trace are commercial establishments, aquatic vegetation) public building such as schools, offices, hospitals, religious places etc., home gardens, abandoned lands, reservations of Mahaweli river and marshy lands including abandoned and cultivated paddy lands.

Details of vegetation types found along the road trace are described below. However, during the study, rapid screening has been done, hence details of riverine (reservation) vegetation could not be observed.

Road side vegetation Intentionally planted road side vegetation (Acasia melenoxylon) could be found along the right hand side (RHS) of road stretches from chainage 0 + 660 to 0 + 740 and chainage from 1 + 510 to 2 + 280 (Figures 4.2, 5.1 and 5.2) of Katugastota – Madawala road. This tree line was planted along the river bank of Mahaweli River. Apart from Acasia melenoxylon trees, there are few Kumbuk (Terminalia arjuna), Kottamba (Terminalia catappa), Tabebuia rosea, Amba (Mangifera indica), Pulun (Ceiba pentandra) trees. Other than large trees, shrubs and grass species are grown as ground cover along the river bank. Along the Madawala – Rajawella road, few scattered individual tress found as roadside vegetation. It should be noted that some

trees are found to be larger trees with a diameter at breast height is more than 1m.

Home gardens Home gardens are common along the road trace. The common species found in home gardens were Mango (Mangifera indica), Coconut (Cocus nusifera), Araliya (Plumeria obtusaa), Acasia sp., ornamental plant species such as Bougainvillea etc. (Figures 20.8, 27.2 and 28.2).

Riverine vegetation and abandoned lands The riverine vegetation is prominent along the banks of the Mahaweli river and canals that cross the road trace. As the riverine vegetation, scrub jungles could be observed in most of the areas. Common species that observed during the rapid environmental screening were Kithul (Caryota urens), Kottamba (Terminalia catappa), Ittha (Schefflera stellata), Wathu Palu (Mikania cordata) and Acasia melenoxylon Presence of wetlands The main wetland habitats that could be found along the road stretch were cultivated and abandoned paddy lands (Chainages between 8 + 360 ~ 8 + 420, 9 + 280 ~ 9 +

380, 10 + 880 ~ 10 + 960) in Madawala – Rajawella road (Figures 18.1, 18.2, 20.8, 24.1 and 24.2). Along Katugastota – Madawala road stretch, there were no prominent wetland areas within the close proximity of the road trace. Considering the paddy lands, some are being cultivated and some are abandoned.

Fish and fish Fish and fish habitats are present in the Mahaweli river which at certain locations habitats flow close to the road. However, fish sampling was not deemed necessary and hence not carried out during the rapid environmental screening study.

Birds (waterfowl, During the screening study, bird species were recorded along the road trace. There migratory birds, are waterfowl species and terrestrial bird species among the recorded list of species. others) However, recorded migratory species was low since the study was conducted during early November which is the start of the migratory season of birds. It should also be

noted that making observations of bird species had been a difficult task as study was conducted during the day time and it was a rapid study along the trace. According to the sensitive area map produced by the Central Environment Authority Presence of special (CEA) (Annexure III), the whole area along the road transect is considered as habitat areas (special sensitive as this particular locality is listed under land slide prone as well as erosion designations and prone areas. Further, the riverine habitats of the Mahaweli river is important and the identified sensitive road stretch from from Chainage from 1 + 280 to 2 + 280, is very close to the river zones) where the 60 m reservation is not be observed, as required by regulations.

Part of Victoria, Randenigala, Rantambe Sanctuary (VRR Sanctuary) is situated close to National Institute of Corporative Development (Chainage 2+000). However, distance between road trace and buffer zone of VRR Sanctuary is more than 500 m (Annex III) and hence there is no impact on the VRR Sanctuary.

Other features Atharagalla Junior School CH:12 +420 (Figure 27-1), A. Rathnayake Central Residential/Sensitive College and Madina Natinoal School CH:5 +550 (Figure 12-4) are the three main Areas schools located on this road trace. Of them Atharagalla Junior school is located little

(Eg, Hospitals, away from the main road and a strip of about 100m exists between the road and the Schools) Madina National school. However A. Rathnayake Central college is located just adjacent to the main road (Figure 20-1) . Loyal Ladies college and Polwatta college at the chainage 4+ 590 (Figures. 10.1 and 10-3) is located much away from the main road.

At the Chainage 4+300 Manikhinna Divisional hospital, MOH office and the staff quarters are located (Figures 23-2 and 23-3) . The hospital and the MOH office are located close to the road and a part of the canteen of the hospital would be affected for road widening.

In Polgolla beyond the chainage 3+400 a concentration of many institutions related to training and higher education are located. i.e. Open university (Fig. 5-1), Sri Lanka youth training centre, National Institute of Corporative training, Pathadumbara Technical College, Local Government Training Institute. At the section 1+250 Katugastota Samudradevi Girls College and at the chainage 0+250 Katugasota divisional hospital is located.

Traditional Along the road trace in some locations, away from the main road traditional home economic and gardens have been observed. Most of the traditional paddy fields have been cultural activities abandoned. At the chainage 3+100 a traditional Kandyan cascading type paddy field was observed.

Archeological Recorded Archeological sites along this road trace are Siddhartha Pothgul Viharaya resources at the Chainage 3+100 (Figure 22-2) and Kondadeniya Raja Maha viharaya (Figure 8-1) but these are located slightly outside the road trace. (recorded or potential to exist)

6. Public Consultation Public consulted Consultation Date Details/Issues raised method 1. Mr. M.G. Priyantha, . Period of operation – over ten years Three Wheeler Interview 02/11/2013 . How many three wheelers in operation at this Dirver, interviewed at location – 18 the Three Wheeler . The present three wheeler park (road reservation) park at the Digana will be required for the road widening, what do town centre at 8+200 you propose? – Road widening and pedestrian facilities are required at this location; alternative similar place is expected from the authorities.

2. Ms. A. . Period of operation – 8 years (A temporary hut) Wimalawathie, . This property (rod reservation) is required for the Lottery Ticket Interview 02/11/2013 proposed widening. How do you manage – This Vendor – at the town business is the only income of the family and an centre at 8+200 alternative similar place is required to continue the business.

3. Mr. A.M. Kapila, . Period of operation – 25 years Kapila Electrical, Interview 02/11/2013 . Owner of the property – state interviewed at the . The land will be required for the road widening – town centre at 8+200 How will you manage? Improvement to this road (A well organized is necessary and it will also increase the business electrical items retail opportunities. Divisional Secretary has proposed shop) a nearby alternate location

4. Mr. R.M. Interview 02/11/2013 . Period of operation – 6 years Gnanasinghe . Owner of the property – partly road reservation (Small temporary . Views about the proposed road project – Good if structure, retail it does not interfere with their day to day boutique) – He is economic activities. invalid and thus the wife runs the business

. Personal view about the project – This area is 5. Ms. Iranganai Interview 02/11/2013 developing fast and most of the agricultural lands Samarasekera, Grama are getting converted to urban uses. Improved Niladhari, Galamuna, main road access is welcome. interviewed at 10th . A part of the retaining wall of the building mile post (5+200) complex (her office is in one of them) will need to be demolished for the proposed road project – This building is developed and managed by "United Association" – the people of the village and a lot of welfare activities are conducted. Construction of the retaining wall is expensive and the society will not be able to re-build. Therefore it is necessary for the authorities to re- build.

6. Security Guard, Interview 02/11/2013 . How is the traffic managed during school hours – A.Rathnayake Central Very difficult as the school has over 2300 student

College, Interviewed population, entrance is very narrow and the at the school premises pedestrian crossing is located at a critical point of (2+700) the road. . Part of the retaining wall of the school will be affected by the proposed road project – This needs to be discussed with the school principal

7. Environmental Effects and Mitigation Measures

7a. Screening for Potential Environmental Impacts

Screening question Yes No Significance of the effect (Low, moderate, high)

1 Will construction and operation of the Yes Low Project involve actions which will cause Most of the interventions are carried out along the road trace hence no physical changes in physical changes in the locality topography and landform except at the bend correction/widening at chainages Ch. (topography, land use, changes in water 1+280~1+420, Ch. 1+620~1+700, Ch. 2+640~2+720, Ch. 2+760~2+860, Ch. 2+950~3+100, bodies etc.) Ch. 3+600~3+700, Ch. 3+800~3+950, Ch. 4+700~4+800, Ch. 5+150~5+250, Ch. 5+280~5+400, Ch. 5+500~5+580, Ch. 5+700~5+800, Ch. 6+380~6+500, Ch. 6+820~6+980, Ch. 7+920~7+800, Ch. 8+920~9+050, Ch. 10+260~10+360, Ch. 12+020~12+400 and Ch. 14+320~14+380 close to Digana end where landform would be altered very lightly. In addition, minor changes will be possible in the case of extension of shoulders at either side of the carriage way. However, no major alterations in terms of physical changes to topography, land use, and water bodies would occur due to this project.

2 Will the Project involve use, storage, Yes Low transport, handling or production of Transport of material and construction activities will emit dust, and fugitive particles. substances or materials which could be However, the affected area is small and mitigation is straight forward; therefore significance harmful to human health or the of the effect can be considered as low. environment or raise concerns about actual or perceived risks to human Dust and other particulate matter will be deposited on roofs, windows, open areas of health? households, plants and treesand may be unpleasant and/or create health hazards to vulnerable persons in the neighborhood. However, this effect would be limited to a short time period.

3 Will the Project produce solid wastes Yes Low during construction or operation? During Construction:

The project interventions, which mainly involves re-surfacing will not produce significant amounts of construction debris or solid waste. There will be small quantities of spoilage (construction debris) produced during demolition of existing structures (mainly temporary) and pavements, excavation of trenches, cut and fill activities, debris from the rock blasting and material storage. This is notable in the Digana junction where some acquisition and widening of the road stretch is needed. During operations: Good solid waste collection practices will lead to alleviation of any solid waste-related problems. There will be street sweepings, solid waste collected at garbage bins/ bays and dump areas which need regular collection and disposal. In addition, debris and sediments, floating matter and other solid waste carried by surface drainage which can be collected at manholes, catch pits etc. needs proper disposal. Regular cleaning of side drains and the road side will also generate such material. Culverts will also generate spoil material.

4 Will the Project release pollutants or any Yes Low hazardous, toxic or noxious substances to There will be bituminous material used during overlay and re-surfacing of roads, bituminous air? laying of carriage way and shoulders. Paints and solvents used for road markings can emit toxic and noxious air-borne substances.

5 Will the Project cause noise and Yes Low vibration or release of light, heat energy Noise and vibration will be generated during drilling and blasting, excavation of trenches, or electromagnetic radiation? compaction and transport of material etc.

It is envisaged that the small boulders could be broken in to pieces only by drilling by means

of hydraulically driven machinery while large pieces of rock boulders will be removed by chemical blasting so as to minimize the anticipated high noise and vibration. However sporadic high noiselevels could be expected on temporary basis hence, low impact. In the sensitive areas such as schools, hospitals and religious places (Atharagalla Junior School CH:12 +420 (Figure 27-1), A. Rathnayake Central College and Madina Natinoal School CH:5 +550 (Figure 12-4); At the Chainage 4+300 Manikhinna Divisional hospital, MOH office and the staff quarters are located (Figures 23-2 and 23-3); In Polgolla beyond the chainage 3+400 a concentration of many institutions related to training and higher education are located) there could be low impacts in terms of noise and vibration level during construction.

During weekdays and Sundays sporadic high noise levels will be a disturbance to religious and educational institutions. There are several hospitals [Chainage 4+300 Manikhinna Divisional hospital, MOH office and the staff quarters are located (Figures 23-2 and 23-3)] located by the road side for which sporadic high noise and vibration levels during construction will have a negative impact, however,considering the short duration of construction the significance of the impacts are low.

6 Will the Project lead to risks of Yes Low contamination of land or water from Stock piling of material will lead to washing away of soil and may increase turbidity and releases of pollutants onto the ground or TSS (Total Suspended Solids) in road side drainage and nearby canals/streams temporarily into surface waters, groundwater or during the construction. This is relevant for the raod strectch upto 2+280 where there are coastal wasters? several streams and Mahaweli River is located very close to the road stretch.

Construction activities in the proposed project site may also involve excavation and storage of soil, which might increase erosion risk of top soil layers and cause siltation during wet weather, if engineering best practices not adopted during construction. On the other hand, proper construction practices like soil compaction and stabilization,

turfing, maintaining naturally stable slopes, etc. will improve soil stability, reducing erosion risk and siltation effects during the construction phase and in the aftermath of project completion. The road trace stretching between chainage 0 + 0000 ~ 2 + 280 is identified to be within close proximity of a sensitive area in relation to Mahaweli River Annexure III. It is noted that endemic fish species are found in the riverine habitats of the project area, hence care should be exercised to control turbid matter contaminating riverine habitats as a consequence of erosion laden with silt, sediment or any other colloidal material. The specific recomendtions for embankment protection and enhanced drainage along the road streatch directly exposed to the riverfront targeting silt control as designed by RDA are important to be adhered to.

7 Will the project cause localized flooding No The project area is not located in a floodplain/flooding location. Despite the close proximity and poor drainage during construction to Mahaweli River (less than 60 m in the section Ch. 0+000~2+600, approx. 50~100 m to the tributary of Mahaweli River at the confluence in Polgolla up to Madawala Junction; Ch.

2+650 and Ch. 6+100), the road stretches are situated on the rising valley slope high above (2 Is the project area located in a flooding m~10 m above at first section and 2-4 m at latter sections) the floodplain. location? Construction Phase:

Raised embankments and raised finish levels, stock piling of construction debris and other materials, excavations in cut and fill sections, etc., may block existing drainage flow paths, causing flow stagnation leading to localized inundations on temporary basis.However, ensuring proper construction practices like provision of improved drainage network, maintaining naturally stable slopes, etc. will improve drainage conditions, reducing flood risk during the construction phase and in the aftermath of project completion.

During Operation: Lack of routine maintenance may lead to silting of drains/culverts and cause local inundation/ overtopping of drain.

8 Will there be any risks and Yes Low vulnerabilities to public safety due to Construction phase: physical hazards during construction or operation of the Project? The project involves widening at two critical locations at the Digana Town Centre and at Madawala opposite Madina National School. These two locations are critical due to heavy

pedestrian and vehicular movement. All the safety measures deployed in "Best Engineering Practices" need to be adopted during the construction. In General, disturbance to pedestrians, motorcyclists and motorists may be very likely on a temporary basis due to traffic congestions. Safety issues in terms of injuries due to construction work, drilling and blasting operation using heavy machinery, working in slopes could be anticipated. However, such incidences can be avoided with proper precautions exercised on health and safety aspects. Operation phase: During the operation phase, a smooth traffic flow can be expected and particularly due to correction of undesirable curves traffic problems and potential accidents that are prevailing at present can be overcome. After rehabilitation, the road stretch will be mostly clear of obstacles. Therefore, motorists and cyclists tend to travel faster, perhaps recklessly. This could bring in injuries in terms of accidents particularly in bends and curve sections (Ch. 2+660~2+700, Ch. 3+620~3+720, Ch. 5+260~Ch. 5+380, 6+800 ~ CH 6+900) and locations with high gradients and super elevations. However, with the proper signage this impact could be considered as low.

9 Are there any transport routes on or Low around the location which are susceptible Throughout the road trace, there are several major and minor roads such as 10th Mile post to congestion or which cause road, Pitiyagedera – Wattegama B 369 Road, Wawiina road B 205, Kukuloya Road, environmental problems, which could be Menikhinna road, Wawinna Walala Road, Levella Polgolla road, Amunugama Walala road, affected by the project? Uyanwatta road and over 25 local roads.

It is likely to cause temporary congestion on those roads during construction near the entrances. Creation of dust and noise are the potential environmental impacts which are temporary in nature. Due to the temporary closure of the roads during asphalt overlay the traffic would be diverted to nearby roads making the traffic volume of those roads increased. However, there are many connecting roads so that the impactscan be easily mitigated. Only a very few dwelling units will be affected depending on the time of excavation. It is likely to cause temporary congestion on those roads during construction near the entrances. Potential environmental impacts would be creation of dust and noise during construction which is temporary in nature. Trucks which transport material and movement of other heavy vehicles used for road construction will congest the local roads along transport routes.

10 Are there any routes or facilities on or Low around the location which are used by Yes, similar to above item 9; the public for access to recreation or other facilities, which could be affected They will be affected due to traffic built up if the project site is not properly managed. by the project? U.Y. Jinadasa play ground in Menikhinna and several religious places and schools along the road are the widely used such establishments; Use of road to access commercial establishments and residential areas may be temporarily

affected but will not be completely cut off. There are several roads as mentioned above providing access to religious places and residential areas but not for significant recreation facilities. Most of the religious places are visited on Poya days and Sundays. Therefore, the likely impacts during construction period such as noise, dust and traffic congestions would not be a nuisance as construction work will not be carried out on Poya days and Sundays.

11 Are there any areas or features of high Low landscape or scenic value on or around The topography of the area has created several areas of high value scenic areas. i.e. at the the location which could be affected by road chainage 2+100 paddy field on either side of the road with the back drop of hilly areas the project? of thick tree canopy. However there will be no impact as the project will not disturb the view. These aesthetically pleasing areas can be better viewed after road construction and that it will create a positive impact.

12 Are there any other areas on or around Yes Low the location which are important or The road transect from Katugastota to Rajawella via Madawela lies along the river bank of sensitive for reasons of their ecology e.g. Mahawali River at Chainages 0 + 000 ~ 2 + 280 (Annexure III). As per EIA regulation (Part wetlands, watercourses or other water 111 of the schedule of the Gazette extra Ordinary No. 772/22 of 24th June 1993 and bodies, the coastal zone, mountains, subsequent amendments to National Environment Act of 1980) development within a 60 m forests which could be affected by the buffer zone from a river needs to be considered for its impacts on the river. The distance project? between Mahaweli River and existing road is less than 60 m at Katugastota at chainage from 0 + 000 ~ 2 + 280. The river bank is generally densely vegetated and the road trace at chainages between 0 + 000 ~ 0 + 640 and 0 + 760 ~ 1 + 500 is lined with commercial establishments along the river bank. Therefore,, negative effects from the the full stipulated riverine buffer zone not being there would be low and completely mitigated if mitigatory measures proposed in Table 7b are adopted during construction.

Strom drainage/irrigation return canals are located alongside of the road at Ch. 4+350~6+280 (Figs. 10-1, 12-1 & 2) and Ch. 10++870~10+910 (Figs. 23-4, 24-2). Walala Tank/Irrigation Resrvoir with a waterway extent of 2.25 hectare is located about 100 m upstream of the road at Ch. 10+880, but no impact to this water body is envsaged due to the proposed project activities.

13 Are there any areas on or around the Yes Low location which are used by protected, The Mahaweli River which flows close to the road transect (Chainage from 0 + 000 ~ 2 + important or sensitive species of fauna or 280) provides habitat for several endemic and native fish species such as Gal pandiya (Garra flora e.g. for breeding, nesting, foraging, ceylonensis), Dankola Pethiya (Puntius singhala), Walapoththa (Ompock bimaculatus), and resting, migration, which could be Gan theliya (Mastacembelus armetus). Hence care should be exercised to prevent washing affected by the project? away of material laden with silt, sediment or any other colloidal material that causes high turbidity in surface runoff. Where the embankments are steep and prone to erosion, as mentioned above, low levels of impacts could occur but these impacts are generally mitigatable.

14 Is the project located in a previously No No such green fields are encountered. undeveloped area where there will be loss of green-field land

15 Will the project cause the removal of Yes Low trees in the locality? In areas where road widening is planned, a few trees would need to be removed. Further, during rock blasting and rock removal along the road, specifically along chainage 14 + 420 floral species may be affected. In the sections where there is a necessity to have safety measures also some trees have to be removed. The effects from tree removal are minimum

25 and it is recommended to follow mitigatory measures as outlined in 7b. Trees found in below mentioned chainages (Table 7.1) along the transect, especially those located within the proposed walkway and shoulders, might disturb the construction activities. However, the proposed construction activities can be carried out while preserving the trees and it is recommended to incorporate existing trees worth retaining into the overall layout of the proposed design, wherever it is safe and practical, to provide a mature and established appearance. Those in the road reservation, as documented, below should be preserved. Table 7.1: Description of the trees that are located along the road trace Dbh, Chainage Location of the tree Species name Local Name cm In the middle of the 0 + 280 walk way/shoulder Samania saman Mara 60 - 120 Edge of the walk 0 + 310 way/shoulder Samania saman Mara 60 - 120 Middle of the walk Myroxylon Peru Balsam 0 + 320 way/shoulder balsamum < 30 0 + 320 ~ Within the road 450 reservation, RHS Mangifera indica Amba 60 - 120 0 + 320 ~ Within the road 450 reservation, RHS Limonia acidissima Divul < 30 0 + 320 ~ Within the road Peltophorum 450 reservation, RHS pterocarpum Kaha mara < 30 0 + 320 ~ Within the road Peltophorum 450 reservation, RHS pterocarpum Kaha mara < 30 0 + 320 ~ Within the road Peltophorum 450 reservation, RHS pterocarpum Kaha mara < 30 0 + 320 ~ Within the road 450 reservation, RHS Samania saman Mara 60 - 120 0 + 320 ~ Within the road Samania saman Mara 60 -

450 reservation, RHS 120 0 + 320 ~ Within the road 450 reservation, RHS Samania saman Mara < 30 0 + 320 ~ Within the road 450 reservation, RHS Samania saman Mara 30 - 60 0 + 320 ~ Within the road 120 - 450 reservation, RHS Samania saman Mara 200 0 + 320 ~ Within the road 450 reservation, RHS Tabebuia rosea Roberosia 60 - 120 0 + 320 ~ Within the road 450 reservation, RHS Tabebuia rosea Roberosia 60 - 120 0 + 320 ~ Within the road 450 reservation, RHS Tabebuia rosea Roberosia 30 - 60 Within the road 0 + 500 reservation, RHS Terminalia catappa Kottamba 60 - 120 Within the road 0 + 500 reservation, RHS Tabebuia rosea Roberosia 60 - 120 Edge of the shoulder/ 120 - 0 + 730 walk way RHS Samania saman Mara 200 Edge of the shoulder/ 120 - 0 + 760 walk way LHS Samania saman Mara 200 Within the road 0 + 770 reservation, RHS Tabebuia rosea Roberosia 60 - 120 Within the road 0 + 840 reservation, RHS Mangifera indica Amba 60 - 120 Within the road 0 + 840 reservation, RHS Terminalia catappa Kottamba 60 - 120 Within the road 1 + 690 reservation, RHS Mangifera indica Amba 30 - 60 Within the road 1 + 690 reservation, RHS Tabebuia rosea Roberosia 60 - 120

Within the road 1 + 700 reservation, RHS Acasia sp Acasia 60 - 120 Within the road reservation, RHS (11 1 + 840 trees) Acasia sp Acasia 60 - 120 Within the road 1 + 840 reservation, RHS Tabebuia rosea Roberosia 60 - 120 Within the road 10 + 320 reservation, Mangifera indica Amba 60 - 120 Within the road Artocarpus 10 + 320 reservation, heterophyllus Kos < 30 Within the road Artocarpus 10 + 320 reservation, heterophyllus Kos 60 - 120 Within the road Artocarpus 10 + 320 reservation, heterophyllus Kos 30 - 60 Within the road Adenanthera 10 + 320 reservation, pavonina Madatiya 30 - 60 Within the road 10 + 320 reservation, Eucalyptus sp Terpantine 30 - 60 Within the road 10 + 370 reservation, Terminalia arjuna Kumbuk 60 - 120 Edge of the walk way 10 + 370 RHS Samania saman Mara 60 - 120 Middle of the shoulder 10 + 440 walk way RHS Samania saman Mara 30 - 60 Within the road 10 + 520 reservation, Tabebuia rosea Roberosia 30 - 60 Within the road 10 + 600 reservation, Mangifera indica Amba 30 - 60 Within the road 10 + 600 reservation, Mangifera indica Amba 30 - 60

Middel of the shoulder/ 10 + 650 Walk way RHS Mangifera indica Amba 30 - 60 Within the road Artocarpus 10 + 720 reservation, heterophyllus Kos 60 - 30 Within the road Artocarpus 10 + 720 reservation, heterophyllus Kos < 30 Within the road 10 + 720 reservation, Filicium decipiens Pihimbiya 30 - 60 10 + 720 ~ Within the road 10 + 820 reservation, Mangifera indica Amba 60 - 120 10 + 720 ~ Within the road Peltophorum 120 - 10 + 820 reservation, pterocarpum Kaha mara 200 10 + 720 ~ Within the road 10 + 820 reservation, Caryota urens Kithul < 30 10 + 720 ~ Within the road Artocarpus 10 + 820 reservation, heterophyllus Kos 60 - 120 10 + 720 ~ Within the road 10 + 820 reservation, Artocarpus altilis Wal del 60 - 120 10 + 820 ~ Within the road 10 + 870 reservation, Mangifera indica Amba 30 - 60 10 + 820 ~ Within the road Artocarpus 10 + 870 reservation, heterophyllus Kos 60 - 120 10 + 820 ~ Within the road 10 + 870 reservation, Samania saman Mara 60 - 120 10 + 820 ~ Within the road 10 + 870 reservation, Samania saman Mara 60 - 120 10 + 820 ~ Within the road 10 + 870 reservation, Cocus nusifera Pol < 30 Middel of the shoulder/ Artocarpus 10 + 920 Walk way RHS heterophyllus Kos 30 - 60 Within the road Artocarpus 10 + 920 reservation, heterophyllus Kos 30 - 60

Within the road Artocarpus 10 + 920 reservation, heterophyllus Kos 30 - 60 Within the road Artocarpus 10 + 920 reservation, heterophyllus Kos 30 - 60 Within the road 11 + 220 reservation, Tabebuia rosea Roberosia 60 - 120 Within the road Artocarpus 11 + 340 reservation, heterophyllus Kos 30 - 60 Within the road 11 + 340 reservation, Samania saman Mara 60 - 120 Within the road 11 + 340 reservation, Samania saman Mara 60 - 120 Within the road Artocarpus 11 + 510 reservation, heterophyllus Kos 30 - 60 Within the road 11 + 770 reservation, Samania saman Mara 60 - 120 Within the road Peltophorum 11 + 870 reservation, pterocarpum Kaha mara < 30 Within the road 11 + 920 reservation, Samania saman Mara 60 - 120 Within the road 11 + 970 reservation, Samania saman Mara 60 - 120 Middle of the shoulder/ 12 + 020 walk way RHS Filicium decipiens Pihimbiya 60 - 120 Within the road 12 + 270 reservation, Tabebuia rosea Roberosia 60 - 120 Within the road 12 + 500 reservation, Tabebuia rosea Roberosia 30 - 60 Within the road Artocarpus 12 + 620 reservation, heterophyllus Kos 60 - 120 Within the road 12 + 800 reservation, Mangifera indica Amba 60 - 120

Within the road 12 + 820 reservation, Cocus nusifera Pol < 30 Within the road 12 + 920 reservation, Muntingia calabura Jam 30 - 60 Middle of the shoulder/Walk way 13 + 120 RHS Filicium decipiens Pihimbiya < 30 Within the road Artocarpus 13 + 320 reservation, heterophyllus Kos 30 - 60 Within the road 13 + 500 reservation, Macaranga peltata Kanda 30 - 60 Within the road 13 + 500 reservation, Macaranga peltata Kanda 30 - 60 Within the road 13 + 500 reservation, Terminalia catappa Kottamba < 30 Within the road 13 + 500 reservation, Samania saman Mara 30 - 60 Within the road 13 + 500 reservation, Samania saman Mara 60 - 120 Within the road 13 + 830 reservation, Ceiba pentandra Pulun 60 - 120 Within the road Artocarpus 13 + 920 reservation, heterophyllus Kos 60 - 120 Within the road 13 + 940 reservation, Mangifera indica Amba 30 - 60 Within the road Artocarpus 13 + 940 reservation, heterophyllus Kos 60 - 120 Within the road 14 + 020 reservation, Samania saman Nuga 60 - 120 Within the road 2 + 110 reservation, RHS Samania saman Mara 60 - 120

Within the road 120 - 2 + 130 reservation, RHS Samania saman Mara 2000 3 + 020 ~ 3 Within the road + 080 reservation, RHS Acasia sp Acasia < 30 3 + 020 ~ 3 Within the road + 080 reservation, RHS Samania saman Mara 60 - 120 3 + 020 ~ 3 Within the road + 080 reservation, RHS Samania saman Mara 60 - 120 3 + 020 ~ 3 Within the road + 080 reservation, RHS Samania saman Mara 60 - 120 3 + 020 ~ 3 Within the road + 080 reservation, RHS Samania saman Mara 60 - 120 Edge of the shoulder/ Alstonia scholaris 3 + 180 walk way RHS Ruk Attana 60 - 120 Edge of the shouldr/ 3 + 280 walk way RHS Acasia sp Acasia 60 - 120 Within the road 3 + 600 reservation, RHS Terminalia arjuna Kumbuk 60 - 120 Within the road 3 + 600 reservation, RHS Samania saman Mara 60 - 120 4 + 460 ~ 5 Edge of the walk + 080 way/shoulder, RHS Samania saman Mara 60 - 120 4 + 460 ~ 5 Within the road + 080 reservation, RHS Samania saman Mara 60 - 120 4 + 460 ~ 5 Within the road + 080 reservation, RHS Samania saman Mara 60 - 120 4 + 460 ~ 5 Within the road + 080 reservation, RHS Samania saman Mara 60 - 120 Within the road 5 + 440 reservation, Samania saman Mara 60 - 120 5 + 700 Within the road Samania saman Nuga 120 -

reservation, 200 Within the road 5 + 850 reservation, Samania saman Mara 60 - 120 Within the road 6 + 320 reservation, Samania saman Mara 60 - 120 6 + 720 ~ 6 Within the road Artocarpus + 820 reservation, heterophyllus Kos 30 - 60 6 + 720 ~ 6 Within the road Artocarpus + 820 reservation, heterophyllus Kos 60 - 120 6 + 720 ~ 6 Within the road Artocarpus + 820 reservation, heterophyllus Kos 60 - 120 6 + 720 ~ 6 Within the road Artocarpus + 820 reservation, heterophyllus Kos 60 - 120 6 + 720 ~ 6 Within the road + 820 reservation, Tamarindus indica Siyambala 30 - 60 Within the road 7 + 120 reservation, Tamarindus indica Siyambala 30 - 60 Within the road Swietenia 7 + 170 reservation, macrophylla Mahogany 30 - 60 Edge of the walk 7 + 580 way/shoulder, LHS Samania saman Mara 30 - 60 8 + 100 ~ 8 Within the road + 200 reservation, Cocus nusifera Thambili < 30 8 + 100 ~ 8 Within the road + 200 reservation, Cocus nusifera Thambili < 30 8 + 100 ~ 8 Within the road + 200 reservation, Cocus nusifera Thambili < 30 8 + 200 ~ 8 Within the road Artocarpus + 300 reservation, heterophyllus Kos 30 - 60 Within the road Peltophorum 8 + 320 reservation, pterocarpum Kaha mara 30 - 60

Edge of the walk 8 + 600 way/shoulder, LHS Mangifera indica Amba 30 - 60 Edge of the walk 8 + 600 way/shoulder, LHS Mangifera indica Amba 30 - 60 Edge of the walk 8 + 750 way/shoulder, LHS Mangifera indica Amba 30 - 60 8 + 820 ~ 8 Within the road Artocarpus + 840 reservation, heterophyllus Kos 30 - 60 8 + 820 ~ 8 Within the road Artocarpus + 840 reservation, heterophyllus Kos 30 - 60 8 + 820 ~ 8 Within the road Artocarpus + 840 reservation, heterophyllus Kos 30 - 60 8 + 820 ~ 8 Within the road + 840 reservation, Cocus nusifera Pol < 30 8 + 820 ~ 8 Within the road + 840 reservation, Cocus nusifera Pol < 30 8 + 820 ~ 8 Within the road + 840 reservation, Cocus nusifera Pol < 30 Within the road 8 + 900 reservation, Persea americana Alipera 30 - 60 Within the road 8 + 930 reservation, Artocarpus nobilis Del 30 - 60 Within the road Artocarpus 8 + 930 reservation, heterophyllus Kos 30 - 60 Within the road Swietenia 8 + 930 reservation, macrophylla Mahogany 60 - 120 Within the road 9 + 030 reservation, Cocus nusifera Pol > 30 Within the road 9 + 120 reservation, Filicium decipiens Pihimbiya 60 - 120 9 + 320 ~ 9 Within the road + 420 reservation, Artocarpus nobilis Del < 30

9 + 320 ~ 9 Within the road + 420 reservation, Artocarpus nobilis Del 30 - 60 9 + 320 ~ 9 Within the road + 420 reservation, Artocarpus nobilis Del 60 - 120 9 + 320 ~ 9 Within the road Leucaena + 420 reservation, leucocephala Ipil Ipil 30 - 60 9 + 320 ~ 9 Within the road Peltophorum + 420 reservation, pterocarpum Kaha mara 30 - 60 9 + 320 ~ 9 Within the road + 420 reservation, Caryota urens Kitul 30 - 60 9 + 320 ~ 9 Within the road Artocarpus + 420 reservation, heterophyllus Kos 30 - 60 9 + 320 ~ 9 Within the road + 420 reservation, Cocus nusifera Pol < 30 9 + 320 ~ 9 Within the road + 420 reservation, Cocus nusifera Pol 30 - 60 9 + 320 ~ 9 Within the road + 420 reservation, Tabebuia rosea Roberosia 60 - 120 9 + 500 ~ 9 Edge of the existing + 600 carrige way RHS Mangifera indica Amba 30 - 60 9 + 500 ~ 9 Within the road + 600 reservation, Macaranga peltata Kanda 60 - 120 Within the road 9 + 640 reservation, Persea americana Alipera 60 - 120 Within the road 9 + 640 reservation, Mangifera indica Amba 60 - 120 Edge of the walk way 9 + 640 LHS Samania saman Mara 60 - 120 Within the road 9 + 770 reservation, Cocus nusifera Pol < 30 Within the road 9 + 770 reservation, Cocus nusifera Pol < 30

16 Are there any areas or features of historic Yes Low or cultural importance on or around the There are several sites of Archeological interest getting access from this road trace (i.e. location which could be affected by the Heepitiya Dematamal Viharaya, Ganadevi Kovil and Temple, Kondadeniya Raja maha project? Viharaya, Sri Sidhartha Pothgul Viharaya, Veheragala Kanda, Bodi malu Viharaya, Mem Stone tower at Mahaweli river, Shila Pilimaya). Some of them are located within the 100 meter buffer zone from the project site but not within the road reservation and the others outside the 100 meter buffer zone and thus will not be affected by the project.

However temporary inconvenience is expected for visitors due to potential traffic generation noise and dust, particularly during weekends when a large number people visit these religious places.

17 Are there existing land uses on or around Yes Low the location e.g. homes, gardens, other Present land use of the area is mixed along the road (commercial, industrial, residential etc.) private property, industry, commerce, and agriculture and home garden type uses in interior areas. The project will not create any recreation, public open space, significant negative impacts that would change the land use character of the area community facilities, agriculture, forestry, tourism, mining or quarrying Commercial establishments along the road, particularly at main junctions such as Digana, which could be affected by the project? Madawala, Menikhinna, Polgolla will be affected due to creation of dust which will make the customers distracted. However such impacts are of temporary nature that can be minimized by the deployment of best engineering practices. Low 18 Are there any areas on or around the Yes

location which are densely populated or Construction Period

built-up, which could be affected by the A very few locations around the project site are comparatively densely populated (i.e. project? Madawala Junction, Menikhinna junction, Digana Junction) However they will not be significantly affected by the project activities as except for a few uses others are located outside the road reservation. However noise, dust and traffic congestion would be potential impacts during construction period which are of temporary nature.

Operation Period During the operation period due to improvements to the road network, it is likely that motorists will speed up which will create potential accidents. However deployment of adequate traffic management systems can overcome such potential impcts. Low 19 Are there any areas on or around the Yes

location which are occupied by sensitive Atharagalla Junior School, Menikhinna Central College, A. Rathnayake Central College, land uses e.g. hospitals, schools, places Pathadumbara Maha Vidyalaya, and Madina Natinoal School are the main schools located of worship, community facilities, which on this road trace. Of them Atharagalla Junior school, Pathadumbara Maha Vidyalaya and could be affected by the project Mekihinna Central College, is located little away from the main road and a strip of about 100m exists between the road and the Madina school. However A. Rathnayake Central college is located just adjacent to the main road. Loyal Ladies college and Polwatta college at 4+ 600 sections is located much away from the main road.

There are several places of worship such as Gangathilake Maha Viharaya, Ganadevi Kovila, Siddhartha Pothgul Viharaya, Sri Vivekaramaya, Salawana Bodi Viharaya, However they are not directly affected by the project due to location away from the road trace.

Manikhinna Divisional hospital, The hospital and the MOH office is located close to the road and a part of the canteen of the hospital would be affected for road widening.

Of the many schools (i.e. Atharagalle Junior School, A. Rathnayake Central School, Pathadumbara Maha Vidyaloaya, Madeena Natinoal School, Loyal ladies College, Samudradevi Girls School – only A. Rathnayake Central College will be affected as part of its retaining wall falls into the road trace.

However since these sensitive land uses particularly schools and hospitals attract a large number of people (school children, teachers, parents, patients) there exist a potential danger particularly in the morning and evening hours and also inconvenience due to creation of dust and noise.

20 Are there any areas on or around the Yes Low location which contain important, high Habitats connected with Mahaweli River may be affected due to surface runoff bringing in quality or scarce resources e.g. additional loading of suspended particles together with high levels of bituminous material, oil groundwater, surface waters, forestry, and grease during construction. agriculture, fisheries, tourism, minerals, which could be affected by the project? Part of paddy fields found around Chainages between 8 + 360 ~ 8 + 420, 9 + 280 ~ 9 + 380, 10 + 880 ~ 10 + 960) in Madawala – Rajawella road (Figures 18.1, 18.2, 20.8, 24.1 and 24.2) could be affected due to siltation from eroded material. However, ensuring construction best practices may reduce the risk of contamination of agricultural lands, hence effects are low risk. The areas along Mahaweli River from Polgolla to Katugastota contain water front scenic value and tourist interest. However at present such value is not optimized. The project will not involve in creating negative impact on this scenic value. During the operation period due to the opening up of such areas it will create a better incentive for developers to invest in tourist and recreational related projects that will make a positive impact on the local economy

21 Are there any areas on or around the No location which are already subject to pollution or environmental damage e.g. where existing legal environmental

38 standards are exceeded, which could be affected by the project?

7b. Environmental Management Plan during construction phase Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities

1. Traffic Management Physical: Physical: Specific Locations: Traffic congestions and diversions may generally Detail traffic control plan should be formulated and submitted for Entire road strech increase noise levels. Further, there may be Engineer’s approval before construction work commences. This plan sporadic events of high vibrations due to heavy should specify temporary diversions (if any) details of arrangements for construction under traffic (covered below), and details of traffic vehicle movements. Also in the case of traffic arrangements after cessation of work or work during night time. diversion there may be increased air pollution which may be aggravated under different Closure of lanes should be allowed only during time intervals of less meteorological conditions. traffic. During peak hours such closures should be limited as practical as possible.

This plan should take into consideration extra precaution when managing traffic near the school at chaniange 5+550 particularly at the time the school starts and ends. Care should be taken not to create high noise levels during night time particularly during sleeping hours. The interim standard on vibration levels caused by vehicular movement should be complied with.

The regulations on Motor traffic (dimensions and gross vehicular weights) of 2004 should be adhered to in controlling the maximum axel loads for given roads. Idling of vehicles should be controlled as practical as possible in order to lessen the air pollution events. Ecological:No impact

Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities

Social: In the case of closing one lane for traffic during Social: construction there will be traffic congestions Proper signage must be erected together with traffic diversion and control causing delays. In addition, diversion of traffic to by contractor’s personnel. Appropriate signage should be posted on other routes will also create considerable traffic affected roadways, and residents/commercial establishments should be congestions in the other routes as well. informed of any traffic diversions and restriction of entry during construction. Provision of adequate signaling to keep the drivers well informed of the construction so as to divert the traffic among several parallel roads to minimize impacts on few adjacent roads should be carried out. Parking lots should be aligned away from existing road boundary. It is planned to implement the construction work section by section so that only a few number of temporary parking would be necessary. Construction vehicles and equipment should be parked at suitable locations without parking along road sides. Implmentation Responsibility : Contractor 2. Site clearing and preliminaries

3a) Removal of trees Physical Physical Specific Locations: Removal of trees may create sporadic high noise Use of mechanically driven saw blades will make the noise levels restrict Provided under levels however they seem to be only temporary. to only a short period of time. Table 4, section 7a,

Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities bullet 15. Ecological Ecological Loss of soil stability, shade and habitat It is essential to accept that construction project cannot be executed without removing existing trees up to a certain extent.

In order to enhance the soil stability after removal of tree species

artificial/engineered structures can be used. In addition, large holes may be created after removing of trees, therefore immediate filling is vital in order to avoid water logging and accidents. It is not necessary to remove large trees for the proposed project that are situated at the edge/ middle of the pedestrian walk way (Table 7.1). These trees should be preserved during construction and incorporated into the road layout, unless there is a major safety hazard. Branches that are a safety hazard and obstructing construction activites can be trimmed, if

required.

Suitable plant species such as Madhuka longifolia (Mee), Terminalia arjuna (Kumbuk), Tectona grandis (Teak) and Mesua ferrea (Na) can be planted to compensate the damage caused to the environment due to construction activities.

Social Social Establishment of proper signage, notice to public and proper security Disturbance to pedestrians and potential danger procedures have to be adopted. to pedestrians and nearby residential and commercial establishments.

Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities

Implmentation Responsibility : RDA design team and Contractor.

3b) Removal of over Physical Physical burden Removal of overburden particularly in shoulders Frequent wetting may reduce the air-borne particles hence lesser nuisance Specific Locations: may create air pollution in terms of suspended to neighboring community. Entire road length particulate matters. Provide temporary protection against erosion, divert waterways/provide Erosion risk due to exposed slopes, disruption to temporary drainage, locate soil stockpiles outside drainage paths, provide existing drainage paths, washout of fines and temporary barriers at canal inlets and gullies to avoid movement of silting of waterways, local earth slips due to soil increased volumes of solid materials from stockpiles to rivers/streams at over saturation the construction stage, schedule activities during dry periods, adequate slope protection where necessary

Implmentation Responsibility : Contractor

3c) Relocation of Physical Physical services: Fugitive dust and high noise levels will be Prior consultation and consent should be taken from relevant service electricity poles, emanated from machinery and equipment being provider if sections of utility lines need to be shifted due to design telephone, water used. requirements or shift in alignment. supply lines, Dust barriers during excavation in front of residences, and sensitive SLT switch Localized ponding/inundation due to disruption locations such as the places of worship should be placed if the wind boards, to existing drainage paths and erosion risk blowing dust becomes a nuisance. transformers, Inconvenience to public due to temporary Construction equipment and machinery should be maintained in good manholes etc. interruption of services condition so as not to have air pollutants being escaped in unusual manner.

Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities

Specific Unsafe roadside conditions due to excavations Use of heavy construction equipment and plants should be discouraged. Locations: and trenching, storage of equipment, poles, All equipment and machinery (such as compacters and vibrators) should Entire road material etc., Parking and operation of heavy be operated with exhaust silencers to limit generation of noise not to length machinery will inconvenience the neighborhood exceed 75 dB as practical as possible. Regular maintenance of all due to congestion of roads. construction vehicles and machinery to meet noise control regulations stipulated by the CEA in 1996 (Gazette Extra Ordinary, No 924/12) is recomended. It will be ensured that the levels of intermittent vibration (in ppv) would be less than the 2.25 mm/sec at 1 Hz to avoid human discomfort and inconvenience as per the Interim Standards for Vibration of the Operation of Machinery, Construction Activities and Vehicle Movement and Traffic. Working time should be restricted for noise generation activities and carried out only from 6.00 am to 9.00 pm. Adequate shoring at a predetermined spacing should be provided for any excavation beyond safe open excavation depth (approximately > 2 ft) for sandy soil layers. Dewatering should be carried out to avoid build-up up of pore pressure in the soil structure and transport of fine grains. Properly divert waterways/provide temporary drainage, provide manholes/gullies/grates, drains, leadaway canals following proper design guidelines Social Social Disruption to servicers (electricity, water, Close coordination and liaising with service providers is very important for telecommunication) of the households and speedy completion of service relocations. Organize with the service commercial establishments living in the providing institutions (NWSDB, SLT, CEB) to provide alternative

Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities

catchment areas connections before relocation of the services or soon after the relocation. Advanced scheduling and informing people in the area of service disruptions is important so that they can be prepared. Ensure that the relocations, repairs and maintenance work to service lines are completed as a priority intervention with minimum duration. Also, schedule such relocation work in small area clusters, so that the area affected is smaller as possible at a time. Arrange alternative arrangements for the needy, such as provision of water through bowsers if water supply to a particular area is disrupted.

Implmentation Responsibility : Contractor

3.d) Erection of Physical Physical temporary labour Erection of temporary huts may create noise If the contractor is operating labor camps, he shall provide and maintain camps levels to be high and it may create a nuisance to necessary (temporary) living accommodation and ancillary facilities for Specific nearby residences in terms of smoke as they start labor (as per the requirement) according to standards and scale approved by the Engineer Locations: Not cooking in open areas.

known At the labor camp sufficient number of bathing facilities, latrines and urinals (with properly designed sewage and wastewater disposal) must be provided for men and women separately. These latrines must be cleaned daily and kept in a good sanitary condition.

The labor camps must be provided with drinking water supply. Garbage bins must be provided at the labor camps as well as the work sites,

Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities

regularly emptied and the garbage disposed of to a KMC collection point. Proper rules should be laid out to workers so as not to cause nuisance in terms of noise or smoke to neighbouring areas.

Solid waste generated during day today activities should be collected in

bins and disposed to the municipal waste collection site.

Once the project is over, the temporary camps and facilities will be removed and the site must be restored to its original condition.

Ecological Ecological Loss of soil stability It is important to establish temporary material yards and labour camps, if any. in barren land to avoid removal of trees.

Site rehabilitation is essential after removal of temporary labour camps.

Social Social Such camps may create social conflicts if the Select workers from the local areas; workers from outside behave in socially Select sites for labor camps away from residential areas; unacceptable manner in the project site. Educate the workers of behavior acceptable to the community.

Implmentation Responsibility : Contractor

Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities

3.Material Usage

4a) Material Physical Physical procurement Material procurement involves harnessing and Material procumbent should be carried out only from places where loading to vehicles and it will create both noise environmental clearance or environmental protection license is obtained. If and dust problems. new places are to be found for material exploitations GSBM license should be obtained.

Ecological Ecological The existing material procurement sites should be used as much as Loss of habitat for floral and faunal species possible. If new sites are acquired, proper site selection guidelines must be Creates breeding grounds for vectors followed. After materials are extracted from site such as gravel pits and mining sites, it should be rehabilitated. Soil removed from cutting activities of bend correction can be used to rehabilitate material procurement sites if economically viable. These material procurement sites could be used to replant floral species to compensate for the loss of trees during site clearance of the road after rehabilitating.

Implmentation Responsibility : Contractor

4b) Material Physical Physical Transportation Dust and noise together with vibrations may be Proper covering of all materials is essential during transportation of very likely from the transportation of materials to materials to the site. All vehicles, equipment and machineries used for construction shall be

Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities

the site. regularly maintained in order to ensure that emission levels comply with the relevant standards stipulated under the National Environmental Act. They must be well maintained and regularly services and have obtained the certificate for Vehicular Emission Test (VET). The regulations on Motor traffic (dimensions and gross vehicular weights) of 2004 should be adhered to in controlling the maximum axel loads for given roads. Idling of vehicles should be controlled as practical as possible in order to lessen the air pollution events. It will be ensured that the levels of intermittent vibration (in ppv) would be less than the 2.25 mm/sec at 1 Hz to avoid human discomfort and

inconvenience as per the Interim Standards for Vibration of the Operation of Machinery, Construction Activities and Vehicle Movement & Traffic. Overloading of vehicles with materials should be controlled as practical as possible as the proposed road comprises a significant number of bends and

high gradients.

Ecological

Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities

Spread of invasive weed species Make sure that material (especially gravel and earth) is free from any invasive species used for filling. To minimize the spread of invasive

species, it is better to select fill material from the negihbourhood areas where the ecological conditions and soil conditions are more or less the same. If engineering requirements are fulfilled, soil removed from cutting activities can be used for filling activities in appropriate places.

Social Social Engagement of heavy vehicles for material transportation will create nuisance and danger to Advice the heavy vehicle operators / drivers to take extra care particularly the pedestrians particularly to the school children near the schools and religious places.

in the schools and pre-schools. Avoid material transportation during school hours

Implmentation Responsibility : Contractor

4c) Material storage Physical Physical Emission of dust due to stockpiling and All construction materials (sand, gravel, aggregates, cement, bituminous subsequent transport is very likely. products) should be stored with proper covers at designated places along the road trace. Road traces near the river and streams crossing the area Erosion of material during rains; Stock piling of shoud be avoided for stockpiling of materials. soil, debris and other material may block surface drainage paths causing localized flooding during Disturbance to the soil, cutting & filling, and storage of construction constructional and operational periods. material within the site could potentially contaminate the surface runoff,

Key project Potential Environmental Effects Mitigation Measures and implementation responsibility activities

If not properly stored and adequately covered, notably increasing the turbidity during construction. fine material washout may significantly degrade Erosion control practices should be implemented, where necessary, during surface water quality construction to limit turbidity and silt transport off site. Rainy season should be avoided as practical as possible. If any case rainy period is unavoidable, it is necessary to make sure to have temporary drainage so as

to drain off the rain water.

Material recycling and proper scheduling of ordering and disposal should be promoted to avoid unnecessarily maintaining material/debris stockpiles for extended periods. Ecological Ecological Loss of habitat for animals and plants Temporary yards for material storage should be constructed always on Increased turbidity in water ways damages the barren lands. Further it is essential not to store material such as gravel and habitats of important fish species in Mahaweli sand along Mahaweli River bank. River. Material stored should be properly covered to avoid surface runoff during rainy season. Social Social Material storage near or at the road side will Materials should be stored so as not to pose any dangers to pedestrians, obstruct pedestrian movements. Such material cyclists, and other road users. Material storage should not obstruct or heaps by the road side will pose dangers to motor block access to houses and foot paths. and pedal cyclists. Implmentation Responsibility : Contractor

5. Cut and fill activities Physical Physical Specific Locations: Emission of air pollutants during cut and fill is Suitable surface finishing (paving or turfing and concrete/asphalt cover Mainly in two very likely. where necessary) should be provided to minimize erosion of new places, Digana and formations and also to ensure ease of access to regular maintenance Open excavation of deep trenches in loose soil on Madawela junctions activities. slopes may cause slope failures in vertical faces. where bend If adequate capacities, required minimum slopes, Appropriate washing facilities and locations for vehicles and equipment corrections will be and proper aligning of pipelines are not properly need to be provided. All vehicles, plant and equipment (including hand made. addressed, undesirable ponding, spilling and tools such as shovels) will be inspected by the Engineer before being excessive siltation or erosion/cavitations may certified clean. lead the drainage network to fail before its Equipment and vehicles will be cleaned in designated cleaning-up sites intended design life. before leaving weed infested areas or entering weed free areas. High noise and vibration levels are likely from No high noise generating machinery is encouraged. Extreme precautions equipment and machinery. should be taken on compacting or vibrating machines which will be If excavated areas are not properly back-filled operated only during day-light hours. using suitable material and compacted Suitable back-fill material (soil) with required grading and strength adequately, uneven settlements may cause characteristics should be used either from on-site burrow areas or outside. leakages, deformation leading to cracks and eventual failure of anchorages and pipelines. Proper compaction to achieve reasonable strength should be adopted to avoid differential settlements and fissures/cracks. Establishment of nuisance weed species in the project area or spoil disposal area due to All equipment and machinery must be checked for their workability introduction through imported raw/ new material performances on regular basis. may be possible. Spoil that is not utilized for fill should be disposed of at locations Slope failures/local earth slips, disruption to approved by the engineer in a manner that would not create any

51 existing drainage paths, erosion and washout of environmental impacts. fines silting downstream water bodies, Maintain naturally stable slopes in cut/fill sections, provide temporary slope/embankment protection (sheetpiles/shoring/props) where necessary, provide temporary drainage diverting flows outside cut/fill locations,

provide silt screens/barriers

Ecological: Ecological: Care should be exercised to control erosion laden with silt, sediment or Contamination of surface warer. The Mahaweli any other colloidal material reaching surface waters, where necessary. river at these two locations are not nearby, hence Therefore it is strongly recommend to adhere above mentioned direct impacts will be minimal. precautionary measures.

Appropriate silt traps should be used to control silt run-off until the cuts and fills are stabilized. The specific recommendations for silt control by means of embankment protection and enhanced drainage facilities are elaborated by RDA design team.

Turfing should be done on cuts and fills, ensure as much as possible to source turf from the local area Cutting will damage root structures of trees which are not intended to be removed. Therefore, care should be taken to trim only roods that are protruding.

Social Social If steps are removed as a result of cuts, proper access should be provided There are a few locations of the project site to such land use ctivities. The contractors should make sure that there are

where cut and fill operations are envisaged, no obstructions and/or disturbances caused to the day-to-day activities of particulalry at the Digana junction curve general public as a result of cut and fill activities. correction and Madawala junction opposite Households should be assured of safety by way of ensuring stable slopes Madina National School curve correction. by suitable slope strengthen interventions. Both the locations have built up areas both

private and public land uses. Thus such cut and fill activities can obstruct and/or block access to houses and foot paths and also create danger due to use of heavy equipment. Implmentation Responsibility : Contractor

6 Drilling activities Physical Physical Specific Locations: In the case of blasting of rock masses drilling has Minimal scope of rock blasting/drilling is expected as per the proposed Near the Digana and to be carried out making high noise levels. road improvements. Madawela junctions Even sporadic episodes of vibrations are very If required, drilling has to be carried out only during daytime; no such likely. activities must be undertaken during nighttime casing nuisance to neighbouring people. Fugitive dust will emanate due to drilling activities Drilling should be done with machinery driven hydraulically but not by pneumatically.

Drilling plan should be prepared inclusive of place to be drilled and time

taken and it will be notified to the people prior to the operations begin. Extreme care should be observed if drilling is undertaken in sensitive areas such as the Schools mentioned above and vibrationless drilling is encouraged in such areas. It will be ensured that the levels of intermittent vibration (in ppv) would be less than the 2.25 mm/sec at 1 Hz to avoid human discomfort and inconvenience as per the Interim Standards for

Vibration of the Operation of Machinery, Construction Activities and Vehicle Movement & Traffic. The same developed for the integrity of

buildings should also be adhered to.

Control of dust levels could be practiced with frequent wetting of rock surfaces. Social Social Extreme precautions should be taken so as not to have vibration levels Impacts on the Archeological sites if drilling is more than permissible levels stipulated in the Interim Standard on undertaken in the buffer zone of Sri Siddartha Vibration Control stipulated by CEA. Pothgul Viharaya and Kondadeniya Raja Maha During the operations in these areas relevant institutions (i.e., Department viharaya located closer to the road trace. This of Archaeology) should be consulted prior to such operations and closely should be monitored during implementation. monitored for any structural damages from vibration.

However, drilling is planned for only at sections close to Digana and Madawala Junctions and the impacts are mitigable by adopting proper construction practices following the given guidelines.

Implmentation Responsibility : Contractor

7. Rock blasting Physical Physical Specific Locations: Fugitive dust particles are very likely to be Minimal scope of rock blasting/drilling is expected as per the proposed Near the Digana and airborne. road improvements. Madawela junctions High vibrations are likely. If rock blasting/drilling is required, control of dust levels could be practiced with frequent wetting of rock surfaces. Disintegrated rock pieces will fly into the nearby areas perhaps damaging properties or even Blasting plan should be prepared inclusive of place to be blast and time

creating human injuries if conventional blasting taken and it will be notified to the people prior to the operations begin. techniques are employed. Extreme care should be observed in sensitive area where chemical blasting or the conventional blasting with lesser amount of detonators is

encouraged. It will be ensured that the levels of intermittent vibration (in ppv) would comply with the interim standard on vibration for blasting activities. All affected should be investigated and their damages should be compensated.

Social Social If rock blasting takes place near archaeological Extreme precautions should be taken so as not to have vibration levels sites (as the buffer zones of two archaeological more than permissible levels stipulated in the Interim Standard on sites (within 100 m), namely Sri Siddartha Vibration Control stipulated by CEA. Pothgul Viharaya and Kondadeniya Raja Maha During the operations in these areas relevant institutions (i.e. Department viharaya are located near the project site), there is of Archaeology) should be consulted prior to such operations. a possibility of impact on those sites. Establish adequate sign boards; inform people in the catchment area If the blasting of rocks takes place near the places deploy best engineering practices. of heavy public movements such as schools and

religious places, potential danger exists to the children, pedestrians. However, rock blasting is planned for only at sections close to Digana and Madawala Junctions,thus the effects are minimized.

8. Curve correction Physical Physical Specific Locations: As same as cut and fill As same as cut and fill

Near the Digana and Ecological Ecological Madawela junctions As same as cut and fill As same as cut and fill

Social Social

Two places where curve corrections are Restrict construction activities particularly during school hours and envisaged (i) Digana Junction and (ii) Opposite provide adequate sign boards and educate pedestrians. Madina National School, Madawala are critical due to heavy pedestrian movement and that can Provide alternative accommodation for the three wheeler park and retail create an adverse impacts for pedestrians and in outlets at the Digana junction in consultation with the local authority and Digana junction the three wheeler park and the divisional secretary. several retail outlets located on the road reservation have to be re-located. Both these locations curve correction is carried out towards the hilly area creating potential dangers due to rock blasting and earth moving

activities.

Implmentation Responsibility : Contractor

9. Correction of Physical Physical gradient As same as cut and fill As same as cut and fill Specific Locations : Social Social As identified by RDA Disturbance to pedestrian movement, particularly Design the construction programme in such a way so as to avoid school to school children, traffic congestion hours and make adequate precautions for better traffic management

Implmentation Responsibility : Contractor

10 Construction of carriageway

10a) Base correction Physical Physical Specific Locations : Fugitive dust particles are very likely to be air- Wetting of surfaces so as not to affect the dry density of material in the Entire road length borne. base should be encouraged. It is only sprinkling that is advised for this activity otherwise compaction may not be archived as required. High noise levels from compactors are likely. Deployment off well maintained vehicular fleet will lessen the noise levels

emanating from such operations

Social Social Design the construction programme in such a way so as to avoid school Disturbance to pedestrian movement, particularly hours and make adequate precautions for better traffic management to school children, traffic congestion

Implmentation Responsibility : Contractor

10b) Sub grade Physical Physical correction As same as base correction As same as base correction Specific Locations : Social Social Entire road length Disturbance to pedestrian movement, particularly Design the construction programme in such a way so as to avoid school to school children, traffic congestion hours and make adequate precautions for better traffic management

Implmentation Responsibility : Contractor

10c) Overlay Physical Physical Specific Locations : Hazardous material of bitumen is used here Use of bitumen should be carried out with extreme care with minimum Entire road length which may cause inhalation of VOCs by the inhalations of its fumes. Heating of bitumen laden material should be done neighbouring people. with extreme cautions as it is perceived to be carcinogenic.

Personal protective clothing and devices are encouraged for workers. (see below)

Social Social Disturbance to pedestrian movement, particularly to school children is possible. Traffic congestion Design the construction programme in such a way so as to avoid school can occur during overlay. hours for overlay operations or make adequate precautions for better traffic management

Implmentation Responsibility : Contractor

10d) Shoulders and Physical Physical walkways As same as base correction and overlay As same as base correction and overlay Specific Locations : Ecological Ecological Entire road length Removal of trees in places where widening is It is not necessary to remove trees mentioned in Table 7.1 although they essential are situated in the middle/ at the edge of the walkway. These trees can be kept undisturbed while the construction activities are carried out. Increased turbidity in water ways damages the habitats of important fish species in Mahaweli Increase road side planting in suitable places to compensate the removal of

River. small shrubs and herbs during site clearance. Increase road side planting in suitable places to compensate the removal of tress.

Social Social Special and dedicated paths for pedestrian movements should be provided, Disturbances to pedestrian movements would especially locations close to schools. occur. Safety of pedestrians and cyclists is affected. Safety of persons using public transport has to be ensured. Temporary shelter has to be provided if bus halts are removed. Parking bays are affected, and people using public transport will have limited space by the road side. Such opersons will be inconvenienced,

if bus halts are removed, especially during sunny weather and rains. Implmentation Responsibility : Contractor

10e) Marking and Physical Physical signage VOCs (Please expand) are likely to be emanated Personal protective clothing and devices are encouraged for workers.

Implmentation Responsibility : Contractor

11 Embankment Protection

11a) Slope Physical Physical stabilization Slope/embankment failure prior to protection and The Landslide Studies and Services Division of the National Building

during compaction, embankment failure due to Research Organization (NBRO) has reported that no locations with inadequate drainage and soil over saturation significant landslide risk (potentially vulnerable areas) are located in the Specific road stretch and thus, detailed designing and implementation of specific Locations : Other impacts are similar to that for cut and fill structural mitigation measures are not required. Therefore, nominal Locations provisions for embankment strengthening, enhanced drainage and silt provided in the control in the below identified sections with steep exposed slopes as table attached. provided in the design proposals are deemed adequate.

Schedule of Retaining/Toe Walls

Other mitigation measures are similar to that for cut and fill

Social Social Two places where slope stabilization are Similar to section 8 above. envisaged are (i) Digana Junction and (ii) Opposite Madina National School, Madawala are critical due to heavy pedestrian movement and that can create an adverse impacts for pedestrians and in Digana junction the three wheeler park and several retail outlets located on the road reservation have to be re-located. Both these locations curve correction is carried out towards the hilly areas creating potential dangers due to rock blasting and earth moving activities. Similar activities are expected during slope stabilization activities which will be required after curve corrections are established.

Implmentation Responsibility : RDA Design team

11b) Landslide Physical Physical correction Local earthslips, Embankment failures are Provide nominal embankment strengthening, enhanced drainage and silt Specific possible control in the identified sections with steep exposed slopes as provided in Locations : the design proposals. Refer Section 11a for further details. Proper Locations Temporary noise and fugitive dust emission is monitoring during construction and service phases should be planned and provided in the likely. implemented. table attached. Social Social Carrying out of comprehensive geo technical investigations before No land slide sites have been recorded in the commencement of the construction work and providing adequate study area. However due to destabilizing of the information to people in the area regarding potential danger if exist in slopes at Digana junction and Madawala due to consultation with the district secretary. curve correction, potentials for land slide exist in

those areas. Implmentation Responsibility : RDA Design team

12 Drainage enhancement

12a) Provision of Physical Physical temporary Blockage to existing drainage paths, localized Divert existing flows ensuring proper flow conveyance and connectivity drainage flooding, increased erosion risk with especially at cut/fill and other construction locations Specific exposed/newly constructed and unprotected Locations : surfaces/slopes, increased landslide risk due to Depending onsite disrupted drainage and soil over saturation

62 requiremets

12b) Culverts and Physical Physical bridges Blockage to existing drainage paths, localized Designs for bridges should confirm to the requirements of the “Bridge Specific flooding, disruption to traffic & pedestrians Design Manual” of RDA considering a flood return period of 100 years. Locations : during construction For culverts appropriate designs should be considered to allow sheath flow Existing or cross drainage without any blocking. culvert/bridge Divert flows and ensure safe pedestrian passage prior to construction, Use locations appropriate opening sizes following design guidelines when existing structures are to be modified/replaced/renovated (RDA Bridge Design Guideline and opening sizes for appropriate design return period peak flows and freeboard).

Use minimum culvert sizes of 0.9 m diameter for hume pipe culverts and 1.2 x 1.0 m (width x depth) for box culverts for maintenance purposes Implmentation Responsibility : RDA Design team and Contractor during implementation

12 c) Roadside Physical Physical drainage Roadside ponding, erosion risk, silting of Provide roadside storm water drains, gullies, grates, leadaway canals Specific downstream water bodies, danger to traffic and following proper guidelines and ensuring enhanced flow conveyance and Locations : pedestrians connectivity, Provide toe drains at sections with slopes/embankments, Use Entire road lined drains with drop structures at sections with high road gradients, length Ensure precautions against gully/grate blocking due to silting/debris.

Implmentation Responsibility : RDA Design team

13. Solid, Physical Physical hazardous waste Improper disposal may create foul odour, more Proper management taking into account generation loads, temporary and debris mosquito breeding sites, unpleasant visual storage, transportation, sorting and final disposal should be in place where management quality, increased flies rodents and stray animals. such materials are generated. All debris and residual spoil material including any left earth must be disposed of in locations approved by the Engineer (who represents the RDA) who must co-ordinate with the KMC. If consented by the Engineer/KMC, the contractor may be able to dispose the construction debris and earth as fill material to a recommended site

When disposing debris, it must be ensured that waterways and drainage paths will not get blocked; the material will not get washed away by runoff and will not be a nuisance to the public.

It must be also ensured that excavated earth material and construction debris are not stockpiled at different locations along the constructed roadway but swiftly disposed to recommended sites as instructed by the engineer.

When transporting spoil and debris should be covered with tarpaulin.

Hazardous materials, such as left over paints, waste oil and butimen, should be handled by competent authorities who are registered with CEA. The contractor has to provide the Engineer a list of potentially harmful or hazardous chemicals/products before commencing operations and ensure he keeps the Engineer informed as to how he has disposed of these chemicals/products.

Implmentation Responsibility : Contractor

Contractor must comply with the provisions in Health and Safety 14. Health and Lack of proper health and safety standards will regulations under the Factory ordinance with regards to provisions of Safety of workers put the workers and the public at risk from health and safety measures and amenities at work places. and the public accidents and respiratory/auditory health impacts Specific Ensure appropriate safety equipment, tools and protective clothing are provided to workers and that safe working methods are applied. A safety Locations : inspection checklist should be prepared taking into consideration what the Entire road workers are supposed to be wearing and monitored during specific length construction activities. . No paint containing lead or lead products will be used. Facemasks shall be supplied to workers who are working in spray painting or scraping lead paint.

All reasonable precautions must be taken in order to prevent any danger of the workers and the public from accidents by providing. • delineation devices such as cones, lights, tubular markers, orange and white strips and barricades are erected to inform oncoming vehicular traffic and pedestrians in the area about work zones. • signposts and flash lamps in nighttime to warn of all digging and installing work that are not completed • dangerous warning signs to inform public of particular dangers and to keepthe public away from such hazards. • swift rehabilitation of trenches progressively once work is completed. • barricades such as humps around excavated areas with proper sign boards especially during heavy rain when work has to be stopped. • The safety inspection checklist must look to see that the delineation devices are used, whether they are appropriately positioned, if they are easily identifiable and whether they are reflective.

Ensure prevention of risks from electrocution by regular inspection and maintainance of all electric power driven machines used on the construction site. They must be kept away from permanent/temporary

pedestrian walkways.

Ensure basic emergency aid service is in place in the work zone Ensure training of basic health and safety is be provided to the work force prior to commencement of construction where emphasis on all the above critical factors are emphasized. Locations for material storage should be identified prior to commencing 15 General site Poor site management practices can lead to work and approved by the Engineer. As the Road and the surrounding area management numerous adverse enviornmnetal impacts that is built storage space will be limited. Selection of storage locations should aspects can be easily mitigated, hence this is an important avoid being close to sensitive receptors such as schools, hospitals and area to be strongly monitored. Specific places where crowds congregate.

Locations : All cement, bitumen (barrels), oil and other chemicals such as paint should Entire road be stored and handled on an impervious surface above ground level. length The storage location for these products should be enclosed and not exposed to rain and storm water run off

A temporary ridge should be constructed with suitable material around such places to avoid storm water getting in.

The contractor must avoid overloaded trucks to bring material to construction sites. During transport the material should be covered with Tarpaulin

Construction vehicles, machinery and equipment must be used and stationed only in areas of work and any other area approved by the Engineer. Entry and exit points for construction vehicles should be defined and instructed by the Engineer

No activity should lead to the destruction of ground cover and vegetation unnecessarily and the contractor must instruct its staff adequately about this

Vehicle/machinery and equipment servicing and maintenance work must be carried out only in designated locations and should strictly avoid sensitive areas closer to waterways.

If the contractor intends to set up his own vehicle servicing yard, he should obtain an EPL from the CEA

If there is a spillage of petroleum products from storage tanks and containers, immediate corrective measures should be taken to arrest pollution especially in areas closer to waterways.

Once work is completed, these service yards must be restored back to its initial status and this will be considered as incidental to work.

Noisy construction work such as crushing, concrete mixing and batching should be carried out at least 150 m away from closest habitation. If the contractor operates Hot mix/Batching/Crusher plants or if outsourced, the plant operations shall be undertaken in accordance with CEA guidelines/conditions and operated with an Environmental Protection License in order to minimize noise pollution.

Implementation Responsibility : Contractor

7c. Environmental Management Plan during operation phase

Key project activities Potential Environmental Effects Mitigation Measures

1. Drainage management Physical Physical Localized flooding (sideways and carriageway)/canal or Regular monitoring and routine maintenance practices to drain overtopping due to blockage of drains/gullies/grates ensure that drainage systems are in proper order especially due to silting/debris accumulation prior to monsoon rain season and after extreme storm events Social Blockage to side drains due to improper handling of Social commercial activities by street vendors, retail outlets and Carry out advocacy programmes. service industries.

2. Enhanced traffic Physical Physical In the case of increased traffic there will be traffic Signage clearly indicating speed limits is of paramount in congestions causing delays. In addition, diversion of this route. traffic by motorists to other routes will also create The interim standard on vibration levels caused by considerable traffic in the other routes as well. With vehicular movement should be complied with. The enhanced traffic, increased noise levels could be regulations on Motor traffic (dimensions and gross observed particularly due to the road surfaces being in vehicular weights) of 2004 should be adhered to in good conditions, which in turn help motorist to go fast. controlling the maximum axel loads for this improved Further there may be sporadic events of high vibrations road. Idling of vehicles at road sides should be controlled due to heavy vehicle movements as more heavy vehicles as practical as possible in order to lessen the air pollution are expected in this route. This enhanced traffic will be events and also the possible traffic jams. responsible for increased air pollution which may be Proper signage is necessary is important to indicate bends aggravated under different meteorological conditions. and other critical aspects in the road trace. Parking lots should be aligned away from shoulders.

Social Social

Speeding up of vehicles by motorists and potential Strict speed control, establishment of speed control signals accidents at critical locations and provide adequate advocacy. 3. Flood management Physical Physical No flood risk is envisaged in the road stretch Not necessary

4. Regular maintenance Physical Physical Monitoring for drainage issues/blocked drains/culverts Desilting of blocked drains/culverts Maintenance repairs may create high noise levels on Carrying out of such repair work should be limited only to temporary basis. daytime.

Social Social Inadequate maintenance will create nuisance to public Establish a regular maintenance programme and educate such as collection of garbage in side drains and dust on public and street vendors on the benefit of good road the road sides and odor due to stagnation of wastewater maintenance habits. in drains

8. Conclusion and Screening Decision

Summary of environmental impacts: The road proposed for rehabilitation is an existing road which is currently serving as a main artery for vehicles moving from the North of Kandy city to the east and south-east. All rehabilitaton work will take place on the exisiting ROW excepting at Digana and Madawala junctions where bend corrections will be made by cutting into the embankment on the LHS. Considering the physical characteristics of the area and the proposed interventions, most of the environmental impacts described in the EMP caused by project activities are not expected to have any signififcant impact and are related to dust/noise generation, siltation, safety hazards, traffic congestion and other general impacts which can be mitigated with good construction, site management and public safety practices.

Chainges from 0 + 000 ~ 2 + 280 where the road travels within the 60 m buffer of the Mahaweli river is a sensitive area according to the sensitive area classification of the Central Environmental Authority. However, impacts to the riverine habitat from silt laden surface run off is considered insignificant given that this can be easily mitigated where the road is directly exposed to the buffer zone (which is a short stretch given that most of the roadside is built or vegetated).

Similarly, impacts to archaeological sites are also considered low as they are located away from the road and away from locations where limited drilling and rock removal will take place near the Digana and Madawela junctions. However, consultations with the CEA and the Department of Archaeology is recommended to obtain their no objection given the following considerations;

With regards to landslide mitigation, the RDA has incorporated suitable slope stabilization structures in critical locations, especially near the Digana junction where the curve correction will require cutting into the hill embankment, The National Building Research Oroganization (NBRO) which is the Government Authority on landslide protection has inspected the road and reported that no locations with significant landslide risk (potentially vulnerable areas) are located in the road stretch and thus, detailed designing and implementation of specific structural mitigation measures are not required. Therefore, nominal provisions for embankment strengthening, enhanced drainage and silt control in the identified sections with steep exposed slopes as provided in the design proposals are deemed adequate.

9. EMP implementation responsibilities and costs The overall responsibility of ensuring compliance with safeguard requirements lie with the PMU supported by the RDA while the contractor will be responsible for implementing the provisions of the EMP. In addition, the RDA will be directly responsible for reviewing the proposed design to ensure that all design related mitigation measures mentioned herein are implemented. The overall supervision will be carried out by the in-house staff of the PMU supported by the Engineer of RDA who is responsible for the overall design and supervision of the proposed sub-project. Any consequent design modification will be reflected in the project cost. Environmental monitoring will be carried out largely through visual observations and compliance monitoring using the checklist provided in the EMF by the Environmental Officer of the PMU and the contractor jointly. The Environmental Officer will need to visit the site on a weekly basis and report on issues and performance on EMP implementation to the RDA and PMU. .

Most of the mitigation measures described in the EMP are deemed as incidental to construction work and included in the contract. However, the following costs need to considered as specific mitigation costs.

Mitigation Measure Location Cost Soil Erosion control Between 0 + 000 ~ 2 + 280 and NBRO to estimate and give it to any other area. See 3c, 3b 5 in the RDA. EMP Temporary soild erosion control measures will be covered under temporary works of the contract. Removal of trees See table 7.1 Included in the Engineer’s estimate Dust screens for houses Whenever encountered Needs to cover them with simple coveres such as polythene or similar material. Only nominal cost should be provided under contingencies Silt barriers for canal outlets 3b When encountered Needs provision of check of EMP dams/silt traps and sediment removal. Only nominal cost should be provided under contingencies Dust control in the case of When encountered One water bowser is meant for removal of overburden as given wetting about 100 m in 3b of EMP Embankment stabilization AS given in the NBRO Included in the Engineer’s report/EMP Section 11a & 11b. estimate Vibration monitoring for Digana and Madawela & when Cost varies depending on the drilling and blasting work encountered elsewhere extent to be blast, however a contingency item has to be set aside for the contractor to be used, if needed

10. Screening Decision Recommendation:

The following measures have to be carried out as per legal requirements pertaining to geographical locations mentioned below. [00] Environmental assessment is still underway, and not final. [ Issue Chainage Recommendation Part of the road lying along Chainage from 0 Althoug impacts to the river from the proposed the buffer zone of Mahaweli + 000 ~ 2 + 280 road rehabilitation is low it will be necessary to River. obtain no objection clearance from the CEA before bid tendering,

Impact on archaeological site chainage 3+100 Althoug impacts to the temple from the proposed

71 namely Siddhartha Pothgul road rehabilitation is low it will be necessary to Viharaya obtain no objection clearance from the Department of Archaeoly and CEA before bid tendering, Also, close monitoring should be carried out if vibration generating activities are undertaken in the close proximity during implementation.

Soil erosion impacts Entire chainage As the project is located in a erodible area, given its topography, it will be necessary to obtain clearance from the Natural Resources Management Centre of the Department of Agriculture.

11. Details of Persons Responsible for the Environmental Screening

Screening report completed by Date: 07.01.2014

Dr. Mahesh Jayaweera Team Leader

University of Moratuwa Te, 0777320590

Email: [email protected]

Signature Name/Designation/Contact information

Screening report reviewed by Date

Name/Designation/Contact information Signature

Approved by Date

Name/Designation/Contact information Signature

11. Details of Persons Responsible for the Environmental Screening

(1) Dr. Mahesh Jayaweera, PhD, BSc in Civil Eng (Hons.), MIE (SL), CEng. – Team Leader (Overall coordination and planning) Experience: Team Leader/Consultant/Expert for more than 60 EIA and IEE studies during the past 15 years

(2) Dr. Jagath Manatunge, PhD, MSc, DIC, BSc in Civil Eng (Hons.), MIE (SL), CEng. – Environmental Engineer (Noise, Water, Wastewater, Vibration, Air) Experience: Team Leader/Consultant/Expert for more than 40 EIA and IEE studies during the past 12 years

(3) Dr. Lalith Rajapakse, PhD, MEng, BSc in Civil Eng (Hons.), MIE (SL), CEng. – Civil Engineer (Hydrology, Geology, other civil engineering aspects) Experience: Consultant/Expert for more than 20 EIA and IEE studies and assignments mainly related to hydrological during the past 6 years

(4) Mr. Hemantha Jayasundara, BA (Hons.), MSc (Town and Country Planning), PG Dip in Urban Development, PD Dip in Environmental Sci. –Urban Planner Experience: More than 20 years as a Consultant/Expert on Urban and Regional Planning, Urban Design, Disaster Management, Environmental Management, Projects Management etc.

(5) Ms. Samangi Hewage, M.Phil. (Botany), B.Sc (Hons) in Forestry and Environmental Science – Ecologist (Flora, Fauna, Ecosystems) Experience: more than 10 EIA and IEE studies and ecological studies during the past 3 years

References

Cooray, P.G.(1984). An introduction to the geology of Sri Lanka (Ceylon), with a foreword by John Sutton, National Museums of Sri Lanka Publication, Colombo, Sri Lanka.

Abeyratne, V.D.K. and Illeperuma, O.A. (2006); Air Pollution monitoring in the city of Kandy: possible trans boundary effects; J. Nat. Sci. Foundation, Sri Lanka; 34(3): 137-141.

Annexures

Appendix 1: Location map

K Per a ade t niy u G a – g a Hal a t lol s a uw t m a – o b Ka t e tug a ast ota (B3 65) Ro ad

a. Kandy City Map Highlighting Proposed Project Area

Ka tug ast Ma ota da – wal Ma a – da Dig wal an a(B a 205 (B2 ) 56) Ro Ro ad ad

b. Project Area (1: 50,000 topographic map of Survey Department, Sri Lanka)

Ka tug ast ota – Ma Ma da da wal wal a(B a – 205 Dig ) an Ro a ad (B2 56) Ro ad

c. Project Area (Google Street View Map)

Appendix 2: Terrain and Drainage map

Appendix 3: Sensitive Area Map

Appendix 4a: Soil map

Katug astota - Mada wala – Digana Road (B205 & B256)

Source: Survey Department, Sri Lanka

Appendix 4b: Geological map

Katug astota - Mada wala – Digana Road (B205 & B256)

Source: Survey Department, Sri Lanka

Appendix 5: LS and pictures

TC: 0+399.88 P Cooperative Rural CH B ank

ROW

ROW BW

Hospital Land CH

CT: 0+345.08 ROW ROW

CH BW ROW P ROW Mat ernit y C Dn CUL 0+380 Hom e

ROW BH CH

TC: 0+291.09 ROW 0+360

CT: 0+281.03 CH

P CH Hospit al Ward 0+340 River B ank P P Path MH CH P

From Kahalla TC: 0+221.94 Nihal's BW Hospit al Super Ward Market CH P

CT: 0+191.90 BW GP C Dn 0+320 CH GP SB

CH ROW SB

Fig. 1-2 [CH0 + 020] BW CH BW P MH ROAD Sam pat h 0+300 CH P B ank P TE P TE CH 0+280 CL P ROAD P CH P STEPS P P P 0+260 CC: 0+091.91 P P ROW P CH P 0+240 P B ank of BW

C eylon TE P 0+220 P P PAN CH Asia P 0+200 BW B ank C DN BW CL

BW 0+180 P

CH P ATM P 0+160 C DN P P

Rural 0+140 C DN Developm ent P ROW CH B ank B Wm P ROW 0+120

PATH ROW P C DN TC: 0+004.84 CH P P 0+100 BP: 0+000.00 ROW P P Ranaviru ROW TE

MomCH orial P 0+080 Hall ROAD CL

IF ROW C DN C DN & TE From Matale

0+060

NB TC B P

0+040

RW KATUGASTOTA TB P

0+020 P P

TE GP MH ROW 0+000 B odhiya GP NB

TE Tem ple RW EC B B uddha St atue

From Kandy

B RIDGE

Fig. 1-1 [CH0 + 000]

Figure 1: Chainage from 0 + 000 to 0 + 380

TC: 0+864.49

CT: 0+822.29

MDn

P CH

CH P

BW ROW

CH BW ROW

ROW BW CC: 0+768.94 CH P

ROW BW FROM MATALE ROW GP GP GP P P

CH P ROW

ROW 0+860

TC: 0+731.40 P P P Mk ROW 0+840 CH C UL CT: 0+716.76 EDn ROW

ROW 0+820

ROAD P CH Guard ROW Room P P 0+800 P Apollo

CC: 0+646.33 CC: P CC: 0+577.02 P CH P GP BW P ROW IP C UL

CH GP ROW 0+780 CH P CH CH CH BW P BW IP CH C entral Finance BW SB P BW GP C o. Lt d. EDn CH P ROW MH SB GP 0+760 ROW RW CC: 0+544.88 OB M IF B RIDGE RW ROW C Dn RAILWAY LINE ROAD ROW EDn EDn CUL ROW BW CUL 0+740 TE MH CH ROW CUL TE CL CL 0+720 BW MH ROW TC: 0+531.46 TE

GP CUL TE C Dn To KANDY River B ank0+700 GP MH P P Ty Ty 0+680 BW Garage

WPL 0+620

0+660 0+600 Garage 0+640

0+580 CH Ty 0+560 Garage

P ROW Ty LF P Post ROW 0+540 CT: 0+503.66Office

GP SF NB GP CH PB

BW LF P 0+520 BW GP Sri Lanka Telecom GP

ROW CH

BW BW

0+500

CH TE

CL ROW

LF 0+480

CH BW ROW

GP 0+460 CH BW GP Wat ch Hut ROW

P P Cooperative Rural CH B ank

BW 0+440

ROW

ROW LF TE

0+420 ROW CL BW

ROW

0+400 ROW

ROW

CUL 0+380

Figure 2: Chainage from 0 + 380 to 0 + 880

TC: 1+293.19 CH GP CUL P BW ROW GP GP ROW ROW ROW

CH 1+360 WNF CUL 1+340 B

TF ROW 1+320 CH Play Ground WNF (School)

CT: 1+241.57 RW

1+300 WNF

B RIDGE RW CH

ROAD

1+280 RW

CH WPL

TC: 1+200.80 ROW RW 1+260 CH

1+240 CH

Tim ber Shop

CH 1+220

ROW

CT: 1+137.26 ROW

P CH 1+200

ROW P

CH 1+180 MH

ROAD LF BW 1+160 CH

ROW

1+140 P BW CH BW

ROW ROW 1+120

CH BW

TC: 1+047.79

BW 1+100

1+080

P ROW Trainning C entre

ROW BW CH P GP CUL 1+060 GP

P WNF CUL Library MH CH 1+040 ROW ROW Fig. 3-1 [CH:1 +270] P

BW CH GP 1+020 ROW P GP GP ROW P

GP CH GP 1+000 CT: 0+947.54 GP GP P ROW

MH P CH MH 0+980

P CH P KMP(1) ROW

ROW 0+960

CH WF ROW

TC: 0+864.49 WNF

CH ROW BW 0+940 ROW

CH BW BW MDn CUL ROW P

P WNF 0+920 ROW

ROW CUL GP MH GP DN 0+900

BW GP GP 0+880 P

0+860 P P

Figure 3: Chainage from 0 + 880 to 1 + 340

TC: 1+610.28

CH ROAD CH CH

ROAD CH P

BW P CUL CH CH CUL P CH P

CT: 1+377.99 LF CH P P

CH ROAD P CH GP BW LF GP CUL C loc k CH GP ROW ROW MH P GP Tower

CH GP CH GP P P CF ROW CH P Play Ground P ROW

P ROAD ROW P P P P P

P P ROAD CUL P ROW

WNF ROW P

BW WNF 1+706.64 CC: MDn ROW CUL CH ROW ROW FH ROW

1+620

ROW 1+600 ROW ROW

Mk 1+640 River B ank 1+580 ROW ROW 1+560 P Toilet

CUL 1+540 1+660 ROW ROW Tem ple 1+520

BH 1+500

ROW 1+480

EDn 1+460 WT CH ROW

1+440 ROW 1+680 BH ROW

1+420 ROW 1+400 River B ank

ROW 1+380

1+360 1+340 1+700

ROW CH

Play Ground WNF ROW

(School) ROW

ROAD 1+720

WF BW

CUL P

ROW

ROW CH 1+740

CUL BW

EDn

C Dn 1+760 River B ank

BW ROAD CH

ROW CT: 1+786.41 CT:

MH ROW 1+780

BW CH ROW

EDn

ROW Fig. 4-1[CH:1 +640] 1+800

GP LWF

GP 1+820 EDn

ROW

EDn 1+840

CUL Fig. 4-2[CH:1 +860]

1+860

Figure 4: Chainage from 1 + 340 to 1 + 860

ROW 1+800

P CH

GP LWF

GP 1+820 EDn

ROW CH

PLAY

GROUND

EDn

1+840

TC: 1+862.90 TC: CUL CH

1+860 P CH ROW

1+880 P

P CH

ROW

CT: 1+908.74 CT: 1+900

River B ank

TC: 1+932.77 TC:

1+920

1+940 CH

CUL

KMP( 2 )

ROW 1+990.29 CC:

CUL Fig. 5-1 [2 + 020] 1+960

ROW CH

ROW

CT: 2+018.32 CT: 1+980

ROW River B ank CH

ROW 2+000

P CH ROW

WNF 2+052.59 TC:

2+020 CH

ROW

2+040

CUL 2+083.50 CT: CH

CUL

P 2+060 P

ROW ROW CH

ROAD TC: 2+114.63 TC:

P 2+080

P CH ROW

ROW

2+100 P CH GP River B ank SB GP

P P 2+158.41 CT:

BW 2+120

ROW CH

BW P

ROW

2+140 P P CH

ROW RW

2+194.88 TC: P

Fig. 5-2 [2 + 090] 2+160

St eps CH

ROW

CT: 2+222.47 CT: 2+180

St eps CH

2+200 CH

C uT

P 2+220

TC: 2+267.50 TC: CH

C uT ROW

Ty 2+240

River B ank ROW ROW

P 2+260

Fig. 5-3 [2 + 180] ROW ROW

ROW 2+280

2+300

Figure 5: Chainage from 1 + 840 to 2 + 280

C uT

TC: 2+267.50 TC: CH

ROW

CT: 2+285.38 CT: 2+240 CH

River B ank ROW ROW

2+260

TC: 2+306.98 TC: CH

ROW

2+280

2+300

CH CT: 2+351.94 CT:

CUL ROW

2+320 TC: 2+375.18 TC:

Garage

TE P BH WNF

CL To Doragam uwa

ROW

WNF CH 2+340 ROW TE ROAD BW B P MH

P Ty MH P

P 2+360 CH

ROW P

WNF 2+380 CL

Ty LF CH

garage Ty

garage

LF 2+400 TE Kam m ala

Ty TE Garage

CH 2+420

LF P

ROAD ROW

WLF

P CH

2+440 NB CC: 2+470.38 CC:

NBROW CH

CC: 2+488.08 CC: 2+460 ROW RW CH

TE TE CH CC: 2+775.68

P 2+480 CC: 2+522.04 CC:

CH CC: 2+559.36 CC: RW

CH CH MDn ROW

ROAD

MDn Watcher Hut 2+500 GP ROW TC: 2+750.28 P

GP CH ROW P Watcher Hut TE 2+780 NB WNF

Ty CH GP GP CH ROW TE

ROW 2+520 RW Garage TE CL P CL ROW CT: 2+726.98

2+760

P 2+628.26 CC: CUL CH TE ROW CC: 2+702.39 RW BH CH

C Dn 2+540

P CH CH

2+560 2+740 CH Ty C Dn CH CUL

P P2+580 ROW Road

TE ROW

2+600 ROW CL P TE ROW ROW P RW

ROW CL 2+620 TE 2+720

P ROW

ROW TE P

ROW 2+640

P P

2+700 ROW

ROW LF 2+660

2+680

Figure 6: Chainage from 2 + 260 to 2 + 760

CT: 2+884.10 CT: TC: 2+900.71 TC:

CH CH

ROAD

CH CH 2+939.78 CC:

P RW CH

P RW LF

Wat er CH CH RW ROW Supply RW B oard CUL

TE CC: 3+234.77

WF CH

MDn

BW MDn

CL CL TC: 3+207.38 Pipe TE CH ROW P ROW ROW CH ROAD People's Bank

ROW WNF CUL CH

ROW CH

2+860

2+840

2+880 WNF P

WLF

ROW ROW CH

2+820 NB 2+999.05 CT: 2+900 CUL TE ROW Road

CUL 2+920 GP BW WLF

C uT CH ROW ROW 2+800 GP CH CUL

2+940 LF 3+012.57 TC: TE CH TE P P Road 2+960 P 2+780 CH

CT: 3+091.41 ROW P CH WLF C uT CUL

CH St rem

Wat er LF 2+980 P Valve BW 3+240

CH Ty B 3+220

P ROW CH CH ROW Road ROW CUL ROW MH 3+200 RW P EDn ROW

ROW 3+000 B 3+180 ROW ROW RW ROW Road

LF ROW ROW 3+160 CUL P ROW TE

TE 3+140 P CL

3+020 CL WF NB TE

3+120 P TE Ty MH B Road P

P 3+100

3+040 BH P LF WF

ROW 3+080 3+060 NB

St eps

From Dam POLGOLLA

Figure 7: Chainage from 2 + 780 to 3 + 220

ROAD

ROW CH

CH TE P

TC: 3+633.17 CL TE SB

3+660 CH 3+702.19 CC: 3+640

Fig. 8-2 [CH:3+620] 3+680 B ridge

Ty 3+700 MH CH

BW Pipe Line 3+620 Ty CH

CT: 3+581.63 3+720 P CH 3+600 P ROW

Tem ple CH

CH CUL ROW 3+740 3+580 CUL Gat e ROAD TE CL ROAD RW MH ROW TE ROW

SB Gat e CH CH

TE NB 3+560 3+760 TE

Fig. 8-1 [CH:3 +580] BW

ROW CH P Tem ple SB

BW CH P

P 3+540 3+780

B CH BW ROW BW

ROW

Children Park ROW

3+520

CH SB BW ROW P CH

P NB 3+800

NB NB

TC: 3+452.93 Road BW CH Gat e ROW OPEN UNIVERSITY 3+500

ROW

ROAD ROW ARH CH

CH BW P

ROW 3+820 P

ROW WLF AdB 3+480 CT: 3+415.49 BH ROW CH PC P SB SB Gat e ROW ROW ROW P

TC: 3+375.98

CT: 3+332.18 ROW CH 3+460 Gat e BW

CC: 3+234.77

CH ROW

B WM ROW CH 3+840

CH TE ROW B P CH P 3+440 CUL Marshy Land CL Gat e BW LF TE ROAD BW Ty TE NB Road ROW EDn St eps P ROW B ARS WLF ROW

P MHT 3+420 CnB 3+860 NB ROW AdB

B WM ROW Ground ROW TE ROW CL B

ROW 3+400 TE B B B

3+380

B 3+360

3+340 Ty 3+320 3+300

3+280

LF 3+260

3+240 Ty Ty LF

Figure 8: Chainage from 3 + 240 to 3 + 840

CC: 3+702.19 CC: CH

CH CH

TC: 4+234.52 TC:

CT: 4+213.67

B CH

CH Gat e

CH ROW ARS CC: 4+170.59 SB

CH CH Ty

TC: 4+130.47 Road CH

ARS LF

CH CC: 3+812.66 CC: CH Gat e CL

CT: 4+021.66 CH ARS

ROW CUL CH CH ROW TE ROW

CH ROW CH B CC: 3+987.79 Ty LF RWm CH ARH SB

CT: 3+876.57 CT: ARH

CH ARS ARH 4+260 P CH CnB

AdB LF 4+240

RWm 4+220 TC: 3+928.16 TC: 4+200 ARS WMB WMB ARS B WM

ROW CH CH EDN

CH 4+180 TE

CH Gat e

SB SB CH RWM CH EDN CL CH ROW

TE LF ROW TE P P 4+160 CL ROW B ARH

P ARS RW TE B MHT LF ARS 4+140 ROW

ROAD B ROW ROW B WFI ROW 4+120 Gat e LF BW Gat e B WM SB ROW LF ROW 4+100 CUL TE ROW ROW B WM CUL 4+080 CL TE B WM KMP( NO4) 4+060

ROAD

Ty CL 4+040 ARH 4+020 ARH Road TE ROW B WM TE SB 4+000 ARS ROW SB

Gat e CUL ROW 3+860 SB LF Gat e LF Gat e LF LF ARH

B WM

B WM 3+980 3+880

ARH 3+900

3+960

3+920 CnB

B WM 3+940

Garage CnB

Fig. 9-1 [CH:4 +260]

Figure 9: Chainage from 3 + 860 to 4 + 260

Fig. 10-2 [CH:4 +600

CH CC: 4+433.83 CC:

CH CH

CC: 4+328.42

CH CH

ARS CH

CH B

B CH ROW MHT

St eps

CT: 4+556.37 CT: CH CH

MDn ROW CnB CH St eps CnB CnB

CH TE Gat e 4+602.11 TC:

GatB WM e CH

CL MHW EDN

St eps MHT CH Road TE B Ty

ROW CH Ty TE ARH ROW CL CH B

4+380 TE ARH

4+400 4+360 CH

Ela ROW ROW 4+420 B ridge Road

B WM LF

4+340 ARH SB

4+440 ROW CH LF B WM Gat e

CNB SB ELA 4+460 ROW 4+320 CNB CUL BH BW CNB TE CNB

CL CUL

CT: 4+667.46 CT: 4+480 Gat e

ROW ROW CH

LF B WM WM B 4+300 ROW

Ty 4+500 ROW TE

ROW ARH 4+520 CNB CUL 4+280 ARH Ty Ty

ARH 4+540 PB ARH

4+260 4+560 ARH CH

4+580 ROW B ridge Ela 4+600 ARH

Ela 4+620 ARH

Road 4+640 MHT

Auto Center ARH 4+660 SB ROW

ROW TE

TE CL ARH

ROW 4+680

ARH

ROW 4+700

Fig. 10-1 [CH:4 + 590]

Fig. 10-3 [CH:4 +590]

Figure 10: Chainage from 4 + 260 to 4 + 700

CC: 5+182.14

ROW CH

EDn CL

TE CH

CC: 5+110.19

CH P ROW ROW 5+160

St eps St eps

CH BW GP GP St eps BW ROW ROAD5+140

CH RW TC: 5+028.45 BW P RW ROW RW CH P

BW BR P

CH BW ROW EDn 5+120 P BW CH P P

CUL ROW CH epsSt

BW P ROW 5+100 ROW ROW BW CH BW P

CT: 4+914.55 ROW P ROAD P CH TE 5+080 P EDn CL ROW St ream

CH P TE ROW

BW ROW P 5+060 P

BW ROW CH P GP GP CUL

BW 5+040 ROW KMP( 5 ) GP St eps

5+020 KMP( 5 ) EDn CH BW ROW ROW 5+000 TE GP GP CUL CL 4+980 P P P P EDn TE 4+960

P CH ROW 4+940

P CUL TC: 4+850.18 P 4+920 P

4+900

St eps

CH 4+880 P

P 4+860

CT: 4+667.46 CT: ROW

BW CT: 4+807.18

4+840

CH CH TC: 4+700.06 TC:

EDn

CH TE

ROAD 4+820 CH CL TE

CH P

ARH CH CH ROW

ROW P P TE CNB ROW TE CL ARH ARH 4+800

ROW St eps EDn P ROW ROW B Ty

ARH CUL ROW

P 4+700 4+780 ROW

MHT ROW CUL TF P Ty

Ty 4+720 4+760

B WM 4+740

Figure 11: Chainage from 4 + 700 to 5 + 140

Fig. 12-4 [CH:5 +550]

Fig. 12-3 [CH:5 +530] CT: 5+564.30 CT:

TC: 5+508.81 Madawala Mosque CH CH

Prem ises CH

CH TC: 5+622.07 TC:

P CH BW P P P

SB TE CH ROW U C oncretC e DN Road CH CL P P ROW P TE SB P

CT: 5+462.77 TE P P

C DN CH Madawala WPL B angalagedara Road RW CL

TE BW TE Ela ( 2.5m C DN WPL TE RW CL Deep) B us TE PC GP GP P P CH F Halt GP Drain MH( W) GPC UL P TE RW GP TE 5+540 GP EDN RW C DN

TE SB Drain 5+520 5+560 MH( W) WPL SB DB MH( W) U U Road P TE MH( W) BW WPL P U C DN MH( W) BW RW U WELL

B RIDGE Mon ROW CL Drain TE 5+580 Drain (3 m Ga SB deep) CL SBGP HUT 5+500 P GP MH( W) F BW GP CH Ela ( 2.5m U TE C DN EDN Ga ROW

Deep) TE BW 5+600 TE WPL GP Ga SB BW U P CL CUL P Madeena Central P P U BW CH Ga ROW EDN TC B Collage Premises

Fig. 12-1 [CH:5 +480] 5+480 5+620 TE Ga P Ga P ROAD BW GPGP

GP B uilding SB St ream 5+216.53 CT: TE under Ga

GP GPCULGP P 5+640 ROW GP construction P BW WPL DrainBW CL GP GP CH EDN 5+460 P CUL TE Drain (3m St eps deep) MDn

MH EDN

P ROW 5+660 CC: 5+182.14 CH MH( T) Fou St eps ROW TE RW EDN P ROW Ela ( 2.5m Deep) CH RW EDN 5+440 CL PP P ROW P

TE TE ROW

ROW

RW BW CH TE BW CL EDN Ga CUL P ROW ROW ROW P Pat h RW CH P P BW CC: 5+395.92 5+420 P 5+200 TE ROW U BW U 5+180 P

EDn CL EDn

CH Ga

TE 5+220 P ROW TE P CL TE ROW CH EDN PP 5+400 ROW

ROW Tem porary P 5+283.91 TC: abandoned B uilding P ROW

St eps

CUL ROW

PCH P

CH P ROAD 5+240 ROW ROAD ROW ROW C DN ROW 5+160 P EDN P ROAD

MH CH CH P CH ROW St ream P P ROW St eps

ROW P 5+260 5+380 ROW BW P ROW

ROAD5+140 ROW P

EDn ROW EDn ROW ROW

P TE 5+280 BR CL P ROW TE ROW 5+360 P P ROW ROAD P ROW W ROW MH

BR 5+300 ROW P P OYA 5+340 RW

OYA 5+320

ROAD OYA BR

Fig. 12-2 [CH:5 +520]

Figure 12: Chainage from 5 + 140 to 5 + 640

CT: 6+101.29

CH P

TC: 6+054.64

CT: 5+977.00 CH

CH P

CH ROW

CH CH P CH P ROW CH P P SB

C oncret e e oncret C Road P ROW U

CH P P P P CDn & TE Ram bakan P P P ROW P CL B akers epsSt ROW

BW NB ROW RW TE 688687 CH Ga 461.10461.12 ROW P Ga B Wm St eps ROW WELL MH( W) C DN SB BW DB TE & CDn BOL> & TE WPL ROW C UL CDN NB 6+100 C DN MH St eps TE To WattegamaCE P St eps ROW CL ROW WPL C DN WPL CL WELL TE MH CH P TE TE SB C DN TE ROW B us ROW TC: 5+887.57 WPLWPL CL RW NB U 6+080 ROW Halt U P P P B RIDGE ROW MH( W) ROW ROW Road P WPL TE P P 6+060 P WPL P P P P Ela P 6+040 P C DN ROW 6+020 B RIDGE 6+000 U P WPL 5+980 B RIDGE St eps 5+960 P P TE CH C oncret e WPL Road SB P RW

P CL St eps ROAD U SB 5+940 ROWSt eps P TE C DN U P Madawala Ground ROW 5+920

CH P P C DN

ROW TE 5+900 WPL St eps St eps CL St eps WPL CT: 5+838.70 WPL TE

P C DN B uilding CH under CH Construction From Gunnepana P P P Almunawara Primary P 5+880

P RW

CT: 5+677.26 CT: CH School Premises P C DN SB P

a hPat WPL U CH MH( W) U RW U MH( T) TE WELL C DN C DN Road

WELL CH CL Drain BW TC B U WPL HUT TC B 5+860 Tr(Mara) PB MH( W) Railings C oncret e TE U C DN P ROW URoad CH SBRailings U TE

C oncret e CH Flag U Road C DN SB ( WU) U

CL BW Post TC: 5+723.58 TC: CC: 5+758.09 ROW U B RIDGE ROW St eps C DN P CH SB ( PO) TE Tr(Mango) C DN P U WPL St eps PC 5+840

ROW CH Ela ( 2.5m Deep) SB CH P Railings St eps POST

Ga St eps CH

5+640 ROW ROW OFFIC E BW WPL P TE WPL P (MADAWALA) St eps SB P P P C DN U St eps U TE P CL

C DN P WPL U 5+660 P Tem porary CL WPL P TE P B uilding Road WPL Garage P P P P 5+820 ROW C DN WPL TE Ela ( 2.5m WPL Drain TE P Ga Deep) U St eps C DN B RIDGE

Ga U 5+680 BW P CL U ROW P C DN Tr(Coconut) C DN U GARAGE 1114 TE U 458 .08 TE TE U Ela ( 2.5m RW Ela5+800 ( 2.5m Tr(Coconut)

Deep)

Deep) U Tr(Coconut) 5+700 CL Ga P U P U TE BW St eps Tem porary ROW B uilding 5+780

WPL WPL 5+720 ROW MH( W) P P

BW P 5+760 P

P 5+740 P P

C oncret e Road

U Ga P

Figure 13: Chainage from 5+ 660 to 6 + 080

ROW

P TP EP(HT) P ROW P

SwitchSwit ch Room TP EP EP

ROW

EP(HT) STREAM P

BW TP ROW P P UDS Super Market Market

EP: 6+247.20 P CH ROW P

EP(HT) BP: 6+225.88 BP: CH P EP Mosque P MADAWALA

JUNC TION MADAWALA CH P 6+247 JUNCTION P P 2 SRB CC: 6+214.53CH 6+240 P P

TP MH EP 6+263.16 CT: 2 SRB ARBP P TP

MH TRBP CH P TE TB M1 TC: 6+378.36 MH CH MH ROAD( HIGHWAYS) CH SRB P TP CH

P 6+220 EP CH CH TE 2 SRB 2 ARB TP TP 0 .5 m

CCDn Dn

TE 6+226 To DIGANA 5 .5 m P TE CUL CH CUL P P P

CLCL ARB P CT: 6+344.12

EP CH 2 ARB P 6+304.56 TC: StepsSt eps 3 SRB BW TETE 2 ARB TP B EP

CC: 6+178.49 2 SRB CH G B P G CH P CH 2 ARB TP TP EP(HT) 6+200 EP TP TO HOUSES

BW 2 ARB CH G

6+260 BW CH G B Pa t h

B B TP RW 3 ARB TP SRB EP P RW TP TP TP BW TP EP B

CH LF EP 6+280 EP P 2 TRB B u s TP G EP B 6+180 BW 6+400 TP

Ha lt G B RW 3 ARB 3 ARB 6+420 SRB 6+380 St ep s

TR B EP CH P TR

TP Roa d 6+440 TP CH

P ROW TR B SRB St ep s RW TC: 6+122.20 6+300 2 SRB 1m 6+360 1 .9 m TP BW EP B

3 .8 m TP EP TO HOUSES

RW G

TP 6+492.33 CT: G 6+460 EP BW 2 SRB FROM HOUSES CH P P BW TP 6+340

CT: 6+101.29 Road Road RW

6+160 6+320 TP TP 2 ARB ARB 3 SRB B MH TO HOUSES

ROW 46 6 .6 7 3 P 2 TRB Pa t h CH

CH P TP CUL ROW 6+480 EP ARB TP St eps B ROW TYPE M.C.R - 6 CH TP TO HOUSES EP(HT) P St ep s TP P ROW ROW 6+140 2 ARB P 0 .8 m TP TP 0 .5 m ROW FROM HOUSES EP

CH SB 6+500 St ep s ROW P RW TP FROM HOUSES B Road TO HOUSES CDn & TE ROW

ROW EP

CL 6+120 TP TC: 6+534.17 TC:

TE RW FROM HOUSES EP 2 SRB BW

NB 6+100 3 SRB

MH P P

6+520 ROW TP CH B

P 6+080 P P B B RIDGE St ep s B

B RIDGE

6+540

ROAD CH

TP TB M2 FROM HOUSES 6+560

MDn TR 6+577.74 CT: From Gunnepana CH

B RW

FROM HOUSES 6+588.85 TC: 6+580 TP EP WF

St e p s EP CH

TP 67 3 6+606.45 CC: St ep s G

3 SRB

3 ARB

6+600 CH RW TP

3 ARB TO HOUSES 6+641.66 CT: RW St e p s

MDn Ro a d TO HOUSESCH TP RW 0 .5 m 3 ARB TR

EP 0 .6 m 6+620 TR TP RW RW TYPE M.C.R - 3

0 .9 m 0 .6 m LF RW EP

Figure 14:Chainage from 6 + 080 to 6 + 620 6+640

TP TO HOUSES 6+641.66 CT: RW St e p s

Ro a d TO HOUSESCH TP RW 0 .5 m EP TR 0 .6 m TR

TP 6+656.81 TC: RW TYPE M.C.R - 3

LF CH

RW EP 6+640 St ep s

St ep s CH

6+660 TP TR EP

MDn FROM HOUSES TR

6+680 St ep s LF CH RW

FROM HOUSES 6+706.01 CT:

TP St ep s

ARB 6+700 TO HOUSES

RW EP

CH Ro a d 6+723.98 TC: RW LF FROM HOUSES TP

MDn ARB 6+720 TP

SRB

CH 6+740

EP Pa t h EP TO HOUSES EP Pa t h B B Ro a d TP

FROM HOUSES 6+760 TP B Garage RW

Tin RB CH

6+780 ARB 2 ARB 6+766.55 CC:

EP G

BW CH

EP 6+800

ARB B

MDn TO HOUSES CH

TYPE M.C.R - 3 TC: 6+919.22

TP TYPE M.C.R - 6 6+820

3 SRB RW

CH CT: 6+878.97 CH

4 .8 m CH

1 .2 m CH

TR RW CH ARB

CC: 6+820.42 CC: SRB

CH TP CH TR SRB LF TR LF G TP TR TP LF RW TP

Pa t h

TR TR LF CH 6+840 EP TR TR RW TP

Ro a d EP TB M G TP 6+966.23 CT: TB M3 MDn EP TP From Village LF B SRB RW G EP 6+920 TRB

6+940 B ARB 6+900 B LF

MDn Ro a d

6+860 6+880 6+960 TP 0 .3 m LF 0 .6 m SRB 5 .8 m ARB 2 ARB

EP B

2 ARB6+980 CH

G TR LF SRB TYPE M.C.R - 2 TP LF

2 ARB

7+000 EP TRB CH

MDn

TYPE M.C.R - 5 EP

7+020 CH TY B 0 .5 m EP TR 0 .6 m TR 0 .6 m

0 .6 m

7+040 TP CH TB M4 St ep s B TR

EP SRB

TC: 7+082.65 TC:

7+060 MDn CH

EP TYPE M.C.R - 7 U

Tr a n sf o r m er

7+080 LF CH

St ep s

TRB

7+100 TRB CH

MDn

LF 2 ARB

CH 7+120 2 SRB 2 SRB G EP

RW BW 7+152.53 CC: G

2 ARB G CH

7+140 Tin r o o f TY

EP TY CH 2 AB R LF

TY 7+160

2 AB R CH

Figure 15: Chainage from 6+ 640 to 7 + 140

TC: 7+082.65 TC: CH

TYPE M.C.R - 7 LF CH

TRB TRB CH

LF 2 ARB

CH 7+120 2 SRB G EP

RW BW 7+152.53 CC:

G CC: 7+368.87

CT: 7+425.00 CT:

2 ARB CH

G CH 2 .4 m 7+140 CH 0 .7 m

Tin r o o f CH TY CH

Road CH

EP TY CH CH

TC: 7+312.21 Road TC: 7+496.24 TC:

B ARB CH 2 ARB 3 ARB 2 AB R WF LF

CH RW CH TY St ep s SRB 2 .5 m RW TP RW

CT: 7+284.28 0 .6 m G 7+160 CH CH G RW 2 AB R TYPE M.C.R - 2 TR Tin r o o f CH TP

Tin RB 7+580.46 CT: WF WF CH EP Tin RB Pa t h TY

CH G CH TY CH 3 ARB

TP TYPE M.C.R - 3 CH CH

RW TP TinRB CH TY EP CH 2 AB R MDn TRB 2 TRB ARB EP LF TP Pa t h EP Tin R 2 ARB

TYPE M.C.R - 5 EP Tr a n sf o r m er TYPE M.C.R - 5 TP 7+180 TY 7+400 LF 7+380 TY Road EP B SRB TP Tin RB SRB RW B 1 .4 m 2 ARB 7+420 B TP TR TYPE M.C.R - 7 2 AB R G G TR TR TR 7+3600 .6 m MDn TP B RW EP TP G EP 7+440 B EP WF EP EP 7+340 Tin RB

G TP 7+460 TP TR 2 ARB TP TP

MDn 16 7 3

7+200 ARB LF 7+320 7+480 MDn EP EP EP G TP ARB

ARB ARB 7+500 7+300 MDn RW LF h t Pa Pa t h RW

RW EP 7+520 EP B

7+220 B ARB 7+540 7+280 TP

RW 7+560

3 ARB 7+240 2 ARB

7+260 2 ARB 7+580 SRB Tin RB

Figure 16: Chainage from 7 + 140 to 7 + 580

100

CT: 7+580.46 CT:

TC: 7+640.80 TC:

CH CH

B 2 ARB CH ARB ARB TP TR MDn ARB TP EP B

Pa t h

TP G MDn TY 1m CH TP 0 .9 m ath t Pa TP EP MDn ARB B G G G EP WF TP G TP 3 ARB

Gar a g e EP 7+580

7+600 ARB Tin RB G EP 7+700.95 CT:

Tin RB SRB 7+620

7+640 CH

TRB TP TP 7+660

EP TP Pa t h WF RW ath t Pa ARB

1 .3 m EP 7+680 G

0 .9 m RW RW Tin RB CH

2 Tin RB LF

7+700 EP Pa t h TP ARB

Tin RB Tin RB

SRB CH TC: 7+750.60 TC: TR Tin RB

ARB 7+720 EP TR TPMDn G

Tin RB TY CH G

G 7+740 LF

2 TRB TR

CC: 7+781.51 CC: TR CH ARB TR

TY 7+760 ARB EP TR Tin RB ARB TYPE M.C.R - 2 G TP

TR ARB CH

LF 7+780 TR TR EP

EP Pa t h MDn TR CH LF

TR TRB CC: 8+073.47

TYPE M.C.R - 5

7+800 EP CH CC: 7+841.59 CC:

ARB TR CH

St ep s EP CH TR 0 .8 m

RW TYPE M.C.R - 4 0 .6 m 7+876.19 CT: 7+820 2ARB

RW ARB CH

TP 7+889.06 TC: CH TC: 8+022.16 2ARB G

path CH BW RW SRB RW

CH G TP

G G TRB CH

TR CT: 7+994.85 2SRB 7+840 TR EP TR MDn TR

G 7+939.76 CC: TP G

ARB CH TP CH RW TRB RW RW G LF SRB St eps TP CH

TR CH 2ARB G ARB G RW 1 .5 m G CH G LF ARB RW 8+060

0 .6 m RW G G 7+860 G G TP TP WF TRB G MDn TYPE M.C.R - 4 RW G TRB BW St ep s 8+040 G EP TP 2 ARB TR G LF SRB TRB Pa t h

7+880 G TYPE M.C.R - 3 TP TRB TP G TY RWG ARB ARB 8+020

TP TP 7+900 B TR 2ARB TY TR EP G 8+000

7+920 Tin R LF TR

St ep s TR 7+940 7+980 SRB

7+960 path

Figure 17: Chainage from 7 + 580 to 8 + 040

101

CC: 8+111.49 CC:

CH CT: 8+168.75 CT:

CC: 8+073.47 CH Fig. 18-1 [CH:8 +360]

CH CH

2ARB 2ARB CH

ARB 8+215.95 TC:

600mm

TR RW TR CH G BW TP TR BW TR G BW

2ARB RW TP G CH TP G 600mm path

G RW 8+263.67 CC: CH path TP BW TP RW G G CH G TP LF LF 600mm BW LF EP RW 600mm

RW TYPE M.C.R - 5 600mm TP St ep s G TP CH RW RW LF EP

8+100 600mm

8+120

CC: 8+325.89 CC:

8+140 G EP LF CH 8+080 ARB 3ARB BW

LF 8+160 ARB G MDn

G 2ARB G BW ARB CH 2ARB ARB G

LF 8+180 ARB CH

8+060 ARB EP LF

8+200 TR TP CH

EP TR CC: 8+394.87 CC:

8+220 TYPE M.C.R - 6 TR TR TR BW TRB

EP SRB CH 8+240 600mm path 600mm

LF G TR 1200mm CH

8+260 EP TP BW EP

LF TP CH

8+280 CT: 8+467.01 CT:

BW G TYPE M.C.R - 6 CH

8+300 EP CH

1200mm 8+320 RW 3ARB 3ARB ARB CH 8+340 path TYPE M.C.R - 6 TY ARB

TYPE M.C.R - 2 8+360 LF 2ARB TRB ARB TP MDn BW

8+380 TP TP EP TR

8+400 TP 8+420 TP ARB TY

ARB8+440 path 2ARB RW

8+460 EP G

ARB 8+480 8+500

2ARB ARB

Fig. 18-2 [CH:8 +380]

Figure 18: Chainage from 8 + 060 to 8 + 480

102

TC: 8+521.44 TC: CH

ARB CH

CH TR CH Fig. 19-1 [CH:8 +900]

TP TR CH

MDn TR 2ARB CH TP ARB LF

TR CH EP TR

TP CH

LF 8+683.59 CC: EP G G LF TP TR CH

RW TR TR path MDn ARB

RW ARB CH 8+500 TP EP EP TP ARB

TYPE M.C.R - 2 SRB CH

MDn BW 8+520 BW 2ARB 2ARB

EP EP 8+739.01 CT:

TP CH

8+540 EP SRB G TRB 3 ARB

MDn TC: 8+892.10

8+560 MDn

CH 2 SRB TC: 8+770.17 TC:

8+580 EP G TP CH G BW BW 2 ARB 3 ARB TRB CH

G MDn CT: 8+842.32 Road

EP Road

CH 8+600 G CH TY

8+620 EP G TY EP CH G CH ARB ARB MDn TP MDn TB M

8+640 TP CH 2ARB TP MDn CH SRB ARB EP B 2 ARB 8+660 2 ARB B u dd a St at u e

2ARB 8+680 4 ARB TRB TR EP From Amunugama TR EP B LF EP EP To Wavinna TP

8+700 TP 2 SRB ARB TP EP TR Toilet ARB RW LF LF TR

8+720 TR TR TR EP B u s Halt TY TP TR B TY Nam e B oard TY TP TY

ARB 8+740 RW ARB TRB Tem ple Pr em is es ARB TRBEP St ep s G TY ARB TR TP 8+920

TRB 8+760 TP TR RW 8+900 LF TP TY TY EP TRB

8+880 EP TRB G EP TY LF LF 8+860

8+780 TY ARB 2 SRB TRB RW TRB SRB ARB 8+840

8+800 To Pansala

8+820 2 ARB

From School

Figure 19: Chainage from 8 + 500 to 8 + 900

103

TC: 8+892.10

Road

CC: 8+976.63 CC: CH SRB

TY CH SRB ARB B TRB St ep s 0 .9 m TR TR TRB TR EP LF TY 0 .6 m

EP B EP SRB CH TP EP EP SRB Tin RB TP TP G TY 2 TRB EP

TP G RW RW CH RW EP Tem ple Pr em is es St ep s G BW 2 ARB G BW 8+920 TR TP Road 8+900 RW 8+940 EP B u s Halt G TRB ARB

8+960 BW BW RW RW TRB Wa la la A. Ra t hn a ya k e C o lleg e G G TP Fig. 20-2 [CH:9 +000]

8+980 3 ARB CH To Pansala 9+048.27 CT:

ARB G TR 0 .3 m 9+000

LF EP

0 .6 m RW 9+057.68 TC:

2 ARB

9+020 EP CH

EP SRB Transformer G

LF MDn

RW 9+040

2 ARB TP CH TY EP ARB

St ep s St ep s SRB

TR 9+060 TR LF TR Pa t h

TR CH B

B MDn 9+119.04 CT:

9+080 Fig. 20-3 [CH:9 +120]

EP CH St ep s TRB

TP RW

TC: 9+141.40 TC: 9+100

ARB TP TR CH Road G ARB St ep s G

BW G 9+120 2 ARB

TP Fig. 20-3 [CH:7 +280] EP CH 3 Tin RB G

RW 0 .3 m 0 .6 m SRB G

9+140 G RW CH

STEPS EP 9+194.17 CT:

TP 2 ARB 9+160 ARB

3KMP Fig. 20-1 [CH:8 +950] CH 0 .5 EP 0 .6 m G RW

BW MDn 9+180

TP ARB

CH Ty TRB G

Fig. 20-4 [CH:9 +160] 4 ARB

TC: 9+237.73 TC: 9+200 G G RW EP

2 ARB CH Fig. 20-8 [CH:9 +300] SRB

SRB TP

TRB 9+280.00 CC:

EP CH

St ep s 9+220

ARB CH

Pa t h 9+312.59 CT: Pa t h

G MDn TRB CH TRB TRB

2 .4 m

EP 3m CH ARB9+240 9 .8 m

G MDn CH

TP RW RW

CH TC: 9+394.83 TC: EP TRB

G RW CH 9+260 EP TRB ARH TRB TP B 1 .3 m TRB RW EP 3 ARH

9+280 RW TP BW St ep s 0 .5 m G

1 0 .2 m 9+300 BW

B TP G 9+320

Ty 9+340 1 .7 m LF Tin R TP 0 .9 m LF G

9+360 LF

SRH 9+380 ARH 2 ARH Gar a g e

2 TRH 9+400

Fig. 20-5 [CH:9 +280] Fig. 20-6 [CH:9 +280]

Figure 20: Chainage from 8 + 900 to 9 + 380

104

TC: 9+394.83 TC:

CH CH

ARH CH

3 ARH 2 ARH 2 ARH CH

BW CH TRH G EP G BW EP CH BW

2ARH CH

LF 9m .9 0

G TP m 7 .0 1

LF TP G TY TY CH

EP W 9+550.67 CC: LF TP EPW ARH Ty TR MDn EDN TP CH

2 TRH TRB 9+400 TP SB EP TY TB M1 3 TR W CH

LF 9+420 G

Ro a d TYPE M.C.R - 1 CH 9+440 ARH G RW

RW 9+613.53 CC: TO NARAMPANAWA

28m 8 .2 1 TP 9m .9 0

9+460 WF TP TR CH TP TR WF G W W TinRB 9+480 WF WF 2ARH EP G TP

CUL 3/4 G WF CH 9+500 SRB TRH 2ARH W TinRB TP TP

2ARH TY 9+520

STEPS MDN TP CH

9+540 TP TP EP EP 9+653.93 CT: W ARH RW 2ARH

TRH9+560 WF TP 3ARB

BHT STEPS

9+580 EP EP CH TR TP MH

9+600 WF

CH 9+620 TR SRB 2ARH TP WF MH 2ARH

CUL9+640 4/4 TP

W CH

6m .6 0

6m .6 0 RW 40m m 0 0 .4 .4 1 1

TR 2ARH 9+660 TP G

EP CH TY ARB

FROM VILLAGE TP 9+680 TR EP

TB M1 4 G EP G CH

2ARB 9+700 TP

ARH CH G EP EP W

STEPS 9+720 W

2ARH G PET MACHINE CH FUEL TPPUMP

W G PEOPLE'S BANK 9+740 FUEL PUMPS FROM VILLAGE

TP CH

TO HOUSES

RW 9+760 EP STEPS

TP RW SAMPATH BANK CH

St ep s

TC: 9+842.50 TC: 9+780 TP

2ARB CH

TRH

TR EP 3ARB9+800 TR TP 2 ARH TY MH B RW EP

TP B EP 9+820 St ep s MDn 3ARB TY TP EP

MDn 9+840

Roa d 3 ARH

9+860 EP EP EP

EP Tr a n sf o r m er

MDn 9+880

3 SRH

4 ARH 2 ARH

Figure 21: Chainage from 9 + 400 to 9 + 860

105

B EP

B EP SRH CH MDn 4 ARH

TY EP

MDn 2 ARH

St ep s Mu sk

3 ARH

CH CT: 9+885.38 CT: TP RW

9+860 EP RW EP SRH EP TY EP Tr a n sf o r m er

MDn 3 SRH

2 SRH CH 9+880 SRH RW 3 SRH TP EP RW

4 ARH 2 TRH

2 ARH CH 9+900 ARH

ARH 3 ARH TP MDn B B

3 ARH 2 ARH CH

9+920 EP Fig. 22-1 [CH:9 +920] 4 ARH TC: 10+104.21

3 SRH TP CH G 2 ARH

CH RW 9+961.89 TC:

TP BW CT: 10+070.94 CH

CH 3 ARH 3 ARH9+940 4 ARH CH

CC: 10+007.14 CC: ARH TP

2 TRH CH 2 SRH CH EP EP 2 TRH SRH G RW MDn TP SLAB St ep s TP EP

EP CH CH TP 3 SRH St ep s ARB

CH EDn ARB

St ep s CH RW 10+166.11 CT: 2 TRH EP ARB

TRH TP TP ARB

2 SRH ARB 2 SRH 9+960 EP EDn EP St eps RW BW TRH B TP TP MHT 4 ARH TP MDn 2 SRH St ep s MDnTP BW TP 3 SRH 2 ARH 2 ARH EPEP 2 ARH TP Roa d Ty Roa d ( PC ) EP St ep s MDn St ep s St ep s 10+120 MHT St ep s B

ARH St ep s NB

St ep s St ep s B u dd a Ty NB CH TP TP St at u e

EP 2 ARH 10+100 Tin RH EDn 10+140

ARH ARH Pa t h EP To Po lic e St a t io n EP B 10+192.20 TC: TB M3 2 TR SRH TR MHW

ARH TR TR TP 9+980 TP Roa d 10+080 TR TP EP 2 ARH MDn B o a r d B HLT

ARH TRH TP TR 10+160 SLAB

TP TP

TRH MDn 10+060 B CH TP TR TPTP

210+000 SRH B u s St a n d RW B

10+040 3 SRH 10+020 2 ARH 2 SRH EP 2 SRH 2 ARH SRH TR Fr o m Ten neku m bu r a Transformer TR

TP To st a n d ARH 10+180 Roa d

RW NB St ep s SRH CH SRH NB TR SLAB RW SRH EP EP 3 ARH EP TP 2 SRH RW

B ARH

ARH TPTP CH 10+200 B SRH B To Ho u ses o s d n a st To EP

TR CC: 10+279.39 CC:

St ep s CH B Ro a d ARH

St ep s B CH

10+220 Ty EP B TileRH 2 SRH TP TR Ar c h TP Ty TR 2 SRH EP TR B

TP MDn

10+240 St ep s RW 2 ARH CH LF Roa d TP RW EP 2m RW 0. 8 2 SRH Tin 1m B well TR

Ty B TP St ep s 10+260 TP MDn SRH RW TP RW

10+280 SRH BW B TR

TR TR CH TR

WF 10+300 TR TP TR 2 .5 m 0. 8 1m

LF 10+320 2 ARH

St ep s Fig. 22-2 [CH:9 +940] G

EP CH CC: 10+341.67 CC:

B 10+340

LF ARH

St ep s

NF 10+360 TR EP TP NF EP TR

G CH

SRH MDn 10+380

Tin RH TR

CH CC: 10+407.12 CC:

EP NF

TR Wat er10+400 Ta n k TRH Figure 22: Chainage from 9 + 860 to 10 + 380

106

SRH MDn 10+380

Tin RH TR

CH CC: 10+407.12 CC:

EP NF

TR Wat er10+400 Ta n k TRH

TR St ep s CH

G ARH TR NF

MDn

10+420 RW St ep s CH

2 ARH

Ro a d B

RW CC: 10+462.93 CC: 10+440 TP TP

B TR CH MDn G 2 ARH 0 .4 m

LF 0 .6

RW TRH CH 10+460 St ep s ARH RW RW TR BW MDn EP

TR St e p s 1m RW EP St ep s

0 .6 St e p s St ep s CH TP

TRH 10+480 Fig. 23-1 [CH:10+590] BW MDn TRH

RW SRH CH TRH EP TP ARH EP

GEP CT: 10+540.54 CT: 10+500 RW

TRH

WF CH 2 ARH EP Fig. 23-5 [CH:10+880] TR

TR10+520 TP ARH CH ARH WF EP TR ARH Tr a n sf o r m er EP

TR G

G10+540 TP CH ARH LF TR MDn ARH St ep s RW WF TR B TR

TR TP 10+560 EP

BW CH RW B u s H alt Menikh inn a Ru r a l H os p it a l RW 2 ARH TR WF

ARH

10+580 RW TP TP CH

B G Pon d B Ro a d RW TP Fig. 23-4 [CH:10+870]

B G Menikh inn a Ru r a l H os p it a l TC: 10+644.98 TC:

10+600 RW EP

WF CH TR 2 ARH TP TRH

WF MDn

Gar a g e CH 10+620

EP 0 .4 m CT:10+713.90 ARH G WF 0 .6 10+748.83 TC:

TR CH

RW B u s

EP CH CC: 10+839.72 CC: Fig. 23-2 [CH:10 + 630] Ha lt CH

CH 1 .3 5 m WF CH 0 .6

ARH CH 10+640

TR TR CH EP TR To Ga m u nu Mawat h a TP CH 2 SRH RW G St ep s 2 ARH TR RW Ty TR B ARH St ep s ARH SRH WF WF EP TRH TRH B TR EP ARH

BW LF EP LF Tin RH ARHCH 10+660 MDn B

BW BW BW G EP EP BW EP MDn EP Ty Ro a d 2 SRH LF RW G TP MDn RW

SRH LF TR 10+680 G RW TR

TR TR EP TP B TP TR

RW St ep s St ep s TR CH TR RW TP TR

TR EP RW

TR TR 10+887.99 CT: 10+700 EP TR Ty TR TP

10+720 TR TR 10+740

10+760 TRH TR TR 10+780 TR TR TR TP

2 ARH 10+800 Ty TR TR

10+820 TR RW 1 .4 5 m TR 2 SRH ARH 1 .5 m TR 10+840 0 .6 0 .6 TR TR

ARH MDn 10+860

Ela CH Ela RW TR TR TR TR TR TR

10+880 TR TR TR TR TR TR TR TR RW TR TR St ep s

TR TP EP 10+900 TR Fig. 23-3 [CH:10 + 650] TP RW RW

TP TR TR

ga r a g e TR10+920 TR Figure 23: Chainage from 10 + 400 to 10 + 900

107

CT: 10+887.99 CT: CH

Ela RW TR TR TR TR TR TR TR TR

TR CH St ep s

EP TP 10+938.90 TC: RW

RW TP CH TR TR TR Fig. 24-2 [CH:10 + 910]

ga r a g e

TR10+920 TR CH TR RW B

CH 10+940 Und er C on t r a c t io n LF TR

EDn 2 ARH 11+019.64 CT: TP CH EP RW G

BW CH 10+960 BW TR 3 ARH

GBW B 2 ARH CH RW

ARH TP 11+068.71 TC:

EP St ep s To ilet CH ARH 10+980 ARH EP TP TRH RW EP 2 SRH

B ARH CH G SRH TP

11+000 EP

BW TP EP CH

TP EP TRH 11+130.29 CC: Tin RH 2 ARH

TRH G B

B CH 11+020 Roa d B SRH ARH Roa d RW St ep s EP TP RW ARH

Ab a n do n RW LF 2 ARH 2 ARH CH RW

BW Ty TP G 11+040 LF TR St ep s

ARH EP EP RW Ty ARH C ulvet c o ver ed b y s t ep s CH

TP 11+060 LF B Tile Ab a n do n

TR B EP NF CH

TP G NF ARH 11+080 Tin RH ARH TR NF EP TRH ARH 1 .2 m EDn TR RW

0 .6 EP Tin RH CH

11+100 TR Ty EP TP TR EP Tin RH St ep s B TP

B TR LF EP CH

Tin11+120 RH TP WF G 0 .8 m

ARH11+140 0 .6 TR

TR B TR TR CH RW B u s H alt EP TR RW TR St ep s 11+160 EP TP TP TR TR ARH CH TR

SRH 11+180 EP C ulvet B TP EDn

Ro a d

CH 11+200 Ty EP RW RW

Tin RH G CH

0 .8 m 11+220 ARH 0 .6 St ep s G EDn EDn TP

11+240 RW Tin RH CH G RW 3 ARH RW

ARH 11+260 EP G

TR EP RW

CC: 11+354.07 CC: RW CH

EP TP 11+280 EDn ARH EDn

TR CH

ARH Ty CH 11+300 TR SRH Tin RH TR ARH Fig. 24-1 [CH:10 + 910] Tin RH EP

ARH 11+320 2 ARH B o t r ee St r a t u

TRH TP 11+340

11+360 TP B B Ty Ty

TRH 11+380 ARH Ty

Figure 24: Chainage from 10 + 920 to 11 + 380

108

CC: 11+354.07 CC:

CT: 11+389.73 CT:

CH CH

SRH

Pan s ala CH TC: 11+502.79 TC:

B o t r ee 2 ARH Ro a d CH ARH

St r a t u CH TRH G B 0 .8 m RW ARH CH St ep s 0 .6

RW EP EP TRH B EP CH G TR TP Ty Tin RH Fig. 25-1 [CH:11 +380] TP Roa d LF BW ARH B TP EP

B Ty B EP G Ty St ep s 2 ARH CH Tr a n sf o r m er NF BW Ro a d

11+380 ARH ARH B TY TR B TP EP LF Telep ho n e b ox LF

Ty 11+400 B TP B MHW BW

11+420 TR 2 ARH TR EP BW TR EP B TP EP 11+440 TR TR

To K eng a lla TR TR TR CH

Tr a n sf11+460 o r m er

TR G ARH TR TR 11+569.43 CT: Well 11+480 TR TP LF

TR 11+500

St ep s MHW BW SRH 11+520 0 .4 5 m Tin RH SRH TP

0 .6 TR CH

TR TR 11+540 Tin R Wo r kSh o p TP EP TY 2 ARH

G Ty

11+560 CH EP TR

TP 11+615.65 TC:

11+580 Tin RWH CH TP Fig. 25-2 [CH:11 +510] TR EP EP

11+600 TP CH

2 SRH BW

SRH CH

11+620 TR TP 2m 0. 8

0 .8 0 m EP CH

2 SRH 11+640 ARH TR St ep s

G 11+711.15 CT: CH

Gar d r o o m 2 SRH 11+660

3 ARH EP CH TP Ty RW TR BW SRH

TP Ro a d

11+680 1 .9 m CH 0. 8 EP 0 .8 0 m G G 2 SRH TR TP BW RW Ty

EP St ep s CH 11+700 RW TP EP 3 ARH B RW RW

B CH

11+720 2 SRH Pa t h 11+800.15 TC: ARH RW Ty

wor k s ho p Ro a d CH 11+740 TP

EP CH

B LF LF CH 11+760

Ro a d BW BW TR TP

EP BW BW EP 11+780 Ty ARH TR G BW WF TP B EP G B

TR Ro a d 11+800 TP BW

B TP

TP TR 11+820

TRH TR

TRH 11+840

11+860

Figure 25: Chainage from 11 + 380 to 11 + 840

109

TC: 12+149.82

CT: 12+122.19 CH

CH CH

Ro a d ARH C UL 6 / 4 CH

CH 4m .4 0

ARB ARH

WF CH ARB WF

6m .6 0

G 12+246.19 CC: teps St 75m 5 .7 0

WF TP EP CH TY RW LF CH 2 ARB EP SRH EP MH ARH

TP TP CH TRH CH G EDN TP TR BHT RW EDN EP CC: 12+006.47 3 SRB TR TR NF TR

TR TR W ARH TP RW 2 ARH CH LF 12+160

EP TP 12+140 12+120 12+180 TR TP 12+100

12+200 TR 60m 0 .6 0 TR

CH WF TR TP m 0 .5 0 12+080 TP TP TO HOUSES

W 12+220 TR ARH TR EP G 12+060 TRH TR TRH

TR 12+240 TP W TP EDN TR CH TP WF 12+040 EP TO HOUSES FROM VILLAGE LF WATER TANK G

TY EDN 12+260 TC: 11+960.53 G EP 12+020 TP TP TP TRH

CH TR C UL 6 / 3 12+280 TR 0 .7 m Ro a d TP 12+000 0 .6 m TP TP ARH TR G

TR 12+300 TR CH LF TR RW TR 11+980 TRH EP G LF TR ARH LF CT: 11+915.59 TRH TP CH Ro a d B EP B 11+960

0 .9 5 m

TP RW 0 .6 m EP TY

CC: 11+876.91 CH G

W TRH RW

CH 11+940 CH B

BW TR B RW 2 ARH RW TP

BW Ta n k ARH 11+920 Ty EP G LF WF TP EP G WF

11+900

TP TR BW TR BW TP LF TR TR 11+880 11+840 TR

11+860

Figure 26: Chainage from 11 + 860 to 12 + 300

110

LF ARH m .9 0

12+260 G EP LF W m .4 0

TP TP m .2 0

TR EP CH

12+280 W

ARH TR G G ARB

12+300 TR TR CH RW

EP 12+320 ARH ARB TO GALK ADUWA

ARH RW CH 12+340 TRB

TP G

60m 0 .6 0 2 ARB LF 15m 5 .1 0 LF TR

ARH

12+360 W EP LF CH EP TP

TR BHT ARH TP 12+418.09 CT:

TR Fig. 27-2 [CH:12 +435] 12+380 SRB

WF ARH CH

ARH G Attaragalla School

TP LF Play Ground ARH12+400 TP

EP W WF CH TR W C UL 7 / 3

1 .3 m

0 .6 m TR 12+420 TP WF EDn

TR CH LF

LF ARB 12+440

0 .5 5 m 0 .6 m

LF EP

TP ARH CH EDn FROM HOUSES TR LF

ARH 12+460 2 SRB

CH TC: 12+508.10 TC: RW WF

ARB TR

12+480 EP TP EP ARB

TO HOUSES Fig. 27-1 [CH:12 +420] CH EDn RW TR WF 3 ARB

12+500 G

G WF LF CH TP WF W EP ARH

12+520 TP TR CH RW G Fig. 27-4 [CH:12 +580] ARH LF TO VILLAGE

12+540 ARH CH G EP WF SRB EP TP W EDn TR RW TP

EP CH

12+560 TR WF RW WF SRB WF

LFTR WF

ARH TR G FROM HOUSES CH LF WF WF

12+580 G

ARH TP EP 3 ARB

LF G CH

1 .3 m

0 .6 m 12+600 G CT: 12+662.39 CT:

RW TP TO VILLAGE Fig. 27-3 [CH:12 +440] TP CH G

TR TP ARH 12+620 RW TP TP TR C UL 7 / 4 TR

RW EP C UL CH 7 / 3 TRH 0 .8 m W LF 0 .6 m

12+640 SRB CH

LF W

TP TP

12+660 G EDn EP CH W G

EP LF

12+680 LF

CH EDn 12+753.23 TC: ARH

LF ARH 12+700

TR LF LF CH 0 .2 m 0 .6 m ARH

TR 12+720 G

TR CH

G 12+740 EP EP TP Figure 27: Chainage from 12 + 280 to 12 + 720

111

TC: 12+753.23 TC: CH ARH

G CH

EP TP CH LF LF

ARH

12+760 EDn CH TP EP TR

G TR C UL 7 / 3 12+780 CT: 12+844.37 CT: Fig. 28-1 [CH:12 +840] LF EDn

1 .5 m 0 .6 m CH TP

EP 12+800 TR

TP G TR CH RW ARH RW EP WF RW G

12+820 TR RW

W LF LF CH EP TP G

2 ARH 12+840 LF W TinRB

LF CH 0 .1 5 m 0 .6 m

12+860 TP

EP LF CH

EDn 12+880 TR TP

EP CH EP TP TY

RWTRB

St ep s RW ARH 12+959.53 TC: 12+900 LF

RW GRW CH ARB

TY EDn 12+920

ARH LF EP CH EP Fig. 28-2 [CH:13 + 080] G SRB

12+940 TP

LF ARH CH

ARH TP TR

12+960 TY CH

ARH

12+980 TP CH

RW SRH

CH 13+000 EP W 2 ARH G 2 ARH ARH

ARH RW CH CT: 13+098.94 CT: 13+020 TP RW

W CH TY EP

13+040 G W RW

ARB EDn CH

13+060 TP G

G RW LF CH G W 2 ARB

SRH 13+080 RW EP ARH

TP G CH

LF WF

13+100 ARH G

WF TO HOUSES

Fig. 28-3 [CH:13 + 080] TP EP CH

W G 13+120 WF

WF W SRB 13+213.00 TC:

TP G CH

3 ARH G

TB M2 3 13+140 W

3 ARH W C UL 8 / 1 CH

W TP 0 .5 m TP EDN 0 .6 m G

ARH 13+160 W W FROM HOUSES TRH TR EP TR

TP NB EP WF 13+180 EDN BH EP ARH WF

13+200 G ARH TP NB G TY TY 2 .0 m 13+220 TP 1 .0 m TP W

W LF

Fig. 28-4 [CH:13 + 200] TR G 0 .6 m SRB 13+240 LF

FROM HOUSES ARB RW Figure 28: Chainage from 12 + 760 to 13 + 220

112

TC: 13+213.00 TC:

CH CH

EP WF EDN

EP CH WF

NB G CT: 13+291.34 CT: CH TY WF TY TP TP

W CH W LF WF TR G C UL 8 / 2

SRB 13+240 LF Fig. 29-3[CH:13 + 550]

TP 1 .4 m 0 .6 m

RW CH ARB ARB

RW 13+260 LF W

G CH ARB MH

13+280 LF EP

TP LF

ARB CH

13+300 TC: 13+384.52 TC:

TY EDN ARB

TP CH

ARB TP 13+320 TO HOUSES

EP CH Fig. 29-2 [CH:13 + 540] 0 .4 m 0 .6 m WF

EP 13+340 W EDN CH TR TR C UL 8 / 2

G 13+360

LF G CH

TR 13+473.15 CT: W LF TRH

EP TR CH 0 .5 m

G 7 .0 m 13+380

TC: 13+571.33 CH TC: 13+515.93 TC:

TR TP TP 4m CT: 13+548.64 CH

CH 13+400 TR EP LF CH

SRB EP CH TPWF CH

CH CH W

TP TR St ep s 13+645.22 CT: 13+420 SRB TR

St ep s

ARH EP TR TR CH

2 ARB TY Tin RH 13+440 LF WF ARB TR TY EP EP

ARB TR CH

G EP EP 13+460 G TP EDN

13+480 TP TP EP TP TR TP C UL 8 / 4 SRB TP TP EP 13+500 TR TY OLD B RIDGE

13+580

13+600 0 .6 m TP 0 .6 m 13+560

SRB TY13+520 LF ARB 13+620

13+540 TY SRB FROM HOUSES

B UILDING 13+640 TY TRB UNDER 0 .5 m 7 .0 m C ONSTRUC TION TR

13+660 TP

0 .6 m

2 ARH 0 .6 m O HOUSESTO 13+680 LF

TB M3 0

Fig. 29-1 [CH:13 + 500]

Figure 29: Chainage from 13 + 240 to 13 + 680

113

EDN EP

TP C UL 8 / 4 TRH CH

0 .6 m FROM HOUSES 0 .6 m

TY CH TY

TC: 13+763.41 TC: 13+660 LF

TP LF CH 0 .6 m EP ARB 2 ARH 0 .6 m

13+680 TRB LF

TP TP

CH 13+700 LF TB M3 0

2 ARB ARH 13+720

TP G St ep s CH ARB C UL 8 / 5

LF 13+740 0 .9 m

1 .2 m 13+760 TP

2CH SRB 13+780 W TY MH

TP RW

CT: 13+846.49 CT:

TP CH 13+800 LF FROM HOUSES

Tin RB TP

0 .4 m

1 .2 m 13+820 EP CH TP

LF LF

TP 13+879.17 TC: 13+840 LF

FROM HOUSES CH ARH EDN Fig. 30-3 [CH:14 + 20]

13+860 W 2 SRH TO HOUSES SH

TP C UL 8 / 6 W CH 0 .5 m TPG 0 .9 m TB M3 1

Tin RB

13+880 TY CH TP TP 0 .9 m

0 .9 m EP

LF 13+900

LF CH EP EDN

EP 13+920

ARH CH C UL 8 / 6

0 .1 m RW 0 .9 m

3 ARH 13+940

ARH CH

0 .5 m 13+960 TR 0 .9 m

LF CH TR LF

TR 13+980 TP MH ARH Fig. 30-2 [CH:14 + 040]

LF CH

ARH TR

ARH EP 14+035.97 CC: C UL 8 / 8 14+000

RW 0 .5 m 0 .9 m

TR CH

TR 2 TRB ARH

14+020 EP TR ARH

RW TP CH ARB

St ep s BD

0 .5 m EP 14+040 0 .9 m

TinRB 14+083.18 CT: CH ARH

EP 14+060 TP

ARH TP CH RW

ARH G

14+080 LF CH

EP ARH

Fig. 30-1 [CH:14 + 040] TP 14+100

St ep s CH

LF 14+120

Figure 30: From Chainage 13 + 680 to 14 + 100

114

CT: 14+083.18 CT: CH

RW CH

ARH G

RW CH

EP ARH

TP 14+100

St ep s CH Fig. 31-2 [CH:14 + 140] LF

TRH Fig. 31-4 [CH:14 + 420]

C UL 8 / 9 TR 14+120 TO HOUSES

EP 0 .3 5 m 0 .9 m CH

TinRB

G ARH SRH 14+140

RW CH TP 14+190.32 TC: Fig. 31-5 [CH:14 + 440] ARH ARH 0 .9 m Tin RB 0 .9 m LF

C UL 9 / 1

14+160 TO HOUSES CH EP 0 .9 m ARB 0 .6 m TRH TR 8WF K MP EP RW

TP CH 14+180 G

1 .5 m

SRB 14+254.42 CT:

0 .6 m CH LF

SRB FROM VILLAGE CH

TB M3 2 EP 0 .2 m

0 .9 m

14+200 EP: 14+440.55 EP:

MH 3 SRB 3 SRB LF C UL 1 3 / 1 TO MAHIYANGANAYA

ARB CH TC: 14+417.20

TP CH TR

LF 0 .6 m

CH 0 .6 m

ARBSRB CT: 14+401.41

CH 14+220

EP 14+326.45 TC: LF RW CH FROM VILLAGE ARB TP EP NB

NF CH TY MDN

EP CH 14+240

Tin RB 2 SRB CH

CH 2 SRB ARB ARB G MH EP EP TP

3 SRB TP SRB 14+260 TP ARH SRB LF TP TY W TP MDN

TP MH 14+280

1 .2 m 0 .9 m G TP MH W TP ARH W 14+440 MH 14+420 TY TR

14+300 EP TP TR RW MH TY

W G 14+400 SRB 14+320 W G TP MH 3 ARB W EP

14+380

14+340 2 ARB TinRB 14+360

FROM K ANDY

FROM NEW TOWN

Fig. 31-1 [CH:14 + 130]

Fig. 31-3 [CH:14 + 400]

Fig. 31-6 [CH:14 + 440]

Figure 31: 14 + 120 to 14 + 440

115

116