Environmental Screening Report for Dharmashoka Mawatha

E4353 V3

Strategic Cities Development Project (SCDP)

Public Disclosure Authorized Public Disclosure Authorized

Public Disclosure Authorized Report

January 2014

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

1. Project Identification 03

2. Project Location 03

3. Project Justification 03

4. Project Description 06

5. Description of the Existing Environment 09

6. Public Consultation 15

7. Environmental Effects and Mitigation Measures 16

7a. Screening for Potential Environmental Impacts 16

7b. Environmental Management Plan 29

7c. Environmental Management Plan during Operational Phase 58

8. Conclusion and Screening Decision 45

9. Environmental Monitoring 45

10. EMP implementation responsibilities and costs 61

11. Screening Decision Recommendation 61

12. Details of Persons Responsible for the Environmental Screening 63

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 Dharmashoka Mawatha (B 550 Road)

Project Proponent Ministry of Defense and Urban Development, Sri Lanka

2. Project Location

Location Dharmashoka Mawatha (B 550 Road) (relative to the nearest town, highway) Definition of Project Area This 3.4 km (Ch. 0+000 ~ 3+390 km) road segment (B 550 Road)

(The geographical extent of the proposed for rehabilitation extends from Mahayiawa Junction along Kandy project & areas affected – Katugastota Road (part of Colombo – Kandy (A9) Road) up to Lewella during construction) Junction along Kandy - Hewaheta (A9) Road.

The areas affected during construction phase due to proposed road improvements and other project activities will be mainly confined to the existing road corridor including the carriageway, shoulders/ walkways/ embankments and the road reservation, except for the locations where bend widening is planned (Ch. 3+079 – Ch. 3+111) thus land acquisition is required. The project area is illustrated in Appendix 1 (a, b & c). In addition, some minor acquisitions beyond the existing road reservation may be needed but this can be only confirmed after the land acquisition survey which is currently undergoing is completed. Adjacent land and features Land use features of this road stretch can be categorized into following

four distinct characteristics; . This road trace provides access to heavily built up areas consisting of residential, commercial and institutional units. . Between chainage CH 1 + 080 ~ CH:1 + 840 the road on the LHS runs parallel to the Udawattakale forest sanctuary. . In other areas, residential development can be found on the LHS of the road while the RHS is mostly the valley slope. . High concentration of commercial activities are observed in some pockets along the road (i.e. Mahaiyawa Junction, Upland road junction, Dharmasoka Junction and Levella Junction)

3. Project Justification

Need for the project It has been observed that the existing level of service (LOS) of main links in the Kandy central business district (CBD) indicates that the road network is almost saturated with present day traffic levels. The main (What problem is the project approach roads to the city, viz., William Gopallawa Mawatha, Sirimavo going to solve) Bandaranayake Mawatha, D.S. Senanayake Veediya (Katugastota Road), Sri Sangaraja Mawatha are at capacity showing level of service of “E” or below at present. Some alternative north-south roads also show a LOS of E during peak hours. It is thus clear that all approaches and specially the northern and eastern approaches are subjected to recurring congestions especially during peak hours. In addition to above, the heavy portion of traffic running through the Kandy City and especially its CBD shows that the by-pass arrangements are not working adequately. By pass requirements are required for traffic arriving at Mahaiyawa Junction to reach other locations towards Boowelikada and Lewella, bypassing Kandy City and CBD. However, the present condition of the road prevents smooth flow of traffic due to poor and inadequate shoulder/walkway widths (0.8 – 1.0 m at most locations), narrow lane widths (2.5 m at most of the stretch) and sharp bends (Ch. 3+079 – Ch. 3+111). Therefore, there is an urgent need for the rehabilitation of the Dharmashoka Mawatha. This road is proposed to be developed as the main by road from Northern Kandy to Southern Kandy and vehicles can move with out entering to Kandy city. The current average carriageway width is 5.0 m and 1.0 m of shoulders on either side, and proposed section for the road consists of 4.0 m wide two lanes, with 1.0 m wide soft shoulders on either side of the road. It was proposed to provide 0.9 m wide drains wherever required. The road was last resurfaced in year 2005. One side of the road between chainage 1 + 080 ~ 1 + 840 is the forest reserve of Udawattekelle and is government land. According to the RDA and Survey Department, a strip of the forest land next to the road way on the LHS has been acquired from the Forest Department in 2003 for road expansion purposes. This is also a landslide prone area, and currently there is no protection to the road users.

By developing the road, it is intended to improve safe access to both vehicles and pedestrians by also mitigating landslides. The designs develop the road with a carriageway of 8.0 m proving a lane width of 4.0 m each, with 1.0 m soft shoulders.

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. Dharmashoka Mawatha (B550) and Buwelikada – Lewella Road (B69) has a total length of 3.390 km. These road sections are located within the Kandy Business District. Also, this is good link road connecting A9 Road and A26 Roads and the same bypasses the Kandy City. These sections of Dharmashoka Mawatha (B550) and Buwelikada – Lewella Road (B69) under the per view of this project starts approximately at 2.0 km on Kandy – Jaffna Road and ends approximately at 1.3 km on Kandy – Mahiyanganaya – Padiyathalawa Road. This road traverses mainly in a rolling terrain. Dharmashoka Mawatha (B550) is a two-lane B class road that can be used as a bypass from A26 to A9 and A10 roads. The distance of this road is only 3.39 km and the surface of this road is relatively not in good condition at present with the last asphalt surfacing done in 2005. Development of the Dharmashoka Mawatha (B550) has a huge potential in diverting traffic thus avoiding them passing through Kandy CBD. However, the road is not attractive to its users due to a few sharp bends at Buwelikada, steep grades and geometry. Re-design to the standard widths (3.5 m lane × 2 from present 2.5 m lane × 2) and grades are needed to make this a properly utilized bypass. Slope stabilization is also required as some of the places within the road stretch have been identified as earth slip prone areas. Shoulders and walkways need to be constructed along almost the entire stretch. Roadside storm water drains are to be provided where necessary to facilitate fast drainage and concrete lining is required at locations with steep road grades.

Alternatives considered Development of outer bypass roads to let the through traffic to avoid the (different ways to meet the Kandy City has been studied by the previous study commissioned by the project need and achieve the RDA, which has found that the existing links that may be considered for project purpose) outer by pass are not very attractive due to two reasons: (i) due to terrain and geometry, (ii) travel length of most of the links in the proposed outer bypass is higher than when travelling through Kandy CBD; Therefore, this option has been seen as the best bypass to be exploited as the first attempt to divert traffic from Kandy CBD. No other alternative is considered for this particular project as it is envisaged that there are no any other technically feasible and economically viable engineering interventions that could be accommodated in place of the proposed methodology for rehabilitation.

4. Project Description

Proposed start date 1st July 2014 Proposed completion date 1st Feb 2016 Estimated total cost 930.75 Million Rs. Present land ownership Road Development Authority Description of the project

This road is proposed for rehabilitation. Project activities will be mainly confined to the existing road corridor including the carriageway, shoulders/ walkways/ embankments and road reservation, except for the locations where bend widening is planned (Ch. 3+079 – Ch. 3+111) at which point land acquisition will need to take place. In addition, minor acquisition along the trace may take place and this is being verified currently with field surveys.

Horizontal alignment & vertical profile have been selected in such a way that they satisfy design criteria and minimize land acquisition. Design speed has been taken as 30 km/h as the road is situated within the Town Limit. Proposed section for the road consists of 4.0 m wide two lanes, with 1.0 m wide soft shoulders on either side of the road. It has been proposed to provide 0.9 m wide drains wherever required.

A typical cross section of the road is shown in Figure 1.

Fig.1 Typical Cross Sections - Proposed

Pavement design thicknesses Pavement design has been done by Design Office (Kandy) of Road Development Authority. Overlay design had been carried out by considering the DPC test results of existing road pavement. Design thickness at widening and reconstruction sections have been carried out based on sub grade strength (Using Test pit results). The design life time for the pavement is 10 years. Design thicknesses are given in Fig.1 and Table 1. Table 1. Design thicknesses

Materials and Method of Construction Material and method of construction has to be selected according to the references given in Table 2.

1.1.1 Table 2: 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 It is vital to secure the drainage so proposed by the RDA for the road by shaping the carriageway with a camber or a cross-slope to avoid surface ponding and subsequent damage to grade/sub-base and embankment, ensuring safe motorable conditions without the risk of aquaplaning/ hydroplaning at standard vehicular speeds while maintaining existing flow patterns in the immediate surroundings uninterrupted. Improvements to the existing drainage facilities and cross drainage structures are required to establish an efficient system of drainage throughout this road by way of roadside gullies and grates, side drains and toe drains, catch drains in embankment slopes, cross drainage structures (culverts and bridges), approach and lead-away drains, etc. to collect storm water runoff and safely discharge to the nearest natural water course with no or minimal impact to the existing environment.

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. (See Appendix 2: Terrain and Drainage Map).

Soil (type and The overburden soil cover mainly consisting of Reddish brown latosolic soils and quality) loams made from the weathering of underlying rocks within the project area is approximately 3.0~12.0 m thick and boulders and rock outcrops can be found alongside the road stretch at several locations (Ch. 0+970, 1+480, 2+800, etc.). The study area covering Dharmashoka Mawath is located within a belt of Quartzite, quartz schist comminly with sillimanite adjuscent to widespeadarea of Hornblende/Hornblende biotite gneiss. 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 red-brown overburden latosolic soil that on average ranges in thickness from one to three meters. The major bedrock types found within the Kandy study 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%). 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 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 as suggested by NBRO report. (See Appendix 4a: Soil Map and 4b: Geological Map). Surface water There are no surface water boides in the project area. The road trace traverses about 0.6 km – 1.1.km from the Mahaweli Ganga along most of the stretch. The surface

(sources, distance water sources are intermittent streams, creeks and canals associated with surface from the site, local runoff which flows towards the river. uses and quality) There are no other surface water sources available in the vicinity. No surface water irrigated lands are noted within this area and water extraction for irrigation purposes is negligible.

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.

Flooding The road trace profile (vertical alignment) of the road stretch (Ch. 0+000 ~ 3+390 km) of Dharmashoka Road (B550) considered under the proposed development consists of mild to moderate/steep slopes in 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 (pers. comm. and RDA information). The road stretch appears to have adequate drainage systems in place at present. The existing gentle to moderate/steep slopes drain flood water towards the storm drains, canals and the river in the immediate downstream, causing no major floods in the area even after heavy downpours. The road trace crosses existing minor waterways (streams/Ela) at Ch. 0+026 (close to Mahayiawa Junction), Ch. 0+220, Ch. 2+040, and Ch. 2+940 km. The provided cross drainage structures at these locations are adequate and reportedly they have not undergone flooding or caused drainage issues in the past. However, several partially blocked culverts (due to siltation), approach canal blocked due to boundary/retaining wall construction (Ch. 2+900) and with other minor issues in side- and cross drainage flows were encountered at certain locations. 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. A retention/detention facility with a riser has been provided upstream of the paddy fields close to Ch. 1+870 km. Severe flood water accumulation or paths of concentrated flows are not found along the trace. The above minor issues have occurred due to temporary blockage of existing drainage system leading to temporary ponding 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. Roadside and toe drains are required at Ch. 2+900~3+260 km and all other sections with steep road gradients as given in design report. Eroded open embankments and earthen drains were found at Ch. 0+020, 0+340, 1+080, 1+840, and 1+900 km and other steep road sections with earthen drains.

Landslide Prone Kandy district is considered as one of the landslide vulnerable regions in Sri Lanka. Areas The past landslides in Peradeniya/Getambe (not within this road stretch) have caused loss of life, damage to property, and disruption to services and traffic. According to the Environmental Sensitive Area Map prepared by the Central Environmental Authority (Annexure III), the entire project area is located within the Landslide Prone Area. In the road section between Ch. 1+080 to 1+840 km (Figs. 2-5 & 4-1), the road is bounded by a steep slope on the left where exposed embankments and several visible traces of minor earth slips can be observed. Further, culvert lead away canals with steep slopes are observed at some locations (Fig, 2-5), causing storm water to directly pass along the embankment slope. The following sections, Ch. 0+080 to 0+155 RHS, Ch. 0+240 to 0+460 RHS, Ch. 0+840 to 0+920 RHS, Ch. 1+600 to 1+680 RHS, Ch. 1+750 to 1+775 LHS have been identified by the National Building Research Organization (NBRO), which is the government authority in landslide protetcion and mitigation, as exposed steep embankments where soil strengthening and additional measures to mitigate land slide risk are required. At Ch. 3+060 to 3+260 near Buwelikada Sharp Bend, the toe of the existing gabion structures have settled and collapsed/failed, thus additional strengthening is required together with proposed bend widening and embankment formation as proposed in the NBRO report. Precautionary meassures are to be adopted in diverting existing canals/ela, deviating water flows away from the toe area of the embankment. 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. The detailed design and implementation of specific structural mitigation measures in the potentially vulnerable areas located in the road stretch will be undertaken as per the recommendations made by the Landslide Studies and Services Division of the NBRO based on their extensive field studies and related analyses. The identified sections and recommendations for embankment strengthening, enhanced drainage and silt control are elaborated in the report by NBRO.

Air quality The road trace lies west 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 2 gives the average annual issues) levels of NO2 and CO2 measured in 2001 in Kandy.

Table 2: 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 3. vibration Noise levels measured indicated higher background levels predominantly due to (Any anticipated vehicular movements. It was clear from the levels of measurements that at townships issues) ambient noise levels were high and in between townships values were comparatively low. Noise levels varied between 64-69 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 3: Noise levels along the road trace measured as Leq in dB(A) for maximum period of 5 min.

Noise Level Chainage (km) (Leq) dB(A) 0+040 69 0+350 66 0+550 67 0+600 68 0+850 69 1+150 64 1+350 65 1+600 67 1+850 67 2+050 66 2+250 68 2+600 67 2+850 67 3+240 65 3+320 68

5.2 Ecological features – Eco-system components The road rehabilitation work starts from Mahaiyawa Junction where, Vidyartha Vegetation Collage Primary section is located (Figure 1a.1 and 1a. 3 and chainages 0 + 000 and (trees, ground cover, 0 + 040) and ends at Buwelikada Dharmashoka Junction (Fig. 7.6 and CH: 3 + 350) The main land use types found along the road trace are commercial establishments,

12 aquatic vegetation) public building such as schools, offices, hospitals, religious places etc., home gardens, abandoned lands and Udawattakale Sanctuary (Chainage from 1 + 080 to 1 + 840).

Home gardens Home gardens and commercial establishments are common along the road trace. The common species found in home gardens were Mango (Mangifera indica), Coconut (Cocus nusifera), Kos (Artocarpus heterphyllus). Presence of wetlands No wetlands observed along the road trace

Fish and fish No significant fish habitats are found along the road trace habitats

Birds (waterfowl, During the screening study, bird species were recorded along the road trace specially migratory birds, along Udawatta Kale Sanctuary (Chainage from 1 + 080 to 1 + 840). However, others) 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 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 areas. Also, from designations and (CH 1 + 080 ~ CH:1 + 840) (shown in Figure 2, 3 and 4), RHS of the road borders to identified sensitive Udawattakale Sanctuary which is a protected area under the Forest Department. zones) Road trace falls within the buffer zone of the Udawattakale sanctuary. It should be noted that marking of sensitive areas is based on the areas specified in the part 111 of the scheduled of the Gazette Extraordinary No. 772/22 of 24th June 1993 and subsequent amendments (EIA regulations), by the CEA except the flood protection areas declared under the Sri Lanka Land reclamation and Development Corporation Act No. 52 of 1982 and Act. No. 35 of 2006.

Other features

Residential/Sensitive Vidyaratha College (located at 0+40), Higher Technical Training Institute (Wood Areas Work), Special Education resident Boys School (1+650) are the main schools and training institutes located along the road trace. (Eg, Hospitals, Schools)

Traditional No significant traditional economic or cultural activities are located along this road economic and cultural activities

Archeological There are no recorded significant Archaeological resources in the study area. resources However Buddhist temples such as Sri Wardhanaramaya, Levella Meditation Centre. Bodiwanaya Centre for Damma, Gangarama Temple have histrorical significance,

(recorded or however they are not located within the road reservation. potential to exist)

6. Public Consultation

Public consulted Consultation Date Details/Issues raised method

1. Mr. I. Suranga, Three Interview 03/11/2013 . View about the project – The road is full of Wheeler Driver, traffic always, and needs improvement. interviewed at 0+040 . The three wheeler park will be affected by the road improvement – There are 15 three wheelers operating in this location for over 15 years. This is the only source of income, therefore a space must be provided in the same location.

2. K.K.A. Alahakoon, Interview 03/11/2013 . View about the project – During week days this Villager, interviewed road is full of traffic. Particularly the movement at 2+250, near the of heavy vehicles creates the traffic movement public well verse. Recent collapse of the retaining wall has exposed the people living below vulnerable to 3. Mr. L.M. Perera, Interview 03/11/2013 danger. owner of the small . Any proposals – The public well is used by the grocery and eating visitors (local tourists) therefore make sure to place. protect it.

. View about the project – Very hesitant as the 4. Mr. Nimal Interview 03/11/2013 road is heavily used and part of the former Dayananda, Villager retaining wall is collapsed. . More traffic will create more danger

5. Mr. A.M. Piyatissa, . View about the project – During weekday it is Farmer, interviewed Interview 03/11/2013 difficult even to walk on the road, the traffic at the town centre increases daily. . When the road is improved it will further increase the traffic.

. View about the project – Although this is a (Dharmasoka Junction) is a small township it has created good business opportunities. Road improvements will increase the business opportunities.

7. Environmental Effects and Mitigation Measures

7a. Screening for Potential Environmental Impacts

Screening question Yes No Significance of the effect (Low, moderate, high) Low 1 Will construction and operation of the Yes

Project involve actions which will cause Section Ch. 3+060 to 3+260 near Buwelikada Sharp Bend will involve deviating from the physical changes in the locality current road trace for bend widening and as part of the gabion wall construction of the (topography, land use, changes in water current road at this location which has collapsed. It will involve re-strenthening that part of bodies etc.) the road and developing a new section where part of the vacant land at the upper elevation needs to be acquired.

However it will not have a major impact on changing the current land use.

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, as the affected area is small and mitigation is straight forward significance of the harmful to human health or 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 trees and 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:

There will be spoilage (construction debris) produced during demolition of existing

structures and pavements, excavation of trenches, cut and fill activities, debris from rock blasting and material storage. During operations: 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 carriage way and air? 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 noise levels could be expected on temporary basis hence, low impact.

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 construction.

coastal wasters? Construction activities in the proposed project site may also involve soil excavation and storage which might increase erosion risk of top soil layers and cause siltation, 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..

7 Will the project cause localized flooding No No flood risk is envisaged based on the past records avauilable. and poor drainage during construction Construction Phase:

The road trace crosses existing minor waterways (streams/Ela) at Ch. 0+026 (close to Is the project area located in a flooding Mahayiawa Junction), Ch. 0+220, Ch. 2+040, and Ch. 2+940 km. and at Ch. 3+060 to 3+260 location? near Buwelikada Sharp Bend. Precautionary meassures are to be adopted during construction phase not to obstruct the flow paths. temporary diversions should be arranged where

necessary to avoid localised flooding when the flow paths are to be obstructued for construction activities. Further, 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? 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. The road runs through a hilly area with many sharp bends. It also experiences heavy traffic and therefore the sharp bend (especially Boowelikada) pose a physical hazard during construction of the road until the bend correction is done. Operation phase: 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. 4+780~4+820, Ch. 5+560~5+620, Ch. 5+775, Ch. 6+000~6+200, Ch. 6+920~6+980, Ch. 7+000~7+040, Ch. 9+800~9+880) 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 Yes Low around the location which are susceptible Due to the temporary closure of the roads during asphalt overlay the traffic would be diverted to congestion or which cause to nearby roads making the traffic volume of those roads increased. However, there are many environmental problems, which could be connecting roads so that the impacts can be easily mitigated. There are several roads affected by the project? connecting the surrounding settlements and small sub town centers with the Project Road, such as Old Matale Road, lady Torrington road, Pita Kanda road, Uplands road, Nittawela road, Devala road, Aruppola road, Wagolla road etc. and many other local roads.

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 Yes Low around the location which are used by Use of road to access commercial establishments and residential areas may be temporarily the public for access to recreation or affected but will not be completely cut off. other facilities, which could be affected by the project? There are several roads that provide access to recreation and similar facilities such as the road way to Wewelpitiya Grounds, Upland road and Lady Torrington road to Udawattakele Sanctuary, Aruppola road to Aruppola ground, Technical College and Ayurveda Medical Centre,

11 Are there any areas or features of high Yes Low landscape or scenic value on or around The road provides visual access to many scenic areas as it rises sharply making hill country the location which could be affected by topography visible from many places. Road section from 3+240 to 3+ 280 where major the project? deviation of the road will take place provide such a good view (Figures 2.3, 6.3 and 7.5) However the project will not disturb these scenic views and thus no negative impact is envisaged.

12 Are there any other areas on or around Yes Low the location which are important or Road trace strating from 1 + 080 ~ 1 + 840 falls within the buffer zone of the Udawatta Kele sensitive for reasons of their ecology e.g. Sanctuary. In 2003, a thin land strip of the Forest boundary has been acquired by the RDA wetlands, watercourses or other water and declared as road reservation for road rehabilitation purposes. These acquisition maps are bodies, the coastal zone, mountains, being re-assessed with a new land survey which is currently underway. It is unlikely that

forests which could be affected by the forest land will be acquired for the project as the ROW in most places are adequate for for project? the proposed rehabilitation measures but this will be confirmed only on completion of the land survey. Of this stretch, about 100 m is bordered by the Forest Department office and another 20-40m with housing development. Rest of the area of this stretch bordering the road is covered with grass dominated vegetation. There will be no large trees removed. The mildly elevated noise levels may have an impact on birds and other animal life but this is not significant as this is an existing road carrying high traffic loads, hence they are adopted to noise and pollution to some extent.

13 Are there any areas on or around the Yes Low location which are used by protected, Road trace strating from 1 + 080 ~ 1 + 840 falls within the buffer zone of the Udawatta kale important or sensitive species of fauna or Sanctuary. Udawattekale is a historic forest reserve stretching between the Dalada Maligawa flora e.g. for breeding, nesting, foraging, and Aruppola suburbs and is about 103 hectares in extent, It is home to several rare and resting, migration, which could be endemic lianas and orchids as well as a few rare and endemic bird species. However, none of affected by the project? these would be adversely impacted by the project as the road reservation in most areas are considered adequate for the proposed road design and the forest borders are adapted to the high noise/dust levels. However, this impact will be re-evaluated as mentioned above, once the land surveys and maps are completed.

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? Trees found along the road trace which may affected by the project and/or located within aqusition area are listed Table 4. It should be noted that some trees might be removed when

21 located in the shoulders (soft/hard) and at the edge of the walk way, if they are disturbing to construction and operation of the road and this will be monitored during implemenbtation and the need to remove will be asssed jointly with the RDA and Contractor. However, it is not necessary to remove trees located within the road reservation. Table 4: Description of the trees on the road sides Location of the Dbh, Chainage Species name Local Name tree cm 0 + 080 ~ Edge of the walk Samania saman Mara 30 - 60 0 + 100 way, RHS 0 + 080 ~ Edge of the walk Samania saman Mara 30 - 60 0 + 100 way, RHS 0 + 080 ~ Edge of the walk Samania saman Mara 30 - 60 0 + 100 way, RHS Within road 0 + 220 Samania saman Mara 30 - 60 reservation, RHS Within road 0 + 240 Samania saman Mara 30 - 60 reservation, LHS Within road Artocarpus 0 + 240 Kos 30 - 60 reservation, RHS heterophyllus Within road 0 + 240 Alstonia scholaris Ruk Attana 30 - 60 reservation, RHS Within road 0 + 240 Alstonia scholaris Ruk Attana 30 - 60 reservation, RHS Within road 0 + 400 Samania saman Mara > 30 reservation, LHS 0 + 460 ~ Edge of the walk Samania saman Mara 30 - 60 0 + 480 way, LHS 0 + 460 ~ Within road Artocarpus Kos 30 - 60 0 + 480 reservation, RHS heterophyllus

0 + 460 ~ Within road Artocarpus Kos 30 - 60 0 + 480 reservation, RHS heterophyllus 0 + 460 ~ Within road Artocarpus Kos 30 - 60 0 + 480 reservation, RHS heterophyllus Within road 0 + 520 Samania saman Mara 30 - 60 reservation, RHS Within road 0 + 620 Mangifera indica Amba 30 - 60 reservation, RHS Within road 0 + 620 Mangifera indica Amba 30 - 60 reservation, RHS Edge of the walk 0 + 720 Samania saman Mara 30 - 60 way, RHS Within road Artocarpus 0 + 720 Kos 30 - 60 reservation, RHS heterophyllus Within road 0 + 720 Samania saman Mara 30 - 60 reservation, RHS Middle of the 0 + 780 proposed Mangifera indica Amba 30 - 60 shoulder, RHS Edge of the walk 0 + 780 Mangifera indica Amba 30 - 60 way, RHS Edge of the walk Artocarpus 0 + 780 Kos 30 - 60 way, RHS heterophyllus Within road 0 + 780 Mangifera indica Amba 30 - 60 reservation,LHS Edge of the walk Artocarpus 0 + 880 Kos 30 - 60 way, RHS heterophyllus Edge of the walk 0 + 960 Samania saman Mara 30 - 60 way, RHS 0 + 960 Within road Samania saman Mara 30 - 60

reservation, RHS 1 + 120 ~ Within road Aleurites moluccana Rata Kekuna 30 - 60 1 + 140 reservation, RHS 1 + 120 ~ Within road Aleurites moluccana Rata Kekuna 30 - 60 1 + 140 reservation, RHS 1 + 120 ~ Within road Aleurites moluccana Rata Kekuna 30 - 60 1 + 140 reservation, RHS 1 + 120 ~ Within road Peru Balsam 30 - 60 1 + 140 reservation, RHS Myroxylon balsamum 1 + 140 ~ Within road Peru Balsam 30 - 60 1 + 160 reservation, RHS Myroxylon balsamum Within road 1 + 260 Mangifera indica Amba 30 - 60 reservation LHS Edge of the walk 1 + 270 Mangifera indica Amba 30 - 60 way, LHS Within road 1 + 330 Lunumidella 30 - 60 reservation, RHS Melia azedarach Within road 1 + 490 Aleurites moluccana Rata Kekuna 30 - 60 reservation, RHS Within road 1 + 550 Mangifera indica Amba 30 - 60 reservation, LHS Within road 1 + 600 Macaranga peltata Kanda 30 - 60 reservation, RHS Within road 1 + 600 Peru Balsam 30 - 60 reservation, RHS Myroxylon balsamum Within road 1 + 700 Peru Balsam < 20 reservation, RHS Myroxylon balsamum Within road 1 + 700 Peru Balsam < 20 reservation, RHS Myroxylon balsamum Within road 1 + 800 Kottamba < 30 reservation, LHS Terminalia catappa

Within road Artocarpus 1 + 800 Kos 60 - 120 reservation, LHS heterophyllus Within road 120 - 1 + 800 Samania saman Mara reservation, LHS 200 Within road 1 + 800 Samania saman Mara 30 - 60 reservation, LHS Within road 1 + 850 Samania saman Mara 60 - 120 reservation, RHS 1 + 880 ~ Edge of the walk Samania saman Mara 60 - 120 1 + 900 way, LHS 1 + 880 ~ Edge of the walk Samania saman Mara 60 - 120 1 + 900 way, LHS Edge of the walk 1 + 960 Mahogany 30 - 60 way, LHS Swietenia macrophylla Within road 1 + 980 Erabadu 30 - 60 reservation, RHS Erythrina indica Within road 2 + 150 Del 60 - 120 reservation, LHS Artocarpus nobilis 2 + 160 ~ Within road Del 30 - 60 2 + 180 reservation, LHS Artocarpus nobilis 2 + 160 ~ Within road Kohomba < 30 2 + 180 reservation, LHS Azadirachta indica 2 + 160 ~ Within road Siyambala 60 - 120 2 + 180 reservation, RHS Tamarindus indica 2 + 160 ~ Within road Pol < 30 2 + 180 reservation, RHS Cocus nusifera 2 + 160 ~ Within road Lunumidella 60 - 120 2 + 180 reservation, RHS Melia azedarach 2 + 160 ~ Within road Pihimbiya 30 - 60 2 + 180 reservation, RHS Filicium decipiens Within road 2 + 380 Pol < 30 reservation, LHS Cocus nusifera

Within road 2 + 410 Amba 30 - 60 reservation, RHS Mangifera indica Within road 2 + 440 Amba 30 - 60 reservation, RHS Mangifera indica Within road 2 + 450 Roberosia 30 - 60 reservation, RHS Tabebuia rosea Within road 2 + 450 Havari Nuga 30 - 60 reservation, LHS Alstonia scholaris 2 + 540 ~ Edge of the walk Amba 30 - 60 2 + 570 way, RHS Mangifera indica 2 + 540 ~ Edge of the walk Samania saman Mara 30 - 60 2 + 570 way, RHS 2 + 540 ~ Within road Mahogany 60 - 120 2 + 570 reservation, RHS Swietenia macrophylla 2 + 540 ~ Edge of the walk Samania saman Mara 30 - 60 2 + 570 way, LHS 2 + 540 ~ Edge of the walk Pol < 30 2 + 570 way, LHS Cocus nusifera 2 + 540 ~ Edge of the walk Pol < 30 2 + 570 way, LHS Cocus nusifera 2 + 540 ~ Edge of the walk Madatiya < 30 2 + 570 way, LHS Adenanthera pavonina 2 + 540 ~ Edge of the walk Amba < 30 2 + 570 way, LHS Mangifera indica 2 + 540 ~ Within road Samania saman Mara 30 - 60 2 + 570 reservation, LHS 2 + 540 ~ Within road Samania saman Mara 30 - 60 2 + 570 reservation, LHS 2 + 540 ~ Within road Amba < 30 2 + 570 reservation, LHS Mangifera indica 2 + 540 ~ Within road Amba < 30 2 + 570 reservation, LHS Mangifera indica

2 + 580 ~ Within road Artocarpus Kos < 20 2 + 600 reservation, RHS heterophyllus 2 + 580 ~ Within road Alipera < 20 2 + 600 reservation, RHS Persea americana 2 + 580 ~ Edge of the walk Amba < 30 2 + 600 way, LHS Mangifera indica During rock blasting and rock removal along the road, floral species may be affected. In the sections where there is a necessity to have safety measures, removing branches are essential. The effects due to tree removal are minimum and it is recommended to follow mitigatory measures as outlined in 7b.

16 Are there any areas or features of historic Yes Low or cultural importance on or around the There are a few places of historic / cultural importance – i.e. Sri Wardhanaramaya, Levella location which could be affected by the Meditation centre. Bodiwanaya centre for Damma, Gangarama temple (Fig. 7.6 [CH:3 project? +350]). However they are not directly affected by the project as they are not within the road reservation.

17 Are there existing land uses on or around Yes Low the location e.g. homes, gardens, other The land use of the surrounding area is mixed consisting of residential, commercial, schools, private property, industry, commerce, health facilities, recreation facilities, religious spaces etc which may be affected to some recreation, public open space, extent from the road construction. However, the road will be constructed in sections, hence community facilities, agriculture, not all of them will be affected at once. forestry, tourism, mining or quarrying which could be affected by the project? Low 18 Are there any areas on or around the Yes

location which are densely populated or built-up, which could be affected by the Some areas i.e., road section at 2+850, Lewella Junction, Dharmashoka junction are areas of high population density. Although properties of these areas will not be acquired for the

project? project, during the construction period construction related impacts such as dust, vibration, noise and traffic will be higher than that of other areas. Low 19 Are there any areas on or around the Yes

location which are occupied by sensitive There are several places having sensitive land uses such as Wewelpitiya grounds and land uses e.g. hospitals, schools, places Vidyartha Primary School at Mahaiyawa Junction (Figures 1a.4 and 1b.4), Stepping Stone of worship, community facilities, which Pre-school at 0+550 road section, Higher Technical Training Institute (Woodwork), could be affected by the project Watapuluwa Handloom Centre and Special Education Resident Boys’ School at road section 1+650. Wardhanaramaya, Levella Meditation Centre. Bodiwanaya Centre for Dhamma, Gangarama Temple (Figure 7.5) are found in the surrounding area. 20 Are there any areas on or around the Yes Low location which contain important, high Road trace between 1+080 and 1+840 falls along the Udawatta Kele Sanctuary as mentioned quality or scarce resources e.g. earlier. According to the current design proposal, no lamd acquisition is expected in this groundwater, surface waters, forestry, stretch but this will be re-assessed once the on-going surveys and mapping is completed. agriculture, fisheries, tourism, minerals, which could be affected by the project?

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

7b. Environmental Management Plan during construction phase

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

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

as practical as possible.

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. Social: Social: In the case of closing one lane for traffic during Proper signage must be erected together with traffic diversion

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

construction there will be traffic congestions causing and control by contractor’s personnel. Appropriate signage delays. In addition, diversion of traffic to other routes should be posted on affected roadways, and will also create considerable traffic congestions in the residents/commercial establishments should be informed of any other routes as well. 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 levels Use of mechanically driven saw blades will make the noise Provided under Table however they seem to be only temporary. levels restrict to only a short period of time. 4, section 7a, bullet 15. Ecological Ecological

Loss of soil stability It is essential to accept that construction projects cannot be executed without removing existing trees up to a certain extent.

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Loss of shade and habitat for faunal species However, unnecessary removal of trees could be avoided as described below and thereby minimizing the impacts due to

removal of trees.

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) if they don’t present a significant safety hazard. The trees in the road reservation should be preserved during construction in incorporated into the road layout. Branches that disturb the activites can be removed, if required. PMU should monitor and re-asses the trees that need removal together with

the RDA and contractor during implementation.

In order to enhance the soil stability after removal of tree species artificial/engineered structures can be used. 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 along the pedestrian walkways. In addition, large excavations may be created after removal of trees, therefore immediate filling up is vital in order to avoid

water logging and accidents.

Social Social Disturbance to pedestrians and potential danger to

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

pedestrians and nearby residential and commercial Establishment of proper signage, notice to public and proper establishments can be expected. safety procedures have to be adopted. Implmentation Responsibility : Contractor

3b) Removal of over Physical Physical burden Removal of overburden particularly in shoulders may Frequent wetting may reduce the air-borne particles hence lesser Specific Locations: create air pollution in terms of suspended particulate nuisance to neighboring community. Entire road length matters. Provide temporary protection against erosion, divert Erosion risk due to exposed slopes, disruption to existing waterways/provide temporary drainage, locate soil stockpiles drainage paths, washout of fines and silting of outside drainage paths, provide temporary barriers at stream

waterways, local earth slips due to soil over saturation. at inlets and gullies to avoid movement of increased volumes of solid materials from stockpiles to rivers/streams at the Ch. 0+080 to 0+155 RHS, Ch. 0+240 to 0+460 RHS, Ch. construction stage, schedule activities during dry periods, 0+840 to 0+920 RHS, Ch. 1+600 to 1+680 RHS, Ch. adequate slope protection where necessary 1+750 to 1+775 LHS and Ch. 3+060 to 3+260 near Buwelikada Sharp Bend. Implmentation Responsibility : Contractor

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

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Specific Locations: services unusual manner. Entire road length Unsafe roadside conditions due to excavations and Use of heavy construction equipment and plants should be trenching, storage of equipment, poles, material etc., discouraged. All equipment and machinery (such as compacters and vibrators) should be operated with exhaust silencers to limit Parking and operation of heavy machinery will generation of noise not to exceed 75 dB as practical as possible. inconvenience the neighborhood due to congestion of Regularly maintenance of all construction vehicles and roads. machinery to meet noise control regulations stipulated by the CEA in 1996 (Gazette Extra Ordinary, No 924/12). 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. And this needs to be done when a critical event takes place

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

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Social Close coordination and liaising with service providers is very important for speedy completion of service relocations. Social Organize with the service providing institutions (NWSDB, SLT, Disruption to servicers (electricity, water, CEB) to provide alternative connections before relocation of the telecommunication) of the households and commercial services or soon after the relocation. establishments living in the catchment areas Advanced scheduling and informing people in the are of service disruptions is important so that they can be prepared. Make sure 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. Implmentation Responsibility : Contractor

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

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

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, 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

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

Social

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

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

3. Material Usage

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

material exploitations GSBM license should be obtained. Ecological Ecological Loss of habitat for floral and faunal species The existing material procurement sites should be used as much Creates breeding grounds for vectors as possible. If new sites are acquired, proper site selection guidelines must be followed. After material extraction is over from a location, such as gravel pits and mining sites, sites 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.

4b) Material Physical Physical Transportation Dust and noise together with vibrations may be very Proper covering of all materials is essential during likely from the transportation of materials to the site. transportation of materials to the site. All vehicles, equipment and machineries used for construction shall be regularly maintained in order to ensure that emission levels comply with the relevant standards stipulated under the

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

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 Ecological 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

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

can be used for filling activities in appropriate places. Social Engagement of heavy vehicles for material transportation Social will create nuisance and danger to the pedestrians Advice the heavy vehicle operators / drivers to take extra care particularly to the school children in the schools and pre- particularly near the schools and religious places. schools. Transportation of material has to be carried out only during the High noise and vibration levels will disrupt day-to-day day time, and should avoid school hours and religious festival activities of religious and educational institutions. If days (e.g., poya days). transportation of material is done during the evening and night time, households are severely disturbed, as there are many houses located adjoining the road.

Implmentation Responsibility : Contractor

4c) Material storage Physical Physical Specific Locations: Not Emission of dust due to stockpiling and subsequent All construction materials (sand, gravel, aggregates, cement, known transport is very likely. bituminous products) should be stored with proper covers at designated places along the road trace where there is space to do Erosion of material during rains; Stock piling of soil, so without causing hazards to road users debris and other material may block surface drainage paths causing localized flooding during constructional Disturbance to the soil, cutting & filling, and storage of and operational periods. construction material within the site could potentially contaminate surface runoff, notably increasing turbidity in local If not properly stored and adequately covered, fine drainage. It is essential not to store material such as gravel and material washout may significantly degrade surface

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

water quality sand close to surface water streams along the trace that cross the road ( at Ch 0+026, 0+220, 2+040, 2+940 and 3+060 to 3+260)

during construction.

Erosion control practices should be implemented at these locations, if necessary, during 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 Temporary yards for material storage should be constructed on Loss of habitat for animals and plants barren land. Increased turbidity in water ways. Material stored should be properly covered to avoid surface runoff during rainy season. Social Social Material storage near or at the road side will obstruct Materials should be stored so as not to pose any dangers to pedestrian movements. Such material heaps by the road pedestrians, cyclists, and other road users. Material storage side will pose dangers to motor and pedal cyclists. should not obstruct or block access to houses and foot paths.

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Implmentation Responsibility : Contractor

5. Cut and fill activities Physical Physical Specific Locations: Ch. Significant volumes of cut and fill may be required at Suitable surface finishing (paving or turfing and 3+060 to 3+260 near Ch. 3+060 to 3+260 near Buwelikada sharp bend where concrete/asphalt cover where necessary) should be provided to Buwelikada sharp bend bend widening and re-strenthening of collapsed gabion minimize erosion of new formations and also to ensure ease of walls are necessary. access to regular maintenance activities. Emission of air pollutants during cut and fill is very Appropriate washing facilities and locations for vehicles and likely. equipment need to be provided. All vehicles, plant and equipment (including hand tools such as shovels) will be Open excavation and earth movement in loose soil on inspected by the Engineer before being certified clean. slopes may cause slope failures in vertical faces. If adequate capacities, required minimum slopes, and Equipment and vehicles will be cleaned in designated cleaning- proper aligning of pipelines are not properly addressed, up sites before leaving weed infested areas or entering weed undesirable ponding, spilling and excessive siltation or free areas. erosion/cavitations may lead the drainage network to fail No high noise generating machinery is encouraged. Extreme before its intended design life. precautions should be taken on compacting or vibrating High noise and vibration levels are likely from machines which will be operated only during day-light hours. equipment and machinery. Suitable back-fill material (soil) with required grading and If excavated areas are not properly back-filled using strength characteristics should be used either from on-site suitable material and compacted adequately, uneven burrow areas or outside. settlements may cause leakages, deformation leading to Proper compaction to achieve reasonable strength should be cracks and eventual failure of anchorages and pipelines. adopted to avoid differential settlements and fissures/cracks.

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Slope failures/local earth slips, disruption to existing All equipment and machinery must be checked for their drainage paths, erosion and washout of fines silting workability performances on regular basis. Spoil that is not downstream water bodies, utilized for fill should be disposed of at locations approved by the Engineer in a manner that would not create any

environmental hazard in such places.

Maintain naturally stable slopes in cut/fill sections, provide temporary slope/embankment protection (sheet piles/shoring/props) where necessary, provide temporary drainage diverting flows outside cut/fill locations, provide silt screens/barriers Social Social In the earth cutting areas if access ways are affected as a result Saftety issues may arise of cuts, proper access should be provided to such land use activities. The contractors should make sure that there are no

obstructions and/or disturbances caused to the day-to-day activities of general public as a result of cut and fill activities. Households should be assured of safety by way of ensuring stable slopes by suitable slope strengthen interventions.

Carrying out of comprehensive geo technical investigations

Ecological: Ecological: Turfing should be done on cuts and fills, however, the grass

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Loss of soil stability pods should be free from any invasive flora species, therefore turf should be obatained from the local area as much as Establishment of nuisance weed species in the project possible. area or spoil disposal area due to introduction through imported raw/ new material may be possible. 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.

Material use for filling activites should aquire from available material procument sites and try to avoid acquiring of new sites as much as possible. Further, it is better if the material procument sites are situated close to the proposed road hence, environmental conditions are same in both areas.

Social Social If steps are removed as a result of cuts, proper acces should be Another major cut and fill operation takes place at the provided to such houses. The contractors should make sure that road section 2+850 to 3+280 as a new road section is there are no obstructions and/or disturbances caused to the day- introduced due to the failure of the present road section. to-day activities of general public as a result of cut and fill This section is very steep and also due to collapsing of activities. the present road section there is also a concern of the Households should be assured of safety by way of ensuring people related to possible earth slip. Cut and fill stable slopes by suitable slope strengthen interventions. operation of this section will have a major impact if not Providing adequate information, before commencement of the properly handled as at the lower elevation of the site construction work, to people in the area regarding potential there exists a settlement. danger if exist in consultation with the District Secretary is

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Further such cut and fill activities may obstruct and/or important.. block access to houses and foot paths and also create

danger due to use of heavy equipment.

Cuts close to houses located in hilly terrain, if any, can cause severe anxiety among households whose houses are located in steep slopes. Implmentation Responsibility : Contractor

6. Drilling activities Physical Physical Specific Locations: In the case of blasting of rock masses drilling has to be Drilling has to be carried out only during daytime no such When encountered carried out making high noise levels.However, this is activities must be undertaken during nighttime casing nuisance during clearing limited to a few locations and is not expected to be to neighbouring people. extensive. Drilling should be done with machinery driven hydraulically Even sporadic episodes of vibrations are very likely. but not by pneumatically. Fugitive dust will emanate due to drilling activities 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 in sensitive areaand vibration less 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.

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Control of dust levels could be practiced with frequent wetting of rock surfaces.

Social Social Vibration created by drilling operations particularly near Precautions should be taken so as not to have vibration levels the Wewelpitiya play ground and the new road section more than permissible levels stipulated in the Interim Standard between road section 2+850 to 3+280 will be a major on Vibration Control as stipulated by CEA. concern in this area mainly because of the high During the operations in these areas relevant institutions should concentration of residential and other activities. be notified prior to such operations.

Implmentation Responsibility : Contractor

7. Rock blasting Physical Physical Specific Locations: Fugitive dust particles are very likely to be airborne. Control of dust levels could be practiced with frequent wetting When encountered of rock surfaces. High vibrations are likely. during clearing Blasting plan should be prepared inclusive of place to be blast Disintegrated rock pieces will fly into the nearby areas and time taken and it will be notified to the people prior to the perhaps damaging properties or even creating human operations begin. Extreme care should be observed in sensitive injuries, ff dynamite is used for blasting. However, this area where chemical blasting is encouraged. It will be ensured will be limited to specific locations on the road trace. that the levels of intermittent vibration (in ppv) would comply with the interim standard on vibration for blasting activities. If any structures are affected, they should be investigated and

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

their damages should be compensated. Social Social Extreme precautions should be taken so as not to have vibration levels more than permissible levels stipulated in the interim If the rock blasting takes place near high density standard on vibration control stipulated by CEA. residential areas and steep slope areas there will be a negative impact on such land use activities. Establish adequate sign boards; inform people in the catchment area deploy best engineering practices. Further if the blasting of rocks takes place near places of heavy public movements such as schools and religious places, potential danger exists to children and Implmentation Responsibility : Contractor pedestrians.

8. Curve correction Physical Physical Specific Locations: As same as cut and fill As same as cut and fill Two places where curve Ecological Ecological corrections are envisaged As same as cut and fill As same as cut and fill (i) Wewelpitiya ground and (ii) at the road Social Social section 2+850 to 3+280) Both these locations curve correction is carried out Provide adequate sign boards and educate pedestrians. towards the hilly area creating potential dangers due to rock blasting and earth moving activities. Implmentation Responsibility : Contractor

9. Correction of gradient Physical Physical

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Specific Locations: Ch. As same as cut and fill As same as cut and fill 3+060 to 3+260 near Ecological Ecological Buwelikada Sharp Bend. Same as cut and fill Same as cut and fill Social Social Disturbance to pedestrian movement Design the construction programme in such a way so as to avoid traffic congestion Implmentation Responsibility : Contractor

10 Construction of carriageway

10a) Base correction Physical Physical Specific Locations : Fugitive dust particles are very likely to be air-borne. Wetting of surfaces so as not to affect the dry density of Entire road length material in the base should be encouraged. It is only sprinkling High noise levels from compactors are likely. that is advised for this activity otherwise compaction may not be archived as required. Deployment off well maintained vehicular fleet will lessen the Social noise levels emanating from such operations. Disturbance to pedestrian movement, particularly to Social school children, traffic congestion is possible. Design the construction programme in such a way so as to avoid school hours and make adequate precautions for better traffic management.

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

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 to Design the construction programme in such a way so as to avoid school children, traffic congestion is possible. school hours and make adequate precautions for better traffic management.

10c) Overlay Physical Physical Specific Locations : Hazardous material of bitumen is used here which may Use of bitumen should be carried out with extreme care with Entire road length cause inhalation of VOCs by the neighbouring people. minimum inhalations of its fumes. Heating of bitumen laden material should be done 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 Design the construction programme in such a way so as to avoid school children is possible. Traffic congestion can occur school hours for overlay operations or make adequate during overlay. precautions for better traffic management Implmentation Responsibility : Contractor

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

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 essential Increase road side planting in suitable places to compensate the removal of tress

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

10e) Marking and Physical Physical signage VOCs are likely to be emanated Personal protective clothing and devices are encouraged for workers. Implmentation Responsibility : Contractor

11 Embankment Protection

11a) Slope Physical Physical

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

stabilization Slope/embankment failure prior to protection and during Provide slope protection measures where slope gradients exceed compaction, embankment failure due to inadequate naturally stable gradients (provide retaining Specific Locations : drainage and soil over saturation structures/gabions/riprap /additional base strengthening/toe Ch. 0+080 to 0+155 support) and drainage facilities (including toe drains) with RHS, Ch. 0+240 to Other impacts are similar to that for cut and fill adequate erosion protection (lined drains/precast) as suggested 0+460 RHS, Ch. by the Landslide Studies and Services Division of the NBRO 0+840 to 0+920 RHS, report. Ch. 1+600 to 1+680 RHS, Ch. 1+750 to The specific sections where retaining walls are proposed for 1+775 LHS and at Ch. embankment protection are as follows. 3+060 to 3+260 near Ch. 0+080 to 0+155 RHS, Ch. 0+240 to 0+460 RHS, Ch. 0+840 Buwelikada Sharp to 0+920 RHS, Ch. 1+600 to 1+680 RHS, Ch. 1+750 to 1+775 Bend LHS and at Ch. 3+060 to 3+260 near Buwelikada Sharp Bend

Social Social Since the road runs through hilly areas there are many Similar to Section 8 above. places where slope stabilization are envisaged of them Carrying out of comprehensive geo technical investigations two places namely near the Wewelpitiya play ground and before commencement of the construction work and providing the new road section between road section 2+850 to adequate information to people in the area regarding potential 3+280 are critical due to settlements and public danger if exist in consultation with the district secretary. activities.

Implmentation Responsibility : RDA Design team

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

11b) Landslide Physical Physical correction Local earthslips, Embankment failures are possible The NBRO report has recommended Specific Locations : Temporary noise and fugitive dust emission is likely. I. Failed gabion to be replaced by a mass concrete wall. Ch. 3+060 to 3+260 II. RRC wall to be constructed to protect the creating cut at near Buwelikada the bend. Sharp Bend III. A horizontal drainage network to be established at the foot of the slope. IV. A drainage ditch to be constructed above the abandoned house to drain out the seepage water.

V. A cascade drain to be proposed at the southern end of the proposed mass concrete wall Detailed design for this locations should be prepared in collaboration with the National Building Research Organization (NBRO), comprehensively addressing the issues in above sections. Proper monitoring during construction and service phases should be planned and implemented.

Social Social No land slide sites have been recorded in the study area. Carrying out of comprehensive geo technical investigations However, at the new road section between road section before commencement of the construction work and providing 2+850 to 3+280 a failure of a gabion wall and part of the adequate information to people in the area regarding potential present road section has occurred danger if exist in consultation with the district secretary.

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Implmentation Responsibility : RDA Design team

12 Drainage enhancement

12a) Provision of Physical Physical temporary drainage Blockage to existing drainage paths, localized flooding, Divert existing flows ensuring proper flow conveyance and Specific Locations : increased erosion risk with exposed/newly constructed connectivity especially at cut/fill and other construction Whenever and unprotected surfaces/slopes, increased landslide risk locations. encountered due to disrupted drainage and soil over saturation. Social Social If temporary drainage leads the storm water flow through If it is necessary to provide temporary drainage adequate individual properties it will create inconvenience to those hydraulic studies need to be done prior to creating them and people and also their properties. also the community in the area needs to be consulted.

12b) Culverts and Physical Physical bridges Blockage to existing drainage paths, localized flooding, Designs for bridges should confirm to the requirements of the Specific Locations : disruption to traffic & pedestrians during construction “Bridge Design Manual” of RDA considering a flood return whenever period of 100 years. For culverts appropriate designs should be

encountered considered to allow sheath flow or cross drainage without any blocking. Divert flows and ensure safe pedestrian passage prior to construction, Use appropriate opening sizes following design guidelines when existing structures are to be

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

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 downstream Provide roadside storm water drains, gullies, grates, leadaway Specific Locations : water bodies, danger to traffic and pedestrians canals following proper guidelines and ensuring enhanced flow Entire road length conveyance and connectivity, Provide toe drains at sections

with slopes/embankments, Use lined drains with drop structures at sections with high road gradients, Ensure precautions against gully/grate blocking due to silting/debris whenever encounter. Implmentation Responsibility : RDA Design team

13. Solid, hazardous Physical Physical waste and debris Improper disposal may create foul odour, more mosquito Proper management taking into account generation loads, management breeding sites, unpleasant visual quality, increased flies temporary storage, transportation, sorting and final disposal rodents and stray animals. should be in place where 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

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

represents the RDA) who muct 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 14. Health and Safety Lack of proper health and safety standards will put the Safety regulations under the Factory ordinance with regards to

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

of workers and the workers and the public at risk from accidents and provisions of health and safety measures and amenities at work public respiratory/auditory health impacts places.

Specific Locations : Ensure appropriate safety equipment, tools and protective Entire road length clothing are provided to workers and that safe working methods are applied. A safety inspection checklist should be prepared taking into consideration what the workers are supposed to be wearing and monitored during specific 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

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

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.

15 General site Poor site management practices can lead to numerous Locations for material storage should be identified prior to management aspects adverse enviornmnetal impacts that can be easily commencing work and approved by the Engineer. As the Road mitigated, hence this is an important area to be strongly Specific Locations : and the surrounding area is built storage space will be limited. monitored. Entire road length Selection of storage locations should avoid being close to sensitive receptors such as schools, hospitals and places where crowds congregate.

All cement, bitumen (barrels), oil and other chemicals such as paint should be stored and handled on an impervious surface above ground level.

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

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

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.

Key project activities Potential Environmental Effects Mitigation Measures and implementation responsibility

Noisy construction work such as crushing, concrete mixing and batching should be carried out at least 150m 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 for public and strict service industries. implementation of regulations of local authority relation to maintenance of public properties. 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 of vehicles by motorists and potential accidents Strict speed control, establishment of speed control signals 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 Kandy –Katugasthota road to the Kandy – Hewaheta road. The areas affected durng road rehabilitation will be mainly confined to the exisiting road corrodor except for the locations where curve correction will take place (Mainly Buwelikada junction at ch 3+060 to 3+206 and near Wewalapitiya playground as well as other specific locations depening on the requirement) by cutting into the hill on the LHS.

The presence of the Udawattakale forest sanctuary on the RHS of the road between Ch 1+080 to 1+840 and the fact that road is situated in its buffer zone is an important one. It is deemed that there will be no impacts to the forest land from the proposed rehabilitation work as the road reservation along this stretch is considered adequate for achieving the proposed new carriageway width, shoulders and the drains. However, it is recommended that this be re-checked once the land survey currently being undertaken is completed and compared with the historical records of the land acquisition RDA has carried out in 2003 along the entire road trace. However, there will be Construction work and the use of machinery will add to the ambient noise and vibration levels in the area but this is not expected cause any significant disturbances to the forest animals. Even along this 760 m stretch, the road borders the undisturbed forest only in a small stretch while the rest has been disturbed with sporadic developments.

There are no archaeological areas of importance adjacent to the road trace, However, there are some temples of historical importance in the general area. Given this and the presence of the Udawattekale forest, the Central Environmental Authority has declared the area, which includes the Dharmashoka Mawatha, as an environmentally sensitive area as per its EIA gazette regulations.

As stated earlier, the road is located in a landslide hazard zone. The RDA has been working closely with the NBRO, which is the government authority on early identification and mitigation of landslide hazard, who has carried out a landslide hazard risk assessment along the road trace and recommended mitigation measures. These retention and drainage improvement structures will be part of the road design. Once completed, Dharmashoka Mawatha will be a much improved road for its users in terms of ridability and safety compared to its present conditions.

The requirement to remove trees will be minimal and limited to about 6 – 8 large trees. All the trees on the road reservation should be preserved and incorporated into the road layout. Trees on the walkway should be preserved if they don’t present a major safety hazard. PMU should closely monitor tree removal requests and work closely with the RDA and the contractor in order to preserve as many trees on the roadside as possible.

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 or irreversible 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.

9. Environmental Monitoring

Environmental monitoring will be carried out largely through compliance monitoring using the checklist provided in the EMF by the Environmental Officer of the PMU and the contractor jointly. The Environmental officer of the PMU Kandy office will be requied to visit the site on a weekly basis and report to the RDA and main PMU of the contractors performance on the implenetation of the EMP.

10. 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 PMU Kandy office supported by the project Engineer of the 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. 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 in any As proposed by NBRO NBRO to estimate and give it to specific location the RDA 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 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 report Included in the Engineer’s estimate Vibration monitoring for When encountered Cost varties depending on the drilling and blasting work extent to be blast, however contingency item has to be kept for the contractor to use if needed

11. Screening Decision Recommendation:

The following measures have to be carried out as per legal requirements pertaining to geographical locations mentioned below.

Issue Chainage Recommendation Part of the road lying along 1 + 080 ~ 1 + 840 Althoug impacts to the forest from the proposed the buffer zone of road rehabilitation is negligible it will be Udawattekale Santuary necessary to obtain no objection clearance from the CEA before bid tendering, Bend correction at . 3+060 to 3+260 As this correction involves sharp slope Buwelikada stabilization NBRO recommendations with detailed designs should be strictly adhered to.

Screening report completed by Date: 10.01.2014

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.

Annexure 1: Location Maps

Annexure 1: Location map

Katugastota

Peradeniya – Halloluwa – Katugastota (B365) Road

Getambe

a. Kandy City Map Highlighting Proposed Project Area

0 2550 100 km ±

B365 Road

0 0.5 1 2 km µ Peradeniya – Halloluwa – Katugastota (B365) Road

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

Katugastota

Peradeniya – Halloluwa – Katugastota (B365) Road

Getambe

c. Project Area (Google Street View Map)

Annexure 2: Terrain and Drainage Map

Annexure 3: Sensitive Area Map

Annexure 4: Soil map & Geological Map

Appendix 4a: Soil map

Source: Survey Department, Sri Lanka

Appendix 4b: Geological map

Source: Survey Department, Sri Lanka

Annexure 5: LS of the Road Trace & Photographs

P Davidsan W

Filling Station CH Wall RW MH TC: 0+526.36

MH P 0+655.37 TC: CH

CH Filling meter CH RW U TEMPLE G Filling meter W

0+560 0+580 0+540 P Wine

IF storse 0+600 W P RW NF SRB STEPS 3ARH

W P Indra CH CH

P RW TS6 0+687.96 CC:

To Wathtegama To 0+520 0+620 180 G MH STEPS P

W TY

BT 0+437.84 CT:

CT: 0+716.95 CT: Indra 0+640

2ARH traders RW CT: 0+479.94 CH TY NF

Rail Way Road Way Rail CH

CH W 0+660 G

Road 0+500 W SRB CH

WF RW RW ELA 0+452.65 TC:

RW ARH TS RW MDn G MDn

CH NB 0+680 P TC: 0+401.77 G MDn RW RW Telicom Box EP WF EDn

From Upland MH MH CH MH LF MH CT: 0+392.53 WF

STEPS

B 0+480 B G WF MH IF MH 3ARB RW RW W SB

NB 0+700 MH NB B ELA RW NB TS NB MH TP TS RW Fig. 1a-1 [CH0 + 000] LR SB Tunnel

NB 0+420 G WF 0+440

G 0+720 G

RW STEP 2ARB Road TS 0+460 Well RW 0+400 MDn WF WF CH 2ARH MH

MDN

RW G RW

TY RW Road 2ARH

P 0+740

B W

WF VALUATION DEPT P MDn ARB

EP 3ARH ELA

G P 3ARB TY 0+380

TOILET TANK RW

RW TBM W 2ARH

Wall

3ARH

ELA RW

0+360 P B CH G 2ARB

W RW RW Goodwil sale

2SRB 0+340

NB ELA B STEPS

STEPS

RW MDn

TilakaAuto work P RW 0+320

P CH MH

Fig. 1a-3 [CH0 + 040] HJ P RW 0+300 Fig. 1a-5 [CH:0 +070]

MH W W From Kandy SH

MH G CH G 0+280

CC: 0+324.47

0+000 P 0+000.00 BP: STEPS

TC: 0+007.26 TC: Wewalpitiya

RW Kmp RW 0+037.56 CC: Ela Playground 0+260

Telicom box PAVILIAN

MDn

0+020 CH CC: 0+017.07 CC: MDn

Kaido B CH CW

CH 0+240 CT: 0+123.19 CT:

MH CC: 0+093.03 0+080.15 EP: CC: 0+262.44 CH

TY MH TC: 0+213.86 Village CH P ARB Watch hut P 213 IF SRB CY RW CH

Kandy EP MH

0+040 CH Hoodwork P RW CT: 0+198.25 BusCH Halt PLAY GROUND RW To Katugastota SRB EDN CC: 0+236.08 Road CBE IF Fig. 1a-4 [CH0 + 050] HJ CH P (Under Construction)

Asian Bus Halt MH CH

Lanka CH

B 0+060 1 To Aruppola 0+165.89 TC: Bus Halt TP 4SRB IF MDn P ELA WF IF IF NB IF STEPS 0+220 CH G SB To Lady Torinton

IF BP: -0+000.00 BP: P

IF NB TR 0+080 W Ela BUS HALT U CC: 0+026.70 TOILET 0+100 MH ARB IF IF

W RW 0+120 MDn Electrical B RW Road ARB G

TR 0+080 ARB P 0+140 0+200 MH RW 2ARB W TP RW Dharmasoka Mawata TY WF

NF 3ARB G 0+160 W

4m WF 0+060 TY P SB Tele.Bx W

0+180 G G RW B

0+040 -0+000 W TY 2ARB

ELA CUL

0+020 IF MH RW MDn MH B MH NB MH MH 2SRB P Fig. 1a-2 [CH0 + 020] MJ, JM, CUL P

RW W

Viddiyartha college premises MDN RW Figure 1a: Chainage from 0 + 000 to 0 + 740

P Davidsan W

Filling Station CH Wall RW MH TC: 0+526.36

MH P 0+655.37 TC: CH

CH Filling meter CH RW U TEMPLE G Filling meter W

0+560 0+580 0+540 P Wine

IF storse 0+600 W P RW NF SRB STEPS 3ARH

W P Indra CH CH

P RW TS6 0+687.96 CC:

To Wathtegama To 0+520 0+620 180 G MH STEPS P

W TY

BT 0+437.84 CT:

CT: 0+716.95 CT: Indra 0+640

2ARH traders RW CT: 0+479.94 CH TY NF

Rail Way Road Way Rail CH

CH W 0+660 G

Road 0+500 W SRB CH

WF RW RW ELA 0+452.65 TC:

RW Fig. 1b-6 [CH0 + 540] JM ARH TS RW MDn G MDn

RW CH 0+680 NB P TC: 0+401.77 G MDn RW RW Telicom Box EP Fig. 1b-2 [CH0 + 070] HJ WF EDn

From Upland MH MH CH MH LF MH CT: 0+392.53 WF

STEPS

B 0+480 B G WF MH IF MH 3ARB RW RW W SB

NB 0+700 MH NB B ELA NB RW NB MH TS RW TP TS SB Tunnel

NB 0+420 G WF 0+440

G 0+720 G

RW STEP 2ARB Road TS 0+460 Well RW 0+400 MDn WF WF CH 2ARH MH

MDN

RW G RW

TY RW Road 2ARH

P 0+740

B W

WF VALUATION DEPT P MDn ARB

EP 3ARH ELA

G P 3ARB TY 0+380

TOILET TANK RW

RW TBM W 2ARH

Wall

3ARH

ELA RW

0+360 P B CH G 2ARB

W RW RW Goodwil sale

2SRB 0+340

NB ELA B STEPS

STEPS

RW MDn

TilakaAuto work P RW 0+320

P Fig. 1b-5 [CH0 + 360] LR, MJ

CH MH RW P 0+300 Fig. 1b-7 [CH0 + 550] JM

W W

From Kandy

CH MH G G 0+280

CC: 0+324.47

0+000 P 0+000.00 BP: STEPS

TC: 0+007.26 TC: Wewalpitiya

RW Kmp RW 0+037.56 CC: Ela Playground 0+260

Telicom box PAVILIAN

Fig. 1b-1 [CH:0 +010] MDn

0+020 CH JM 0+017.07 CC: MDn

Kaido B CH CW

CH 0+240 CT: 0+123.19 CT:

MH CC: 0+093.03 0+080.15 EP: CC: 0+262.44 CH

TY MH TC: 0+213.86 Village CH P ARB Watch hut P 213 IF SRB CY RW CH

Kandy EP MH 0+040

Hoodwork P RW CH CT: 0+198.25 BusCH Halt PLAY GROUND RW To Katugastota SRB EDN CC: 0+236.08 Road CBE IF CH P (Under Construction)

Asian Bus Halt MH CH

Lanka CH

B 0+060 1 To Aruppola 0+165.89 TC: Bus Halt TP 4SRB IF MDn P ELA WF IF IF NB IF STEPS 0+220 Fig. 1b-4 [CH0 + 120] HJ CH G SB To Lady Torinton

IF BP: -0+000.00 BP: P

IF NB TR 0+080 W Ela BUS HALT U CC: 0+026.70 TOILET 0+100 MH ARB IF IF W RW 0+120 MDn Electrical B RW Road ARB G

TR 0+080 ARB P 0+140 0+200 MH RW 2ARB W TP RW Dharmasoka Mawata TY WF

NF 3ARB G 0+160 W

4m WF 0+060 TY P SB Tele.Bx W

0+180 G G RW B

0+040 -0+000 W TY 2ARB

ELA CUL

0+020 IF MH RW MDn MH B MH NB MH

MH 2SRB P Fig. 1b-3 [CH0 + 100] LR, JM, MJ CUL P

RW W

Viddiyartha college premises MDN RW Figure 1b: Chainage from 0 + 000 to 0 + 740

2ARH 0+716.95 CT: CH

SRB CH

G ARH

RW CH G RW RW

EDn LF

MH LF ARH CH

SB TC: 0+792.99 TC: CH

RW MDn RW RW 2TRH

WF RW CH

0+720 G G LF STEP G MDn

WF SRB

Road 2ARH 0+740

STEPS

WF CH G MH Fig. 2-1 [CH0 + 810] HJ,

0+760 3ARB Fig. 2-2 [CH0 + 970] MJ TY TOILET TANK STEPS 2ARH

0+780 ARH

STEPS CH

CT: 0+867.56 CT:

TC: 0+894.74 TC:

STEPS 0+847.64 CC: 0+800 ARH

G CH

SB CH RW

0+820 1707 3ARH RW MDn EDn WF STEPS RW RW RW

RW From Arruppola CH

RW G 0+840 MH SRH

From Kandy 0+860

RW LF 0+939.38 CT:

0+880 LF 0+900 G CH

TRH

0+920 TC: 0+962.68 TC:

RW CH

MH 0+940

IF CH

TP 0+988.41 CT: 0+960

KMP

TELE BOX CH 0+980 TY

TEMPLE

TC: 1+022.26 TC: Fig. 2-4 [CH:0 +990] MDn 1+030.91 CT:

3ARB CH HJ 1+000

SRB CH

W Fig. 2-3 [CH0 + 990] HJ, 1+060.25 TC: STEPS ARB

To Lewalla RW 1+020 RW

RW 3ARH 1+040 ARH

MDn

0.4m ARH 0.4m STEPS

1.0m WF 1+060 CH

STEPS CT: 1+087.01 CT: 1+080 RW

STEPS CH

1+100

MDn 1+106.14 TC: CT: 1+120.48 CT:

ARH

STEPS TP RW

ARH CH Fig. 2-5 [CH1 + 080] SH 1+120

ARH

TC: 1+158.94 TC: CT: 1+175.99 CT:

RW 1+184.20 TC:

CH CH 1+140

MDn

ARH

STEPS

w CULVERTCul NO. 2/1 CH

w 1+160 ARB Figure 2: Chainage from 0 + 720 to 1 + 140

ARH

TC: 1+158.94 TC: CT: 1+175.99 CT:

RW 1+184.20 TC:

CH CH 1+140

MDn

ARH

STEPS

w CULVERTCul NO. 2/1 CH

w 1+160 ARB

0.7m 0.6m WF

TO VILLAGE 1+180

Path

CH 1+200

2ARH

RW 1+220

STEPS

CT: 1+237.76 CT:

RW CH 1+240

2ARH

TBM1

CH 1+261.07 TC: 1+260

RDA POST

TY CH

ARH

1+280

CH CC: 1+321.38 CC:

2ARH

CT: 1+339.77 CT: 1+300 2ARH

ARH

CH RW 1+366.59 TC:

ARH CH

MDn

CULVERT NO. 2/2 1+320

STEPS SRB

Cul

ARB CH

SRB 1+340

RW 1+360

Road TO HOUSES

CT: 1+402.99 CT: CH

WF 1+380

4ARH

CH 1+400 STEPS

2ARH

CH 1+420

STEPS 1+461.60 TC:

CH 1+440

W G

2ARH CH

2ARH 1+460

ARH

WF 1+511.74 CT: CH

ROCK

STEPS

TRH CH

RW 1+480 SRH

TO HOUSE

TC: 1+549.83 TC: CH Path ARH

WF TBM2

ARH 1+500 RW

STEPS

2SRH CH RW STEPS

RW 1+520

Road DHARMASHOKAWF MAWATHA TO HOUSE

1+540 W

2SRH

G 1+560 WF

ARH

CH 1+580

G STEPS

TO HOUSE CT: 1+585.39 CT:

ARH

1+600

2ARH CH TC: 1+601.46 TC:

WF CT: 1+616.86 CT: CH

STEPS

ARH 1+620

3ARH

STEPS CH

TC: 1+648.18 TC: 1+640

RW CH

CULVERT NO. 2/3

STEPS 1+678.23 CC: 1+660

W CH

3ARH

Cul CH

1+680 STEPS CH TinRB

3ARH

ARH 1+700

1+720 Figure 3: Chainage from 1+ 160 to 1 + 680 1+740

Path ARH

WF TBM2 ARH RW

STEPS

2SRH CH RW STEPS

RW 1+520

Road DHARMASHOKAWF MAWATHA TO HOUSE

1+540 W

2SRH

G 1+560 WF

ARH

CH 1+580

G STEPS

TO HOUSE CT: 1+585.39 CT:

ARH

1+600

2ARH CH TC: 1+601.46 TC:

WF CT: 1+616.86 CT: CH

STEPS

ARH

1+620 3ARH Fig. 4-1 [CH:1 +840]

STEPS CH

TC: 1+648.18 TC: 1+640

RW CH

CULVERT NO. 2/3 CC: 1+678.23 CC:

STEPS 1+660

W CH

3ARH

Cul

CH CC: 1+723.54 CC:

1+680 STEPS CH TinRB

3ARH

RW ARH

ARH

CH 1+700

G 1+720

ARH

CT: 1+763.53 CT: 1+740

ARB

1+760

STEPS CH Fig. 4-3 [CH:1 +900]

ARH

TC: 1+791.55 TC: JM

CC: 1+815.13 CC:

CH CH 1+780 TO HOUSES

CULVERT NO. 2/4

Road

Cul ARH

Road

CH 1+800

TBM3

WF G

1+820

1+840

CC: 1+856.37 CC:

CH 1+860

RW CH CC: 1+917.17 CC:

CULVERT NO. 2/5 CH

1+880 CH

Cul

Fig. 4-2 [CH:1 +870] LR RW WF

SRH

CH TC: 1+991.22 1+900 RW CT: 1+981.14

STEPS CH CC: 1+949.68 CC:

1+920 Road

G TRB 2 KMP

1+940 RW RW

RW CULVERTCul NO. 2/6

STEPS CH

ARH 1+960

RW W TBM4 2+000 TO VILLAGE TY 1+980

SRH

2+020 G W

2ARH 2+040 G

ARB W

CT: 2+092.16 CH TC: 2+100.102+038.26 CT:

FROM HOUSES G

ARH

TC: 2+054.97 TC:

2+060 RW

MDn RW

SRB RW

ARH

2+100 2+080 ARH

SRB

Figure 4: Chainage from 1 + 540 to 2 + 260

CC: 1+856.37 CC:

CC: 1+917.17 CC: CH CH

WF CH TC: 1+991.22

CT: 1+981.14

CH CC: 1+949.68 CC:

1+920 Road

G TRB 2 KMP

1+940 RW RW

Cul RW CULVERT NO. 2/6

STEPS CH

ARH 1+960

RW W TBM4 2+000 TO VILLAGE TY 1+980

SRH

2+020 G W

2ARH 2+040 G

ARB W

CT: 2+092.16 CH TC: 2+100.102+038.26 CT:

FROM HOUSES

G CH

ARH

TC: 2+054.97 TC:

2+060 CC: 2+131.38 CC: RW

MDn Road RW

SRB RW

ARH RW CH

2+100

2+120 2+080 ARH TRH

SRB

WF 2+140

TO HOUSES

STEPS Road CT: 2+155.30 CT:

W 2+160 CC: 2+213.57

STEPS

TY CH

CH Fig. 5-1 [CH:2 +370]

ARH 2+175.08 TC: JM, MJ

2ARB

2+180 W G

RW W 2+280.47 CT: TC: 2+283.10 TC:

G G 3ARH 2+240 3ARH

2+220 W

2+260 2+200 STEPS

STEPS G CH W

G 2+280 W FROM HOUSES

3ARB TO VILLAGE Road

2+300 TRB

ARB 2+320 TBM5

TRB STEPS CH

ARB 2+340

W CT: 2+327.07 CT:

G 3ARB

G CH

CULVERT NO. 3/1

Road 2+384.20 CT: TC: 2+344.87 TC:

G CH 2+360 RW

RW Cul

Fig. 5-2 [CH:2 +380] JM, MJ, HJ, LR 2ARB Well CH RW RW

2ARB 2+414.49 TC:

STEPS

2ARB 2ARB CH 2+380 STEPS

CH CH

B 2+400 WF

B 2+420 LF

RW 2+440 ARB RW B G

G 2+460

Figure 5: Chainage from 1 + 980 to 2 + 460

G 3ARB

G CH

CULVERT NO. 3/1

Road 2+384.20 CT: TC: 2+344.87 TC:

G CH 2+360 RW

RW Cul

2ARB Well CH RW RW

2ARB 2+414.49 TC:

STEPS

2ARB 2ARB CH 2+380 STEPS

RW 2+468.44 CT:

TC: 2+482.39 TC: CH

2+400 WF

CC: 2+526.19 CH

CH CH

B Road

ARB WF Road WF 2SRB

B 2+420 LF

STEPS RW G TY WF WF

CULVERT NO. 3/2 2+440 ARB RW Cul B G G

2+460 EP TY RW RW CH

2ARB 2+480 ARB

2+520

2+540 2+500 CT: 2+564.46 CT:

2ARB ARB G LF

Road 2+560

2ARB ARB W CH

RW 2+580

ARB

G CH

ARB 2+600.36 TC: TO LEWELLA

TR W RW 2+600

SRB

3/3 NO. CULVERT MDn ARB

Fig. 6-1 [CH:2 +900] MDn 2+620 1.1m LR Path Cul 0.8m 0.3m B W

0.8m ARB

2+640 B CH

SRB

B RW 2+660 SRB G RW 2ARB

ARB B

FROM HOUSES

CC: 2+632.28 CC: RW CH ARB

MDn Road 2+680

ARB

1.5m RW

1m CH

SRB CH

0.8m MDn 2ARB

CT: 2+701.90 CT:

RW 2+668.99 CC:

RW CH 2+700

RW 2ARB CH

Transfomer

2+720 CH

RW RW

Fig. 1-5 [CH:3 +160] Garage TC: 2+757.17 TC:

HJ 2+740 MDn

ARB TY CH

2ARB 2+760

Road

TO HOUSES 4ARB RW 2+780

TRB

ARB 2+777.01 CT: CH

TRB

2+800 ROCK 2+788.93 TC:

BW ARB

MDn

2+820 G ARB CH

G G 2ARB Fig. 6-2 [CH:2 +920] LR Road TO HOUSES

Steps RW

Fig. 6-5 [CH:3 + 105] JM, MJ, LR TBM6 2+812.78 CC: 2+840 Garage

CT: 2+836.11 CT: CH

MDn

2SRB2+860 ARB CH G

From Temple

2+880

TC: 2+871.86 TC:

BW CH

3+160 MDn

2ARB

2+900 CH

Fig. 6-4 [CH:3 +100] JM, MJ, LR ARB

0.20m

3+180 CC: 3+131.27 G 0.55mNB 2+910.87 CC: RW 0.45m G

W Ty CH

MHT G

0.20m 2ARB

2+920 ARB 0.55m CH CH MDn 0.40m

3ARB

3+200 Cul 1/3 BW 3+140

CH 0.20m CH

0.60m 2ARB

0.55m 0.5m 3/4 NO. CULVERT CH 3+179.40 CC: 0.5m

1.6m 3+220 Cul 1/2 2.5m

RW ARB 2+940 W

ABANDONED MDn CH Ela

CC: 3+074.96 BUILDING Cul Cul Steps WELL CH

3+120 3+240 RW G SRB W Garage W Fig. 6-3 [CH:3 +100] HJ 2ARB 2ARB

0.4m RW 2+960 2.0m

3+100

MDn CH Ela

CC: 2+960.88 CC: 2+980 ARB STEPS Cul 1/1 Path

ARB 3+000 RW 3+260

Figure 6: Chainage from 2 + 400 to 3 + 240 RW RW 2ARB RW 3+080

Transfomer

2+720 CH

RW RW

Garage

TC: 2+757.17 TC: 2+740 MDn

ARB TY CH

2ARB 2+760

Road

4ARB TO HOUSES RW 2+780

TRB

ARB 2+777.01 CT: CH

TRB

2+800 ROCK 2+788.93 TC:

BW ARB

MDn

2+820 G ARB CH

G G 2ARB

Fig. 7-4 [CH:3 +140] JM, Road

TO HOUSES

Steps RW CH

TBM6 2+812.78 CC: 2+840 Garage

CT: 2+836.11 CT: CH

MDn

2SRB2+860 ARB CH G

From Temple

2+880

TC: 2+871.86 TC:

BW CH

3+160 MDn

2ARB 2+900

Fig. 7-3 [CH:3 +040] JM, CH ARB

0.20m

3+180 CC: 3+131.27 G 0.55mNB 2+910.87 CC: RW 0.45m G

W Ty CH

MHT G

0.20m 2ARB

2+920 ARB 0.55m CH CH MDn 0.40m

3ARB

3+200 Cul 1/3 BW 3+140

CH 0.20m CH

0.60m 2ARB

0.55m 0.5m 3/4 NO. CULVERT CH 3+179.40 CC: 0.5m

1.6m 3+220 Cul 1/2 2.5m

RW ARB 2+940 W

ABANDONED MDn CH Ela

CC: 3+074.96 BUILDING Cul Cul Steps WELL CH

3+120 3+240 RW G SRB W Garage W 2ARB 2ARB

0.4m RW 2+960 2.0m

3+100

MDn CH Ela CC: 2+960.88 CC: 2+980 ARB STEPS Cul 1/1 Path

ARB 3+000 RW 3+260

3+060 RW 2ARB RW

RW 3+080 CH 3+020 ARB

Ela SRH STEPS CC: 3+244.49 CC: Fig. 7-2 [CH:3 +040] JM, MJ, LR, HJ

0.5m RW

3+040 Slab Line CH 3.5m 2ARB

MDn CH CT: 3+267.73 CT: 3.0m Steps STEPS

0.5m Cul 1/4 RW RW

B 2.7m

2ARB

Steps CH

3.0m

3+280

CT: 2+986.61 CT: CH Ty 3ARB WELL

Path CH

Path TC: 3+023.92 TC:

CC: 3+051.59 CH 3+300 CH

From Forest Office CH

CC: 3+042.94

TY 3+320

TO Thennakumbura TY CH Road

MDn ARB B ARB

B MDn Fig. 7-1 [CH:3 +040] HJ Telecom-Box

MHT TC: 3+337.73 TC: ARB

NB To Houses

3+340 NB Ela Name Board CH NB Road

MDn Bell Post 3+389.76 EP: RW EP Budda

Steps NB CH Statue ARB

Budda TO Houses Statue CH Bo-Tree RW NB B Pav Island

2SRB CH B CL RW B Path Pav. Island RW ARB

Steps Pavment 3+360

CL W Pav Island ARB

G Cul ARB

TR RW RW Pavment B MHT IF ARB G RW STATUE W Steps

3+380 Slab Line 2SRB

Temple 3+390 2SRB NB BW Building

TRB Path G W 2SRB MDn 2ARB G Fig. 7-5 [CH:3 +270] HJ

From Kandy

From PLayground

Fig. 7-6 [CH:3 +350] HJ

Figure 7: Chainage from 2 + 740 to 3 + 390