Volume 1. Environment Impact Assessment Report - 2018 (Eng

Proposed Ruwanpura Expressway Project
Road Development Authority

Ministry of Higher Education and Highways
Environment Impact Assessment

(Final Report)
March 2018
Volume 1. Main Report
Submitted to: Central Environment Authority

Submitted by: Road Development Authority, Ministry of
Higher Education & Highways
Environment Impact Assessment Report
(Final)
Proposed Ruwanpura Expressway Project
March 2018
Submitted to: Central Environment Authority

Submitted by: Road Development Authority, Ministry of
Higher Education & Highways
Ruwanpura Expressway i
Table of Contents
1 Executive Summary ................................................................................................. ……….…1
1.1 Introduction .....................................................................................................................1
1.2 Description of the project and reasonable alternatives ....................................................1
1.3 Description of the existing environment ...........................................................................2
1.4 An outline of anticipated environmental impacts and mitigation measures ......................3
1.5 Extended cost benefit analysis ........................................................................................7
1.6 Environmental management and monitoring programme ................................................7
1.7 Public consultation and information disclosure ................................................................7
1.8 Conclusion and recommendations ..................................................................................8
1 Introduction ............................................................................................................................ 9
1.1 Background of the project ................................................................................................9
1.2 Objective and justification of the project ........................................................................ 13
1.3 Objective of the EIA report ............................................................................................ 14
1.4 Methodologies and technologies adopted in EIA report preparation .............................. 15
1.4.1 Spatial Data (Maps and satellite imagery) .............................................................. 15
1.4.2 Guidelines and policies .......................................................................................... 15
1.4.3 Environmental investigations .................................................................................. 15
1.4.4 Survey of existing literature .................................................................................... 16
1.4.5 Field Investigations................................................................................................. 17
1.4.6 Identification of potential adverse impacts and development of mitigation measures33
1.5 Conformity with government policies and plans ............................................................. 34
1.6 Preliminary approvals needed for the project................................................................. 34
2 Description of the proposed project and reasonable alternatives ........................................... 35
2.1 Evaluation of alternatives ............................................................................................... 35
2.1.1 No project alternative.............................................................................................. 35
2.1.2 Extension to the railway line from Avissawella to Ratnapura ................................... 35
2.1.3 Improvement and widening of A004 and A008 highways ........................................ 36
2.1.4 Different route alternatives...................................................................................... 36
2.1.5 Selection of final route ............................................................................................ 40
2.1.6 Construction of expressway on viaduct vs. embankment (earth works) ................... 42
2.1.7 Use of tunnel section against cut slopes more than 30 m in height ......................... 43
2.2 Description of proposed project ..................................................................................... 43
2.2.1 Project location ....................................................................................................... 43
2.2.2 Project layout plan .................................................................................................. 47
2.2.3 Ownership of project site ..................................................................................... 47
2.2.4 Methodology of construction ................................................................................... 49
2.2.5 Details of any phased development activities and time schedule............................ 53
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2.2.6 Project cost, investment and funding sources ......................................................... 54

3 Description of the existing environment ................................................................................. 55
3.1 Study area ..................................................................................................................... 55
3.1.1 Existing land use along the proposed corridor ........................................................ 55
3.2 Physical Environment .................................................................................................... 64
3.2.1 Topography, geology and soil ................................................................................ 64
3.2.2 Climatic and meteorological features ...................................................................... 70
3.2.3 Surface and groundwater hydrology, drainage and quality ..................................... 77
3.2.4 Existing air quality ................................................................................................ 100
3.2.5 Existing noise and vibration levels ........................................................................ 101
3.3 Ecological aspects ....................................................................................................... 105
3.3.1 Proximity to any sensitive reserves ...................................................................... 105
3.3.2 An assessment of the current ecological status .................................................... 111
3.4 An assessment of existing socio-economic and cultural environment .......................... 124
3.4.1 Details of immediate surroundings and the direct impact project area .................. 125
3.4.2 Socio-economic and cultural profile of affected persons ....................................... 129
3.4.3 Housing and infrastructure facilities ...................................................................... 139
3.4.4 Availability of electricity and other energy sources................................................ 142
3.4.5 Sources of drinking water available within the proposed ROW ............................. 143
3.4.6 Availability of roads and other land based transport modes .................................. 144
3.4.7 Availability of health and educational facilities ...................................................... 144
3.4.8 Information on places of cultural and archeological importance ............................ 145
3.4.9 Details of planned development activities ............................................................. 147
3.5 Information on Natural Disasters ................................................................................. 149
4 Anticipated environmental impacts of proposed project ...................................................... 152
4.1 Hydrological impacts ................................................................................................... 153
4.1.1 Impacts Identified before construction .................................................................. 154
4.1.2 Impacts during Construction ................................................................................. 155
4.1.3 Hydrological Impacts after Construction ............................................................... 157
4.2 Impacts on hydro geology ........................................................................................... 157
4.2.1 Impact of groundwater extraction and lowering of groundwater table (pre -
construction, construction & operational stages)................................................................. 157
4.2.2 Possibility and impacts of landslides, slope failure and collapsing of tunnel sections
(pre - construction, construction and operational stages) .................................................... 158
4.2.3 Soil erosion and siltation of the area especially with regard to wetlands and water
bodies ............................................................................................................................. 163
4.3 Socio economic impacts .............................................................................................. 164
4.3.1 Impact on settlements and institutions .................................................................. 165
4.3.2 Impacts on state sector institutions and common properties................................. 166
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4.3.3 Impact on commercial sector institutions and properties....................................... 167

4.3.4 Impacts on infrastructure facilities and access roads ............................................ 167
4.3.5 Impact of land acquisition and resettlement .......................................................... 170
4.3.6 Impacts on livelihood and economic activities ...................................................... 171
4.3.7 Beneficial impacts to society ................................................................................ 171
4.4 Biological and ecological impacts ................................................................................ 172
4.4.1 During construction stage ..................................................................................... 172
4.4.2 Operational stage ................................................................................................. 174
4.5 Surface water and groundwater pollution .................................................................... 175
4.5.1 During construction stage of project ..................................................................... 175
4.5.2 During operational stage of project ....................................................................... 176
4.6 Noise and vibration impacts during construction and operation ................................... 176
4.6.1 Construction Phase .............................................................................................. 176
4.6.2 Operation Phase .................................................................................................. 179
4.7 Air quality impacts on nearby settlements and habitats ............................................... 181
4.8 Impacts due to extraction of resources, transportation of construction material and disposal
of spoil (soil and muck) .......................................................................................................... 182
4.9 Impacts on sites with archeological and cultural importance ........................................ 183
4.10 Other potential social and environment impacts .......................................................... 183
4.10.1 Possible other nuisance to neighbourhood ........................................................... 184
4.10.2 Health, safety and accidents ................................................................................ 184
5 Proposed mitigation measures ........................................................................................... 186
5.1 Mitigation measures for hydrological impacts .............................................................. 186
5.1.1 Mitigation measures at preconstruction stage....................................................... 186
5.1.2 Mitigation during Construction Stage .................................................................... 193
5.1.3 Mitigation measures for the post construction stage ............................................. 194
5.2 Mitigation measures for impacts on hydro geology ...................................................... 194
5.2.1 Mitigation measures to minimize the impacts of lowering of the groundwater table194
5.2.2 Mitigation strategies for landslides, slope failures and collapsing of tunnel sections195
5.2.3 Mitigation measures for soil erosion and siltation.................................................. 197
5.2.4 Soil conservation plan with siltation and erosion control measures ....................... 198
5.3 Mitigation measures for social impacts ........................................................................ 199
5.3.1 Mitigation of impacts on settlements, institutions (public and private) and common
properties ........................................................................................................................... 199
5.3.2 Mitigation measures for impacts on infrastructure facilities and access roads ...... 202
5.3.3 Mitigation of the impacts due to land acquisition and resettlement ....................... 202
5.3.4 Mitigation of impacts on livelihood and economic activities ................................... 203
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5.4 Mitigation measures for impacts on biological and ecological impacts ......................... 209
5.4.1 During construction stage (for floral species) ........................................................ 210
5.4.2 During construction stage (for faunal species) ...................................................... 211
5.4.3 Establishment of invasive species ........................................................................ 213
5.4.4 Mitigation measures during operational stage ...................................................... 214
5.5 Mitigation measures for surface water and groundwater pollution ............................... 214
5.6 Mitigation measures for noise and vibration................................................................. 215
5.6.1 Mitigation measures during construction phase .................................................... 215
5.6.2 Mitigation measures during operational phase ..................................................... 217
5.7 Mitigation measures for air quality impacts on nearby settlements and habitats .......... 218
5.8 Mitigation measures for impacts due to extraction of resources, transportation of
construction material and disposal of spoil ............................................................................. 220
5.9 Mitigation measures for impacts on sites with archeological, cultural and heritage
importance ............................................................................................................................. 222
5.10 Mitigation measures for other possible social and environment impacts ...................... 224
5.10.1 Mitigation measures for nuisance to neighbourhood ............................................. 224
5.10.2 Mitigation of the impact on health, safety and accidents ....................................... 224
6 Extended cost-benefit analysis ........................................................................................... 226
6.1 Introduction ................................................................................................................. 226
6.1.1 Steps in methodology ........................................................................................... 226
6.2 Decision criteria ........................................................................................................... 227
6.2.1 Benefit Cost Ratio (BCR)...................................................................................... 227
6.2.2 Net Present Value (NPV)...................................................................................... 227
6.2.3 Internal Rate of the Return (IRR) .......................................................................... 228
6.3 Identification of costs and benefits ............................................................................... 228
6.3.1 Costs .................................................................................................................... 228
6.4 Benefits ....................................................................................................................... 233
6.4.1 Saving of vehicle operating cost (VOC) ................................................................ 234
6.4.2 Travel Time Cost Savings .................................................................................... 235
6.4.3 Saving of accident cost ........................................................................................ 236
6.4.4 Rehabilitation cost deferral ................................................................................... 237
6.5 Calculation of Benefit Cost Ratios (BCR), NPV and IRR ............................................. 238
7 Environmental management and monitoring programme ................................................... 241
7.1 Institutional setup, responsibilities and reporting ......................................................... 241
7.2 Allocation of budget to implement mitigation measures ............................................... 242
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8 Public consultation and information disclosure ................................................................... 243

8.1 Overview of public consultation and information disclosure process ............................ 243
8.2 Overview of Stakeholder Meetings (SHM) ................................................................... 244
8.3 Information Disclosure ................................................................................................. 244
9 Conclusion and Recommendation ...................................................................................... 245
9.1 Conclusions................................................................................................................. 245
9.2 Recommendations ...................................................................................................... 246
List of Tables
Table 0-1.Key features of the proposed expressway……………………………………...................01
Table 0-2. Ecologically important sites with the proximity to proposed expressway……………….03
Table 0-3.A summary of key impacts and mitigation measures……………………………………...03
Table 1-1. Techniques used for each taxonomic group. .............................................................. 18
Table 1-2. SLSI standards and proposed CEA standards for water quality .................................. 22
Table 1-3. Scale used to rank the impact likelihood and consequence ........................................ 33
Table 1-4.Risk score table ........................................................................................................... 33
Table 2-1 Advantages and disadvantages of embankment and viaduct options........................... 42
Table 2-2 Administrative divisions affected in Ruwanpura expressway ........................................ 44
Table 2-3.Details of interchanges within stages 1, 2 and 3 of REP .............................................. 47
Table 2-4 Design details of stages 1, 2 and 3 of REP ................................................................. 48
Table 2-5 Proposed geometrical standards for proposed Ruwanpura expressway ...................... 49
Table 2-6 Estimated quantities of material ................................................................................... 51
Table 2-7.Lands suggested as resettlement sites ........................................................................ 52
Table 2-8.Schedule of construction activities ............................................................................... 53
Table 2-9. .Estimated cost of REP ............................................................................................... 54
Table 3-1 Affected land use types along the trace ....................................................................... 64
Table 3-2 Soil type and layer thickness ....................................................................................... 65
Table 3-3 Reliable rainfall data available for the Rainfall station close to the expressway............ 72
Table 3-4 Monthly rainfall of the stations close to the expressway ............................................... 74
Table 3-5 Major flood plain details and 100 year flood level in the flood plains ............................ 79
Table 3-6 Major waterways intersected by proposed Ruwanpura Expressway ............................ 80
Table 3-7. Historical flood peak levels – Kalu River at Ellagawa .................................................. 85
Table 3-8. Historical flood peak levels – Kalu River at Ratnapura ................................................ 86
Table 3-9. Flood peak values of the major waterways ................................................................. 87
Table 3-10- Inundation periods for major waterways ................................................................... 88
Table 3-11. Water supply intake locations covering the project area ........................................... 91
Table 3-12.Description of the locations of surface water quality monitoring ................................. 93
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Table 3-13. Results obtained from the analysis of baseline surface water quality ........................ 94
Table 3-14.Description of the locations of groundwater quality monitoring ................................... 96
Table 3-15. Results obtained from the analysis of baseline Ground Water Quality ...................... 98
Table 3-16.Description of the locations of air quality monitoring ................................................ 100
Table 3-17.Concentration of each air quality parameter at each sampling location .................... 101
Table 3-18. Ambient Air Quality Standards stipulated under the Extraordinary Gazette, No. 1562/22
– August 15, 2008, by the Ministry of Environment and Natural Resources of Sri Lanka. .......... 101
Table 3-19. Description of the noise measuring locations .......................................................... 101
Table 3-20.Noise Levels recorded at each monitoring location .................................................. 102
Table 3-21.Description of vibration measuring locations ............................................................ 103
Table 3-22.Vibration levels at each measuring location ............................................................. 103
Table 3-23.Maximum permissible interim vibration levels stipulated by the Central Environmental
Authority of Sri Lanka for different type of structures. ................................................................ 104
Table 3-24.Summary of flora species recorded during the field survey ...................................... 111
Table 3-25.List of endemic flora species recorded during the field survey ................................. 114
Table 3-26.List of threatened flora species recorded during the study ....................................... 117
Table 3-27. Summary of fauna groups recorded in the project area .......................................... 120
Table 3-28. Administrative divisions intersected by the proposed expressway trace.................. 125
Table 3-29. Distribution of land area of road influential administrative divisions and percentage to
the country’s land extent ........................................................................................................... 125
Table 3-30. Number of households, paddy lands and industries within the ROW ...................... 126
Table 3-31.Existing land use along the trace (residential, highland and paddy) ......................... 127
Table 3-32. District wise distribution of affected land lots (residential/ highland and paddy)....... 128
Table 3-33. Details of present land use type and tenure ............................................................ 129
Table 3-34. Distribution of PAPs with respect to ROW .............................................................. 130
Table 3-35. PAPs in each project stage segregated in to gender .............................................. 130
Table 3-36. Age distribution and dependency ratio of PAPs and in project influential administrative
divisions .................................................................................................................................... 131
Table 3-37. Ethnic compositions in the project influential administrative divisions ..................... 132
Table 3-38. Religious composition of PAPs and in the project influential administrative divisions133
Table 3-39A. Educational attainments of PAPs in stage 1 of REP ............................................. 134
Table 3-39B. Educational attainments of PAPs in stage 2 of REP ............................................. 134
Table 3-39C. Educational attainments of PAPs in stage 3 of REP ........................................... ..135
Table 3-40.Vulnerable households within the project trace ........................................................ 136
Table 3-41.Main categories of employment ............................................................................... 137
Table 3-42A.Monthly income and expenditure of households in stage 1 of REP ....................... 138
Table 3-42B.Monthly income and expenditure of households in stage 2 of REP ....................... 138
Table 3-42C.Monthly income and expenditure of households in stage 3 of REP ..................... ..139
Table 3-43.Details of housing condition along the proposed ROW of REP ................................ 140
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Table 3-44.Sanitary facilities available in DSD level .................................................................. 141

Table 3-45.Sanitary facilities available in dwellings within the proposed ROW .......................... 142
Table 3-46.Availability of electricity and other energy sources ................................................... 142
Table 3-47.Availability of drinking water sources within the proposed ROW .............................. 143
Table 3-48.Availability of drinking water sources within the project affected DSDs .................... 144
Table 3-49. Religious places within each project affected DSD ................................................. 145
Table 3-50. Location details of sites with cultural and archeological importance ........................ 145
Table 3-51. Planned development activities at district level ....................................................... 147
Table 4-1. Key activities, hazards/ issues considered in the RAM ............................................ 152
Table 4-2. 100 year flood level effective for road embankment in major flood areas ................. 155
Table 4-3. Major cut slope areas identified during the study ...................................................... 161
Table 4-3 A. Shear Strengh Parameters of Subsurface soil layer ........................................162
Table 4-4.Summery of Slope Stability Analysis....................................................................162
Table 4-5. Erosion related impacts ............................................................................................ 164
Table 4-6. A summary of households, paddy lands and industries affected within the ROW ..... 165
Table 4-7.Construction equipment noise emission levels .......................................................... 177
Table 4-8. The maximum allowable noise levels generated by highway traffic .......................... 178
Table 4-9.Exposure levels and time limit in UK .......................................................................... 178
Table 4-10.Noise and vibration sensitive locations within 500m either side of proposed ROW. . 180
Table 5-1. Viaduct positions to account for the flow velocity and adoptability to the site ............ 189
Table 5-2.Mitigation measures for erosion related impacts ........................................................ 197
Table 5-3. Lands identified as resettlement sites ....................................................................... 200
Table 5-4. Extracts from EM of resettlement plan for the proposed expressway ........................ 204
Table 5-5. Mitigation measures suggested by Department of Archeology.................................. 222
Table 6-1. Cost Estimate for the Ruwanpura Expressway ......................................................... 229
Table 6-2. Carbon sequestration ability of different land ............................................................ 231
Table 6-3. The vegetation types, percentages, extent of land and carbon sequestration abilities231
Table 6-4. The population, household distribution and affected households ............................. 232
Table 6-5. Estimated Traffic Volumes on Ruwanpura Expressway- Base year 2020 ................. 234
Table 6-6. Perceived vehicle Operating Costs (USD/km) -2012 prices ...................................... 234
Table 6-7. Perceived vehicle Operating Costs (USD/km)-2015 local prices .............................. 234
Table 6-8. Expected vehicle cost saving along the Ruwanpura Expressway by 2020 ................ 235
Table 6-9. Economic value of time by vehicle type and trip purpose .......................................... 235
Table 6-10. The estimated time cost saving along the Ruwanpura Expressway by 2020 .......... 236
Table 6-11. Accident rate.......................................................................................................... 236
Table 6-12 Earnings from the toll gates ..................................................................................... 238
Table 6-13. BCR, NPV and IRR values resulted in the CBA study............................................. 239
Table 6-14a. BCR, NPV and IRR values resulted in the CBA study under the scenario 1......... 239
Table 6 14b: BCR, NPV and IRR values resulted in the CBA study under the scenario 2………240
Table 6 14c: BCR, NPV and IRR values resulted in the CBA study under the scenario 3………240
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List of Figures
Figure 1-1. Expressway Network in Sri Lanka (current and proposed), .......................................... 11
Figure 1-2. Stages 1, 2 and 3 of Ruwanpura Expressway............................................................... 12
Figure 1-3. Surface water sampling locations around the project trace. .......................................... 21
Figure 1-4.Air quality sampling locations ........................................................................................ 25
Figure 1-5. Ambient noise sampling locations................................................................................. 26
Figure 1-6.Sampling locations for vibration measurement .............................................................. 27
Figure 1-7.Walkthrough surveys along the road corridor by the consultants with public .................. 29
Figure 1-8.Field visits to identify potential issues ............................................................................ 31
Figure 1-9.A door to door interview approach ................................................................................. 31
Figure 1-10.Guidance provided by the Team leader- EIA study to the survey team ........................ 32
Figure 2-1.Tentative traces proposed by RDA for further studies .................................................... 37
Figure 2-2.Redefined route options considered for the feasibility study ........................................... 36
Figure 2-3.Satellite imagery map of the trace ................................................................................. 41
Figure 2-4.General location map of the project area ....................................................................... 46
Figure 3-1 Paddy lands close to proposed expressway starting point at Kahathuduwa .................. 55
Figure 3-2 Kodigahakanda sanctuary with respect to the proposed trace ....................................... 56
Figure 3-3 An existing quarry site near Kodigahakanda sanctuary ................................................. 56
Figure 3-4 Paddy fields close to Kiriella interchange area............................................................... 57
Figure 3-5 A part of the hilly/ mountainous area in stage 2 ............................................................. 57
Figure 3-6 Gem mining in the project area ...................................................................................... 58
Figure 3-7. Crossing point at Kalu River ......................................................................................... 58
Figure 3-8. Vegetation and development observed along the foot of Kiribathgala Mountain ........... 59
Figure 3-9. End point of proposed expressway at Pelmadulla ........................................................ 59
Figure 3-10.Land use of the project area ........................................................................................ 60
Figure 3-11.Subdivision of the basement rocks of Sri Lanka from west to east............................... 66
Figure 3-12.Geology map of the project are ................................................................................... 69
Figure 3-13.Wind roses for months of January, April, July and October developed by Dept. of ...... 71
Figure 3-14. Project area placed within the major climatic zones of the country ............................. 73
Figure 3-15 The Long Term Temperature graph for Ratmalana station of the project area ............. 76
Figure 3-16. The Temperature graph for Ratnapura station of the project area .............................. 76
Figure 3-17 The Temperature graph for Pelmadulla station of the project area ............................... 77
Figure 3-18. Drainage pattern of the project area ........................................................................... 78
Figure 3-19. Flood plains affected and levels, extents of 100 year flood ......................................... 81
Figure 3-20. Batugedara major irrigation scheme ........................................................................... 83
Figure 3-21. Details of minor irrigation schemes intersected by Ruwanpura expressway ............... 84
Figure 3-22. Sample Flood Hydrograph .......................................................................................... 88
Figure 3-23. A sample flood hydrograph showing the inundation time ............................................ 89
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Figure 3-24. Upstream of Wey Ganga, used for bathing and washing ............................................ 89
Figure 3-25. Illegal sand mining near proposed intake fo Greater Ratnapura Water Supply project 90
Figure 3-26. Intake site at Kalu Ganga Ratnapura .......................................................................... 90
Figure 3-27.Water supply intake locations along the project trace .................................................. 92
Figure 3-28. Ellawala Oya (Ch. 36+850) recorded with above turbidity and Colour levels .............. 96
Figure 3-29. Bodhinagala forest reserve and expressway trace near Ingiriya ............................... 106
Figure 3-30. An image near the entrance of Pompa Kele reserved forest garden ......................... 107
Figure 3-31 Pompa Kele forest reserve with respect to the proposed expressway trace……..108
Figure 3-32 Kiribathgala forest reserve with respect to the proposed expressway trace ......... 109
Figure 3-33.Sensitive areas with respect to the proposed expressway trace ................................ 110
Figure 3-34. Location of site of R. bengalensis with respect to expressway ROW ........................ 113
Figure 3-35. Location of site of F. macrophylla with respect to expressway ROW ........................ 114
Figure 3-36. Flood hazard map for Kalu river basin ..................................................................... 150
Figure 3-37. Landslide prone areas in Sri Lanka ......................................................................... 151
Figure 4-1. Proposed rerouted section of A008 highway .............................................................. 168
Figure 4-2. Section of expressway intersecting the 132 kV electricity line ..................................... 169
Figure 5-1. Scope for the model study ........................................................................................... 188
Figure 5-2. Water surface profile for 100 year flood with and without the expressway .................. 188
Figure 5-3.Bridge Layout for Kalu Ganga (Ch. 53+800 to Ch. 54+000)......................................... 190
Figure 5-4. Proposed Water surface profile with and without the expressway across Mawak Oya at
Ch. 16+170................................................................................................................................... 190
Figure 5-5. Proposed Viaduct from 15+940 to 16+250 across Mawak Oya .................................. 191
Figure 5-6 Map of identified relocation sites ................................................................................. 201
Figure 5-7. Typical cross section of an underpass opening for movement of fauna ...................... 212
Figure 5-8.State of art Bio link suggested in the forest areas ........................................................ 212
Figure 5-9.A sketch showing a bird flying pathway diversion structure.......................................... 213
List of Graphs
Graph 3-1: Average monthly rainfall recorded at various stations along the trace ........................75
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List of Annexes
Annex 1.1 Terms of reference issued by the Central Environmental Authority
Annex 1.2 Details of the report preparers
Annex 2.1 Weighted impact matrix of each route option for stages 1, 2 and 3
Annex 2.2 Global Position System (GPS) coordinates of the final trace
Annex 2.3 Detailed layout plan of Stages 1, 2 and 3 of REP including viaduct, bridges,
tunnels, interchanges and schedule of structures
Annex 2.4 Typical cross sections of REP
Annex 2.5 Letters from the Divisional Secretaries regarding the availability of lands for
resettlement
Annex 2.6 Preliminary Project Program of the proposed project
Annex 3.1 Soil and Rock profile by Borehole logs
Annex 3.2 Details of affected minor irrigation schemes, irrigation structures, anicuts and
other hydraulic structures
Annex 3.3 Key acts and regulations pertaining to the water quality
Annex 3.4 Report on existing air quality of the project area
Annex 3.5 Report on existing noise levels in project area and the noise modelling report
Annex 3.6 Report on existing vibration levels in project area
Annex 3.7 List of floral species observed within the study area
Annex 3.8 List of faunal species observed within the study area
Annex 3.9 Administrative divisions affected by the proposed project
Anne 3.10 Landslide prone areas with respect to proposed expressway trace
Annex 4.1 Completed risk assessment matrix
Annex 4.2 Flood stretches with respect to proposed expressway
Annex 5.1 Proposed schedules of structures including culverts, bridges and via duct sections
Annex 5.2 Details and Map of existing material extraction sites with respect to proposed
expressway trace
Annex 6.1 Projected monetary costs of Ruwanpura Expressway
Annex 6.2 Projected monetary benefits of Ruwanpura Expressway
Annex 6.3 Expected benefits and cost of Ruwanpura Expressway
Annex 7.1 Environmental Management Plan (EMP) with performance monitoring indicators
Annex 7.2 Environment Monitoring Plan (EMoP) of Ruwanpura Expressway
Annex 8.1 Letters from line agencies including their consent and recommendations
Annex 8.2 List of persons met and interviewed, details of FGDs and views collected during
field survey
Annex 8.3 Sample of public information leaflet distributed among public
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List of Abbreviations
ADB Asian Development Bank

AIA Archeological Impact Assessment
BCR Benefit Cost Ratio
BOQ Bills of Quantities
CEA Central Environmental Authority
CEB Ceylon Electricity Board
CO Carbon Monoxide
CR Critically Endangered
CSC Construction Supervision Consultant
DCS Department of Census & Statistics
DD Data Deficient,
DEM Digital Elevation Model
DOA Department of Archeology.
DOI Department of Irrigation,
DSD Divisional Secretariat Divisions,
DWC Department of Wildlife Conservation
ECB Extended Cost Benefit
EIA Environmental Impact Assessment
EM Entitlement Matrix
EMAP Environmental Management Action Plan
EMP Environmental Management Plan
EPL Environment Protection License
ESCM Environmental Safeguards Compliance Manual
ESDD Environment and Social Development Division
FGD Focus Group Discussions
FHWA Federal Highway Administration
FS Feasibility Study
GHG Green House Gas
GIS GeographicaI Information System
GND Grama Niladhari Division
GOSL Government of Sri Lanka
GPS Global Position System
GS & MB Geological Survey and Mines Bureau
GWQ Ground Water Quality
HH Households
IDIs In-Depth Interviews
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IRAP International Road Assessment Programme

IRR Internal Rates of Return
LAA Land Acquisition Act
LARS Land Acquisition and Resettlement Survey
MC Municipal Council,
ML Mining License
MoHEH Ministry of Higher Education and Highways
MSL Mean Sea Level
MSW Municipal Solid Waste
NAP Non Affected Persons
NBRO National Building Research Organization
NBT Nation Building Tax
NEA National Environmental Act
NIRP National Involuntary Resettlement Policy
NO2 Nitrogen Dioxide
NPPD National Physical Planning Department,
NPV Net Present Value
NRMC National Resources Management Centre
NWS&DB National Water Supply and Drainage Board
OCH Outer Circular Highway
PAL Ports and Airports Development Levy
PAP Project Affected Persons
PAPs Participatory Rapid Appraisals
PHI Public Health Officer
PM Particulate Matter
PMU Project Management Unit
PS Pradeshiya Sabha
RAM Risk Assessment Matrix
RDA Road Development Authority
REP Ruwanpura Expressway Project
ROW Right of Way
RP Resettlement Plan
SEW Southern Expressway
SICM Social Assessment and Involuntary Resettlement Compliance Manual
SLLRDC Sri Lanka Land Reclamation and Development Corporation
SLSI Sri Lanka Standard Institution
SLT Sri Lanka Telecom
SPS Social Policy Statement
STD Sexually Transmitted Diseases
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TEC Technical Evaluation Committee

TNM Traffic Noise Model
TOR Terms of Reference
UDA Urban Development Authority
VAT Value Added Tax
VOC Vehicle Operating Costs
VSL Value of a Statistical Life
Ruwanpura Expressway xiv

1 Executive Summary
1.1 Introduction
Proposed “Ruwanpura expressway” is considered to bring in an efficient transport link between
Colombo (in western province) and Ratnapura in Sabaragamuwa province. The project is in line
with the government policy of providing a nationwide efficient and safe transport network. The
proposed expressway will start near Kahathuduwa interchange of southern expressway and
terminate joining A018 (Pelmadulla – Nonagama) highway at Pelmadulla.
The project has been categorized as a “Prescribed Project” which an Environmental Impact
Assessment (EIA) needs to be carried out. The Central Environmental Authority (CEA) has issued
a Terms of Reference (TOR) to conduct this study, and this report is prepared based on this TOR.
This EIA was mainly based on extensive field investigations, Information obtained from the
feasibility study (which also included a preliminary environmental and social assessment),
secondary data aided with online maps from Google earth (Pro version), and Topographic
maps of Survey Department and resource profiles of respective Divisional Secretariat Divisions
(DSDs).
1.2 Description of the project and reasonable alternatives

The project aims to provide an express land based connectivity between Colombo and Ratnapura
(extending up to Pelmadulla). The length of the proposed expressway is about 74 km and will
have three stages as follows;
 Stage 1 – Southern Expressway to Ingiriya, (Ch. 0+000 km – Ch. 26+300 km)
 Stage 2 – Ingiriya to Ratnapura (Ch. 26+300 km – Ch. 52+500 km)
 Stage 3 – Ratnapura to Pelmadulla(Ch. 52+500 km – Ch. 73+900 km)
Table 0-1-1.Key features of the proposed expressway
Location of Distance Type of Description

interchange from interchange
Kahathuduwa
(0.000 km)
Stage 1
Kahathuduwa -0.500 System IC/ System IC with Southern expressway,
Service IC Service IC (entry & exit) with Pamankada
– Horana (B084) road
Horana 8.800 Service IC Service IC Horana – Galagedara (B123)
road
Ingiriya 22.000 Service IC Service IC with A008 highway
Stage 2
Kiriella 34.600 Service IC Service IC with Kiriella – Ehaliyagoda
road
Kuruwita 46.800 Service IC Service IC with A008 highway
Ratnapura 51.500 Service IC Service IC with proposed Ratnapura
(Thiriwanaketiya) bypass road
Stage 3
Pelmadulla 73.900 Entry/ exit point at A018 highway
Ruwanpura Expressway
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Different route options have been considered during project initiation stage by RDA. These route
options are presented in figure 2.2 in chapter two. Out of these routes option 2A was not
considered for further studies as it was passing through high urban settings and through a forest
reserve.
Nine (9) trace alternatives; three sub alternative traces for the first section up to Ingiriya (stage 1),
four sub alternatives for the section between Ingiriya and Ratnapura (Thiriwanaketiya) - stage 2,
and two for section from Ratnapura (Thiriwanaketiya) to Pelmadulla- stage 3, were studied as
route alternatives during the Feasibility Study (FS), which was conducted to finalize on a most
suitable trace in terms engineering, environmental and social aspects. All route alternatives were
evaluated based on preliminary information available and basic information collected after many
field visits.
Final route was selected as follows;
 Stage 1 - Southern expressway to Ingiriya
The road trace staring from Kahathuduwa Interchange to Ingiriya via Horana (about 5 km north of
Horana) was selected as the final trace for stage 1. Length of this route is 26.3 km. There will be
three interchanges within this section.
 Stage 2 – Ingiriya to Ratnapura (Thiriwanaketiya)

Option B-C-H which to the right hand side of Kalu river as shown in figure 2.2 has been selected
as the trace for stage 2. This trace is approximately 26.2 km in length and will have three (3)
interchanges.
 Stage 3 – Ratnapura (Thiriwanaketiya) to Pelmadulla
Route option L as indicated in figure 2.2 was selected for stage 3. The section is about 21.4 km
long and ends connecting with Pelmadulla – Nonagama (A018) highway.
1.3 Description of the existing environment

Present land use in the project area consist mainly of paddy fields, home gardens,
rubber plantations, coconut plantation, tea plantations and water bodies. The trace passes
through a terrain with flat to rolling and hilly topography. The elevation of the trace varies between
8 m above Mean Sea Level (MSL) and 250 m MSL. The project is geologically located within
Wanni and Highland complex dating to Precambrian era.
Entire project area is located with the wet zone of the country falling within the agro-
ecological zones of WL1a, WL1b, WL2a, WL3, and WM1. Bolgoda Lake and Kalu river basins are
the major surface water bodies which are found in the project area.
Among the three districts through which this project is located, Ratnapura district is
ecologically most important. As the project is within the wet zone of Sri Lanka, most of the
project area is rich with biodiversity. However the preliminary designs have avoided most of the
ecologically sensitive areas. Inputs of rapid environmental and social assessment carried out
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during FS, provided inputs for such design measures. Few ecologically important sites were
observed during the study. Names of these sites, nearest point to such site with distance are
summarized in table below.
Table 0-2. Ecologically important sites with the proximity to proposed
expressway
Name of site Chainage at nearest point Distance at nearest point

(m)
Kodigahakanda sanctuary Ch. 4+100 450
Bodhinagala forest reserve Ch. 23+000 600
Pompa Kele forest reserve Ch. 51+700 – Ch. 52+00 800
Kiribathgala forest reserve Ch. 58+800 – Ch. 68+800 No clear boundary could be
established
Administratively the project is located within Colombo and Kalutara districts of Western
province and Ratnapura district of Sabaragamuwa province. The proposed expressway will pass
through eight DSDs within these three districts. A total of 64 Grama Niladari Divisions were
identified within proposed Right of Way.
1.4 An outline of anticipated environmental impacts and mitigation

measures
Identification and ranking of the impacts were based on the risk assessment matrix prepared by
the expert team who carried out the EIA. A summary of key impacts and mitigation measures are
presented below
Table 0-3.A summary of key impacts and mitigation measures
Environment Impact Key mitigation measure/s suggested

al aspect
 Hydrology  Changes to existing  Place the expressway on via ducts to the most
drainage pattern and possible length along the flood plains.
flooding.
 Earth filled embankment sections to have
cross drainage openings in adequate number
and size (minimum of 2 m x 2 m).
 Reduction of flood
retention and  Box type structures will be constructed for
detention capacity. easiness of cleaning and maintenance.
 Allow adequate provision for drainage across

temporary service roads.
 Keep provisions to break open the
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al aspect
embankment of service roads during heavy
rains that may cause flooding.
 Remove all temporary structures build for

expressway construction within the flood
plains.
 Rehabilitated, improve and maintain the

existing drainage network structures.
 Changes in flow  Construction of via ducts, bridges and box

regime of streams cell culverts over the streams with adequate
and tributaries and openings (bridges design for 100 year
sedimentation of recurrence interval)
water bodies.
 Avoid storage (even temporary storage) of
disposal and construction material (such as
soil for embankment work) near water bodies.
 Maintaining the structures during operational

period of the project.
 Hydro  Lowering of  Allow uninterrupted flow of groundwater

geological groundwater table through soil filled embankments.
and changes in water
quality  Continuous monitoring of ground water levels
(water levels in wells).
 Landslides, slope  Provide adequate lined drainage network with

failures and enough silt traps and culverts.
collapsing of tunnel
sections  Simple site specific measures such as slope
modifications with 1: 2 or 1: 1.5 cut slopes.
 Removal of hanging boulders and retaining

structures where necessary.
 Soil erosion and  Providing side drains.

siltation
 Compaction of embankments immediately to
the required compaction levels.
 Placement of silt barriers/ traps at identified

locations.
 Social  Impacts on  Survey and identifying the land area needed

settlements and to be acquired for the project.
institutes.
 Preparation of a Resettlement Plan including
an Entitlement Matrix (EM).
 Keep a continuous dialog with the project

affected persons.
 Acquisition of land as per regulations of Land
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al aspect
Acquisition Act (LAA).
 Payment of statutory compensation based on

LAA and entitlements based on the EM as
indicated in the RP.
 Identifying suitable lands close to the project

area and developing them as resettlement
sites.
 Relocate and reconstruct the government

 Impacts on state and institutes affected.
private sector
institutes (loss of land  Payment of compensation to private sector
and structure). institutes as per the EM of RP.
 Relocation of families in resettlement sites.

 Physical and  Payment of compensation for loss of
economic business activities.
displacement due to
loss of land and  Executing the income/ livelihood restoration
structure. program as indicated in the RP.
 Loss of access and  Relocation of all affected public places.

fragmentation of
settlements.  Provide under passes and over pass bridges
at all locations as requested by public.
 Ecology  Impacts on  Provide adequate number of animal passes

biodiversity due to through earth fill embankment.
fragmentation of
habitats.  Provide Bio links including underpasses and
over passes where applicable.
 Impacts on migratory
paths of fauna  Construction of a diversion barrier for low
flying birds.
 Change of aesthetic
value.  Establishment of a green belt along the trace
and turfing of earth filled embankments.
 Secure soil and other construction material

from areas close to the project.
 Establishment of
invasive species.  Destroying of any invasive species that is
found with such material.
 Noise and  Noise and vibration  Construction of noise barriers at all noise
vibration causing nuisance to sensitive locations.
the public and
damaging structures  Carry out a property condition survey and
close to the proposed record the existing condition of the structures
trace. close to the project area.
 Instruct the contractor to obtain a 3rd party
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al aspect
insurance and pay compensation for any
damage caused by construction activities to
such structure/s.
 Air quality  Generation of dust  Avoid dust generating activities during times of
high wind.
 Emission of
obnoxious gases  Covering of construction sites and material
transported to and from the site.
 Operate a fleet of water bowsers to spray

water over exposed soil surfaces.
 Service and regular maintenance of the

machinery and vehicle fleet.
 All plants will be operated with licenses and

conditions stipulated in such approvals/
licenses.
 Quarry and borrow sites will be operated with

all necessary approvals and licenses and
conditions stipulated in such documents.
 Natural  Depletion of natural  Reuse of excavated material (rock and soil) for
resources resources construction work.
 Balancing the volume of soil cut and fill

operations.
 Extracting material from existing and approved

quarry sites and borrow pits.
 Opening up of new sites after conducting

proper investigations and obtaining necessary
approvals and licenses.
 Adhering to conditions and guidelines

stipulated in such approvals and licenses.
 Archeologi  Damage to  Continuous monitoring of vibration levels

cal, archeological sites. during construction.
cultural
and  Disturbance to  Regular monitoring of such locations during
heritage visitors to such sites operation to identify any changes on the
sites structures, paintings and other monuments.
 Placing of noise barriers.
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1.5 Extended cost benefit analysis

Net Present Value (NPV), Benefit Cost Ratio (BCR) and Internal Rate of Return (IRR) were
considered as criteria for Extended Cost Benefit (ECB) analysis. A final construction cost of LKR
213,031.78 million (obtained from the FS) was considered for the analysis. Cost for routine and
periodic maintenance work and environmental (including social cost) cost were also considered
as inputs for the analysis. Savings on vehicle operating cost, travel time savings, savings of
accident cost, rehabilitation cost deferral was considered as benefits of the project.
The analysis yielded a NPV of LKR 231,396.84 million, BCR of 3.25 and IRR of 13% at a discount
rate of 7%. Thus the project is considered economically viable. A sensitivity analysis was carried
out as part of the study and yielded positive results.
1.6 Environmental management and monitoring programme

Impacts and mitigation measures discussed under chapters four and five were summarized in to
an Environmental Management Plan (EMP). Implementing of the EMP will be monitored based on
the performance parameters listed in the EMP. An Environmental Management Action Plan
(EMAP) based on the EMP will be prepared by appointed contractor/s and will be approved by
Construction Supervision Consultant (CSC).
A Project Management Unit will be established at RDA to manage the project. A CSC
will be appointed to supervise the contractor/s on construction work. Appointed contractor/s will
execute the mitigation measures during construction of the project. Overall responsibility of
implementing the mitigation measures will be held with RDA. Persons with suitable qualifications
and experience will be appointed to PMU, CSC and contractor to function as staff related to
environment, social and safety requirements.
Funding for mitigation measures during pre-construction and operation stages will be secured by
RDA through the national treasury, while the contractor/s will include cost items in the bid
documents for implementing mitigation measures during construction stage. Monthly progress
reports will be prepared by contractor on environmental and social compliance. These reports will
be submitted to CSC and PMU.
1.7 Public consultation and information disclosure

Meaningful consultations were carried out as part of the EIA study with project affected population
and people who live within the project influential area. Meetings were also held with officials of
relevant government agencies such as Irrigation Department, Forest Department and Agrarian
Services Department. An information leaflet was distributed among households identified within
the proposed Right of Way as means of sharing project related information with project
affected persons.
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1.8 Conclusion and recommendations

The Government of Sri Lanka intends to construct a new expressway connecting Colombo with
Sabaragamuwa region of the country. The project is officially called as the Ruwanpura
Expressway Project. The project will bring about many benefits to people living in Sabaragamuwa
province. However the adverse impacts need to be addressed during project design and
implementation stages. Of these adverse impacts the most significant will be the impact
on hydrology, hydrogeology, ecology and on social environment. The extended cost benefit
analysis carried out for the project yielded a BCR of 3.25 with an IRR of 13% for a discount rate of
7%. Sensitivity analysis also yielded positive results meaning the project is economically viable
even it is located within the two districts prone to landslides and floods.
It is important that mitigation measures listed in this EIA and recommendation given by line
agencies such as Department of Irrigation, SLLRDC, National Building Research Organization,
Department of Wildlife Conservation are strictly implemented by RDA the project developer, in
order to have a more environmentally, socially and sustainable project.
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1 Introduction
1.1 Background of the project

Sri Lanka is an island with a land area of about 65,000 km² located in the Indian Ocean. The
county has a population over 20 million, and land based transport is predominant by road
transportation. The national road network comprising of A and B class roads total to more than
12,000 km spreading throughout the country. However, as an overall economic and social
development strategy the Government of Sri Lanka (GOSL) has identified the need of developing
an expressway network in the country.
The Road Development Authority (RDA) under the Ministry of Higher Education and Highways
has developed a plan for this network of expressways, as shown in Figure 1.1. Several sections
of this expressway network have commenced operations. These sections include the Southern
Expressway (SEW) from Kottawa to Matara, Colombo – Katunayake Expressway (CKE) and
Kottawa – Kaduwela section of Outer Circular Highway (OCH). The extension to Southern
Expressway from Matara to Hambantota has commenced construction work.
GOSL has identified the need of an expressway towards Sabaragamuwa province, which will act
as a fast road link between Sabaragamuwa and Uva provinces with Colombo the economic
capital of the country. This project is considered as one of the key infrastructure development
projects in the country that needs to be implemented in the near future. With above directive, the
RDA initiated a Feasibility Study (FS) to find out a suitable road corridor to construct the
Sabaragamuwa expressway considering present and future development scenarios of the
country. The study also considered having minimum possible impacts on the environment
including the social environment (i.e. minimum resettlement impacts to general public and land
acquisition cost). This expressway project will officially be called as “Ruwanpura Expressway
Project” or REP.
Different route alternatives were studied during the FS (which are discussed in chapter two of this
report) and a final trace was selected to conduct detailed investigations. As per the final trace of
FS, the proposed expressway is to start near Kahathuduwa Interchange of Southern Expressway
and end at Pelmadulla connecting with Pelmadulla – Nonagama (A018) highway. The
expressway will have a length of about 74 kilometers (km) and consist of three (3) stages as;
 Stage 1 – Southern Expressway (Kahathuduwa) to Ingiriya, (Ch. 0+000 km – Ch. 26+300

km)
 Stage 2 – Ingiriya to Ratnapura (Ch. 26+300 km – Ch. 52+500 km)
 Stage 3 – Ratnapura to Pelmadulla(Ch. 52+500 km – Ch. 73+900 km)
Figure 1.2 presents the general area of stages 1, 2 and 3 of REP.
As per the National Environmental Act (NEA) regulations (gazette notification No. 772/22 of June
24, 1993), construction of national and provincial highways involving a length exceeding 10 km or
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if a section of a proposed new highway is located within an environmental sensitive area as

defined in part III of same gazette require a formal environmental approval.
In April, 2014 RDA submitted an application including basic information of the project to the
Central Environmental Authority (CEA). As the project approving agency the CEA appointed a
Technical Evaluation Committee (TEC). After completion of scoping of the project by the
TEC, the project was declared as a prescribed project requiring an Environmental Impact
Assessment (EIA). In July, 2104 the CEA issued the Terms of Reference (TOR) to RDA to
conduct the EIA study.
This EIA has been prepared to assess the possible environmental impacts with respect to stage
1, 2 and 3 of REP based on the TOR issued by CEA.
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Environmental
Environment Impact
Impact Assessment
Assessment Report
Report
Figure 1-1. Expressway Network in Sri Lanka (current and proposed), Source: Road Development Authority
11
RUWANPURA EXPRESSWAY
LENGTH - 73.9KM
0+000
5+000
10+000 Section ii
15+0
20
00
+0
00
HORANA INTERCHANGE
30+000
CH 08+500
35+0
40+000
25+00
TO HORANA - 5.5KM
45+
KURUWITA INTERCHANGE
00
000
CH 47+100
0
TO KURUWITA - 5KM
KIRIELLA INTERCHANGE
INGIRIYA INTERCHANGE CH 34+500 50
CH 22+200 TO KIRIELLA - 0.5KM
+0
00
TO INGIRIYA - 1.25KM
RATNAPURA INTERCHANGE
CH 51+500
TO KURUWITA - 1.5KM
55+
000
60
+0
00
65
73
+0
+9
00
00
70+0
LEGEND
00
Section i
Section ii PROPOSED EXPRESSWAY
Section iii
OUTER CIRCULAR HIGHWAY
SOUTHERN EXPRESSWAY
Figure 1-2. Stages 1, 2 and 3 of Ruwanpura Expressway 12

Environmental Impact Assessment Report
The Road Development Authority has invited Maga Neguma Consultancy & Project Management
Services Company (Pvt) ltd to perform a Feasibility Study to produce a suitable trace for the
Ruwanpura Expressway according to a Terms of Reference issued by RDA. Maga Neguma
Company has in turn contracted Skills International (Pvt.) Ltd. to perform the FS, an
Environmental Impact Assessment (EIA) according to the TOR issued by the CEA and the
Resettlement Plan (RP).
1.2 Objective and justification of the project

Present road connectivity between Ratnapura district in Sabaragamuwa province and Colombo
the economic capital of the country is through Colombo - Ratnapura - Wellawaya – Batticaloa (A004)
and Panadura - Nambapana – Ratnapura (A008) highways. As per the information from RDA the
travel distance between Colombo and Ratnapura along A004 is about 120 km and along A008 about
80 kms and in both cases the average travel time to reach the final destination is more than 2.5 to 3
hours.
Main reason for these low operational speeds is the narrowness of these two highways. Further the
three level crossing points within a short distance close to Avissawella also contribute to low
operational speeds of vehicles on A004 highway. Although the Panadura – Ingiriya section of A008
highway has been widened, the road section beyond Ingiriya up to Ratnapura has many winding
sections that limit the vehicle operating speeds up to about 40 kmph.
Over the years many developments (especially settlements) have taken place adjacent to the
existing corridors of both these highways, and some structures have been constructed very close to
the road edge. This situation has caused difficulties in attempts to widen these roads to cater the
increased traffic.
These limitations have increased the vehicle operational cost, travel time of passengers and the
number of road accidents in the recent past. It has also affected the transportation of agricultural and
other industrial products from Sabaragamuwa and Uva region to other parts of the country.
Main objective of the proposed expressway is to open an efficient land based link between Colombo
and Ratnapura.
Specific objectives of the REP are:
 To develop a new expressway between Colombo and Ratnapura with minimum environment
and social impacts.
 Form a part of an economically optimum expressway network system that connects various
regions of the country.
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 Handle the forecasted traffic between Colombo and Ratnapura at an adequate level of service
by the year 2030.
 Facilitate the needs of expected industrial and social development town areas located along
the expressway corridor.
 Provide an efficient transportation network to expedite development plans in the

Sabaragamuwa and Uva provinces.
 Achieve sustainable development outcomes in the project corridor.
1.3 Objective of the EIA report
Identification of environmental and social consequences of the proposed project at the initial stage of
project design helps in developing a project that is more environment and social friendly and
sustainable. The EIA outlines a set of mitigation measures identified for each adverse impact that
needs to be incorporated in to the designs and management tools during construction.
This EIA report describes the findings of a comprehensive investigation carried out on all significant
aspects related to potential impacts of the proposed Ruwanpura Expressway.
The EIA has been prepared in accordance with the TOR issued by the CEA. The TOR is presented in
annex 1.1.
The specific objectives of the EIA Report include the following:
 Describe the proposed REP
 Provide a comparison of reasonable alternatives (route alternatives)
 Describe the existing physical, ecological, socio-economic and cultural environment
 Identify and evaluate project induced beneficial and adverse impacts on the physical,
biological, socio-economic and cultural environment
 Recommend effective mitigation measures for identified adverse impacts
 Analyze the environment costs and benefits
 Prepare an Environment Management Plan (EMP) and Environmental Monitoring Plan (EMoP)
which should be implemented during preconstruction, construction and operational stages of
the project.
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1.4 Methodologies and technologies adopted in EIA report preparation

1.4.1 Spatial Data (Maps and satellite imagery)
The following topographic maps were procured from the Survey Department:
 1:50,000 and 1:10,000 scale digital and analogue topographic maps to cover the entire project
area
 Soil and geological maps available in the Survey Department covering the study areas
 1:50,000 scale digital landslide hazard zonation maps of National Building Research
Organization (NBRO) for Kalutara and Ratnapura districts1.
A set of maps focusing the project study area were generated from the above digitized maps by the
GIS Specialist.
Engineering survey maps relevant to all three stages prepared for the Feasibility Study and online
Google maps were also used for the study.
1.4.2 Guidelines and policies
The following guidelines and policies were also considered during the study:
 Environmental and Social Safeguards Compliance Manual Volume I – Environmental

Safeguards Compliance Manual (ESCM), RDA, 2009
 Environmental and Social Safeguards Manual Volume II – Social Assessment and
Involuntary Resettlement Compliance Manual (SICM), RDA, 2009
 Policies, Acts and other legislative instruments in connection with road construction
and implementation.
1.4.3 Environmental investigations
The scope of the EIAR covers the proposed expressway corridor from Kahathuduwa to Pelmadulla.
Prior to undertaking field investigations, a study area comprising a 2 km buffer zone (1.0 km to both
sides from the proposed center line) was identified, using 1: 50,000 topographic maps from the
Department of Survey and Google Earth maps available online. Within this corridor a land area within
1NBRO possess land slide hazard maps of 1:10,000 scale. However maps of 1:10,000 scale was available
only for sections of proposed trace. While utilizing this information the consultant obtained 1:50,000 maps for the
entire trace
15
a corridor of 150 m to both sides of the proposed center line was considered as the immediate study
area for the field investigations. This wide corridor included the proposed Right of Way (ROW) for the
expressway which is on average about 60 m wide. However, the area of investigation was extended
in instances where the impact was identified to spread in a much larger periphery e.g. study on
surface hydrology, measurement of air quality, noise, vibration, water quality, etc.
The baseline environmental context of the project were identified by reviewing existing information,
undertaking field investigations and the collection of spatial and non-spatial data. The period of the
assessment was 10 months from December 2014 to October 2015.
An expert study team comprised of a Team Leader who is a safeguards specialist with EIA
experience, a sociologist, a hydrologist, a resettlement specialist, a geologist, a hydro geologist, a
fauna specialist, a wildlife specialist, a flora specialist, an environmental economist, a specialist in
archeological studies, an environmental economist, a GIS expert with their field assistants carried out
the study. Services of a highway engineer/transport planner, modeling expert on noise was also
obtained when necessary. Refer annex 1.2 for their names, qualifications and tasks
undertaken.
A detailed account of the study methodology for each parameter is presented below.
1.4.4 Survey of existing literature
Following Feasibility Study reports prepared for the proposed project were reviewed and used
as information for the EIA study and report preparation.
 Feasibility study of the Ruwanpura Expressway Vol. I Main Report

 Feasibility study of the Ruwanpura Expressway Vol. II Design Report
 Feasibility study of the Ruwanpura Expressway Vol. III Geotechnical Investigation Report
 Feasibility study of the Ruwanpura Expressway Vol. IV Hydrological Study Report
 Feasibility study of the Ruwanpura Expressway Vol. V Traffic Study Report
 Feasibility study of the Ruwanpura Expressway Vol. VI Risk Assessment Report
 Feasibility study of the Ruwanpura Expressway Vol. VII Rapid Environmental and Social
Impact Assessment
 Feasibility study of the Ruwanpura Expressway Vol. VIII Preliminary Design Drawings
The following documents were also reviewed for background information:
 Statistical Handbooks of Colombo, Kalutara and Ratnapura districts, Department of Census

and Statistics, 2010
16
 Hazard Profile of Sri Lanka – Disaster Management Centre, Ministry of Disaster

Management, December, 2012.
1.4.5 Field Investigations
Field studies were carried out from December, 2014 to October, 2015 in order to gather information
and to verify/update existing information. The studies were conducted with physical, biological and
sociological parameters to set the baseline and also to aid in the prediction of impacts.
1.4.5.1 Ecological Survey
Major habitat types and land use pattern of the project area were basically identified through 1: 50,000
maps and 1: 10,000 topographic maps published by Survey Department while more detailed and up
to date features were identified by ‘Google Earth’ maps that are available on-line. Maps developed by
Survey Department were studied for identification of protected areas within or proximity to the project
area, if there is any. These desk works were confirmed through field investigations along the
proposed corridor. During this survey new settlements under tree cover were also identified, which are
not even visible in Google earth maps.
Main interest of the project area was a 30 meter distance either way from the center line of the
proposed high way. Sampling sites, sampling methods and sampling intensities were
determined using these confirmed habitat type maps. Minor changes done at the design stage to the
initial trace were regularly received from the project proponent during the field surveys, and study
sites were altered accordingly. Detailed studies were carried out by the ecological team according to
the methodologies suitable for each taxonomic group. This field surveys covered both terrestrial and
aquatic flora and fauna. Studies were carried out during the day time throughout the highway trace
from Kahathuduwa to Pelmadulla while night time studies were conducted on few selected locations.
Accessibility, different types of habitats, and concerns of villagers were the major factors in selecting
the night sampling locations. Night sampling was basically focused of amphibians, reptiles and
mammals. Following are the night sampling locations.
6°47'5.13"N, 79°59'29.75"E 6°46'49.80"N, 80° 0'0.81"E 6°46'30.12"N, 80° 0'15.32"E

6°46'18.56"N, 80° 0'55.91"E 6°46'18.48"N, 80° 1'8.84"E 6°46'14.99"N, 80° 1'52.29"E
6°45'59.14"N, 80° 2'55.33"E 6°46'9.01"N, 80° 3'50.34"E 6°45'59.10"N, 80° 4'36.43"E
6°46'3.47"N, 80° 5'28.97"E 6°46'5.77"N, 80° 6'1.62"E 6°45'58.58"N, 80° 6'35.12"E
6°45'51.80"N, 80° 7'39.81"E 6°45'58.43"N, 80° 8'2.50"E 6°45'43.30"N, 80° 8'58.80"E
6°44'16.07"N, 80°10'19.07"E 6°44'8.25"N, 80°11'20.84"E 6°44'13.35"N, 80°12'11.58"E
6°44'36.67"N, 80°13'42.70"E 6°44'20.37"N, 80°15'17.47"E 6°44'33.84"N, 80°16'18.79"E
6°44'29.68"N, 80°16'43.63"E 6°44'29.48"N, 80°17'18.19"E 6°44'22.66"N, 80°19'17.11"E
6°44'11.52"N, 80°21'7.74"E 6°43'4.48"N, 80°23'30.87"E 6°41'56.39"N, 80°24'0.74"E
6°41'4.41"N, 80°25'17.09"E 6°39'41.26"N, 80°25'40.47"E 6°39'11.41"N, 80°26'30.28"E
6°37'45.59"N, 80°27'42.18"E 6°37'4.15"N, 80°28'44.36"E 6°35'49.76"N, 80°30'31.58"E
6°35'40.02"N, 80°31'31.01"E 6°35'44.82"N, 80°31'59.91"E 6°35'57.59"N, 80°33'15.60"E
6°36'2.58"N, 80°33'19.56"E
17
All vertebrate fauna as well as some indicator invertebrates such as butterflies and dragonflies were
studied. Flora studies were conducted for all the families of flowering plants (Angiosperms) while
primitive plants were not considered. Sampling method used for each group is presented follow.
 Fauna
Line transects survey, variable circular plots survey and opportunistic observations were used to
determine the status of terrestrial fauna. Field surveys were carried during both migratory and non-
migratory seasons of birds. Hand netting and snorkeling was used to identify fish species while gill
netting was not required since any deep water pools were not found along the study path. Visual
observation through the water surface was also used to identify fish species as well as other aquatic
fauna. Villagers were interviewed for the fish that are used by them as food, which are captured from
the local water bodies. Following locations were thoroughly studied for fish.
6°36'2.31"N, 80°33'18.27"E 6°41'5.79"N, 80°25'16.24"E 6°41'44.35"N, 80°24'26.04"E
6°44'23.07"N, 80°20'3.56"E 6°44'28.30"N, 80°17'26.24"E 6°44'40.45"N, 80°13'27.17"E
6°44'15.30"N, 80°10'22.98"E 6°45'48.88"N, 80° 7'18.49"E 6°46'17.80"N, 80° 1'8.22"E
6°46'17.30"N, 80° 1'21.24"E 6°45'51.46"N, 80° 7'3.04"E 6°45'55.70"N, 80° 8'40.96"E
6°44'5.78"N, 80°11'31.24"E 6°44'38.87"N, 80°13'15.84"E 6°43'59.39"N, 80°22'15.89"E
6°43'10.95"N, 80°23'24.64"E 6°41'36.96"N, 80°24'41.20"E 6°41'17.83"N, 80°25'6.93"E
6°40'4.18"N, 80°25'32.63"E 6°35'46.54"N, 80°32'56.49"E
Techniques used for each taxonomic group are listed in the following table.
Table 1-1. Techniques used for each taxonomic group.
Group Technique
Birds Variable circular plots in selected locations in different times of the day, Line
transect observations throughout the study line (both direct observations and
indirect observations such as calls, feathers, nests were used for identification)
Mammals Opportunistic observations along the study line transect (both direct and indirect
observations such as calls, scar, foot prints were used for identification). Traps
were not used for identification of small mammals
Reptiles Opportunistic observations ( direct observations only), plot clearing (both in day
time and night)
Amphibians Opportunistic observations with special attention in wet places such as stream
banks, water holes, under growths
Fish Hand netting and snorkeling in selected locations, Opportunistic observations by
surface viewing.
Butterflies Line transects and opportunistic observations (both adult stage and larval stage
were identified)
Dragonflies Opportunistic observation (only the adult stage) with special attention at water
bodies.
18
Observed species were identified using most recent field guides which are given follow.
 Birds – Kotagama & Rathnaweera (2010), Warakagoda et. al. (2012)

 Mammals – Phillips (1935), Yapa & Rathnaweera (2013)
 Reptiles – Das & de Silva (2005), Somaweera (2006), Somaweera & Somaweera (2009)
 Amphibians – Manamendra-Arachchi & Pethiyagoda (2006)
 Fish – de Silva et. al. (2015), Goonathilake (2007)
 Butterflies – d’Abrera (1998), Jayasinghe (2015), Jayasinghe et. al. (2012)
 Dragonflies – Bedjanic et. al. (2007), Bedjanic et. al (2014)
 Flora
Plots of 100 m x 10 m were selected within the study site to conduct the terrestrial flora survey. Apart
from that, surveys were carried out into more expanded sections, if a special habitat or a different type
of habitat was found. Floating and emerged aquatic plants were identified by direct visual
observations. Submerged plants were identified by observing through water surface, when the water
is clear enough to see the bottom. Plants that couldn’t identify in the field were photographed in a
detailed manner by a DSLR camera fitted to a macro lens, and later identified them using guide
books; Vlas & Vlas (2014), Vlas & Vlas (2008), Dassanayake & Fosberg (1980 – 1991),
Dassanayake, Fosberg & Clayton (1994 – 1995), Dassanayake & Clayton (1996 – 2000) and
Dassanayake, Clayton & Shaffer-Fehre (2006) were used for identification of species.
Nomenclature for both flora and fauna used in this document is mainly in the accordance with the
National Red Data List 2012 of Sri Lanka – Conservation status of the Flora and Fauna (MoE, 2012)
unless they are updated by above given publications and The plant list - Angiosperms Phylogeny
Group ver. III (2015). Conservation status given in this document is in accordance with the
aforementioned Red Data List. Note that the conservation status was assessed only for the native
species which exclude migratory birds, introduced fish and introduced plants.
1.4.5.2 Geological investigations and soil study
The Geotechnical Investigation Report prepared in the FS was extensively used in the EIA.
Underlying geology and geomorphology2 were assessed along the proposed corridor using this
information and maps as well as field visits by the geologist and hydro geologist.
2
Geomorphology is the scientific study of landforms and the processes which used to understand
landform shapes, history and dynamics to predict changes through a combination of field
observations, physical experiments and numerical modeling.
19
1.4.5.3 Study on surface and ground water quality
Secondary or published literatures were studied to understand the quality of the surface and ground
water of the project area along with other geotechnical reports available for the study. Topographic
maps, land use maps and published reports were investigated to identify the location of surface water
bodies and wells.
Grab samples were taken from the surface and ground water bodies (both running/stagnant and
ground water bodies) that are likely to be impacted directly and indirectly by the project, while noting
the weather conditions. The parameters, viz. pH (in-situ), turbidity (in-situ), electrical conductivity (in-
situ), DO, 3BOD5, COD, NO -, Fecal and total coliform and Oil and Grease levels were analyzed
through CEA recognized laboratory. Results obtained were evaluated with reference to the Sri Lanka
Standard Institution (SLSI) drinking water standards and the CEA proposed standard limits for inland
water bodies and presented using GIS Maps.
 Surface Water Quality
The following figure 1-3, indicates the locations studied for the surface water along the project trace:
20
Figure 1-3. Surface water sampling locations around the project trace.
21
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Environment Impact Assesment Report
In general, the parameters of the surface water quality varies with many distinguishable factors such
as, weather pattern, polluting sources, seasonal variations, soil characteristics, drainage pattern etc.
The proposed REP trace traverses over or close to water bodies of different sizes. Most of these
surface water bodies along the project trace are the tributaries of Kalu Ganga (river). The baseline of
the surface water quality in the project area was determined through testing of 12 Nos. of samples
collected along the project trace (See Figure 1-3 ) , which was analyzed against the SLSI Standard
(SLS 614:2013) and proposed CEA standards for drinking water, as indicated in the following table:
Table 1-2. SLSI standards and proposed CEA standards for water quality
Parameters Units SLSI Standards for Proposed CEA
Drinking Water standards (Class-I
Category-2) Drinking
water
Color mg/l PtCo @ 15 10
25oC
Turbidity NTU @ 25oC 2 5
Suspended Solids mg/l @ 25oC Nil -
o
Temperature C
pH 6.5 - 8.5 6.0 – 8.5
Total Dissolved Solids mg/l 500 -
Electircal Conductivity s /cm 750 -
Total Alkalinity (as mg/l @ 25 200
CaCO3)
Total Hardness (as mg/l @ 25 250 250 des – 600 max.
CaCO3)
Total Iron (as Fe) mg/l 0.3 300 des – 1000 max
Nitrate( as N) mg/ l 5
Total Phosphorus(as P) mg/l 2 0.7
Total Sulphate (as mg/l 250 250
SO24)
DO mg/l - 6
BOD5 mg/l @ 20 - 3
COD (mg/l)@120oC 10 15
Oil & Grease (mg/l) 1 100
Total Coli form Count (MPN) Per 100 <10 per 100 ml 5000
ml
E. Coli Count (MPN) Per 100 None in 100 ml 250 des - 600 max
ml
Ruwanpura Expressway [Date]

22
1.4.5.4 Study on hydrology and drainage
The relevant data and information on hydrological aspects were extracted from the Hydrological Study
Report of FS.
The hydrological and drainage study included assessment of the existing drainage pattern across the
proposed trace, flood peak values, inundation levels, retention areas, inundation periods and lists of
existing irrigation or drainage schemes. The hydrologist and hydro geologist also used computer based
hydrological models in predicting floods and developing required openings at all hydrological crossing
points, i.e. culverts, bridges and viaduct sections.
1.4.5.5 Hydrogeological study and soils
The scope of this hydrogeological and soils study was primarily determined by the TOR of the EIA. The
main impact area comprised of one kilometer corridor (500 m wide belts on either side) along the
proposed road trace. As per the TOR, this one kilometer wide corridor was considered for the potential
impacts during the construction and operational periods. The locations and exact areas affected by
construction activities (e.g. Quarry sites, borrow areas, dumping sites, access roads etc.), are also
described.
Data on hydrogeological, soils and proposed development at preconstruction, construction and

operation stages were collected from the available reports submitted by Skills International and
reconnaissance field visits. Data were analyzed to identify impacts and determine their significance.
The final step involved processing mitigation measures for the significant negative impacts and
developing a monitoring program to ensure compliance. The lists of the reports studied are; Volume I
Main Report, Volume II Design Report (Part 01, 02 and 08), Volume III Geotechnical Investigations
Report – all the reports, Volume IV Hydrological Study Report, Volume VI Risk Assessment Report,
Volume VII Environmental and Social Assessment Report (Part 01), Volume VIII Preliminary Design
Drawings, Water Quality Studies Report – EIA, 1:100,000 Geology map published by Geological
Survey and Mines Bureau (GS&MB), 1: 50,000 Landslide Hazard Map published by National Building
Research Organization (NBRO) Google Earth (Accessed on 22 Nov. 2015) .
1.4.5.6 Study on Air quality
Since there is no baseline air quality data related to the study area, nine (09) strategic locations were
selected to represent the areas which would undergo significant change due to the project. Measured
levels of selected air quality parameters were set as the baseline situation in the project area.
Air stressor measurements including Particulate Matter PM10 (Particulate Matter less than 10
micrograms)and PM2.5 (Particulate Matter less than 2.5 micrograms)levels were obtained as a 24 hour
average and Sulfur Dioxide (SO₂), Nitrogen Dioxide (NO₂) and Carbon Monoxide (CO)levels
were obtained from 8 hour average from at the above locations. These measurements were carried out
by the National Building Research Organization (NBRO). The results were compared with the national

23
ambient air quality standard levels stipulated by the Ministry of Environmental and Natural Resources
Sri Lanka under the Extraordinary Gazette, No. 1562/22 – August 15 2008. Figure 1-4 shows
the locations at which these measurements were taken and measuring results.
1.4.5.7 Study on Noise and Vibration
Noise and vibration levels were recorded in nine locations of the project area which would undergo
significant changes due to the project.
Noise measurements were taken at each location to cover morning, afternoon, evening and night
session of the day by the National Building Research Organization. Figure 1-5 shows the locations
where the measurements were obtained with respect to the project area. The measured data were
compared with the National Environmental Noise Control Regulations stipulated under the
Extraordinary Gazette No. 924/12- Thursday, May 23, 1996 by the Central Environmental Authority. In
anticipation of high noise levels that might be generated by the use of machinery and equipment
especially at the interchanges during the construction phase and also during the implementation phase,
a modeling exercise was carried out to evaluate the noise.
Baseline vibration levels were recorded in nine locations of the project area which would undergo
significant changes due to the project. The measurements were taken at each location to cover
morning, afternoon, evening and night session of the day by NBRO. Figure 1-6 shows the locations
where the measurements were obtained with respect to the project area. The data were compared with
the amended interim air blast over pressure and vibration standards stipulated by the Pollution Control
Division, CEA in 4/12/2008.
[Date] 24
Figure 1-4.Air quality sampling locations 25
Figure 1-5. Ambient noise sampling locations 26
25
27
Figure 1-6.Sampling locations for vibration measurement
1.4.5.8 Observations on Archaeology
Archeologist of the present study team carried out an investigation along the study corridor to identify
any places that are archeologically significant. In addition to this study, RDA has separately requested
the Department of Archeology to carry out an Archeological Impact Assessment (AIA) on the proposed
project and provide an approval with any recommendations (an archaeological clearance document).
1.4.5.9 Socio-economic investigations
 Baseline identification
Secondary data on socioeconomic situation of the country was collected and studied to review situation
of project area, keeping them as main reference material prior to the commencement of field studies.
They include publications of Dept. of Census and Statistics, Central Bank, NGOs and UN and other
International Development Agencies. In addition to these closely studied publications, administrative
records and documents prepared by Provincial Councils, District Secretariat/Divisional Secretariats and
line departments were also studied. This report carries necessary information adopted from those
sources appropriately. A profile of the existing community was prepared, identifying the nature of
settlements along the project corridor, people, businesses, land uses and existing infrastructure in the
area.
For the primary survey, both qualitative and quantitative methods have been used. Qualitative methods
involved; Focus Group Discussions (FGD), In-Depth Interviews (IDIs) and Participatory Rapid
Appraisals (PRAs)3. Gender disaggregated FGDs with communities, key informant interviews and
in-depth interviews with women and men in project area were conduct as part of this study. Similarly,
key persons attached to Divisional Secretariats, GN Divisions, NGOs and opinion leaders in the
communities were consulted. Quantitative methods involved in administration of questionnaire at
household levels based on 100% census survey for the ROW. This questionnaire and discussion
3 FGD– A focus group is a form of qualitative research in which a group of people are asked about their attitude
towards issues related to a product, service, concept, advertisement idea, or packaging. Questions asked in an
interactive group setting where participants are encouraged to talk freely and spontaneously. Its purpose is to
obtain in-depth information on perceptions and ideas of a group. The group typically comprises of 6 to 8 people
who under the minimum guidance of a facilitator discuss a particular topic in detail. The facilitator uses an FGD
guide in which topics and issues outlined in advance and elicits information from the group during the course of
the discussion.
IDI – Research technique conducted in person in the field (rather than in the researcher's office) by a trained
interviewer who interacts with respondents and encourages them (usually in a one-on-one situation) to freely
express their opinions, ideas, feelings, thoughts and attitudes. This is an exploratory process conducted on
different people revealing a range of opinions and attitudes from their varied experiences on that topic.
PRA – The Participatory Rapid Appraisal is one of the techniques used for gathering information at community
level.
[Date] 28
guides are provide in the list of persons met and interviewed and details of FGDs are presented in
Chapter 8 in detail. The specific details of data collection methods are summarized below:
 Primary sources
The primary data has been collected through following mechanisms and tools;
 Interviews with primary and secondary stakeholders of the project (Agencies such as
District Secretariats, DS offices, GN offices, NGOs, Community leaders and representatives of
various road user groups, etc.)
 Collected data on poverty and other socio economic conditions available in project
influential District Secretariats, Divisional Secretary Offices, GN offices and NGOs.
 Walkthrough surveys along the road corridor to observe the existing socio economic features
and to identify existing main land uses.
Figure 1-7.Walkthrough surveys along the road corridor by the consultants with public
 Household questionnaire survey covered 100% of the households in the road corridor, marking
exact locations of the households through GPS survey with easy references meant to support
developing of resettlement plan. The study team in general focused on its fieldwork in areas
around the road corridor covered in the project, which was around 30 meters in general to both
side from the centre line of the proposed trace. However, this width varied from location to
location according to the ROW given by the project office of the RDA.
 Though the field survey (primary) was limited to the given ROW, the secondary data relevant to
related GN divisions were used mostly for the comparative analysis to prepare social impact
assessment.
 Secondary sources
Following chronological steps were adopted to collect secondary information prior to the initiation of the
field survey.
Ruwanpura Expressway [Date] 29

 Review of National Involuntary Resettlement Policy of the Sri Lankan Government (NIRP 2001).
 Review of other feasibility studies, social and poverty assessment reports prepared for national
projects in Western and Sabaragamuwa Provinces (Ministry of Economic
Development, Agriculture Development under FAO and World Food Program, Urban
Development Authority etc.)
 Review of documents available on Sri Lankan socio-economic conditions (World Bank, ADB
and Sri Lankan government published reports like Annual Report of Central Bank and
publications of the Dept. of Census and statistics).
 Review of resource profiles of different administrative divisions where road project would
implements.
In this study two key categories of people were identified:
1. Project Affected Persons (PAP):
This category includes any person, Affected Households (AHs), firms or private institutions who, on
account of changes that result from the project will have their (i) standard of living adversely affected;
(ii) right, title, or interest in any house, land (including residential, commercial, agricultural, forest, and/or
grazing land), water resources, or any other moveable or fixed assets acquired, possessed, restricted,
or otherwise adversely affected, in full or in part, permanently or temporarily; and/or (iii) business,
occupation, place of work or residence, or habitat adversely affected, with or without displacement.
2. Non affected persons (NAP):
This category includes any person, households, firms or private institutions who, will have no changes
to their (i) standard of living; (ii) right, title, or interest in any house, land (including residential,
commercial, agricultural, forest, and/or grazing land), water resources, or any other moveable or fixed
assets acquired, possessed; (iii) business, occupation, place of work or residence, or habitat. But these
persons may have an interest on the project. Some of these NAPs will become beneficiaries of the
project especially the NAPs from immediate surrounding GNs.
The team first carried out a preliminary scoping exercise including site visits to identify potential issues
which are likely to arise from the project. This helped to inform the development of an appropriate data
collection plan.
30
[Date]
Figure 1-8.Field visits to identify potential issues
 Primary data collection and analysis
Sub task 1: Socio economic survey of households
A structured questionnaire was developed based on the SICM of RDA. This questionnaire included
sections to obtain details of chief occupant, details of family members, housing and property condition,
income and expenditure etc. A special questionnaire was developed to collect data from owners and
cultivators of paddy fields. Information from paddy farmers were collected only after having awareness
programs about the project. A door to door interview approach was used to obtain data of other
affected parties.
Figure 1-9.A door to door interview approach
Any observations or comments made by a PAP or NAP during these interviews were also recorded.
(Refer chapter 08) Team leader/ EIA, Consultant for the RP, Sociologist supervised the field survey
time to time and helped survey team by giving guidance to collect data from difficult households who
did not initially corporate with the survey team or to solve problems they face during the survey.
31
[Date]
Figure 1-10.Guidance provided by the Team leader- EIA study to the survey team
Sub task 2: State sector institutions and property survey
A separate questionnaire based on the SICM of RDA was used to obtain information on state sector
institutions that would be affected by the project. Details such as the number of buildings affected, land
area affected, activities carried out by such institutes were recorded.
Sub task 3: Commercial sector institutions and property survey
The data collection also focused on obtaining details on commercial sector institutes that would be
affected by the project. A questionnaire based on the SICM of RDA was used to collect information
from such institutes.
Sub task 4: Key informant interviews
A number of key informants representing various government and private institutions were identified for
detailed discussions Key informants included Divisional Secretaries, Municipal Council Mayors,
heads of police stations and traffic divisions, School Principals, owners of industrial establishments,
land officers and religious leaders.
All data collected through social survey (questionnaires) were analyzed using MS excel, SPSS
computer software to develop the socio-economic profile of the project affected area and public
perception on the proposed project.
32
[Date]
1.4.6 Identification of potential adverse impacts and development of mitigation

measures
The Risk Assessment Matrix approach was used in identifying key activities that would cause
significant adverse impacts on physical, ecological and social environments. Risk Assessment method
is a semi- quantitative method in identifying and categorizing impacts and developing mitigation
measures.
Under the Risk Assessment Matrix (RAM) method each project activity was given a rank using a scale
of 1 to 5 on the likelihood of occurrence of impact and consequence of impact without any mitigation
measure. The scale is elaborated in the following table.
Table 1-3. Scale used to rank the impact likelihood and consequence
Likelihood scale Consequence scale
Likelihood type Scale Consequence type Scale
Certain 5 Catastrophic 5
Likely 3 Major 3
Unlikely 2 Moderate 2
Rare 1 Minor 1
Categorization of impacts was based on the “Risk” which is defined as the product of multiplication of
“likelihood scale” and “Consequence scale” of each project activity. The rick score table is presented
below.
Table 1-4.Risk score table

Consequence
Catastrophic Major Moderate Minor
Certain 25 15 10 5
Likelihood
Likely 15 9 6 3
Unlikely 10 6 4 2
Rare 5 3 2 1
Impacts are ranked as “High” for a score between 15 – 25, as “Medium” for a score between 5 – 10 and
“Low” for a score between 1 – 5. Selection of appropriate environmental management/ mitigation
measures was then based on the level of risk and site specific parameters.
33
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1.5 Conformity with government policies and plans

National Policy of GoSL, emphasizes the need to ensure that transport infrastructure facilities and
services are adequately developed to meet the demand of the community. A reliable, safe and speedy
transport system which is comfortable and affordable to the community contributes positively to the
growth of the economy. Enhanced investments have been recommended to ensure that the road
network will be planned, constructed and maintained to meet current and expected future demand in
the transport of passengers and freight. Such approach will ensure utilization of resources; reduce
travel time and operating costs. Facilitating greater mobility and improving accessibility are among
many other objectives. Further the Expressway Network has been included in the Policy to connect
other regions with Colombo with a view to encourage growth in all economic sectors. Thus the
proposed project will serve the purpose outlined in the Policy as it connects several regions of
the country with the commercial capital, Colombo.
The government policy also places a strong emphasis on protecting the environment, requiring projects
to aim to reduce the environmental degradation that may arise from development of infrastructure by
using appropriate planning and design based on the types of ecosystems that will be affected.
Construction of expressway on viaducts to facilitate surface drainage and minimize damages to wetland
ecosystems of marsh and paddy lands is the best examples that justify the above statement.
1.6 Preliminary approvals needed for the project

During the period of this EIA study, the Project Management Unit (PMU) and Environmental and Social
Development Division (ESDD) of RDA and the EIA consultancy team communicated with key
line agencies with respect to the proposed project. The line agencies included Department of Agrarian
Development, Irrigation Department (ID) and Provincial Irrigation Department (Western province), Sri
Lanka Land Reclamation and Development Corporation (SLLRDC), National Building
Research Organization (NBRO), National Resources Management Centre (NRMC), National Physical
Planning Department (NPPD), Urban Development Authority (UDA), Forest Department, Department of
Wildlife Conservation, National Gem and Jewelry Authority and Department of Archeology.
Recommendations and concurrence for the proposed project were obtained from these agencies. The
details of these recommendations and concurrence are discussed under chapter eight of this report.
Further to these recommendations the PMU will continue to communicate especially with following line
agencies, during detail design and construction of the expressway.
1. Irrigation Department (ID), Provincial Irrigation Department (Western province) and

Department of Agrarian Development for issues related with irrigation, drainage structures
and paddy fields affected by the proposed project
2. SLLRDC with regards to the drainage provisions that will be adopted for the project
3. Ceylon Electricity Board (CEB), the National Water Supply and Drainage Board (NWS & DB)
and Sri Lanka Telecom for shifting or relocation of respective utility supply lines located in
the project corridor.
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2 Description of the proposed project and

reasonable alternatives
This chapter presents a description of the major project components including the project cost. It
should be noted that the feasibility study included different starting points at Colombo end and
different route options between starting point and end point (at Pelmadulla) of the proposed
expressway. Selection of the final trace was based on a semi qualitative assessment where
each trace option was ranked. However, the EIA study carried out a qualitative analysis on
advantages and disadvantages of improving A004 and A008 highways as an alternate with respect
to land based connectivity between Colombo and Pelmadulla via Ratnapura. No project alternate
and possibility of rail transport up to Ratnapura was also analyzed in qualitative terms.
2.1 Evaluation of alternatives

2.1.1 No project alternative
The land based link between Colombo and Ratnapura is presently maintained only through the
road network, i.e. through A004 and A008 highways. Section of A004 highway from Colombo and
Godagama is highly congested due to vehicles feeding from residential areas and urbanization of
Maharagama, Kottawa, Homagama and Padukka areas. There are three (3) level crossings close
to Avissawella on A004highway. Beyond Avissawella even there are no heavy urban centers
through which the road is located, the road is only with two lane configurations. On the other hand
A008 highway is passing through less urban centers. However beyond Ingiriya the highway takes a
winding path which greatly reduces the vehicle operation speeds. Under the present conditions
travelling between Colombo and Ratnapura at minimum takes more than two and half hours. If
no project is carried out to cater the traffic originating from Ratnapura to Colombo the travel time
between these two centers will further increase causing more operational cost and time cost for
public.
2.1.2 Extension to the railway line from Avissawella to Ratnapura

The railway line constructed by the British was operational up to the town of Opanayake through
Ratnapura. This railway line was later abandoned beyond Avissawella, therefore at present
trains operate only up to Avissawella from Colombo. The land through which the railway line was
constructed has now been used for settlements by people.
While rail can offer significant displacement of passenger vehicles off roads, the demand for
railway generally only occurs at peak times, resulting in unallocated capacity at other times.
Furthermore there are limitations to the flexibility of fixed railway lines in supporting freight
distribution, which comprises a significant amount of demand for traffic along a Colombo –
Ratnapura link.
As a result, the excessive costs of improving rail connections were considered to be too
great to continue with this as a reasonable alternative.
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Report
2.1.3 Improvement and widening of A004 and A008 highways

As stated under “No project alternative” at present both A004 and A008 highways are having two
lane configurations in most of the sections between Colombo and Ratnapura. Widening and
improving both highways at least to four lane configuration will lead to a significant
displacement of people. Even if these highways are upgraded to four lanes (which is not
practicable beyond Kiriella on A008 due to terrain features), given the maximum speed limits
imposed on ‘A-level highways, it would not allow a significant gain in travel time. Additionally,
there would be an increased risk of accidents for both vehicles and pedestrians.
As a result of above factors, it was considered that the improvement and widening of the A004
and A008 highways which represent the existing link between Colombo and Ratnapura was
not an acceptable option.
2.1.4 Different route alternatives

a) RDA trace at the inception stage
At the inception stage of the project, RDA identified a few tentative traces starting at different
places within few locations close to Colombo and up to Ratnapura. The starting points were;
Athurugiriya for option 2A, Kahathuduwa Interchange for options 1A/ 1B and 1C and Gelanigama
for option 1D. All these traces ended at Ratnapura. Beyond Ratnapura up to Pelmadulla only
two route options were considered. The route options considered at inception stage are
presented in figure 2-1.
Out of these route options, option 2A was dropped as it included acquisition of land within highly
urbanized areas and the route was trough Kottiyawatta forest reserve which is adjacent to
forest reserves of Labugama and Kalatuwawa reservoirs.
Options 1A, 1B, 1C and 1D were redefined and considered for further analysis along with the initial
two routes options between Ratnapura and Pelmadulla. The redefined route options considered in
the feasibility study is presented in figure 2-2.
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Figure 2-1.Tentative traces proposed by RDA for further studies 37
Section 2
Figure 2.2: Redefined route options considered for the

feasibility study
Ruwanpura Expressway 38
b) Route alternatives considered during feasibility study
Altogether, thirteen (13) different sub alternative sections were considered for the preliminary
evaluation. These different sub alternative sections were formed in to a total of nine (9) trace
alternatives; three sub alternative traces for the first section up to Ingiriya (stage 1), four sub
alternatives for the section between Ingiriya and Ratnapura (Thiriwanaketiya) - stage 2, and two for
section from Ratnapura (Thiriwanaketiya) to Pelmadulla- stage 3. These were evaluated based on the
preliminary information available and basic information collected after many field visits.
For the initial screening of trace alternatives a number of criteria based on five impact categories were
considered. The five impact categories considered were; Engineering, Environmental, Economic, Social
and Transportation. “Engineering” category was further divided in to three as;
Construction, Geotechnical and Hydrological.
Weightages were assigned based on the inputs received by the consultant team of the feasibility study
to each category (e.g. social, transportation, hydrology etc.) which was again divided among its sub-
categories (e.g. for transportation - travel time reliability, vehicle operating costs etc.). Each alternatives
performance with respect to the sub-categories was assessed by the subject specialists and a
weightage was given by each expert to the best of his/ her judgment. The weighted score
(which is the multiplication of sub category weightage and rating) was calculated under each sub-
category and the summation of these was used as the overall weighted score for each sub alternative
for a particular section (stage 1, 2 and 3). The alternatives were ranked for selection based on this
result. The final traces were decided by combining the best performing (highest score accrual)
alternative trace for each section (i.e. stage 1, 2 and 3).
 Stage 1 - Southern expressway to Ingiriya
Three alternative traces starting from southern expressway were considered for this section. Two of
these traces start from Kahathuduwa Interchange (sections X-A-Y and X-J-Y in figure 2-2) of the
Southern expressway. The other alternative trace starts from Gelanigama Interchange (section M in
figure 2-2) of Southern expressway.
 Stage 2 – Ingiriya to Ratnapura
Four alternatives traces were considered for this section, where three traces run north of Kalu Ganga
(sections B-C-D, G-C-H, B-C-H) and one crossing Kalu Ganga (section K). These options are
presented in figure 2-2.
 Stage 3 – Ratnapura to Pelmadulla
Two alternative traces were considered for this section. Both traces start from Thiriwanaketiya
(proximity of Ratnapura) and end at Pelmadulla (sections F and L in Figure 2-2).
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2.1.5 Selection of final route
Weighted impact matrix of each route option for stages 1, 2 and 3 are presented in annex 2.1. Based
on this matrix the final route from Colombo to Pelmadulla through Ratnapura was selected in the
following manner;
 Stage 1 - Southern expressway to Ingiriya
The road trace staring from Kahathuduwa Interchange to Ingiriya via Horana (about 5 km north of
Horana) was selected as the final trace for stage 1. Length of this route is 26.3 km. There will be three
interchanges within this section.
 Stage 2 – Ingiriya to Ratnapura (Thiriwanaketiya)
Between options G-C-H and B-C-H which were ranked 1 and 2 under the weighted impact matrix study,
option B-C-H was selected for the final trace between Ingiriya and Ratnapura. This is due to the fact
that compared to option G-C-H, option B-C-H has less adverse impacts in terms of engineering and
social aspects (both options have almost similar scores for environment i.e. 22 and 24 respectively).
Option B-C-H which to the right hand side of Kalu river is approximately 26.2 km in length and will have
three (3) interchanges.
 Stage 3 – Ratnapura (Thiriwanaketiya) to Pelmadulla
Route option L as indicated in figure 2-2 was selected for stage 3. The section is about 21.4 km long
and ends connecting with Pelmadulla – Nonagama (A018) highway.
The final trace of the proposed expressway is presented in figure 1.2 & the satellatie image is shown
inbelow in figure 2-3.
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Figure 2-3.Satellite imagery map of the trace 41
2.1.6 Construction of expressway on viaduct vs. embankment (earth works)
The proposed alignment for REP passes through flood plains of Kalu Ganga and its tributaries which
are located on low laying areas comprising mainly of paddy fields and marsh lands. Such trace has
generally been chosen to minimize the number of residential properties directly affected by the project,
thereby minimizing disruption to communities and alleviating potential problems related to resettlement
of large numbers of public.
Construction of the expressway within these sections however results in a number of engineering and
environmental issues which have to be adequately addressed, namely:
 Effects on drainage and irrigation

 Changes to flooding patterns
 Effects on agriculture
 Soft ground treatment
Two potential approaches have been considered for the construction of the expressway over flood
plains, paddy lands and marshy lands; these are
1. Construction of conventional fill embankments with suitable engineering solutions to deal with
the above issues, or
2. Construction of long length of elevated structures (i.e. viaducts). The advantages and
disadvantages of these approaches are discussed in table 2-1.
Table 2-1 Advantages and disadvantages of embankment and viaduct options

Item Advantages Disadvantages
Embankment  Low relative cost in  Sourcing of sufficient quantities of fill

construction. material with required quality.
 Long haulage routes.
 Increased events of community
severance.
Viaduct  Less impact on floodplains  High relative cost in construction.
(surface hydrology).  Longer construction period.
 Reduced community
severance.
Whereas the option of viaducts has potentially lower environmental and social consequences, this must
be balanced against the higher cost of this approach. To achieve an appropriate balance between
these factors, following methodology was used:
 Undertake sufficient hydrological modeling to determine the effects on flooding patterns,
 Undertake an assessment of community severance for all affected areas,
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 Assess if the effects on flooding patterns and on community severance are acceptable,
 If yes for both topics, propose an embankment solution for that area,
 If no for either topic, propose a viaduct solution for that area.
It is however noted that the via duct lengths given in this report may slightly differ based on the detailed
hydrological study carried out as required for detail design of the proposed expressway.
However the Right of Way (ROW) has been produced to be sufficiently wide to accommodate the
larger footprint required for an earthworks embankment rather than viaduct if further studies at detailed
design stage indicate that this would be an acceptable approach. This also allows additional land which
will be required to construct the viaducts, and to provide additional space for temporary haul roads
around structure sites. Any land which proves to be surplus to requirements upon completion of
construction could be disposed of by the RDA.
2.1.7 Use of tunnel section against cut slopes more than 30 m in height
Between chainage 26+000 and 37+000 the proposed trace passes through hills areas where the
existing ground elevation levels vary from about 20.0 m to 240.0 m. However it is required to maintain a
certain average profile height throughout the trace. Within this section of the trace the average profile
height is between 20.0 m and 45.0 m. One option to maintain the profile is to cut the hills up to the
required level. This option will develop cut slopes more than 30 m in height. Stabilizing such slopes will
have practical difficulties such as land acquisition to suit cut slopes of 1: 1.5 and to have berms of 1 to
2 meter wide. Another option is to construct tunnels through such hilly sections. However, this option is
time consuming and costly.
2.2 Description of proposed project

Intention of the REP is to construct an expressway from Colombo to Ratnapura in Sabaragamuwa
province. This EIAR deals with stages 1, 2 and 3 of the proposed expressway. Key details of the
proposed project are discussed in proceeding sections.
2.2.1 Project location
The proposed project will be located within Colombo and Kalutara districts of Western province and
Ratnapura district of Sabaragamuwa province. Affected Divisional Secretariat (DS) Divisions, local
councils and number of Grama Niladari (GN) Divisions are presented in table 2-2.
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Table 2-2 Administrative divisions affected in Ruwanpura expressway
Affected
Affected District Affected DSD Affected GND
Province
Western Stage 1
Colombo Homagama (602) Kahathuduwa North
(602/B) Kahathuduwa West
(602/C) Kahathuduwa East
(588) Kirigampamunuwa
Kalutara Horana (604/A) Koralaima
(605/B) Olaboduwa North
(605) Olaboduwa South
(605/A) Olaboduwa East
(613/A) Talagala South
(612/B) Pannila
(612) Kahatapitiya
(614) Uduwa North
(614/B) Maha Uduwa
(631) Handupelpola
(630) Dambara
Ingiriya (622) Pelpitigoda
(621) Maputugala
(621A) Rathmalgoda East
(624/A) Kekuladola
(624) Batugampola
(619 B) Urugala west
(620 E) Eduragala
(620/D) Nimalagama
Stage 2
(620/A) Ingiriya West
(620/C) Ingiriya North
(619) Urugala East
(619/A) Nambapana
Sabaragamuwa Ratnapura Kiriella (144/A) Ellagawa
(144) Yatipawwa
(145/C) Munasinghepura
(145/A) Epitawala
(145) Kiriella
(145/B) Idangoda
(149/A) Matuwagala
(150/A) Dodampe West
(150) Dodampe
Kuruwita (155/A) Kithulpe
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Affected
Affected District Affected DSD Affected GND
Province
(154/D) Kahengama West
(154/A) Kahengama
(154/E ) Kosgoda
Ratnapura (153/C) Amuthagoda
(153) Ellegedara
(153/A) New Town
(153/D) Kospelawinna
(152/D) Mihindugama
(163/B) Meehitiya
Stage 3
(152/D) Mihindugama
(163/B) Meehitiya
(152/C) Mahawala
(152) Godigamuwa
(181/C) Angammana
(181/B) Thiriwanaketiya
Pelmadulla (153 B) Malangama
(180 B) Ihala Hakamuwa
(168) Denawaka Udakada
(168 D) Borala
(179) Marapana
(179/C) Gallinna
(179/A) Maudella
(170/A) Halpawala
(170/C) Kapuhentota
(170) Panawenna
Nivithigala (175/C) Dombagammana
(175/D) Erabadda
(175/A) Kiribathgala
(175/B) Wanniyawatta
Total 3 8 64
DS= Divisional Secretariat, GN= Grama Niladari
The general location map with the proposed trace is presented in figure 2.4 below, while detailed
location maps identifying surrounding land use based on 1:50,000 digital data of Survey Department
and Google maps are presented in figure 3.10 of Chapter 3. Global Position System (GPS) coordinates
of the final proposed trace are given in annex 2.2.
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Figure 2-4.General location map of the project area
46
2.2.2 Project layout plan
As stated above, proposed REP will have three stages starting near Kahathuduwa interchange of
Southern Expressway. A system interchange has been proposed at Kahathuduwa; however at the
initial stage of the project only a service interchange is to be located at Kahathuduwa. Location
details, type and description of each interchange are as follows.
Table 2-3.Details of interchanges within stages 1, 2 and 3 of REP

Distance Type of Description
Location of from interchan
interchange Kahathuduw ge
a (0.000 km)
Stage 1
Kahathuduwa -0.500 System IC/ System IC with Southern expressway,
Service IC Service IC (entry & exit) with
Pamankada – Horana (B084) road
Horana 8.800 Service IC Service IC Horana – Galagedara

(B123) road
Ingiriya 22.000 Service IC Service IC with A008 highway
Stage 2
Kiriella 34.600 Service IC Service IC with Kiriella – Ehaliyagoda
road
Kuruwita 46.800 Service IC Service IC with A008 highway
Ratnapura 51.500 Service IC Service IC with proposed Ratnapura
(Thiriwanak bypass road
etiya)
Stage 3
Pelmadulla 73.900 Entry/ exit point at A018 highway
IC: Interchange
The detailed layout plan of Stages 1, 2 and 3 of REP including viaduct, bridge sections, tunnels and
interchanges and schedule of structures is presented in annex 2.3. No service areas will be located in
this expressway as the total length is about 74 km.
2.2.3 Ownership of project site
Proposed trace for Ruwanpura expressway passes through paddy lands, home gardens, tea and
rubber land with mainly private ownership. A ROW has been identified for the trace. Lands within the
ROW will be acquired under the Land Acquisition Act, 1950 (LAA) and subsequent amendments. All
property acquisition will be completed before the commencement of the project. Therefore, when the
land acquisition is completed the land within the proposed corridor will be vested upon RDA.
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The project is currently in the feasibility study and concept design phase. Typical cross sections
developed for REP are presented in annex 2.4. Land acquisition will be carried out along a corridor
wide enough to construct four (4) traffic lanes.
The expressway will be constructed as an elevated structure mainly on viaducts, bridges, culverts and
earth filled embankments. The design details of stages 1, 2 and 3 are summarised below. It should
also be noted that seven (7) tunnel sections will also be located within the project trace.
Table 2-4 Design details of stages 1, 2 and 3 of REP

Design detail Stage 1 Stage 2 Stage 3
Item
1 Length of trace (km) 26.3 26.2 21.4
2 Viaduct length (km) 2.980 5.190 (11 2.560
(3 sections) sections) (6 sections)
3 Cut length (km) 6.420 9.500 9.600
4 Fill length (km) 17.720 15.170 9.530
5 Height of embankment 3-12 3-11 2-15
(m)
6 Width of ROW* (m) 60 60 60
7 No. of lanes Initial 4 4 4
Ultimate 4 4 4
8 Tunnel section length 0.0 7 sections, 0.0
(km) (2.980 km in
LHS and 2.420
km in RHS)
9 No. of interchanges 3 3 1
10 No. of underpasses 9 9 2
11 No. of over bridge 11 3 4
passes
11 Drainage provisions Both surface & subsurface Drainage shall be provided by
considering the overall volume of water to be handled and the
time distribution of the discharge (As per the detailed
hydrological study). All drains shall be built up and necessary
pipe culverts, side ditches, catch basing and head/wing walls,
etc. will be provided.
Note: ROW does not have a fixed width; it varies with the requirement but will not be more than 60 m.
Source: REP Feasibility Study – Main Report – Volume 1 (August 2015).
The expressway will have a design speed of 120 kmph and an operational speed of 100
kmph. The geometrical standards for design are presented in Table 2.5 below.
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Table 2-5 Proposed geometrical standards for proposed Ruwanpura expressway

Value
Parameter
Lane Width 3.60 m
Centre median 2.0 m
Inner Shoulder 0.75 m
Outer Shoulder 2.5 m
Cross Fall (carriageway and Shoulders) 2.5%
Cut slope 1.5 H: 1 V soft rock/ soil 0.25 H :1V
hard rock
Fill Slope 1.5 H: 1 V
Source: REP Feasibility Study – Main Report – Volume 1 (August 2015).
Storm water drainage system, lighting system, traffic signs and markings, fencing, safety barriers and
other road furniture including provisions for animal crossings, landscaping and tree planting will be
designed in detail during the detailed design stage and before awarding the contracts for
construction. The detail designs will include detailed emergency evacuation provisions within the
tunnel sections.
2.2.4 Methodology of construction
The expressway will be constructed as an elevated structure mostly running on embankments,

viaducts and bridges. Construction of the expressway will require a multitude of activities. Generally
construction will occur as follows:
 Clearing of land and grubbing operations (i.e. removal of vegetation, ground cover and
structures)
 Construction of pilot road
 Earth work and rock excavation (including tunnel excavation works)
 Soft ground treatment
 Cutting of slopes
 Construction of bridges (including underpass and overpass bridges), viaduct sections and
culverts (construction of structures including toll booths and other accessories)
 Slope protection and construction of drainage facilities
 Laying of sub base
 Laying of binder and wearing course (pavement works)
 Rehabilitation of disturbed areas
 Fixing of road furniture and lane marking
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A more detailed construction methodology will be prepared once the detailed design has been
developed and construction staging is confirmed.
At this stage of the project it is estimated that a labour force of about 2,000 labourers (including skilled
and semi-skilled) will be required for the construction works. These labourers will be supervised
through labour supervisors, technical officers and site engineers. Labour camps will need to be
constructed close to the proposed ROW. Such labour camps will need to have all hygienic facilities
and if female labour is recruited they shall be provided with separate labour camps and sanitary
facilities. The labour camps will also be constructed only at locations approved by local authorities.
Compound sites for storage of material, equipment, yards and site offices will also be constructed
close to the proposed ROW.
Once operational, the expressway will require maintenance in order to enable continuous operation.
The maintenance work required could be separated as routine maintenance work, periodic
maintenance work and emergency maintenance work. Critical activities in each of these categories
are as follows:
(a) Routine maintenance work, that needs to be done annually to maintain the entire system
includes;
 General upkeep of the ROW

 Repairs to the expressway surface
 Cleaning of drainage ditches, culverts and drains
 Repairs to road furniture
 Repairs and cleaning of ROW fencing etc.
 Regular maintenance of bridges, viaduct sections, tunnel sections and culverts
 Cleaning and repair of animal crossing structures and barriers
 Routine maintance of planted trees
(b) Periodic maintenance work, dependent on traffic volume includes;
 Overlaying of payment
 Replacing pavement markings
(c) Emergency maintenance work, which may be needed after following incidents:
 Traffic accidents
 Flood damage
 Failure of cut slopes or earth slips
 Failures in tunnel inner linings
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Routine, periodic and emergency maintenance work will be carried out by a special team of
employees who will be trained on such work and assigned to the expressway. These employees will
be supervised by engineers of RDA. Assistance from police and fire fighting personnel will be required
during emergency maintenance work. As in the case of Southern Expressway, Outer Circular
Highway and Katunayake Expressway a dedicated team of police officers and fire fighting
personnel specially trained to handle emergency situations which occur in the expressway will be
assigned to Ruwanpura Expressway.
2.2.4.1 Quantities of raw materials required and sources

The project will require the import of various materials for the construction of pavements,
embankments and structures as well as street furniture and other ancillary items. The most significant
demand will be for metal (1” and ¾”) for aggregates, gravel for embankments and sand for concrete
and pavement works. Approximate quantities of each material for each section of expressway are
listed below. These figures are based on the initial designs and will be refined during the detailed
design and preparation of final Bills of Quantities (BOQ).
Table 2-6 Estimated quantities of material

Earth Aggregate Cement Sand Reinforcement
Section Cu.m Cu.m Mt Cu.m Mt
1 2,914,438.18 513,151.59 71,864.10 116,493.76 20,859.00
2 981,981.28 587,819.46 135,198.68 207,401.61 38,485.00
3 355,999.66 358,549.72 50,502.11 82,766.33 15,040.00
Total 4,252,419.12 1,459,520.77 257,564.89 406,661.70 74,384.00
Priority will be given to extract material from existing licensed quarry and burrow sites. A general
survey of existing and potential sites for material extraction was conducted during this study. Any
new sites for material extraction will only be opened by taking "A" or B" grade licenses with the
approval of relevant authorities [Ceological Mines and Survey Bureau (GS&MB),Environmental
Protection licenses (EPL) from CEA and Trade License from respective government institution
and local authorities]. RDA will monitor and ensure that the construction contractor shall
secure these sites either by leasing or any other prevailing method accepted to the
government regulations for the extraction of material to be used for this project under the
direct supervision of RDA. Further, RDA shall monitor and make sure that the contractor carry
out site restoration plan: after the extraction of material. Impacts of material extraction,
transportation and mitigation measures are discussed in sections 4.8 and 5.8..
2.2.4.2 Estimated waste quantities and proposed disposal sites
Waste-generating activities would include:
 Vegetation clearance, generating green waste such as logs and mulched material.
 Land clearance, including demolition of structures, fencing and other infrastructure.
 Installation of environmental controls, fencing, silt fences.
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 Excavation of existing road pavements.

 Excavation of cuttings.
 Muck from tunnel excavation works.
 General earthworks, placement of pavement layers, drainage, utilities placement and
protection, installation of lighting, fencing and road furniture.
 Formworks for construction of structures.
 Construction of temporary construction compounds, ancillary sites and labour camps and
associated generation of waste.
 Soft ground treatment.
There will be some opportunities for the reuse of waste generated by the project on site, such as:
 Stockpiling and reuse of topsoil.
 Stockpiling and reuse of mulched vegetation in erosion and sedimentation control measures
and landscape rehabilitation.
 Crushing and reuse of rock cuttings as fill and for aggregate.
Reuse of excavated material will be determined further during detailed design and the construction
contractor will be required to identify suitable reuse opportunities.
Preliminary design information reveal that an approximate quantity of around 1.1 million meter cubes
of unsuitable soil will be generated due to soft ground treatment and other activities. Contractor/s will
be instructed to dispose waste only at locations approved by respective local authorities. Operation of
these disposal sites will be under direct supervision of RDA and Construction Supervising
Consultant (CSC). Disposed material will also be used for restoration of sites used for material
extraction and landscaping of potential resettlement sites identified in Divisional Secretariat Divisions
in the project area. Letters from the divisional secretaries regarding the availability of lands are
attached in annex 2.5
Table 2-7.Lands suggested as resettlement sites

.
GN Division Extent of land Details of present land use
DS available and ownership
Division (approximately)
Kiriella 150 B, Holipitiya 15 Ac Abandoned rubber estate
(Kaltota estate Pvt.)
145 D, 4 Ac Abandoned rubber estate (S.S.
Handukanda Danawardena)
145 A, Matuwagala 5 Ac Old rubber plantation
Nivithigala Dombagammana 25 Ac Abandoned rubber estate
Sidurupitiya 15 Ac Abandoned rubber estate
Pelmadulla Panawenna 100 Ac Abandoned rubber estate
Poranuwa 50 Ac Abandoned rubber estate
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Horana Yahalakelewatta, 98 Ac Private land

613, Talagala North
Kotikapolla Section 5 Ac there is a quarry site within the
Ac 11, Kahatapitiya part of the land
(Land reclamation commission)
Hikgahakanda, 614 2.5 Ac Part of the land has been
B Maha Uduwa awarded to Health Clinic
629, Kidelpitiya 10 Ac Abandoned private land
Thithwalakanda, 35 Ac Abandoned rubber estate
615 B Maahena (Land reclamation commission)
Kuruwita Kithulpe, Kosgala 5 Ac Rubber Plantation
(Farm garden estate,
Balangoda Plantations)
6 Ac Rubber Plantation
(Farm garden estate,
Balangoda Plantations)
Ingiriya Nimalagama 80 Perch Buildings of Government and
other institutions. Vacant lands
are also there.
2.2.4.3 Details of service roads to be built/ improved and other facilities
At a minimum, the local road sections from nearest town center to the respective interchanges, entry
and exit points of stages 1, 2 and 3 of the proposed REP will be improved to a two lane standard to
facilitate smooth traffic flow in to and out of the expressway. However, these details will be finalised at
the detailed design stage of the project.
2.2.5 Details of any phased development activities and time schedule
The GoSL has identified REP as a priority project. All three stages are intended to be constructed
simultaneously. The expressway will initially be constructed as a four (4) lane expressway. However
the construction of the expressway will be carried out as different packages by different contractors.
An indicative time schedule of key activities for REP including land acquisition is presented below.
Table 2-8.Schedule of construction activities
Activity/ Year Year 1 Year 2 Year 3 Year 4 Year 5
Quarter of year 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Land acquisition
Awarding of contract
Civil works
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The preliminary project program is attached as annex 2.6.
2.2.6 Project cost, investment and funding sources
The total project cost for construction of the Ruwanpura expressway will be SLR 213 billion of USD
which is 1,500 million USD (at SLR 140 for 1 USD, as at December 2015). The Government of Sri
Lanka is yet to finalize a suitable funding source for implementation of the project. The cost estimate
for construction of Ruwanpura expressway as determined during the feasibility study is presented in
table 2.9 below.
Table 2-9. .Estimated cost of REP
Bill No. Amount ( LKR in

Millions)
1 PRELIMINARIES 12,926.65
2 EARTHWORKS 54,620.63
3 SUB-BASE AND BASE COURSE 2,775.10
4 PAVEMENT 6,066.39
5 STRUCTURES
5.a BOX CULVERT & MINOR STRUCTURES 5,975.87
5.b RIVER BRIDGES & MINOR BRIDGES 4,573.88
5.c EXPRESSWAY BRIDGES 3,303.87
5.d VIA-DUCT 40,382.54
5.e TUNNEL STRUCTURES 28,881.63
6 DRAINAGE 1,920.94
7 INCIDENTALS 6,101.93
8 FACILITIES 1,393.86
9 DAY WORKS 157.21
10 PROVISIONAL SUMS 15,362.60
SUB-TOTAL NO.1: Bills No.1 to No.10 184,443.10
Physical Contingencies at 10% of Sub-Total No.1 18,444.31
SUB-TOTAL NO.2: Sub-Total No.1 + Physical 202,887.41
Contingencies
Allowance for Escalation at 5% of Sub-Total No.2 10,144.37
ESTIMATED AMOUNT ( LKR in Millions) 213,031.78
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3 Description of the existing environment

3.1 Study area
The land area within a corridor of 150 m to both sides of the proposed centre line was identified as the
immediate study area for the field investigations. This wide corridor included the proposed Right of
Way for the expressway which is on average is about 60 m wide. However, the area of investigation
was extended in instances where the impact was identified to spread in a much larger periphery e.g.
study on surface hydrology, measurement of air quality, noise, vibration, water quality, etc.
3.1.1 Existing land use along the proposed corridor
Proposed expressway trace mainly passes through paddy lands, marshy land and other cultivated
lands. As stated in chapter two, the final trace has been selected to minimize the impacts on existing
settlements while considering the hydrological and geological aspects (mainly landslides) within the
project area.
3.1.1.1 Stage 1: From Kahathuduwa to Ingiriya

This section of the expressway starts close to Pamankada – Horana (B084) highway and passes over
paddy fields for about 3 km and moves over a highland land area with residential and mixed
vegetation (Figure 3.1). The expressway passes close to Kodigahakanda Sanctuary around Ch.
4+100 (Figure 3.2). Between Ch. 5+600 to about Ch. 7+000, the trace runs over paddy fields, and
from Ch. 7+000 to Ch. 9+000 it passes through a residential area with few paddy fields. Section
between Ch. 9+000 and Ch. 12+000 is located in an area which could be classified as mixed
residential. Around Ch. 14+960 the trace crosses a branch of Mawak Oya (stream) and at Ch. 16+220
it intersects Mawak Oya and passes over its flood plain. Beyond this point up to Ingiriya the trace
again passes through areas mainly of paddy and mixed residential lands. North east border of
Bodhinagala forest reserve is located to the Right Hand Side (RHS) of the proposed trace at
Ch.22+500 and Ch. 23+200 and its closest point being about 800 m from the proposed ROW.
Figure 3-1 Paddy lands close to proposed expressway starting point at Kahathuduwa
55
[Date]
Kodigahakanda Sancturay
Figure 3-2 Kodigahakanda sanctuary with respect to the proposed trace
Figure 3-3 An existing quarry site near Kodigahakanda sanctuary
56
[Date]

3.1.1.2 Stage 2: From Ingiriya to Ratnapura
Stage 2 of the proposed highway passes mainly through mixed residential areas, tea and rubber
estates (Figure 3.4). Between Ch. 26+100 and 36+100 the trace passes through a land area with few
rocks having elevations up to about 250 m (Figure 3.5). The A008 highway is intersected by the
proposed expressway at Ch. 29+900 to Ch. 30+150, at Ch. 30+700 and Ch. 32+700 to Ch. 32+800.
The trace passes close to Kiriella area where an interchange is proposed to link the expressway with
A008 highway. The famous Nadun Rajamaha Viharaya (temple) is located about 800m from Kiriella
interchange area (Ch. 34+000). Close to Ratnapura the expressway passes close to Pompa Kele
forest reserve (around Ch. 51+700 to Ch. 52+000). The closest point of the forest reserve to the trace
is about 800 m.
Within this section the proposed trace will be interesting Nambapana Ela (at Ch. 25+220, 25+350
and25+564), Wal Yal Dola (at Ch. 27+650), Yatipahuwa Ela (at Ch. 29+310), Kiriella Ela (Branch of
Kalu Ganga) (at Ch. 33+845) and Kuru River (at Ch. 36+880).
Figure 3-4 Paddy fields close to Kiriella interchange area
Figure 3-5 A part of the hilly/ mountainous area in stage 2
57
[Date]

3.1.1.3 Stage 3 from Ratnapura to Pelmadulla
This section of the proposed expressway mainly passes parallel to Kiribathgala Mountain, close to the
west to south – west slopes of the mountain (Figure 3.8). Kiribathgala forest reserve is located in the
upper reaches of this mountain. However the land area through which the proposed trace will be
located are occupied by plantations (mainly of rubber estates) and mixed residential lands. Within this
section the trace intersects Katugas Ela (at Ch. 52+525), Kalu Ganga (at Ch. 53+880) (Figure 3.7),
We Ganga (at Ch. 55+895 and 57+915) and Panawenna Ela (at Ch. 73+440). Finally the proposed
expressway will end at Pelmadulla joining the A018 highway (Figure 3.9).
Figure 3-6 Gem mining in the project area
Figure 3-7. Crossing point at Kalu River
58
[Date]
Figure 3-8. Vegetation and development observed along the foot of Kiribathgala Mountain
Figure 3-9. End point of proposed expressway at Pelmadulla
The existing land use of the proposed project area is shown in figure 3-10. Table 3.1 below describes
the present land use (in percentage) within the right of way defined for the proposed expressway.
59
[Date]
(Entire trace)
60
Figure 3-10.Land use of the project area
Land use of the project area (Enlarged version of figure 3.10)
µ
Kahathuduwa
O
H
G
F
Horana
O
H
G
F
Ingiriya
O
H
G
F
Legend Ruwanpura Expressway Project

O
H
G
F IC Forest Paddy Other Plantation Main Road - Class B
CL Scrub Rubber Main Road (A) Jeep or Cart Track
0 1 2 4 6 8 61
River Garden Tea Main Road (B) Minor Road Kilometers
Ela Coconut Chena Main Road - Class A Rock
Source - Survey department 1:50,000 Digital data Map 1 of 3
Land use of the project area
µ
Kiriella
O
H
G
F
Kuruwita
O
H
G
F
Rathnapura
O
H
G
F

O
H
G
CL Scrub Rubber Main Road (A) Jeep or Cart Track 62
0 1 2 4 6 8
River Garden Tea Main Road (B) Minor Road Kilometers
Land use of the project area
O
H
G
F
Rathnapura
Pelmadulla
O
H
G
F

O
H
G
CL Scrub Rubber Main Road (A) Jeep or Cart Track
0 1 2 4 6 8
River Garden Tea Main Road (B) Minor Road Kilometers 63

Table 3-1 Affected land use types along the trace

Type of land use Percentage from total
affected land area affected
Home gardens 23.59
Industrial lands 0.53
Roads 0.28
Paddy lands 8.85
Coconut plantations 1.38
Rubber plantations 12.46
Tea plantations 1.70
Other plantations 29.23
Forest 12.16
Water bodies 9.82
Note:
 Land area under each land use type was measured using Google pro maps
 Plantations of Cinnamon, banana and lands cleared for Chena cultivation was observed on the lands
along the proposed expressway corridor. These plantations are commonly categorized under the legend
“Other plantations” as presented in table 3.1.
3.2 Physical Environment

3.2.1 Topography, geology and soil
3.2.1.1 General geology of the area
About 90% of the Sir Lanka land mass is underlain by metamorphic rocks. These metamorphic rocks
are believed to be formed under high temperature and pressure conditions. In other words, they have
formed under Upper Amphibolite to Granulite facies metamorphic conditions. According to the age
dating, it has been suggested that these rocks have been subjected to Granulite facies metamorphism
during the period of 550-610 million years ago (Cooray, 1984).
The proposed project area is underlain by rocks Highland Complex (HC). The proposed road is laid
between the western and part of south –central Sri Lanka and includes a large part of the strongly
dissected central highlands. The topography is rugged, with elevations ranging from under 150 m in
the west to nearly 2400 m in the highest parts of the massive southwestern and southern
escarpment walls which provide a spectacular boundary to the central highlands. The full thickness

64
of the HC is extensively Charnockitised, all Lithologies being affected except pure marbles and
quartzite.
Figure 3.11 indicates that, the proposed expressway trace is underlain by rocks belonged to the
Highland Complex, mainly Granitic gneiss, Charnockite gneiss, Hornblende Biotite Silimanite
gneiss, Hornblende Biotite gneiss and Quartzite. The proposed road trace is crossing a few
geological structures such as Galathura Antifoam, Getahettha Synform and Kiribathgala Hatella
Synform.
Results of the geotechnical study show that the crystalline metamorphic rock known as Highland
Complex forms the basement rock of the trace. On this basement rock, completely decomposed rock
such as gravel, sand, silt and clay which are transported and residual are overlain the basement rock.
While colluvium soils are distributed on middle and lower parts of the hilly terrains, alluvial sand,
alluvial clay, and peat and or organic clay is distributed in valleys and plains. The thicknesses of these
formations are given in the Table 3.2.
Table 3-2 Soil type and layer thickness

65
Figure 3-11.Subdivision of the basement rocks of Sri Lanka from west to east

66
3.2.1.2 General Geology and Geological structure along the trace
The proposed expressway starts from Kahathuduwa in lowest Peneplain and runs through
Sabaragamuwa ridges of middle Peneplain to Pelmadulla. According to the published data such as
Geological maps, Topographical maps and Google map that are relevant to the study area, general
geological setting is summarized into three sections as follows:
1. Stage 1
Stage 1 is from Kahathuduwa to Ingiriya is lying on the lowest Peneplain in the southern part of the
Highland Complex. The major rock types in the region are Meta-sediments such as Charnockite,
Charnockite Gneiss, Granitic Gneiss, Quartzite, Hornblende-Biotite Gneiss, Garnet-Sillimanite-Biotite
Gneiss, Marble and Pegmatite. Structurally, the road trace crosses Kottawa Synform, Oruwela
antiform, Nawagama Synform and Hanwella antiform.
A major part of the trace selected in this section situated in low lying areas, very shallow valleys,
where a thin layer of alluvium and soft organic humus is present. Towards the end of this section, the
ground rises gradually and the trace is aligned through relatively hilly terrain.
2. Stage 2
The proposed trace from Ingiriya to Panukarapitiya (close to Ratnapura) is aligned across the middle
Peneplain crossing Sabaragamuwa ridges with steep slopes and valleys. The geology of the area
comprises of Meta sediments of Charnockite, Charnockite Gneiss, Granitic Gneiss, Quartzite,
Hornblende-Biotite Gneiss, Garnet-Sillimanite-Biotite Gneiss, Marble and Pegmatite and quaternary
deposits. Structurally, the expressway trace crosses Galathura antiform, Getahettha Synform as well
as several shear zones.
Overburden soil comprises of residual, colluviums and alluviums representing gravel, coarse river
sand, clay, and some places with gem bearing pebbles. Occurrences of Graphite at several locations
and gem deposits are common in the area.
3. Stage 3
Most part of the proposed road trace from Panukarapitiya to Panawenna (Pelmadulla end) is aligned
parallel to the major ridges in the area and crosses only at the latter part of the section. The geology
of the area comprises mostly of undifferentiated Meta sediments and Quaternary deposits.
Structurally, the expressway trace runs almost parallel to Rathnapura and Kuruwita Synform as well
as crosses several shear zones. Overburden soil comprises of residual, colluviums and alluviums
representing gravel, coarse river sand and clays. Occurrences of gem deposits are common in the
area. The map showing geological and soil profile of the project area is attached as figure 3.12. The
soil and rock profile by Borehole logs are attached as annex3.1.

67
3.2.1.3 Soil types found in the trace

1. Peat or Organic Soil
This formation is distributed in marshes and valleys and can be mainly found around Ch. 2+450 and
from Ch.4+900 to Ch. 5+180, and in area around Ch. 18+550 to Ch. 19+250. Average thickness of
the peat stratum is around 2.0m in most cases. It shows dark brown to black in color. Consistency is
from very soft to soft. Partially decomposed organic material and fine sand contains at the top of the
stratum.
2. Alluvial Clay (Ac):
Ac is distributed in valley and plain areas and is usually about 3m to 4m in thickness. It is generally
soft and has Standard Penetration Test (SPT) value less than 4. This soil is dark gray to light brown.
3. Alluvial Sandy Clay (Asc):
Asc is distributed in valley and plain areas and is usually about 3m to 4m in thickness. It is generally
soft and has SPT less than 4. This soil is also dark gray to light brown in color. Usually it contains fine
sand and silts. The sand content is less than 40%.
4. Alluvial Clayey Sands (Acs):

Acs is distributed in valley and plain areas and is usually about 3m to 4m in thickness. It is generally
soft and has SPT value is in-between 4 and 6. Formation generally encounters under the alluvial clay
or alluvial sandy clay layer.Soil is also dark gray to light brown in color. Usually it contains fine sand
and silts. Fine sands and the silts are the major contributory material. Clay content is less than 30%.
5. Alluvial Sands (As)

Alluvial sand normally encountered under the alluvial clay or alluvial sandy clay formations. The
formation is about 2 to 4m thickness. SPT N value is at the range of 4 and 6. Color varies from whitish
gray to yellowish brown.
6. Residual Clay (Rc)

RC is distributed in hilly areas and below the alluvial formations and is usually about 5m to 8m in
thickness. It is generally medium stiff to stiff and has SPT n value varies in large range. The minimum
SPT N value is 6. The soil is reddish brown to yellowish brown in color. The lowest SPT values have
encountered in areas where the formation encounters below the alluvial formations.
7. Residual Sandy Clay (Rsc)

Rsc is distributed in hilly areas and is usually about 5m to 15m in thickness. It is generally medium
stiff to stiff. The soil is reddish brown to pinkish brown in color. Usually it contains fine sand and silts.
Patches of kaolin and nodular gravels present. The sand content is less than 40%.
8. Residual Clayey Sands (Rcs)

Rcs is distributed in hilly areas and some cases under alluvial sand formation. The residual clayey
sand is medium dense to dense in consistency.
9. Residual Sands (Rs)

A dense formation rarely encountered at top of the hilly areas, which is reddish brown to yellowish
brown in color.
[Date] 68
69
Figure 3-12.Geology map of the project are
3.2.2 Climatic and meteorological features
The climate of Sri Lanka is heavily influenced by the mountainous topography of the south-central
region and the wind regimes of southwest and northeast monsoons (Department of Meteorology,
2013). The country is characterised into 4 climatic seasons:
 First inter monsoon season from March to April

 Southwest monsoon season from May to September
 Second inter monsoon from October to November
 Northeast monsoon from December to February
Majority of the proposed expressway alignment is located within the south western portion of the island
which is known climatically as the wet zone.
Spatially the annual average mean sea level pressure over the island varies between 1,010
hectopascal (hPa) and 1012 hPa. The pressure values over the island are generally minimal during the
months of May, June, July and August, while there are at maximum during the months of December,
January, February and March.
Wind direction and wind speeds in the western and north western regions and the country are
depended on the pressure gradients developed between Siberian high and Mascarine high. Wind roses
developed for months of January, April, July and October by the Department of Meteorology are
presented in figure 3.13 below. According to the wind roses the wind directions and speeds within
western and northwestern regions could be described as follows:
 January - Northerly direction with average speed of 7.2 – 9.4 kmph

 April - Calm wind with average speed of 5.4 – 7.6 kmph
 July - South west direction with average speed of 7.6 – 15.5 kmph
 October - South west direction with average speed of 5.8 – 9.0 kmph
70
[Date]
Figure 3-13.Wind roses for months of January, April, July and October developed by Dept. of
Meteorology
(Source: National Atlas, 2nd edition)
71
[Date]
The mean monthly temperatures of the country differ on the seasonal movement of the sun with some
influence caused by rainfall. Colombo and Rathnapura are two important cities with respect to
expressway.
The proposed trace from Kahathuduwa to Pelmadulla, intensively traverse through the identified wet
zone, the project location could be predominantly characterized as tropical, with distinct wet and dry
weather patterns. Mean annual variations of the wet zone are 2000mm-5000mm, figure3.14 presents
the location of project area with respect to major climatic zones of the country.
Rainfall pattern in the project area is a bi-model where rainfall peaks occur in the months of April to
September (South West Monsoon) and months of October to November (inter-monsoon) also relatively
high. Monthly rainfall records for other stations are available, but the record periods are adhoc and
numerous data gaps exist. However, table 3.3 presents a set of gauge stations close to the proposed
expressway trace. Recent monthly average rainfall data of these stations is presented in table 3.4 and
graphically in in graph 3.1.
Table 3-3 Reliable rainfall data available for the Rainfall station close to the expressway
Gauge location Gauge ID
Millewa Estate 01KT0336
Horana 01KT0171
Raygama 01KT0450
Galathura Estate 01RT0124
Rathnapura 30434 86
Lands Down Middle Division 01RT269B
Pelmadulla 01RT0415
Watapotha Estate 01RT533A
72
[Date]
Figure 3-14. Project area placed within the major climatic zones of the country
Table 3-4 Monthly rainfall of the stations close to the expressway
Dec
Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov
MILLEWA ESTATE – KALUTARA
2011 0 0 0 0 495 282 126 0 323 0 451 248

2012 0 278 207 604 72 351 122 391.5 332 1090 465 356
2013 77 257 314 33 706 572 346 144 413 388 87
2014 84 14 0 0 0 675 144 656 166.8 0 0 0
HORANA
2011 0 0 0 0 345.2 98.6 115.7 0 0 439.3 348.3 441.1

2012 54 205 167.5 377 28.5 258.8 87.1 165.3 349.4 585.2 357.3 281.9
2013 66.2 190.5 303.8 50.1 448.8 144.4 245.1 52.1 331.3 244.6 69.2 8.8
2014 35.7 12.1 63.5 0 174 280.5 118.2 42.6 209 181.5 46 0
RAYGAMA ESTATE – KALUTARA

2011 0 0 0 0 506.4 216.5 152.3 294.9 294.2 318.4 306.2 166.5
2012 11.1 384.5 313.1 487.2 152.8 279.8 92.1 317.9 323.4 776.3 501.4 406.5
2013 42.7 223.4 0 163.5 623.9 437.4 277.3 85.3 0 0 0 65.8
2014 140.2 4.6 97.9 306.7 0 628 185.6 543.6 415.3 603.8 240.4 0
RATNAPURA
2010
233.6 111.9 157.5 438.3 658.5 451.5 367.4 385.5 310.3 436.6 540.3 469.7
2011
205.1 174.3 292.1 731.7 341.5 238.6 225.8 306.7 345.1 187.5 268.2 113.4
2012
36.6 149.9 289.7 432.2 146.9 253.1 204.2 393.9 272.6 365.6 489.7 345.9
2013
96.3 228.3 319.2 280.6 492.3 542.8 317.1 144.4 417.1 361.2 335.3 41.1
2014 293.4 76.8 139.4 420.5 226 578.7 233.3 618.6 589.3 813 277.6 444
GALATHURA ESTATE
2011
0 0 0 0 245 173 123.5 265 434 179 340 245
2012
43 149 296 462 115 320 206 377 275 464 410 281.5
2013
69.7 269.4 217.6 153.5 469 534.5 324.5 178.5 490.4 418.4 307.9 97.1
2014 224.2 113.8 86.4 563.3 478.2 0 0 0 0 0 0 0
LANDS DOWN ESTATE
2011
0 0 0 0 300.5 0 157.5 382.5 419.5 387 0 199.5
2012
45.5 149 301.5 485.5 98.5 228 182 382 307 476.5 425 0
2013
0 159.3 322.3 237.8 643.9 687.2 414.9 158.4 682 425.1 464.6 111.7
2014 201.4 53.7 188.8 418.3 413.2 814.3 255.5 751.1 643.6 1086.9 642.3 0
Ruwanpura Expresswaay
74
[Date]
Graph 3-1. Average monthly rainfall recorded at various gauging stations along the trace
The closest meteorological stations with reliable meteorological data available are Ratmalana,
Ratnapura and Pelmadulla. Reliable long term three decade temperature and rainfall patterns are
available from 1982 to 2012 period4.
4 Source: http://en.climate-data.org/location/509330/:
75
[Date]
The highest temperature recorded at Ratmalana station is during the month April, the highest rainfall
recorded during the months of May and October which are peaks recorded during the monsoon and
inter- monsoon periods.
Figure 3-15 The Long Term Temperature graph for Ratmalana station of the project area
Ratnapura has a tropical climate, according to the 30 years (1982 to 2012) average temperature data the
highest temperature has been recorded during the months of April and May. The highest rainfall
recorded during the months of July to September.
Figure 3-16. The Temperature graph for Ratnapura station of the project area
76
[Date]
Average temperature in Pelmadulla shows the peak values during the months of March and April. The
temperature averages in between 22 ⁰ C to 28 ⁰C during the other months of the year. The monthly
average rainfall shows the peak during the monsoonal and inter-monsoonal periods.
Figure 3-17 The Temperature graph for Pelmadulla station of the project area
3.2.3 Surface and groundwater hydrology, drainage and quality
A fairly detailed hydrological assessment has been conducted by the consultant team during the
feasibility studies; the hydrological impact assessment was conducted mainly based on this hydrological
study report. The Hydrological feasibility study report is included as volume VI of the feasibility study
report for REP. This section presents information extracted from the above related to the EIA study.
3.2.3.1 Drainage Pattern in and around the proposed trace
Proposed expressway trace mainly traverses along low lying paddy areas, mountainous areas, valleys
low- lying areas, home gardens and to limited extent hilly areas and crosses major, minor and
medium waterways. During the field visits it was noted that, most of the major waterways (streams and
streamlets) that are cut across by the trace are tributaries of Kalu Ganga and most of the low lying areas
are paddy tracks which serves as flood plains. The Drainage pattern of the project area is given
in figure 3.18.
77
[Date]
Figure 3-18. Drainage pattern of the project area 78
3.2.3.2 Flood plains that will be affected by the proposed project
Approximate 24 km out of the total 74km of the proposed expressway trace runs through low-lying
areas which comprise mainly paddy fields, abandoned paddy fields, marshes and wetlands which are
vulnerable to flood. Flood plains of Kalu Ganga and its tributaries dominate the list of low-lying areas
in this stretch. Table 3.5 below presents the details of the flood plains and 100 year flood levels.
Table 3-5 Major flood plain details and 100 year flood level in the flood plains
Chainage Range Flood Level

from1D
Effective
model(m
From To Place Name MSL) Length(m)
0-500* 0+980 Kahathuduwa 6.7 1480
0+980 1+400 Kahathuduwa 6.6 420
1+400 1+800 Kahathuduwa 6.6 400
4+130 4+370 Olaboduwa 10.6 240
4+680 5+380 Olaboduwa 10.6 920
5+540 7+120 Olaboduwa 10.6 1580
14+950 15+310 Mawak Oya 12.8 360
15+830 15+930 Mawak Oya 17.2 100
15+940 16+250 Mawak Oya 17.2 310
16+260 16+810 Mawak Oya 17.2 550
19+220 20+070 Kekuladola 18.1** 850
22+440 22+550 Ingiriya Ela 18.1 110
22+920 23+870 Ingiriya Ela 18.1 950
23+880 24+220 Ingiriya Ela 18.1 340
24+420 26+030 Nambapana Ela 14.0 1610
29+260 29+710 Yatipahuwa Ela 14.3 460
33+690 34+170 Kiriella 18.7 480
34+240 34+410 Kiriella 18.7 170
34+430 34+760 Kiriella 18.7 330
36+300 37+600 Kuru River 20.6 1300
37+810 37+960 Kuru River 20.6 150
39+080 39+140 Mandadeniya 20.6** 60
39+330 39+570 Mandadeniya 20.6** 240
39+610 39+750 Mandadeniya 20.6** 140
39+890 39+990 Mandadeniya 20.6** 100
40+080 40+230 Mandadeniya 20.6 150
41+380 41+760 Nagoda/Kitulpe 20.9 380
42+000 42+640 Nagoda/Kitulpe 20.9 640
43+940 44+410 Kahengama 23.6 470
44+810 45+160 Kahengama 23.6 350
45+720 45+800 Kahengama 23.6 80
45+810 45+910 Karadanaketiya 23.6 100
45+930 46+280 Karadanaketiya 23.6 350
51+250 52+440 Katugas Ela 25.9 1190
79
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Chainage Range Flood Level

from1D
Effective
model(m
From To Place Name MSL) Length(m)
52+460 52+970 Veralupe 25.9 510
53+800 54+000 Kalu River 26.1 200
54+330 54+720 Angammana 26.1 390
55+710 56+210 Wey Ganga 26.3 500
57+660 58+150 Wey Ganga 26.7 490
73+182 73+910 Panawenna- 138.8 728
A018Road
3.2.3.3 List of rivers streams and drainage pathways encountered
There are many major streams which belong to Bolgoda and Kala Ganga basins which are
intersected by the proposed expressway. Details of these streams are provided in the table
below.
Table 3-6 Major waterways intersected by proposed Ruwanpura Expressway

Major Waterways Chainage Remarks
Intersected (Approximate)
km+m
Kimbulkotuwa Ela (Kalu Intersected by all lanes of expressway while
0-500
Ganga Athu Oya) merging with the E01
Maha oya (Olaboduwa) 4+860
Mawak Oya branch 14+960
Mawak Oya 16+220
Ingiriya Ela 23+413
25+220, 25+350,
Nambapana Ela Intersected by the expressway thrice
25+564
Wal Yal Dola 27+650
Yatipahuwa Ela 29+310
Kiriella Ela (Branch of Kalu
33+845
Ganga)
Kuru Ganga 36+880
Katugas Ela 52+525
Kalu Ganga 53+880
We Ganga 55+895, 57+915 Intersected by the expressway twice
Panawenna Ela 73+440
3.2.3.4 Retention areas / marsh lands or any other wetland encountered.
Most of the low-lying paddy areas throughout the trace and some of the flat areas (e.g. home
gardens) close to major waterways act as retention areas temporarily during floods. Details of
retention areas for 100 year flood are presented in figure 3.19. Also refer figure 3.18 for other details
of retention areas such as length.
80
[Date]
Figure 3-19. Flood plains affected and levels, extents of 100 year flood
81
3.2.3.5 Present flood detention capacity of the lowlands on either sides of the
trace
As stated above, all lowlands and most of the paddy tracks on either side of the trace has flood
detention capacity. Flood detention capacity of the major waterways and their flood plains considered
i.e. Maha Oya, Mawak Oya, Ingiriya Ela, Nambapana Ela, Yatipahuwa Ela, Kiriella Ela, Kuru ganga,
Katugas Ela, Kalu River, Wee ganga have been accounted for during the preliminary flood modeling
process using HEC RAS flood model . The drainage capacity of these waterways has been used in
the model through a series of cross sections and a digital elevation model. Details of this assessment
are provided in the Hydrology Report of the Feasibility Study (Volume IV).All the waterways across
the proposed trace have a certain drainage capacity inherited by the cross section related volume of
the waterway and the volume of the flood plain. The drainage capacities of the waterways also
depend on the channel and flood plain slopes, flood plain roughness and the vegetation cover of the
floodplains and waterways.
3.2.3.6 List of flood protection schemes and irrigation schemes encountered
A. Irrigation Schemes
The trace does not encounter any flood protection scheme although there are flood protection
schemes downstream of Kalu Ganga, but it intersects a number of paddy areas belonging to minor
irrigation schemes. It intersects one major irrigation scheme called Batugedara irrigation scheme (Ch.
54+200 to Ch. 66+740). This scheme is presented in figure 3.20. Details of the affected minor
irrigation schemes are indicated in figure 3.21.
82
[Date]
Figure 3-20. Batugedara major irrigation scheme

83
Figure 3-21. Details of minor irrigation schemes intersected by Ruwanpura expressway

84
B. Irrigation structures/ anicuts/ field roads etc encountered
Regional centers of the Department of Agrarian Services (Govi Jana Kendra) Development were
visited and relevant village level officers were consulted to obtain details of affected minor irrigation
schemes, irrigation structures, anicuts etc. and such details are provided in annex 3.2.
3.2.3.7 Historical Records of Flood peak values, inundation levels and

inundation periods
Historical flood peak values and inundation levels are available for major river gauging stations
such as Kalu Ganga at Ellagawa and Ratnapura in the records maintained by the Department of
Irrigation. Details of such historical flood events are provided below.
Table 3-7. Historical flood peak levels – Kalu River at Ellagawa
No Water Year Date Flood Peak Level m MSL

1 1968/69 30-May-69 13.06
2 1969/70 31-Mar-70 9.91
3 1970/71 23-Sep-71 12.92
4 1971/72 15-May-72 12.45
5 1972/73 6-Oct-72 10.52
6 1973/74 29-Jul-74 11.89
7 1974/75 8-May-75 13.99
8 1975/76 25-Oct-75 11.49
9 1976/77 5-Jun-77 10.56
10 1977/78 15-May-78 14.49
11 1978/79 26-Nov-78 11.29
12 1979/80 3-Jun-80 10.47
13 1980/81 19-Sep-81 11.22
14 1981/82 10-Jun-82 14.48
15 1982/83 29-Nov-82 10.32
16 1983/84 14-Jul-84 12.42
17 1984/85 25-May-85 11.80
18 1985/86 6-Oct-85 11.60
19 1986/87 2-Oct-86 11.25
20 1987/88 4-Jun-88 12.62
21 1988/89 6-Jun-89 13.05
22 1989/90 9-May-90 10.87
23 1990/91 3-Jun-91 11.31
24 1991/92 5-Jun-92 11.77
25 1992/93 1-Jun-93 12.83
26 1993/94 10-Oct-93 12.65
27 1994/95 5-Jun-95 10.45
28 1995/96 9-Oct-95 11.63
29 1996/97 17-Sep-97 10.99
85
[Date]

30 1997/98 5-Nov-97 10.97
31 1998/99 22-Apr-99 12.89
32 1999/00 21-Sep-00 10.00
33 2000/01 26-Sep-01 9.05
34 2001/02 23-Oct-01 8.66
35 2002/03 19-May-03 14.05
36 2003/04 24-Sep-04 9.69
37 2004/05 6-Sep-05 10.03
38 2005/06 22-Jun-06 10.21
39 2006/07 1-Sep-07 10.09
40 2007/08 1-Jun-08 12.56
41 2008/09 2-Jul-09 10.03
42 2009/10 21-May-10 11.28
43 2010/11 30-Apr-11 10.61
44 2011/12 10-Jul-12 7.89
45 2012/13 2-Nov-12 10.44
46 2013/14 4-Jun-14 11.61
Table 3-8. Historical flood peak levels – Kalu River at Ratnapura

1 1977/78 27-Sep-78 19.59
2 1978/79 24-Nov-78 21.57
3 1979/80 12-Jul-80 19.22
4 1980/81 17-Sep-81 20.20
5 1981/82 8-Jun-82 22.12
6 1982/83 28-Nov-82 18.76
7 1983/84 12-Jul-84 21.06
8 1984/85 24-May-85 20.58
9 1985/86 4-Oct-85 19.77
10 1986/87 1-Oct-86 19.57
11 1987/88 2-Jun-88 21.57
12 1988/89 31-May-89 24.77
13 1989/90 7-May-90 20.87
14 1990/91 2-Jun-91 19.22
15 1991/92 3-Jun-92 20.20
16 1992/93 31-May-93 20.38
17 1993/94 8-Oct-93 21.96
18 1994/95 4-Jun-95 19.07
19 1995/96 8-Oct-95 20.65
20 1996/97 21-Jul-97 20.44
21 1997/98 29-Sep-98 19.83
86
[Date]

22 1998/99 20- Apr-99 21.72
23 1999/00 1-Jun-00 18.49
24 2000/01 29-Sep-01 17.85
25 2001/02 12-Jun-02 19.52
26 2002/03 18-May-03 23.59
27 2003/04 30-May-04 18.92
28 2004/05 5-Sep-05 20.38
29 2005/06 20-Jun-06 19.30
30 2006/07 1-Sep-07 18.82
31 2007/08 28-Apr-08 21.74
32 2008/09 30-Jun-09 19.28
33 2009/10 19 - May-10 19.46
34 2010/11 29-Apr-11 19.82
35 2011/12 9-Jul-12 17.12
36 2012/13 19-May-13 20.09
37 2012/13 1-Jan-00 19.53
38 2013/14 3-Jun-14 20.24
Flood peak values of the major waterways were obtained from the Hydrology Report and the
extracted details are presented in table 3.9 below.
Table 3-9. Flood peak values of the major waterways
Location
ID Location Name Chainage Max: Discharge (m3/s)
1 Mawak Oya Branch 14+950 49
2 Mawak Oya 16+300 189
3 Ingiriya 23+440 38
4 Nambapana 25+130 98
5 Yatipahuwa 29+310 134
6 Kiriella 33+920 75
7 Kuru Ganga 36+910 822
Nagoda/ Kithulpe and Katugas
8 Ela 40+080 - 52+440 157
9 Kalu Ganga 53+940 1800
10 Wey Ganga 55+920 1045
87
[Date]
Figure 3-22. Sample Flood Hydrograph
A. Inundation Periods
Inundation periods are highly variable depending on the rainfall intensity, retention capacity of the
flood way, slope of channels, channel/flood plain roughness, dimensions of the existing hydraulic
structures such as bridges etc. Hence it is not easily possible to quote a general value for
inundation periods. However according to the model studies carried out during the feasibility studies
an idea of the inundation periods could be obtained for major waterways through the outflow flood
hydrographs for 100 year return periods. Approximate inundation areas based on the inundation
extent of the proposed Ruwanpura Expressway are given in table 3.10 below. A sample flood
inundation period for a representative location in Kalu Ganga near Katugas Ela (52+440) is
provided in the following figure.
Table 3-10- Inundation periods for major waterways

Location Approximate Inundation
ID Location Name Chainage Period (Hours)
1 Mawak Oya Branch 14+950 26
2 Mawak Oya 16+300 26
3 Ingiriya 23+440 34
4 Nambapana 25+130 37
5 Yatipahuwa 29+310 61
6 Kiriella 33+920 48
7 Kuru Ganga 36+910 60
Nagoda/ Kithulpe and Katugas
8 Ela 40+080 - 52+440 50
9 Kalu Ganga 53+940 33
10 Wey Ganga 55+920 44
88
[Date]
Figure 3-23. A sample flood hydrograph showing the inundation time
3.2.3.8 Availability, usage and quality of surface water
There are many surface water sources around the project area, as the project is located within the
wet zone of the country. Almost all these surface water bodies are streams attached to Kalu Ganga
basin. Presently these water bodies are used mainly for domestic, agricultural, commercial and
recreational needs. Several bathing and washing locations were observed during this study.
Figure 3-24. Upstream of Wey Ganga, used for bathing and washing
At some locations illegal sand mining and gem mining were also observed along some of the river
stretches intersected by the project trace
89
[Date]
Figure 3-25. Illegal sand mining near the proposed intake for Greater Ratnapura Water
Supply project
Many bathing locations can be observed along the stretches of Kalu Ganga, and most of these
locations are used by local tourists who visit sacred temples around Ratnapura area. However,
religious uses such as Water Cutting Ceremonies are rarely observed in these water bodies.
 Water supply intakes
National Water Supply and Drainage Board is the main user of Kalu Ganga for drinking
water supply extraction. During the EIA study, the relevant officials from NWS&DB were consulted
to obtain details of the intake locations. Figure 3.26 below illustrates one such intake location in
Kalu Ganga. Table 3.11 presents the details of intake locations within the project area.
Figure 3-26. Intake site at Kalu Ganga Ratnapura
90
[Date]
Table 3-11. Water supply intake locations covering the project area
S.No Area Intake Intake Location Remarks
Source
1 Horana Kalu Kandana Extraction 120,000 cubic meter/day.
Ganga Water supply coverage to Horana,
Bandaragama, Panadura and Moratuwa
2 Kalutara Kalu Kettehena Extraction 40,000 cubic meter/day. Water
Ganga supply coverage Kalutara, Beruwala,
Waduwa, up to Bentotta
3 Horana Kalu Ellakanda Extraction 12000 cubic meter / day. Water
(Industrial Ganga supply coverage to Horana and
Estate) Bandaragama;
4 Ingiriya Stream Nambapana Ela Ingiriya Scheme 500 cubic meter / day.
Water supply coverage to Ingiriya and
Urugala
5 Ratnapura Kalu Near Panadura Extraction for Ratnapura Hospital utility
Ganga road purposes only.
6 Ratnapura Kalu Artigala Total Extraction is 6000 cubic meter/day.

Ganga Mawatha The total coverage is about 17 GND
areas.
7 Ratnapura Kalu Proposed new This location is adjacent to the existing
Ganga intake at one. Proposed extraction is about 13,000
Artigala cubic meter/day
Mawatha
8 Khawatta Wey Khawatta Wey Ganga is the tributary of Kalu Ganga.
Ganga Extraction is about 4,500 cubic meter/day
Source: NWS&DB.
Spatial representation of the above intake locations are presented in figure 3.27 below.
91
[Date]
Figure 3-27.Water supply intake locations along the project trace
92
 Baseline of surface water quality in the project area
During the present EIA study, the baseline of the surface water quality in the project area was
determined through testing of 12 Nos. of samples collected along the project trace. Location
details of the sampling points are presented in table 3.12, while the locations with respect to
the trace are presented in figure 1.3. Measured values are presented in table 3.13. These
values were compared against the SLS Standard (SLS 614:2013) and proposed CEA
standards for drinking water. The key acts and regulations pertaining to the water quality are
presented in annex 3.3.
Table 3-12.Description of the locations of surface water quality monitoring
Point Date and Source Sampling point GPS coordinates of

time sampling point
SWQ1 08-06-2015, River Ch. 58+150/ Wey N 060 39.059’ E 0800
12.40 p.m. Ganga 26.222’
SWQ2 08-06-2015, River Ch. 53+900/ N 060 41.017’ E 0800
1.35 p.m. Angammana, Kalu 25.315’
Ganga
SWQ3 08-06-2015, River Ch. 45 + 850/ N 060 43.928’ E 0800
5.55 p.m. Kahengama 22.234’
SWQ4 08-06-2015, River Ch. 36+ 850 N 060 44.374’ E 0800
4.08 p.m. (Ellawala Oya) 17.404’
SWQ5 09-06-2015, Maha Ela/ Ch. 33+ 850/ near N 060 44.396’ E 0800
10.10 a.m. Galpoththa Ela Nadun Rajamaha 15.862’
Viharaya, Kiriella
SWQ6 09-06-2015, Yatipahuwa Ch. 29 + 350 / N 060 44.575’ E 0800
10.55 a.m. Ela Yatipahuwa Ela 13.595’
SWQ7 09-06-2015, Stream (Ela) Ch. 25 + 800 / N 060 43.998’ E 0800
11.50 a.m. Nambapana 11.679’
Ela
12.45 p.m. Ingiriya 10.428’
Ela, Galle Gama,
Morainna
SWQ9 09-06-2015, Stream (Oya) Ch. 16 + 150 / N 060 45.782’ E 0800
2.00 p.m. Maputugala, Mawak 07.316’
Oya
3.10 p.m. Rathabala 06.718’
Ela Amuna
3.45 p.m. Mahabellena, 03.466’
Alubomulla
SWQ12 09-06-2015, Stream Ch. 05 + 200 / N 060 46.305’ E 0800
4.20 p.m. (Alubomulla Alubomulla, 01.453’
Amuna) Gonapula
[Date] 93
Table 3-13. Results obtained from the analysis of baseline surface water quality
Parameters Location points
SWQ1 SWQ2 SWQ3 SWQ4 SWQ5 SWQ6 SWQ7 SWQ8 SWQ9 SWQ10 SWQ11 SWQ12
Physical qualities
Colour mg/l Pt-Co 70 42 69 68 59 25 45 38 30 31 54 80
@ 250C
Turbidity NTU @ 14 12 16 19 16 13 12 13 13 14 15 14
250C
Suspended solids 24 56 52 28 20 14 18 10 18 32 21 36
mg/l @ 250C
DO mg/l 6.39 6.15 6.12 6.81 6.39 7.02 7.15 6.18 6.29 6.45 6.15 6.73
BOD5 mg/l @ 200C 03 02 01 01 ND ND ND ND 01 ND 01 ND
COD mg/l @ 200C 10 06 08 07 03 <02 02 <02 04 <02 02 03
Oil & grease mg/l Nil 01 01 Nil 02 Nil 01 Nil Nil Nil Nil 01
Chemical qualities
Temperature 0C 30.5 28.5 32.3 29.3 27.8 28.8 28.8 30.4 31.6 31.9 31.6 30.1
pH 7.1 7.8 7.6 7.8 6.4 7.5 7.0 7.6 6.8 6.9 7.5 7.6
Total dissolved 88 33 69 20 20 27 08 24 11 11 32 25
solids mg/l
Electrical 127 48 100 29 29 39 12 35 16 16 46 36
Conductivity μs/cm
Total Alkalinity (as 40 10 10 08 08 08 04 08 04 04 10 08

CaCO3 ) mg/l @
250C
Total Hardness (as 48 20 58 10 29 39 12 35 16 16 46 36
CaCO3) mg/l @
250C
[Date]
SWQ1 SWQ2 SWQ3 SWQ4 SWQ5 SWQ6 SWQ7 SWQ8 SWQ9 SWQ10 SWQ11 SWQ12
Total Iron (as Fe) 0.1 0.05 0.1 0.05 01 0.05 01 <0.1 <0.1 <0.1 01 <0.1
mg/l
Total Phosphorus 0.28 0.60 0.32 0.35 0.12 0.08 0.15 0.30 0.28 0.18 0.22 0.41
(as P) mg/l
Total Sulphate (as 30 35 42 27 38 43 52 40 28 32 30 27
SO42-) mg/l
Microbiological qualities
Total Coliforms 1800+ 1800+ 1800+ 1800+ 1800+ 1800+ 1800+ 1800+ 1800+ 1800+ 1800+ 1800+
Count (MPN) Per
100 ml
E. Coli Count 1600 1600 900 900 900 550 1600 900 1600 1600 550 1600
(MPN) Per 100 ml
ND: Not Detected
[Date]
The pH value of the samples is ranging from 6.4 to 7.8 and is within the CEA and SLS
standards. Such pH range indicates the suitability for the existence of most of the biological
life. Colour of the samples was ranging from 25 to 80 units and turbidity ranging from 12 to 19.
The values observed are slightly above the stipulated standards. Such values on colour and
turbidity could be attributed to the increased suspended solids such as clay, silt, nature of the
soil and instant showers up stream etc.
Figure 3-28. Ellawala Oya (Ch. 36+850) recorded with above turbidity and Colour levels
High levels of total coliform and E. coli counts were observed in all most all samples with
respect to stipulated SLS standards. Such high levels of coliform and E. coli could be attributed
to the possibly of storm water runoff contaminating with soakage pits or leakages of soakage
pits and bathing of cattle and other animals in these water bodies.
 Baseline of groundwater quality in the project area
Ground water quality may vary with the seasonal changes, local geology, land use patterns,
polluting sources, ground water deposits etc. Baseline of the groundwater quality levels in the
project area was determined through testing of 13 Nos. of samples collected along the project
trace. Details of the sampling locations are presented in table 3.14, while figure 1.3 presents
the sampling location on map. Table 3.15 presents the values measured at each sampling
point.
Table 3-14.Description of the locations of groundwater quality monitoring

time sampling point
GWQ1 08-06-2015, Public well Ch. 73 + 800 / Galle Kade N 060 39.241’ E 0800
9.25 a.m. 27.876’
GWQ2 08-06-2015, Spring Ch. 61 + 600 / Mahapilla N 060 37.843’ E 0800
12.00 p.m. 27.304’
GWQ3 08-06-2015, Well Ch. 54 + 800 / Angammana N 060 40.338’ E 0800
1.05 p.m. (near Ahelepola transformer ) 25.273’
96
[Date]

time sampling point
GWQ4 0-06-2015, Public well Ch. 52 + 050 / N 060 41.725’ E 0800
2.05 p.m. Yaliipadanagama 24.550’
GWQ5 08-06-2015, Public well Ch. 49 + 250 / 55, Goluwavila, N 060 42.822’ E 0800
3.25 p.m. Ratnapura 23.591’
GWQ6 08-06-2015, Well Ch. 44 + 450 / Akkara Dasaya, N 060 44.137’ E 0800
4.40 p.m. Batahira Kahengama. 21.633’
GWQ7 09-06-2015, Well Ch. 28 + 900 / , Mr. N 060 44.520’ E 0800
11.10 a.m. (private Joshapstiven, No: 29 A, Madala 13.171’
owned) Ellagawa (Pelathawana - Harith
Lanka)
GWQ8 09-06-2015, Well (used Ch. 24 + 250 / N 060 44.343’ E 0800
12.10 p.m. for 100 B, Meerama, 10.848’
drinking) Diulpatha, Ingiriya
GWQ9 09-06-2015, Well Ch. 22 + 350 / N 060 44.526’ E 0800
1.10 p.m. Mr. Bandu Manju Sri Bandula. 09.936’
193 A, Panadura Road,
Ingiriya.
GWQ10 09-06-2015, Well Ch. 14 + 720 / 210 N 060 45.915’ E 0800
2.55 p.m. Mr. C. Rathabala 06.520’
Elapura, Meewanapa ,Plana
GWQ11 09-06-2015, Well Ch. 07 + 300 / N 060 46.016’ E 0800
4.05 p.m. D.L. Soomarathna, 02.564’
No-29, Kahatapitiya, Gonapola.
GWQ12 09-06-2015, Well Ch. 02 + 350 / 357.03, Pragathi N 060 47.006’ E 0790
4.30 p.m. Mawatha, 59.863’
Kahathuduwa
GWQ13 09-06-2015, Well Ch. 0 + 400 / B.A.Karunasena, N 060 47.176’ E 0790
4.45 p.m. No- 125, Kahathuduwa, 59.169’
Polgasovita
97
[Date]
Table 3-15. Results obtained from the analysis of baseline Ground Water Quality
GWQ1 GWQ2 GWQ3 GWQ4 GWQ5 GWQ6 GWQ7 GWQ8 GWQ9 GWQ10 GWQ11 GWQ12 GWQ13
Physical qualities
Colour mg/l Pt-Co 10 12 16 13 16 10 23 20 10 14 09 04 09
@ 250C
Turbidity NTU @ 01 01 02 01 02 13 10 02 01 10 08 10 12
250C
Suspended solids ND ND ND ND ND 06 07 ND ND 06 08 ND ND
mg/l @ 250C
DO mg/l 6.8 7.25 6.83 6.91 6.70 7.21 8.01 7.35 6.95 7.46 5.92 5.02 6.39
BOD5 mg/l @ ND ND ND ND ND ND ND ND ND ND ND ND ND
200C
COD mg/l @ <02 <02 01 <02 <02 <02 01 01 02 01 <02 <02 <02
200C
Oil & grease mg/l Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil
Chemical qualities
Temperature 0C 30.6 29.0 29.4 31.4 31.2 29.5 29.3 29.0 29.8 29.3 29.1 27.3 29.0
pH 5.0 5.7 6.1 5.2 5.8 5.3 5.0 5.1 5.6 5.3 5.4 5.2 5.8
Total dissolved 34 07 46 72 44 35 19 21 13 28 27 50 112
solids mg/l
Electrical 61 10 56 104 64 51 28 30 19 41 39 72 162
Conductivity
μs/cm
Total Alkalinity 08 04 04 04 04 08 <02 <02 <02 <02 04 04 08
(as CaCO3 ) mg/l
@ 250C
[Date]

GWQ1 GWQ2 GWQ3 GWQ4 GWQ5 GWQ6 GWQ7 GWQ8 GWQ9 GWQ10 GWQ11 GWQ12 GWQ13
Total Hardness 20 04 32 20 36 24 16 16 10 20 12 08 40
(as CaCO3) mg/l
@ 250C
Total Iron (as Fe) <0.1 <0.1 <0.1 <0.1 <0.1 0.1 <0.1 <0.1 <0.1 0.1 <0.1 <0.1 0.5
mg/l
Nitrate (as N) <01 <01 <01 01 02 01 01 01 <01 <01 01 01 <01
mg/l
Total Phosphorus 0.30 0.26 0.11 0.18 0.16 0.09 0.38 0.18 0.24 0.15 0.22 0.26 0.35
(as P) mg/l
Total Sulphate 10 14 12 <05 08 10 10 <05 08 10 17 12 30
2-
(as SO4 ) mg/l
99
[Date]
In many locations the pH of the ground water recorded, ranging from 5.0 to 6.1, which is
slightly below the SLS and CEA stipulated standards. Such low pH levels in groundwater could
be attributed to the geological properties in the project area and land use pattern.
Few sample also gave turbidity levels above 5 to 12 which are slightly higher than
the stipulated standards, this is possibly due to the different depth levels, land use and
spatial variations.
3.2.4 Existing air quality
Other than a few tea and rubber factories located within the project area, Ingiriya BOI
processing zone could be considered as a main area that could emit air pollutants.
Furthermore, the project area experiences relatively low traffic (at present) in comparison with
major traffic congested areas close to urban areas such as Horana, Ingiriya, Ratnapura in the
Western and Sabaragamuwa provinces.
The details of existing air quality measuring locations are given in table 3.16 and measuring
results are given in table 3.17. The detail report is given as annex 3.4. The weather during the
monitoring period appeared to be dry with fairly windy conditions.
According to the results presented in table 3.17, it is observed that the measured levels are
less than the national ambient air quality standard levels stipulated by the Ministry of
Environmental and Natural Resources Sri Lanka under the Extraordinary Gazette, No. 1562/22
– August 15 2008 given in table 3.18. This means that at present there is no any significant air
polluting sources operating within the project area.
Table 3-16.Description of the locations of air quality monitoring
Location Closes City G.P.S coordinates

No.
AQ1 Old police road, Kahathuduwa 6°47'8.37"N 79°59'18.74"E
AQ2 Olaboduwa, Gonapola. 6°46'18.28"N 80°01'16.45"E
AQ3 Kahatapitiya, Kananwila, Horana. 6°46'6.5"N 80°3'25.24"E
AQ4 Horana Rd, Ingiriya 6°44'33.28"N 80°9'53.87"E
Matuwagala Estate, Kiriella (Upper 80°16'56.37"E
AQ5 6°44'27.22"N
Division)
AQ6 Kahengama, Kuruwita 6°44'18.22"N 80°21'59.38"E
AQ7 Thiriwanaketiya Junction, Rathnapura 6°39' 56.06"N 80°25' 53.13"E
AQ8 Panawenna, Pelmadulla 6°36'0.35"N 80°33'21.31"E
AQ9 Kabaranka Rd, Pelmadulla. 6°36'51.73"N 80°34'03.60"E
[Date] 100
Table 3-17.Concentration of each air quality parameter at each sampling location
Location Nitrogen Sulfur Carbon PM2.5

Average PM10
Dioxide Dioxide Monoxide (µg
No. Time (µg /m3)
(µg /m3) (µg /m3) (µg /m3) /m3)
8 hour 19 12 <1000 - -
AQ1
24 hour - - - 27 09
8 hour 11 80 <1000 - -
AQ2
24 hour - - - 22 08
8 hour 19 13 1140 - -
AQ3
24 hour - - - 32 14
8 hour 24 17 1140 - -
AQ4
24 hour - - - 29 15
8 hour 08 06 <1000 - -
AQ5
24 hour - - 17 07
8 hour 13 08 <1000 - -
AQ6
24 hour - - - 19 05
8 hour 35 22 2280 - -
AQ7
24 hour - - - 30 19
8 hour 16 13 1140 - -
AQ8
24 hour - - - 20 09
8 hour 18 13 1140 - -
AQ9
24 hour - - - 21 12
Table 3-18. Ambient Air Quality Standards stipulated under the Extraordinary Gazette,
No. 1562/22 – August 15, 2008, by the Ministry of Environment and Natural Resources
CONCENTRATION
POLLUTANT TIME AVERAGE
(µg/m3)
SO2 8 hr. 120 µg/m3
NO2 8 hr. 150 µg/m3
CO 8 hr. 10,000 µg/m3
PM10 24 hr. 100 µg/m3
PM2.5 24 hr. 50 µg/m3
3.2.5 Existing noise and vibration levels
National Building Research Organization (NBRO) carried out noise level measurements at nine
(09) locations to represent the areas which would undergo significant change due to the project
in order to set the existing environmental condition with respect to noise. The details of
existing noise measuring locations are given in table 3.19 and measuring results are given in
table 3.20. The detail report (including the noise modelling report) is given as annex 3.5.
The weather during the monitoring period appeared to be dry with fairly windy conditions.
Table 3-19. Description of the noise measuring locations
No.
N1 Old police road, Kahathuduwa 6°47'8.37"N 79°59'18.74"E
101
[Date]

No.
N2 Olaboduwa, Gonapola. 6°46'18.28"N 80°01'16.45"E
N3 Kahatapitiya, Kananwila, Horana. 6°46'6.5"N 80°3'25.24"E
N4 Horana Rd, Ingiriya 6°44'33.28"N 80°9'53.87"E

Matuwagala Estate, Kiriella (Upper 80°16'56.37"E
N5 6°44'27.22"N
Division)
N6 Kahengama, Kuruwita 6°44'18.22"N 80°21'59.38"E
6°39' 80°25'
N7 Thiriwanaketiya Junction, Rathnapura
56.06"N 53.13"E
N8 Panawenna, Pelmadulla 6°36'0.35"N 80°33'21.31"E
N9 Kabaranka Rd, Pelmadulla. 6°36'51.73"N 80°34'03.60"E
According to the measured noise levels given in table 3.20, both day and night noise levels at
some locations (for example, N3, N4, N7, N8 and N9) were higher than that of the maximum
permissible levels for industry in the areas (stipulated in the Extraordinary Gazette No. 924/12
– Thursday, May 23, 1996). Such noise levels could be due to noise contribution from sources
such as vehicular movement on nearby roads, commercial and residential activities and insects
etc. However, the existing noise levels at other areas were well below the maximum
permissible noise levels for industry as well as for construction activities.
Table 3-20.Noise Levels recorded at each monitoring location
Measuring Morning Afternoon Evening Night

Location
Date Leq L50 L90 Leq L50 L90 Leq L50 L90 Leq L50 L90
N1 03/11/2014 50 48 44 54 45 44 53 46 40 42 41 39
N2 03/11/2014 45 44 41 53 45 39 49 46 41 48 47 44
N3 03/11/2014 62 51 48 75 65 54 66 56 43 57 50 48
N4 03/11/2014 63 50 41 74 70 64 62 55 40 60 55 53
N5 03/11/2014 52 51 49 55 50 45 54 54 43 48 45 40
N6 04/11/2014 49 45 40 60 54 43 59 52 49 53 44 43
N7 04/11/2014 68 65 55 70 67 58 72 61 53 73 69 62
N8 04/11/2014 69 65 62 74 67 53 72 66 58 70 65 51
N9 04/11/2014 50 45 41 70 60 53 65 59 47 54 51 40
Where;
 Leq: - The equivalent continuous noise level over the measuring period (Measured
Residual Noise Level).
 L90:- The continuous noise level that exceed over the 90% of measuring period
(Background Noise Level).
 L50:- The continuous noise level that exceed over the 50% of measuring period.
102
[Date]
NBRO also carried out ground vibration level measurements at nine (09) locations
(representing the areas which would undergo significant change due to the project) to establish
the baseline on vibration levels in the project area. Details of vibration measuring locations are
given in table 3.21 and results are presented in table 3.22. The detail report on vibration
measurement is given in annex 3.6. The weather during the monitoring period appeared to be
dry with fairly windy conditions.
Table 3-21.Description of vibration measuring locations
No.
At the premises of No:127/3, Old police
V1 6°47'8.37"N 79°59'18.74"E
road, Kahathuduwa
At the premises of No: 257/7,
V2 6°46'18.28"N 80°01'16.45"E
Henewathugoda, Olaboduwa, Gonapola.
At the premises of the Senpathi Concrete
V3 (Pvt.) Ltd, Kahatapitiya, Kananwila, 6°46'6.5"N 80°3'25.24"E
Horana.
A location at Christ Church, Horana Rd,
V4 6°44'33.28"N 80°9'53.87"E
Ingiriya
In front of the premises of the
V5 R/Matuwagala Tamil School, Matuwagala 6°44'27.22"N 80°16'56.37"E
Estate, Kiriella
At the premises of Mr. Gunapala,
V6 6°44'18.22"N 80°21'59.38"E
Kahengamgama, Kuruwita
At the premises of Ms. K.A. Ranjani,
V7 6°39' 56.06"N 80°25' 53.13"E
Thiriwanaketiya junction, Rathnapura
At the premises of Yale Kade,
V8 6°36'0.35"N 80°33'21.31"E
Panawenna, Pelmadulla
At the Premises of Mr. Tisara Hemantha,
V9 6°36'51.73"N 80°34'03.60"E
No: 484/1, Kabaranka Rd, Pelmadulla
According to the measured vibration levels given in table 3.22, Vibration levels at all locations
were well below the maximum permissible interim vibration levels stipulated for operation of
machinery, equipment, blasting and construction activities by the Central Environmental
Authority of Sri Lanka for different type of structures as summaries in table 3.23.
Table 3-22.Vibration levels at each measuring location
Morning Afternoon Evening Night
Frequenc
Frequenc
Frequenc
Frequenc
Run
(mm/sec)
(mm/sec)
(mm/sec)
(mm/sec)
Vibration
Vibration
Vibration
Vibration
y Range
y Range
y Range
y Range
in PPV
in PPV
in PPV
in PPV
Location Time
(Hz)
(Hz)
(Hz)
(Hz)
(min)
V1 15 10 - 50 0.12 10 - 50 1.15 10 - 50 0.48 10 - 50 0.09
V2 15 10 - 50 0.39 10 - 50 0.57 10 - 50 0.25 10 - 50 0.12
V3 15 10 - 50 0.35 10 - 50 0.48 10 - 50 0.30 10 - 50 0.18
V4 15 10 - 50 0.30 10 - 50 0.4 10 - 50 0.16 10 - 50 0.08
V5 15 10 - 50 0.47 10 - 50 0.63 10 - 50 0.25 10 - 50 0.08
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V6 15 10 - 50 0.34 10 - 50 0.42 10 - 50 0.30 10 - 50 0.18

V7 15 10 - 50 0.48 10 - 50 0.66 10 - 50 0.50 10 - 50 0.32
V8 15 10 - 50 0.38 10 - 50 0.66 10 – 50 0.48 10 – 50 0.18
V9 15 10 - 50 0.34 10 - 50 0.78 10 – 50 0.54 10 – 50 0.21
Table 3-23.Maximum permissible interim vibration levels stipulated by the Central

Environmental Authority of Sri Lanka for different type of structures.
Vibration in
Type of Frequency of
Structure Type PPV
Vibration Vibration (Hz)
(mm/sec)
0 - 10 5.0
Type 1 structures – Multi story buildings of Continuous 10 - 50 7.5
reinforced concrete or structural steel, with Over 50 15.0
filling panels of block work, brick work or 0 - 10 10.0
precast units not designed to resist earthquakes Intermittent 10 - 50 15.0
Over 50 30.0
Type 2 structures – Two-story domestic 0 - 10 2.0
houses and buildings constructed of made of Continuous 10 - 50 4.0
reinforced block work, precast units, and Over 50 8.0
reinforced floor & roof construction, or wholly of 0 - 10 4.0
reinforced concepts or similar, not designed to Intermittent 10 - 50 8.0
resist earthquakes. Over 50 16.0
0 - 10 1.0
Type 3 structures – Single and two story
Continuous 10 - 50 2.0
houses and buildings made of lighter
Over 50 4.0
construction, using lightweight materials such
0 - 10 2.0
as bricks, cement blocks etc, not designed to
resist earthquakes. Intermittent 10 - 50 4.0
Over 50 8.0
0 - 10 0.25
Type 4 structures – Structures that, because
Continuous 10 - 50 0.5
of their sensitivity to vibration, do not
Over 50 1.0
correspond to those listed above 1,2 & 3, &
0 - 10 0.5
declared as archeologically preserved
Intermittent 10 - 50 1.0
structures by the Department of Archaeology
Over 50 2.0
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3.3 Ecological aspects

3.3.1 Proximity to any sensitive reserves
The proposed express way does not traverse any ecologically important reserve declared by
Department of Wild Life Conservation or Department of Forest Conservation. Special attention
was made during the feasibility study to avoid any such sensitive receptors. However,
following sanctuary and forest reserves are within the two kilometer zone under this study.
 Kodigahakanda sanctuary
Kodigahakanda is a secondary scrub jungle on top of a granite-based hillock, 378 feet above
sea- level at its highest point. It is located in what was used to be a 600 acre coconut
plantation, owned by Olaboduwa Estate, in Gonapola, Kalutara District. There were two other
similar hillocks nearby, Wawulkanda and Bathalakanda. After the breakup of the estate due to
the implementation of the Land Reform Act of 1972, these hillocks have been flattened largely
by illegal quarrying. At the nearest point (i.e. around Ch. 4+100) the southern boundary of the
sanctuary is about 450m away from the proposed expressway trace. Location of the sanctuary
with respect to the expressway trace is presented in figure 3.2.
 Bodhinagala Forest reserve
North to north eastern boundary of this forest reserve is situated around 600m away from the
highway trace (at its closest point Ch. 23+000). It is a well grown secondary forest with a patch
of exposed rock in the top of the mountain. This forest reserve is well famous among bird
watchers and other nature enthusiasts, due to its high bio diversity as well as its close
proximity to Colombo. This forest is inhabited by rare fauna species such as Sri Lanka Green
Billed Coucal, Black-Backed Kingfisher, Sri Lankan Rose, Paint Brush Swift, Golden Palm
Civet, Sri Lanka Cherry Barb, Sri Lanka Cuming's Barb, Sri Lanka Tiger Loach, Hump snouted
lizard and Sri Lanka wolf snake. This forest is known for some rare orchid species including
Habenaria crinifera.
It should be noted that the land area between the proposed expressway trace and the forest is
habituated, hence there is no direct link between the forest and the trace. Figure 3.29
below presents the location of Bodhinagala forest with respect to the expressway trace.
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Bodhinagala forest
Bodhinagala forest
Figure 3-29. Bodhinagala forest reserve and expressway trace near Ingiriya
Figure 3-29. Bodhinagala forest reserve and expressway trace near Ingiriya
106
 Pompa Kele forest
This forest is situated near Angammana, where its northern boundary is situated about 800m
away from the proposed expressway (Ch. 51+700 to 52+000). This forest is also surrounded
by habituations (Figure 3.30 & 3.31). However, the whole water supply system to Ratnapura
town which is managed by the Water Supply and Drainage Board is relying on water of
streams in this forest reserve. Visit to this forest reserve revealed that it comprise of secondary
vegetation. But now it is well established with native rain forest species. Its canopy cover is
mainly consisting of Anisophyllea cinnamomoides and Chaetocarpus castanocarpus. It is also
inhabited by distinct sub canopy trees and lianas such as Campnosperma zeylanica, Vateria
copallifera and Entada rheedii. This forest has a healthy population of Thottea siliquosa, which
host the larval stage of endangered Sri Lankan Rose. Regular rainforest bird flock
phenomenon could be observed in this forest where these flocks consist of Crested Drongo,
Black Capped Bul Bul, Velvet Fronted Blue Nuthatch, Lesser Yellow Nape etc.
Figure 3-30. An image near the entrance of Pompa Kele reserved forest garden
 Kiribathgala Forest Reserve

Proposed expressway trace runs along the western, south western boundary of Kiribathgala
forest reserve for about ten kilo meters (Figure 3.32). The trace runs on the lower reaches of
the mountain range at an elevation of 200m MSL consisting of home gardens and tea /
rubber plantations. Upper reaches of the mountain range which climbs up to 1000m is entirely
consist of a pristine rainforest habitat. Canopy layer of the forest is consisting of huge
trees such as Shorea hulanidda, Dipterocarpus zeylanicus, Shorea congestiflora and
Canarium zeylanicum. Rocky clefts are consisting of characterized endemic palm
Oncosperma fasciculatum. This forest provide shelter for many rare herbaceous plants
which grows on wet leaf litter such as Anoectochilus setaceous, Epipogium
roseum, Sciaphila secundiflora. Also this forest is inhabited by rare fauna species such
as Ashy headed Laughing Thrush, Malabar Trogon, Rough Horned Lizard, Black Angle,
Ceylon Palm Bob, Tiger Loach, Templeton’s kukri snake, Merrem’s hump-nosed viper, Sri
Lanka keel-back and Fishing Cat. Figure 3.33 presents all the sensitive areas located
sorounding to the proposed trace.
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Environment
EnvironmentalImpact
ImpactAssessment
AssessmentReport
Report
Pompa Kele forest
Figure 3-31 . Pompa kele forest reserve with respect to the proposed expressway trace
108
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Environment
EnvironmentalImpact
ImpactAssessment
AssessmentReport
Report
Kiribathgala forest
Figure 3-32 . Kiribathgala forest reserve with respect to the proposed expressway trace
109
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110
Figure 3-33.Sensitive areas with respect to the proposed expressway trace
3.3.2 An assessment of the current ecological status
3.3.2.1 Floral species

A total of 629 plant species in 125 families were observed in the study (Table 3.24) . This list
includes natural vegetation as well as intensively planted food crops and commercial crops.Ornamental
plants that were found in human settlements were not included, as they are not representing the
floral distribution. However naturalized ornamental plants and weeds were included in to the list
of observation. Among the 186 exotic species, most of them are naturalized in disturbed
habitats within the study area. Panicum maximum, Pennisetum polystachion, Lantana camara,
Clidemia hirta, Alternanthera philoxeroides, Alstonia macrophylla, Chromolaena odorata, Mikania
cordata, Sphagneticola trilobata, Dillenia suffruticosa and Swietenia macrophylla are the alien
invasive plant species found within the project area. Most of them are in small numbers but
Dillenia suffruticosa, Sphagneticola trilobata and Panicum maximum are found in large
quantities. Some abandoned lands from Kiriella to Ratnapura (mostly after removal of
rubber trees) are completely covered with a thick growth of D. suffruticosa, leaving no space for
other vegetation. S. trilobata is distributed in and adjacent lands of rubber estates. P. maximum
is grown as a common way side weed as well as in sunny, harsh grounds. Summery of flora
species recorded is given in the following table.
Table 3-24.Summary of flora species recorded during the field survey

No. No. Origin NCS 2012
of of End % Nati % Exoti % EX C C E V NT LC D N
famili spec emic ve c R R N U D E
es ies (P
E)
125 629 79 12.56 364 57.87 186 29.57 1 1 1 13 57 41 322 3 4
Note : EX – Extinct, CR (PE) Critically Endangered (Possibly Extinct)- CR- Critically

Endangered , EN - Endangered, VU – Vulnerable, NT - Near threaten, LC - Least concern,
DD – Data deficient, NE – Not evaluated
Significant number of (79) endemic species represents 12.6 % of the total plant species (17.8
% of the total indigenous species) in the study area. These endemic species range from
remnants of giant rainforest canopy trees such as Canarium zeylanicum, Vateria
copallifera and Dipterocarpus zeylanicus to herbs in forest floor such as Justicia ceylanica,
Knoxia zeylanica and Hedyotis nodulosa. List of endemic flora is given in table 3.25. All of
these endemic species were found in small numbers in sporadic localities, which reveals that a
highly diversified and expanded natural forest habitat has already being damaged mainly due
to human interventions.
Tree and shrub species are mainly restricted to stream banks and property boundaries.
Knoxia zeylanica, Murdannia spirata, Wrightia antidysenterica and Pothos hookeri had much
more distribution than other species. Ancistrocladus hamatus, Aponogeton rigidifolius,
Goniothalamus gardneri, Xylopia championii, Mesua thwaitesii, Diospyros oblongifolia,
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Elaeocarpus subvillosus, Paracroton zeylanicus, Rhynchoglossum gardneri, Taxillus incanus,

Memecylon fuscescens, Dendrobium maccarthiae and Symplocos coronata were found only in
one locality each. Abundance of endemic species (number of species and number of
individuals) were highest between Marapana to Pelmadulla while it was lowest from
Kahathuduwa to Ingiriya.
Seventy three (73) floral species which were observed during the survey falls under threatened
categories according to Red Data list – 2012. List of these species are given in table 3.26. A
full list of flora is attached as annex 3.7. Rinorea bengalensis, which is thought as an ‘extinct’
species in Sri Lanka was found at one study site near Kiriella Nadun Raja Maha Viharaya
outside of the proposed ROW (about 60 m outside) during this study (60 44.619’ N 800 15.850’
E). About 10 fully grown plants with some saplings in the vicinity were found within about 500
m² area. The habitat was a low lying area which is frequently inundated by flood water. It was
adjacent to a gravel road at the boundary of a rubber plantation and this site is heavily
vulnerable due anthropogenic activities. Location of this site with respect to the proposed
expressway ROW is presented in figure 3.34.
Flemingia macrophylla, which is considered as a ‘possibly extinct” species in Sri Lanka was
found at Kiribathgala Estate (60 35.875’ N 800 29.516’ E), which is about one
kilometer away from the proposed expressway ROW. Three plants were observed at the
vicinity. Plants were found at an edge of a gravel road, where the higher ground beyond this
road became open area after felling rubber trees. These plants could be the remnants
from the population of an already felled rubber plantation. Location of this site with respect
to the proposed expressway ROW is presented in figure 3.35. However, this species has
been reported to have a healthy population in a same type of rubber plantation near
Ellagawa (Jayasinghe at. el., 2014). “Endangered” species recorded during this study was
found in very limited numbers. Most of them are found only in a single location, and they are
mentioned as follows.
 Ancistrocladus hamatus – rubber plantation at Maputugala, stream bank at Kalu River
 Tylophora pauciflora – planted in home gardens for green leaves
 Aponogeton rigidifolius – natural pond at a upstream of a paddy field near Kiriella
 Areca concinna – Hedge between a rubber plantation and a home garden near Kiriella
 Rhopalephora scaberrima – Hedge beside a tea plantation at Ma Udella and at a
boundary of a rubber plantation at Dombagammana
 Dioscorea koyamae – Hedge at a rubber plantation near Ellagawa
 Archidendron bigeminum - Hedge at a rubber plantation near Ellagawa
 Rhynchoglossum gardneri – Two rocky stream banks at Gamekanda
 Memecylon fuscescens – Road embankment which is bordering to a rubber plantation
at Kalu River
 Dendrobium maccarthiae – On a Caetocarpus tree at a stream bank near Gamekanda
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 Mitragyna tubulosa – Seasonally flooding rubber plantation near Kiri Ella Raja
Maha Viharaya
 Symplocos coronata – Stream bank at Maputugala
 Sciaphila janthina – shady ground under trees at a hedge near Halpe
 A Strobilanthes species was found at two stream banks near Gamekanda, and most
probably it could be a new species to Sri Lankan check list. Same species has been
found in rain forests in Rathnapura district (personal observations).
Figure 3-34. Location of site of R. bengalensis with respect to expressway ROW
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Figure 3-35. Location of site of F. macrophylla with respect to expressway ROW
Table 3-25.List of endemic flora species recorded during the field survey
Family name Scientific name Common name Habit NCS 2012
Acanthaceae Justicia ceylanica Herb VU

Achariaceae Hydnocarpus j,a osjq,a Tree LC
octandra
Anacardiaceae Mangifera wegU" j,a wU" j,a Tree LC
zeylanica wegU
Anacardiaceae Semecarpus nÿ,a, Tree LC
gardneri
Ancistrocladaceae Ancistrocladus f.dak je,a" hlv Liana EN
hamatus je,a
Anisophyllaceae Anisophyllea je,smekak" Tree NT
cinnamomoides je,smshkak"
je,smshk
Aponogetonaceae Aponogeton flláh Aquatic herb EN
rigidifolius
Annonaceae Goniothalamus l¿ lEr Tree VU
gardneri
Annonaceae Xylopia championii o;aleáh Tree LC
Apocynaceae Cleghornia Liana VU
acuminata
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Apocynaceae Petchia ceylanica j,a lÿre" ji Shrub NT

lÿre" l=l=,a lÿre
Apocynaceae Wrightia boao" le<E boao" Shrub LC
antidysenterica iqÿ boao" j,a boao
Araceae Lagenandra flg, Aquatic herb LC
praetermissa
Araceae Pothos hookeri Vine VU
Arecaceae Areca concinna f,ka;ers Palm EN
Asteraceae Emilia exserta yq,ka;<d" lvqmyr Herb LC
Asteraceae Vernonia ySka fndaáh" mqmq," Shrub LC
zeylanicum j,a mqmq,
Burseraceae Canarium lel=K" osla lel=K Tree VU
zeylanicum
Calophyllaceae Calophyllum .=re lSk" ySka lSk Tree LC
calaba
Calophyllaceae Calophyllum fodU lSk" udm,a Tree VU
moonii lSk
Calophyllaceae Mesua thwaitesii osh kd Tree LC
Celastraceae Euonymus walkeri Shrub LC
Centroplacaceae Bhesa ceylanica we;a fyr,sh" Tree LC
m,ka." W!re fydË
Centroplacaceae Bhesa nitidissima Tree LC
Clusiaceae Garcinia quaesita f.drld" r;a Tree LC
f.drld
Commelinaceae Murdannia spirata Herb LC
Connaraceae Connarus je,a ro,sh Liana NT
championii
Convolvulaceae Argyreia populifolia .srs;s,a, Vine LC
Dichapetalaceae Dichapetalum Shrub NT
zeylanicum
Dilleniaceae Schumacheria lelsrsjrd Tree LC
castanifolia
Dilleniaceae Tetracera fldfrdi je,a" Liana LC
sarmentosa fldfrdiai
Dioscoreaceae Dioscorea f.dak," lyg Vine EN
koyamae f.dak," lsrs
f.dak,
Dipterocarpaceae Dipterocarpus fydr Tree NT
zeylanicus
Dipterocarpaceae Vateria copallifera y,a Tree VU
Ebenaceae Diospyros Tree VU
oblongifolia
Elaeocarpaceae Elaeocarpus .,a fjrˆ Tree NT
subvillosus
Euphorbiaceae Mallotus Tree LC
fuscescens
Euphorbiaceae Mallotus resinosus ud tËre Shrub LC
Euphorbiaceae Paracroton ´ˆ fm;a;" j,a Tree LC
zeylanicus lel=K
Fabaceae Adenanthera uia fudr Tree NT
aglaosperma
Fabaceae Archidendron Tree EN
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bigeminum
Gesneriaceae Rhynchoglossum Herb EN
gardneri
Lamiaceae Premna f,a fld< m<d Vine LC
procumbens
Lauraceae Cinnamomum fifj,a l=re÷" j,a Tree VU
dubium l=re÷
Lauraceae Cinnamomum l=re÷ Tree VU
verum
Lauraceae Litsea longifolia r;a lE,sh Tree LC
Loganiaceae Strychnos Liana NT
benthami
Loranthaceae Taxillus incanus Epiphyte NT
Malvaceae Durio ceylanicus lgqfndv Tree LC
Melastomataceae Lijndenia gardneri Shrub VU
Melastomataceae Memecylon Shrub EN
fuscescens
Melastomataceae Memecylon Shrub NT
petiolatum
Melastomataceae Memecylon rivulare msksnre Shrub VU
Melastomataceae Osbeckia octandra fndaúáhd" ySka Shrub LC
fndaúáhd
Monimiaceae Hortonia Tree VU
angustifolia
Moraceae Artocarpus nobilis neos fo,a" j,a Tree LC
fo,a" isxy, fo,a
Moraceae Ficus diversiformis Vine LC
Myristicaceae Horsfieldia rela" rela f.ä" Tree VU
iryaghedhi ;,ka" u<fndv
Myrtaceae Syzygium ng oU" osh oU" Tree LC
nervosum fldfnda u,a
Orchidaceae Dendrobium fjila u,a Epiphyte EN
maccarthiae
Pandanaceae Freycinetia walkeri úhflhshd Shrub NT
Phyllanthaceae Aporosa lanceolata Shrub LC
Phyllanthaceae Glochidion moonii nQ yqKqlsrs,a, Shrub LC
Phyllanthaceae Glochidion Shrub LC
nemorale
Phyllanthaceae Glochidion T¿me,sh" lsrs,a, Shrub LC
stellatum
Plantaginaceae Adenosma ly f.dak fld< Herb NT
camphoratum
Poaceae Ochlandra stridula ng" ng ,S" rK Shrub LC
ng
Polygalaceae Xanthophyllum m,, Shrub LC
zeylanicum
Primulaceae Ardisia moonii Herb LC
Rubiaceae Hedyotis nodulosa Herb VU
Rubiaceae Knoxia zeylanica t< r;au,a Herb NT
Rubiaceae Oldenlandia .eg fld< Herb VU
auricularia
Rubiaceae Wendlandia rdjKa bo, " jk Tree LC
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bicuspidata bo,
Rutaceae Micromelum j,a lrmsxpd Shrub LC
minutum
Sapindaceae Allophylus j,a fldínE Shrub LC
zeylanicus
Symplococeae Symplocos W.=vq y,a Tree EN
coronata
Zingiberaceae Amomum nQ lSrsh" ksh Shrub VU
echinocarpum
Table 3-26.List of threatened flora species recorded during the study
Family name Scientific name Common Origin Habit NCS 2012

name
Violaceae Rinorea Native Shrub EX
bengalensis
Fabaceae Flemingia j,a W÷ Native Shrub CR(PE)
macrophylla
Acanthaceae Phaulopsis Native Herb CR
imbricata
Anisophyllaceae Ancistrocladus Native Liana EN
hamatus
Apocynaceae Tylophora lsrs wÕ=K Native Vine EN
pauciflora
Aponogetonaceae Aponogeton flláh Endemic Aquatic EN
rigidifolius plant
Araceae Areca concinna f,ka;ers Endemic Palm EN
Commelinaceae Rhopalephora Native Herb EN
scaberrima
Dioscoreaceae Dioscorea f.dak," lyg Endemic Vine EN
koyamae f.dak," lsrs
f.dak,
Fabaceae Archidendron Endemic Tree EN
bigeminum
Gesneriaceae Rhynchoglossum Endemic Herb EN
gardneri
Melastomataceae Memecylon Endemic Shrub EN
fuscescens
Orchidaceae Dendrobium fjila u,a Endemic Epiphyte EN
maccarthiae
Rubiaceae Mitragyna ye,U Native Tree EN
tubulosa
Symplocaceae Symplocos W.=vq y,a Endemic Tree EN
coronata
Triuridaceae Sciaphila Native Herb EN
janthina
Acanthaceae Justicia Endemic Herb VU
ceylanica
Acanthaceae Rungia latior f.dv mqrela Native Herb VU
Acanthaceae Rungia longifolia Native Herb VU
Amaranthaceae Cyathula ìï lr,ayen Native Herb VU
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name
prostrata
Annonaceae Goniothalamus l¿ lEr Endemic Tree VU
gardneri
Annonaceae Uvaria narum mka.ka Native Liana VU
Apocynaceae Anodendron wiaje,a" ¥,a" Native Liana VU
paniculatum .erç ¥,a
Apocynaceae Chonemorpha nQ j,a wÕ=K" Native Liana VU
fragrans nQ lsrs je,a"
t¿ je,a
wÕ=K
Apocynaceae Cleghornia Endemic Vine VU
acuminata
Apocynaceae Ochrosia uÿ lÿre" Native Tree VU
oppositifolia f.dkak
Apocynaceae Gymnema uia neoao" ìï Native Vine VU
sylvestre kq.
Apocynaceae Hoya ovalifolia f.dkqlE" Native Vine VU
f.dksl
Araceae Pothos hookeri Endemic Vine VU
Arecaceae Calamus ySka fõ je,a" Native Liana VU
pseudotenuis fld< yka.,
Asteraceae Vernonia Native Tree VU
arborea
Balsaminaceae Impatiens l+v¿ Native Herb VU
flaccida
Burseraceae Canarium lel=K" osla Endemic Tree VU
zeylanicum lel=K
Cactaceae Rhipsalis Native Epiphyte VU
baccifera
Calophyllaceae Calophyllum fodU lSk" Endemic Tree VU
moonii udm,a lSk
Clusiaceae Garcinia ufvd,a Native Tree VU
echinocarpa
Commelinaceae Murdannia Native Herb VU
loriformis
Cucurbitaceae Gymnopetalum Native Vine VU
scabrum
Cucurbitaceae Zanonia indica Native Vine VU
Cucurbitaceae Zehneria Native Vine VU
thwaitesii
Dioscoreaceae Dioscorea f.dak, Native Vine VU
spicata
Dioscoreaceae Trichopodium ìï fmd,a Native Herb VU
zeylanicum
Dipterocarpaceae Vateria y,a Endemic Tree VU
copallifera
Droseraceae Drosera indica l÷,eiai Native Herb VU
Ebenaceae Diospyros Endemic Tree VU
oblongifolia
Euphorbiaceae Acalypha ´l=re Native Tree VU
spiciflora
Fabaceae Albizia chinensis yq,ka udr" Native Tree VU
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name
ln,a udr
Fabaceae Cynometra iripa ´mˆ Native Tree VU
Fabaceae Pericopsis keÿka Native Tree VU
mooniana
Fabaceae Saraca asoka osh r;U,d" Native Tree VU
wfYdal"
wfidal" osh
r;a u,a"
fydamˆ
Fabaceae Smithia conferta Native Herb VU
Lauraceae Cinnamomum fifj,a l=re÷" Endemic Tree VU
dubium j,a l=re÷
Lauraceae Cinnamomum l=re÷ Endemic Tree VU
verum
Lentibulariaceae Utricularia Native Herb VU
striatula
Melastomataceae Lijndenia Endemic Shrub VU
gardneri
Melastomataceae Memecylon msksnre Endemic Shrub VU
rivulare
Monimiaceae Hortonia Endemic Tree VU
angustifolia
Myristicaceae Horsfieldia rela" rela Endemic Tree VU
iryaghedhi f.ä" ;,ka"
u<fndv
Nymphaeaceae Nymphaea udfk,a Native Aquatic VU
nouchali plant
Phyllanthaceae Margaritaria lrõ" uy Native Tree VU
indica lrõ
Poaceae Coix lacryma-jobi lsrs|s Native Grass VU
Rubiaceae Geophila repens w.= l¾Ks" Native Herb VU
ul=¿jekak
Rubiaceae Hedyotis W,a jerKsh" Native Herb VU
neesiana msg iqÿ m<d
Rubiaceae Hedyotis Endemic Herb VU
nodulosa
Rubiaceae Oldenlandia .eg fld< Endemic Herb VU
auricularia
Rutaceae Chloroxylon nqre; Native Tree VU
swietania
Sapotaceae Madhuca .x ó Native Tree VU
neriifolia
Simaroubacea Quassia indica iuord Native Tree VU
Thymelaeaceae Gyrinops walla mÜg j,a," Native Tree VU
j,a wy" j,a,
mÜg" j,a,
Urticaceae Boehmeria Native Shrub VU
glomerulifera
Zingiberaceae Amomum nQ lSrsh" ksh Endemic Shrub VU
echinocarpum
Zingiberaceae Elettaria lrouqx.=" Native Shrub VU
cardamomum tkid,a" rg
tkid,a
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3.3.2.2 Fauna species
A total of 392 fauna species were recorded during the survey, which belongs to 112 families.
Among them, 80 species are endemic and 72 species identified as ‘threatened’ species
according to Red Data List 2012. Summary of the faunal groups are listed below in the table
3.27 and a description on each group is given. Total list of faunal species recorded is given in
annex 3.8.
Table 3-27. Summary of fauna groups recorded in the project area
Fauna No. of No. of Endemic Native Exotic / NCS 2012

group families species Migrant CR EN VU NT LC DD NE
Mammals 17 29 04 25 00 00 04 03 00 22 00 00
Birds 49 120 07 98 15 00 01 01 10 108 00 00
Reptiles 09 31 13 18 00 00 05 02 01 23 00 00
Amphibians 07 22 15 07 00 00 08 04 02 08 00 00
Fish 15 47 22 22 03 01 10 03 05 22 01 02
Butterflies 06 103 08 93 02 00 01 13 11 78 00 00
Dragonflies 09 40 11 29 00 01 06 09 06 18 00 00
Total 112 392 80 292 20 02 35 35 35 279 01 02
 Mammals
There are four endemic mammal species found in the highway trace. Two of them are having
diurnal behaviors and other two are nocturnal. The endangered Sri Lanka Purple-faced langur
was found throughout the highway trace, namely at Kananwila, Maputugala, Ingiriya, Ellagawa,
Kalu River, Kiriella, Halpe, Panukarapitiya, Dombagammana, Kiribathgala and Gamekanda.
Mostly they were found in troops up to 15 individuals. Their habitats varied from rubber
plantations to well wooded home gardens. Another endangered species the Golden Palm Civet
was found only at once at a home garden near Dombagammana. This home garden links with
the Kiribathgala forest by a disturbed, secondary forest patch. Sri Lanka red slender Loris,
which is a vulnerable species, was found at Dombagammana and Halpe. Both times it was
found in trees at property boundaries. Although we encountered it only twice, it could be more
wide spread along the highway trace since suitable habitats were found throughout the trace
except in the towns. Its nocturnal as well as sluggish behavior makes it difficult to spot. Sri
Lanka toque monkey was found in fewer localities than Purple-faced langur. It has not
becomes a pest here as in many human settlements in dry zone.
Two more endangered species were found other than endemic species mentioned above.
Fishing cat was found at a rubber plantation near Kiriella and at a felled rubber
plantation near Dombagammana. Endangered Bush Rat was found on a gravel road within a
rubber plantation near Dombagammana.
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Wild Boar is the only large sized mammal found in the area. It has become a pest in villages
adjacent to Kiribathgala mountain range and less commonly found around Ellagawa. The
whole set of mammals found in this trace have very varied behaviors, which are summarized
below.
o Dunaral species – Squirrels, Monkeys
o Nocturnal species – Civets, Hare, Bats, Porcupine etc.
o Ground associated species – Mongoose, Porcupine, Rats, Hare
o Tree climbing species – Monkeys, Civets
o Water associated species – Otter
 Birds
Among the species found within the study site, there were seven endemic species. Sri Lanka
Yellow- fronted Barbet and Sri Lanka Hanging Parrot found commonly throughout the trace.
Sri Lanka Emerald-collared Parakeet had a much less distributions than above two species,
but found in fair numbers in localized places. Sri Lanka Jungle fowl was a common species in
the villages near Kiribathgala mountain range, but not found in other places. Sri Lanka Grey
Hornbill was found only at Ellagawa and Kiriella. Flocks of Sri Lanka Brown Capped Babbler
were found at Ellagawa and Maudella. Sri Lanka White Throated Flowerpecker which is a
vulnerable species was found only at a home garden near Kiribathgala. Only other species falls
under threatened category is Common Hawk-cuckoo. But its native population restricted only
to highlands of Sri Lanka and here it is represented by a migratory population.
Both forest species and water associated species comprised of nearly equal proportions.
Water associated species were much more abundant from Kahathuduwa to Urugala and then
from Kalu River to Halpe where paddy fields are abundant. In those sites Herons and Egrets
gather in large flocks when plowing the paddy fields, which is a seasonal activity. They move
from place to place within the plowing season for easy food, and in the remaining period they
spread out all over the habitat. Most of the forest species found in this trace are well distributed
throughout the home gardens and plantations. They never gather in large flocks as in water
associated species. Malabar Trogon is the only species which is restricted to pristine forest
habitats. It was found only once in a thicket at a property boundary near Kiribathgala.
Interestingly Indian Pea Fowl was found at Halpe, Panukarapitiya and Gamekanda. Distribution
of Pea fowl was restricted to Dry zone until last 10 years and now it is showing a distribution
extension to heart of the wet Zone. Indian Nightjar is also a usual dry zone species, but
occasionally found in wet zone. Among the migrants, Green sandpiper is a quite rare bird
which was found at a paddy field near Halpe.
 Reptiles
Both tetrapod reptiles and serpents were found during the study. Among them there were tree
climbing species, ground dwelling species, fossorial species and water associated species.
42% of the total representatives are endemic to Sri Lanka. Among the endemic lizard species,
Hump snouted lizard is the rarest species, which is considered as an endangered species in
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Red Data List 2012. It was found in a rubber plantation adjacent to a thicket near Maudella.
Whistling lizard also found only at one location which is found near Windwood tea factory near
Ingiriya. Sri Lankan kangaroo lizard was found in many places since wet and shady home
gardens are available within the highway trace. Both species of endemic as well as
endangered Day Geckoes ware found on exposed rocks in rubber plantations around Kiriella,
Halpe and Maudella and Kiribathgala. Much larger and endangered spotted giant-gecko
found at a rock crevice in a rubber plantation at Kiribathgala. Kandyan gecko was sporadically
found on trees of well wooded home gardens. Three endemic Lanka skinks were found on
under growth of rubber plantations and among wet leaf litter in home gardens.
Endangered Taylor’s lanka skink was found only near Windwood tea factory – Ingiriya. There
were three endemic serpent species found during the surveys. Checkered keel-back was a
common species found throughout the trace in water holes and streams where fish are
abundant. Schokari’s bronze back was found only near Ellagawa, but it could be a more wide
spread species since its preferred hedge habitat is found in many places. Moderately
venomous Stripe-necked hump-nosed viper was found twice in rubber plantations and once in
a home garden. This species also could have a much wider distribution. All the threatened
species are belong to endemic category and they are discussed above.
 Amphibians
Endemic amphibian percentage is even higher than reptiles, which holds a value of 68 %
among 22 species recorded. All the threatened species belongs to this category. They are very
sensitive to destruction and alteration of their wet, shady and unpolluted habitats. Less mobile
behavior of them further increase their vulnerability. As an example they can’t move from one
stream side habitat to another nearby stream side habitat across a tea plantation since they
can’t survive in the tea plantation even for one day. Amphibian diversity was highest at
streams and water pools around Watapotha. That habitat was inhabited by endangered
Hollow-snouted shrub frog, Reticulated thigh shrub frog, Schneider's shrub frog, Orange
canthal shrub frog and Lesser yellow banded caecilian and many other less threatened
species. Other endangered species found at following locations. Nollert's toad - Dela,
Anthropogenic shrub frog - Dela, Sri Lanka petite frog – Ma Udella. All these habitats show
remnant characters of a destroyed rain forest. Paddy field habitats were abundant with much
common species such as Indian skipper frog, Indian green frog, Common paddy field frog and
Jurdon's bullfrog.
 Fish
Forty seven percent (47%) of the fish species that were found during the survey are endemic to
Sri Lanka. Among them the only critically endangered species, Sri Lanka Varuna Laubuca was
found at a stream in between Ingiriya and Nambapana. Further there are 10 endangered
species and all of them are endemic to Sri Lanka. All these species maintain healthy
populations, but in highly localized places except Sri Lanka Lipstick Goby and Sri Lanka
Golden Rasbora. These two species were found only at the place where Varuna Laubuca was
found and at Dombagammana respectively. Abundance of other endangered species was high
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in streams and streamlets from Ingiriya to Halpe and then again in streams flowing from
Kiribathgala mountain range. All these streams had clear water, which indicates that erosion
level is very low in their upper catchments. Much larger streams were always found at property
boundaries and they had natural vegetation in stream banks. Large trees at banks provide
enough shade required by these endangered species. Interestingly streamlets that were found
within rubber plantations also host many endangered species. Even though there is no natural
vegetation, rubber trees were able to provide required shade for these species. The habitat is
further enriched by leaf litter that is sunk in the stream bottom, which provides hiding places as
well as breeding grounds. Most common endemic species was Sri Lanka Stone Sucker. It was
found in any fast flowing stream irrespective of the shade. Abundance was followed by Sri
Lanka Filamented Barb and Sri Lanka Walking Catfish. Although Mahseer, Murrel and Green
Chromide were found in the study area, no any larger individuals found. Most probably these
streams are the breeding localities of these large species that inhabit in the Kalu River and
seasonally comes up stream for breeding.
It is noteworthy to mention here that the Marbled Spiny Eel, a species thought to be extinct was
rediscovered in 2014 in a field canal of a paddy field at Ingiriya (de Silva et. al.). This highway
trace is passing through many such canals at Ingiriya and there is a possibility to find this
species here.
There are three exotic species found to be maintaining naturalized populations. Nile Thilapia
was found in canals at paddy fields. Mosquito Fish and Guppy were found in a pristine stream
near Dombagammana. Most probably they could be released by houses of plantation workers
who live in the vicinity. There is a high possibility to having a threat by these two species for
native fish as well as other aquatic creatures such as crustaceans and dragonfly nymphs.
 Butterflies
Among the 103 butterfly species found in the study area, eight (8) of them are endemic to Sri
Lanka. Endangered Sri Lankan Rose found only around Ellagawa. It is possible that it could
having breeding populations in some other places, since it sole larval food plant Thottea
siliquosa, found in patchy hedges from Ingiriya to Halpe. Sri Lanka One Spot Grass Yellow, Sri
Lanka Tree Nymph, Sri Lanka Cerulean and Sri Lanka Milky Cerulean are the other endemic
butterflies that falls under threatened category. Sri Lanka Cerulean is the most abundant of
them and found at shady places around streams. Other two species found only once. Least
concerned Sri Lankan Black Flat also found only once near Ellagawa, which is usually a
common butterfly of central highlands. Sri Lanka Pale Ceylon 6-Lineblue found with breeding
populations in sporadic locations throughout the highway trace, when its larval food plant
Dimocarpus longan is available. Any way this butterfly population is in a threat due to
destruction of its larval food plant. In many occasions, only saplings were found in this much
larger tree. Sri Lankan Lesser Albatross found in the study site when they are in migration.
Vulnerable species Black Prince, Giant Redeye and Conjoined Swift was found only once
within the study site. Other vulnerable species Blue Glassy Tiger, Common Redeye, Common
Banded Demon and Dark Palm Dart found quite abundantly throughout the highway trace.
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Most of these endemic as well as threatened species restricted their distribution to well wooded
areas with the presence of their larval food plants. Sunny open areas such as home gardens,
highland cultivations and paddy fields were abundant with sun loving, common and widely
spread species. Out of the 103 butterfly species that were found, 41 species recorded with
their breeding populations. Many of the common butterflies used cultivated plants as well as
common way side weeds as their larval food plants.
 Dragonflies
Considerable number of dragonfly species was found in the study site due to high availability of
habitats with water. Their habitats were varied from canals and ponds at paddy fields to clear
crystal watered, shady streams in well wooded areas. Vegetation at stream banks provides
habitats for adult dragonflies while water bodies host early stages of them. Most of the endemic
and threatened species were restricted to the later mentioned habitats. Among the 11 endemic
species, one species was found that is critically endangered. Sri Lanka Brinck's Shadow-
damsel is found only once at a stream near Dombagammana. All the endangered species
except Pale-faced Forest skimmer are also endemic to Sri Lanka. Among them Sri Lanka
Green's Gem is the only species found in canals at paddy field habitats while all the others
found in streams and streamlets within rubber plantations and at property boundaries. Three
other endemic species are belonging to vulnerable category.
3.4 An assessment of existing socio-economic and cultural

environment
Proposed Ruwanpura expressway will be located within Colombo and Kalutara districts of
Western province and Ratnapura district of Sabaragamuwa province. A total of eight (8)
Divisional Secretary Divisions (DSDs) with be intersected by the proposed trace of this
expressway and there are 64 Grama Niladari Divisions (GNDs) belonging to these DSDs within
the proposed ROW. These DSDs and GNDs could be considered as the directly affected
administrative divisions with respect to the project. This section of the report discuss about
the settlements within this directly affected administrative divisions, the socio-economic
profile of the project affected population and availability of infrastructural facilities. It also
discusses about planned development activities within the two provinces, information on
archeologically important sites and environmental problems encountered in the project
influence area. Table 3.28 below summarizes the administrative divisions intersected by the
project and annex 3.9 presents a map based on the affected administrative divisions with
respect to the proposed trace. This map also includes the names of GNDs affected in each DS
division.
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Table 3-28. Administrative divisions intersected by the proposed expressway trace

Province District Divisional No. of Local Authority
Secretary Grama
Division Niladari
Divisions
Western Colombo Homagama 4 Homagama PS
Kalutara Horana 11 Horana UC, Horana
PS
Ingiriya 12
Sabaragamuwa Ratnapura Kiriella 9 Ayagama PS
Kuruwita 4 Kuruwita PS
Ratnapura 11 Ratnapura MC,

Ratnapura PS
Pelmadulla 9 Pelmadulla PS
Nivithigala 4 Nivithigala PS
Note: MC – Municipal Council, US – Urban Council, PS – Pradeshiya Sabha
3.4.1 Details of immediate surroundings and the direct impact project area
Boundaries of the above 64 GNDs were considered as the project surrounding for the social
study and the direct impact area was considered as the land area intersected by the proposed
ROW for the expressway. Table 3.29 below represents the land area affected in each stage of
the project.
Table 3-29. Distribution of land area of road influential administrative divisions and
percentage to the country’s land extent
Administrative Land extent – km2 Percentage to the

Divisions country’s land extent
# ROW (0.005%)
1. Stage - 1 0.879
2. Stage - 2 1.518
3. Stage - 3 0.891
Total 3.288
DS Divisions
1. Homagama 121
2. Horana 109
3. Ingiriya 90
4. Kiriella 81
5. Kuruwita 174 (1.83%)
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Administrative Land extent – km2 Percentage to the

Divisions country’s land extent
6. Rathnapura 324
7. Pelmadulla 146
8. Nivithigala 156
Total 1,201
Districts
1. Colombo 699
2. Kalutara 1,598 (8.49%)
3. Rathnapura 3,275
Total 5,572
Sri Lanka 65,610
Source : Survey Department, and LARS, May 2015 – August 2015
The eight DSDs in the three districts influenced by the project cover a land area of 1,201 km2,
approximately, accounting for 1.83% of the country’s total land area. Proposed ROW
(including the service corridor) accounts approximately to 3.288 km2 which is about 0.27
percent of the total land area of the eight DSDs.
3.4.1.1 Summary of affected households, lands and industries
As indicated in section 3.1 of this report the proposed expressway trace is set out to be located
over residential, agricultural and industrial (plantation) lands. These land use type are observed
within the proposed ROW for the expressway. A Land Acquisition and Resettlement Survey
(LARS) were carried out during May to August, 2015 along the proposed ROW to ascertain
details of lands affected, Households affected. The socio-economic profile of the affected
households was also collected during this survey. Below table summarizes the number of
households (i.e. residential and highland land lots), paddy lands and private enterprises
affected within the proposed ROW. The details are presented in DSD wise segregated in to the
three stages of the project.
Table 3-30. Number of households, paddy lands and industries within the ROW
Divisional Affected Affected Private Total

Secretary residential paddy lands enterprises and
Division households/ plantations
highlands
Homagama 75 42 0 117
Horana 195 123 3 321
Ingiriya 111 78 1 190
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Divisional Affected Affected Private Total

Secretary residential paddy lands enterprises and
Division households/ plantations
highlands
Total 381 (61%) 243 (38%) 4 (1%) 628

Ingiriya 73 41 1 115
Kiriella 320 78 1 399
Kuruwita 82 33 2 117
Ratnapura 182 27 2 211
Total 657 (78%) 179 (21%) 6 (1%) 842
Ratnapura 136 23 0 159
Pelmadulla 149 37 1 187
Nivithigala 130 4 4 138
Total 415 (86%) 64(13%) 5 (1%) 484
Grand Total 1,453 (74%) 486 (25%) 15 (1%) 1,954
Source: LARS, May 2015 – August 2015
As indicated in above table a clear majority (74%) of the affected land lots are residential and
highlands. Although the highest land area in take for the ROW is in stage 2 (refer table 3.29),
the highest affected residential and highland households are in stage 3. This is due to the fact
that the trace in stage 3 passes along the foothill of Kiribathgala mountain which has been
habituated by people.
Table 3.31 below further analyses the sub-division of Residential households/ highland and
paddy land categories. Present use of these land lots will be changed based on the expressway.
Table 3-31.Existing land use along the trace (residential, highland and paddy)
Stages Land Use

or
Land not in
use (shrubs,
Commercial
commercial
commercial
Residential
Residential
Residential
Agriculture
Agriculture
fallow land
(highland)
(Paddy)
barren,
crops
Other
Total
cum
cum
Stage - 1
No. of lots 219 11 34 43 243 48 19 7 624

Percentage 35% 2% 5% 7% 39% 8% 3% 1%
Stage - 2
No. of lots 298 8 42 149 179 117 37 6 836
Percentage 36% 1% 5% 18% 21% 14% 4% 1%
Stage - 3
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Stages Land Use
or
Land not in
use (shrubs,
Commercial
commercial
commercial
Residential
Residential
Residential
Agriculture
Agriculture
fallow land
(highland)
(Paddy)
barren,
crops
Other
Total
cum
cum
No. of lots 177 6 15 102 64 89 25 1 479
Percentage 37% 1% 3% 21% 13% 19% 5% 1%
Total
No. of lots 694 25 91 294 486 254 81 14 1,93
9
Percentage 36% 1% 5% 15% 25% 13% 4% 1%
Information from above table revels that majority of affected land belong to residential and
agriculture (paddy) categories. Table 3.32 below presents the affected land area with respect
to number of households (HH) affected in each district (stage wise breakdown).
Table 3-32. District wise distribution of affected land lots (residential/ highland and
paddy)
District DSD Number of HH Area affected

affected (Perches)
Stage - 1
Colombo Homagama 117 5,797.8
Kalutara Horana 318 23,458.0
Ingiriya 189 9,841.5
Total 624 39,097.3
(32%) (27%
Stage - 2
Kalutara Ingiriya 114 9,351.0
Rathnapura Kiriella 398 37,565.2
Kuruwita 115 10,624.0
Rathnapura 209 9,985.8
Total 836 67,526.0
(43%) (46%)
Stage - 3
Rathnapura Rathnapura 159 5,680.3
Pelmadulla 186 19,419.3
Nivithigala 134 14,549.0
Total 479 39,649.3
(25%) (27%)
Grand total 1,939 146,272.6
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Ownership or land tenure of affected lands was also questioned during the census survey of
affected persons (LARS). Table 3.33 presents the information on land tenure. It should be
noted that this table has been developed based on the responses of affected persons.
Table 3-33. Details of present land use type and tenure
Land tenure Land Use
Agriculture (Paddy)
(shrubs, barren, or
commercial crops
Residential cum
Residential cum
Land not in use

Commercial
commercial
Agriculture
Residential
fallow land
(highland)
Other
Total
Self-owned / Title holder 460 13 70 221 258 183 61 11 1,277
Government owned 32 3 2 17 4 16 4 1 79
land for rental or lease
Private owned land for 35 4 2 11 35 1 1 0 89
rental or lease
Share ownership 51 2 11 15 139 27 7 0 252
Squatter on govt. land 32 2 3 6 0 8 0 1 52
Squatter on private land 2 0 0 0 2 1 1 0 6
Uncertain ownership 35 1 0 6 11 4 0 1 58
Temple or Devala land 0 0 0 0 5 0 0 0 5
Others 47 0 3 18 32 14 7 0 121
Total 694 25 91 294 486 254 81 14 1,939
Information in table 3.33 shows that a clear majority of affected lots (65.8% of total) claims to
hold titles for the respective land. This is an important statistic with respect to planning of
resettlement and deciding on the terms of compensation. However, it should also be noted that
these figures are based on the LARS which will be further refined during detail design of the
project and more importantly during the land acquisition process.
3.4.2 Socio-economic and cultural profile of affected persons
The census survey of the Project Affected Persons (PAPs) carried out during May to August,
2015, revealed that a total of 5,830 persons are living within the proposed ROW. Socio-
economic and cultural aspects of these PAPs are discussed below.
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Table 3-34. Distribution of PAPs with respect to ROW
Stage of Population Lots Total land Average

expressway (Residential/ area land area
highlands & (perches) (perches)/
paddy) person
Stage - 1 1,456 624 39,097.3 26.85
Stage - 2 2,616 836 67,526.0 25.81
Stage - 3 1,758 479 39,649.3 22.55
Total 5,830 1,939 146,272.6 25.09
LARS, May 2015 – August 2015
As per the information in above table the majority of PAPs are within stage 2 of the proposed
project. However, the land per affected person ratio is highest in stage 1 while it is lowest for
PAPs in stage 3. This will be an interesting figure in deciding the average land holding size in
resettlement planning.
3.4.2.1 Gender composition of the population
Male to female ration of the PAPs was almost equal to the national figure. Gender composition
of the PAPs is discussed in below table. It also presents the gender distribution in each project
influenced DSD.
Table 3-35. PAPs in each project stage segregated in to gender
Administrative Divisions Total Male Female

Population No. % No. %
# ROW
1. Stage -1 1,456 699 48.0 757 52.0
2. Stage - 2 2,616 1,276 48.8 1,340 51.2
3. Stage - 3 1,758 880 50.0 878 50.0
Total 5,830 2,855 49.0 2,975 51.0
DS Division
1. Homagama 236,201 116,047 49.1 120,154 50.9
2. Horana 112,815 54,665 48.5 58,150 51.5
3. Ingiriya 53,645 26,326 49.1 27,319 50.9
4. Kiriella 32,479 16,064 49.5 16,415 50.5
5. Kuruwita 95,280 47,420 49.8 47,860 50.2
6. Rathnapura 118,686 58,626 49.4 60,060 50.6
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Administrative Divisions Total Male Female

Population No. % No. %
7. Pelmadulla 89,411 44,513 49.8 44,898 50.2
8. Nivithigala 59,985 29,998 50.0 29,987 50.0
Total 798,502 393,659 49.3 404,843 50.7
District
1. Colombo 2,309,199 1,136,527 49.2 1,172,672 50.8
2. Kalutara 1,217,374 590,567 48.5 626,807 51.5
3. Rathnapura 1,081,664 534,710 49.4 546,954 50.6
Total 4,608,237 2,261,804 49.1 2,346,433 50.9
Sri Lanka 20,263,723 9,832,401 48.5 10,431,322 51.5
Source: Census & Statistic -2012, Web site – www.statistics.gov.lk # LARS, May 2015 –
August 2015
3.4.2.2 Distribution of population by age and dependency ratio
The age distribution of population is useful in explaining population dynamics with regard to
labor force and dependency status of population. The dependency ratio provides the number of
dependence who cannot stand on their own for living, i.e. the children and aged people per
each working person, often for 100 working persons.
The age distribution shows maturing status of population, which is necessary for
demographic planning, forecasting of educational and health care demand specific for
particular ages. With regard to economic productivity, the size of active population and its age
distribution among different ages are important in assessing productivity aspects of the
population. The dependency ratio in project influential different administrative areas as against
the country’s situation is depicted below.
Table 3-36. Age distribution and dependency ratio of PAPs and in project influential
administrative divisions
Administrative Divisions Total Age categories Dependency

Population ratio
Under 15 15 – 59 60 &
years years above
# ROW
1. Stage - 1 1,456 350 874 232 66.5
2. Stage - 2 2,616 603 1,648 365 58.7
3. Stage - 3 1,758 398 1,142 218 53.9
Total 5,830 1,351 3,664 815 59.1
DS Division
1. Homagama 236,201 53,162 152,111 30,928 56.0
2. Horana 112,815 25,798 70,491 16,526 61.0
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Administrative Divisions Total Age categories Dependency

Population ratio
Under 15 15 – 59 60 &
years years above
3. Ingiriya 53,645 12,689 33,553 7,403 60.0
4. Kiriella 32,479 7,278 20,327 4,874 60.0
5. Kuruwita 95,280 22,508 60,105 12,667 59.0
6. Rathnapura 118,686 29,540 74,306 14,840 60.0
7. Pelmadulla 89,411 21,245 56,717 11,449 58.0
8. Nivithigala 59,985 14,789 37,806 7,390 59.0
Total 798,502 187,009 505,416 106,077 58.0
Districts
1. Colombo 2,309,199 519,729 1,481,258 308,212 56.0
2. Kalutara 1,217,374 303,019 744,256 170,099 64.0
3. Rathnapura 1,081,664 268,267 675,793 137,604 61.0
Total 4,608,237 1,088,271 2,904,830 616,200 59.0
Sri Lanka 20,263,723 5,228,927 12,566,467 2,468,329 61.3
Source: Census & Statistics -2012, Web site – www.statistics.gov.lk , # LARS, May 2015 –
August 2015
Figures in above table shows that dependency ratio of the PAPs (around 58.0%) is less than
the national ratio (of 61.3%), which means that there is less number of dependent persons
among the PAPs.
3.4.2.3 Distribution of population by ethnicity in project affected area
Sinhalese are the majority with respect to the PAPs within the ROW and project influence area.
The details are summarized in table 3.37.
Table 3-37. Ethnic compositions in the project influential administrative divisions
Administrative Total Ethnic groups

Divisions Populatio Sinhales Sri Indian Moor & Burgh Sri
n e Lanka Tamil Malay er Lanka Other
Tamil Chitty s
# ROW
1. Stage -1 1,456 1,440 16 - - - - -
2. Stage - 2 2,616 2,540 69 - 3 - - 4
3. Stage - 3 1,758 1,513 119 - 126 - - -
Total 5,830 5,493 204 - 129 - - 4
(94.2%) (3.5%) (2.2%) (.06%)
DS Divisions
1. Homagam 236,179 231,878 1,907 460 1,163 511 57 203
a
2. Horana 112,441 110,122 698 1,329 141 123 3 25
3. Ingiriya 53,645 48,155 1,978 3,452 19 9 0 32
4. Kiriella 32,457 31,245 387 800 18 6 0 1
5. Kuruwita 95,280 87,195 5,533 680 1,772 19 0 81
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Administrative Total Ethnic groups

Divisions Populatio Sinhales Sri Indian Moor & Burgh Sri
n e Lanka Tamil Malay er Lanka Other
Tamil Chitty s
6. Rathnapur 119,368 94,138 12,495 7,097 5,505 59 3 71
a
7. Pelmadulla 89,411 76,334 6,873 5,602 477 26 10 89
8. Nivithigala 59,973 49,014 3,316 7,110 510 5 0 18
Total 798,772 728,081 33,187 26,530 9,605 758 73 520
(91.1%) (4.2%) (3.3%) (1.2%) (0.1%) (0.01%) (0.1%)
Districts
1. Colombo 2,309,809 1,771,319 231,318 27,336 255,191 13,304 1,314 10,027
2. Kalutara 1,217,260 1,054,991 24,362 23,611 112,873 968 20 435
3. Rathnapura 1,082,277 942,244 54,658 62,595 21,820 325 28 607
Total 4,609,346 3,768,554 310,338 113,542 389,884 14,597 1,362 11,069
(81.8%) (6.7%) (2.5%) (8.5%) (0.3%) (0.03%) (0.2%)
Sri Lanka 20,263,723 15,173,82 2,270,92 842,323 1,910,0 37,061 6,075 23,511
0 (74.9%) 4 (4.2%) 09 (0.2%) (0.04%) (0.1%)
(11.2%) (9.4%)
Source: Census & Statistics -2012, Preliminary Report (Provisional – 11), # LARS, May 2015 –
August 2015
3.4.2.4 Distribution of population by religion in project influential area
Table 3.38 presents the PAPs details with respect to the religions they worship. It was
recorded that 94% of the PAPs are Buddhists. The table also presents the status of population
with respect to religion in the eight affected DSDs.
Table 3-38. Religious composition of PAPs and in the project influential administrative
divisions
Administrative Total Religion

Divisions Populatio Buddhist Hindu Islam Roman Other Others
n Catholic Christian
s
# ROW
1. Stage - 1 1,456 1,436 7 - 5 - 8
2. Stage - 2 2,616 2,539 58 3 5 - 11
3. Stage - 3 1,758 1,513 96 126 23 - -
Total 5,830 5,488 161 129 33 - 19
(94.1%) (2.8%) (2.2%) (0.57%) (0.32%)
DS Divisions
1. Homagama 236,179 227,937 1,795 1447 3,101 1,825 74
2. Horana 112,441 109,320 1,440 172 789 686 34
3. Ingiriya 53,645 47,993 4,719 45 333 555 0
4. Kiriella 32,457 31,190 1,025 44 132 63 3
5. Kuruwita 95,280 86,834 4,945 2,032 854 605 10
6. Rathnapura 119,368 93,828 16,519 6,221 1,691 998 111
7. Pelmadulla 89,411 76,747 10,856 642 687 468 11
8. Nivithigala 59,973 49,039 9,447 580 508 395 4
Total 798,772 722,888 50,746 11,183 8,095 5,595 247
(90.5%) (6.4%) (1.4%) (1.0%) (0.7%) (0.03%)
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Districts
9. Colombo 2,309,809 1,631,999 182,342 271,719 157,120 63,591 3,038
10. Kalutara 1,217,260 1,016,632 39,773 114,422 38,080 8,029 324
11. Rathnapura 1,082,277 939,632 101,020 24,531 10,355 6,483 256
Total 4,609,346 3,588,263 323,135 410,672 205,555 78,103 3,618
(77.8%) (7%) (9%) (4.5%) (1.6%) (0.1%)
Sri Lanka 20,263,723 14,222,84 2,554,60 1,967,22 1,237,03 272,568 9,440
4(70.2%) 6 (12.6%) 7 (9.7%) 8 (6.1%) (1.3%) (0.05%)
Source: Census & Statistics -2012, Preliminary Report (Provisional – 11), # LARS, May 2015 –
August 2015
3.4.2.5 Distribution of PAPs by educational attainments and level of

education
The level of educational attainment of each PAP was also recorded during the LARS. Collected
information is presented in stage wise as shown in bleow tables 3-39A to 3-39C.
Table 3-39A. Educational attainments of PAPs in stage 1 of REP
Education Male Female Total

No. % Cu. % No. % Cu. No. % Cu.
% %
1.Phd 1 0.14 0.14 0 0.00 0.00 1 0.07 0.07
2.Post Graduate 3 0.43 0.57 2 0.26 0.26 5 0.34 0.41
3.Diploma 10 1.43 2.00 11 1.45 1.71 21 1.44 1.85
4.Graduate 27 3.86 5.86 26 3.44 5.15 53 3.64 5.49
5.G.C.E. (A/L) pass 70 10.01 15.87 102 13.48 18.63 172 11.81 17.3
6. G.C.E. (A/L) 58 8.30 24.17 67 8.85 27.48 125 8.59 25.89
7. G.C.E. (O/L) pass 112 16.02 40.19 88 11.62 39.1 200 13.74 39.63
8.Grades 6- G.C.E. 286 40.92 81.11 290 38.31 77.41 576 39.56 79.19
(O/L)
9.Grades 1-5 82 11.73 92.84 101 13.34 90.75 183 12.57 91.76
10. Waiting for 39 5.58 98.42 54 7.13 97.88 93 6.39 98.15
schooling(0-5 years)
11. Can place 4 0.57 98.99 8 1.06 98.94 12 0.82 98.97
signature
12.Illiterate 7 1.00 100.00 8 1.06 100.0 15 1.03 100.0
Total 699 100.00 757 100.00 1456 100.00
Table 3-39B. Educational attainments of PAPs in stage 2 of REP

No. % Cu. % No. % Cu. No. % Cu.
% %
1.Phd 3 0.24 0.24 24 0.07 0.07 4 0.15 0.15
2.Post Graduate 5 0.39 0.63 12 0.67 0.74 14 0.54 0.69
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3.Diploma 14 1.10 1.73 82 1.42 2.16 33 1.26 1.95

4.Graduate 47 3.68 5.41 146 5.15 7.31 116 4.43 6.38
5.G.C.E. (A/L) pass 162 12.70 18.11 475 15.67 22.98 372 14.22 20.6
6. G.C.E. (A/L) 132 10.34 28.45 140 11.42 34.4 285 10.89 31.49
7. G.C.E. (O/L) pass 130 10.19 38.64 153 10.45 44.85 270 10.32 41.81
8.Grades 6- G.C.E. (O/L) 544 42.63 81.27 210 35.45 80.30 1,019 38.95 80.76
9.Grades 1-5 152 11.91 93.18 69 10.90 91.2 298 11.39 92.15
10. Waiting for 73 5.72 98.9 19 6.12 97.32 155 5.93 98.08
11. Can place signature 7 0.55 99.45 9 0.89 98.21 19 0.73 98.81
12.Illiterate 7 0.55 100.00 1 1.79 100 31 1.19 100
Total 1,276 100.0 1,340 100.0 2,616 100.00
3-39C.Educational attainments of PAPs in stage 3 of REP

No. % Cu. No. % Cu. No. % Cu.
% % %
1.Phd 0 0.00 0.00 0 0.00 0.00 0 2.05 2.05
2.Post Graduate 0 0.00 0.00 1 0.11 0.11 2 0.74 2.79
3.Diploma 5 0.57 0.57 4 0.46 0.57 9 6.14 8.93
4.Graduate 25 2.84 3.41 34 3.87 4.44 59 13.14 20.07
5.G.C.E. (A/L) pass 117 13.30 16.71 160 18.22 22.66 277 37.83 59.90
6. G.C.E. (A/L) 63 7.16 23.87 78 8.88 31.54 141 12.34 72.24
7. G.C.E. (O/L) pass 106 12.05 35.92 111 12.64 44.18 217 8.02 80.26
8.Grades 6- G.C.E. 364 41.36 77.28 302 34.40 78.58 665 15.76 96.02
(O/L)
9.Grades 1-5 122 13.86 91.14 109 12.42 91.00 231 3.36 99.38
10. Waiting for 55 6.25 97.39 53 6.04 97.04 108 0.51 99.89
11. Can place 6 0.68 98.07 7 0.80 97.84 13 0.11 100.0
signature
12.Illiterate 17 1.93 100.0 19 2.16 100 36 0.00
Total 880 100.00 878 100.00 1758 100.00
It could be seen that there is a reasonable number of PAPs that have attained the educational
level beyond G.C.E. (O/L). This could be considered as an important aspect of the PAPs as
they are will literate and could be taken as an advantage in considering providing them with
employment opportunities in the project and to carry out the land acquisition process.
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3.4.2.6 Distribution of vulnerable households within PAPs
Households with aged household heads, female headed, disabled persons and with low
income are considered as vulnerable households. Table 3.40 below summarizes the number of
vulnerable households identified in each stage of the proposed project.
Table 3-40.Vulnerable households within the project trace
DS Divisions Vulnerable
Female Male - Physically
Headed Elderly Total elderly disabled
HH headed headed HH
HH HH
Stage – 1
Homagama 10 7 17 15 3
Horana 20 11 31 41 3
Ingiriya 12 11 23 23 7
Total 42 29 71 79 13
Stage – 2
Ingiriya 5 5 10 10 1
Kiriella 28 21 49 84 10
Kuruwita 9 7 16 24 2
Rathnapura 25 14 39 31 8
Total 67 47 114 149 21
Stage - 3
Rathnapura 16 11 27 26 1
Pelmadulla 16 9 25 36 7
Nivithigala 8 8 16 23 5
Total 40 28 68 85 13
Grand Total 149 104 253 313 47
As per above details it appears that 866 households (units) have vulnerability with
respect to household head and physically disable members.
3.4.2.7 Situation on employment
Main source of employment of PAPs in the ROW is given below on the basis of primary source
and secondary source.
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Table 3-41.Main categories of employment
Employment Primary source (No. Secondary source (No. Total

category of members) of members)
Stage Stage Stage Stage Stage - Stage -
-1 -2 -3 -1 2 3
Farmer 59 75 20 30 28 7 219 (7%)
Planter 8 32 88 9 57 81 275 (9%)
Agriculture Labor 7 32 15 0 10 1 65 (2%)
Non Agriculture 42 147 83 0 3 5 280 (9%)
Labor
Livestock farmer 7 7 4 3 0 2 23 (1%)
Miner 2 51 75 0 2 4 134 (4%)
Fishing 2 2 1 0 1 0 6 (-)
Self - 83 81 46 17 3 4 234 (8%)
Employment
Commercial 52 116 83 12 9 8 280 (9%)
activities
Garment 5 6 0 0 0 0 11 (-)
Manufacturer
Shop owner 4 10 4 2 1 1 22 (1%)
Government 79 206 100 0 0 0 385 (13%)
Services
Private Sector 198 236 130 2 2 0 568 (19%)
Forces & security 13 26 4 0 0 0 43 (1%)
Professionals 8 11 6 0 1 0 26 (1%)
Pensioners 45 89 39 0 0 1 174 (6%)
Others 70 90 45 19 80 25 329 (11%)
Total 682 1,217 743 94 197 139 3,074
According to above information, private sector is the highest employment category and the
second being government services. Self-employment is also at a considerable amount (8%).
Livestock farming, fishing, garment manufacturer, shop owner, forces and security and
professionals are very much marginal and does not exceed one percent. Though the area is
specialized for gem mining, only 4% are employed in gem mining. Employment category of
“others” is also at considerable amount when compared it with the other categories of
employment, which at 11 percent. Other category of employment includes drivers, foreign
employment, rental income and aids receivers.
3.4.2.8 Income and expenditure
The pattern of income and expenditure of any household gives an idea of their living standard.
Therefore, stage wise situation of income and expenditure along the trace is explained below
to identify their living condition from an economic point of view.
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Table 3-42A.Monthly income and expenditure of households in stage 1 of REP
Monitory value Income Expenditure

(Rupees) No. Percentage Cumulative No. of Percentage Cumulative
of % HH %
HH
 5,000 and below 4 1 1 4 1 1
 5,001 – 10,000 14 4 5 16 4 5
 10,001 – 20,000 45 12 17 49 13 18
 20,001 – 30,000 50 13 30 68 18 36
 30,001 – 40,000 56 15 45 68 18 54
 40,001 – 50,000 58 15 60 48 13 67
 50,001 – 99 26 86 84 22 89
100,000
 100,001 – 36 9 95 23 6 95
200,000
 200,001 – 7 2 97 5 1 96
300,000
 300,001 and 7 2 99 7 2 98
over
 No response 5 1 100 9 2 100
Total 381 100 381 100
Table 3-42B.Monthly income and expenditure of households in stage 2 of REP

of % HH %
HH
1. 5,000 and below 8 1 1 6 1 1
2. 5,001 – 10,000 24 4 5 31 5 6
3. 10,001 – 20,000 80 12 17 109 17 23
4. 20,001 – 30,000 103 16 33 120 18 41
5. 30,001 – 40,000 93 14 47 95 15 56
6. 40,001 – 50,000 75 11 58 81 12 68
7. 50,001 – 185 28 86 154 23 91
100,000
8. 100,001 – 49 8 94 42 6 97
200,000
9. 200,001 – 12 2 96 6 1 98
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of % HH %
HH
300,000
10. 300,001 and 10 1 97 3 - 98
over
11. No response 18 3 100 10 2 100
Total 657 100 657 100
Table 3-42C.Monthly income and expenditure of households in stage 3 of REP
Monitory value (Rupees) Income Expenditure

No. of Percenta Cumul No. of Percentag Cumul
HH ge ative % HH e ative %
1. 5,000 and below 4 1 1 6 2 2
2. 5,001 – 10,000 9 2 3 10 2 4
3. 10,001 – 20,000 57 14 17 56 14 18
4. 20,001 – 30,000 77 18 35 104 25 43
5. 30,001 – 40,000 69 17 52 72 17 60
6. 40,001 – 50,000 36 9 61 52 13 73
7. 50,001 – 100,000 109 26 87 78 19 92
8. 100,001 – 200,000 28 7 94 26 6 98
9. 200,001 – 300,000 2 - - 3 1 99
10. 300,001 and over 16 4 98 2 - 99
11. No response 8 2 100 6 1 100
Total 415 100 415 100
With the present state of the cost of living in the country, the households with a monthly income
and expenditure below Rs. 10,000 could be considered as economically vulnerable.
3.4.3 Housing and infrastructure facilities
The condition of a house mainly depends on three sections as floor, walls and roof. Out of
these three sections, type or material used for the roof highlights its durability as well as
security of the human being living in the house. On the other hand, a permanent roof cannot be
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held without a permanent base of the housing structure like permanent foundation as well as
permanent walls.
Therefore it could be stated that the material use for roofing gives an idea about the condition
of the structure.
If a house uses permanent material such as tiles, asbestos or concrete for roof it could be
assumed as a permanent house due to its compulsory requirements of permanent foundation
and permanent walls. Therefore, in this study material used for roof is considered to evaluate
the condition of housing as a short cut without considering the other two factors of material use
for foundation or walls. All structures used as dwellings, shops and shop cum houses within the
proposed ROW were surveyed for the housing condition. Results of this survey are
summarized in below table along with information on DS division wise.
Table 3-43.Details of housing condition along the proposed ROW of REP
Administrative Housing condition by roof Total No.

divisions Permanent Semi- Temporary Of
permanent housing
units
Total &
Tile or
(percent
Asbesto
Concret
Simple
Others
sheets
age)
hut
GI
s
*ROW
Stage - 1 279 8 287 13 0 7 307
Stage - 2 424 19 443 37 4 13 497
Stage - 3 260 10 270 12 5 12 300
Total 963 37 1,000 63 9 32 1,104
Colombo District
Homagama 54,721 3,964 58,685 1,770 222 62 60,739
(96%) (3%) (0.4%) (0.1%)
Kalutara District
Horana 26,873 631 27,504 1,234 80 65 28,883
(95%) (4%) (0.3%) (-%)
Ingiriya 11,882 296 12,178 1,466 64 93 13,801
(88%)
Rathnapura
District
Kiriella 7,268 1307,398 1,075 16 21 8,510
(86%) (13%) (0.2%) (0.3%)
Kuruwita 19,766 371 20,137 3,298 121 121 23,677
(85%) (14%) (0.5%) (0.5%)
Rathnapura 23,692 1,177 24,869 5,603 100 42 30,614
(81%) (18%) (0.3%) (-)
Pelmadulla 18,392 495 18,887 3,849 67 28 22,831
(83%) (17%) (0.3%) (0.1%)
Nivithigala 12,106 204 12,310 2,987 53 15 15,365
(80%) (19%) (0.3%) (0.2%)
Source :LARS, May 2015 – August 2015 and Dept. of Census & Statistics 2012
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As per the above information the permanent type of houses of the total structures is around
90% of the total housing units within the proposed ROW. This is an important aspect in
resettlement planning of the project affected population who will need to be physically
resettled.
3.4.3.1 Availability of sanitary facilities
Availability of sanitary facilities is also a good indicator to measure the standards of living and
the value of housing. Table 3.44 depicts the toilet facilities available in the households of
relevant DSDs. According to this information 89%, households have toilets exclusively for their
own use.
Table 3-44.Sanitary facilities available in DSD level
Administrative Within the Outside the Others

Divisions unit unit
but sharing
with other
with other
toilet
No toilet at
Exclusively
Exclusively
with others
Common /
No. of HH
Sharing
Sharing
for HH
for HH
Public
Toilet
HH
HH
No
all
Colombo district
Homagama 60,999 35,259 1,260 21,123 2,776 500 37 44
(58%) (2%) (34%) (5%) (1%) (0.1%) (0.1%)
Kalutara District
Horana 28,965 12,842 729 13,863 1,196 311 5 19
(44%) (2%) (48%) (4%) (1%) (0.03%) (0.07%)
Ingiriya 13,801 4,356 247 8,090 852 208 19 29

(32%) (2%) (58.6%) (6%) (2%) (0.14%) (0.2%)
Rathnapura District
Kiriella 8,602 2,428 294 5,119 513 210 11 27
(28%) (3%) (60%) (6%) (2%) (0.1%) (0.3%)
Kuruwita 23,714 3,839 280 17,045 1,826 609 37 78
(16%) (1%) (72%) (8%) (3%) (0.2%) (0.3%)
Rathnapura 30,642 11,798854 15,124 1,918 614 109 225
(38%) (3%) (49%) (6%) (2%) (0.4%) (1.0%)
Pelmadulla 22,851 4,183 327 15,446 1,826 862 63 144
(18%) (1.4% (68%) (8%) (4%) (0.3%) (0.6%)
)
Nivithigala 15,385 1,475 465 11,049 1,504 715 145 32
(10%) (3%) (72%) (10%) (5%) (1%) (0.2%)
Total 204986 76,180 4,456 106,85 12,411 4,029 426 598
(37%) (2%) 9 (52%) (6%) (2.5%) (0.2%) (0.3%)
Source: Dept. of Census & Statistics Web site, 2012 data
Table 3.45 below discusses the availability of sanitary facilities of the dwellings within the
proposed ROW, segregated to the three stages.
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Table 3-45.Sanitary facilities available in dwellings within the proposed ROW
ROW & Categorization of sanitary facilities Total

Stages Water seal Commode Pit type No toilets Others
Stage - 1 262 29 5 11 0 307
Stage - 2 417 46 6 27 1 497
Stage - 3 257 30 4 8 1 300
Total 936 105 15 46 2 1,104
(85%) (10%) (1%) (4%) (0.2%)
Source:LARS, May 2015 – August 2015
Information of above table shows that clear majorities of dwelling in all three stages are
equipped with water sealed sanitary facilities, and only four percent has no toilet facilities.
Residents of such dwellings usually use open sources for their sanitary which in turn
contaminate surface and ground water sources near such open areas.
3.4.4 Availability of electricity and other energy sources
Availability of electricity attached to houses increase the standard of the living conditions and
the value of the housing. As per the information collected during land acquisition and
resettlement survey, 95% of the dwelling and other structures encountered had permanent
electricity supply from the national grid. The situation is similar or more favorable in the study
area than the relevant DS divisions except Homagama DS division in the area. Summary of
availability of electricity and other energy sources within the proposed ROW and affected
DSDs is presented in table 3.46.
Table 3-46.Availability of electricity and other energy sources
Administrative Type of lighting Total

Divisions Electricit Kerosene Solar Bio- Other
y gas
*ROW
Stage - 1 292 13 1 - 1 307
Stage - 2 475 12 0 - 10 497
Stage - 3 283 14 0 - 3 300
Total 1,050 39 1 - 14 1,104
(95%) (4%) (0.09%) (1%)
Colombo District
Homagama 59,861 1,063 35 03 37 60,999
(98%) (1.7%) (0.1%) (-) (0.1%)
Kalutara District
Horana 27,614 1,312 14 01 24 28,965
(95%) (5%) (-) (-) (-)
Ingiriya 12,705 1,076 10 05 05 13,801
(92%) (8%) (-) (-) (-)
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Rathnapura District
Kiriella 7,581 970 40 0 11 8,602
(88%) (11%) (0.5%) - (-)
Kuruwita 20,924 2,706 64 04 16 23,714
(88%) (11%) (0.3%) (-) (0.1%)
Rathnapura 26,569 3,894 140 12 27 30,642
(87%) (13%) (0.5%) (-) (-)
Pelmadulla 19,759 2,982 87 03 20 22,851
(86%) (13.6%) (0.4%) (-) (-)
Nivithigala 13,061 2,244 73 04 03 15,385
(85%) (14.6%) (0.4%) (-) (-)
Source :LARS, May 2015 – August 2015 and Dept. of Census & Statistics 2012
3.4.5 Sources of drinking water available within the proposed ROW
Piped born water facility could be considered as one of the safest drinking water source in Sri
Lanka which is provided by the National Water Supply and Drainage Board or the water
distributed by the Local Government Institutions through pipe lines after purification for
drinking. Availability of safe drinking water is directly linked with the standard of living. Thus the
socio-economic survey included a component to survey the water sources available for the
PAPs within the proposed ROW. Details of this aspect are presented in table 3.47.
Table 3-47.Availability of drinking water sources within the proposed ROW
Stages Sources of Drinking water Total

Pipe line Public Wells Other
Stand posts
Stage - 1 78 8 213 8 307
Stage - 2 223 7 227 40 497
Stage - 3 169 8 63 60 300
Total 470 23 503 108 1,104
(43%) (2%) (46%) (9%)
As per above information households within ROW have access to piped born water, but and all
most equal number depends on well water. It should be noted that well water often get
contaminated during flood events which is common especially in Kalutara and Ratnapura
areas. This aspect (providing safe source of drinking water) should be considered in
developing any resettlement sites for the physically displaced households. Table 3.48 presents
the situation in the affected DSDs with respect to availability of drinking water sources.
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Table 3-48.Availability of drinking water sources within the project affected DSDs
Administrative Principal sources of drinking water

Divisions Tap Well Others
&
Outside the
the
Rural water
Un protected
Bowser/Bottl
unit/premise
River/tank/s
pring/ etc.
premises)
Protected
Tube well
No. of HH
premises
ed water
projects
outside
supply
(within
Within
s
Colombo District
Homagama 60,999 12,215 562 43,684 729 286 3,298 19 206
(20%) (1%) (72%) (1%) (0.5%) (5%) (-) (0.5%)
Kalutara District
Horana 28,965 3,716 180 23,429 733 94 679 1 133
(13%) (1%) (81%) (3%) (0.3%) (2,3%) (-) (0.5%)
Ingiriya 13,801 1,126 183 9,450 615 251 1,787 5 384
(8%) (1%) (68.5%) (4.5%) (2%) (13%) (-) (2.8)
Rathnapura District
Kiriella 8,602 397 502 4,695 475 56 1,820 26 631
(4.6%) (5.8%) (55%) (5%) (1%) (21%) (0.3%) (7.3%)
Kuruwita 23,741 1,879 664 13,297 1,541 158 4,437 19 1,746
(8%) (3%) (56%) (6.5%) (0.7%) (18.7%) (0.1%) (7%)
Rathnapura 30,642 8,906 1,527 6,287 540 207 9,693 201 3,281
(29%) (5%) (20%) (2%) (1%) (31%) (1%) (11%)
Pelmadulla 22,851 4,236 1,351 6,206 1,380 244 5,128 69 4,237
(18%) (7%) (28%) (6%) (1%) (22%) (-) (18%)
Nivithigala 15,385 1,743 1,097 3,169 1,004 71 4,791 116 3,394
(11%) (7%) (21%) (6.5%) (0.5%) (31%) (1%) (22%)
Total 204,986 32,218 6,066 110,217 7,017 1,367 31,633 456 14,012
(16%) (3%) (54%) (3%) (1%) (15%) (0.2%) (7%)
Source: Dept. of Census & Statistics 2012
3.4.6 Availability of roads and other land based transport modes
As indicated in chapter two the proposed project area at present is connected by two main
highways with the economic capital of the country. There are many sub atrial roads that radiate
from A004 and A008 highways which provide accessibility to villages and towns within the
project area. The railway track which was operational up to Opanayake is now operating only
up to Avissawella.
3.4.7 Availability of health and educational facilities
All persons within the project affected DSDs have access to health and educational facilities.
Ingiriya M.O.H office and hospital, Kiriella divisional hospitals are located close to the proposed
ROW, while there is a base hospital at Ratnapura. Other than these main health facilities there
are numerous amount of clinics and private medical centers available within the project
affected DSDs.
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Olaboduwa Maha Vidyalaya, Kiriella Central College and Bulugahathenna School at Madala
GND, Pelmadulla are located close to the proposed ROW. Other than these schools there
are other government and private schools located within Homagama, Horana, Ingiriya, Kiriella,
Kuruwita, Ratnapura, Pelmadulla and Nivithigala DSDs.
3.4.8 Information on places of cultural and archeological importance
Information obtained from the “Resource profiles” of project affected DSDs reveal that there
are a number of religiously important places within the DSDs. Table 3.49 summarizes the
number religious places in each DSD.
Table 3-49. Religious places within each project affected DSD
DS Division Religiously important places
Sun Day
Schools
Mosque
Temple
Church
Devala
Kovil
Homagama 89 - - - -
Horana 58 3 5 35 43
Ingiriya - - - - -
Kiriella 24 - - - 20
Kuruwita 70 4 11 10 55
Rathnapura - - - - -
Pelmadulla 71 3 36 3 49
Nivithigala 33 - 22 - 29
Total 434 10 74 48 196
Source: Resource profiles, 2013 of affected DSDs
Archeological department conducted a detailed survey along the proposed expressway

corridor to identify places and monuments with cultural and archeological importance. A total of
25 such sites were observed during this survey. Except few buildings which are classified as
“Class C”, all other such sites are located outside the proposed ROW. Location details of these
sites are presented in table 3.50. Archeological department has submitted a detailed report to
RDA.
Table 3-50. Location details of sites with cultural and archeological importance
Location Name and description of Northing Easting Proximity Cultural
ID. site to ROW value
(m) (grade)
RPH001 Shop with old house 60 49’ 59.7” 790 59’ 00.6” <100 C
RPH002 Shop with old building 60 46’ 59.9” 790 59’ 01.3” <100 C
RPH003 Old house 60 46’ 0.95” 790 59’ 0.71” 100-200 C
RPH004 Olaboduwa Purana 60 46’ 9.3” 800 01’ 49.6” 100-200 A
Viharaya (temple)
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Location Name and description of Northing Easting Proximity Cultural

ID. site to ROW value
(m) (grade)
RPH005 Old house 60 47’ 25.7” 800 01’ 50.9” >200 C
RPH006 Uduwa Walawwa 60 45’ 44.3” 800 04’ 31.0” >200 C
(mansion)
RPH007 Cave complex of prehistoric 60 44’ 51.4” 800 08’ 50.3” >200 A
era
RPH008 Anduragala Bangalawa 60 45’ 10.5” 800 09’ 17.3” >200 C
(Bungalow)
RPH009 Shri Tapodanarama Maha 60 44’ 17.2” 800 10’ 55.5” <100 A
Viharaya (temple)
RPH010 Kabaragala Gallena (cave) 60 45’ 22.8” 800 15’ 20.7” >200 B
RPH011 Tomb monument 60 44’ 50.7” 800 15’ 48.8” >200 C
RPH012 Nadun Raja Maha Viharaya 60 44’ 58.7” 800 15’ 45.07” >200 A
(temple)
RPH013 Bridge on old railway track 60 43’ 37.2” 800 23’ 08.1” 100-200 C
RPH014 Bridge on old railway track 60 42’ 59.2” 800 22’ 14.8” >200 C
RPH015 Old railway station 60 41’ 4.1” 800 24’ 46.3” >200 C
RPH016 Old iron bridge at 60 40’ 800 24’ 46.4” >200 C

Ratnapura 52.03”
RPH017 Tomb monument 60 41’ 10.3” 800 25’ 12.0” <100 C
RPH018 Purana Angammana 60 41’ 0.3” 800 25’ 13.5” 100-200 A

Viharaya (temple)
RPH019 Elepola wewa (lake) 60 40’ 34.5” 800 25’ 51.9” >200 A
RPH020 A place with stone pillars 60 40’ 53.8” 800 25’ 40.5” >200 C
RPH021 Shri Jayasundararama 60 40’ 17.3” 800 25’ 36.4” <100 A

Mula Maha Viharaya
(temple)
RPH022 Ganegoda Purana 60 40’ 16.6” 800 25’ 38.9” <100 A
Viharaya (temple)
RPH023 Old railway station 60 40’ 7.6” 800 25’ 38.3” 100-200 C
RPH024 Cave 60 37’ 34.7” 800 28’ 53.03” >200 A

RPH025 Cave with manuscripts 60 37’ 23.0” 800 28’ 45.8” >200 A
Source: Archeological Impact Assessment REP (Dept. of Archeology)
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3.4.9 Details of planned development activities
Information on planned development activities were discussed during the meetings held with
divisional secretaries of project affected DSDs and district secretaries. Information collected
during these discussions and information available in recently published reports is summarized
below.
Table 3-51. Planned development activities at district level
Planned Development UDA planned projects

Activities Land Ownership Project Funding Date of
extent cost completion
Western province
Colombo
01. Slave Island 8 Acres UDA 6,000 Mn TATA 2016
redevelopment housing
project, stage - 1
02. Slave Island 3 Acres Railway, 1,100 Mn Foreign 2016/2017
redevelopment UDA, private
project, stage - 11
03. Makumbura new 21 Acres JICA, UDA, 3,000 Mn JICA, UDA, 2017/218
township RDA, Private RDA, Private
development project
04. Nugegoda 3 Acres UDA, Kotte 1,000 Mn Private 2017/2018
supermarket MC sector
development project
05. Beddagana Bio- - UDA 350 Mn World Bank 2015
diversity park &
Rampart nature park
06. Homagama town 12 Acres UDA, Private 600 Mn UDA 2016
development Private
07. Godagama town 4.5 Acres UDA 111 Mn UDA, Private 2016
development project
08. Mahenawatta town 120 Acres UDA 600 Mn UDA, Private 2016
development
Gampaha District
01. Delgoda Town 480 Private 105 Mn Treasury 2015
development Perches
02. Relocation of 25 Acres UDA 3,000 Mn Treasury 2016
Manning market -
Peliyagoda
Kalutara
01. Ama Uyana (Pilgrims 2 Acre, 1 Kalutara DS 30 Mn Kalutara 2016
park – Kalutara) R, 23 P temple trust
fund
02. Kalido rest house - 1 Acre, 16 UDA 100 Mn Private 2016
Kalutara P
03. Kalido beach park - 34 A, 3R, Kalutara DS 40 Mn Ministry of 2015
Kalutara 23P Economic
Development
04. Bus-stand 2A Kalutara UC 63 Mn WPPTA 2016
development stage-
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Planned Development UDA planned projects

Activities Land Ownership Project Funding Date of
extent cost completion
11 Kalutara
05. Beruwala town 8 A Beruwala UC 500 Mn BIO & 2016
development Private
sector
06. International class 11 A, 22P Beruwala DS 200 Mn Private 2016
yacht marine sector
07. Agalawatta shopping 2 R, 14 P Agalawatta 200 Mn Agalawatta 2015
complex PS PS
08. Beruwala beach strip 5 Km Beruwala DS 40 Mn CCD 2015
development (from
Beruwala–
Payagala)
09. Construction of 50 P Beruwala DS 90 Mn Beruwala PS 2016
Beruwala PS building & Ministry of
Fishery
10. Horana Bus stand 2 A, 1 R UDA 150 Mn Pre-sale 2016
development basis
11. Weekly fair at 1A, 16P Mathugama 53 Mn ADB 2015
Mathugama PS
12. Weekly fair at 50 P Walallawita 38 Mn ADB 2015
Ittepana PS
13. Weekly fair & PS 2A, 1R, Dodangoda 48 Mn ADB 2015
building at 15P PS
Dodangoda
14. Weekly fair at 3R, 3.78 P Bandaragama 25 Mn Ministry of 2015
Bandaragama PS Economic
Development
Sabaragamuwa province
Puraneguma
1. Town water supply 6.0 Km Ayagama PS 12 Mn - -
project Ayagama length
DSD for 500 families
2. Road & drainage 1 Km - 20 Mn Gamaneguma
network, distance & Maganeguma
Yakahatuwa,
Waththahinnakanda
road
3. Solid waste - - 6 Mn
management
4. Construction of - - 14 Mn
weekly fair (Ayagama
pola & Galathura
pola)
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3.5 Information on Natural Disasters

Low laying areas of Kalutara and Ratnapura districts are frequently affected by floods caused
by overflowing of Kalu River and its tributaries. On the other hand Colombo district is prone to
floods caused mainly by over flowing of Kelani River. Colombo district has now become
vulnerable to urban floods mainly caused by blockage of drainage paths mainly in urban
centers. Hilly areas of these two districts are also prone to landslides. Hazard profiles of Sri
Lanka jointly developed by the Disaster Management Centre and United Nations Development
Programme has clearly identified Kalutara and Ratnapura districts prone to floods and
landslides. Extracts from the Hazard Profiles of Sri Lanka with respect to these two districts in
terms of flood and landslides is presented below. Annex 3.10 & 4.2 include the details and
maps showing the inundation areas and landslide prone areas withrespect to the proposed
expressway trace. Information related to floods has been collected during the hydrological
study, while information on landslides was obtained from National Building Research
Organization.
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Environment
EnvironmentalImpact
ImpactAssessment
AssessmentReport
Report
Figure 3-36. Flood hazard map for Kalu river basin (Source: Hazard Profiles of Sri Lanka, Dec 2012)

[Date]
Figure 3-37. Landslide prone areas in Sri Lanka
(Source: Hazard Profiles of Sri Lanka, Dec 2012)
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4 Anticipated environmental impacts of proposed

project
As a project which will be located in the south west wet zone region of the country, it is inevitable
that the project will cause impacts on physical, biological/ ecological and social environments
discussed in chapter 3. Impacts will be beneficial and adverse in nature. Their significance will
vary, where some being short term minor to long term catastrophic. As discussed in section 1.4.6
the “Risk Assessment Matrix” approach was used to determine the significant impacts. The RAM
considered 19 key activities (two in pre-construction, 13 during construction and four during
operation) and 27 hazards or issues as follows;
Table 4-1. Key activities, hazards/ issues considered in the RAM
Key construction Hazards/ issues to consider Environment category of

activities issue
Survey works Physical displacement of Social environment
communities
Land acquisition Economical displacement of Social environment
people
Clearing & grubbing works Loss of relatives and community Social environment
Construction/ operation of Loss of community services Social environment
pilot road
Cutting of slopes Damage to vegetation beyond Biological environment
ROW
Earth works and rock Damage to habitats and eco- Biological environment
excavation systems
Tunnel works Road animal/ bird kills Biological environment
Soft ground treatment Depletion of natural resources Physical & Biological
environment
Construction of structures Soil erosion and sedimentation of Physical & Biological
water bodies environment
Operation of disposal sites Cut slope failure and land slides Physical, Biological &
Social environment
Operation of quarries and Loss of fertile soil and cropping Social environment
burrow sites lands
Operation of plants Accumulation and disposal of Biological & Social
spoil (including soil and muck) environment
Pavement works Blockage and changes to surface Physical, Biological &
hydrology Social environment
Lane marking and fixing of Lowering of groundwater and Physical, Biological &
road furniture ground subsidence Social environment
Rehabilitation of damaged Blockage and changes in Social environment
areas irrigation and drainage canals
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Key construction Hazards/ issues to consider Environment category of

activities issue
Cleaning & maintenance of Generation of dust Social & Biological
drainage structures environment
Maintenance of road Generation of noise Social & Biological
surface and furniture environment
Clearing of ROW Generation of vibration Social & Biological
vegetation environment
Movement of vehicles Spills of chemicals and fuel Physical, Biological and
Social environment
Accidental fires Social and Biological
environment
Contamination of surface and Physical, Biological and
ground water Social environment
Changes in visual environment Social environment
Accumulation of water & breeding Social environment
of flies/ mosquitoes
Accumulation and disposal of Biological and Social
MSW environment
Hazards & accidents to workers Social environment
Hazards & accidents to public Social environment
Damage to archeological & Social environment
cultural sites
Impact categorization is based on the “Risk” score which is the multiplication of likelihood and
consequence scales. The completed risk assessment matrix is presented as Annex 4.1. This
chapter discusses the possible impacts of the proposed project based on the outcome of the
RAM. The impacts are presented under main topics of hydrological impacts, hydrogeological
impacts, socio-economic impacts, biological/ ecological impacts, impacts on surface and ground
water, impacts on visual environmental and resource extraction, impacts on air quality, impacts of
noise and vibration, impacts on archeological sites and issues of health and safety.
4.1 Hydrological impacts

As indicated in chapter 3 a major section of the project (Part of Section 1 and Section 2) is located
within flood plains of Kalu River and its tributaries. The extra flood lifts and delayed flood recession
that would be created (if unmitigated) by the expressway will have impacts on social and
ecological environments. Based on the RAM, the impact is categorized as below (without
mitigation measures). This impact is ranked “High” with duration of “long term” (during construction
and operation) without adopting any mitigation measures. The impact is discussed in detail below.
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4.1.1 Impacts Identified before construction
 Increase in flood levels, Backwater Impacts and Flood Recession Impacts
One of the major hydrological impacts which would require mitigation at the pre -construction
stage (i.e. at the design stage) is the impact on water levels created by the Expressway
embankment and the delay in flood recession. If openings such as bridges and culverts are
inadequate, there may be a backwater effect upstream and the water level upstream of
the structure is likely to rise to levels higher than experienced before (i.e. without the structure)
and floods would take more time to recede because of the constriction created by the openings.
Maps in annex 4.2 shows the present flood sensitive areas along the proposed ex pressway trace.
 Impacts on flood protection/irrigation schemes
Irrigation schemes may be negatively impacted by placement of expressway embankment through

canals and structures. Both minor irrigation schemes within the proposed ROW and Batugedara
(major) irrigation scheme (Ch. 54+200 to 55+740) will be prone to such impact. Such canals and
structures will need to be relocated causing a hindrance to irrigation water supply to paddy and
other agricultural lands which they feed.
List of affected minor irrigation schemes have been indicated in annex 3.2.
 Impacts during floods due to loss of retention/detention area
Most of the low lying paddy areas have a certain amount of flood retention capacity. Filling of
these paddy lands for expressway embankment constru ction will permanently reduce the flood
retention capacity. Loss of retention capacity could cause a marginal elevation of flood
water levels and an increase in the flood recession time.
 Drainage impact from pilot road
Pilot road has the potential to hinder sheet flow. Generally, the pilot road will have openings for
lower return periods. During periods of heavy rain, flood water could overtop the pilot road and
because of inadequate openings there could be flooding further upstream because of backwater
effect. This impact will be significant at locations where the pilot road is constructed through paddy
fields and other low laying areas. Such impacts will occur at locations within following chainages
(approximate) will have this issue; 0+700 – 2+800, 3+400 – 3+640, 4+700 – 5+380, 5+600 –
7+020, 8+500 – 8+900, 9+020 – 9+400, 12+300 – 12+850, 14+800 – 15+300, 15+920 – 17+000,
18+300 – 19+800, 21+920 – 23+900, 24+300 –26+000, 29+260 – 29+780, 30+700 – 32+600,
33+700 – 34+780, 36+300 – 37+700, 37+800 – 38+050, 39+300 – 39+500, 40+000 – 40+600,
41+400 – 41+800, 42+200 – 42+700, 45+800 – 46+200, 46+600 –46+720, 51+200 – 52+000,
54+900 – 56+280, 56+600 – 57+500 and 57+700 – 58+400.
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4.1.2 Impacts during Construction
 Impacts on drainage pattern of the project area
The following hydrological impacts could be expected during the construction stage
(1) Hindrance to sheet flow and regular drainage paths because of the embankment of the
pilot road and expressway.
(2) Hindrance to irrigation water supplies to farm lots in paddy areas.
(3) Soil erosion and washed off sediment deposition in paddy fields, irrigation and drainage
canals and lead way canals because of temporary loose soil mounds used for the pilot
road embankment.
(4) Loss of water retention capacity in low-lying areas because of the pilot road embankment.
(5) Closure of minor stream paths resulting in water logging.
(6) Water logging on the upstream side of the expressway embankment because of poor
drainage.
(7) Temporary flood aggravation especially in the interchange areas and the vast flood plain
areas of Kalu River.
(8) High velocities through the hydraulic structures will cause downstream erosion.
Locations with hydrological impact are presented in table 4.2. These areas are main flood plains of
Kalu River and its tributaries.
Table 4-2. 100 year flood level effective for road embankment in major flood areas (Mainly
Kalu river flood plain and Kalu Ganga Athu Oya flood plain)
Chainage range Place name Flood Effec Remarks
level from tive
1D model lengt
(m MSL) h (m)
0-500 0+980 Kahathuduwa 6.7 1480
0+980 1+400 Kahathuduwa 6.6 420
1+400 1+800 Kahathuduwa 6.6 400
Flood stretch Kalu Ganga Athu Oya
4+130 4+370 Olaboduwa 10.6 240
4+680 5+380 Olaboduwa 10.6 920
5+540 7+120 Olaboduwa 10.6 1580
14+950 15+310 Mawak Oya 12.8 360 Flood stretch Kalu Ganga
15+830 15+930 Mawak Oya 17.2 100
15+940 16+250 Mawak Oya 17.2 310 Viaduct - Flood stretch Kalu Ganga
16+260 16+810 Mawak Oya 17.2 550 Flood stretch Kalu Ganga
19+220 20+070 Kekuladola ** 850
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Chainage range Place name Flood Effec Remarks

level from tive
1D model lengt
(m MSL) h (m)
22+440 22+550 Ingiriya Ela 14.1 110
22+920 23+870 Ingiriya Ela 14.1 950 Viaduct - Flood stretch Kalu Ganga
23+880 24+220 Ingiriya Ela 14.1 340 Flood stretch Kalu Ganga
24+420 26+030 Nambapana 14.0 1610
Ela
29+260 29+710 Yatipahuwa 14.3 460 Viaduct - Flood stretch Kalu Ganga
Ela
33+690 34+170 Kiriella 18.7 480
34+240 34+410 Kiriella 18.7 170 Viaduct - Flood stretch Kalu Ganga
34+430 34+760 Kiriella 18.7 330 Flood stretch Kalu Ganga
36+300 37+600 Kuru ganga 20.6 1300
Viaduct - Flood stretch Kalu Ganga
37+810 37+960 Kuru ganga 20.6 150
39+080 39+140 Mandadeniya 20.6** 60
39+330 39+570 Mandadeniya 20.6** 240
Flood stretch Kalu Ganga
39+610 39+750 Mandadeniya 20.6** 140
39+890 39+990 Mandadeniya 20.6** 100
40+080 40+230 Mandadeniya 20.6 150
41+380 41+760 Nagoda/ 20.9 380
Kitulpe Viaduct - Flood stretch Kalu Ganga
42+000 42+640 Nagoda/ 20.9 640
Kitulpe
43+940 44+410 Kahengama 470
**
44+810 45+160 Kahengama 350 Flood stretch Kalu Ganga
46+720 45+800 Kahengama 23.6 80
45+810 45+910 Karadanaketiy 23.6 100 Viaduct - Flood stretch Kalu Ganga
a
45+930 46+280 Karadanaketiy 23.6 350 Flood stretch Kalu Ganga
a
51+250 52+440 Katugas Ela 25.9 1190 Viaduct - Flood stretch Kalu Ganga
52+460 52+970 Veralupe 25.9 510 Flood stretch Kalu Ganga
53+800 54+000 Kalu ganga 26.1 200
54+330 54+720 Angammana 26.1 390
Viaduct - Flood stretch Kalu Ganga
55+710 56+210 Wey ganga 26.3 500
57+660 58+150 Wey ganga 26.3 490
73+182 73+910 Panawenna – 138.8 728 Flood stretch local stream
A018 highway
Source: REP Feasibility Report Vol. IV Hydrological Study Report
* Only an indicative chainage
** Inferred values from proximal data
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 Impacts during floods
Impacts during floods were studied in detail through a hydrological study where a flood model in
one dimensional and two dimensional was formulated using HEC RAS/HEC HMS Flood models.
Models were used to evaluate flood impacts from Kalu Ganga Floods. Other hydrologic and
hydraulic calculations were performed to analyze local floods. Flooding stretches are presented in
annex 4.2.
Most common impact of flooding is loss of habituations including movable assets. Floods also
cause deaths and property damages. Even if habituations on high ground are not inundated,
people living in such highlands are often isolated for a short time (until the flood recedes) from
other habituations.
4.1.3 Hydrological Impacts after Construction
During the operational stage openings of structures (including lead in and lead away canals) could
get silted. Once this happen the flow through these structures will get impeded resulting in
upstream backwater and delay in flood recession causing protracted water logging on the
upstream of the road embankment.
As flood recession will take a considerable time during heavy floods prolong inundation of the road
embankment will suffer from soaking and even collapsing.
4.2 Impacts on hydro geology

The project area which is located in the south – west wet zone of the country is rich in ground
water resources. Communities living in the area extract groundwater mainly through dug wells.
Soft ground treatment, piling operations and tunneling operations during construction period
causes adverse impacts on the ground water resource. Impact on hydro geology is ranked as
“High” with duration as “long term” if proper mitigation measures are not adopted. Following
sections discuss impacts on hydro geology in detail.
4.2.1 Impact of groundwater extraction and lowering of groundwater table

(pre - construction, construction & operational stages)
Lowering of ground water could occur even without the project due to over extraction by
community using mechanized water pumps. This issue could be attributed to pre-construction
stage of the project.
During the construction phase lowering of groundwater table can be attributed to the excavations,
artificial draining, tunneling and other activities related to ground improvements. Major impacts
due to lowering of groundwater table are drying of wells, changes in ground vegetation and
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damages to structures due to land subsidence. These impacts may extend up to several
hundreds of meters on either side depending on the morphology and aquifer characteristics.
It has been noticed that, more than 50% of the proposed expressway traverse within the hilly
terrain parallel to Kalu River and its tributaries. Altogether around 5.4 km, length of the trace runs
through 7 tunnels. Existence of highly fractured and porous rock as cover above the tunnels may
attribute to extensive groundwater flow into the tunnels during construction and operational
stages. Lowering the water table of the soil strata located above the excavated tunnels will occur
during construction of the tunnels and will be permanent if tunnel linings are not placed. Impact of
lowering of groundwater table could be felt in areas near tunnel sections (Ch. 26+420 – 26+770,
27+260 – 27+550, 27+850 – 28+590, 30+210 – 30+650, 33+050 – 33+520, 23+170 – 35+540 and
35+640 – 36+180), and possible soft ground treatment locations (Ch. 0+700 – 2+800, 4+700 –
5+380, 5+600 – 7+020, 8+500 – 8+900, 12+300 –12+850, 14+800 – 15+300, 30+700 – 32+600,
45+800 – 46+200 and 46+600 – 46+720) and pile driving locations (Ch. 15+920 – 16+180,
22+900 – 23+900, 24+300 – 26+050, 29+240 – 29+700, 33+700 – 34+180, 34+220 – 34+400,
36+300 – 37+600, 37+800 – 38+000, 38+280 – 38+380, 40+080 – 40+220, 41+380 – 41+780,
42+000 – 42+640, 45+800 – 45+900, 51+200 – 52+400, 54+300 – 54+720, 55+800 – 56+200 and
56+680 – 58+420)5.
4.2.2 Possibility and impacts of landslides, slope failure and collapsing of

tunnel sections (pre - construction, construction and operational
stages)
Proposed trace runs through narrow valleys surrounded by hilly areas in which land has been
used as paddy fields, and through hilly terrains with thick overburden. Further, the trace crosses
through high mountain ridges and running parallel forming slope cuts along the side slopes of
mountain ridges.
The corridor of the road trace is having the potentials of receiving high rainfall throughout the year
which act as the triggering factor for landslides and slope failures. The degree of saturation due to
rainwater infiltration is a main concern for landslide and slope failures. The groundwater table data
obtained from the borehole logs indicates relatively shallow groundwater table, than expected
depth of excavation to road formation level in many cases.
5 5Chainage locations given in this report are based on plan and profile drawings completed under
preliminary designs.
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4.2.2.1 Section1
Section 1 of proposed expressway from Kahathuduwa to Ingiriya passes mainly through soft
ground areas such as paddy fields and narrow lower elevated areas surrounded by the high
ground. The topography of the area is mainly flat to undulating with maximum slope angle of 10 to
15 degrees. The general soil thickness may vary from 3 m to 12 m. According to the ground
information, there is no expected threat of major landslide or slope failure along this section except
from Ch. 16+200 to Ch. 22+200 where the proposed road trace runs along lowlands crossing
northwest- southeast trending ridges where the initiation area of failures can be expected. In
addition medium scale landslides can be anticipated in several locations along the section 1.
However this event will depend on the cut slope height and cutting angle.
Scale 1: 10,000 landslide hazard maps of NBRO were available only for certain sections of the
proposed highway trace. For sections which 1:10,000 did not exist maps of 1:50,000 scale were
utilized to develop a landslide hazard map for the entire proposed trace. This map is presented in
annex 3.10. According to this map, majority of the trace in the Section 1 runs through the areas
identified as “Landslides not likely to occur” and “Modest level of Landslide hazard exists”.
However, the mountain where the road trace runs around, from Ch. 16+200 to Ch. 22+200 has
been classified into all the four categories including “Landslide are to be expected” and
“Landslides most likely to occur”. Hence, this part of the Section 1 is running under an area of
flow path and depositional areas of the landslide susceptible slopes.
4.2.2.2 Section 2
Proposed trace from Ingiriya to Panukarapitiya is aligned across the middle Peneplain crossing
Sabaragamuwa ridges with medium to steep gradient slopes (150 -400) and valleys. Ground
information indicates that these slopes, where seven tunnel sections are to be excavated consist
of boulders and colluvium soil which is underlain by residual soil and weathered rock evidencing
the existence of past landslides. The general soil thickness may vary from 3 to 12 m. Therefore,
natural or vibration triggered (due to blasting activities for tunnel construction) landslides, slope
failures, and rock and boulder fall can be expected in such slopes. Furthermore, in some of the
other areas (from Ch. 24+300 to Ch. 26+200, Ch. 26+900 to Ch. 27+200, Ch. 32+400 to Ch.
33+200, Ch. 34+200 to Ch. 35+200, Ch. 40+200 to Ch. 41+200) where the road trace runs across
valleys or low lands, but close to the landslide susceptible hill slopes, damages can be expected
by debris flows. Moreover, depending on the cut slope height, cutting failures which may lead to
medium scale landslides can be anticipated in several locations along the section 2.
According to the landslide hazard map developed for this trace, more than 80% of this section (i.e.
section 2) runs through the areas identified as “Landslides not likely to occur” and “Modest level of
Landslide hazard exists”. The remaining portion lies mainly within the category of “Landslide is to
be expected”. The tunnel portals and the sections from Ch. 24+300 to Ch. 26+200, Ch. 26+900 to
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Ch. 27+200, Ch. 32+400 to Ch. 33+200, Ch. 34+200 to Ch. 35+200 and Ch. 40+200 to Ch.
41+200 where the road trace runs across valleys or lowlands, but below the mountain slopes
classified as “Landslide are to be expected” and “Landslides most likely to occur”. Hence, these
parts of the section 2 are running under an area of flow path and depositional areas of the
landslide susceptible slopes. Failures of tunnel inner lining could also occur during construction
and operational stages of the project.
4.2.2.3 Section 3
Most part of the proposed trace of section 3 is aligned along the lower and lower-middle slopes,
parallel to the northwest-southeast trending major ridge with medium to steep gradient slopes (150
-400),and crosses only at the latter part of the section from Ch. 69 +200. Ground information
indicates that some of the slopes consist of boulders or colluvium soils which are underlain by
residual soils and weathered rock evidencing the existence of past landslides. The general soil
thickness may vary from 2 to 12 m. Therefore, landslides, slope failures, and rock and boulder
fall; either natural or triggered by construction activities is possible along the slopes where most
part of road section runs, especially from Ch. 58+00 to Ch. 72+500. Moreover, depending on the
cut slope height, cutting failures which may lead to medium to large scale landslides can be
anticipated in many locations along the Section 3.
As depicted by the landslide hazard map in annex 3.10, most part of the section runs through the
areas identified as “Landslides not likely to occur” and “Modest level of Landslide hazard exists”,
but closely under the mountain slopes classified into “Landslide are to be expected” and
“Landslides most likely to occur”. Hence, this section is possibly running along susceptible slopes
where landslides, slope failures, rock falls or debris flows may initiate.
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Analysis of cut slope stability along the trace
Table 4-3. Major cut slope areas identified during the study
(Source: Geotechnical Investigation Report –Feasibility Study of the Ruwanpura Expressway)
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Table 4-3A.Shear strength parameters of sub surface soil layers
Table 4-4.Summary of Slope Stability Analysis
Field
Slope Calculated
Permeability
Section Height( FOS Against Remarks
(m/s-1)
m) Slope Failure
Sta.3+650-Sta.4+160
15 Very low 1.407
Sta.3+650-Sta.4+160
15 Very low 4.492
Sta.4+370–Sta.4+780
10 Same as above. No particular investigation data for the section
Sta.7+100-Sta.7+550
8 Very low 2.764
Sta.10+650-Sta.11+500
8 Very low 1.841
Sta.19+900-Sta.21+50
15 0.66X10-6 2.481 (Appendix A of ORN14),FOS1.4
Sta.28+750-Sta.29+250
35 8.8X10-6 2.545 (Appendix A of ORN14),FOS1.4
Sta.38+050-Sta.38+250
25 Same as below. No particular investigation data for the section
Sta.40+710–Sta.41+250
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Sta.42+870-Sta.43+900
35 1.66X10-8 1.431 (Appendix A of ORN 14), FOS1.4
Sta.45+180–Sta.45+550
Sta.46+840–Sta.47+160
Sta.48+650-Sta.49+000
35 1.66X10-8 1.080 (Appendix A of ORN 14),FOS1.4
Sta.50+480–Sta.
50+700 15 Same as above. No particular investigation data for the section
Although the calculated FOS values as given in the geotechnical investigation report submitted for
the feasibility study for the selected sections are fairly high, there can be chances for isolated
occurrences of cut slope failures along the considered sections.
Landslides, cut slope failures and failures of tunnel inner lining could occur during construction of
the expressway. The immediate impacts of such occurrence will be the hazards caused to workers
and damage to construction equipment. Further the debris occurring from such event could flow in
to water bodies, private lands adjacent to the expressway corridor causing sedimentation,
loss of crop and damages to structures. If the landslide or slope failure propagates in to slope
lands adjacent to the expressway corridor it could lead to damage to structures, loss of
vegetation/crops or even hazard to communities living close to such construction sites.
Landslides, cut slope and tunnel inner lining failures that could occur during operational phase of
the project will cause hazards to vehicle operators in the expressway or under extreme conditions
(if debris flows on to the road surface or blockage of passage from falling debris) the expressway
will need to be shut down until the debris are removed and safe for vehicle movement.
4.2.3 Soil erosion and siltation of the area especially with regard to wetlands
and water bodies
Several activities of the proposed project may disturb the land surface. These include clearing
sites, excavation and embankment filling, burrow pit operation, construction of access roads,
preparation of temporary accommodation for construction workers, quarrying, metal crushing,
dumping of unsuitable materials etc. Most of these activities are confined along the road trace
except for the quarry, burrow pits, crushing plats and dumping sites. The highest potential threat of
accelerated soil erosion will result from the project activities particularly during the construction
period. This results the deposition of debris (sand, mud, gravel, rock fragments or even boulders)
in paddy fields and flat to gently sloping lands at the down slope and siltation in water bodies.
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The excessive erosion and silt runoff from exposed areas would severely impact on surface water
quality and thereby pose a greater threat of siltation of downstream water bodies, mainly Kalu river
and its tributaries.
However, since it is planned mainly for cut and fill type construction, most of the material
excavated may be used for filling of embankments of the proposed road. Table 4.5 below
summarizes the possible erosion related impacts with respect to different construction activities.
Measures would be introduced in the mitigation program to minimize the short term impacts due to
various such activities.
Table 4-5. Erosion related impacts
Activity Impact Remarks

Stripping top soil Erosion due to heavy rainfall Only short term but need
and resulting runoff, waterways mitigation (especially close to
can get turbid water bodies)
Leaving un-compacted Erosion due to heavy rainfall Only short term but need
or partially compacted and resulting runoff, waterways mitigation (especially close to
soil in the embankment can get turbid water bodies, paddy lands and
wet lands)
Cutting of Steep slopes Increased erosion Only short term (slope
in and berms stabilization with cut slopes of
low angles)
Exposed cut slopes prone to Long term and need stabilization
land slides
Stockpiling of earth Erosion of loose soils Only short term but need
mitigation actions
Impacts on soil erosion however is mainly depend on the rainfall, topography, type of surface
material and the extent to which the excavation and filling are planned. Therefore, the impacts
vary from place to place.
4.3 Socio economic impacts

As indicated in the socio-economic section of chapter three, the proposed trace will be located
through eight (8) DSDs within Colombo, Kalutara and Ratnapura districts. Proposed
expressway has been designed to pass through marshy lands, paddy lands, estate lands of tea
and rubber to minimize the displacement of people. However, there is still some physical and
economical displacement of people which is the main social impact of the proposed project. The
impact is ranked as “High” with long term duration without any mitigation interventions. Details of
socio economic impacts are discussed in detail under separate sub-sections below.
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4.3.1 Impact on settlements and institutions
A resettlement survey has been carried out in parallel to the EIA study to support the preparation
of Resettlement Plan. Summary of affected households in each stage of the expressway, within
the proposed ROW and with respect to each DSD is presented in table 3.30. Details of table 3.30
have been summarized in table 4.6 below.
Table 4-6. A summary of households, paddy lands and industries affected within the ROW
Stage of Affected Affected Private Total

expressway residential paddy lands enterprises
households/ and
highlands plantations
Stage 1 381 (61%) 243 (38%) 4 (1%) 628
Stage 2 657 (78%) 179 (21%) 6 (1%) 842
Stage 3 415 (86%) 64 (13%) 5 (1%) 484
Total 1,453 (74%) 486 (25%) 15 (1%) 1,954
As per the survey carried out along the proposed trace it was counted that there are 1,954 directly
affected households6 living within the proposed ROW who will be physically and economically
displaced (need resettlement). The impact on these households will be permanent and long term
which needs careful intervention during planning of resettlement.
Most of these household are not confined to nuclear families. Many comprise extended families
with members of three or more generations. Some households consisted of two or more families
sharing the same housing unit and working on the same lands. Assuming an average family size
of four persons and that 40% of the affected households had one sub-family, the total
directly affected residential population will be around 4,000 (i.e. living, cultivating or carrying out
commercial activities within the proposed ROW and may need relocation).
Other than these 1,954 directly affected households, there are many others living in the vicinity of
ROW of the main trace and interchange areas of the proposed expressway. These households
need not to be relocated but they will also be affected due to movement of construction and
material transport vehicles, some of these people will also face temporary loss of their
livelihood activities. Adverse impacts on these households will be temporary and will occur only
during the construction stage. However, most of these households will provide accommodation,
6 Please note that each Private enterprise or estate land was considered as one Household unit for the
basis of calculation of No. of affected parties.
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food and other facilities to workers of the expressway. Thus they will be opened to new avenues of
income. Further the value of land adjoining the new expressway will also increase. These impacts
could be considered as a beneficial impact of the project.
4.3.2 Impacts on state sector institutions and common properties
In principle the final trace has been selected avoiding or minimizing impacts on many state sector
institute and common properties located within the project area. However following state sector
and common properties were identified to be located within the corridor of study.
State sector institutes and properties within stage 1
 Herbal Garden and Ayurvedic Clinic, Uduwa North, Kuda Ch. 11+230
Uduwa. (Owned to Ayurvedic Department)
 Cooperative Shop, 16, Pelpitigoda, Poruwadanda. Ch. 15+600
Common properties within stage 1
 Communication tower Ch. 3+300

 Public Cemetery Ch. 7+030
 Public well Ch. 7+650
 Water tank Ch. 8+220
 Communication tower Ch. 11+300
 Public well Ch. 13+730
 Hindu Kovil, Eduragala estate Ch. 21+800
Ch. 24+350
 Sri Thapothanarama Temple, Urugala, Ingiriya
 No state sector institutes observed in stage 2
 Madala Cemetery Ch. 29+700

 Matuwagala Cemetery Ch. 36+550
 Pre-School of Municipal Council and Library, Ch. 52+400

Mahawalawatta, Ratnapura.
 Community Hall (Sewapiyasa), Mahawalawatta, Ratnapura. Ch. 52+560
 Assistant Director of Agrarian Services Office, Nivithigala. Ch. 58+300
 Play Ground, Bulugahathenna Maha Vidyalaya, Panagama, Ch. 60+100
Dela.
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 Mahawalawatta Play Ground Ch. 52+350

 Sri Wijayanandanaramaya, Deke Kanuwa, Maudella, Dela Ch. 59+600
 Panagama Bawana Asapuwa, Bandaranayake Samaru Ch. 60+600
Mawatha, Maudella, Dela
 Buddhist Statue Ch. 64+170
 Water tank Ch. 66+600
 Buddhist Statue and Bo tree Ch. 70+300
As these structures and lands are located within the study corridor of the final trace, there is a
possibility of some of these lands and structures fall within the final acquisition corridor of the
expressway trace. As such the impact on these properties will depend on the final designs
(detailed designs) from which the acquisition plans will be developed.
4.3.3 Impact on commercial sector institutions and properties
The social survey on commercial sector institutions and properties identified 15 institutions within
the ROW for the proposed expressway. Except one tea factory all others are estate properties.
Productivity of these estates will be affected as portions of land will be permanently acquired for
the construction of REP. This will be a long term significant adverse impact that needs to be
looked during planning of compensation and resettlement.
4.3.4 Impacts on infrastructure facilities and access roads
In-between Ch. 29+900 to 30+800 proposed expressway will intersect A008 highway at three
locations (Ch. 29+960, 30+100 and 30+720). This section of expressway is shown in figure 4.1.
During the construction period there will be temporary closure of this road section which will
greatly hinder the vehicle movement within this section of A008 highway. The expressway will
intersect a 132 kV electricity line around Ch. 52+300 and 53+700. The power line will have to be
shifted permanently at these locations. Such shifting will cause interruptions to the electricity
supply to the users of this grid section, which will be a temporary impact. The location at which the
expressway intersects the 132 kV line is presented in figure 4.2. Other than these two major
issues, there will be the need of shifting electricity lines, telecommunication lines and their poles
and water supply lines. During the shifting there will be an interruption to the supply which will be a
negative impact to the public but it will be temporary in nature.
Construction of the expressway embankment over existing access roads will separate
neighborhoods, farmlands, grasslands, public or private sources of water, work places and public
services to which the people had easy access. This will be a significant permanent impact which
needs careful mitigation measures.
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Permanent detour section
Permanent detour section
Figure 4-1. Proposed rerouted section of A008 highway
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Figure 4-2. Section of expressway intersecting the 132 kV electricity line
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4.3.5 Impact of land acquisition and resettlement
Land Acquisition Act (LAA) provides the legal authority for acquisition of required extent of lands to
construct the expressway. A considerable proportion of the proposed trace runs through private
lands which are predominantly used for residential and agricultural purposes. Land acquisition is
not an easy task in the three districts due to variety of reasons such as people do not like to leave
their ancestral lands, difficulty of finding alternate lands for resettlement.
In the rural areas, majority of land owners have inherited their lands from parents and they intend to
continue to occupy in the same land as a family heritage. The social value of protecting family
properties where the ancestors have lived for generations is still considered important. The
proposed project will acquire the lands located within the ROW and as such, the acquisition
process is likely to affect different residents at different levels. Property acquisition impacts are
likely to range from full acquisition of an entire property, to partial acquisition including
house/business, to a minor portion of land that will not substantially alter the use of the remaining
portion of the site. Depending on the scale of acquisition reuse of any remaining portion of the land
after acquisition may be difficult to the land owner.
Some residents will need to relocate themselves in an identified resettlement site or a location
found on their own, whereas the others can continue the use of remaining portion of land after
modifying the remaining structures and/ or shifting the structures in the same lands.
Land acquisition for the project will have the following adverse impacts
 Loss of agricultural lands.

 Loss of residence.
 Loss of connection to ancestral lands.
 Loss of profitable opportunities related to the particular location of the land.
 Separation from agricultural lands, grass lands and cultivations.
 Separation from relations, neighbours and community members.
 Break-down of social relationship with other communities due to the blockage of easy
access, increased distance, cost of living.
 Loss of recreational and sport facilities such as play grounds.
 Loss of health and medical services.
 Change in the existing infrastructure facilities such as access roads, increased distance to
the hospitals, markets, post offices and other facilities and schools.
 Problems of adaptation to new settlement as relocated people, families, new members
of communities.
 Separation from places of worship (temples and Kovils).
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As the impact of land acquisition is permanent and long term, it needs careful and planned
intervention from the project executing agency with support from line agencies such as District
Secretaries, Divisional Secretaries and Grama Niladaries for administration and welfare purposes;
Ceylon Electricity Board, National Water Supply & Drainage Board, Sri Lanka Telecom for utility
supply provisions.
4.3.6 Impacts on livelihood and economic activities
Selection of agricultural low lands and high lands with less population density for the proposed
trace was undertaken to reduce the negative impacts human settlements. However this will cause
an adverse impact on agriculture in the three districts. Paddy cultivation in low lands and
plantations of tea and rubber in highlands remains one of the main livelihoods of the people in the
DSDs through which the expressway traverses. Selection of a trace through these paddy lands,
tea and rubber estates will affect the livelihood of people involved in paddy cultivation, tea and
rubber industries.
Adverse impacts of the project will also influence those living in the immediate vicinity. Households
dependent on agriculture and other means of domestic food production would be affected adversely
as their home gardens and paddy fields would be exposed to the project construction
activities and associated impacts, in particular on water uses and air quality (dust). Increased
frequency of using the access roads, new access roads, land filling and removal of disposals and
waste and other project activities of construction by the contractor will affect the day to day life and
livelihood activities of the people living close to the ROW.
Acquisition of paddy lands deprives a large number of people of their livelihood and main economic
activities related to the paddy cultivation. Paddy cultivation and harvesting provide
seasonal employment to the people in the area and even in the paddy market. Drastic reduction in
the paddy cultivation would keep these seasonal labourers and their families away from their
livelihood.
4.3.7 Beneficial impacts to society
Despite the cost of resettlement of people and loss of livelihood of the affected households,
the proposed project will have positive impact on the settlements and the livelihoods of people who
live and work in the areas adjoining the expressway, at interchange connections and the extensions
of services of the expressway. The project would contribute to the expansion of the market
economy with the potential of providing new opportunities for individuals and businesses. Apart
from the benefits of efficient transportation of agricultural and other industrial products,
industrialization and urbanization in areas adjacent to interchanges of the expressway would also
enrich the livelihoods of people by providing new opportunities of employment and business
activities and services.
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During the construction period, the project may bring about some positive benefits to the people in
the project area. The project requirements such as skilled and unskilled labor, transportation,
temporary accommodation, medical facilities, markets and social welfare would provide new
employment, business and service sector opportunities for the people in the area. Such
opportunities would enhance the livelihoods of people and their quality of life in the period of
construction.
4.4 Biological and ecological impacts

Although the highway trace is not running across forest reserves, bio diversity is high in the project
influence area. This area clearly shows that degradation of a highly diverse rain forest that had
been in the past due to anthropogenic activities. Expansion of cultivation, building of houses and
other facilities are still ongoing. Therefore even without the proposed project the pressure on
remaining native flora and fauna is continuing. Proposed Ruwanpura expressway will also make
impacts on this remaining bio diversity. The impact is ranked “Medium” but could be long
term if mitigation measures are not adopted.
4.4.1 During construction stage
Many streams even within rubber plantations have highly diverse fish populations including
endemic as well as threatened species. Shade provided by the trees in stream banks is a major
requirement of their habitat quality. Clearing up the trees along the trace at stream intersections will
cause damages on their habitats. Also their other major requirement, which is clear crystal water,
will get muddy and silted due to sediment flow to such streams.
This impact can be extended even up to the Kalu river. Increased turbidity will cause
respiratory problems for aquatic fauna including fish, since many of the inhabitants in this area are
used to be in clear water. Turbidity also avoids penetrating the sun light in to the water, which is
directly making impact on photo synthesis. Breeding sites of fish which usually has aquatic weeds
will get damage due to excavation work on river bends and banks. Since this area is getting higher
amount of rainfall, turbidity and sedimentation of stream beds will be an adverse impact of
significant nature.
Marbled spiny eel which was thought to be extinct was rediscovered last year in a field canal at
Ingiriya. During the construction process, habitats of this poorly studied fish can be damaged.
Although not observed during this EIA study this eel could live in the drainage canals and low lying
marshy areas at Ch.19+600 to 20+330 and Ch. 21+700 to 22+200 within the Ingiriya area.
Clearing up the stream sides, especially below the Kiribathgala mountain range (especially between
Ch.61+000 to 62+500) is going to have negative impact on highly sensitive, endemic
amphibians. Habitat specific amphibians that live in water as well as in stream side scrubs will face
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the threat of degradation of their habitat. This is also true for many dragonflies and damselflies
whose early stages are depending on unpolluted streams.
Boulders and soil falling from unstable cut slopes or cut slope induced landslides will cause a threat
to wild animals living in such locations.
Road kills of animals such as Fishing Cats can be happen due to increment of vehicle movements
(both during construction and operation stages), which is not experienced by these animals before.
During the construction stage, poaching of animals such as Wild Boar and Mouse Deer can be
increase due to migrant labour. Illegal fishing could also be expected with migrant labour. Fish
species such as Murrel, Masheer and Walking catfish and also reptiles as Soft Shelled Tortoise
would be vulnerable to such activity.
Food waste and other waste (municipal solid waste or MSW) that would be collected at worker
camp sites could easily attract Toque Monkey population in to the project area and its
neighborhood. These monkeys could become pests in adjacent residencies and crop lands. On the
other hand two other Apes in the area namely Purple Faced Leaf Monkey and Sri Lanka Red
Slender Loris who are not adaptable to changes in their habitats will face a problem in habitat
fragmentation.
Seasonal mass gatherings of water birds will affect to some extent during the construction stage,
but no other major threats on birds will happened. There was no any mass colony roosting sites
observed during the study. Making an open space without trees in the highway trace definitely
increase the Indian Pea Fowl population, which is at the moment restricted to sporadic individuals
around Kiribathgala.
Ground dwelling and fossorial reptile species can be destroyed during the site clearing by
machinery, since they are less mobile and cannot be seen easily. Also the micro habitat such as
rock crevices, which is a home for many gecko species, is going to be damaged.
Butterflies in the area also get temporary affected due to habitat destruction in the construction
phase, but the population can be increased after the construction, if the remedial actions are taken.
Though the number of individuals is less in threatened plant species, there are few species that the
impact on them can cause significant damages to the taxon. Rinorea bengalensis is such a
species, which was thought to be extinct from Sri Lanka. The study site near Kiriella Nadun Raja
Maha Viharaya (about 60m outside of the proposed ROW) is one of the rare sites which harbor this
species. During construction if construction machinery move beyond the ROW and go in to
neighbouring lands such as above location could destroy such species.
However this species can even be destroyed without the interference of the highway, since the
location is highly susceptible for anthropogenic activities. Also the possibly new Strobilanthes
species found at two stream banks near Gamekanda could be destroyed due to construction
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activities near the stream banks. If labour camps are provided, trees and bushes in the surrounding
area can be destroyed due to collecting of fire wood.
Apart from the construction area, more lands may be required for purposes such as resettlement
sites, storage of construction material, vehicle yards, site offices, burrow pits and quarry sites. Flora
and fauna of those sites also can get damage, but the impact cannot be assessed at this moment
since those sites are not yet selected.
Disposed construction material and vehicle / machinery lubricants will cause alteration of chemical
composition of soil and water in adjacent streams. It will deteriorate the natural habitats which will
adversely affect both aquatic flora and fauna.
High levels of noise and vibration created during construction works will affect breeding and
roosting habits of wild animals living close to the expressway corridor. This impact will be significant
only during construction of the expressway.
4.4.2 Operational stage
After completion of the construction works, habitat fragmentation due to the road embankment will
be a significant impact with long term effect for many taxa. Free movements of the ground dwelling
mammals and reptiles will cease across the road. This will adversely affect the breeding
requirements (gene flow) as well as feeding requirements of these species. Also in the areas
where the road is going across low lying areas such as near Kiriella, animals will face problems of
evacuation in sudden floods, since the higher grounds are situated beyond the expressway.
Arboreal species such as Purple Faced Leaf Monkey will also face the problem of habitat
fragmentation by having a ‘no tree zone’ across the expressway. Since amphibian distribution is
mainly along the streams and they are not capable of going to a similar habitat across a different
habitat, dividing a stream by the expressway will adversely affect them.
Movement of birds across the highway is not going to cease as the aforementioned taxa, however
they will be prone to accidents by speedy vehicles. Such bird collisions will be more frequent in
expressway sections through paddy lands where there are birds gather in large flocks. Attraction of
scavengers like House Crows and Shikras will attract to these dead birds, making the case worst.
Hitting large birds such as Indian Pea Fowl will have impacts on both the bird as well as vehicle.
There is a possibility to kill flying foxes if overhead electricity lines are located along the
expressway (by entangling and electrocution).
There is a high possibility of alien invasive plant species to invade the cleared off construction sites
as well as supplementary sites (burrow pits, vehicle yards etc.). Dillenia suffruticosa can be ranked
as the severest invasive species in this area. It is capable of growing in the wet laterite soil at very
high growth rate extirpating native vegetation. Panicum maximum and Pennisetum polystachion
grows in sunny opened up situations over native shrubbery. Although Lantana camara and
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Chromolaena odorata are already exist in the site, sudden expansion of these species is not
expected in this wet zone site, since they are used to invade dry zone habitats.
4.5 Surface water and groundwater pollution

The proposed project area has a rich source of surface and ground water. Most of the people living
in the project area depend on ground water (through dug wells) for their domestic needs. During the
EIA study it was observed that some of these water bodies are polluted by human activities such as
use agro-chemicals and unsafe discarding of their containers and excavations for gem mining. The
issue is ranked “High” during construction and “Medium” during operation without adopting
mitigation measures. Issues on surface and ground water during construction and operation phase
are discussed below.
4.5.1 During construction stage of project
Construction of piers on the river beds, construction works on river, stream and canal banks will
release sediments in to water which will temporarily increase the turbidity of the water. This will be a
temporary impact occurring during construction. Washed off soil and debris from construction sites
(during earth operations) flowing in to water bodies would cause sedimentation which is a major
impact on surface water (a temporary impact that will be significant during construction). Increased
turbidity and sediment levels will affect the aquatic floral and faunal lives in such streams and water
bodies. Prolong exposure of fish to sediments will block their gills causing deaths to fishes. High
turbidity levels could block sun light penetrating in to bottom levels of streams and water bodies
affecting photosynthesis of aquatic plants and reducing temperature of bottom water levels. High
sediment and turbidity will make the water unusable for domestic purposes causing water
shortages to public who depend on such surface water sources.
The sediments may well flow on to nearby paddy fields causing siltation in these fields and affecting
the yield of such fields, which will be an economic loss to farmers.
Contamination of groundwater bodies with sediment particles, Bentonite, cement, oil and grease,
bitumen and asphalt will occur as a result of construction activities such as, excavation and filling,
piling, construction of earth bunds, viaduct construction, spoil dumping, access road construction,
tunneling, and quarry and borrow area operations.
Accidental spills/leaks of chemicals used for the construction of pavement, oil and fuel may directly
infiltrate in to ground contaminating soil and groundwater. Such chemicals, oil or fuel could also
flow into surface and ground water bodies after mixing with storm water or waste water discharged
from worker camps, yards and vehicle service and repair stations. Such situation would also
deteriorate the surface and ground water quality of the project area.
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Labour camps will be established to accommodate labourers for construction works. These labour
camps will have toilet and washing facilities. Wash water discharge from these toilets and wash
areas will include detergents that would deteriorate the water quality of water bodies. Leaks and
overflows of septic tanks will deteriorate surface and ground water quality as well as the soil. As
most of the communities living close to the project area depend on surface and ground water
resources, any contaminations to water quality will create a significant adverse social impact.
Degraded water quality will also affect the aquatic flora and faunal population.
Such situations (leaks and overflow of septic tanks) will also create an unpleasant odour and health
threats to the workers as well as the public residing close to such labour camps.
4.5.2 During operational stage of project
Bowsers and trucks filled with fuel and other chemicals will move along the expressway. The
potential for accidental spills or leaks from such vehicles cannot be ruled out. Such spilled fuel or
chemicals may flow into storm water drains and contaminate the surface water in the area.
The extent of contamination will depend on many factors such as the type, quantity and
concentration of material spilled, and prevailing weather conditions.
Discharges from toilets and wash areas of offices and staff accommodations will also contaminate
surface and ground water. Such contamination will deteriorate the water quality affecting the public
using such water sources, aquatic flora and fauna that live in such contaminated water bodies.
4.6 Noise and vibration impacts during construction and operation

Construction of a highway require operation of heavy machinery and activities such as excavations
and blasting of rocks that will create noise and vibration levels which would cause a
nuisance to communities living close to the proposed expressway and fauna. Vehicles moving at
high speeds (close to 100 kmph) will also cause noise during operation stage. The issue of noise
and vibration is ranked “High” during construction and “Medium” during operation stage. Impact of
noise and vibration is discussed below.
4.6.1 Construction Phase
4.6.1.1 Impacts due to high noise levels
In a project of this nature, a large number of heavy machineries and vehicles will be used and it is
anticipated that heavy flow of construction vehicular traffic. Therefore, high noise from engines and
irritating noise emanated from beeping horns and vibration effects of the heavy flow of construction
vehicles and machinery operation will cause inconvenience to nearby schools, religious places and
residential houses etc. in the project area. Blasting of rocks could result in producing disturbing
effects to wildlife and neighboring residential areas, etc.
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The noise level generated by equipment and vehicles will greatly depend on factors such as type of
equipment, the specific model, the operation being performed and condition of equipment etc. The
sound level (Leq) of the construction activity would also depend on the fraction of time the
equipment is operated over the time period of construction. Table 4.7 presents typical noise levels
created by different equipment at approximately 15 m from the source.
Table 4-7.Construction equipment noise emission levels
Typical noise level Typical noise level

Equipment Equipment
(dB(A)) at 15m (dB(A)) at 15m
Air compressor 81 Loader 85
Backhoe 80 Paver 89
Ballast equalizer 82 Pile driver (impact) 101
Ballast tamper 83 Pile driver (Sonic) 96
Compactor 82 Pneumatic tool 85
Concrete mixer 85 Pump 76
Concrete pump 82 Rail saw 90
Concrete vibrator 76 Rock drill 98
Crane, Derrick 88 Roller 74
Crane, mobile 83 Saw 76
Dozer 85 Scarifier 83
Generator 81 Scraper 89
Grader 85 Shovel 82
Impact wrench 85 Spike driver 77
Jack hammer 88 Truck 88
Source: US EPA, Noise from construction equipment, operations
Therefore, in view of the values given in table 4.7, the noise levels generated from the machinery
involved in construction works could drastically disturb nearby communities since the noise
levels generated tend to exceed the permissible day time (defined from 6 am to 9 pm) limit of 75
dB(A) stipulated in Sri Lanka for construction activities. Though we do not have national regulation
for noise level for different land uses, table 4.8 gives the noise levels in terms of Leq dB(A) or L10
dB(A) depending on the land use/type in accordance to Federal Highway Association of USA
(FHWA). Therefore, in view of these facts the impacts will be high since the heavy vehicles or
equipment emit noise levels exceeding 57 dB (A).
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Table 4-8. The maximum allowable noise levels generated by highway traffic (Hourly A –
Weighted Sound Levels – dB(A)1)
Active Leq (h) Description

Category
A 57 (exterior) Lands on which serenity and quiet are of extraordinary
significance and serve an important public need and where the
preservation of those qualities is essential if the area is to
continue to serve its intended purpose
B 67 (exterior) Picnic areas, recreation areas, playgrounds, active sports area,
parks, residences, motels, hotels, schools, churches, libraries and
hospitals
C 72 (exterior) Developed lands, properties or activities not included in A or B
D - Undeveloped lands
E 52 (interior) Residences, motels, hotels, schools, churches, libraries, hospitals
and auditoriums
1Either L10 (h) or Leq (h) based on 1 hour samples (but not both) may be used on a project
Constant exposure to very high noise levels can often cause hearing deficiencies and machine
operators who are directly involved in such activities are at high risk. The exposure levels and
time limits given in table 4.9 adopted in the United Kingdom shows and they can be used as
guides in Sri Lanka.
Table 4-9.Exposure levels and time limit in UK
Levels (dB) Dose time limits

90 8 hr.
93 4 hr.
100 48 min
110 4.8 min
120 28.8 min
130 2.88 min
In the equal energy basis, an increase of 3 dB in exposure level may be permitted for each
harping of the exposure duration. However, increases in level cannot be sustained indefinitely,
when the level is increased over a short time period above 130 dB, hearing loss may become
spontaneously. Proper combination of equipment is therefore crucial to minimize the risks of
hearing disorders.
In the quarry sites operation, the expected air blast overpressure due to the blasting activities
would exceeded the maximum permissible level of 115 dB(L)depending on the distance of
blasting face and the nearest receptor. This phenomenon is significant especially in the case of
multi borehole blasting. Therefore, impact due to blasting activities would be significant although
such high levels are not continuous and generated at a limited time. The impact will be further
significant if the contractor does not adopt control blasting practices during construction.
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Crusher and batch mixing plants are also a significant noise source. Noise from crushers can be
high especially from the high capacity plants (i.e. crushers having higher capacity to crush more
tons or kilogram of material per hour). Furthermore, generators, electrical drills, saws, backhoes,
air compressed jack hammers, rock breakers and tippers visiting the quarry sites too
contribute to significant noise.
4.6.1.2 Impacts due to high vibration levels
Blasting of rocks and tunnel excavation operations are two activities that would create vibration
levels at significant magnitude within the proposed ROW. High level of ground vibration will also
occur during embankment compaction operations, pile driving works and asphalt works during
construction of the expressway. The immediate impact of high vibration levels will be the
nuisance caused to people and animals living close to such construction locations. Structures
with weak foundations, walls and roofs could get cracked or in the worst case get totally
collapsed.
4.6.2 Operation Phase
4.6.2.1 Impacts due to noise
During the operational phase there will be noise generated due to vehicular movement with high
speeds. However, the levels would highly depend on the number of vehicles traveling per hour
or a particular time period. Noise level during the operation period of the project was simulated
using the Federal Highway Administration (FHWA) Traffic Noise Model (TNM). Maps depicting
noise levels and noise sensitive locations were developed based on the model outputs. Details of
the simulation and developed maps are presented in annex 3.5.
4.6.2.2 Impacts due to vibration
Movement of vehicles along the expressway would cause vibrations in the range of 0.5 – 2
mm/sec. However, impact of such vibration will be reduced due to the distance to sensitive
receivers. Therefore vibration impacts during the operation period would not be significant.
Following locations have been identified as sensitive to noise and vibration during construction
and operation stages of the project. These locations are generally within 500 m to either
side of the proposed ROW.
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Table 4-10.Noise and vibration sensitive locations within 500 m to either side of the
proposed ROW.
Location details Approx. Northing Easting Remarks

chainage
Olaboduwa Viharaya 5+900 6.769358 80.029794
Olaboduwa Maha 6+950 6.766475 80.039101
Vidyalaya
Sri Meththaramaya 7+900 6.767393 80.048613
Metharama Viharaya 10+500 6.772996 80.072778
Nalanda Pirivena 11+600 6.762739 80.081555
Handupelpola Kanishta 11+950 6.765624 80.084672
Vidyalaya
Keththarama Viharaya 12+420 6.765932 80.088881
Sri 15+220 6.767683 80.113628
Nandarathanaramaya
Pelpitigoda Kanishta 15+250 6.768495 80.114156
Vidyalaya
Ayurvedic medical 15+660 6.762639 80.116343
centre
Ingiriya hospital 22+220 6.741362 80.162258
Church (Ingiriya) 22+220 6.742050 80.162776
Sri Thapothanarama 24+350 6.738156 80.181950 RPH009
temple
Community centre 34+420 6.745507 80.268849
Bodirukkaramaya 34+260 6.739993 80.275468
Subodaramaya 40+950 6.738195 80.327451
Halpe Upananda 41+380 6.740973 80.331683
Vidyalaya
Library 49+000 6.716157 80.393701
Mosque and Library 52+350 6.694249 80.411296
Godigamuwa Vidyalaya 53+700 6.685257 80.418829
Temple 54+020 6.682984 8.420641
Ganegoda Purana 55+500 6.671278 80.427472 RPH022
Viharaya
Sri Jayasundararama 55+500 6.671472 80.426778 RPH021
Mula Maha Viharaya
Bulugetathenna Maha 60+100 6.640517 80.449009
Vidyalaya
Panagama meditation 60+000 6.637751 80.453737
centre
Impacts of noise and vibration (i.e. nuisance of noise and vibration, damages to structures) will be
significant at these locations compared to habitations along the proposed trace.
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4.7 Air quality impacts on nearby settlements and habitats
At present the project area in general has a good atmosphere. Even townships of Ingiriya, Kiriella
and Ratnapura do not show significant deterioration on air quality due to vehicular movements
and due to the lesser number of industries within the area. However, stack emissions from tea
and rubber factories could also be observed in the project area. Impact on air quality is ranked
“High” during construction and “Medium” during operation.
Clearing and grubbing operations, construction of earth filled embankment, rock blasting (along
the trace), Laying of aggregate material, cut and fill operations and tunnel excavation works will
release dust into the atmosphere within and around the expressway trace. Blasting and quarrying
operations, earth borrowing and moving operations emit large amounts of dust from quarrying,
crushing and borrowing sites. Blasting operations using ANFO containing NH4NO3 and other
blasting materials will also emit pollutants such as NH3, CO, H2S and NOx.
Dust particles emitted during such operations will flow away from the site of origin over to
settlement areas and cultivated lands close to construction sites and material extraction sites
especially during dry and windy weather conditions. Exposure to excessive dust levels may lead
to respiratory infections such as silicosis and even cardio thoracic problems to people in the
settlement areas nearby and even the workers at site. Deposition of dust on leaf surfaces will
have an adverse impact on the photosynthetic process and could also lead to deterioration of
product quality in the case of tea leaves. However, the deposition of dust is a temporary impact
that could be managed.
Removal of vegetation is likely to have an adverse impact on air quality. Trees within the ROW
(including coconut and rubber trees) will be removed. Removal of ground cover and vegetation is
a primary source of air pollution and could contribute to global warming.
Exhaust gases of construction vehicles containing CO, CO2, SOx and NOx also lead to the
degradation of local air quality. The quantities of emissions will vary depending on many factors
such as the type of equipment, fuel source used, type and magnitude of operation carried out by
the equipment, fuel consumption and combustion efficiency of the equipment which depend on
the condition of equipment. Operation of asphalt plants, concrete batch mixing plants and crusher
plants will emit dust and other fumes to the atmosphere. Burning of cement bags, waste
generated in labour camps and vehicle servicing yards will also release gases, fumes and dust
which could be potential source of air pollution.
The impact on air quality will remain a factor during the operational stage of the project.
Emissions from vehicles travelling along the expressway will be the contributing factor to affect
the air quality. With an increase of vehicle numbers it is apparent that more quantities of such
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gases will be released to the atmosphere. This will be a long term impact requiring long term
effective mitigation measures.
CO2 is considered to be a Green House Gas (GHG) with global warming potential. Quantities of
CO2 emitted from construction vehicles and plants during construction and traffic moving along
the expressway during operation will be a source contributing towards this phenomenon.
4.8 Impacts due to extraction of resources, transportation of

construction material and disposal of spoil (soil and muck)
The expressway will be constructed above the existing ground levels using earth filled
embankments and reinforced structures of concrete. There will be a requirement of earth,
aggregate, sand, cement and reinforcement steel. Quantities of these materials have been
calculated based on the preliminary designs and presented in table 2.6. Although excavated soil
and rock aggregates are reused for construction work, there will still be a requirement of
earth, aggregates and sand during the construction period. Extraction of these materials
will create a permanent impact on the physical environment. The issue is ranked “High” in
RAM.
Existing quarries and borrow pits will be utilized to extract earth, aggregate and sand. However
there will be still a requirement to open and operate new quarries and burrow pits to
accommodate the material requirement. Earth, aggregate and sand is also required in other
infrastructure projects. Thus an additional pressure will be exerted on the existing material
extraction sites. However, the recent regulation imposed by the government has created a
situation where extraction and transportation of earth has been limited.
Quarries and burrow areas located close to settlements will lead disturbance to people with
noise and vibration nuisance and even hit by fly rocks during blasting operations.
Burrow sites left with pits will collect storm water and become breeding places for mosquitoes and
flies. Unstable cut slopes may collapse during heavy rains. People and animal falling in to such
pits and damages to property and life due to such collapsing should be considered as adverse
impacts.
Excessive demand on river sand as a construction material has caused people to extract sand
from river beds at significant rates. This activity has caused river bank pollution, creation of deep
and wide depressions on river beds and in some instances sea water intrusions in to rivers (e.g.
River Kelani). An unpleasant visual environment to the surrounding will occur when quarry and
burrow sites are left without restoration.
Local roads that are used to transport material will be damaged due to movement of heavy
vehicles. Traffic congestions on these roads will also be an issue due to narrowness of most of
these local roads. This will impact on the communities living near such areas, as large vehicles on
small local roads could cause a safety hazard to other vehicles and pedestrians. Condition of
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these roads is likely to deteriorate due to the spread of mud and debris from tyre wheels and
general deterioration of the road surface.
Activities listed in section 2.2.4.2 will produce debris and unsuitable soil that needs to be
disposed. Preliminary design information reveal that an approximate quantity of around 1.1 million
meter cubes of unsuitable soil will be generated due to soft ground treatment and other activities
(more accurate figures will be estimated during detail design). Unplanned storage and disposal of
such material will lead to the degradation of the landscape, local amenity and sedimentation and
degradation of water quality in water bodies near to such disposal locations.
These impacts are only anticipated during the construction stage and not during
operational stage of project.
4.9 Impacts on sites with archeological and cultural importance

Archeological structures are sensitive to vibration and ground induced vibrations. Vibrations and
shocks at even low magnitude could cause severe damage to such old buildings. A survey to
identify heritage sites within a 1000 m corridor along the trace was conducted during the study
jointly by Social specialist and Cultural/ Heritage Specialist of the study team. A total of 45
properties were identified, of which 42 were Buddhist temples and related properties, two were
Hindu religious and related properties while one property is a Christian church. Study carried out
by Department of Archeology had identified 25 sites with archeological significance. Details of
these 25 sites are presented in table 3.50 (chapter 3). Out of these sites three (3) sites (RPH009,
RPH021 and RPH022) are within 100m from the proposed ROW, and all the three sites are
temples.
All these properties that are close to the proposed ROW (within 100 m from ROW) will experience
noise and vibration related impacts during construction and operations stages of the
expressway. With respect to sites with archeological and cultural importance, impact of noise and
vibration impacts could be categorized as long term adverse impacts that need careful mitigation.
4.10 Other potential social and environment impacts

Above listed impacts are likely to be the most significant potential impacts resulting from the
project. However, there is also potential for the following impacts to occur as a result of the
proposed project activities.
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4.10.1 Possible other nuisance to neighbourhood
4.10.1.1 During construction stage of project
Workers including labourers and operators of machinery will be required during construction
stage of the project. Labour requirement, which is estimated at around 2,000, will be supervised
by supervisors, technical officers and engineers.
It is evident that there will be a demand for labour and the contractor/s will fulfill this demand by
bringing labour from other parts of the country or from other countries. Migrant labour brought in
for construction is likely to have different cultural norms. Cultural conflicts could arise due to these
differences among the workers and settlers especially near worker camps. Activities such as
selling of illicit liquor, pouching and other illegal activities may also increase within the project
area causing a nuisance to the neighborhood.
Disposal of labour camp waste is likely to present a public nuisance as there will be an attraction
of stray dogs and other animals towards these disposal sites. Dumping of spoil and washing of
concrete trucks at road sides of local roads will also be a public nuisance.
Construction of temporary service roads, diversion and closure of sections of local roads will
cause the local public to travel more distance to reach a given point. Local roads may also need
to be temporarily closed during the construction hours will also cause a nuisance to public in the
area.
This impact will only occur during construction stage and could be mitigated.
4.10.1.2 During operational stage of project
The limited number of access points to move from one side to the other side of the expressway
will be the main hindrance to the public in the area. This will be a long term significant social
impact.
4.10.2 Health, safety and accidents
It is anticipated that a number of skilled and unskilled labourers will be working at site with heavy
machinery and material. Construction activities will be carried out across local roads as well as
national roads at times in the vicinity of live traffic and frequently in close proximity to pedestrians.
These vehicles and pedestrians could get hit by construction vehicles and equipment causing
injuries and property damages. Potential sites of this hazard are located at following approximate
chainages5; 0+380, 0+980, 1+700, 2+100, 2+450, 2+980, 4+420, 5+180, 5+450, 6+890, 8+800,
10+220, 10+680, 11+500, 12+720, 13+740, 14+420, 14+880, 15+050, 15+540, 16+620, 16+880,
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17+840, 19+260, 20+390, 21+220, 21+840, 22+220, 26+260, 29+980, 30+720, 32+140, 32+780,
34+740, 38+420, 39+080, 39+820, 43+910, 44+740, 47+180, 47+380, 47+740, 48+500, 49+280,
50+000, 50+120, 52+640, 52+780, 53+100, 53+680, 54+080, 54+840, 55+460, 56+560, 56+960,
57+160, 57+580, 60+080, 61+720, 62+780, 68+240, 71+100 and 73+100 where the expressway
crosses main roads and by roads.
There is also the risk of workers getting hit by moving vehicles which may cause fatal
injuries. Technicians working in yards could also get injured during vehicle and machinery fixing
and repair works. Workers working in tunnel sections may get exposed to degraded air conditions
which could lead to respiratory problems. As stated under section 4.2.2, workers working
near cut slope sections and tunnels are exposed to the hazards of slope failures and failures of
tunnel sections.
Blasting activities along the trace and at quarry sites will also be a potential source of accidents
and injury. Use of power tools will also increase the risk of accidents especially to workers. The
risk of fire and electrocution should also be considered during a project of this magnitude. Risk of
fire and electrocution is significant at labour camps, material and fuel stores.
Exposure of works in to hazardous fumes and flames is another occupational hazard

during construction. Falling from heights may also happen if the workers do not use proper safety
measures when working at heights above 2 m from ground level. Exposure to dust, exhaust
gases and other fumes will lead to respiratory diseases both in workers and public living close to
construction sites. This impact is broadly discussed under impacts of air quality.
Stagnant water (at construction sites such as borehole locations) and domestic waste collected at
site (especially in worker camps) may lead to spread of mosquitoes and flies causing vector born
disease to workers and neighbouring communities. Food borne diseases could also be common if
the workers do not have proper facilities for cooking and storing of food material. Unhygienic site
conditions will also lead to the spread of other domestic pests such as rats and cockroaches.
As a result of increased worker force, there is a possibility of increase of Sexually Transmitted

Diseases (STD) in the area should also be considered as a significant health impact.
Accidents due to risky driving on the expressway will be the most significant impact on health and
safety of expressway users during the operational stage of the project. It is possible that with
better pavement conditions, drivers travelling along the expressway may try to travel at speeds
much higher than the operational speed of the expressway increasing the potential of high speed
vehicle accidents. Another contributory factor for the potential risk of accidents is the road
worthiness of vehicles that will move on the expressway. Failures of cut slopes, landslides and
failures in tunnel lining would cause hazardous conditions to the vehicles and passengers moving
on the expressway. Any accident occurred within a tunnel section would also cause blockages in
the expressway leading to temporary shut downs.
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5 Proposed mitigation measures

Adverse impacts that were described in Chapter four needs to be avoided, minimised or mitigated
to an acceptable level. Such intervention will lead to a project which is environmentally sustainable
and avoid any conflict with public and other line agencies that would affect the execution of the
project. It is also important to enhance the beneficial impacts identified. This chapter describes the
proposed mitigation measures based on the preconstruction, construction and operational level
information available at this stage of the project development (preliminary design stage).
Implementing the mitigation measures listed under preconstruction and operational stage of the
project will be a prime responsibility of RDA which is the project implementing agency. During the
construction stage the appointed contractor/s will execute the mitigation measures under direct
supervision of the appointed Construction Supervision Consultant (CSC) and guidance from
RDA. Overall responsibility of implementation of mitigation measures will be with RDA. Proposed
institutional setup for implementing the mitigation measures are discussed under chapter seven of
this report.
Mitigation measures discussed in this section are based on the preliminary survey and design
details. Therefore some of the measures listed here will be updated or improved during detail
designs. New construction technologies will also be considered during detail designs as a
means of potentially avoiding or minimising adverse impacts.
5.1 Mitigation measures for hydrological impacts

As stated in chapter four, unmitigated hydrological impacts will be significant and long term which
needs careful intervention from the project design (preliminary and detail) i.e. from preconstruction
stage. The key mitigation measure to minimize impacts on surface hydrology is to design structures
with appropriate opening sizes, in adequate numbers and at the correct locations. These structures
will include culverts, bridges and viaducts. Designing of these structures are based on hydraulic
model studies. Below section discuss mitigation measures that will be adopted to minimize the
impacts on surface hydrology.
5.1.1 Mitigation measures at preconstruction stage
5.1.1.1 Drainage Management Plan
 Hydraulic Model Studies
Hydrodynamic model studies were carried out to cover all critical where the disturbance to the flood
flow due to the expressway embankment is expected to be the worst from Kalu river and Kalu
Ganga Athu Oya (Near Kahathuduwa) floods.
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HEC HMS and 1D and 2D HEC RAS models developed by the US Army Corps of Engineers were
used for this. These model studies were employed to specially evaluate the water level
impact from the proposed expressway embankment and the bridge structures. The opening sizes
of required bridge structures were adjusted by looking at the backwater caused in the water
surface profiles of the respective model networks. Further adjustments or refinements to the
structure sizes will have to be made during the detailed designs one topographic survey are
complete.
At this stage of the project (feasibility level), modeling for the flood plains have been carried out by
HEC RAS model using an existing Digital Elevation Model (DEM). Model simulations will be re-
done using actual river and flood plain cross sections collected under detail designs and using a
ground verified DEM for all major waterways where modeling was performed.
All provided via duct positions will be oriented without river diversions, river training and changing
river morphology as Irrigation Department and SLLRDC have indicated that such activities will
cause unforeseen impacts.
 Results of HEC HMS/ 1D and 2D HEC RAS Models (15+000 km to 58+150 km)
Flood levels at all the streams that discharges into Kalu river, depend on the backwater effects of
Kalu river. Therefore those tributaries cannot be isolated from the main river when developing a
flood model. Hence, Kalu river and all its tributaries were modeled as an interconnected system of
streams in 1D and 2D HEC RAS models. Stream cross sections are mainly taken from SOBEK
model (figure 5.1) and some stream sections are surveyed in the present study. Topographic
details of the flood plains are taken from the digital elevation model developed using 1:10,000
maps. However, due to the errors found in the ground levels of DEM used to model the terrain, 2D
model was not used to estimate the flood levels and therefore the 1D HEC RAS model was used
instead. Nevertheless, the 2D model could be used to identify the flood spread areas and locations
with concentrated flows where viaducts are proposed.
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Figure 5-1. Scope for the model study
A typical water surface profile for 100 year flood with and without the proposed road is shown in
figure 5.2. Proposed bridges with 13m and 15m clear waterway spans at Ch. 1+328 to ch.1+450
(corresponding stream chainages 1090 and 960 in figure 5.2) shows no efflux at maximum flood
level. Spans of the bridges were increased in the model runs until the efflux reduces to a negligible
level. This was the criteria adopted in estimating the bridge spans using all one dimensional
models (MIKE11 and HEC RAS 1D).
Figure 5-2. Water surface profile for 100 year flood with and without the expressway
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5.1.1.2 Mitigation measures for Kalu Ganga floods - Major structures (Bridges
and Via Ducts)
The impact on backwater and flood recession time were mitigated by designing adequate openings
for the culverts and bridges. Viaducts have been used in following locations to mitigate flood
impacts from Kalu river. Velocities of the flood plains were used to determine the optimum via duct
lengths.
Table 5-1. Viaduct positions to account for the flow velocity and adoptability to the site
Start End Length (km) Place

15+940 16+250 0.310 Mawak Oya
22+920 23+870 0.950 Ingiriya Ela
24+410 26+030 1.620 Nambapana Ela
29+260 29+720 0.460 Yatipahuwa Ela
33+690 34+170 0.480 Kiriella
34+240 34+410 0.150 Kiriella
36+300 37+600 1.300 Kuru Ganga
37+810 37+960 0.150 Kuru Ganga
40+000 40+230 0.230 Mandadeniya
41+380 41+760 0.380 Nagoda/Kithulpe
42+000 42+640 0.640 Nagoda/Kithulpe
45+810 45+910 0.100 Kahengama
51+260 52+440 1.180 Katugas Ela
53+800 54+000 0.200 Kalu Ganga
54+330 54+720 0.390 Kalu Ganga/ Dodangaha Ela
55+710 56+210 0.500 We Ganga
57+670 58+150 0.480 We Ganga/ Marapana
** ** 9.520 TOTAL without interchanges
** ** 1.1* Kiriella Interchange ramp
** ** 1.9* Rathnapura Interchange ramp
** ** 12.520 TOTAL with interchange ramps
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Figure 5-3.Bridge Layout for Kalu Ganga (Ch. 53+800 to Ch. 54+000)
Figure 5-4. Proposed Water surface profile with and without the expressway across Mawak
Oya at Ch. 16+170
190
Figure 5-5. Proposed Viaduct from 15+940 to 16+250 across Mawak Oya
5.1.1.3 Mitigation measures for local flooding - minor structures

(culverts/minor bridges)
For other medium and small structures, structure dimensions have been developed establishing
free flow conditions through the structure using Manning formula. Details of the proposed culvert
and structures are presented in annex 5.1 (under structure schedule). A return period of 100 years
has been considered in calculation of the dimensions of these minor structures.
5.1.1.4 Mitigation measures for Impacts on flood protection/Irrigation schemes
At the time of the EIA study all relevant Agrarian Centers were consulted and details of likely
affected paddy fields, anicut structures were obtained. This information was used in the hydraulic
study in the feasibility study. However, the information will be used at detailed design and
construction stage to further refine the mitigation measures needed. Impacts on the irrigation
schemes will be mitigated as follows;
(1) All impacted irrigation schemes will be identified on the maps (i.e. 1:10,000 maps and maps
of Department of Agrarian Development),
191
(2) Relevant authorities such as the Irrigation Department (for major schemes such as
Batugedara Irrigation Scheme) and Provincial Irrigation Engineer and Department of
Agrarian Development for medium and minor irrigation schemes will be consulted and their
views taken into account,
(3) Farmer organizations of the affected schemes will be consulted and informed of the
impending impacts. Their ideas will be taken into consideration under detail designs.
(4) Continuation of the irrigation and drainage canals will be established through suitable
openings (box openings mainly). Extra openings will be provided in special cases to provide
water to isolated paddy lots (finalizing of such locations will be done under detail designs).
(5) Some irrigation and drainage canals will need to be deviated on a temporary basis and
even permanently to provide irrigation water and to discharge drainage water. Such diversions
will be designed only at the detailed design stage where topographic survey details on
individual sites will be available. RDA will seek approval from Irrigation Department, Provincial
Irrigation Department and Department of Agrarian Development for such diversions.
(6) Paddy lots that would be isolated and cut off from irrigation water supply due to expressway
embankment and irrigation canal deviations will be provided with additional openings and canal
facilities to supply water. RDA will seek approval from Irrigation Department, Provincial Irrigation
Department and Department of Agrarian Development for such improvements.
5.1.1.5 Mitigation measures due to Impacts during floods caused by

loss of retention/detention area
Loss of retention capacity is relatively low when compared to the larger retention volumes of the
overall flood plain available hence the impact could be minimal. However providing bridges, culverts
and viaducts will further minimize the backwater impacts on structures.
Lead away canals of all waterways will be improved by dredging, rubble pitching and similar
methods to facilitate inflows and outflows through the proposed hydraulic structures. However the
impact on loss of retention cannot be fully mitigated as some amount of retention areas will be
permanently lost to the system but this loss is again minimal.
All existing bed levels, sill levels, invert levels etc. of cross drainages and irrigation crossings will be
considered while providing culverts and bridges to the expressway. Drainage management plan
including all sizes and sill levels / invert levels of drainage provisions will be submitted to the
Irrigation Department and SLLRDC during the detailed design stage after completion of topographic
surveys to obtain levels.
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5.1.2 Mitigation during Construction Stage
5.1.2.1 Mitigation measures for Hydrological Impacts
Most of the hydrological impacts will be mitigated at the pre-construction stage using design
improvements to structures. Following mitigation measures will be implemented during
the construction stage.
5.1.2.2 Mitigation measures for drainage blockage by pilot road
Pilot road will have to be constructed across paddy areas and floodplain areas. Pilot road will be
designed for a lower return period such as 5 year return period and flood overtopping will be
allowed over the pilot road. Temporary pipe culverts or bridges / causeways will be provided to the
pilot road at stream crossings. Their adequacy for the design return period will be checked.
Provisions will be allowed to breach the pilot road at any critical sections in case backwater builds
up. Measurements of upstream and downstream water levels will be taken at suitable locations
where the pilot road crosses streams (e.g. Ch. 24+420 to Ch. 26+030 Nambapana Ela, where the
expressway cuts across for about three times). Provisions will be kept to conduct separate
hydrological studies including hydraulic modeling if required for the pilot road.
It is not possible to provide the layout details of the pilot road until the construction stage begins
and the details will be provided to concerned line agencies at that stage. As the Ruwanpura
Expressway is only limited to four (4) lanes and the pilot road will be mostly within ROW, therefore
need for additional land acquisition is minimal. Temporary structures for the pilot road and the
maximum embankment levels of the pilot road will be decided at the construction stage.
As stated earlier hydrological impacts will occur if the above mitigation measures are not
implemented.
5.1.2.3 Mitigation measures for hindrance to irrigation and drainage canals
Care will be taken to avoid any lateral displacement of soil embankments and silting/ blocking
Irrigation and drainage canals during construction. Temporary openings to the pilot road will
be provided coinciding with all streams and water way crossings. Openings of these structures will
be designed to accommodate the required flow characteristics. All lead in and lead away drains will
be cleared and drainage continuity will be maintained.
Liaison will be established with Irrigation Department, Department of Agrarian Development

and Provincial Irrigation Engineer before carrying out construction in areas where minor irrigation
schemes will be encountered. It is also pertinent to consult farmer organizations and obtain their
ideas regarding possible impacts to minor irrigation works and paddy cultivation.
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Due to the embankment, some individual paddy plots may be deprived of water. In such cases,
extra openings (temporary or permanent) will have to be proposed, on a case by case basis.
5.1.3 Mitigation measures for the post construction stage
5.1.3.1 Mitigation measures for hydrological impacts
All temporary structures constructed along the pilot road and all other temporary landfills will be
removed once the construction of expressway is completed. Removal of such temporary structures
on a progressive basis parallel to completion of expressway construction would be the best method
to reinstate the existing drainage system. As indicated above the pilot road will be constructed
within the ROW as a soil filled embankment. As in the case of structures, sections of the pilot road
embankment will be permanently cut open as means of re-establishing the drainage system.
During the operation stage, there is potential for openings (including lead in and lead away canals)
to become blocked due to siltation, thus impeding flow, increasing the upstream water level and
increasing the time required for floods to recede. Hence all openings will be periodically desilted
especially during dry months to ensure the free flow of water during ensuing high rainfall months.
5.2 Mitigation measures for impacts on hydro geology

Impacts on hydro geology will mainly occur during construction stage of the expressway. However
impacts such as cut slope failure, landslides and collapsing of tunnel inner lining could occur even
during operational stage of the project if proper mitigation measures are not adopted.
5.2.1 Mitigation measures to minimize the impacts of lowering of the

groundwater table
Lowering of the groundwater table could occur at the locations specified under section 4.2.1 where
tunnel excavations and soft ground treatment will be carried out. Following actions will be
implemented during construction to mitigation impacts on the groundwater table.
 Allow uninterrupted flow of groundwater through soil filled embankments; a suitable method
is the application of a permeable bottom layer to the embankments.
 Continuous monitoring of ground water levels (water levels in wells) near locations of
tunneling, compaction and consolidation sites as indicated in section 4.2.1.
 During the feasibility and this EIA study a total of 172 boreholes were carried out along the
trace to identify the geological formations along the proposed trace. RDA has initiated to
conduct additional borehole investigations (around 50 Nos.) and a seismic study along the
trace but concentrating more on the tunnel sections. Findings of these investigations will be
194
available for detail design teams to determine more precise construction methods for tunnel
sections, cut sections and sections where soft ground treatment is required.
 Immediate sealing of tunnel inner lining will be carried out as means of avoiding water
ingress in to tunnel which lead to lowering of water table in tunnel sections.
As measures to assist public in the event of any lowering of water table are observed, the
contractor will keep resources to;
 Construct new dug-wells and/or tube-wells away from adversely affected sites; and
 Provide water by other means (regular water supply through water bowsers) to those who
lose access to groundwater.
To ensure implementation of above mitigation measures by the contractor, a monitoring mechanism

will be adopted by RDA. If required, RDA will request the assistance from Water Resource Board
and NWS&DB. Information collected during the monitoring will be made available to relevant stake
holders including the public on a regular basis.
5.2.2 Mitigation strategies for landslides, slope failures and collapsing of

tunnel sections
Landslides are an important risk factor across some of the project area. The unstable terrain
conditions, combined with intense or prolonged torrential monsoon downpours, provide conditions
that increase the probability of landslides across several parts of the project area. In many parts
where naturally stable, landslides can be aggravated by disturbing the natural slopes.
The key mitigation measure adopted to avoid and minimize the impact of landslides and slope
failure was to identify a trace avoiding locations with past evidence of landslides and slope failures.
This activity was carried as part of the feasibility study. Final refinements will be made during the
detail designs to further improve the alignment within the ROW selected for the proposed
expressway.
5.2.2.1 Section 1: Kahathuduwa to Ingiriya
Following key mitigation measures will be taken up to Ch. 16+200, where major threats of cut
slope failures and landslides are minimal.
 Provide adequate lined drainage network with enough silt traps and culverts
 Simple site specific measures such as slope modifications with 1: 2 or 1: 1.5 cut slopes
 Removal of hanging boulders and retaining structures where necessary
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However, if special site conditions arise (as observed during detail design or during construction) up
to Ch. 16+200 and from Ch. 16+200 to Ch. 22+200, more stringent measures as explained in
section two and three will be adopted to overcome the expected slope instability problems.
5.2.2.2 Section 2 and 3: Ingiriya to Pelmadulla
Following mitigation measures will be adopted to minimize impacts of landslides, cut slope failures
and failures of tunnel sections during and after the constructions.
 Make slope modifications into stable angles where possible and applicable (cut sections as
indicated in table 4.3). Use moderate to low cut slope angles such as 1: 2 or 1: 1.5.
 Provide adequate lined drainage network with enough silt traps and culverts
 Avoid cut sections with heights more than 6 m. Use of berms to limit the height of cut
sections.
 Provide berm drains and toe drains for cut sections.
 Introduce cut off drains at cut slope crest areas to prevent runoff water flowing over the cut
slopes.
 Introduce step drains and applying of shot Crete to cut sections where there is high velocity
water flow over excavated surfaces.
 Introduce weep holes to cut slopes at sections where water table is observed to be high
(based on the investigations during detail designs).
 Introduce sub slope horizontal drains using weep holes at slope crest or upper berm
locations where the excavation height is large to bring down infiltrated rain water as soon as
possible. Efficient removal of infiltrated rain water helps to keep the stability of cut slopes
ensured. The length of the drain will vary following the slip surface boundary.
 Turfing grass with geo mat to protect slope surface erosion.
 Remove unstable soil, rock masses and boulders
 Application of rock and boulder fall protective measures
 Introduce biotechnical applications (tree fences) to avoid rock and boulder falls.
 Introduction of deep rooted plants and grass at slope crest.
 Stabilize road cuts and fills with appropriate structures (concrete walls, gabion walls, crib
walls)
 Proper soil compaction in fill areas
 Routine inspections will be conducted as part of maintenance work to identify any location
that appears to develop landslides or slope failures. Measures will be taken to rectify such
location before such hazard occurs.
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 During operation stage special emergency teams with machinery will be placed at strategic
locations to attend to any landslide or slope failure and to remove debris fallen on to the
road surface.
Concreting the exposed rock and overburden of tunnel portals and sealing of tunnel inner lining will
be carried as part of tunnel construction works. These measures will avoid any collapses of tunnel
portal and inner lining. Periodic inspections on the tunnels will be carried out during operation stage
as part of routine maintenance work. Any damage identified in the tunnel sealing will be attended
immediately.
5.2.3 Mitigation measures for soil erosion and siltation
As stated in chapter four, several activities related to proposed project may disturb the land surface,
leading to soil erosion and siltation. Highest potential threat of accelerated soil erosion will result
from the project activities particularly during the construction period.
However, since it is planned mainly for cut and fill type construction, most of the material excavated
will be used for filling of embankments of the proposed expressway. Measures indicated in + 5.2
will be adopted to mitigate impacts of soil erosion and sedimentation.
Table 5-2.Mitigation measures for erosion related impacts
Activity Impact Proposed mitigation measures

Stripping top soil Erosion due to heavy Side drains will be provided. Embankment
rainfall and resulting filling will be started immediately after
runoff, waterways can get stripping
turbid
Leaving un-compacted Erosion due to heavy Compaction will be done immediately to a
of partially compacted rainfall and resulting predetermined degree
soil in the embankment runoff, waterways can get
turbid
Cutting of steep slopes Increased erosion and Minimize slopes to effective heights,
and berms landslides provide surface protection, (e.g. Gabions),
stabilize shuttering during construction,
turfing
Stockpiling of earth Erosion of loose soils Provide covers to stockpiles, avoid
stockpiling as far as possible, use cut
material to fill using the mass haul method
The magnitude of the impacts of soil erosion and sedimentation greatly depend on the factors of
rainfall, topography, type of surface material and the extent to which the excavation or filling is
planned.Therefore, the magnitude of this impact varies from place to place along the trace and will
occur mainly during construction stage. However, special care will be taken to avoid any lateral
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displacement of soil close to water bodies, paddy fields and marshy areas passed by the proposed
expressway trace.
5.2.4 Soil conservation plan with siltation and erosion control measures
Soil conservation measures within the study area will be planned and designed based on slope,
land-use, soil characteristics and rainfall characteristics. Unsuitable materials or materials surplus
to requirements from the required excavation shall be hauled and placed in spoil banks at
designated areas (i.e. at approved disposal sites). All trees, saplings, shrubs shall be protected
from unnecessary damage by the contractor’s operations. This will be done through clear
demarcation of cut sections and continuous supervision during embankment cut operations. The
natural landscape will be preserved to the extent possible for conducting operations in a manner
that will prevent unnecessary destruction of the natural surroundings.
Given below are a number of miscellaneous control measures for mitigation of impacts related to
erosion, siltation and sediment runoff:
 Use materials such as quarried rock without fine particles for protection of drainage
structures;
 Leave a corridor (or a pre-determined reservation) as a buffer zone with vegetation between
the expressway itself (the foot of the road embankment) and water bodies, floodplains and
wetlands. The width of this zone will be decided based on embankment height and the
height of slopes; as far as possible a constant width should be left from the foot of the
embankment.
 Set flow velocities in hydraulic structures to non-silting and non-scouring velocities,

Specific emphasis will be given during detailed design to reduce water flow velocity and
energy dissipation.
 Provide silt basins, silt traps, etc. to collect the silt from runoff from the construction sites
prior to discharge the water to natural waterways;
 Provide infiltration ditches;
 Provide scour protection for structures;
 Provide adequate lined drainage network with enough silt traps, culverts, paving and side
drains; and
 Implementing a constant de-siltation and maintenance programme of all culverts during

operation stage of the project.
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5.3 Mitigation measures for social impacts

5.3.1 Mitigation of impacts on settlements, institutions (public and private)
and common properties
The proposed expressway has been designed after considering all options available to minimize
impacts on human settlements and related institutions. Each consideration at the initial stage of
project planning have been conducive to the selection of the most suitable trace avoiding human
settlements to the fullest extent within technical limits of the expressway. Only the
unavoidable settlements and institutions are affected at varying degrees. A Socio-economic
survey covering all households, institutions and estates within the proposed ROW was carried out
to identify all the settlements in the GN and DS divisions in the three districts affected by proposed
Ruwanpura expressway as the first measure towards mitigating impacts on the community. Existing
socio-economic profile along the proposed ROW was obtained through this survey. A Resettlement
Plan (RP) was developed based on the information collected from above survey. The RP included
all possible impacts related to physical and economical displacement of people (permanent and
temporary). An Entitlement Matrix (EM) was developed based on the impacts and mitigation
measures where were based on the comments, suggestions from affected persons and line
agencies who are directly involved in land acquisition and resettlement process (such as the
Survey Department, Department of Valuation, Department of Agrarian Development, Ministry of
Lands).
As a result of avoiding human settlements, the expressway traverses mostly through stretches of
paddy lands, agricultural high lands and estate lands. Mitigation measures will be implemented to
mitigate the impacts stemming from the construction and operation of the proposed expressway
and in adjacent to human settlements and lands used for variety of agricultural, industrial,
service and other human activities. Still the project is expected to displace around 1,900
households which include around 5,900 persons. Due compensation will be paid to all these project
affected persons based on the EM with following guidelines as indicated in the National Involuntary
Resettlement Policy (NIRP) and as included in the RP.
Resettlement of those displaced persons by the project is will not be a difficult task as lands are
available within the three districts. Table 2.7 in chapter two provides information about the
resettlement sites identified by RDA through Divisional Secretaries. Table 5.3 below presents
the location details of these sites and figure 5.6 presents a map indicating the locations with respect
to the proposed expressway trace.
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Table 5-3. Lands identified as resettlement sites
Location DS Division GN Division Coordinates

No. Easting Northing
1 Kiriella 150 B, Holipitiya 153779.56 167234.98
2 Kiriella 145 D, Handukanda 142497.54 172938.51
3 Kiriella 145 A, Matuwagala 145374.64 175310.88
4 Nivithigala Dombagammana 165340.80 158935.41
5 Nivithigala Sidurupitiya 167305.54 154643.14
6 Pelmadulla Panawenna 175758.32 156288.63
7 Pelmadulla Poranuwa - -
8 Horana Yahalakelewatta, 613, 119320.20 177637.00
Talagala North
9 Horana Kotikapolla Section Ac 120265.61 174456.10
11, Kahatapitiya
10 Horana Hikgahakanda, 614 B 122463.96 173517.81
Maha Uduwa
11 Horana 629, Kidelpitiya - -
12 Horana Thithwalakanda, 120911.86 167156.60
615 B Maahena
13 Kuruwita Kithulpe, Kosgala 152815.70 169444.50
14 Kuruwita Kithulpe, Kosgala 153171.40 169889.57
15 Ingiriya Nimalagama 132726.95 172026.10
Final selection of lands for resettlement sites will be carefully carried out so that they may be
attractive and suitable for the settlement of people.
All state sector institutions and common properties affected which are listed under section 4.3.2 will
be restored at suitable new locations. Relevant line agencies and communities will be consulted by
RDA before commencing such restoration programs. Common properties such as cemeteries will
only be relocated with the consent of the relatives of the deceased. Due compensation will be paid
for such shifting as per the guidelines given in the entitlement matrix. The 15 commercial sector
institutions and properties have been identified in the Resettlement Plan, where provisions are kept
for compensation of land, crop/ plantation and loss of income of the institute as well
as affected workers.
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µ
BIYAGAMA
KOLONNAWA
GampahaWEKE
NUWARAELIYA
COLOMBO
KADUWELA
DEHIOWITA
NUGEGODA
Kegalle DERANIYAGALA
AVISSAWELLA
Colombo MAHARAGAMA Nuwara Eliya

AMBANGAMUWA KORALE
EHELIYAGODA
DEHIWELA HOMAGAMA
KESDEWA
j
k
MORATUWA
j
k KURUWITA
j
k
jHORANA
k
j
k
j
k
PANADURA TOTAMUNA IMBULPE
RATNAPURA
jj
kk
j
k j
k
BANDARAGAMA BALANGODA
AYAGAMA ELAPATHA
Ratnapura
MADURUWELA BULATSINHALA PELMADULLA
j
k
KALUTARA
OPANAYAKA
Kalutara
j
k WELIGEPOLA
j
k
DODANGODA NIVITIGALA
WELIGEPOLA
KAHAWATTA
AGALAWATTA
Legend MATUGAMA
KALAWANA
GODAKAWELA
BERUWELA
k
j Proposed Lands
Proposed Expressway Trace 0 2 4 8 12 16
WALALLAWITA Kilometers KOLONNA KORALE
Figure 5-6 Map of identified relocation sites 201

5.3.2 Mitigation measures for impacts on infrastructure facilities and

access roads
RDA has proposed a permanent detour for the section of A008 highway which will be
intersected by the expressway. The rerouted section is also presented in figure 4.1. RDA will
lease with Ceylon Electricity Board in shifting the 132 kV line at locations where it will cross the
expressway. RDA will lease with CEB, NWS & DB, Sri Lanka Telecom in shifting of utility
service lines. The shifting will be done with prior notification to public on possible service
interruptions and with a proper utility shifting schedule.
RDA will pay all the payments in due course as agreed upon at the beginning of the project to
enhance the efficiency of shifting of infrastructure facilities. In particular the delay of payment
tends to prolong the period of restoring the disturbed infrastructure facilities and such
disturbances affect the day to day activities of the people. Being sensitive to such issues, the
project will not cause any delay of the completion of the shifting of infrastructure facilities.
The project will assist the service provider to complete the shifting of such facilities.The project
will not allow any informal or unauthorized shifting of any infrastructure facility, which would be
harmful to the work force and the people in the area.
Permanent under pass or over pass bridges will be provided at all strategic locations to ensure
access of public during project operation. Locations identified during this study (as given in
section 4.10.2.1 of this report) have been included in to the preliminary designs. Additional
locations will be provided based on more specific information during detail designs.
5.3.3 Mitigation of the impacts due to land acquisition and resettlement
The project shall acquire all the lands in accordance with the regulations of the Land
Acquisition Act. As the expressway is constructed through areas with high population density,
RDA survey the exact trace of the expressway and interchange areas (based on more refined
alignment under detail design) and follow the due process of land acquisition. The acquisition
process will be completed granting all entitlements and payment for lands and structures at
current market value (at replacement cost) and as stipulated in the RP. Compensation will be
paid to all affected parties without unnecessary delays, bribery and corruption. RDA will make
sure that issues of land ownership will not be an obstacle that prevents people from getting
compensation. Such issues will be carefully studied and the due justice will be done to the
affected people. Whereas the immediate acquisition of required lands is decisive to commence
the construction of the expressway, payment of due compensation for the acquired
lands and properties is decisive for the relocation of affected households.
It is inevitable that some people will oppose acquisition of their land. This is due to number of
reasons and assumptions such people make. For example assuming that the government may
take years to pay compensation some rural people vehemently rejects the acquisition of their
lands.
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To overcome such issues and as a continuous process, RDA will continue to create awareness
among public who are affected by the project. Such awareness and information dissemination
sessions will include information on the entitlements of affected persons, possible locations for
resettlements identified by RDA and facilities that would be provided to project affected
persons.
Awareness creation will also be done for of the project including survey teams, officials of the
relevant officials of the DSDs to provide exact information to the affected communities and no
room will be left to spread false information of land acquisition and resettlement of land and
property values and the payment of compensation.
Each and every household and the relevant communities will be properly educated regarding
the policies of land acquisition. Such information will be provided in formal letters and
documents so that no party or group of people can mislead the people.
The project affected households will be informed of the exact quantity of land to be acquired,
the quantum of compensation and of possible locations for them to resettle. Such awareness
will help the affected people take decisions on their resettlement requirements. People with
sufficient extent of land in the same area may shift their housing units to the remaining portion
of the lands whereas others may relocate themselves (self-relocation) or resettle in a site
developed by RDA.
RDA will take every effort to develop resettlement sites with all infrastructure facilities. This will
encourage the displaced people to move in to such sites rather than finding lands on their own.
It will be a benefit to the project as the people could be moved out of the acquired lands
without delay and allow the contractor/s to initiate construction works.
Not only the individual households, but also the state sector and private sector institutions will
be made fully aware of the extent of lands to be acquired so that they can make decisions
regarding re-location of their institutions in a timely manner. As indicated in the RP, RDA will
assist the relevant agencies in shifting and relocating such institutes.
5.3.4 Mitigation of impacts on livelihood and economic activities
As the proposed project will have an adverse impact on the livelihood and economic activities
of people within the ROW and in the adjacent areas of the main trace and interchange
connections, proper measures are required to mitigate the loss of livelihood and affected
economic activities. The resettlement plan prepared for the project has identified the loss of
livelihood and economic activities as a major social impact. The entitlement matrix has been
developed with specific mitigation measures for loss of livelihood and economic activities; an
income restoration program has also been included as a part of the RP. Providing employment
in the project to labourers, who were involved in agriculture activities and other economic
activities, would be one of the best solutions which will assist them in sustaining their
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livelihood. RDA will support project affected people and families in diversifying their livelihood
activities in order to sustain their families (through implementing income/ livelihood restoration
programs). Special attention will be paid to families with social and economic vulnerabilities.
A total budget of around SLR 10.3 billion7 will be allocated to for the resettlement purposes
including income restoration program. RDA will secure additional funding for rerouting a
section of A008 highway and shifting of the 132 kV electricity line. The cost for these activities
will be finalized during detail design in consultation with other divisions of RDA and CEB.
Mitigation measures discussed under sections 5.3.1 to 5.3.4 are directly related with the RP
prepared for the proposed expressway and its entitlement matrix. Table 5.4 below provides
extracts from the EM which are directly related to the mitigation measures discussed above.
Table 5-4. Extracts from EM of resettlement plan for the proposed expressway
Type of loss Entitled persons Entitlement

Loss of Agricultural Owner with title Preference will be given to DPs for land for land option
land deed or (similar location and productive quality), subject to
registration availability of such land.
certificate Or cash payment for loss of land at full replacement
cost.
In case of only a section of land is acquired and if the
remaining portion is economically not viable for
continued use as per the LAA the remainder land will be
acquired or injury will be paid at replacement cost if
opted by DP.
In either case reasonable time will be given to harvest
the crops or payment will be made at market value.
The Livelihood Restoration Allowance and Special
allowance.
Loss of access to Tenant, user with No payment for land.

agricultural land lease, Ande
farmer If cultivated by tenant, user with lease or Ande farmer
payment of compensation for standing crops and/ or
trees as indicated in item F1.
In either case reasonable time will be given to harvest

the crops or payment will be made at market value.
Cash payment for loss of net income for portion of land

affected for the remaining leased/assigned period.
7As per the tentative budget presented in chapter 10, table 10.2 “Estimated budget for land acquisition
and resettlement for the Ruwanpura Expressway” of RP for the proposed expressway
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allowance.
Loss of access to Sharecropper, No payment for land.

agricultural land Non-title user or
encroacher on Reasonable time will be given to harvest the crops or
payment will be made at market value if cultivated by
private land or the sharecropper.
state land
allowance.
Loss of residential Owner with title Partial loss of land and structure
land and structure deed or
All payments for land and structure in material and/ or
registration
cash at full replacement cost (provisions under LAA and
certificate
Regulations 2008), WITHOUT deduction for
depreciation or salvageable materials to repair or rebuild
the structure to original or better condition when
remaining land area is sufficient to rebuild upon the
structure.
Payments of materials transport allowance and transition
settlement allowance.
Payment of additional allowances
Complete loss of land and structure
For structures not having sufficient land to rebuild upon
will be entitled to the following:
1. Assistance from RDA to locate alternative plot for
relocation; OR relocation to a resettlement site if
developed by the project and decided by DP
(undeveloped value of the land plot will be recovered by
RDA from the DP).
2. Payment of “Self relocation allowance” not more than
SLR 500,000 if DP decides for self-relocation.
Loss of rental Tenant, user Partial loss of rental accommodation

accommodation with lease If there is partial loss of rental accommodation, DP has
the option to stay with the owners agreement OR;
If DP choses to move out, cash assistance for 3 months
rental allowance as mentioned below:
 Maximum rental of Rs. 10,000/= per month for

properties situated in Municipal council areas
properties situated in Urban council areas
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properties situated in Pradeshiya Sabha areas
Complete loss of rental accommodation
If there is complete loss of rental accommodation, cash
assistance to cover rental arrangements for minimum
period of 6 months of equivalent standard as mentioned
below:

Assistance in finding new affordable rental

accommodation AND Payment of additional allowances
RDA will assist in recovering advance payments made
by the tenant to the owner, if there is a complete loss of
rental accommodation.
Loss of Non-titled Partial or complete loss of structure

residential user, non- No payment for land.
structure permitted user or
In case of squatters on state lands, the DP would be
squatter
paid the reinstatement value (regulations 2008) with the
written concurrence of the Divisional Secretary.
In case of squatters on private land where the owner has
not contested the encumbrances in a Court of Law the
person who carried out the improvements will qualify to
receive the value upon adequate proof of the
improvements which has been made on the land by
such person.
The project will also encourage the DP to relinquish the
land and relocate on alternate land or resettlement site if
developed by the project and opted by DP.
Payment of additional allowances.
Loss of Owner/s and/ or Partial loss of land and structure

commercial land
Operator/s of All payments for land and structure in material and/ or
and structure
registered cash at full replacement cost (provisions under LAA and
business Regulations 2008), WITHOUT deduction for
depreciation or salvageable materials to repair or rebuild
the structure to original or better condition when
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remaining land area is sufficient to rebuild upon the
structure.
Payment for any associated loss of income while
commercial structure is being rebuilt will be based on the
following guidelines of Regulations 2008;
(i) Payment for Formal businesses will be based on the
accounts and tax returns pertaining to preceding three
(3) years.
(ii) A payment for increased overhead expenses would
be recommended by CV as per the circumstances.
The livelihood restoration allowance and Special
allowances.
Complete loss of land and structure
For structures not having sufficient land to rebuild upon
will be entitled to the following:
1. All payments for structure lost at full replacement cost
in material, cash, or a combination of both, WITHOUT
deduction for depreciation or salvageable materials,
2. Assistance from RDA to locate alternative plot for
relocation if opted by owner/s on recovery of the
undeveloped value of the land plot,
3. For income losses cash payment not exceeding three
times the average annual net profits from business, as
shown by the books of accounts, for three calendar
years immediately preceding acquisition or livelihood
restoration grant, whichever is higher,
4. For businesses who do not maintain books of
accounts cash payment equivalent to 6 months income
OR Livelihood assistance grant, whichever is the higher,
5. Payment of materials transports allowance and
transition settlement allowance.
The livelihood restoration allowance and special
allowances.
Loss of Tenant / Partial loss of rental accommodation

commercial operator of If there is partial loss of rental accommodation, DP has
registered the option to stay with the owners agreement OR;
Structure
business
If DP chooses to move out, cash assistance for 3
months rental allowance as mentioned below:
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The livelihood restoration allowance and special
allowances.
Complete loss of rental accommodation
If there is complete loss of rental accommodation, cash
assistance to cover rental arrangements for minimum
period of 6 months of equivalent standard as mentioned
below:

Assistance in finding new affordable rental
accommodation AND Payment of additional allowances.
RDA will assist in recovering advance payments made
by the tenant to the owner, if there is a complete loss of
rental accommodation.
Loss of Owner or Partial or complete loss of structure

commercial operator of No payment for land.
Structure non-registered In case of squatters on state lands, the DP would be
business / paid the reinstatement value with the written
squatter concurrence of the Divisional Secretary.
In case of squatters on private land where the owner has
not contested the encumbrances in a Court of Law the
person who carried out the improvements will qualify to
receive the value upon adequate proof of the
improvements which has been made on the land by
such person.
Payment for any associated loss of income while
commercial structure is being rebuilt will be based on the
following guidelines of Regulations 2008;
(i) Payment for Formal businesses will be based on the
accounts and tax returns pertaining to preceding three
(3) years.
(ii) A payment for increased overhead expenses would
be recommended by CV as per the circumstances.
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Livelihood restoration grant where required.
Payment of additional allowances.
Owner/s of such business will be encouraged to
relinquish the land and relocate on alternate land. RDA
may assist such DPs to find such alternate land.
While business re- All affected An allowance of Rs. 15,000/= OR 3 months basic salary
establishes (i.e. employees, wage whichever is higher
reorganizing on or daily laborers
Or assistance in securing new employment including
remaining land or in private or
relevant skills training if required,
relocating in the government
same area) – businesses
Employment is
temporarily
affected
Job loss due to All affected An allowance of Rs. 50,000/= OR 6 months basic salary
relocation of employees, wage whichever is higher
business to or daily labourers
And preferential access to project construction
another area or in private or
employment opportunities.
business operator government
decides not to re- businesses
establish -
Employment is
permanently
affected
5.4 Mitigation measures for impacts on biological and ecological

impacts
Impacts on flora and fauna will occur during construction and operational stages of the project,
thus specific mitigation measures will be adopted during these stages of the project. However
due to the ecological sensitivity of the project area it is important to adopt few mitigation
measures even before construction of the project. These measures include;
(1) Conduct a detailed ecological study (research) in the area where specimens of Rinorea
bengalensis was observed. RDA will allocate provisions to conserve this species ex situ in
botanical gardens (Seethawaka wet zone botanic garden or Peradeniya botanic garden). With
assistance and guidance from the Department of National Botanical Gardens (under Ministry of
Sustainable Development and Wildlife) plant will be introduced to similar habitats which are
already legally conserved such as Walawu Waththa – Wathurana.
(2) With assistance and guidance from the Department of National Botanical Gardens
propagate Flemingia macrophylla species as part of the replanting/ habitat enrichment
program. The plant is already being used as a Nitrogen fixer in a rubber plantation at Uman
Gedara (near Ellagawa), where it was found during field surveys of this expressway project.
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Therefore it is worthwhile to propagate this species in other rubber lands in Kiribathgala

plantation.
(3) Under the environmental management and monitoring plan for the project, the new
Strobilanthes species will be further studied to obtain more information required to scientifically
describe the species. Ex situ conservation will be carried out with assistance from Department
of National Botanical Gardens. If advised from the department, measures will be taken to
introduce the species in to similar habitats.
(4)All irrigation and drainage canals crossed around Ingiriya will be thoroughly investigated to
find the existence of Marbled spiny eel. This investigation will be carried out with assistance
and guidance of Zoological Garden Department, Department of Wildlife Conservation.
University students will be engaged for this assessment. If this fish can be found again within
the ROW of the project, they will be captive breaded and released to natural habitats with
assistance from above institutions.
(5) A species rescue and translocation drive will be conducted within the ROW to collect and
evacuate less mobile species such as fossorial reptiles and amphibians. Translocation sites
will be identified with the collaboration of Department of Wildlife Conservation and Department
of Forest Conservation. A Global Information System (GIS) platform will be used to identify and
record the locations where species rescue and translocations were carried out.
5.4.1 During construction stage (for floral species)
It is inevitable that some native tree species within the demarcated ROW of the expressway
trace will need to be cut down. All trees that need to be felled will be marked and handed over
to the timber Corporation for cutting and removal.
A compensatory replanting and ecological enrichment program will be carried out in parallel to
construction of the expressway. Tree and plant species for planting will be selected from the
existing plant list in table 3.25.
Replanting program will be carried out within the ROW and at locations with public importance
(such as schools or play grounds). When selecting the species, endemic and threatened
species will be given a higher priority.
Fruit baring short trees will not be planted along the road corridor (as shade trees) as collisions
could happen between the birds that attracted to those trees and vehicles. Any way high rise
fruiting trees such as Mangifera zeylanica can be planted. Also the different types of
micro habitats will be considered and selection of plants will be done accordingly (i.e.
Lagerstroemia speciosa is suitable for low lying areas near streams).
Contractors will be instructed to establish and maintain plant nurseries during the construction
process. Adequate stocks of plants will be maintained in these nurseries, and planting of these
trees will be carried out progressively in line with the construction program. Planting ‘bole
rooted’ plants are not recommended, since it destroy another habitat to make this habitat good.
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Based on the experience gained from Southern expressway (Kottawa – Matara section),
planting of mixed species will be carried out (against mono species planting).
After the planting, they will be maintained continuously (during operation of the expressway).
This includes cutting of branches extending towards the expressway pavement, weeding of
grasses such as Panicum maximum and ferns such as Dicranopteris linearis. Weedicides will
not be used in weeding process as it causes many damages to both flora and fauna. Invasion
of Dillenia suffruticosa will be done by uprooting those plants.
RDA will maintain a plant nursery to “gap fill” the plants which were planted in the field and
died off before establishing in the field.
5.4.2 During construction stage (for faunal species)
Sections of the expressway will be selected to plant butterfly larval food plants and nectar
plants to increase the butterfly population in the area. This will regain the butterflies that have
been lost during the construction process.
Fish are one of the mostly affected faunal taxa due to this project. There is a great need to
mitigate the damage on stream habitats and to rectify the damages after construction to ensure
the standard of fish population. Flow of sediments in to streams and other nearby water bodies
during the earth works will be avoided using silt traps, silt basins, timing of such work during
dry periods of the year and compacting and turfing of embankments progressively. Earth works
will not be done during the heavy rains at these sensitive sections.
The time duration of exposure of streams in to direct sunlight will be minimized. Fast growing
native plants such as Trema orientalis, Symplocos cochinchinensis and Macaranga peltata
will be planted beside the streams just after the construction works in each section is
completed. Later on under these plants, typical stream side plants such as Vateria copallifera
will be planted.
As indicated under mitigation for hydrological impacts, the culverts and bridges will be
designed to accommodate flows with 100 year return period. Openings kept for such flows will
facilitate movement of amphibians and reptiles who rely on stream side vegetation. This
measure is critical at locations were the trace crosses streams at the Kiribathgala mountain
range (approximate Ch. 54+000 to 64+000).
Animal under passes will be constructed at regular intervals of 0.5 to 1.0 km depending of the
need of such structure. That is in places where there is a tunnel, via duct, culvert or bridge a
special animal pass will not be required. Such passes are important ground dwelling mammals
and reptiles. Animal under passes will be constructed across the embankment above the
normal flood level to ensure the free movements of animals during regular floods. A soil layer
will be placed at the bottom of the under pass to facilitate the movements of fossorial reptiles.
Boundary demarcating fence which is also be used as a barrier for animals that try to get into
the expressway, will be made inwards at these under passes. This type of under pass also
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facilitates the nocturnal mammal species, which can be used as a den during the day time.
Figure 5.7 below presents a typical cross section of such underpass opening.
0.6 m
0.15 m
0.75 m
Figure 5-7. Typical cross section of an underpass opening for movement of fauna
Overhead passes or wire ropes across the expressway for arboreal species will be provided
between Ch.3+700 – 4+000, 11+200 – 11+400, 20+000 – 20+300, 29+000 – 29+100, 38+500
– 38+800, 40+800 –41+000, 42+900 – 43+100, 45+200 – 45+500, 46+900 – 47+000, 60+300
– 60+800, 62+000 – 62+200,64+300 – 64+700, 65+100 – 65+400, 67+300 – 67+600, 68+500
– 68+800, 70+800 – 71+300, 72+300 –72+600. Specific sites/ locations (within the above
chainages that need such canopy passes will be identified and designed during detail designs.
Such overhead passes and wire ropes across the expressway will make a reasonable link
between their habitats. If the topography is suitable, overhead passes will be constructed as
bio links planted with trees. Figure 5.8 below presents a sample of such overhead bridge/ bio
link.
Figure 5-8.State of art Bio link suggested in the forest areas
Collision of birds will be addressed by making a 5 m high fence just at the edge of the of the
expressway shoulder. Such barrier will be introduced especially at locations where the
expressway will run across paddy lands on earth filled embankment (approximate Ch. 0+600 –
0+900, 4+850 – 5+250, 5+600 –6+650, 9+200 – 9+400, 12+450 – 12+680, 14+850 – 15+250,
30+950 – 31+150, 45+900 – 46+180). It will increase the flying height of birds. Typical diagram
of such structure is presented in figure 5.8 A.
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Insulated wires or underground cabling will be used transmission of electricity for lights in the
expressway. Such measure will avoid the deaths of Flying Foxes.
During the construction phase, waste collection and disposal will conducted in a planned
manner where it will not attract domestic and wild animals.
Borrow pits and quarry sites will not be operated within any wildlife protected area, wildlife
roaming or migratory paths. It is best to identify already degraded lands for material pilling
stations, site offices and vehicle yards. At the completion of the project, these lands should be
replanted with native species as proposed in the previous section. Burrow pits also has to be
replanted. Otherwise Dillenia suffruticosa and Panicum maximum will invade these lands. It is
need to make sure that quarry sites should not be converted into breeding grounds of
mosquitoes after extracting the materials.
Labour camps will be provided with electricity or LP gas for cooking, to eliminate them using
the fire wood from surrounding vegetation. Fishing and poaching will not be allowed within the
project area.
Figure 5-9.A sketch showing a bird flying pathway diversion structure
As a norm RDA will monitor operations of the contractor to make sure that provision of Flora
and Fauna Protection Ordinance is not violated during construction works.
5.4.3 Establishment of invasive species
Securing soil from the areas near by project will reduce the establishment of invasive species.
The project area will be regularly monitored for spread of invasive species and if any invasive
species found those will be removed and burnt onsite which they were found. Removal and
burning of invasive species will be adopted during construction and operational stages of the
project.
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5.4.4 Mitigation measures during operational stage
As stated above, a plant nursery will be maintained to obtain plants that would need for “gap
filling”. Trees replanted within the ROW will be maintained by cutting branches that project
towards the pavement. Regular weeding will also be carried out to avoid any weed spread
along the trace.
The structures kept for stream crossings will be cleaned and maintained to avoid any
blockages and to facilitate free movement of fauna. Animal under passes will also be
maintained as part of routine maintenance work. RDA will maintain a special record of animals
that get killed due to road way accidents. Periodic review of this report will reflect locations
where additional measures will be required for animal crossings.
5.5 Mitigation measures for surface water and groundwater pollution

Construction works carried out on within rivers, streams and canals will be scheduled during
the months of dry flow, when the water levels are lower and manageable. Coffer dams will be
placed on river/ stream beds to divert water away from construction areas of piers. All
temporary structures and material placed on the river/ stream beds will be removed
immediately after the constructions are completed. Special attention will be paid at crossings of
Kalu River, sections of expressway constructed close to Kalu River and its tributaries and other
streams (e.g. Ch. 16+200, 23+380, 36+900, 53+800 –53+950, 55+900, 57+800 - 58+000,
58+600 – 58+700).
Earth works will also be scheduled during dry season of the year, which will minimise the
potential for exposed soil to enter canals, streams and paddy fields. Soil and other sediment
generating material will not be allowed to be stored (even temporarily) close to water bodies (a
minimum distance of 50 m will be kept between the water body and material stock). As part of
the Environmental Management Action Plan (EMAP) the contractor/s will submit a method
statement on handling material that would generate sediments. This method statement will
include establishing and maintaining slit traps, sedimentation basins placing a toe wall around
stock piles to minimize wash off of soil and sedimentation.
In case there is an increase of sedimentation and turbidity in a stream or water body where the
public cannot use the water, the contractor will provide water to such public until the water is
clear for use. RDA with Construction Supervision Consultant (CSC) will monitor such measure.
All cement, bitumen (barrels), fuel, oil and other chemicals will be stored and handled on an
impervious surface (concrete slab) above ground level. The storage facility for cement,
bitumen (barrels), oil and other chemicals will be an enclosed structure ensuring that no storm
water flows in to the structure. A bund will also be placed around the storage facility to avoid
runoff entering the structure. Such bund (a retaining area) will prevent spills of chemicals and
fuel from leaving the bounded area. Such measures will avoid any storm water being
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contaminated with the above material and subsequently polluting surface and groundwater
within the project area.
Oil and grease traps will be installed at yard and workshop areas to filter the waste oil, other
petroleum products and wastewater before discharging outside the yard or workshop area. Any
direct discharge of waste water from worker camps on to soil or nearby surface water bodies
will not be permitted to prevent surface and groundwater pollution. Contractor/s will obtain
Environmental Protection Licenses (EPL) and other necessary approvals if they are to operate
vehicle servicing and maintenance yards.
Septic tanks will be designed based on the labour force stationed in labour camps. Regular
cleaning and emptying of septic tanks will be carried out to avoid any leaks and overflows in
the septic tanks. Mobile toilets will also be placed at locations where gangs of labourers work.
Such toilets will also be cleaned at regular intervals. Regular inspections will be conducted by
RDA and CSC to monitor the operation of labour wash areas, toilets and septic tanks. Public
Health Officer (PHI) of the area will also be allowed to visit the above sites as and when
required.
Spills of fuel and chemicals may take place if bowsers and trucks filled with such
materials faces accidents when moving along the expressway. Placing emergency response
teams and vehicles at strategic locations (at least at every IC area) with equipment to clean up
major spills will reduce the impacts of on surface and groundwater caused by such spills.
Permanent toilet and washing facilities will be designed and constructed especially at
IC areas to facilitate officer’s manning such ICs. The septic tanks of these facilities will be
cleaned and emptied at regular intervals (at intervals not more than 4 months).
5.6 Mitigation measures for noise and vibration
5.6.1 Mitigation measures during construction phase
5.6.1.1 Mitigation measures for high noise levels
All machinery (including all pneumatic machinery) and vehicles used for the construction
purposes will be serviced and maintained (for example, proper lubrication of the moving parts
of the machinery in contact will reduce noise due to friction) during construction works. All such
machinery and vehicles will be fitted with noise reduction devices such as exhaust
silencers/mufflers in accordance to manufacturer’s instructions.
High noise emitting machinery and equipment and all other noisy works such as asphalt and
concrete batch mixing, mechanical compaction, use of saws, excavation works using
excavators, jack hammers, rock drills and rock breakers will not be carried out during the night
time (defined from 8 pm to 6 am the following day). Temporary noise barriers such as GI
fences (about 8-10 feet in height) will be erected round the perimeter of the construction site
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especially at locations listed in table 4.10 and at locations which are close to human
settlements.
Low noise emitting generators will be used at construction sites. These generators will be
confined to enclosures to further reduce the noise generated when they operate. Asphalt
plants, concrete batch mixing plants and crusher plants will also be properly maintained with
regular servicing and lubricating of moving parts.
Blasting works within the ROW and at quarry sites will be controlled as per the specifications
given in the blasting permits to minimize noise levels created during such works. The use of
impact pile driving will be avoided where possible, especially in noise sensitive areas. Drilled
piles or the use of a vibratory pile driver will be quieter alternatives. All such operations
would be approved by CSC prior to construction commencing.
A set of noisy operations will be planned and carried out at the same time period as the total
noise level produced will not be significantly greater than the level produced if the operations
were performed separately. However such operations will be submitted to CSC for
prior approvals with recommendations.
The contractor will always listen to any grievances from public on noise. Contractor will use
potable noise meters to measure the noise levels at locations where such complaints are
made. Necessary modifications to the operations or equipment will be done in consultation with
CSC if measured noise levels appear to be higher than stipulated standards.
All workers exposed to operations which generate high noise levels will be provided with ear
plugs. Wearing of these ear plugs will be made mandatory during working hours. Safety
officer/s of contractor/s will regularly monitor the worker on wearing ear plugs. These workers
will be given shift duty to avoid any prolonged exposure to high noise levels.
Proper traffic management practices too have to be implemented along with maintenance of
access roads during transport of materials in order to reduce traffic noise. Heavy vehicle
movements too should not be carried out during night time (8 pm to 6 am the following day) to
avoid disturbances to neighboring communities.
5.6.1.2 Mitigation measures for high vibration levels
All blasting activities will be carried out as per the guidelines given by GS&MB (as per the
blasting permit). Any blasting works which may need to be carried out near locations listed in
table 4.10 will be controlled as per the instructions of a blasting/ mining expert. Use of chemical
blasting will be preferred over use of explosives at such locations.
The contractor will carry out a property condition survey of all structures within a 100 m corridor
from both sides of the proposed ROW and record any existing failures of the structures. If any
structure is found susceptible to vibration the occupants of such structure will be vacated from
the structure at least until the heavy vibration activities are over. The contractor will pay for any
damages caused to structure due to vibration or repair the damages. The contractor will obtain
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a third party insurance to cover any unforeseen damage to property due to activities with heavy
vibration.
Phasing off the demolition, earth moving and ground impacting operations so as not to occur in
same period of time should help in reducing the impacts of heavy vibration. The total
vibration levels produced could be significantly less when vibration sources operate
separately.
Activities that create vibration should be avoided during hours from 20.00 to 06.00 of following
day (night time) as the public are more aware of vibration in their homes during the hours of
night time.
Selection of transport routes for heavy loaded trucks through areas with less habitations/
settlements will reduce the vibration nuisance created by the movement of such trucks.
Impact of pile driving should be avoided where possible (especially close to vibration sensitive
locations as indicated in table 4.10). Drilled piles or use of vibration/ sonic pile drivers (which
use a standard frequency to drive piles) which causes lower vibration levels should be used
where geotechnical conditions permits.
Compaction and asphalt work near the sensitive locations listed in table 4.10 will be managed
with increased number of roller passes or by methods suggested by contractor with approval
from CSC.
5.6.2 Mitigation measures during operational phase
5.6.2.1 Mitigation measures for noise impacts
Permanent noise barriers will be erected at chainages listed in table 4.10 as part of fixing of
road furniture before opening the expressway to traffic. Length of such noise barrier will be 150
m to either direction of the expressway from the most nearest point of the sensitive receptor.
This length may further increased during the detail design based on point specific
studies on noise levels during operation. The same measure will be taken for sections close
to settlements but again will be based on point specific studies. RDA will reserve sufficient
budgetary allocations for such additions to noise barriers. The noise barriers will be cleaned
and maintained as per of the routine maintenance work of the expressway.
Generators with silent operation will be fixed in enclosed structures near offices that manage
the operation of the expressway.
5.6.2.2 Mitigation measures for vibration impacts
No special mitigation measures will be required for this impact during operational stage of
project. However, it is important to advice all users of the expressway to avoid using any item
fixed to the exhaust system of the vehicles that causes unnecessary noise and vibration levels.
At higher speeds the noise and vibration levels produced by such fitting would be nuisance to
public living close to the expressway and fauna.
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5.7 Mitigation measures for air quality impacts on nearby

settlements and habitats
Following measures will be adopted by contractor/s during construction stage to reduce the
amount of dust generated and emitted in to the atmosphere.
 Effectively managing or avoiding dust generating activities such as earth works,

handling and transporting of soil and aggregate during times of high winds or during
more stable conditions with winds directed towards adjacent residences and other
facilities.
 All earthworks will be covered in a manner minimizing emission of dust (e.g. placing
of barricade tape over rolled embankment sections to avoid any movement of other
vehicles over such sections which generate dust).
 Contractor will operate a fleet of water trucks/ bowers to sprinkle water over all
exposed areas as required for suppression of dust. The frequency and timing of
spraying of water will depend on the weather conditions, availability and proximity to
sensitive receptors. However the contractor should not be allowed to use
untreated waste water or waste oil for dust suppression.
 The levels of dust generation from the crusher plant, loading of raw materials to the
asphalt plant and concrete batch mixing plant should be controlled up to the national
ambient air quality standards (Gazette Notification No. 1562/22 of 15th August 2008).
 Storage locations of gravel, metal and sand shall be located away from settlements
and other sensitive receptors. Such material will not be stock piled within the ROW
near the locations listed in table 4.10.
 Stock piles of construction material will be protected with adequate cover (with
artificial barriers or natural vegetation) against wind and rain.
 Strict instructions will be given to site supervisors to avoid any undue spillage of
construction material which creates dust during unloading of such material to the
construction site.
 Strict instructions will be given to all truck and other construction vehicles operators to
operate vehicles and machinery at construction sites within the given speed limits.
 Heavy construction vehicles such as heavy loaders, prime moving machinery

and other construction vehicles will not be allowed to move through settlement areas.
If such movement is unavoidable the drivers should be instructed to travel at low
speeds and after washing their tyres for soil and mud.
 All vehicles delivering material to construction sites will be covered to avoid spillage
of material and emission of dust.
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 Tyres of all vehicles that move out of the construction sites will be washed for soil and
mud before entering in to access roads. This measure will specifically applicable for
cabs and trucks used by engineers, site supervisors and other field staff of RDA, CSC
and contractor/s.
Following measures will be adopted to minimize emissions of obnoxious gases from

vehicle and machinery operating in construction sites.
 All heavy equipment and machinery will be in full compliance with the national
environmental air emissions fuel and vehicle standards of Extra Ordinary
Gazette 1137/35 of June 2000 updated by air emissions fuel and vehicle standards
(importation standards) 1268/18 December 2002 and 1295/11 June 2003 and further
amendment, 1557/14 July 2008.
 All vehicles and equipment including compressors, electrical generators will be

serviced and maintained in good operable conditions. The contractor/s will submit a
monthly report on the equipment and vehicle fleet at site.
 Periodic inspections of all equipment and vehicles will be jointly conducted by

representatives of RDA, CSC and contractor. Any equipment or vehicle observed with
defects such as oil and fuel leaks, emit black smoke will be sent for immediate repair
or service.
Following measures will be implemented during construction stage to minimize emissions from
asphalt plant, concrete batch mixing plants, crusher plants, quarry sites, and borrow sites and
material stores.
 Extraction of aggregate will only be from sites operated with a valid Industrial Mining
License (IML) from GS&MB. Instructions given in the IML will be strictly adopted by the
contractor.
 All quarries, crusher plants, asphalt plants and concrete batching plants established for
the project will operate with Environment Protection Licenses (EPL) and other
regulations of local authorities. Measures will be taken to adhere to conditions
stipulated in these approvals.
 Proper storage facilities for chemicals, cement, paints and other construction material
will be constructed by the contractor/s. Such storage facilities will have adequate
ventilation facilities. Entering in to such facilities will be restricted to the staff in charge
of the facility.
Addition to above measures following mitigation measures will also be

implemented during construction stage.
 Burning of any construction waste material (especially used cement bags) at random
locations will not be allowed. Such material will be transported to a central location and
incinerated. Used cement bags will be given to collectors who collect them.
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 Worker will be made aware not to burn labour camp waste such as paper, plastic and
polythene.Such material will also be collected and given to authorized collectors of
such waste.
 As indicated in the mitigation measures for ecological impacts, the replanting

and forest enrichment planting programmes will be conducted to offset or
compensate the number of trees removed during clearing and grubbing operations.
Maintenance of the green belt and establishing more trees that would absorb emissions of
CO2 is the best solution to manage the increased CO2 emissions by vehicles. However, the
emissions of other obnoxious gases such as SOx can only be reduced by importing and
using quality fuel with fewer impurities. Promoting the public to use vehicles with zero
emissions and mass transport when using the expressway should be carried out as a national
level awareness program.
5.8 Mitigation measures for impacts due to extraction of resources,

transportation of construction material and disposal of spoil
Following measures will be adopted to avoid and minimize the negative impacts.
Reuse of excavated rocks within the tunnel sections will reduce the amount of quarrying for
aggregate. Based on preliminary design information amount of reusable rock aggregate that
could be available from tunnel sections will be around 650,000 m3, however more accurate
estimates will be available after detail design and during construction. Such reusable material
will only be used with certification of suitability by material engineer of CSC.
Balancing of soil cut and fill volumes is a standard practice in highway design to reduce the
quantity of soil that needs to be extracted. This measure will also be practiced in this project
which will also reduce the need for large disposal sites which would change the natural
landscape of such disposal areas.
Priority will be given to extract material from existing licensed quarry and burrow sites which
will avoid/ minimize the clearing of vegetation and opening of new land area. Location map and
details of existing material sites and sites identified with potential for extraction are presented
in annex 5.2. Any new site for material extraction will only be opened with GS & MB approval.
As stated in section 2.2.4.1, any new site for extraction of material shall only be opened after
taking “A” or “B” grade mining licence from GS & MB, EPL from CEA and trade license from
relevant local authority. RDA shall monitor and ensure that the construction contractor shall
secure these sites y either leasing or any other prevailing method accepted to the government
regulations.
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RDA and CSC will supervise the contractor/s to extract material only within area and depth as
given in the license of GS & MB. RDA and CSC will also monitor the contractor/s on compliance
with other guidelines and measures stipulated in GS & MB license, EPL and any conditions
given by local authorities. As a guideline, extraction of material will not be allowed to reach
depths which could alter the water table in the area. Unsuitable material generated during
construction activities will be used to fill the pits developed due to material extraction. Cuts with
stable slope angles (at least 1: 1.5) will be maintained in restoration of embankment cuts of
burrow sites.All material extracted will be stored at the same site and only required quantities
based on the construction plan and schedule will be transported to construction sites.
Hence no temporary storage sites will be operated outside construction areas.
Under the direct supervision of RDA and CSC the Contractor/s will be responsible to repairand
restore any damage to surface and road furniture of roads which will be used to transport
material. The contractor/s will also make sure that no undue nuisance or disturbance is
made to public who live along such roads or daily users of such roads. Possibility of using
offshore sand as a substitute for river sand will also be considered. Use of offshore sand
would reduce the demand on river sand mining. However, the use of offshore sand
should be approved by the CSC.
All aggregate and soil transported to and out of constructions sites will be dampened to avoid
any dust emission during transport. All material transporting trucks will be provided with
tarpaulin covers. The truck operators will be strictly instructed to cover the material before
transporting. Tyre bath or a washing area will be located at the exit point of all material
extraction sites and work sites to clean tyres cleaned before entering to roads (avoid bringing
any mud and debris onto road surfaces).
Based on the conditions given in GS & MB licence, EPL and guidelines of Environmental
Management Plan of this EIAR contractor/s will submit a site restoration plan / program to RDA
and CSC before commencing any operations. All material extraction sites will be properly
restored in accordance with the restoration plan by the contractor/s before handing the land
back to RDA.
The volume of unsuitable material that needs to be disposed will be less than the volumes
extracted from quarry and burrow sites. Thus some of the extraction sites will be managed to
dispose of unsuitable material (e.g. as filling material of pits and cavities). Other abandoned
quarry and burrow sites located close to project area will also be considered for disposal of
unsuitable material. Contractor/s will not be allowed to dispose unsuitable material to paddy
lands close to project area. Contractor/s will not be allowed to dispose small quantities of
material (less than two track loads) in private lands especially close to water bodies or wet
lands.
Contractor/s will obtain necessary approvals from local authorities and from any other relevant
line agencies before operating disposal sites other than those sites secured by RDA for material
extraction (as stated above). In any case the contractor/s will prepare a method statement
including the operation of disposal site and site restoration plan. Such plan will be site specific
and will be submitted to RDA and CSC (before commencing of any disposal operation) for
approval. The method statements will specifically include measures to prevent soil erosion. Site
restoration works will commence in tandem with disposal operations.
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Unsuitable material and debris will be immediately taken to disposal sites. No prolonged
stocking of such material will be allowed at any construction site.
Construction waste that include any hazardous material (including used vehicle parts, oil and
grease) will not be disposed in to any disposal site. Bentonite slurry, peat soil will be disposed
only at designated sites as indicated by local authorities under the direct supervision of RDA
and CSC.
Used vehicle parts, oil and grease will only be handed over to authorized collectors. No
precautions will be needed during the operational stage of the project as material extraction
and transportation for project purposes will not be needed.
5.9 Mitigation measures for impacts on sites with archeological,

cultural and heritage importance
Following mitigation measures have been recommended by Department of Archeology for the
25 sites identified as archeologically significant. These measures will be considered as part of
detail design and construction of the expressway.
Table 5-5. Mitigation measures suggested by Department of Archeology
Location Name and description of Proximity Mitigation measures recommended

ID. site to ROW
(m)
RPH001 Shop with old house <100 Removal after an archeological
documentation.
RPH002 Shop with old building <100 Removal after an archeological
documentation.
RPH003 Old house 100-200 Beyond 100m, no impact.
RPH004 Olaboduwa Purana 100-200 Shifting of center line by 300m and
Viharaya (temple) construction of noise barriers
RPH005 Old house >200 No impact.
RPH006 Uduwa Walawwa >200 No impact.
(mansion)
RPH007 Cave complex of >200 No impact. Dept. of Archeology to
prehistoric era declare as an archeological monument.
RPH008 Anduragala Bangalawa >200 No impact.
(Bungalow)
RPH009 Shri Tapodanarama <100 Around 50m from trace. Suggest shifting
Maha Viharaya (temple) the alignment by 200m and constructing
noise barriers.
RPH010 Kabaragala Gallena >200 No impact.
(cave)
RPH011 Tomb monument >200 No impact.
RPH012 Nadun Raja Maha >200 No direct impact, but suggest
Viharaya (temple) constructing a noise barrier.
RPH013 Bridge on old railway 100-200 No impact.
track
RPH014 Bridge on old railway >200 No impact.
track
RPH015 Old railway station >200 No impact.
RPH016 Old iron bridge at >200 No impact.
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Location Name and description of Proximity Mitigation measures recommended

ID. site to ROW
(m)
Ratnapura
RPH017 Tomb monument <100 Not an archeological site. Could remove
with consent of owners.
RPH018 Purana Angammana 100-200 Located about 200m from the
Viharaya (temple) expressway. May get indirect impacts.
Suggest shifting the alignment by 400m.
RPH019 Elepola wewa (lake) >200 No impact.
RPH020 A place with stone >200 No impact.
pillars
RPH021 Shri Jayasundararama <100 Located about 50m from the
Mula Maha Viharaya expressway. Suggest shifting the
(temple) centerline by 400m and constructing
noise barriers.
RPH022 Ganegoda Purana <100 Located about 20-30m from the
Viharaya (temple) expressway. Suggest shifting the
centerline by 400m and constructing
noise barriers.
RPH023 Old railway station 100-200 No impact.
RPH024 Cave >200 No impact.
RPH025 Cave with manuscripts >200 No impact.
Above table which was extracted from the “Archaeological Impact Assessment” conducted by
Department of Archaeology is suggesting a shift of expressway alignment by 200m to 400m
and placing noise barriers at locations; RPH004, RPH009, RPH018, RPH021 and RPH022. A
shift the alignment at a given point the trace, will require a significant deviation of the current
alignment in order to keep a smooth curve at the particular location. Such change in alignment
would lead to other impacts especially increase of displacement of people.
Therefore much feasible mitigation measures such as measures to avoid high vibration levels
during construction works especially close to these locations will be implemented. High
vibration activities such as pile driving, compaction of embankment with vibratory rollers will be
adjusted so that the vibration levels emitted does not damage these archaeological properties.
Trenches will be cut separating construction site and the archaeological site. Continuous
monitoring of vibration levels during construction at these locations will be conducted as an
environmental management practice.
RDA with assistance from Department of Archaeology will continue to monitor these sites
during operational stage of the expressway to identify any changes on the structures, paintings
and other monuments that would be caused by vibrations caused by moving vehicles. If such
changes are observed RDA will assist Department of Archaeology to take necessary remedial
measures.
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5.10 Mitigation measures for other possible social and environment

impacts
5.10.1 Mitigation measures for nuisance to neighbourhood
Labour camps will be located away from settlements and other sensitive social receptors such
as schools and hospitals. All labour camps and other construction yards will be fenced off to
reduce unnecessary confrontations between public and worker forces. Periodic labour
awareness programs will be conducted to educate labourers on behaviour and good conduct.
All labour camps and work yards will be provided with proper and adequate waste disposal
facilities. All degradable waste (food waste) will be collected and dispose only at locations
approved by local authorities. Contractor/s will provide waste collecting bins at all camp sites
and work yards. Mobile toilet facilities will be placed near construction sites.
All temporary diversion roads will be kept safe to travel and free of any construction material.
Designing and providing permanent underpasses or overpass bridges at locations listed

in section 4.10.2.1 will allow to mitigate the issue of limited access. Public consultations will be
conducted during detail design to identify any additional locations which need such access.
5.10.2 Mitigation of the impact on health, safety and accidents
5.10.2.1 During construction stage of the project
Project site and camps, stores and Disposal sites will be properly maintained so that they may
not cause any harm on the health of people in the area and the work force employed as well.
The project site will be inspected on a regular basis leaving no room for the breeding of
mosquitoes and other insects that can affect community health, and even on animal health.
Preventive measures such as the proper maintenance of worksites, disposal of garbage will be
adopted during construction stage.
The project will strongly adhered to the principle of “safety first” and none of the project task
will be implemented without taking all necessary precautionary measures. These measures will
be included in a traffic and safety method statement which will be prepared by the contractor/s
and approved by CSC. Traffic controllers and flagmen will be permanently deployed at
locations stated in section 4.10.2.1 during the construction period. Security and safety notices
and guidelines will be displayed at all the vulnerable places and machineries in local languages
as well as English language. Under the skilled labour category the project only employ person
with proper and standard technical qualifications pertaining to the relevant position or
occupation.
The project will also keep details of preventive measure that should be taken after accidents in
the work sites or in the adjacent area. Details of fire extinguishing services, other infrastructure
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service providers, hospitals, dispensaries, taxi services, etc. will be made available in the
heads of all responsible officials of the project. The contractor/s will keep spare vehicles on
standby for the transportation of people injured by any unexpected accident, diseases or
disaster. First aid rooms and facilities will also be provided at all worker camps, work yards and
construction sites.
The project will educate the work force about the danger of getting AIDS/HIV and other STDS
and assure the well-being of both the labor force and the community in the project area.
Workers will also be educated or made aware on protection against exposure to high
irradiation levels of sun.
Special precautionary measures will be taken to protect people from injuries or

damages from explosives under the construction activities of the project. Storage,
transportation, filling and blasting will be carefully operated and managed so that they do not
inflict any harm on people. The misuse, abuse and unauthorised use of explosives will also be
prevented by adopting guideline stipulated in the explosive licenses obtained for the project.
Separate blasting and explosive handling teams will be managed by the contractor/s. Such
team/s will include an experienced blasting Forman, helpers who will be directly supervised by
an experienced blasting and mining engineer. Explosives will be used for blasting in
accordance with the methodologies adopted by the mining engineers and other professional
and those engaged in blasting rocks should strictly follow the prescribed procedures. Public
living in the vicinity of the project area will be informed well in advance about the places, dates
and times of blasting. In this respect air sirens (which can be heard more than 500 m from the
quarry site) should be operated at least 3 times before blasting.
Emergency response teams including ambulance, fire engines/ trucks, towing vehicles will be
kept at all inter change locations with trained staff to respond to any emergency or accident. A
fleet of backhoe loaders, dump trucks will be stationed as part of the expressway maintenance
and operational fleet of vehicles. These machinery will be used to remove any debris fallen on
to the expressway as a result of failures of cut slopes and landslides.
Periodic inspections will be carried out by the expressway maintenance staff in the tunnel
sections to identify any changes in tunnel inner lining or at tunnel portals. Immediate
remediation measures will be taken if such changes are observed. The use of two parallel
tunnel sections at a given location will allow temporary diversion and continuous flow of traffic
in the case of temporary shutdown of one tunnel section.
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6 Extended cost-benefit analysis

6.1 Introduction
Cost-benefit analysis is a method of measuring and evaluating the relative merits of public
expenditure based on sound economic principles. ‘Project justification’ is measured as
economic worth to society. To evaluate a project, a cost-benefit analysis compares the costs of
the project to the community (including the road agency) to deliver and sustain it with its
benefits to the community, ideally over the entire project lifetime. If overall benefits are
demonstrated to exceed the expected costs, the project is considered economically viable.
Cost-benefit analysis is a method of measuring and evaluating the relative merits of public
expenditure based on sound economic principles. Project justification is measured as
economic worth to society. To evaluate a project, a cost-benefit analysis compares the costs of
the project to the community (including the road agency) to deliver and sustain it with its
benefits to the community, ideally over the entire project lifetime. If overall benefits are
demonstrated to exceed the expected costs, the project is considered economically viable.
6.1.1 Steps in methodology
A cost-benefit analysis approach is used to estimate the economic worth of the project.
The methodology involves the following steps:
1. Defining the project objectives and scope
2. Defining the project options which form the basis of the economic evaluation
3. Defining the base case against which the project options are compared
4. Identifying the incremental costs and benefits that might be expected in moving from
the base case to each of the options
5. Undertake traffic modeling of the options (Note: undertaken by Skills International)
6. Identifying and agreeing the core parameters of the evaluation (e.g. time scale, base
year for prices to calculate present dollar values, discount rate)
7. Where possible, quantifying the costs and benefits over the expected lifecycle and
discounting future values to express them in current equivalent values
8. Building the CBA model using discounted cash flow techniques over the evaluation
period and generating performance measures including:
i. Net Present Value (NPV)

ii. Benefit Cost Ratio (BCR)
iii. Internal Rate of Return (IRR)
9. Testing the sensitivity of these performance measures to changes in the underlying
assumptions utilized
10. Ranking the options according to Net Present Value to determine which option
represents the best performing in value for money terms.
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6.2 Decision criteria

In the extended cost benefit analysis, following criteria were considered as decision criteria.
 Net Present Value (NPV)
 Benefit Cost Ratio (BCR)
 Internal Rate of Return (IRR)
6.2.1 Benefit Cost Ratio (BCR)
The Benefit Cost Ratio (BCR) is the ratio of the present value of benefits to the present value
of costs and measures the relative net gain of the proposed expenditure. The BCR will
be greater than 1 whenever discounted benefits exceed discounted costs. A project with a
BCR above 1 provides a net economic gain and is therefore economically justified. In a budget
constrained environment, projects should be prioritized according to their BCRs. The project
with the higher BCR is expected to provide the greatest benefit per dollar invested and hence
should receive priority in the allocation of funding. This will ensure the efficient allocation of
scarce resources.
The formula applied in the present study is as follows:
B= Net annual benefits
C = Net annual costs
r = discount rate
6.2.2 Net Present Value (NPV)
The Net Present Value (NPV) measures the actual or real net economic benefit of the project.
While the BCR provides a ratio of benefits to costs, the NPV measures the absolute net
economic gain. The NPV formula shows that the NPV is calculated by subtracting the
discounted costs from the discounted benefits. All projects with a positive NPV provide a net
economic benefit and are economically justified. The NPV should be used when comparing
mutually exclusive project options. The option with the highest NPV is the economically
preferred option.
The formula applied in the present study is as follows:
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B= Net annual benefits
C = Net annual costs
r = discount rate
6.2.3 Internal Rate of the Return (IRR)
Internal Rate of Return (IRR) is the discount rate at which the present value of benefits equals
the present value of costs (where NPV equals zero). It measures the rate of return of benefits
to costs. The IRR is computed automatically using the financial functions found in most spread
sheet packages.
6.3 Identification of costs and benefits
The costs and benefits that might be expected in the proposed projects were identified
referring to the Feasibility report of Ruwanpura Expressway and available literature. For the
calculations of costs and benefits some of figures (standards) based on the studies/research
were found in the feasibility report of Ruwanpura Expressway.
6.3.1 Costs
This section of the report presents the capital and operational cost estimates of the project and
environmental damage cost in terms of loss of carbon sequestration ability. It also describes
the process involved to convert the financial cost estimate into economic prices by separating
out foreign exchange, local currency, and tax and duty elements. The key taxes and duties
that are payable on construction cost inputs may include:
 Value Added Tax (VAT)

 Nation Building Tax (NBT)
 Ports and Airports Development Levy (PAL)
 Customs duty
 Cess levy
 Excise duty.
Constructional and operational costs were the major costs and loss of carbon sequestration
ability due to project activities was considered as an environmental damage cost.
6.3.1.1 Capital costs incurred in the project activities
The final construction cost calculated is LKR 213,031.78 million based on the feasibility report
prepared by the Skills International Consultancy firm. The constriction period will be 4
years, and the fund allocations will be released in different time intervals throughout the
construction period. The price escalations relevant to construction materials, equipment and
wages were accounted in this cost estimation, and therefore it is argued that price escalation in
the construction period will be neglected. Without the said price escalation, the project cost will
be LKR 202,887.41 million. The cost estimate for the Ruwanpura Expressway is given in
Table 6.1.
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Table 6-1. Cost Estimate for the Ruwanpura Expressway
Bill No. Amount ( LKR in

Millions)
1 PRELIMINARIES 12,926.65
2 EARTHWORKS 54,620.63
3 SUB-BASE AND BASE COURSE 2,775.10
4 PAVEMENT 6,066.39
5 STRUCTURES
5.a BOX CULVERT & MINOR STRUCTURES 5,975.87
5.b RIVER BRIDGES & MINOR BRIDGES 4,573.88
5.c EXPRESSWAY BRIDGES 3,303.87
5.d VIA-DUCT 40,382.54
5.e TUNNEL STRUCTURES 28,881.63
6 DRAINAGE 1,920.94
7 INCIDENTALS 6,101.93
8 FACILITIES 1,393.86
9 DAY WORKS 157.21
10 PROVISIONAL SUMS 15,362.60
SUB-TOTAL NO.1: Bills No.1 to No.10 184,443.10
Physical Contingencies at 10% of Sub-Total No.1 18,444.31
SUB-TOTAL NO.2: Sub-Total No.1 + Physical 202,887.41
Contingencies
Allowance for Escalation at 5% of Sub-Total No.2 10,144.37
ESTIMATED AMOUNT ( LKR in Millions) 213,031.78
(Source: Feasibility Report for the Ruwanpura Expressway)
A descriptive cost estimates are presented elsewhere in this report.
6.3.1.2 Operational costs
After the completion of project activities, operational costs will be incurred in the
implementation phase of the project. These costs are for government project management, toll
cash collection, toll processing fees, routine maintenance, pavement rehabilitation and
contingencies etc.. Simply these costs can be categorized in to two i.e. day to day running
costs including routine maintenance costs and capital costs for major work (periodic).
A. Routine maintenance and operational costs
Routine maintenance in this nature of an expressway has the following activities.
 Pot-hole repairs, patching, edge correction, etc.
 Tunnels, brides and culvert maintenance
 Repair of guard rails
 Road furniture maintenance including road signs and street lights
 Cleaning and obstacle removing work, drainage cleaning
 Removal of accident debris and other obstacles
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 Tolling and CCTV monitoring (this includes all wages, training, etc associated with staff)
 Other minor repair works
 Communication, water, electricity and other OH’s
 Routine services for office equipment, vehicles, toll and CCTV equipment, etc.
Based on the past experience with STDP the following cost estimates were used as a basis to
calculate a figure for the proposed project.
a) Routine maintenance for STDP is 4,130 million LKR for 5 year period b) Performance
based emergency work is 123 million LKR
c) Operation cost is 250 million LKR for year 2012
Therefore cost can be proportionately calculated for Ruwanpura Expressway considering 74

km in length compared to STDP. Since these base values are in terms of 2011/2012 rupees, a
7% growth has considered to see the present worthiness. After correcting for all these the
routine and operational cost for proposed expressway can be estimated as LKR 477 million
per year (2015 terms).
B. Capital cost for periodic maintenance
This includes periodic maintenance required to maintain the expressway. Thus it is assumed
that the following periodic maintenance work may take place at diverse time intervals.
 Surface overlay- every 06 year period

 Replacement of toll collection equipment- every 10 years
 Replacement of CCTV equipment- every 5 years
 Replacement of vehicle fleet-every 10 years
 Replacement of any other item-as specified
Based on the past data and experience an overlay cost of LKR 3,822 million was estimated
for every 6 years (2 times in this project, in year 2026 and in year 2032). Cost of replacement
of vehicles and equipment is estimated as LKR 1,000 million in every 10 years (arise at 2030
in this project).
6.3.1.3 Environmental damage cost
A. Cost for loss of carbon sequestration ability
The proposed Ruwanpura Expressway will run through the paddy fields, small scale tea and
rubber estates, home gardens, abandoned paddy fields, marshy lands, secondary forest
patches, and forests etc. A floral and faunal diversity have been recorded during the field
survey. Some of areas had been highly disturbed due to various anthropogenic activities such
as settlements, home gardens, vegetable cultivations, mining, settlements, plantations and
infrastructure expansion etc. In addition, some areas had been abandoned upon such activities
and consequently the native flora types had been replaced by common of invasive plants i.e.
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Lantana camara, Mimosa pigra, Osbeckia sp., Chromolaenaodonata, Crotolariaretusa,

Mikania sp. etc.
The information in the Table 6.2 was used to estimate the loss of carbon sequestration ability
(contribution to global warming damage) in expressway area. The calculations were mainly
based on the assumptions that; overall the vegetation type/cleared area could be considered
as ‘different vegetation types/habitat types/forest categories’, after removing the ground cover,
the carbon sequestration ability would be zero.
Table 6-2. Carbon sequestration ability of different land

Type of Land Use Total (tC/ha) in Biomass
Closed Primary Forest 167
Closed Secondary Forest 135
Secondary Forest 85
Forest Fallow Closed 43
Forest Fallow Opened 18
Shifting Cultivation 10
Others 5
The cleared land patch will be 60 m width (ROW- road of width) x 74 km long and the following
equation was applied in estimating the loss of carbon sequestration ability.
n
𝐹𝑣 = $ 20 ∑(E x (C1 − C2 ))
i=1
where,
Fv = Economic Value
E = Extent of Land
C1 = Carbon Sequestration Ability of Existing Vegetation per ha
C2 = Carbon Sequestration Ability of Various Stages Vegetation per ha
$ 20 = Turner’s Value
The vegetation types, percentages, extent of land and carbon sequestration abilities
under each vegetation category are given in Table 6.3.
Table 6-3. The vegetation types, percentages, extent of land and carbon sequestration
abilities
Vegetation Type Percentage Extent ha Total (tC/ha) in

Biomass
Home gardens 23.59 104.74 43
Industrial lands 0.53 2.35 5
Roads 0.28 1.24 5
Paddy fields 8.85 39.29 43
Coconut plantations 1.38 6.13 135
Rubber plantations 1.7 7.55 135
Forest 12.16 53.99 167
Water bodies 9.82 43.60 5
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Accordingly the estimated cost for the loss of carbon sequestration value is SLR 99.04 million
per year in 2015.
B. Loss of habitat for avifauna and other wild animals
In the field survey it was found that the proposed path way to construct the expressway is not a
good habitat for specific avifauna and other wild animals. The common avifauna found in the
paddy fields, home gardens and disturbed forests and Chena cultivations in the wet
zone are recorded in the proposed pathway. In some places along the route mammals,
such as barking deer, wild boars, porcupines, hare, some of native and endemic rats and
shrews were found. They can be moved to other areas and because of the constriction of
expressway the impact on avifauna and wild mammals are not significant. Further, in the
construction and operational periods, if the amphibians and reptiles are met, they can be
relocated with the support of officials of Department of Wildlife Conservation. Therefore, the
impact on loss of habitat would be minimal. Also the natural habitats have been modified due
to human activity, and even without the project these changes will continue. However, the
project will construct barriers for low flying birds at identified locations.
These costs were estimated and projected for 30 years after the construction period at 7%
discount rate (Central Bank of Sri Lanka, 2012-2014). The construction period will be 2014 to
2018 and from 2019 onwards expressway could be operated. The projected monetary costs
against time are given in Annex 6.1.
6.3.1.4 Social Costs

According to the Feasibility Report of the Ruwanpura Expressway Project, there are some
social costs involved in the construction of Ruwanpura Expressway. The cost of resettlement
and land acquisition and the cost of compensation for temporary loss of private lands are the
major costs identified and quantified in that feasibility report.
A. Cost of Resettlement and Land Acquisition

The scope of land acquisition to be laid down here is in line with the guidelines provided by the
Asian Development Bank (ADB) Social Policy Statement (SPS, 2000) and National Involuntary
Resettlement Policy (NIRP) of 2001. The information on population, household distribution and
affected households are given in Table 6.4.
Table 6-4. The population, household distribution and affected households
Affected DS Total Number of Population Total number Affected

Divisions population affected in affected of households households
in affected GNDs GNDs in the affected
DS Divisions DS Divisions
Homagama 239,643 3 7271 60,999 1,903
Horana 113,006 13 26,606 28,965 6,706
Ingiriya 53,292 10 18,108 13,801 4,734
Kiriella 33,816 10 20,788 8,602 5,296
Kuruwita 94,547 4 14,261 23,714 3,549
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Ratnapura 127,818 10 28,962 30,642 7,233

Pelmadulla 93,894 5 15,528 22,851 3,806
Nivithigala 59,708 4 8,203 15,385 2,123
Total 815.724 59 139,727 204,959 35,350
(Source: Feasibility Report of Ruwanpura Expressway)
Although, 139,727persons or 35,350 households live in affected GNDs, directly affected or

households in terms of displacements is much less than these numbers. As revealed in the
field observations, number of directly affected households in terms of displacement and
resettlement impact would be around 3000 households or 12000 persons along the 74 km
stretch (Feasibility Report of Ruwanpura Expressway Project). The exact numbers in this
regard will be known with the completion of land Acquisition and Resettlement survey. The
total land extent to be acquired for the project is approximately 351 ha.
According to the findings mentioned in the Feasibility Report of Ruwanpura Expressway

Project, persons who lose their residence completely he/she is entitled to extra allowance
between LKR 150,000 to LKR500,000depending on the location. Therefore, in the CBA study,
we assumed that 3000 households will be relocated paying them LKR 500,000 per household.
The required maximum expenditure for resettlement will be LKR 1500 million.
B. Cost of compensation for Temporary Loss of Private Lands
During construction, temporary occupation of privately owned land may be required to

excavate materials for filling and formation of embankments. If such a necessity occurs, the
occupants should be vacated temporary and they should be paid a compensation during the
construction period and that land/property should be restored to its original condition or
improved. Accordingly, the number of families that should be paid compensation will be
32,350. During the construction period each household should be paid LKR 15,000 of
monthly allowance. Therefore during the construction period, LKR 23,292 million have to be
paid as compensation.
6.4 Benefits
The benefits of the Ruwanpura Expressway will primarily be concerned with transport system
benefits. These benefits include changes in the cost of travel for road users. The economic
benefits (savings) are measured in terms of the value of vehicle operating costs, travel time
costs, and crash savings. A qualitative discussion on the potential freight logistic benefits is
also included. In the feasibility report, saving of vehicle operating cost, travel time saving cost,
reduced traffic congestion mainly on A8 road, energy conservation and emission reduction due
to optimum speeds, improved mobility for non-drivers, supporting for strategic land use
objectives and tourism, saving of accident cost and Rehabilitation cost deferral were identified
as the major benefits in the proposed project.
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6.4.1 Saving of vehicle operating cost (VOC)
Vehicle operating costs (VOC) are the costs associated with the running of a motor vehicle.
Vehicle operating costs are made up of fuel, oil, tyre, repair and maintenance and interest and
depreciation costs. The projected number of vehicles per day is given in Tables 6.5.
Table 6-5. Estimated Traffic Volumes on Ruwanpura Expressway- Base year 2020
From To Dista Volumes by mode ( vehicles/day) Year 2020

(Interchang (Interchang nce
e) e) km
CAR Light Med. Heav. Multi TOTAL
Com. Com. Com Axle Vehicle
s
Kahathudu Horana 8 4,499 987 810 718 74 7,088
wa
Horana Ingiriya 14 4,851 868 734 653 68 7,173
Ingiriya Kiriella 12 10,478 1,656 1,705 1,513 160 15,512
Kiriella Kuruwita 12 9,905 1,544 1,586 1,441 153 14,629
Kuruwita Rathnapura 5 10,182 1,827 1,585 1,538 160 15,292
Rathnapura Pelmadulla 21 5,994 1,195 1,016 1,008 94 9,307
However, when it comes to Travel Time Saving, it’s not limited to time saved by vehicles on
expressway only but vehicles on local network due to diversion of traffic to expressway.
Therefore, entire network (proposed expressway and surrounding local road network) is
considered in the traffic model to forecast traffic in year 2020 as well as in year 2035. Present
travel times on the local network were captured and inserted into the model to forecast future
traffic and travel times expected.
Unit vehicle operating costs, measured in rupees per kilometer has been calculated using
results from previous studies (Tables 6.6 and 6.7). The perceived vehicle operating costs have
been calculated by traffic modeling team and given in Table 6.6
Table 6-6. Perceived vehicle Operating Costs (USD/km) -2012 prices
Road Class Car Commercial vehicle

Class A 30.65 53.04
Expressway 27.23 44.35
Therefore, the economic value of time in the world currency used in the cost‐benefit analysis is
shown in Table 6.7.
Table 6-7. Perceived vehicle Operating Costs (USD/km) -2015 local prices are given in
the parentheses
Road Car USD/km Commercial Vehicle USD/km
Class A 0.24 (LKR 34.32) 0.42 (LKR 60.06)

Expressway 0.21 (LKR 30.03) 0.35 (LKR 50.05)
Benefit (%) 14.28% 20%
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Based on the figures mentioned in the above Tables 6.6 and 6.7, the expected vehicle saving
along the Ruwanpura Expressway was estimated and is given in Table 6.8. For the estimation
of vehicle operating cost saving was considered and the expected number of kilometers under
each vehicle category in 2020 was considered.
Table 6-8. Expected vehicle cost saving along the Ruwanpura Expressway by 2020
From To Dista
(Interchange) (Interchange nce
) km Cars Commercial vehicles
Per Per
year year
cost No. cost
Per day saving of Per day saving
No. of cost LKR vehi cost LKR
cars saving million cles saving million
Kahathuduw Horana 8 4,499
a 154405.68 56.36 2589 207327.12 75.67
Horana Ingiriya 14 4,851 291351.06 106.34 2323 325545.22 118.82
Ingiriya Kiriella 12 10,478 539407.44 196.88 5034 604684.08 220.71
Kiriella Kuruwita 12 9,905 509909.40 186.12 4724 567446.88 207.12
Kuruwita Rathnapura 5 10,182 218403.90 79.72 5110 255755.50 93.35
Rathnapura Pelmadulla 21 5,994 539999.46 197.10 3313 696425.73 254.20
(source: estimates were based on the Feasibility Report of the Ruwanpura Expressway)
6.4.2 Travel Time Cost Savings
Saving in travel time is a primary economic outcome sought in transport sector projects. These
savings are enjoyed by passengers as well as freight consignees. There is currently no
endorsed unit value of time for road project evaluation in Sri Lanka. According to the feasibility
report of Ruwanpura Expressway, the value of time for private and business trips have been
estimated. The economic value of time in the world currency used in the cost‐benefit analysis
is shown in Table 6.9
Table 6-9. Economic value of time by vehicle type and trip purpose
Vehicle type and trip purpose Economic Prices USD/hour

Car-Business 4.64
Car-Private 1.86
Light Commercial 0.81
Medium Commercial 9.11
Heavy commercial 33.40
For the estimation of travel time cost savings, Vehicle hours travelling was considered and
under that the expected number of hours under each vehicle category in 2020 was considered.
It is assumed that all vehicles will be driven at 80km per hour. The estimated number of
travelling hours under each vehicle category was given in Table 6.10.
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Table 6-10. The estimated time cost saving along the Ruwanpura Expressway by 2020
From To
Time Cost Saving
Medium Heavy Commercial
Cars Light Commercial. Commercial. and Multi Axle
Dis Per
tan Per Year Per Per
ce Year LKR Year Year
Km Per Day LKR Per Day Millio Per Day LKR Per Day LKR
LKR Million LKR n LKR Million LKR Million
Kahath Horana
uduwa 8 193007.1 70.45 46343.58 16.92 345223.5 126.01 1059648 386.77
Horana Ingiriya
14 364188.8 132.93 55074.27 20.10 537799.5 196.30 1524697 556.51
Ingiriya Kiriella
12 674259.3 246.10 65414.99 23.88 713049.3 260.26 2025343 739.25
Kiriella Kuruwita
12 637386.8 232.65 65102.25 23.76 672208.7 245.36 1907658 696.30
Kuruwit Rathnap
a ura 5 273004.9 99.65 29717.63 10.85 289206.1 105.56 832087.9 303.71
Rathna Pelmadu
pura lla 21 674999.3 246.37 81760.05 29.84 894242.7 326.40 2576900 940.57
Total travel time cost saving in2020 will be LKR 6036.5 million per year in 2020.
6.4.3 Saving of accident cost
Significant research has been conducted in developed nations to establish the value of a
statistical life (VSL). The information discussed in the feasibility report on Ruwanpura
Expressway Project, the human capital method was used to determine the value of life, the
rule of thumb method developed by the International Road Assessment Programme (IRAP)
has been used. The rule of thumb method uses the following formula:
VSL = 70 × GDP/capita
GDP per capita data in 2014is estimated at Rs 305,399 (USD 2135.66) which results in a VSL
of Rs 21,377,930. These values are then converted into the world currency using the official
exchange rate. Therefore, the value of life has been estimated at USD 149,496. Given the lack
of appropriate data to estimate an accident rate, we have adopted accidents rates used by the
University of Moratuwa (2012). The accident rates used in the cost‐benefit analysis are shown
in Table 6.11.
Table 6-11. Accident rate
Road type Accidents

Base case- A class roads 0.12
Project case- Expressway 0.05
Reduction of fatal accidents 0.07
(Source: University of Moratuwa (2012))
According to the Table 6.11, the estimated fatal deaths in a ‘Expressway’ will be five. This
could be applied to the proposed NEP, and it could be assumed about 2 fatal accidents will be
recorded. The savings from fatal accidents (7) in monetary as follows:
= SLR 21,377,930 x 7
= SLR 149.64 millions
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6.4.4 Rehabilitation cost deferral
The delivery of the Ruwanpura Expressway Project will enable some rehabilitation costs on the
existing road network to be deferred. Our assumption is that the reduction in traffic on the
existing network may enable deferral of rehabilitation works by 2 years. The average
rehabilitation costs for the A class roads (A4 and A8) parallel to Ruwanpura Expressway
Project are around LKR 72.8 million per kilometer in 2012 when converted into economic terms
at the world price.
For the cost‐benefit analysis we have assumed that these rehabilitation costs can be deferred
by ten years if the Ruwanpura Expressway project is built (with rehabilitation occurring
every ten years). Therefore the rehabilitation costs remain the same, however there is a benefit
in present value terms by deferring the rehabilitation expenditure. We assume that all other
recurrent costs remain the same. These benefits were estimated and projected for 30 years
after the construction period at 7% discount rate (Annex 6.2).
The construction period will be 2016 to 2019 and from 2020 onwards the Ruwanpura
Expressway can be operated. Accordingly once above A4 and A8 roads are rehabilitated in
2020 they can be rehabilitated in 2030 and 2040., and rehabilitation costs can be deducted in
between these time intervals.
In addition, following benefits will be resulted due to establishment of Ruwanpura

Expressway and not included in the cost benefit analysis.
a. Increase of real estate market of road vicinity
The establishment of Ruwanpura Expressway will be impacted much on the real estate
property market. The perceived property values have scaled by more than 3 times in many
areas because of the proposed project. According to our field surveys, land value (1
perch) ranges from LKR 100,000.00 to SLR 600,000.00. Therefore, in the present study,
the mean increase of land value was considered as at least SLR 50,000.00 per perch along
the proposed expressway.
b. Generation of direct and indirect employments
Under the project implementation, a number of direct and indirect employments will be
generated in the transportation and other service sectors.
c. Benefits under multiplier effect in the phases of construction and operation of

Ruwanpura Expressway project (through the creation of direct employments)
It is predicted that the multiplier effect of generating income as wages is about 1.50 in Sri
Lanka. Accordingly, during the constructional phase every Rupee that is directly earned from
working as labours/officers can generate Rs. 1.50 from the outside of this expressway project.
d. Earnings from toll gate operation
During the operation period, by 2020 following numbers of vehicle movement can expected.
The expected earnings from the toll gate operations were also considered in the project
benefit cost analysis. The expected earnings from the toll gates are given Table 6.12.
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Table 6-12 Earnings from the toll gates

From To Distance
(Interchange) (Interchange) km Cars Commercial vehicles
Per
Per day year Per day Per Year
Number Fee LKR LKR Number LKR LKR
Kahathuduwa Horana 8 4499 100 449900 164.21 2589 517800 189.00
Horana Ingiriya 14 4851 150 727650 265.59 2323 580750 211.97
Ingiriya Kiriella 12 10478 200 2095600 764.89 5034 1510200 551.22
Kiriella Kuruwita 12 9905 250 2476250 903.83 4724 1889600 689.70
Kuruwita Rathnapura 5 10182 300 3054600 1114.93 5110 2555000 932.58
Rathnapura Pelmadulla 21 5994 350 2097900 765.73 3313 1987800 725.55
(Source: Author estimates)
e. Saving from emission reduction
Emission reduction can be achieved due to better mobility levels and that can be calculated
based on number of travel kilometers saved by the proposed development into emission cost
per kilometer by each vehicle type. However, the rate of emission cost per km travel is very low
and thus the total savings calculated in not significant compared to other benefits.
f. Regional development
It is quite difficult to ascertain the regional development arise purely as a result of this nature of
expressway development, which is subjective and qualitative. It is a usual practise for a
professional to determine some percentage value over the benefits calculated as regional
development purely based on their experience. However, this would a qualitative assessment
where which is not really fair to mix with direct benefits but to look at separate when
decisions are made considering qualitative factors. Therefore a reasonable numbers could
be estimated based on land use patterns, future developments, etc.
6.5 Calculation of Benefit Cost Ratios (BCR), NPV and IRR
It is found that at the initial stage capital investment is high (project period 2016-2019), and
after that the local community, general public and the Government of Sri Lanka will be
benefited. BCR, NPV and IRR were calculated applying the equations mentioned in the
sections of 6.3.1 and 6.3.2.
Although, all the costs to be incurred were considered in the calculation of BCR, only a few
benefits were considered because there is no base line information for predicting benefits. The
Benefit Cost Ratios were estimated under the existing situation and three worst scenarios.
Under the existing situation, discount rate was considered as 7% for both benefits and costs.
According to the cash flow following estimates were recorded for 30 years after the
construction period (2016-2019). The estimated BCR, NPV and IRR values are given in
Table 6.13. According to the Table 6.13,by the mid time in the project operation (by 2035), all
the costs to be resulted for 30 years can be recovered.
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Table 6-13. BCR, NPV and IRR values resulted in the CBA study
Item Value for thirty years LKR

million
Benefits
 Saving of Vehicle Operating Cost (VOC) LKR 517432 million
 Travel Time Cost Savings LKR 401058 million
 Saving of accident cost LKR 14135 million
 Rehabilitation cost deferral LKR 302960.15 million
Costs
 Constructional costs LKR 213419 million
 Routine maintenance cost LKR 124718.7 million
 Performance based emergency work LKR 16295.43 million
 Operating costs LKR 40575.64 million
 Periodic maintenance cost LKR 99282.85 million
 Vehicle replacement cost LKR 19031.54 million
 Cost for loss of carbon sequestration ability LKR 10,010.27million
 Cost for Resettlement and Land Acquisition LKR 1500.00 million
 Cost of Compensation for Temporary loss of
private property LKR 23,292.00 million
Total Benefits LKR 1,783,342.00 million
Total Costs LKR 547,739.61 million
Discount rate 7%
BCR 3.25
NPV LKR 231,396.84 million
IRR 13%
In addition to the above estimates, BCR, NPV and IRR values were estimated for three worst
scenarios.
 Scenario 2: Costs are increased by 20%
 Scenario 1: Benefits are reduced by 10%
 Scenario 3: Costs are increased by 20% and benefits are decreased by 10%
The calculation of costs and benefits to be resulted under each scenario was given in
Annex 6.3. Accordingly, the estimated BCR, NPV and IRR values are given in Tables 6.14a-c.
Table 6-14a. BCR, NPV and IRR values resulted in the CBA study under the scenario 1
Item Value
Benefits LKR 1,783,342.00 million

Costs LKR 674,907.40million
Discount rate 7%
BCR 2.64
IRR 11%
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Table 6-14b: BCR, NPV and IRR values resulted in the CBA study under the scenario 2
Item Value
Benefits LKR 1,605,007.35million

Costs LKR 522,947.61 million
Discount rate 7%
BCR 2.93
IRR 12%
Table 6-14c: BCR, NPV and IRR values resulted in the CBA study under the scenario 3
Item Value
Benefits LKR 1,605,007.35 million

Costs LKR 657287.54 million
Discount rate 7%
BCR 2.44
IRR 10%
Tables 6.14 (a, b, c) show the predicted NPV, IRR and BCR values under existing situation
and proposed three worst scenarios. It is found that even at worst scenarios also, the BCR
value greater than 2.44. The resulted IRR values are also significantly high in the present
study. Internal rates of return (IRR) are commonly used to evaluate the desirability of
investments or projects. The higher a project's IRR, the more desirable it is to undertake the
project. Assuming all other factors are equal among the various projects, the project with the
highest IRR would probably be considered the best and undertaken first. In addition, the NPV
were greater than LKR 166,843.63 million even in the worst scenarios. Therefore, the
proposed Ruwanpura expressway from Kahathuduwa to Pelmadulla can be recommended for
the establishment and operation.
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7 Environmental management and monitoring

programme
The potential pre-construction, construction and operational impacts of the proposed project and
the measures to avoid, minimize or mitigate these impacts were discussed in chapters four and
five of this report. Implementing the mitigation measures related to pre-construction and
operational stages of the project will be done through a Project Management Unit (PMU)
established at RDA. Appointed contractor/s will implement the mitigation measures required
during construction stage under direct supervision of the appointed Construction Supervision
Consultant with overall responsibility of RDA.
Environmental Management Plan (EMP) developed for this project is a summarized document
that describes impacts which occur during potential pre-construction, construction and
operational stages of the project and measures to mitigate these impacts. Mitigation measures
listed in the EMP will be further refined during the detail design stage to include more location
specific mitigation measures. Implementing of the EMP needs to be monitored and analyzed for
its effectiveness. Performance based monitoring parameters have been included in to the EMP to
monitor the implementation and effectiveness of key mitigation measures. The EMP is presented
as annex 7.1 of this report. An indicative cost for mitigation measures has also been included in
the EMP (where possible), this cost will be updated during the detail designs. Apart from EMP,
Environment Monitoring Plan (EMoP) has been prepared and attached as Annex 7.2.
Appointed contractor/s will develop an Environmental Management Action Plan (EMAP) based on
the details given in the EMP before commencement of major construction works. The EMAP will
include site specific mitigation measures. EMAP will be submitted to CSC for recommendations
and approval.
7.1 Institutional setup, responsibilities and reporting
A Project Management Unit will be established at RDA under a Project Director to manage the
project. Contractor/s will be appointed under a competitive bidding system to construct the
expressway. A Construction Supervision Consultant will also be appointed on behalf of the PMU
to supervise the construction work.
The PMU will appoint an Environment Officer and a Social/ Resettlement Officer to assist the
Project Director with respect to matters related to environment and social dimension (including
resettlement). PMU will also appoint Environment Monitoring Officers who will be assisting the
PMU in monitoring the implementation of Environment Management Action Plan by the
Contractor/s, and they will be reporting to Environmental and Social Development Division. The
CSC will also appoint an Environment Expert and a Social/ Resettlement Expert under the Team
Leader to assist the PMU and supervise the contractor on implementing the requirements
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stipulated in the EMP and as agreed in the EMAP. The contractor/s will appoint an Environmental
Officer, Health & Safety Officer to execute the mitigation measures listed in the EMAP.
As stated above RDA has the overall responsibility of environment and social management during
all stages of the project. Environment and Social Development Division (ESDD) of RDA will assist
the PMU in carrying out this responsibility. ESDD will conduct periodical monitoring visits to
project area during all three stages of the project. CEA and appointed monitoring committee will
also conduct monitoring and review visits to the project area especially during construction stage
of the project.
Monthly reports on environment and social compliance will be prepared by the contractor/s and
submitted to CSC for review and forwarding the same to PMU. These monitoring reports will be
made available to the monitoring committee appointed by CEA as and when requested.
7.2 Allocation of budget to implement mitigation measures

The main pre-construction impact that needs to be mitigated is resettlement of people who are
physically and economically displaced due to the project. As indicated in the resettlement plan,
the cost of implementing the resettlement plan is around SLR 10.3 billion. RDA will allocate
around Rs. 10 – 15 million for the conservation (translocation) of species identified as less mobile.
RDA through MoHEH (which is the project executing agency) will secure these allocations
through the national treasury.
Implementing the mitigation measures during construction will be by the contractor/s. Therefore
the contractor/s will include a cost for environment management in their bids to secure the
contract. As a thumb of rule the contractor will allocate around 10~15% of construction cost (i.e.
around Rs. 21 to 32 billion) as cost to execute environmental compliance requirements. CSC will
monitor the implementation of mitigation measures and recommend PMU to pay the contractor for
measures successfully adopted at site.
RDA or the newly established expressway management unit will secure funds through the
ministry to implement mitigation measures related to operational stage of the project.
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8 Public consultation and information disclosure

The consultant team involved in the EIA study conducted a series of public consultations as part
of this EIA study. This strategy is in line with the guidelines given in the environmental safeguards
compliance manual of RDA. Awareness programmes were carried out at District Secretariat,
Divisional Secretariat and Grama Niladari levels. The community was also made aware of the
project during this EIA study and socio-economic survey which was carried along the proposed
alignment.
The community consultation process at this stage of the project aims at getting the views and
experience of the stakeholders to improve the project’s sustainability.
8.1 Overview of public consultation and information disclosure

process
Community consultation can be identified as a two way process that exchange information
regarding the project. Such activity is carried out in order;
 to inform all stakeholders about the key features of the proposed project
 to identify community concerns relating to the project and to collect information about the
stakeholders (e.g. their economic background, property rights and ownership and
employment).
A community consultation strategy was developed to identify potential opportunities and

constraints and potential impacts of the project, and to develop mitigation measures taking into
consideration stakeholder expectations.
Above tasks were achieved by holding information meetings, key informant interviews, focus
group discussions, use of structured questionnaires and distribution of information leaflets.
During the EIA process the CEA will put up paper advertisements to inform public to obtain
comments and observations on the EIA report.
During this study a team consisting of RDA officials, members of the design and EIA team from
the design consultant visited Irrigation Department, Forest Department, Agrarian Development
Department and other key agencies to obtain their views, suggestions and comments on the
proposed project. Consent and requirements stated by these agencies are listed in annex 8.1.
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8.2 Overview of Stakeholder Meetings (SHM)

A variety of stakeholder meetings were held to identify the views and concerns of stakeholder and
line agencies in relation to the proposed project. A brief description of each meeting type is given
below.
(1) Stakeholder meetings or awareness meetings at district and divisional secretary level
Officials from line agencies at District and Divisional Secretary level were the main focus group of
these meetings. Public and NGO participation was also expected at these meetings.
(2) Household surveys
As stated in chapter one, all households that were likely to be impacted by the project
were surveyed using a pre-designed questionnaire. This questionnaire was prepared to obtain
detailed information of Project Affected Persons and Non-affected Persons. This information was
also used in the Resettlement Plan which was being prepared at the same time as this EIA study.
(3) Pocketed group meetings/Individual discussions
While the household surveys were in progress, individual group discussions were
held simultaneously. During these discussions small groups or individuals were interviewed at
random and their views recorded.
(4) Homogeneous group meetings
During these discussions various homogeneous groups were separately interviewed.
Th list of persons met and interviewd and a summary of the key views and concerns of the
participants at the above meetings is presented in annex 8.2.
8.3 Information Disclosure

Information disclosure to all relevant stakeholders is essential for the successful implementation
of the project. During the meetings mentioned above, project details were presented to the
community through presentations, maps, figures and briefings at the site itself. All efforts were
made to answer community queries
For local level awareness, leaflets printed in local languages were distributed at the meetings.
The distributed leaflet is presented in annex 8.3. Further community consultation will be
conducted during detailed design and during the project construction stages.
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9 Conclusion and Recommendation

The Government of Sri Lanka intends to construct a new expressway connecting Colombo
with Sabaragamuwa region of the country. The project is officially called as the Ruwanpura
expressway project. The expressway will consist of three (3) stages as; stage 1 –
Kahathuduwa to Ingiriya, stage 2. Ingiriya to Ratnapura (Thiriwanaketiya) and stage 3 –
Ratnapura to Pelmadulla. The total length of the proposed expressway will be about 74 km.
The expressway will be passing through 64 GNDs within eight DSDs located in Colombo,
Kalutara and Ratnapura districts.
After the scoping meeting held at CEA the project was categorized as a “prescribed
project” requiring an EIA. The EIA study was carried out by a team of experts in different
disciplines required for this study. The study benefited from the documents under the
feasibility study and preliminary designs carried out on the project.
This EIA report includes finding of field investigations within above sections of REP, it also
includes possible impacts that would occur during preconstruction, construction and
operational stages of the project and feasible mitigation measures to avoid, minimise or
mitigate adverse impacts. The most significant adverse impacts identified in the project
are the impacts on hydrology, hydro geology, ecology and social environment.
9.1 Conclusions
Although the project is located in wet zone and passes through Kalutara and Ratnapura
districts prone to landslides, extended benefit cost analysis of the project has revealed BCR
of the 3.25with an IRR of 13% at a discount rate of 7%, meaning the project is economically
viable.
Detailed hydrological and hydro geological investigations were carried out as part of the
feasibility study and this EIA study. Further studies on these two aspects will be carried out
during detail design stage that will further refine the mitigation measures discussed in this
report.
All three stages of the proposed project are sensitive in the aspect of hydrology. Conclusions
on hydrological aspects are;
1. There can be minimum hydrological or drainage impacts as many via ducts and large box
culverts have been proposed to minimize backwater impacts considering Kalu Ganga floods
and local floods.
2. There could be temporary flood impacts in the flood plains of Kalu River and Kalu Ganga Athu
Oya throughout the trace during the construction stage.
3. Most of the minor irrigation schemes will be impacted and there will be loss of paddy land
from within the ROW. However, paddy cultivation could be continued on either side of the
ROW as in the case of the other expressways in operation (e.g. Southern Expressway).
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There could also be temporary issues regarding the allocation of irrigation water to isolated
paddy lands.
4. The project will displace around 1,900 households. These households will be both physically
and economically displaced. Implementation of the recommendations of the Resettlement
plan is required to minimize the impacts on these households and to help them in regaining
their livelihoods.
On the aspect of hydro geology and land stability it is important to monitor the changes in
groundwater quality and levels with respect to baseline data. Based on the information
provided in feasibility study and this EIA report, cut slopes, earth filled embankments, tunnel
portals and inner linings will be designed to be stable.
Around 5,800 persons belonging to about 1,900 households will be physically and
economically displaced by the proposed project and will need relocation. RDA through
divisional secretaries in the project influenced area has identified potential lands for
resettlement. These sites will be fully developed before providing land lots for the displaced.
All the affected persons will be duly compensated as per the entitlements spelled in the
resettlement plan. Compensation will be carried out on replacement cost basis.
As the project is located within the wet zone, effect on floral and faunal diversity within the
project area has been identified as significant. Two important flora species has been
observed along with a probability new species (new Strobilanthes species) during the floral
study. The study on fauna identifies the need of a detailed faunal study within the paddy field
canals of Ingiriya affected by the project. Such study will determine the presence of any
marbled spiny eel species within the project area. If found again RDA will coordinate with
Department of Wildlife Conservation to develop a captive breeding program and will be
released to natural habitats.
Department of Archeology has carried out an archeological assessment and has concluded
there are five (5) sites of archeological importance close to the proposed expressway trace.
It is important that any damage to these structures is avoided during construction and
operation stages of the project.
9.2 Recommendations
Following recommendations are made based on the findings of this EIA study and
recommendations from line agencies. These recommendations will be considered in the
detail designs and construction of the expressway. Inclusion of the recommendations will
make the project more sustainable in terms of environment, social and engineering aspects.
Following recommendations on hydrological aspects will be considered as the project is

mainly located within the flood plains of Kalu River and its tributaries;
1. Via ducts , culverts and bridges have been recommended to mitigate flood impacts.
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2. Further liaison with the Agrarian Centers of Department of Agrarian Development is

recommended to specifically identify the anicuts affected and to relocate them if
necessary without major impacts to water issue activities.
3. Further coordination with Irrigation Department (Irrigation Engineers Office
Ratnapura) is necessary to mitigate the impacts on Batugedara Major Irrigation
Scheme.
4. Separate hydrological study for the pilot road is recommended at the construction
stage to identify temporary openings and possible places of breaching under
emergency flood conditions.
5. Coordination with Irrigation Department (Hydrology Branch) and Disaster
Management Center is recommended to follow flood warnings regarding Kalu
river floods especially during the Construction Stage.
6. Once the detail designs are completed, RDA will coordinate with Irrigation
Department and SLLRDC to obtain their concurrence for all structures across rivers,
streams, irrigation and drainage canals.
On the hydro geological aspect, it is recommended that continuous monitoring be carried out
on the quality and level of ground water during construction and operational stages of the
project. Cut slopes and soil embankment slopes will be designed with angles which are more
stable and suit the geological conditions of a given site.
On the social aspect, it is recommended that the mitigation measures in terms of

compensation is paid to all project affected persons before taking position of their lands.
RDA will execute the income/ livelihood restoration program as indicated in the resettlement
plan and monitor the displaced persons in terms of their ability to adapt to the new
environments and improving on their livelihoods. It is also important that RDA develops the
lands identified by divisional secretaries as resettlement sites having all basic facilities such
as electricity, water and access roads before providing land lots to the displaced.
On the ecological aspect it is recommended that RDA conducts the surveys as discussed
under mitigation of ecology prior to commencement of construction work, and
coordinate with Department of National Botanical Gardens, Zoological Garden Department,
Department of Wildlife Conservation and Universities interested in conservation of species to
conserve and propagate the floral and faunal species (if they are found in the project area).
Recommendations made by the Department of Archeology will be considered for completion

of detail designs and construction methods close to the locations identified as
archeologically important.
With respect to implementation of the EMP it is recommended that RDA through MoHEH
secures funds required for land acquisition and resettlement (Rs. 10.3 billion) and provisions
for species translocation and conservation (around Rs. 10–15 million), and execute these
programs before commencement of construction works.
[Date]

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Proposed Ruwanpura Expressway Project

Road Development Authority

Environment Impact Assessment

Submitted to: Central Environment Authority

Proposed Ruwanpura Expressway Project

Submitted to: Central Environment Authority

2.2.6 Project cost, investment and funding sources ......................................................... 54

Ruwanpura Expressway iii

4.3.3 Impact on commercial sector institutions and properties....................................... 167

8 Public consultation and information disclosure ................................................................... 243

Ruwanpura Expressway vii

Table 3-44.Sanitary facilities available in DSD level .................................................................. 141

Ruwanpura Expressway viii

ADB Asian Development Bank

Ruwanpura Expressway xii

IRAP International Road Assessment Programme

Ruwanpura Expressway xiii

TEC Technical Evaluation Committee

Ruwanpura Expressway xiv

1.2 Description of the project and reasonable alternatives

Table 0-1-1.Key features of the proposed expressway

Location of Distance Type of Description

Final route was selected as follows;

 Stage 1 - Southern expressway to Ingiriya

 Stage 2 – Ingiriya to Ratnapura (Thiriwanaketiya)

1.3 Description of the existing environment

Name of site Chainage at nearest point Distance at nearest point

Kodigahakanda sanctuary Ch. 4+100 450

Bodhinagala forest reserve Ch. 23+000 600

Pompa Kele forest reserve Ch. 51+700 – Ch. 52+00 800

1.4 An outline of anticipated environmental impacts and mitigation

Table 0-3.A summary of key impacts and mitigation measures

Environment Impact Key mitigation measure/s suggested

 Allow adequate provision for drainage across

 Keep provisions to break open the

Environment Impact Key mitigation measure/s suggested

 Remove all temporary structures build for

 Rehabilitated, improve and maintain the

 Changes in flow  Construction of via ducts, bridges and box

 Maintaining the structures during operational

 Hydro  Lowering of  Allow uninterrupted flow of groundwater

 Landslides, slope  Provide adequate lined drainage network with

 Removal of hanging boulders and retaining

 Soil erosion and  Providing side drains.

 Placement of silt barriers/ traps at identified

 Social  Impacts on  Survey and identifying the land area needed

 Keep a continuous dialog with the project

 Acquisition of land as per regulations of Land

Environment Impact Key mitigation measure/s suggested

 Payment of statutory compensation based on

 Identifying suitable lands close to the project

 Relocate and reconstruct the government

 Relocation of families in resettlement sites.

 Loss of access and  Relocation of all affected public places.

 Ecology  Impacts on  Provide adequate number of animal passes

 Secure soil and other construction material

 Instruct the contractor to obtain a 3rd party

Environment Impact Key mitigation measure/s suggested

 Operate a fleet of water bowsers to spray

 Service and regular maintenance of the

 All plants will be operated with licenses and

 Quarry and borrow sites will be operated with

 Balancing the volume of soil cut and fill