DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA

MINISTRY OF HIGHWAYS & ROAD DEVELOPMENT

AND PETROLEUM RESOURCED DEVELOPMENT
ROAD DEVELOPMENT AUTHORITY (RDA)

Elevated Highway Project

Elevated Highway from New Kelani Bridge to Rajagiriya

with a Link to Baseline Road
(Phase I of Elevated Highway from New Kelani Bridge to Athurigiriya)

Environmental Impact Assessment

(Final Report)

February 2019

Volume I – Main Report

Prepared by;
Environmental and Social Development Division
Road Development Authority

Submitted to;
Central Environmental Authority
Ministry of Mahaweli Development and Environment
 Table of Contents
List of Annexes ........................................................................................................................................iii
List of tables ............................................................................................................................................iii
List of figures ........................................................................................................................................... v
List of Abbreviations ............................................................................................................................... vi
Executive Summary ............................................................................................................................... ix
Chapter 1 - Introduction .......................................................................................................................... 1
1.1 Project background ....................................................................................................................... 1
1.2 Justification and objectives of the project ..................................................................................... 4
1.3 Objective of the Environmental Impact Assessment Report (EIAR) ............................................. 4
1.4 Methodologies and techniques adopted in the study.................................................................... 5
1.4.1. Guidelines and policies ................................................................................................... 6
1.4.2. Environmental investigations .......................................................................................... 6
1.4.3. Survey of existing literature ............................................................................................. 7
1.4.4. Field Investigations.......................................................................................................... 7
1.4.5. Socio-economic investigations ...................................................................................... 13
1.4.6 Identification of potential adverse impacts and development of mitigation measures .. 16
1.5 Conformity with government policies and plans ......................................................................... 17
1.6 Preliminary approvals needed for the project ............................................................................. 17
Chapter 2: Description of the proposed project and reasonable alternatives ....................................... 20
2.1. Evaluation of alternatives ........................................................................................................... 20
2.1.1. No project alternative .......................................................................................................... 20
2.1.2. Route options considered in feasibility study ...................................................................... 20
2.1.3. A comparison of the type of superstructure (Main line) ................................................ 24
2.1.4. A comparison of ramp structure/ bridge ........................................................................ 28
2.2. Project location ........................................................................................................................... 29
2.3. Project layout and design details ............................................................................................... 29
2.3.1. Drainage provisions of main trace and at entry/ exit ramps ................................................ 34
2.3.2. Lighting provisions .............................................................................................................. 36
2.3.4. Details of entry and exit ramps ........................................................................................... 37
2.4. Methodology of construction ...................................................................................................... 37
2.5. Identification of existing utility lines and shifting ........................................................................ 41
2.6. Qualities of raw material and disposal of waste ......................................................................... 42
2.7. Details of facilities and services required ................................................................................... 43
2.8. Requirement and availability of workforce ................................................................................. 43
2.9. Methodology of operation of project components ...................................................................... 43
2.10. Time schedule, project cost and funding source/s ................................................................... 43
Chapter 3 – Description of existing environment .................................................................................. 45
3.1 Study area ................................................................................................................................... 45
3.1.1. Existing land use along the proposed corridor .................................................................... 45
3.2. Physical environment ............................................................................................................ 49
3.2.1. Topography, geology and soil ....................................................................................... 49
3.2.2. Climatic and meteorological features ............................................................................ 51
3.3.3. Surface and groundwater hydrology and drainage ............................................................. 53
3.3.4. Ambient air quality ......................................................................................................... 57
3.3.5. Water quality and sources of water pollution ................................................................ 60
3.3.6. Existing noise and vibration levels ................................................................................ 62
3.3 Biological environment ................................................................................................................ 66
3.3.1 Proximity to any sensitive reserves ...................................................................................... 66
3.3.2 Current use of land and recourses within study area .......................................................... 66
3.3.3 An assessment of the current ecological status .................................................................. 67
3.4. Socio-cultural environment .................................................................................................... 70

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 3.3.1. Existing Settlement ............................................................................................................. 70
3.3.2. Principal economic activities ............................................................................................... 73
3.3.3. Availability of infrastructure facilities ................................................................................... 73
3.3.4. Land and property ownership ............................................................................................. 75
3.3.5. Social issues observed in the Project Area ......................................................................... 76
3.3.5. Archeologically protected sites along the proposed trace .................................................. 77
3.3.6. Proposed and ongoing Development Projects ................................................................... 78
3.3.6. Planned development activities within the project area ...................................................... 79
Chapter 4 – Anticipated environmental impacts of proposed project ................................................... 81
4.1 Hydrological impacts ................................................................................................................... 83
4.1.1. During design stage to minimize operational impacts ........................................................ 83
4.1.2. During Construction stage................................................................................................... 85
4.2 Resettlement and Socio-economic Impacts................................................................................ 86
4.2.1 Impacts due to land acquisition ............................................................................................ 86
4.2.2. Adverse Socio-economic impacts ....................................................................................... 89
4.2.3. Impact on historical/ cultural monuments/ areas ................................................................ 90
4.2.4 Impacts on Government and Common Properties .............................................................. 91
4.3 Impacts due to interruption of existing utility facilities ................................................................. 92
4.4. Impacts on traffic flow along existing roads ............................................................................... 93
4.5 Impacts on health of workers and pubic ..................................................................................... 96
4.6. Impacts due to hazardous working conditions and accidents to workers and public ................ 96
4.7. Impacts due to change in landscape ......................................................................................... 97
4.8. Possible other impacts to neighbourhood during construction and operation ........................... 98
4.9 Impacts on air quality .................................................................................................................. 98
4.10. Contribution towards global warming ....................................................................................... 99
4.11 Impacts of noise ...................................................................................................................... 100
4.12. Impacts of vibration ................................................................................................................ 102
4.13. Impacts on water quality ........................................................................................................ 106
4.14. Impacts of material extraction and transportation for construction ................................. 106
4.15. Disposal of soil and other debris ..................................................................................... 107
4.16. Ecological impacts........................................................................................................... 107
Chapter 5 – Proposed mitigation measures........................................................................................ 109
5.1 Mitigation measures for hydrological impacts ........................................................................... 109
5.2. Mitigation measures for resettlement and socio-economic impacts ........................................ 114
5.2.1. Mitigation measures for impacts due to land acquisition and resettlement ...................... 114
5.2.2. Mitigation measures for impacts due to socio-economic losses including livelihood loss 115
5.2.3. Mitigation measures for Impacts on places of historical/ cultural monuments and areas 115
5.2.4. Mitigation measures for impacts on government and common properties ....................... 117
5.3 Mitigation measures for impacts due to interruption of existing utility facilities ......................... 117
5.4. Mitigation measures for impacts on traffic flow along the existing roads ................................. 118
5.5. Mitigation measures for impacts on health of workers and public ........................................... 118
5.6. Mitigation measures for impacts from hazardous working conditions ..................................... 119
5.7. Mitigation measures for impacts due to change in landscape ................................................. 120
5.8. Mitigation measures for other impacts to neighbourhood ........................................................ 121
5.9. Mitigation measures for impacts on air quality ......................................................................... 121
5.10. Measures to reduce CO2 emissions which contribute towards global warming ................... 122
5.11. Mitigation measures for impacts of noise and vibration ......................................................... 123
5.12. Mitigation measures for impacts on water resources and water quality ................................ 124
5.13. Extraction of material and transportation ............................................................................... 125
5.14. Mitigation measures for impacts due to disposal soil and other debris ................................. 125
5.14. Mitigation measures for ecological impacts ........................................................................... 125
Chapter 6 – Extended cost benefit analysis ........................................................................................ 127

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Chapter 7 – Institutional responsibilities and environmental management program .......................... 129
7.1. Institutional responsibilities ...................................................................................................... 129
7.2. Environmental management program ...................................................................................... 130
Chapter 8 – Grievance handling and public consultation ................................................................... 131
8.1. Grievance redress mechanism (GRM) .................................................................................... 131
8.2. Public consultation ................................................................................................................... 131
Chapter 9 - Conclusion and recommendation .................................................................................... 134
9.1 Conclusion ................................................................................................................................ 134
9.2 Recommendations .................................................................................................................... 135

List of Annexes
Annex 1.1 TOR of CEA and amendments
Annex 1.2 List of report preparers
Annex 1.3 Hydrology Report of the Elevated Highway
Annex 1.4 Location map of baseline measurements
Annex 1.5 Report on Noise Mapping for Elevated Highway
Annex 1.6 Guideline for Traffic Noise Assessment Criterial for Expressways
Annex 1.7 Consent letters of stakeholder organizations
Annex 2.1 Location maps
Annex 2.2 GPS coordinates of the centreline of the proposed trace
Annex 3.1 Baseline parameter monitoring report
Annex 3.2 Existing noise sensitive receptors
Annex 3.3 List of flora
Annex 3.4 List of fauna
Annex 4.1 Risk Assessment Matrix
Annex 4.2 Photos of the affected companies, public and government buildings
Annex 5.1 Entitlement Matrix
Annex 5.2 Location map of proposed housing schemes
Annex 7.1 EMP
Annex 7.2 EMOP
Annex 8.1 Leaflet
Annex 8.2 Summary of views of public
Annex 8.3 Summary of awareness programs

List of tables
Table 1.1 Sampling techniques for fauna
Table 1.2 Location details of borehole investigations
Table 1.3 Sampling location details for ambient air quality
Table 1.4. Sampling location details for surface and ground water quality
Table 1.5. Sampling location details for noise and vibration
Table 1.6. No. of households survey in each GND
Table 1.7 Scale used to rank the impact likelihood and consequence
Table 1.8 Risk score table
Table 2.1. Comparative study of alternative alignment between EH to OCH
Table 2.2. Features of applicable superstructure type
Table 2.3. Qualitative comparison of superstructure type
Table 2.4. Quantitative comparison of superstructure type with 45m span length
Table 2.5. Result of comparative study of typical bridge/structure type of main line

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Table 2.6. Result of study of the applicable superstructure type for ramp line
Table 2.7 Project affected administrative divisions of the project
Table 2.8. Design details of proposed elevated highway
Table 2.9. Details of entry and exit points of the elevated highway
Table 2.10. Estimate of raw material required
Table 2.11 Project implementation schedule of proposed elevated highway from
Orugodawatta to Rajagiriya
Table 3.1 Existing land use along the proposed ROW
Table 3.2. Characteristics of the WL3 agro-ecological zone
Table 3.3. Summary of information from borehole logs
Table 3.4. Climatological data of Colombo city
Table 3.5. An assessment of ambient air quality
Table 3.6. An assessment of existing surface water quality
Table 3.7 An assessment of existing ground water quality
Table 3.8. Existing noise levels at 24 hour measurement locations
Table 3.9: Existing noise levels at 3 hour measurement locations
Table 3.10. Measured existing vibration levels
Table 3.11. Summary of flora species recorded during the field survey
Table 3.12 List of endemic flora species recorded during the field survey
Table 3.13. Summary of flora species recorded during the field survey
Table 3.14 List of endemic flora species recorded during the field survey
Table 3.15: List of threatened flora species recorded during the study
Table 3.16: Summery of fauna groups recorded in the project area
Table 3.17: Population by Gender Compositions among the affected DS divisions
Table 3.18: No. of surveyed households
Table 3.19: Population by Gender Compositions among the surveyed households
Table 3.20: Distribution of population by ethnicity
Table 3.21: Distribution of population by age composition
Table 3.22: Housing Conditions
Table 3.23: Level of Education of the household members
Table 3.24: Employed population
Table 3.25: Monthly income distribution of the households
Table 3.26: Energy sources of Surveyed households
Table 3.27: Sources of drinking water of Surveyed Households
Table 3.28: Sanitation facilities – Access to latrine
Table 3.29: Sanitation facilities of the surveyed household - Type of Latrine
Table 3.30: Ownership of the Land and house
Table 3.31: Land Ownership
Table 3.32: Unmarried/ Divorced/ Separated / Widow and widower Status of AHHs
Table 3.33: Dependent population.
Table 3.34: Vulnerable households.
Table 3.35: Planned Development Activities – District Level - Colombo
Table 3.36: Planned Development Activities – District Level – Colombo by UDA
Table 4.1: Impact at studied location due to permanent piers
Table 4.2: Affected lands and the extent
Table 4.3: Distribution of affected land lots among affected GN divisions
Table 4.4 Land ownership status of the households
Table 4.5: Affected structures

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Table 4.6: Affected employment categories
Table 4.7: Affected companies
Table 4.8: Affected temples
Table 4.9: Affected Kovils
Table 4.10 Affected government properties
Table 4.11 Affected Common properties
Table 4.12 Typical noise levels generated by construction equipment
Table 4.13: Road traffic noise assessment criteria for residential land use
Table 4.14: Road traffic noise assessment criteria for commercial land use
Table 4.15 Vibration source levels for selected construction equipment
Table 5.1: Mitigation measures proposed for Buddhist temples
Table 5.2: Mitigation measures proposed for Kovils
Table 6.1 Results of economic analysis for the Battaramulla north link
Table 6.2 Sensitivity analysis of elevated highway from Orugodawatta to Rajagiriya
Table 8.1: Composition of the GRC at DS level
Table 8.2: Awareness programs conducted at DS level
Table 8.3: FGDs conducted at GN level

List of figures
Figure 1.1. Existing land use pattern within CMC area (Source: Colombo Metropolitan
Regional Structure Plan, 1998)
Figure 1.2. The two components of the proposed EH from Orugodawatta to Rajagiriya
Figure 1.3 Selected segments for noise mapping
Figure 1.4 Location map of borehole investigations related to Elevated Highway
Figure 1.5 Proposed expressway network for Sri Lanka
Figure 2.1. Two key links between Colombo fort and Athurugiriya
Figure 2.2: Two route options considered in the feasibility study
Figure 2.3. Graphical presentation of different superstructure types
Figure 2.4: General Location of the Elevated Highway
Figure 2.5: Typical cross sections of main trace and ramps
Figure 2.5 a. Typical cross sections for main trace
Figure 2.5 b. Typical cross sections for ramps
Figure 2.6. Installation of discharge pipes (layout 1)
Figure 2.7. Installation of discharge pipes (layout 2)
Figure 2.8. Installation of discharge pipes (layout 3)
Figure 2.9. Installation of discharge pipes at ramps
Figure 2.10. Lighting provisions of the highway
Figure 2.11. Arrangement of the Temporally Road and Construction Stage (Embankment
Type)
Figure 2.12. Arrangement of the temporary road at construction stage (Steel pier type)
Figure 2.13 Proposed land for the “expressway management unit”
Figure 2.14 Proposed land for the “expressway maintenance/ administration office”

Figure 3.1 a. Near Orugodawatta junction

Figure 3.1 b. Section of Dematagoda canal
Figure 3.1 c. Section of Kolonnawa canal
Figure 3.1 d. Section of Kolonnawa canal close to Rajagiriya end

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Figure 3.1 e. Bridge at Buthgamuwa road (the end point of section 1 of EH)
Figure 3.2 a. Start point of section 2 at Baseline road to Sri Nigrodarama road
Figure 3.2 b. The crossing point of Kelani valley railway line
Figure 3.2 c. Sahasrapura multi story housing scheme area
Figure 3.2 d. Merging area of section 1 and 2 over Dematagoda canal (near Kolonnawa
refinery)
Figure 3.3. Major geological formations of the country
Figure 3.4: Wind roses for months of January, April, July and October developed by
Dept. of Meteorology (Source: National Atlas, 2nd edition)
Figure 3.5: Drainage pattern along the trace (Source: Draft Hydrological Study Report,
SLLRDC, 2016
Figure: 3.6 Dematagoda Canal at New Kolannawa Bridge
Figure: 3.7: Existing Cross section of Canal at New Kolannawa Bridge
Figure 3.7: Kolonnawa Canal at Madinagoda Bridge
Figure 3.8: Existing Cross section of Canal at Madinagoda Bridge
Figure: 3.9 Canal at Buthgamuwa Bridge
Figure: 3.10 Existing Cross section of Canal at Buthgamuwa Bridge
Figure 3.11 Discharge of oil on to Kolonnawa canal from Kolonnawa oil refinery facility
Figure 4.1: Locations of modelling
Figure 4.2: Inundated areas of marsh with no impact of the access road
Figure 4.3: Inundated areas of marsh with the impact of the access road (with no lateral
culverts)
Figure 4.4: Possible traffic congestion areas
Figure 4.5: Impacted buildings of Mihidusenpura Housing Scheme (Day time)
Figure 4.6: Impacted building of Mihidusenpura Housing Scheme (Night time)
Figure 4.7a: Impacted buildings of Sahasrapura housing scheme (Day time)
Figure 4.7b: Impacted flat house (Day time)
Figure 4.8: Impacted buildings located near to Sahasrapura housing scheme (Night time)
Figure 4.9: Impacted building of segment 3 (Day time)
Figure 5.1: Sections of the Dematagoda canal to be widen
Figure 5.2: Typical cross section with portal pier type structure
Figure 5.3: Typical cross section with single pier type structure
Figure 5.4 Application of hedges of plants and trailers
Figure 5.5 Applying greenery to urban highways

List of Abbreviations
AAQ Ambient Air Quality
AH Affected Households
AIA Archaeological Impact Assessment
BCR Benefit Cost Ratio
BH Borehole
CEA Central Environmental Authority
CEB Ceylon Electricity Board
CKE Colombo – Katunayake Expressway
CMC Colombo Municipality Council
CPC Ceylon Petroleum Corporation
CSC Construction Supervision Consultant

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DS Divisional Secretariat
ECBA Extended Cost Benefit Analysis
EH Elevated Highway
EIA Environmental Impact Assessment
EIAR Environmental Impact Assessment Report
EIRR Economic Internal Rate of Return
EMAP Environmental Management Action Plan
EMoP Environmental Monitoring Plan
EMoP Environmental Monitoring Plan
EMP Environment Management Plan
EMU Expressway Management Unit
ENL Existing Noise Levels
EPL Environmental Protection License
ESCM Environmental Safeguards Compliance Manual
ESDD Environmental and Social Development Division
FDG Focus Group Discussions
FS Feasibility Study
GHG Green House Gas
GN Grama Niladari
GOSL Government of Sri Lanka
GPS Global Position System
GRC Grievance Redress Committee
GRM Grievance Redress Mechanism
GSMB Geological Mines and Survey Bureau
IEER Initial Environmental Examination Report
IRP Income Restoration Program
ITI Industrial Technology Institute
JICA Japan International Cooperation Agency
LAA Land Acquisition Act
LARS Land Acquisition and Resettlement Survey
MC Municipal Council
MCB Metro Colombo Basin
NAP Non affected persons
NHDA National Housing Development Authority
NIRP National Involuntary Resettlement Policy
NPV Net Present Value
NWS & DB National Water Supply and Drainage Board
OCH Outer Circular Highway
PAP Project affected persons
PCC Project Coordinating Committee
PD Project Director
PM Project Manager
PMU Project Management Unit
PP Project Proponent
PS Pradeshiya Sabha
RAM Risk Assessment Matrix
RDA Road Development Authority
ROW Right of Way

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SAIRCM Social Assessment and Involuntary Resettlement Compliance Manual
SE Southern Expressway
SLLRDC Sri Lanka Land Reclamation and Development Corporation
SLS Sri Lankan Standard
TOR Terms of Reference
UC Urban Council
UDA Urban Development Authority
WP Western Province

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 Executive Summary
1. Introduction

I. Most of the economic and administrative institutes of Sri Lanka are located within
Colombo city limits, thus a significant number of people come to Colombo daily to fulfil their
commercial and administrative requirements. With opening of Southern Expressway (SE),
Colombo – Katunayake Expressway (CKE) and Outer Circular Highway (OCH) and proposed
new bridge across Kelani River it is expected that the influx of vehicles in to Colombo city limits
will increase. At present the road network within Colombo city limits are heavily congested and
may not be able to cater the increased traffic. With some of the administrative complexes
shifting to Battaramulla the administrative capital of the country, it is expected that the roads
towards Battaramulla will also be heavily congested.

II. In order to reveal this traffic, the GoSL is considering to construct an elevated urban
highway to connect Colombo city limits with the completed SE, OCH and CKE. Accordingly
feasibility of constructing an elevated highway from New Kelani Bridge (south end of CKE) to
Rajagiriya (Battaramulla) is under assessment.

III. The proposed project is at the Feasibility Study (FS) level and Road Development
Authority (RDA) under the Ministry of Highways and Road Development is the project
implementing agency. The Elevated Highway is from New Kelani Bridge (Orugodawatta) to
Rajagiriya and a link road from Baseline road to above trace.

IV. All most all roads within Colombo and Battaramulla city limits experience severe traffic
congestion daily. These congestions are caused by the heavy traffic entering the city limits,
lack of parking facilities and incapacity of existing road network within the city limits. Data from
Ministry of Transport in year 2030 reveal that total passenger flow at Colombo Municipal
Council (CMC) boundary was recorded as 2.1 million/ day in both directions of which 58% use
public transport and 42% use private modes. With the steady growth in traffic it is expected
that these roads (roads within Colombo and Battaramulla city limits) will not be able to cater
the future traffic demand entering Colombo and Battaramulla cities. Therefore, it is important
to provide an alternative highway link that would connect Colombo and Battaramulla city limits
with national highways that radiate from Colombo. As a result it is proposed to construct this
highway as an elevated urban highway constructed on columns (piers), which will
comparatively reduce the need of land acquisition, resettlement and impacts to the drainage
system.

V. Therefore the objectives of the project will be to form a part of an economically optimum
highway network system that connects SE, CKE with the existing road network within
Battaramulla city limits, to reduce the traffic congestion within city limits of Battaramulla and
Colombo and also to handle the forecasted traffic at an adequate level of service by the year
2030.

VI. The purpose of conducting an Environment Impact Assessment (EIA) is to screen and
identify the environmental and social consequences of the proposed project in order to identify
the potential environmental issues and social concerns early on in the design of the proposed

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 project. Therefore feasible measures to mitigate identified environmental issues and social
concerns could be proposed in advance in order to incorporate to the scope of the project.

VII. This Environment Impact Assessment Report (EIAR) has been prepared in
accordance with the Terms of Reference (TOR) issued by the Central Environmental Authority
(CEA).

VIII. Under the methodology of the assessment, a desk review of available data was done
as the first step in the EIA study. Topographic maps available at Survey Department (scale
1:10,000 and 1: 50,000) and online maps available in Google earth (Pro) were used to identify
the project influential area. The design centre line established as part of the FS was overlaid
on these maps and selection of project influential area was based on the guidelines provided
by the CEA such as; project site and immediate surroundings, locations affected by
construction activities and any area beyond the project sites where there is potential for
environmental impacts due to project.

IX. The scope of the EIAR covers the proposed elevated highway corridor from New
Kelani Bridge (Orugodawatta Junction) to Rajagiriya (Near HSBC bank) which is the main
trace and the link road from baseline road. The land area within a corridor of 50 m to both
sides of the proposed centreline was considered as the immediate study area for the field
investigations. 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. Following
key aspects were covered during the assessment in compliance with the TOR.

 Physical environment (climate, geology, hydrology, soil, baseline status of water and
air quality, noise and vibration)
 Ecological environment
 Social environment

X. The initial field studies and preparation of a draft IEE report was conducted by Katahira
& Engineers International within the period from January to May, 2015 while the report was
further updated to draft final level by Environmental and Social Development Division (ESDD)
of RDA in July and August of 2016. This IEER was updated with additional information based
on fresh field investigations carried out by a team from ESDD with assistance from an
environment Specialist and an expert on ecology to develop this EIAR. The studies related to
upgrading the environment assessment was conducted during July to November 2017.

XI. A separate assignment was given to Sri Lanka Land Reclamation and Development
Corporation (SLLRDC) to carry out a hydrological study based on the information available at
FS level, while the Industrial Technology Institute (ITI) was entrusted to carry out baseline
survey on selected environmental parameters. Running a mathematical model for the
proposed trace in order to predict traffic generated noise levels during operational phase in
compliance to the TOR is also conducted by ITI.

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 2. Description of the proposed project

XII. Proposed project is located entirely within Colombo District of Western Province. The
affected Divisional Secretariat (DS) Divisions of Colombo, Thimbirigasyaya, Kolonnawa and
Sri Jayawardhanapura and Kaduwela.

XIII. Proposed elevated highway from New Kelani Bridge to Rajagiriya has two components
as the main trace (from New Kelani Bridge (Orugodawatta) to Rajagiriya) which is 6.9km long,
and the second component (link road to Baseline road at Dematagoda) which is 1.2km long.
Therefore the entire length of the proposed highway is 8.1km. The main trace from New Kelani
Bridge to Rajagiriya will be constructed over piers (structures) with on and off ramps
connecting to existing roads at selected locations. Whereas the existing Sri Nigrodharama
Mawatha towards the Kolonnawa Oil Terminals will be rehabilitated and upgraded to form the
link road to Dematagoda.

XIV. Construction of this highway as an elevated structure has reduced the need of land
acquisition and resettlement. In order to further minimise the social issues related to the
project, the trace has been designed to pass mainly over the banks of existing canals and
marsh lands. The project design details (Preliminary designs) based on the feasibility report
are summarized in table a below.

Table a: Design details of proposed elevated highway

Design details Description

Origin Orugodawatta (south end of the new bridge across

Kelani river)
Destination Rajagiriya near HSBC bank/ Buthgamuwa road
Distance (km) Orugodawatta to Rajagiriya = 6.9 km
Dematagoda link road = 1.2 km
Total length = 8.1 km
Design speed (kmph) 80
Width of single lane (m) 3.5
Number of lanes 4
Shoulder width (m) 2.5
Total formation width (m)
of main trace 24.5 to 30.1
of ramp sections 6.2 to 20.2
Proposed Right of Way (m)
Entry/ exit ramps 24.5 to 30.1
Main trace 6.2 to 20.2
Vertical clearance (m) 5.2 (minimum)
Structure type PC simple ASSHOTO girder, Type IV
Span length (m) 40 (minimum)
Width of pier (m) 2.0

Methodology of construction

XV. In order to minimise the requirements of land acquisition and resettlement, the highway
will be constructed mainly over Dematagoda canal and Kolonnawa canal and their reservation

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 areas. There will be entry and exit ramps for main roads which are crossed by the highway as
given in the table above.

XVI. As the highway will be located along canal sections it is important to develop a
mechanism to transport construction material to site, i.e. to construct a temporary access road.
Three options have been studied during this study to construct a temporary access road, they
are;

1) Embankment type, which has temporal embankment road on the canal bank,
2) Steel Pier Type, which has temporal steel pier in the canal,
3) Barge Type, which uses steel barges for construction stage and transport.

XVII. The third option is not viable if canal water level is low. And at many places pile
foundations must be built simultaneously, which will require many barges at a given time.
Therefore it is difficult to transport materials by barge.

XVIII. Shifting of utility services will also be done as a construction activity. Utility service
providers such as Ceylon Electricity Board, National Water Supply and Drainage Board, Sri
Lanka Telecom, Ceylon Petroleum Corporation, Colombo Municipal Council shall be
requested to identify the utility lines and shift the lines.

XIX. Disposal of Muck: The excavated material during construction shall be removed from
site and disposed in approved disposal areas.

XX. The column construction shall be of conventional reinforced concrete construction.

Typically the steel reinforcement shall be fixed in position and shutters or forms constructed
and concrete placement carried out. The columns are typically 2.0 x 3.0 dimensions with a
flared column head. Pre-stressed beams will be used along the proposed elevated highway.
Launching of pre-stressed beams shall be carried out using the conventional methods
employed in the construction of the CKE and in OCH. The pre-stressed beams shall support
a reinforced concrete slab on which a 75 mm tick asphalt pavement will be laid.

XXI. As the highway is to be constructed as an elevated structure, the need of concrete

aggregate will be significant. Thus a substantial amount of material for construction will be
cement, metal and sand.

XXII. A workforce of about 1500 labourers will be required for the construction purposes
including skilled labourers.

XXIII. It is expected to start the construction works of the project in year 2018 and will extend
up to 2021 while the highway will commence its operational stage by 2022.

3. Description of existing environment

XXIV. The study area for assessment included a corridor of 50 m to both sides of the
proposed centre line including the project site (i.e. the road trace and entry and exit ramps).
This wide corridor included the proposed Right of Way (ROW) for the expressway which is on
average is about 30 m wide.

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 Physical environment

XXV. Land use: The land use of the project area of the elevated highway consists of cannel
banks, water bodies, marshy land and settlement areas comprised of multi storied flats and
houses of low income families built on canal reservations.

XXVI. Climate: The project area is climatologically located within low country – wet zone and
falling just short of a tropical rainforest climate. Project area's climate is fairly temperate
throughout the year. From March to April the temperature averages around 310C maximum.
The only major change in the project area weather occurs during the monsoon seasons from
May to August and October to January. This is the time of year where heavy rains can be
expected.

XXVII. Hydrology: It has been decided to construct the proposed elevated highway along
existing canal bunds to reduce land acquisition and resettlement. Therefore the trace has been
laid along the bank of Dematagoda canal and Kolonnawa canal. The trace from Orugodawatta
to Kolonnawa Oil tanks follows the canal bund of the Dematagoda canal while the rest is
located along the canal bund of Kolonnawa canal. Therefore the drainage pattern of the project
area is entirely governed by these two canals. Both Dematagoda and Kolonnawa canals are
currently under the authority of Sri Lanka Land Reclamation and Development Corporation
(SLLRDC) and identified as Kolonnawa Marsh. Kolonnawa Marsh covers an area of 345Ac
while the average water level lies around 0.3 m MSL. Kolonnawa Marsh is ultimately linked to
Kelani River however the impact from tides is minimal (Source: Draft Hydrological Study
Report, SLLRDC, 2016). Drainage capacities of both Dematagoda and Kolonnawa canals
have changed over the time due to deposition of sludge at the bottoms however with the recent
improvements carried out by SLLRDC most of the sections of the canals specially Kolonnawa
canal are dredged to increase the flood retention capacity.

XXVIII. Water Quality: As mentioned above Dematagoda canal and Kolonnawa canal are the
major water bodies found within the project area. And it is found that both of these water bodies
are highly polluted and higher level of eutrophication could be observed. Discharges (both
sewerage and domestic wastewater) of the illegal settlements present along the canal
reservations and discharges from industries and other commercial buildings are the major
source of pollution of the canals.

XXIX. Air Quality: The two main emissions sources associated with the proposed project
area are industrial emissions and vehicle emissions.

XXX. Noise and vibration: As mentioned, measurement of ambient levels of noise and
vibration were carried out at eleven locations by ITI. As per the National Environmental (noise
control) regulation No. 01, 1996 the project area can be categorized in to medium noise area
since it is falling within urban councils. Therefore applicable maximum permissible noise levels
during day and night times in the project are 63 and 50 dB (A) respectively. As per the results,
day, evening and night noise measurements (24hr) obtained at N2 near Mihindusenpura flats

xiii
 have already exceeded the applicable maximum permissible levels while day and night
measurements have exceeded at N7 which is near Sinhapura Apartment at Baseline road.

XXXI. Biological environment

The proposed express way does not traverse or located nearby any ecologically important
reserve declared by Department of Wild Life Conservation or Department of Forest
Conservation. However, most length of the trace runs through a low lying canal which is
maintained by Land Reclamation & Development Authority and used for flood controlling in
the city. Though the canal embankments basically merge to build up areas, marshy habitats
could be observed in such areas.

XXXII. Land use: All the study area is consisting of manmade environment except the above
mentioned few marshy areas. Manmade environment basically consist of buildings both
factories and houses. Many of the houses don’t have home gardens and if they have, it is a
very small fraction from the owned land. Low lying marshy area is used as retention of sudden
floods in the city and these remaining marshy lands are not easily accessed by general public
since they are surrounded by canals; hence human activities in these lands are minimum.
Study area doesn’t contain any agricultural land or any other natural habitat other than marsh
and the canal.

XXXIII. Flora: A total of 224 plant species in 67 families were found during the study.
Proportion of exotic species (48.6%) is considerably higher than the general proportion of the
total plant species in the country, which is only 25% exotics out of the total list (Senarathna,
2001). These exotic species includes few cultivated food crops and many naturalized weeds.
Due to the alteration of natural habitats and pollution by anthropogenic activities, invasive
species are spread out in the study site. Among the native plants, 5 species are threatened
species according to the Red data list 2012. Though Cynanchum tunicatum is considered as
‘Endangered’ species in Red Data List 2012, it is commonly cultivated in home gardens for
green leaves. The aquatic species Aponogeton crispus, which is considered as ‘vulnerable’
was found in much unpolluted water near Madiwela Bridge. The vine, Gymnopetalum scabrum
is typically a dry zone species, which was found at a waste ground adjacent to the canal. Most
probably this could be grown as a result of an anthropogenic activity.

XXXIV. Fauna: A total of 143 fauna species recorded during the survey, which belongs to 72
families. Among them, 4 species are endemic and 9 species identified as Threatened species
according to Red Data List 2012.

Socio-cultural environment

XXXV. The project influence area runs over Colombo district in the Western province. Project
influenced DS divisions are Colombo, Sri Jayawardenapura Kotte, Thimbirigasyaya,
Kaduwela and Kolonnawa.

XXXVI. Number of households affected in each DSD with the use of structure/s is summarized
in table b.

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 Table b: Number of structures to be affected in each DSD

Divisional Use of the Partially Fully Total

Secretariat structure Affected Affected
Division
Kolonnawa Residential 15 58 73
Commercial 01 02 03
Residential cum 01 13 14
Commercial / Self
Employment
Sub total 17 73 90
Residential 60 470 530
Commercial 02 24 26
Thimbirigasyaya
Residential cum
Commercial / Self 17 52 69
Employment
Sub total 79 546 625
Residential 08 03 11
Sri Commercial 02 02
Jayawardenapura Residential cum
Kotte Commercial / Self 01 01
Employment
Sub total 09 05 14
Residential 08 08
Commercial 01 02 03
Kaduwela Residential cum
Commercial / Self
Employment
Sub total 01 10 11
Grand Total 106 634 740
Source:*LARS

XXXVII. Land extent to be affected: The land area to be affected due to the project
implementation is given below;

Land extents to be affected

Type of Land No. of lots Affected Area (ha)
Residential lands 622 2.51
Commercial lands 34 0.54
Residential cum commercial 84 0.38
lands
Other 10 0.19
Total 750 3.62

XXXVIII. On the other hand, land or the structures of six companies, seven temples, seven
Kovils, one Christian Church, six government buildings and five common properties will also
be affected due to the land acquisition for the project.

xv
XXXIX. The direct impact road corridor covers the land area of 0.0436Km2 and it is 0.79% of
the total land extent of the affected eight GN divisions. This is showing that there’s a marginal
impact on land extent point of view as it is even below 4%.

XL. Out of affected population of 1561 persons, 780 (50.0%) are males and 781 (50.0%)
are females. As seen above, project area, sex distribution between males and females is
almost one to one. This is slightly different to Sri Lankan national indicators, consisted of
48.4% male population and 51.6% female population in the total 20,359,439 population in
2012.

4. Anticipated environmental impacts of proposed project

XLI. This chapter lists out the identified potential impacts of the project on individual
environmental components. Impacts identified include direct and indirect, long and short-term,
positive and negative effects. Impacts are ranked in their order of significance.

Anticipated impacts Proposed mitigation measures

01 Hydrological impacts  Adhering to recommendations given by SLLRDC in

the Hydrology Report and RDA will carry out all
construction activities in collaboration with SLLRDC
in order to minimize other impacts during
construction stage
 As the highway will be on piers, there will not be
major hydrological impacts during operational stage

02 Socio-economic impacts

i Impacts of relocation  Land acquisition and compensation to affected

ii Impacts on livelihood and
economic activities
iii Impacts due to disruption
of existing infrastructure
facilities
iv Health and safety impacts
households will be carried out based on the
Entitlement Matrix (EM) developed under the RAP
in compliance with the Land Acquisition Act and
NIRP. EM shall be approved by the Cabinet.
 Dwelling of low income families will be relocated
under the urban regeneration programme of UDA
and it is expected that each family will get a housing
unit in a housing scheme (flats)
 The project specific entitlement matrix contains
details of types of livelihood and economic impacts
and proposed entitlements which will be
implemented by RDA with the concurrence of
Ministry of Lands and Land Development
 Shifting of utilities will be carried out with a closed
coordination with the relevant service provider
 Early notice to the public on possible interruptions
of the facility will minimize inconvenience to the
public
 Project will strongly adhere to the principle of safety
first and none of the project task will be implemented
without taking precautionary measures

xvi
  Satisfactory hygienic conditions will be maintained
in all project sites to avoid breeding of mosquitoes,
spreading of diseases and environmental pollution
by the project activities will be minimized taking
necessary actions
V Impacts on smooth traffic  RDA will carry out a comprehensive traffic
flow management plan considering all possible impacts
to traffic flow and will be implemented during
construction phase with the assistance of the Police
 Possible interruption to the traffic flow will be
informed to the public in advance and drivers will be
clearly guided to use alternative routes to avoid
construction sites.

03 Impacts of noise and  All heavy equipment and machinery shall be fitted in
vibration full compliance with the national regulation, Noise
Control Regulations. Reasonable compensation to
be paid to those houses that are damaged due to
vibration. Contractor should do a pre-condition
survey of structures for cracks. Measuring of cracks
during construction period and after completion of
construction. Adjusting construction activities which
cause vibration to permissible level. Providing
trenches and barriers for the critical areas.
 To minimize noise impact during operational stage,
noise barriers will be erected at locations
recommended by ITI as a result of the mathematical
model.

04 Impacts on air quality  All heavy equipment and machinery shall be fitted in
full compliance with the national and local
regulations, National environmental air emissions
fuel and vehicle standards. The hot mix plant be
sited in accordance with CEA guidelines and
operated with an EPL. The hot mix plants shall be
fitted with the requirements of the relevant current
emission control legislation.

05 Ecological impacts  Unnecessary encroachment to marshy area should

be avoided from all construction activities of the
project
 Poaching of hunting animals in the project areas by
the laborers and staff should strictly prohibited.
 Conducting regular monitoring of invasive species
within the project area

06 Impacts due to soil  Disposal of waste matter will be carried out only
disposal locations approved by CEA and SLLRDC

xvii
 07 Material Extraction and  Material extraction for the project will be carried out
transportation with approvals from GSMB, CEA and other relevant
agencies and conditions laid down in the approvals
will be strictly adhered by RDA

5. Environmental management programme

XLII. Environmental Management Plan (EMP) is a summary of anticipated impacts and

proposed mitigation measures during pre-construction, construction and operational stages of
the project. The EMP will be revised during the detailed design stage and the updated EMP
will form part of the contract documents. During the construction stage the contractor/s will
execute the mitigation measures listed under the construction stage of the EMP under the
direct supervision of the construction supervision consultant and RDA. RDA will be responsible
for the implementation of EMP during all stages of the project (i.e. preconstruction,
construction and operational stages).

XLIII. Effectiveness of implementation of the EMP will be monitored through Environmental

Monitoring Plan (EMOP) which lists out the environmental parameters that need to be
measured during the pre-construction, construction and operational stages of the project.

6. Conclusion and recommendation

XLIV. The government has considered constructing an elevated highway from new Kelani
Bridge at Orugodawatta to Rajagiriya (Near HSBC bank) connecting with Sri
Jayawardenapura Mawatha with a link road to Dematagoda and construction of the highway
on piers will reduce the amount of land acquisition cost and resettlement and also hydrological
impacts.

XLV. This EIA report includes finding of field investigations of elevated highway from new
Kelani Bridge to Rajagiriya, 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 social environment and hydrology during
construction stage.

XLVI. Noise nuisance during construction and operation will need to be looked in a detailed
and practical manner as the highway will be passing close to high rising settlement complexes
of Mihidusenpura flats and Sahasrapura flats. Necessary noise barriers will be in place as per
the recommendations of ITI in order to mitigate noise nuisance in compliance with the
Guideline for Traffic Noise Assessment Criteria for Expressways of CEA.

XLVII. It is also recommended that the EMP and EMoP for the project is updated in the detail
design stage and incorporated in to respective tender documents. Recommendations and
requirements stated in the consent letters forwarded by key line agencies will be strictly
followed during pre-construction, construction and operational phase of the project

xviii
xix
xx
 Chapter 1 - Introduction

1.1 Project background

1. The study and report on “Colombo Metropolitan Regional Structure Plan” in 1998 by
the Urban Development Authority (UDA) shows change in urban areas in Western Province
(WP) from 1981 to 1996. A key observation of this study was that urbanization in the western
province had mainly formed around the Colombo Municipality Council (CMC) area and along
the coast line. This observation is considered as a basis of the current basic urban structure.
During the past one and a half decades, many significant infrastructure development projects
had been launched within WP in which the country’s administrative capital (Sri
Jayewardenepura Kotte) and economic capital (Colombo) are also located. However, these
development projects have been greatly affected by the existing urban settlement pattern
(spatial fragmentation), ribbon development and scattered residential development. Existing
land use pattern within CMC area is presented in figure 1.1.

2. With opening of Southern Expressway (SE), Colombo – Katunayake Expressway

(CKE) and Outer Circular Highway (OCH) and proposed new bridge across Kelani River
around 2020 it is expected that the influx of vehicles in to Colombo city limits will increase. At
present the road network within Colombo city limits are heavily congested and may not be
able to cater the increased traffic. With some of the administrative complexes shifting to
Battaramulla it is expected that the roads towards Battaramulla will also be heavily congested.

3. Government of Sri Lanka (GoSL) in 2005 initiated a study on urban transport

development for the Colombo Metropolitan Region with the assistance from Japan
International Cooperation Agency (JICA). Aim of this study was to improve the overall
transport efficiency in Colombo area.

4. Resolving the traffic congestion by widening the existing roads in Colombo and its
suburbs has become prohibitive due to potentially large scale land acquisition and
resettlement requirements. Considering alternative options, the Government considered of
conducting feasibility study and preliminary design for an Elevated Highway (EH) network
along the existing major arterial roads. In order to improve the connectivity of such elevated
highways a link between the administrative capital (Battaramulla area) with the Expressway
Network by linking Athurugiriya via Battaramulla to Colombo Fort was also considered. Such
development aims to release traffic congestion especially within Battaramulla area where key
government institutes have now been established (e.g. Passport and Identity card office,
Bureau of foreign employment and Tri-service headquarters, Western Provincial Council and
ministry of defense).

5. The proposed project will have two components as; (1) Elevated Highway from new
Kelani bridge (Orugodawatta) to Rajagiriya which is the main trace (6.9km) and, (2) a link road
from Dematagoda railway ground to Kollonnawa oil tank area (connecting to the link from
Orugodawatta to Rajagiriya with a length of 1.2km). The two components of the proposed EH
is presented in figure 1.2.

1
6. A Feasibility Study (FS) for this project has been completed by Katahira & Engineers
International in association with Bangladesh Consultants LTD Engineering Consultants LTD
in March 2015. This study has been updated by Road Development Authority (RDA) with
assistance from University of Moratuwa. Road Development Authority under Ministry of
Highways and Road Development and Petroleum Resources Development is the Project
Proponent (PP) for this project.

Figure 1.1. Existing land use pattern within CMC area (Source: Colombo Metropolitan
Regional Structure Plan, 1998)

2
 Orugodawatta
Component 1
Component 2
Baseline Road
Main Trace
Dematagoda
Link Road
Rajagiriya
Figure 1.2. The two components of the proposed EH from Orugodawatta to Rajagiriya
3
1.2 Justification and objectives of the project

7. Severe traffic congestion in roads within Colombo and Battaramulla city limits has
become a common phenomenon. Heavy traffic entering the city limits, lack of parking facilities
and incapacity of existing road network within the city limits are major causes for such
congestions. Estimates made by the Ministry of Transport for year 2030 reveal that a total
passenger flow at CMC boundary would be around 2.1 million/ day in both directions of which
58% use public transport and 42% use private modes. Therefore it is evident that the existing
road network within Colombo and Battaramulla city limits will not be able to cater the future
traffic demand entering to these areas.

8. Furthermore, traffic which flows along the baseline road (especially from Peliyagoda)
targeting the administrative city and vice versa has to cross critical junctions in terms of traffic
congestions such as Dematagoda, Borella and Rajagiriya. This situation increases the travel
time of government officers, people who come to get the service from offices at Battaramulla
and school children significantly.

9. As stated previously, widening the existing roads in Colombo and its suburbs is not a
viable option due to potentially large scale land acquisition (very high cost) and resettlement
requirements.

10. Considering these aspects an alternative urban highway network that would connect
Colombo and Battaramulla city limits with national highways that radiate from Colombo above
the existing road and canal network (as an elevated highway network) would be the most
viable option.

11. Objectives of the project could be summarized as follows;

 Form a part of an economically optimum highway network system that connects SE,
CKE with the existing road network within Battaramulla city limits.
 Reduce the traffic congestion within city limits of Battaramulla and Colombo.
 Handle the forecasted traffic at an adequate level of service by the year 2030.
 Design and develop an urban elevated highway with minimum need for land acquisition
and resettlement.
 Design and develop an urban highway with minimum impact to existing hydrological
and drainage system in the project area.

1.3 Objective of the Environmental Impact Assessment Report (EIAR)

12. An Initial Environmental Examination Report (IEER) was developed by the PP based
on the Terms of Reference (TOR) issued by the Central Environmental Authority (CEA). This
report had been submitted to CEA on 01-09-2016, and a meeting based on this report had
been conducted at CEA on 22-09-2017.

4
13. After perusing this IEER the CEA decides to refer this project for an Environmental
Impact Assessment (EIA) due to the following key aspects;

1. Impacts to the social environment would be significant at all stages of the

project, and

2. Impact on drainage during construction would be significant.

14. CEA through letter No. 08/EIA/Trans/03/2014 dated 23-11-2016 had submitted the
additional information that would be required from the EIAR.

15. As a consequence, in depth analysis were carried out on impacts to social environment
and hydrology (especially during the construction stage). This report (EIAR) is prepared based
on above in depth studies as well as reassessing the other impacts described in the IEER
based on fresh field investigations conducted for this EIA.

16. The TOR forwarded by CEA for the IEER and the letter from CEA amending the TOR
for the EIA are presented in annex 1.1.

17. The specific objectives of the EIAR include the following:

 Describe the proposed elevated highway project from Orugodawatta (new Kelani
bridge) to Rajagiriya (6.4 km) and link road from Dematagoda railway ground to
Kollonnawa oil tank area,
 Describe the existing physical, ecological, socio-economic and cultural environment
along the project area,
 Identify the potential impact areas,
 Evaluate project induced beneficial and adverse impacts on the physical, biological,
socio-economic and cultural environment,
 Recommend effective mitigation measures for adverse impacts, and
 Prepare an Environment Management Plan (EMP) and Environmental Monitoring Plan
(EMoP) to be implemented during preconstruction, construction and operational
stages of the project.

1.4 Methodologies and techniques adopted in the study

18. A desk review of available data was done as the first step in the EIA study. Topographic
maps available at Survey Department (scale 1:10,000 and 1: 50,000) and online maps
available in Google earth (Pro version) were used to identify the project influential area. The
design centre line established as part of the FS was overlaid on these maps and selection of
project influential area was based on the guidelines provided by the CEA as follows;

1. Project site and immediate surroundings,

2. Locations affected by construction activities, and

3. Any area beyond the project sites where there is potential for environmental impacts
due the proposed project.

5
 4.7.1. Guidelines and policies

19. The following guidelines and policies were also considered during the study;

 Guidelines for Implementing the EIA Process No. 1159/22 (November 2000)
 Environment Guidelines for Road Sector Projects, RDA 2005
 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 (SAIRCM), RDA, 2009

 Policies, Acts and other legislative instruments in connection with road construction
and implementation.

4.7.2. Environmental investigations

20. The land area within a corridor of 50 m to both sides of the proposed center line was
considered as the immediate study area for the field investigations. As indicated above the
area of investigation was extended in instances where the impact was identified to spread in
a much larger periphery.

21. The baseline environmental context of the project area was identified by reviewing
existing information, undertaking field investigations and collection of spatial and non-spatial
data. The environmental assessment for the IEE was conducted by a team of experts from
Katahira & Engineers International during the period from January to May, 2015. The report
prepared as an outcome of this study was updated by Environmental and Social Development
Division (ESDD) of RDA in July and August of 20161. Information in this IEER was revised
and updated to develop this EIAR. This upgradation work was based on fresh field
investigations carried out by a team from ESDD with assistance from an Environment
Specialist and an expert on ecology. The studies related to upgrading the environment
assessment was conducted during July to November 2017. The list of report preparers and
their involvement is attached in annex 1.2.

22. RDA obtained the services from Sri Lanka Land Reclamation and Development
Corporation (SLLRDC) to carry out the hydrological study based on the information available
in the FS report and Industrial Technology Institute (ITI) to carry out baseline survey on
selected environmental parameters.

23. Traffic noise impact during the operational phase of the project was also predicted by
ITI for year 2027 and 2032 using a mathematical model.

24. A detailed account of the study methodology is presented below.

1
This report was submitted by RDA to CEA on 01-09-2017.

6
 4.7.3. Survey of existing literature

25. Reports prepared as part of the feasibility study by Katahira & Engineers International
and updated by University of Moratuwa were reviewed for background information. These
reports included;
 Final Report for Feasibility Study and Preliminary Engineering Design of Elevated
Highway Link Connecting Proposed Second New Kelani Bridge Project and
Battaramulla Elevated Expressway – Battaramulla North Expressway (March, 2015).
 Initial Environmental Assessment Report - Feasibility Study and Preliminary Design of
Elevated Highway with Expressway Network by Linking Athurugiriya via Battaramulla
Administrative Complex to Colombo Fort (November, 2014).

26. The following documents of Department of Census and Statistics were also reviewed
for background information:

 Basic population information 2012 (By district and Divisional Secretariat)

 Basic housing information 2012 (By district and Divisional Secretariat)
 Hazard Profile of Sri Lanka – Disaster Management Centre, Ministry of Disaster
Management, December, 2012

4.7.4. Field Investigations

27. Initial field studies for the IEE were carried out from January to May, 2015. During the
period from July and August of 2016 a team from ESDD conducted a set of field investigations
to update the IEER. A third set of field investigations were carried out from July to November
2017 in order to obtain more information relevant for the EIAR. During the third set of
investigations special attention was paid on physical and economic displacement of people,
hydrological issues that may arise in Dematagoda and Kollonnawa canals and on the existing
ecology in the wet lands that would be affected due to the project.

i. Ecological Survey

28. Major habitat types and land use pattern of the project area were basically identified
by 1: 50,000 maps and 1: 10,000 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
by Survey Department were studied for identification of protected areas within or in the
proximity of the project area. These desk studies were used to develop a tentative habitat map
that was used to plan field studies along the proposed road trace. Sampling sites, sampling
methods and sampling intensities were determined using these confirmed habitat type maps.
Detailed studies were carried out by an ecological team according to the methodology outlined
below. This field surveys covered both terrestrial and aquatic flora and fauna. Studies were
carried out during the day time in all selected locations while night time studies were conducted
only on few of these locations identified based on the day time survey. All vertebrate fauna as
well as some indicator invertebrate taxa such as butterflies and dragonflies were studied.
Flora studies were conducted for all the families of flowering plants (Angiosperms) and
primitive plants were not considered. Sampling method used for each group is presented
follow.

7
29. Fauna: Line transects survey, circular plots survey and opportunistic observations
were used to determine the status of terrestrial fauna. Gill netting and hand netting were used
to identify fish species depending on the depth of the water body. Visual observations from
the banks of the water bodies were also used to identify fish species as well as other aquatic
fauna. Techniques used to study each taxonomic group are listed in the following table.

Table 1.1 Sampling techniques for fauna

Group Technique
Birds Circular plots in selected locations in different times of the day, Line
transect observations throughout the road trace (both direct
observations and indirect observations such as calls, feathers were
used for identification)

Mammals Opportunistic observations along the line transect laid along the road
trace (both direct and indirect observations such as calls, scat, foot
prints were used for identification)
Reptiles Opportunistic observations ( direct observations only)
Amphibians Opportunistic observations with special attention in suitable habitats
Fish Gill netting and hand netting in selected locations, Opportunistic
observations from the banks of the water bodies, Inspecting local fish
vendors and fish catches of local fisherman.
Butterflies Line transects and opportunistic observations (both adult stage and
larval stages were identified)
Dragonflies Opportunistic observation (only the adult stage)

30. 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

31. Plots of 100 m x 10 m were selected along the centre line of the proposed highway 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 either by observing dredged material or by direct visual observation, when the water
is clear enough to see the bottom. Plants that could not be identified in the field were
photographed in a detail using a DSLR camera fitted with a macro lens, and later identified
using guide books such as 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).

8
32. Nomenclature used in this document for both flora and fauna are mainly in accordance
with the National Red List 2012 of Sri Lanka (MoE, 2012) unless they are updated by any of
the 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.

ii. Geotechnical investigations

Information of four boreholes related to proposed project area are available in the geotechnical
section of the feasibility study report. The location details of the boreholes are presented in
table 1.2, while figure 1.3 presents a map of these locations.

Table 1.2. Location details of borehole investigations

Borehole Location Chainage
No.
BH 2 On Baseline Road on Baseline Road
Campbell Park
BH 17 Yakbedda Bridge: New Kolonnawa CH 1+496
Road, Kolonnawa
BH 18 Madinnagoda Bridge: Madinnagoda CH 3+320

BH 16 Bridge #7/1 on Sri Jayawardenapura on Sri Jayawardena-pura

Mawatha, Rajagiriya Mawatha
Source: Feasibility study report, KEI March 2015

iii. Study on hydrology and drainage

33. Under the IEE study carried out by Katahira & Engineers International for the elevated
highway, a hydrological study was outsourced to Sri Lanka Land Reclamation and
Development Corporation (SLLRDC) in 2015 and the same study was updated to be comply
with the revised scope of the EIA. The hydrological assessment carried out for the IEE was
based on no permanent pier located within the canal however the updated assessment for the
EIA is carried out for the context of permanent piers are located within the canal bed. Further
the updated hydrological study aims to provide guidelines for the construction methodology
which is to be implemented during the construction phase.

34. As per the hydrological study of SLLRDC, all simulations have been completed for
once in 50 year rainfall event for the basin and analysis were done to predict permanent
impacts due to construction of piers within the canal and temporary impacts during the
construction phase. Further the impacts due to the piers have been further analyzed for the
baseline condition, with pier condition and piers with mitigation measures.

35. Please refer the Hydrological study report for the elevated highway which is attached
in annex 1.3 for the detailed methodology.

9
 iv. Study on Air quality

36. Four strategic locations were selected which represent the project area that would
undergo significant changes due to the proposed project. These locations were considered to
obtain ambient air quality. Table 1.3 presents the details of these four location while Annex
1.4 presents a map of these locations with respect to the proposed trace. Air stressor
measurements including Suspended Particulate Matter (SPM), Particulate Matter less than 10
micrograms (PM 10 ), SO2 , NO2, were obtained at 24 hour average while CO, CO2 levels
were measured at one hour sample rate at above locations. Therefore two samples were
drawn at each location making the total sample count as eight. The results were compared
with the maximum permissible ambient air quality levels stipulated by CEA under gazette
extraordinary No. 1562/22 of August 15, 2008.

Table 1.3. Sampling location details for ambient air quality

Sample Sample Description of location/ Coordinates Date and time of sampling
location No.
AQ1 01 At the premises of Sambuddhaloka Maha From 2016-08-19 at 11.00 a.m to
Viharaya, at Orugodawatta junction 2016-08-20 at 8.00 a.m
02 60 56’ 39.27” N From 2016-08-20 at 9.00 a.m to
790 52’ 42.33” E 2016-08-21 at 6.00 a.m
AQ2 03 At the playground of Mihidusenpura From 2016-08-21 at 8.00 a.m to
housing complex at Dematagoda. In front 2016-08-22 at 7.00 a.m
04 of buildings No. B-04 and B-05 From 2016-08-22 at 8.00 a.m to
60 56’ 21.35” N 2016-08-23 at 5.00 a.m
790 52’ 48.99” E
AQ3 05 At the playground of Veluwana Maha From 2016-08-26 at 10.00 a.m to
Vidyalaya, Colombo 09 2016-08-27 at 7.00 a.m
06 60 55’ 33.38” N From 2016-08-27 at 9.00 a.m to
790 52’ 48.99” E 2016-08-28 at 6.00 a.m
AQ4 07 At the rugby ply ground of Ananda College From 2016-08-28 at 9.00 a.m to
at Rajagiriya 2016-08-29 at 6.00 a.m
08 60 54’ 31.22” N From 2016-08-29 at 8.00 a.m to
790 54’ 7.31” E 2016-08-30 at 5.00 a.m

v. Study on surface and ground water quality

37. Five locations (four for surface water and one for ground water) were selected
representing the proposed project area to measure existing quality of surface and ground
water. Grab sampling method was used to obtain water samples. Location information of these
sampling locations are presented in table 1.4 while Annex 1.4 presents the map of these
sampling locations with respect to the proposed trace. The results were then compared with
the Sri Lankan Standard for Drinking Water Quality; SLSI 614:1983 to determine the baseline
condition of water quality in the project area.

10
Table 1.4. Sampling location details for surface and ground water quality
Sample Sample No. Description of location/ Coordinates
location
SW1 01 6°55'52.40"N 79°52'59.41"E
SW2 02 6°55'25.91"N 79°53'40.07"E
SW3 03 6°54'58.05"N 79°53'57.14"E
SW4 04 6°54'30.95"N 79°54'11.10"E
GW 05 Premises of Mr. G.W. Indrasiri, No. 26/35, Seelarathna lane,
Dematagoda
6°56'4.44"N 79°52'51.72"E

vi. Study on Noise and Vibration

38. Noise and vibration levels were recorded at eleven locations within the project area to
establish the baseline noise and vibration levels. The data were compared with National
Environmental (Noise control) Regulations No. 1 of 1996 and the amended interim air blast
over pressure and vibration standards stipulated by the Pollution Control Division, CEA in 4-
12-2008. Table 1.5 presents the details of the sampling locations and Annex 1.4 presents the
map of these sampling locations with respect to the proposed trace.

Table 1.5. Sampling location details for noise and vibration

Sampling Location GPS Coordinates Remarks
location
N1 Sri Lanka Land Reclamation and 6°56'36.84"N 3 hour short term
Development Corporation, No 64, 79°52'44.03"E
Avissawella Road, Orugodawatta
N2 Mihindusenpura, Dematagoda 6°56’22.18"N 24 hour
79°52'56.06"E measurement
N3 Meeraniya Jummah Mosque 6°56'06.44"N 3 hour short term
Ms. Paliyaguruge Wimalawathie 114/7 79°52'52.32"E
Aramaya Road, Dematagoda
N4 Sri Wimalaramaya, 85, Sri 6°55'45.43"N 3 hour short term
Gaunawimalaramaya Dematagoda 79°53'02.23"E
N5 Sri Gnanasinghe Viharaya, Dematagoda 6°55'33.72"N 24 hour
79°52'41.36"E measurement
N6 Veluwana Vidyalaya, Dematagoda 6°55'33.06"N 3 hour short term
79°52'50.08"E
N7 Residence of Mr. Rony Poul, No:10/39, 6°55'31.45"N 3 hour short term
Sinhapura Apartment, Baseline Road 79°52'59.32"E
N8 Residence of Mr. Chamika Dilrukshi, 6°55'24.55"N 24 hour
N0:15/5, Kure Mawatha, Rajagiriya 79°53'38.052"E measurement
N9 Residence of Mr. Prasanna Gomas, 71/7A, 6°55'20.36"N 3 hour short term
4th Lane, Rajagiriya 79°53'54.35"E
N10 Residence of Mr. W K Weerakkodi, 71/A, 6°54'57.79"N 3 hour short term
Madinnagoda Road, Rajagiriya 79°53'55.52"E
N11 No. 101, Buthgamuwa Road, Rajagiriya 6°54'36.96"N 3 hour short term
79°54'12.34"E

39. In anticipation of noise levels that might occur due to vehicle movement during
operational stage of the project (and as requested in CEA TOR), modelling exercise was
conducted by ITI. Subsequently ITI executed a mathematical model to obtain traffic generated
noise levels during the operational phase for day time and night time peak hours with respect
to predicted traffic flow in year 2027 and 2032. As per the Guideline for Traffic Noise

11
Assessment Criteria for Expressways which was recently published by CEA, noise modelling
was conducted using receiver point calculation method. Accordingly the trace was sub divided
to three segments as given below in figure 1.3. Locations where traffic noise is exceeding the
relevant permissible level as specified in the Guideline for Traffic Noise Assessment Criteria
for Expressways of CEA in each segment were extracted from the model for consideration of
mitigation measures. Report on Noise Mapping for the Elevated Highway from New Kelani
Bridge to Rajagiriya prepared by ITI is presented in annex 1.5 while Guideline for Traffic Noise
Assessment Criteria for Expressways published by CEA is attached in annex 1.6.

Figure 1.3: Selected segments for noise mapping

vii. Observations on Archaeology

40. RDA has separately requested the Department of Archaeology to carry out an
Archaeological Impact Assessment (AIA) on the proposed project to provide an approval with
any recommendations (an archaeological clearance document).

12
 4.7.5. Socio-economic investigations

i. Baseline identification

41. Socio-economic investigations were carried out by the social safeguards team of
ESDD of RDA. Prior to the commencement of field studies, secondary data on the socio-
economic environment in the affected districts/divisions was collected using census data and
government statistics. Secondary data was obtained from a variety of sources including two
Municipal councils, divisional engineer’s offices, four divisional secretariat offices and the
Department of Census and Statistics. 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.

Two key categories of people were identified:

42. Project affected persons (PAP): 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.

43. Non affected persons (NAP): 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.

13
 End point
Starting
point
Figure 1.4. Location map of borehole investigations related to Elevated Highway
14
44. The team first carried out a preliminary scoping exercise to identify potential issues
which are likely to arise from the project. It was included a field visit. This helped to inform the
development of an appropriate data collection plan.

45. In order to characterize the existing socio-economic environment within the project
area, as well as to identify any potential issues and opportunities, a number of consultation
activities were undertaken to gather relevant information. The study area for the socio-
economic investigations comprised the Right of Way (ROW) for the project plus immediate
environment on either side of the ROW. A range of quantitative and qualitative techniques
were used.

ii. Primary data collection and analysis

Sub task 1: Socio economic survey of households

46. A structured questionnaire was developed based on the Social Assessment and
Involuntary Resettlement Compliance Manual (SAIRCM) 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 door to door interview approach was used to obtain
data for the questionnaire. Any observations or comments made by the PAP or NAP during
these interviews were also recorded. The survey was conducted by trained enumerators under
the direct supervision of ESDD, RDA and PMU of RDA. Following table provides the number
of households surveyed in each GN division.

Table 1.6. No. of households survey in each GND

GN divisions Number of surveyed households

Dematagoda 35
Wanathamulla 31
Meethotamulla 24
Welikada West 12
Total 102

Sub task 2: State sector institutions and property survey

47. A separate questionnaire based on the SAIRCM 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

48. The data collection also focused on obtaining details on commercial sector institutes
that would be affected by the project. A questionnaire based on the SAIRCM of RDA was used
to collect information from such institutes.

49. All data collected through social survey (questionnaires) were analyzed using MS
excel, SPSS computer software to develop socio-economic profile of the project affected area
and public perception on the proposed project.

15
Sub task 4: Key informant interviews
50. A number of key informants representing various government and private institutions
were identified for detailed discussions. Key informants included Divisional Secretaries,
Grama Niladaris and general public. In addition PMU of RDA is in progress of consulting Urban
Development Authority (UDA), Colombo Municipal Council (CMC), Ceylon Petroleum
Corporation, Sri Lanka Land Reclamation and Development Corporation (SLLRDC) and Utility
service providers such as Ceylon Electricity Board (CEB) and other agencies in order to obtain
their recommendations over the project and to incorporate them in the design.

Sub task 5: Focus group discussions

51. Social safeguards team conducted Focus Group Discussions (FGD) in order to
disclose the information about the project to the public and they were organized in Grama
Niladari (GN) Division levels and GNs in which majority of PAPs are falling were selected to
conduct the FDGs. Accordingly FDGs were conducted in Meethotamulla,
Halgahawaththa/Wanathamulla and Dematogoda GN divisions.

1.4.6 Identification of potential adverse impacts and development of mitigation measures

52. A Risk Assessment Matrix (RAM) was used in this study to identify 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.

53. Under the 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 1.7: 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

54. 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 1.8: Risk score table

Consequence
Catastrophic (5) Major (3) Moderate (2) Minor (1)
Certain (5) 25 15 10 5
Likelihood
Likely (3) 15 9 6 3
Unlikely (2) 10 6 4 2
Rare (1) 5 3 2 1

16
55. Impacts are ranked as “High” for a score between 15 – 25, as “Medium” for a score
between 6 –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.

1.5 Conformity with government policies and plans

56. Following are extracts from section 3.1 of chapter three on Economic and Social
Infrastructure of the annual report of Central Bank for 2016.

57. Recognising the importance of economic and social infrastructure in facilitating

inclusive growth and development the government continued its investment in enhancing the
infrastructure base during 2016 amidst tight budgetary constraints.

While various public infrastructure projects were in progress during 2016, the main focus of
the government’s infrastructure development drive was on improving regional connectivity
through an efficient road network.

Furthermore, the government launched its flagship project, the Western Region Megapolis
Master Plan in 2016 with an anticipated cost of US dollars 40 billion aimed at transforming the
Western Province into a vibrant, livable cosmopolitan region. This would help to resolve issues
related to urbanization, such as traffic congestion, poor housing conditions, waste disposal
and access to basic utility services by improving essential infrastructure, such as Information
and Communication Technology (ICT), transport, power and energy.

58. Proposed elevated highway from Orugodawatta to Rajagiriya with the link road from
Dematagoda railway grounds will form an important link in resolving the traffic congestion in
Colombo and Battaramulla areas.

59. Therefore this project complies with the ongoing and proposed developments projects
under the Western Region Megapolis Master Plan and the proposed expressway network for
the country is presented in figure 1.5.

1.6 Preliminary approvals needed for the project

60. Concurrence has been obtained from Ministry of Megapolis and Western Development
for the proposed project which is empowered to function as the key planning and implementing
agency of key development projects in Western Province.

61. Concurrence from UDA has been obtained for planning of resettlement of physically
displaced persons in new housing schemes developed by UDA.

62. Concurrence and recommendations of Sri Lanka Railways Department and Ministry of
Transport and Civil Aviation has been obtained for crossing the north bound railway line and
Kelani Valley line at Dematagoda.

63. Principal concurrence from SLLRDC with conditions has been already obtained for
construction of the proposed elevated highway. In addition, approval from the planning

17
committee of SLLRDC shall also be obtained for construction works to be carried out on the
canal banks, canal bed and canal reservations (including the wet land areas) and with regards
to the drainage provisions before commencement of the construction activities.

64. Concurrence and recommendations has been obtained from Ceylon Electricity Board
(CEB), Lanka Electricity Company (Private) Limited, 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.

65. The letters of recommendations and concurrence are presented in annex 1.7 of this
report.

18
Figure 1.5: Proposed expressway network for Sri Lanka (Source: Road Development Authority)

19
 Chapter 2: Description of the proposed project and reasonable alternatives

66. As stated under chapter one of this report, there has been a significant infrastructure
development especially within Sri Jayawardenapura and Colombo cities. This situation has
created both residential and commercial development within a corridor from Colombo fort to
Athurugiriya. The population and employment in this corridor has been increasing in proportion
to these developments. As a result, the traffic demand of private traffic as well as public
transport has been increasing. The Government has been promoting highway/road network
development in this area. Proposed elevated highway forms a part of this network
development. This chapter discuss various alternates considered in establishing an effective
road transport link, no action alternative is also considered as an option. The chapter also
discuss various design and construction alternatives based on the Feasibility Study for the
proposed project. Comparison of alternatives are made on a semi-qualitative basis where
possible.

2.1. Evaluation of alternatives

2.1.1. No project alternative

67. At present the link between Colombo fort region and Athurugiriya is established
through existing roads. Two prominent links are presented in figure 2.1. Out of these two links,
option one passes through Battaramulla area which now harbours a number of key
government ministries and offices. Most of these roads have either reached or near reaching
their capacities. Some of the roads have been widened at greater resettlement cost. With
further development within Colombo fort and Battaramulla area it is inevitable that the traffic
demand on these existing roads will further increase leading to heavy road congestions.
Widening most of these roads will not be a viable option as there will be a significant physical
and economic displacement of people leading to significant resettlement costs. However if no
action is taken to alleviate this road congestion the present traffic congestion will further
increase where average speeds of vehicles moving on these roads may even reach values
around 30 kmph. On the other hand the emissions from idling and slow moving vehicles shall
be a contributor to obnoxious and greenhouse gas emissions. Therefore “no project”
alternative cannot be considered as a viable option.

2.1.2. Route options considered in feasibility study

68. Following two route options have been considered by the FS, which have been largely
based on the consideration of social and natural environmental aspects and discussion with
various stakeholders.

Route 1: Route 1 diverges at around Railway Ground from Baseline Road, passes through
Angoda, and arrived at middle point of Kaduwela-Pore IC on OCH.

20
 Route 2: Route 2 diverges at around Railway Ground from Baseline Road, passes through
Rajagiriya, Battaramulla, and Kimbulawela and arrived at Malapalla on OCH.

Figure 2.2 presents these two route options.

69. The comparative analysis of these two route options is made based on; land
acquisition, affected houses, traffic and transport aspect, environmental aspect and canal /
marsh land.

70. A comparative analysis of the two route options is presented in table 2.1.

Table 2.1. Comparative study of alternative alignment between EH to OCH

Name of Route-1:Northern Route Route-2: Southern Route
Route
Road Length 14.73Km 4.66Km + 7.13Km = 11.79Km 〇
(Km)
Origin Baseline Rd. - Baseline Ave. - New ― North-western section: Baseline ―
/Destination Kolonnawa Road - Malabe - OCH Rd. - Heen Canal - Kolonnawa
Canal - Kotte Road
South-eastern Section: B363 Rd. -
Paddy Land - OCH
Land Northern road may be affected some △ Not much problems due to 〇
Acquisition of private lands and properties. canal/marshy lands
Affected Many △ Less number 〇
House No
Traffic and • Most of traffic is only through △ • Traffic from Battaramulla to city / 〇
Transport traffic from STDP/OCH to Airport is used
View Point Colombo City • Traffic from Battaramulla to
• 18,000 PCU/day STDP/OCH will be used
• Urban traffic rather than through
traffic is mainly used
• 22,000 PCU/day
Environment • Social impacts are lesser △ • Social impacts are better 〇
al Impact
Possibility of • No utilize canal/marshy land 〇 • Must use canal/marshy land △
utilizing
Canal /
Marsh Land
Evaluation Difficult, not recommended Decided 〇

71. Based on the above evaluation it could be concluded that;

1) Route-2 is superior than Route-1 due to cheaper construction cost and comparatively
easy land acquisition.
2) Route-2 is superior than Route-1 due to few affected houses number.
3) Easy to access to Government Agencies to be relocated.
4) When Elevated Highway network is completed, vehicular traffic volume is expected
to divert to this route.

21
Figure 2.1. Two key links between Colombo fort and Athurugiriya 22
 Route 1
(Northern)
Outer circular
Route 2 highway
(Southern)
Baseline road
Figure 2.2: Two route options considered in the feasibility study
23
72. As shown in figure 2.2, route 2 has two sections as from Railway grounds to Rajagiriya
and Kimbulawela to Malapalla. It should be noted that this study is based on this route which
was updated as from Orugodawatta to Rajagiriya with a link road from railway grounds at
Dematagoda to Kolonnawa.

2.1.3. A comparison of the type of superstructure (Main line)

73. Several types of superstructure which could be applied for construction of the EH were
compared as part of the FS. Among different types of structures, features of AASHTO I-Girder,
PC Hollow Slab, PC Slab Girder, Pre Beam, PC Box Girder based on following criteria is
presented in table 2.2.

 Typical span length

 Height of girder
 Feature
 Construction record in Sri Lanka
 Land scape
 Construction cost
 Construction method
 Width of work site
 Applicable site
 Superstructure image

74. A graphical presentation of these superstructure types is presented in figure 2.3.

AASHTO I-Girder Hollow Slab Slab Girder Pre Beam PC Box

Girder

Figure 2.3. Graphical presentation of different superstructure types

Qualitative comparison of these structure types conducted under the FS is presented in table
2.32.

2
These information have been extracted from section 3.4.2 Comparative study of bridge. Structure
type

24
Table 2.2. Features of applicable superstructure type
25
Table 2.3. Qualitative comparison of superstructure type

75. The result shows that four types of superstructure are applicable for all three sections
(i.e. ramp, canal and land sections). Table 2.4 shows the result of further examination for these
four type superstructures. PC Hollow Slab has been rejected because it is very difficult to
construct PC Hollow Slab by Span-by-Span Traveller at the small curve section, and it is most
expensive. Substructure is larger than those of another three types. Special erection girder is
necessary to erect PC Box Girder by Span-by-Span Erection Method at the small curve
section.

Table 2.4. Quantitative comparison of superstructure type with 45m span length

26
76. Further analysis of PC Simple AASHTO I-Girder, Type-Ⅵ (Precast Segment Type) -
option 1, Pre Beam Continuous Composite Girder (Segment Type) - option 2 and PC Simple
Box Girder (Precast Segment Type) – option 3 are presented in table 2.5. The comparison is
based on;

 Influence on Environment to be less (1 Priority)

 Estimated Construction Cost to be Cheaper (2 Priority)
 Construction Methodology (3 Priority)
 Aesthetic/Features Impact (4 Priority)

Table 2.5. Result of comparative study of typical bridge/structure type of main line

77. Based on the above comparison the most suitable option shall be option 1, i.e. PC
Simple AASHTO I-Girder, Type-Ⅵ. However at detail design stage a more precise and detail
comparison for these three types of superstructure with 45 m span length shall be carried out
to conclude on the most suitable superstructure type or types suitable for the EH.

27
2.1.4. A comparison of ramp structure/ bridge
78. Different structure type options have been considered for construction of ramp sections. The comparison between these structure types
are presented in table 2.6.
Table 2.6. Result of study of the applicable superstructure type for ramp line
28
79. As in the case of the main line structure the optimum structure type for ramp sections
shall also be analysed during the detail design stage.

2.2. Project location

80. Proposed project is located entirely within Colombo District of Western Province. The
affected Divisional Secretariat (DS) Divisions, local authorities and number of GN Divisions
are presented below.

Table 2.7: Project affected administrative divisions of the project

District DS Division GN Division Local Authority
Colombo Nawagampura Colombo Municipal
Council (CMC)
Colombo Kolonnawa Meethotamulla Kolonnawa MC
Orugodawatta
Wijayapura
Salamulla
Madinnagoda
Thimbirigasyaya Wanathamulla Colombo MC
Dematagoda
Sri Jayawardanepura Welikada - West Sri Jayawardanepura
Kotte Welikada - East MC
Obesekarapura
Kaduwela Kotuwegoda Kaduwela MC
DS= Divisional Secretariat, GN= Grama Niladhari, MC= Municipal Council, UC= Urban Council, PS=
Pradeshiya Sabha

81. The general location map with proposed trace is presented in figure 2.4, while detailed
location map identifying surrounding land use and affected administrative divisions based on
1: 50,000 topographic map sheet (Colombo sheet) of Survey Department is presented in
annex 2.1. Annex 2.1 also consists of maps obtained from Google maps along the trace.
Global Position System (GPS) Coordinates of the center line of the final proposed trace are
given in annex 2.2.

2.3. Project layout and design details

82. Proposed elevated highway from Orugodawatta to Rajagiriya is totally 8.1 km in length,
in which the main trace from Orugodawatta to Rajagiriya is 6.9 km and link road to Baseline
road at Dematagoda (near railway grounds) being 1.2 km in length. The main trace from
Orugodawatta to Rajagiriya shall be constructed as an elevated structure over piers
(structures) with on and off ramps connecting to existing roads at selected locations. Baseline
road link shall be developed mainly using the existing alignment of Sri Nigrodharama Mawatha
towards Sahasrapura Housing Scheme of UDA. Initial section of this link road (up to the Kelani
Valley railway crossing) shall be at grade and ramped to link with the main trace near
Kolonnawa oil terminals.

83. Construction of this highway as an elevated structure has reduced the need of land
acquisition and resettlement. In order to further minimize the social issues related to the

29
project, the main trace has been designed to pass mainly over Dematagoda canal and
Kolonnawa canal and marshy lands that are located on the banks of these two canals.

84. Key project design details (Preliminary designs) based on the feasibility report are
summarized in table 2.8.

Table 2.8. Design details of proposed elevated highway

Design details Description

Origin Orugodawatta (south end of the new bridge across

Kelani river)
Destination Rajagiriya near HSBC bank/ Buthgamuwa road
Distance (km) Orugodawatta to Rajagiriya = 6.9 km
Dematagoda link road = 1.2 km
Total length = 8.1 km
Design speed (kmph) 80
Width of single lane (m) 3.5
Number of lanes 4
Shoulder width (m) 2.5
Total formation width (m)
of main trace 24.5 to 30.1
of ramp sections 6.2 to 20.2
Proposed Right of Way (m)
Entry/ exit ramps 24.5 to 30.1
Main trace 6.2 to 20.2
Vertical clearance (m) 5.2 (minimum from existing ground level)
Structure type PC simple ASSHOTO girder, Type IV
Span length (m) 40 (minimum)
Width of pier (m) 2.0

85. Typical cross sections developed in the FS for main trace and ramp sections of the
proposed elevated highway is presented in figure 2.5. It should be noted that single pier type
and portal pier type substructures shall be used for the substructure depending on the canal
passages and flow conditions of the canals, land availability and impact of physical and
economic displacement of people.

30
Figure 2.4: General Location of the Elevated Highway
31
Figure 2.5: Typical cross sections of main trace and ramps

Typical cross section with single pier type structure

Typical cross section with portal pier type structure

Figure 2.5 a. Typical cross sections for main trace

32
Typical cross section of a one directional – one way ramp

Typical cross section of a one directional – two way ramp

Typical cross section of a two directional – two way ramp

Figure 2.5 b. Typical cross sections for ramps

33
2.3.1. Drainage provisions of main trace and at entry/ exit ramps

86. Design guidelines given in “Highway Surface Drainage – Design Guide for Highways
with Positive Collection System; Roading Directorate – Ministry of Works And Development,
New Zealand” has been referred for the preparation of drainage provisions for the proposed
elevated highway. Estimation of surface water discharge has been based on “Rational
Method” which is the widely used method for calculation of highway drainage situation.

87. Kerb and channel method will be used to collect the surface water on the pavement as
it is the cheapest and simplest in practice. Capacity can be improved by depressing the inlet
below the normal invert of the waterway and provision of a gully pot.

88. All the kerb channel inlet flows between 2 pier supports spaced at 40.0 m in general
are collected by a longitudinal pipe (PVC) designed to cater for this flow. Flows from 2 Nos.
longitudinal pipes from both sides of the road are directed to a vertical pipe (PVC) and a man-
hole located at the pier support. Flow into this man-hole should be discharged to the existing
drainage system appropriately through pipes (concrete) laid under the pavement of the
existing roadway with the provision of man-holes and lead away drains where required. For
stretches deviating from the existing road alignment, flows from the man-holes at the pier
locations shall be directed to the existing drainage system by provision of lead away drains as
appropriate for the particular location. Concrete pipes or rectangular shaped concrete drains
can be adopted for the lead away drains.

89. Figures 2.6, 2.7 and 2.8 indicate the proposed typical details for lead away drains.
Figure 2.9 presents the typical layout of drainage pipes at entry/ exit ramps. Appropriate type
for each location shall be decided based on detailed designs and site surveys.

Figure 2.6. Installation of discharge pipes (layout 1)

34
Figure 2.7. Installation of discharge pipes (layout 2)

Figure 2.8. Installation of discharge pipes (layout 3)

35
Figure 2.9. Installation of discharge pipes at ramps

2.3.2. Lighting provisions

90. The Design of the Road Lighting System has taken into account all relevant
consideration such as; Power supply to lighting feeders, Quality of lighting to be achieved,
Codes and standards to be complied with, Economics of implementation and operation,
Safety of road users and maintenance staff and Aesthetics. Adequate illumination, High
Reliability, High stability of power supply and Simplicity of design for operation and
maintenance has been considered as design conditions when providing lighting to the
proposed elevated highway.

(1) Lighting for highway

Lighting for highway main trace will be designed as per the standard design criteria of (1)
British Standard Institution and (2) International Commission on Illumination. Twelve meter
(12 m) high lighting column with LED road lanterns will be provided for both sides in 40 m
spacing in the highway.

Illumination for the Toll plaza area is designed with 13.5 m flood lighting mast as per the
original toll plaza lighting design layout.

(2) Lighting for under the structure

Lighting for under the structure will also be designed as per the above design criteria. LED
Tunnel lights will be installed in 30 m spacing to achieve luminance of average 20 Lux with
0.4 uniformity in each side of the road.

36
Figure 2.10 presents the typical layout proposed for lighting provisions for the highway.

Figure 2.10. Lighting provisions of the highway

2.3.4. Details of entry and exit ramps

91. Considering the minimum distance between two interchanges which should be not less
than 2 km and providing accessibility the proposed elevated highway shall have entry and exit
points as detailed in table 2.9.

Table 2.9. Details of entry and exit points of the elevated highway
Location Distance from Orugodawatta Description of junction
Ch. 0+000
Orugodawatta (South end of 0+000 Starting point of the elevated
New Kelani Bridge) highway from New Kelani
Bridge
Railway ground Interchange 3+200 Entry and exit ramps to
(IC) Baseline Road
Rajagiriya 6+900 Entry and exit to Buthgamuwa
road and Sri Jayawardenapura
Mawatha

2.4. Methodology of construction

92. In order to minimise the requirements of land acquisition and resettlement, the highway
will be constructed mainly over Dematagoda canal and Kolonnawa canal and their reservation
areas. There will be entry and exit ramps for main roads which are crossed by the highway as
given in table 2.9 above.

37
93. As the highway will be located along canal sections it is important to develop a
mechanism to transport construction material to site, i.e. to construct a temporary access road.
Three options have been studied during the FS to construct a temporary access road, they
are;

1) Embankment type, which has temporal embankment road on the canal bank,
2) Steel Pier Type, which has temporal steel pier in the canal,
3) Barge Type, which uses steel barges for construction stage and transport.

94. Third option listed is not viable if canal water level is low. And at many places pile
foundations must be built simultaneously, which will require many barges at a given time.
Therefore it is difficult to transport materials by barge. Option one and two are discussed in
detail. It is expected that the contractor analyse these two options and further improve these
methods there by causing the least impact possible to the existing hydrological conditions of
the two canals.

(1) Embankment type

Arrangement sample of the temporal construction road at the construction stage by
embankment is shown in figure 2.11. Existing canal service roads shall be used for this
purpose at all possible locations along the canal sections. No pilot road shall be constructed
within settlement areas.

Figure 2.11. Arrangement of the temporally access road at construction stage (Embankment
Type)

38
(2) Steel pier type
95. Arrangement sample of the construction of temporally access road using steel pier is
shown in figure 2.10.

Figure 2.12. Arrangement of the temporary road at construction stage (Steel pier type)

96. Once the temporary access road is constructed, the foundation and column
construction shall commence at identified locations. A combination of both options i.e. using
the existing canal service roads and steel pier shall also be considered as an option for
constructing the temporary access roads where required. Conventional reinforced concrete
construction shall be the method to construct foundation columns. Typically the steel
reinforcement shall be fixed in position and shutters or forms constructed and concrete
placement carried out. The columns are typically 2.0 x 3.0 dimensions with a flared column
head.

39
97. Pre-stressed beams will be used along the proposed elevated highway. Launching of
pre-stressed beams shall be carried out using the conventional methods employed in the
construction of the CKE and in OCH.

98. The pre-stressed beams shall support a reinforced concrete slab on which a 50 mm
tick asphalt pavement will be laid. The Project Management Unit at RDA has identified two
locations as potential sites for material storage and yards. These two sites are presented in
figures 2.13 and 2.14. The location depicted as “proposed land for expressway management
unit” has about 0.3 Ha of land while the location depicted as “proposed land for expressway
maintenance/ administration office” has a land area of approximately 0.4 Ha.

Figure 2.13: Proposed land for the “expressway management unit”

40
Figure 2.14: Proposed land for the “expressway maintenance/ administration office”

99. These construction methods and locations for material storage and yards shall be
further refined by the civil works contractor selected for the project with guidance from the
supervision engineer.

2.5. Identification of existing utility lines and shifting

100. Shifting of utility services will also be done as a construction activity. Utility service
providers such as Ceylon Electricity Board, National Water Supply and Drainage Board, Sri
Lanka Telecom, Colombo Municipal Council shall be requested to identify the utility lines and
shift the lines. The utility service lines identified during this study are presented below;

1. The trace of the 700 mm diameter forced main sewer line in CH 0+000 and CH 0+200
along the Baseline link road is in conflict with the pier/foundations of the proposed elevated
highway. Proposed pier/foundation location at CH 2+080, near the Kolonnawa Bridge is in
conflict with the sewer pipes of 600 mm diameter.

2. The 11 kV overhead lines to be raised or relocated, in the extents CH 1+980 to CH

2+100 and CH 2+520 to CH 2+580.

3. The alignment of the proposed elevated highway clashes with the facilities in the CEB
Kent Road complex, including cable support bridges spanning over Dematagoda canal, CEB
Control Buildings and Office Buildings, power pylons, overhead and buried cables of 132 kV
and 33 kV capacity.

4. The street lights, especially on the Baseline link road (along Sri Nigrodarama
Mawatha), have to be relocated.

41
5. The water and drainage lines at the Orugodawatte Junction and Kolonnawa Bridge
may need to be shifted.

6. Telecommunication lines appear at Orugodawatte Junction needs to be relocated.

7. The construction within the Sri Lanka Railways reservation over the main railway line
and Kelani valley line.

8. The overhead electrical high voltage cables of 132 kV and 33 kV of the CEB and 11
kV cables of CEB and LECO close to the main trace and Baseline link road.

101. Foundations or sub structure will basically be cast in situ bored piles and pile caps.
The construction shall be of reinforced concrete. The bored piles shall be of 1.0 m, 1.2 m and
1.5 m diameter and in single pile or in pile groups of 4 and 6 numbers. The pile caps shall be
of heights in the range 1.8 m. to 2.3 m. The piles shall extend to depths of around 30 m
maximum from the ground surface. Due to local constraints at some locations the foundation
shall be single pile or as two pile group. However these details shall be further verified during
the detailed design stage of the project.

2.6. Quantities of raw material and disposal of waste

102. As the elevated highway is to be constructed as an elevated structure on piers, the
need of concrete aggregate will be significant. Thus a substantial amount cement, aggregate,
sand and reinforced steel shall be required. However the quantity of soil required shall not be
significant compared to other road projects as soil will only be required at ramp sections.
Estimates on cement, aggregate, sand, steel and soil made during the feasibility study are
summarized in table 2.10.

103. Priority shall be given to extract material from existing licensed quarry and burrow sites.
Any new site for material extraction will only be opened with Geological Mines and Survey
Bureau (GS & MB) A grade license, Environmental Protection License (EPL) from CEA and
trade license respective local authorities. Contractor shall secure these existing sites and
potential new sites by either purchasing or leasing them. These sites shall then be operated
under direct supervision of RDA and shall only to be used for this project. Cement, steel and
bitumen shall only be purchased through suppliers approved by RDA and Construction
Supervision Consultant.

Table 2.10. Estimate of raw material required

Material Unit Quantity
Soil Cu.m 31,044.00
Emulsion Ltr 321,140.00
Asphalt M. ton 43,892.00
Cement Bags 1,705,144.26
Aggregate 19 mm Cu.m 141,300.90
Aggregate 37.5 mm Cu.m 1,661.40
Sand Cu.m 94,200.60
Steel (460 N/ mm2) M. ton 13,796.00

104. Excavation and piling works shall generate some volume of waste material. At the
preliminary design stage it has been estimated that a waste quantity of approximately 77,625

42
Cu.m of unsuitable material shall be generated due to the proposed project. These unsuitable
material shall only be disposed at suitable and approved sites. Potential sites for disposal of
this waste is discussed under chapter five “Mitigation measures”.

2.7. Details of facilities and services required

105. Following basic construction facilities shall be required for management and
construction activities of the proposed elevated highway;

 Contractors Offices, Stores and rest room/welfare facilities

 Contractors labour camps
 Precast yard and batching plant for concrete production
 Steel bar fabrication (bar bending) yard
 Supply of asphalt concrete and aggregate from other suppliers
 Disposal yards
 Supply of electricity to sites will mainly be through the national grid, but there will be
backup generators at site
 Water shall be supplied through tube wells or bulk supply from the NWS & DB or where
permitted

2.8. Requirement and availability of workforce

106. A workforce of about 1500 labourers will be required for the construction purposes
including skilled labourers.

2.9. Methodology of operation of project components

107. Periodic maintenance will be required for both main trace and ramps once the highway
is operational. Such maintenance work will include cleaning of the road lanes, hydraulic
structures, the roadside drains. The latest technology in elevated highway construction will be
used for the project with the aim of minimum maintenance throughout the life span of the
bridges. A provision of “Defect Liability Period” will be kept after commissioning the main
elevated highways and other approach roads where the contractor will be held responsible for
carrying out repairs for any defects observed in the elevated highways. After this period the
Operation Company and RDA will take over the maintenance. Canal service roads under the
preview of SLLRDC will be utilised for the maintenance work of pier structures (sub-structure)
of the elevated highway. This will be done under the concurrence of SLLRDC.

2.10. Time schedule, project cost and funding source/s

108. The GoSL is considering this project as a priority project that should be implemented
within the shortest possible time frame. Table 2.11 presents the proposed timing schedule for
the project.

43
Table 2.11. Project implementation schedule of proposed elevated highway from
Orugodawatta to Rajagiriya
No. Item 2018 2019 2020 2021 2022
1 Procurement
3 Land Acquisition
4 Shifting existing utilities
5 Detail design and construction
6 Opening / Operation

109. As per the above schedule it is expected that elevated highway will commence
operations from year 2022.

110. According to preliminary estimates of the feasibility study for this project a total cost for
civil works shall be around SLR. 40 billion or approximately US $ 263 million. The GoSL is in
the process of securing a suitable funding source/s for the proposed project.

44
 Chapter 3 – Description of existing environment

3.1 Study area

111. As stated under section 1.4.2 of this report, the immediate study area for environmental
components included a corridor of 50 m to both sides of the proposed centre line including the
project site (i.e. the road trace and entry and exit ramps). Proposed Right of Way (ROW) for
the elevated expressway which is on average is about 46 - 50 m wide is located within this
study corridor. 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 and water quality.

3.1.1. Existing land use along the proposed corridor

112. Section 1 of the proposed EH from New Kelani Bridge to Rajagiriya mainly passes
through water bodies and marshy lands while section 2 from Railway grounds to Sahasrapura
Housing Scheme passes predominantly over lands with settlements. A summary of existing
land use within the proposed ROW is presented in table 3.1.

Table 3.1 Existing land use along the proposed ROW

Section 1 Section 2
Land use type
ha % ha %
Settlements 3.69 18.90 4.97 64.46
Marshy Land 6.87 35.19 0.00 0.00
Water Bodies 6.17 31.61 1.27 16.47
Roads and Road sides 1.60 8.20 1.47 19.07
Other 1.19 6.10 0.00 0.00
Total 19.52 100.00 7.71 100.00

i. Section 1 (main trace) from Orugodawatta (Southern end of new Kelani

bridge) to Rajagiriya

113. This section of EH starts as an extension from the southern elevated limb (over
Baseline road) of the new bridge over Kelani river and shall pass over Baseline road up to
Orugodawatta junction where it will take a left turn towards Awissawella road. Then the trace
shall pass over lands and buildings of SLLRDC, Sri Lanka Customs and Ceylon Shipping
Lines Ltd and crosses over the main railway line at Dematagoda. After crossing the railway
line the trace again passes over a land mass with settlements and takes a right turn towards
Mihidusenpura housing scheme. Beyond this point (around 1.2 km from start point) the trace
passes over Dematagoda canal and Kolonnawa canal and marshy lands that are located on
the banks of these two canals. Within this stretch the trace passes over Kolonnawa road, new
Kolonnawa road and Madinnagoda road. Finally the section ends near the bridge along
Buthgamuwa road near the new link road adjoining HSBC Global Resource building and rugby
ground of Ananda College. Few images of the existing landscape along this trace is presented
in figure 3.1.

45
Figure 3.1 a. Near Orugodawatta junction

Figure 3.1 b. Section of Dematagoda canal

Figure 3.1 c. Section of Kolonnawa canal

46
Figure 3.1 d. Section of Kolonnawa canal close to Rajagiriya end

Figure 3.1 e. Bridge at Buthgamuwa road (the end point of section 1 of EH)

ii. Section 2 from Baseline road (railway ground) to section 1 of EH at

Kolonnawa oil tank area

114. This section will start making a junction with baseline road opposite to railway grounds
at Dematagoda. The trace will follow the existing Sri Nigrodarama road up to the playground
of Veluwana College. Within this section the highway will pass Kelani valley railway line and
over an underground storm water drainage system. Beyond the playground area and
immediately after crossing the Kelani Valley Railway line, the highway will be ramped and
proceed over Sri Nigrodarama road (towards the north face of Sahasrapura multi story housing
scheme) as an elevated structure until it joins with section 1 above Dematagoda canal near
Kolonnawa oil tank area. Section 2 of the EH is on land with settlements up to the point which
it merges with section 1. Figure 3.2 presents the existing landscape along this trace.

47
Figure 3.2 a. Start point of section 2 at Baseline road to Sri Nigrodarama road

Figure 3.2 b. The crossing point of Kelani valley railway line

Figure 3.2 c. Sahasrapura multi story housing scheme area

48
Figure 3.2 d. Merging area of section 1 and 2 over Dematagoda canal (near Kolonnawa refinery)

3.2. Physical environment

3.2.1. Topography, geology and soil
115. Proposed EH is located within the south-west regions of low country (i.e. elevation
below 400 m above mean sea level) wet zone of the country. According to agro-ecological
classification3 this area is within WL3 agro-ecological zone. General topographic features,
75% expectancy of annual rainfall, soil and predominant land use of this agro-ecological zone
is presented below.

Table 3.2. Characteristics of the WL3 agro-ecological zone

Agro-ecological zone 75% expectancy value Description
of annual rainfall (mm)
(Land use, Terrain, Soil groups)

WL3 > 1700 Coconut, Fruit crops, Mixed Home

gardens and Paddy

Rolling and undulating terrain

Red Yellow Podsolic (RYP) soils with

soft and hard Laterite, Low Gumic
Glay (LGH) soils and Regosol soils

Source: The National Atlas of Sri Lanka (2nd edition), Survey Department Sri Lanka

116. The country’s major geological formations are dated back to Precambrian era with
metamorphic type formations. These formations are subdivided as Highland complex,
Vijayana complex, Wanni comple and Kadugannawa complex. More recent formations of
sandstones, shales and siltstones are found in Tabbbowa and Andigama near Puttalam. A
sedimentary limestone formation is prominent in Jaffna peninsula and along the North western

3
The entire country has been divided in the 46 agro-ecological zones based on terrain (elevation), soil types,
land use and 75% expectancy of annual rainfall.

49
coastal belt. The major geological formations of the country are expressed in figure 3.3.
Accordingly the proposed project area is located within Wanni complex.

Figure 3.3. Major geological formations of the country

117. Secondary information revile that the metamorphic rock in the project area mostly
comprise hornblende bearing gneiss, overlain by quaternary deposits in the form of alluvium,
beach rock, dune sands, marsh and lagoon deposits, coral and old/beach /shore line deposits.
The coastal and offshore zone between Colombo and the Kelani River shows sandstone
deposits sub parallel to the shoreline. River alluvium is present in substantial amounts in the
floodplain of the Kelani river in the extent where the river forms a meandering belt of around
3 km in width. The marsh and lake alluvium is found in the fringes of the coastal lowland, often
bounded by low lateritic hills.

118. Information obtained from the four borehole (BH) logs around the project area are
summarized in table 3.3, while figure 3.4 presents the cross sectional profile of the subsoil
condition developed from the data of borehole investigations.

50
Table 3.3. Summary of information from borehole logs
Borehole Ground Depth to Overburden Rock Layer (m.) Depth of
No. Elevation Ground Layer Borehole
m. MSL. Water (m.) Weathered Hard (m.)
Table (m.) Rock Rock
BH 2 7.1 1.3 11.5 0.3 2.7 14.5

BH 17 1.46 0.8 22.0 1.0 2.5 25.5

BH 18 0.89 0.7 21.0 2.0 1.0 24.0

BH 16 4.2 20.12 - 0.88 22.0

Source: Feasibility study report, KEI March 2015

119. The hard gneissic rock layer encountered during the geotechnical investigations are
found at depths varying from 9.0 m close to the coast line to 25.0 m in the interior in the
Colombo area. Additionally, in the areas close to the Oruwela antiform (ref: Sri Lanka Geology
-provisional Map Series- Colombo Ratnapura published by the Geological Survey and Mines
Bureau of Sri Lanka), rock may be encountered at much shallower depths

120. The overburden layer, essentially alluvium soils, consists of layers formed of silty
sands, poorly graded sands, gravelly clays, sandy clays and a dense layer of residual soil. A
layer of organic clay material was encountered at depths of 4-8 m towards the Kelani Ganga
which disappears towards the inland.

3.2.2. Climatic and meteorological features

121. 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
122. 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 records maximum during the
months of December, January, February and March.

123. 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 3.4 According to the wind roses the wind
directions and speeds within western and north western 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

51
Figure 3.4: Wind roses for months of January, April, July and October developed by Dept. of
Meteorology (Source: National Atlas, 2nd edition)

124. The mean monthly temperatures of the country differ on the seasonal movement of
the sun with some influence caused by rainfall. Colombo features a tropical monsoon climate
under the Köppen climate classification, falling just short of a tropical rainforest climate.

125. Following facts are relevant with respect to the climatological and meteorological
condition of the proposed project area. Firstly the climate of Colombo district is fairly temperate
throughout the year. From March to April the temperature averages around 310C maximum.
The only major change in the Colombo weather occurs during the monsoon seasons from
May to August and October to January. Heavy rains are expected during this time of the year.
Located within WL3 agro-ecological region Colombo experience little relative diurnal range of
temperature, although this is more marked in the drier winter months, where minimum
temperatures average 220C. Rainfall in the city averages around 2,400 mm a year. Table 3.4
below summarizes the climatological data of Colombo.

52
Table 3.4. Climatological data of Colombo city
Month Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec Year
Average 30.9 31.2 31.7 31.8 31.1 30.4 30.0 30.0 30.2 30.0 30.1 30.3 30.64
high 0C
Daily 26.6 26.9 27.7 28.2 28.3 27.9 27.6 27.6 27.5 27.0 26.7 26.6 27.38
mean 0C
Average 22.3 22.6 23.7 24.6 25.5 25.5 25.2 25.1 24.8 24.0 23.2 22.8 24.11
0
low C
Precipit 58.2 72.7 128.0 245.6 392.4 184.9 121.9 119.5 245.4 365.4 414.4 175.3 2,523.7
ation
mm
% 69 69 71 75 78 79 78 77 78 78 76 73 75
humidity
Source: World weather information centre – Colombo, World Meteorological Organization

3.3.3. Surface and groundwater hydrology and drainage

General Hydrology

126. The highway engineer is principally concerned with surface hydrology and controlling
surface runoff. Controlling surface runoff includes the hydraulic design of drainage features
for both cross highway drainage and removal of runoff from the roadway.

127. For design of drainage structures, most important parameter is the peak discharge
which is the maximum rate of flow of water passing a given point during or after a rainfall
event. Peak discharge, occurs at the momentary "peak" of the stream's flood hydrograph.
Design discharge, expressed as the quantity of flow in cubic meters per second (m 3/s), is the
peak discharge that a highway drainage structure is sized to handle. Peak discharge is
different for every storm and it is the highway engineer's responsibility to size drainage facilities
and structures for the magnitude of the design storm and flood severity. The magnitude of
peak discharge varies with the severity of flood events which is based on probability of
exceedance.

128. Another aspect that need to be considered in highway design is the pavement
drainage. Water on the pavement can interrupt traffic, reduce skid resistance, increase
potential for hydroplaning, limit visibility due to splash and spray, and cause difficulty in
steering a vehicle when the front wheels encounter puddles. Pavement drainage requires
consideration of surface drainage, gutter flow, and inlet capacity. The design of these elements
is dependent on storm frequency and the allowable spread of storm water on the pavement
surface.

129. In this project major portion of the highway is designed as an elevated highway.
Therefore, the drainage engineer will be more interested in removing the rainwater that falls
on the pavement than other aspects.

i. Drainage pattern across the proposed trace

130. Hydrologically, the project area is located within Metro Colombo Basin (MCB) which is
a sub basin of Kelani River. MCB covers an area of 105km2 and located at the extreme

53
downstream of the Kelani River Basin. MCB has three main sea outfalls namely Wellawatta,
Dehiwala and Mutwal Tunnel and two river outfalls; Northlock and Ambathale. Ambathle is a
separate isolated outfall which drains only 20km2 area therefore other outfalls can be
considered as the major outfalls which drains the significant quota of the basing runoff. Out of
these major four; Northlock is the river outfall and the outfall capacity is influenced by the water
level of the Kelani River.

131. Dematagoda and Kolonnawa are the main canals of the MCB which drain off at
Northlock river outfall and Mutwal Tunnel sea outfall and the proposed elevated highway is
proposed to follow these canals from start to end (figure 3.5). The drainage pattern of the
project area is governed by the Dematagoda and Kolonnawa canals and the hydrology of
these canals are affected by the hydrological conditions of the Mutwal sea outfall and the water
level of the Kelani River at the Northlock river outfall. Northock river outfall is completely
redundant during the high Kelani river conditions and the existing gravity outfall capacity is
100m3/s and under high Kelani conditions it reduces to 70m3/s as this river outfall is closed for
water flow during water level of the Kelani river is high (Source: Hydrological Study Report of
SLLRDC, 2017). As shown in the figure 3.5, Mahawatta canal and Diyawannawa Lake are the
two major inflows to Dematagoda and Kolonnawa canals.

132. Both Dematagoda and Kolonnawa canals are currently maintained under the authority
of Sri Lanka Land Reclamation and Development Corporation (SLLRDC). Kolonnawa Marsh
covers an area of 345Ac while the average water level lies around 0.3 m MSL. Kolonnawa
Marsh is ultimately linked to Kelani River however the impact from tides is minimal (Source:
Draft Hydrological Study Report, SLLRDC, 2016).

54
 Mutwal Tunnel
(Sea outfall)
Northlock gate
(river outfall)

Proposed Elevated Highway

Dematagoda canal

Kolonnawa canal
Mahawatta canal

Diyawannawa lake

Elevated Highway
Drainage paths

Figure 3.5: Drainage pattern along the trace (Source: Draft Hydrological Study Report,
SLLRDC, 2016

ii. Drainage capacity of existing waterways and flood ways across the
proposed trace

133. The project area is a hydrologically sensitive area of the MCB since both Dematagoda
and Kolonnawa canals act as retention areas. Especially, Kolonnawa marsh connected to
Kolonnawa canal retains storm water discharged from Diyawannawa and its surrounding
during peak rainfalls. Kolonnawa marsh is treated as one of the few retention areas found in
the MCB.

134. Drainage capacities of both Dematagoda and Kolonnawa canals have changed over
the time due to deposition of sludge at the bottoms however with the recent improvements
carried out by SLLRDC most of the sections of the canals specially Kolonnawa canal are
dredged to increase the flood retention capacity. Cross sections of Dematagoda Cannel and
Kolonnawa canal at few locations are given below;

55
 Figure: 3.6 Dematagoda Canal at New Kolannawa Bridge

Figure: 3.7: Existing Cross section of Canal at New Kolannawa Bridge

Figure 3.7: Kolonnawa Canal at Madinagoda Bridge

56
Figure 3.8: Existing Cross section of Canal at Madinagoda Bridge

Figure: 3.9 Canal at Buthgamuwa Bridge

Figure: 3.10 Existing Cross section of Canal at Buthgamuwa Bridge

3.3.4. Ambient air quality

135. Existing evidence has shown that the ambient environment of Colombo and its suburbs
are heavily contaminated with vehicular emissions. Many studies undertaken by regulatory
agencies and researches clearly indicate that inefficient combustion of petroleum fuels in
motor vehicles is the primary cause of growing air pollution in Colombo, the largest
metropolitan area with nearly 50% of vehicle population is concentrated and 30% of the
nation’s human population dwells (Clean Air 2025, An Action Plan for Air Quality Management,
2016). The usage of motor vehicles in the Colombo City has been increased by over 300% in

57
the last 20 years. The majority of these are motor cycles, three wheels and motor cars;
accounting 53%, 16% and 10% of total vehicle population respectively (CCC, 2015).

136. Since the proposed elevated road lies within the Colombo Municipal Council,
Kolonnawa Urban Council and Sri Jayawardenapura Kotte Municipal Council areas, vehicle
movements and traffic are relatively high, thus vehicular emissions and road kick-off dust have
considerable effect on existing Ambient Air Quality (AAQ).

137. Analytical results of ambient air quality measurements taken at the four locations (as
indicated in table 1.3 and Annex 1.4) are summarized in table 3.5. The report of ambient air
quality measurement is annexed as annex 3.1 of this report.

138. According the analysis given in table 3.5 it could be stated that;

a) 8-hr and 24-hr average SO2 and NO2 concentrations in ambient air at all 4 locations
comply with the respective AAQ standard.
b) 1-hr average O3 concentrations in ambient air at all 4 locations comply with the
respective AAQ standard.
c) 24-hr average PM10 and PM2.5 concentrations in ambient air at AAQ1 (at Orugodawatta
Junction) has exceed the respective AAQ standard.
d) 24-hr average PM10 concentrations in ambient air at AAQ2 (playground of
Mihindusenpura Housing Complex at Dematagoda) comply with the respective AAQ
standard. However, PM2.5 concentrations in the same location marginally exceed the
AAQ standard for 24-hr PM2.5.
e) 24-hr average PM10 and PM2.5 concentrations in ambient air at AAQ3 (playground of
Weluwana Maha Vidyalaya) comply with the respective AAQ standard.
f) 24-hr average PM10 concentrations in ambient air at AAQ4 (Rugby Ground of Ananda
College at Rajagiriya) comply with the respective AAQ standard. However, PM2.5
concentrations in the same location has exceed the AAQ standard for 24-hr PM2.5.

139. However, it is important to note that the final environmental monitoring result was due
to cumulative effect of existing background conditions at the date/s of monitoring and
measurement. Since the study area is a highly urbanized mixed residential area with lot of
commercial activities, specific emission sources cannot be practically isolated.

58
 Table 3.5. An assessment of ambient air quality
Parameter Sulphur dioxide Nitrogen dioxide Ozone Particulate Matter Particulate Matter Having
(as SO2) (as NO2) (as O3) Having Aerodynamic Aerodynamic Diameter <
Diameter < 10 µm 2.5 µm (PM2.5)
(PM10)
Unit µg/m3 µg/m3 µg/m3 µg/m3 µg/m3
Averaging Period 8-hr Avg. 24-hr Avg. 8-hr Avg. 24-hr Avg. 1-hr Avg. 24-hr Avg. 24-hr Avg.
Maximum permissible level 120 80 150 100 200 100 50
AAQ1 Sample 01
12 15
At the premises of 2016/08/09 11.00 am – 10 13 14 124 119
(Max) (Max)
sambuddhaloka Maha 2016/08/20 8.00 am
Viharaya (at Sample 02
10 15
Orugodawatta 2016/08/20 9.00 am – <10 13 13 119 76
(Max) (Max)
Junction) 2016/08/21 6.00 am
AAQ2 Sample 03
At the playground of 2016/08/21 10.00 am – <10 <10 <10 <10 11 55 48
Mihindupura Housing 2016/08/22 7.00 am
Complex at Sample 04
10
Dematagoda 2016/08/22 8.00 am – <10 <10 <10 10 59 50
(Max)
2016/08/23 5.00 am
AAQ3 Sample 05
At the playground of 2016/08/26 10.00 am – <10 <10 <10 <10 11 61 33
Weluwana Maha 2016/08/27 7.00 am
Vidyalaya, Colombo Sample 06
09. 2016/08/27 9.00 am – <10 <10 <10 <10 12 50 40
2016/08/28 6.00 am
AAQ4 Sample 07
10
At the Rugby Ground 2016/08/28 9.00 am – <10 <10 <10 13 69 57
(Max)
of Ananda College at 2016/08/29 6.00 am
Rajagiriya (behind Sample 08
10 12
HSBC building) 2016/08/29 8.00 am – 10 11 14 67 63
(Max) (Max)
2016/08/30 5.00 am
Maximum Permissible level Stipulated by The
National Environmental (Ambient Air Quality) 120 80 150 100 200 100 50
Regulations, 1994
59
3.3.5. Water quality and sources of water pollution

140. Dematagoda canal and Kolonnawa canal are the major water bodies found within the
project area. It is observed that both of these water bodies are highly polluted with higher level
of eutrophication. Discharges (both sewerage and domestic wastewater) from settlements
along the canal reservations and discharges from industries and other commercial buildings
are the major source of pollution of the canals.

Figure 3.11 Discharge of oil on to Kolonnawa canal from Kolonnawa oil refinery facility

141. The surface and ground water samples were analysed to measure the level of physical,
chemical and biological properties at sample locations of these two canals and ground water
sources. Analytical results were compared with the draft Sri Lankan standard for inland water
quality, 2004 (Class III Waters) is given in table 3.6, while table 3.7 presents a comparison of
measured values of groundwater sample with specification for potable water (SLS 614: 2013).
The report of surface and ground water sampling is presented as annex 3.1 of this report.

60
 Table 3.6. An assessment of existing surface water quality
Parameter Unit SW1 SW2 SW3 SW4 Draft Sri Lankan Standard
6°55'52.40"N 6°55'25.91"N 6°54'58.05"N 6°54'30.95"N for Inland Water Quality, 2004
79°52'59.41"E 79°53'40.07"E 79°53'57.14"E 79°54'11.10"E Class III Waters
Kolonnawa Canal at the Kolonnawa Canal Kolonnawa Canal at Diyawannawa Minimum Quality (Other Uses)
bridge of the Kolonnawa near New Madinnagoda Oya Behind CATEGORY 7
Road Kolonnawa Road Bridge HSBC Building
Temperature °C 30 31 31 31 -
pH - 6.88 (@ 30 °C) 7.74 (@ 30 °C) 8.85 (@ 30 °C) 8.20 (@ 30 °C) 5.5-9.0
Total Suspended mg/L 30 65 55 15 -
Solids (TSS)
@ 103-105 °C
Biochemical mgO2/L 22 6 8 4 5
Oxygen Demand
(BOD5)
@ 20 °C
Chemical Oxygen mgO2/L 130 135 145 45 40
Demand (COD)
BOD/COD - 0.17 0.04 0.06 0.09
Oil & Grease mg/L ND ND ND ND 300
Total Iron (as Fe) mg/L 0.42 0.62 0.40 0.38 -
Chromium (as Cr) mg/L ND ND ND ND 50
Lead (as Pb) mg/L ND ND ND ND 50
Cadmium (as Cd) mg/L ND ND ND ND 5
Total coloforms / - 1.6 x 106 1.3 x 105 2.3 x 102 1.4 x 103 -
100 mL
(Confirmed MPN)
E. coli /100 mL - 2.2 x 103 4.0 x 103 1.3 x 102 1.4 x 102 -
(MPN)
ND – Not Detected MPN – Most Probable Number
61
Table 3.7 An assessment of existing ground water quality
Parameter Unit GW1 Drinking Water Standards
SLS 614:2013
Temperature °C 29 -
pH - 6.47 6.5-8.5 @ 25 °C ± 2 °C
Colour HzU ND 15
Turbidity NTU 1.4 2
Total Alkalinity (as mg/L 98 200
CaCO3)
Total Hardness (as mg/L 120 250
CaCO3)
Total Dissolved mg/L 220 500
Solids (TDS)
Electrical µS/cm 377 -
Conductivity (EC)
Chemical Oxygen mg/L 10 10
Demand (COD)
Oil & Grease mg/L ND 0.2
Total Iron (as Fe) mg/L 0.11 0.3
Chromium (as Cr) mg/L ND 0.05
Lead (as Pb) mg/L ND 0.01
Cadmium (as Cd) mg/L ND 0.003
Total coliforms / - 1600 -
100 mL
(Confirmed MPN)
E. coli /100 mL - 7 -
(MPN)
ND – Not Detected MPN – Most Probable Number

142. According to the analytical results, all water samples obtained for the two surface water
bodies show low BOD/COD ratios (0.04-0.17) indicating contamination with typical urban
wastewater discharges (mixed domestic and industrial wastewater) with low biodegradable
pollutants. The analytical results of the water samples with high E.coli count; i.e. within the
range 130-4000 per 100 mL (MPN), confirm the illegal discharges of black waters. Faecal
contamination could also be observed in the groundwater sample collected. The sample
indicated a level of 1600 per 100 mL (MPN) indicating that even the groundwater is polluted
with respect to biological contaminants.

3.3.6. Existing noise and vibration levels

143. Both short term (3 hour) and long term (24 hour) measurements of Existing Noise
Levels (ENL) were recorded at the 11 locations described in section 1.4.4 F under noise and
vibration. Most of the locations where the measurements were taken the ambient noise
environment was primarily influenced by sound from traffic and commercial activities. Hence,
existing traffic and community noise significantly affected during day time and night time
measurements.

144. Measured noise levels at 24 hour period and 3 hour period are presented in table 3.8
and 3.9 respectively.

62
 Table 3.8. Existing noise levels at 24 hour measurement locations
Date Location Assessment time Assessment time Assessment time
Location ID

(GPS) period-Day period-Evening period- Night

ABL RBL ENL ABL RBL ENL ABL RBL ENL

dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A)

2015-
6°56’22.18"N
N2 08- 51 53 70 50 51 68 46 48 64
79°52'56.06"E
24-25

2016-
6° 55'31.45"N
N7 06- 51 54 64 58 59 66 45 49 58
79°52'59.32"E
21- 22
2015-
6° 55'24.55"N
N8 08- 39 40 45 39 43 46 40 42 44
79°53'38.05"E
27-28
Note: ABL - Assessment Background Level (LA90, 15 min)
RBL - Rating Background Level (LA90, 15 min)
ENL - Existing Noise Level (LAeq,h)

Day time : 06:00h to 18:00h

Evening time : 18:00h to 22:00h
Night time : 22:00h to 06:00h

Table 3.9: Existing noise levels at 3 hour measurement locations

Date Measurement Measured noise levels
Location ENL dB(A) RBL dB(A)
Day Evening/ Night Day Evening/ Night
6°56'36.84"N
N1 63 61 56 57
79°52'44.03"E
2016-06-22 6°56'06.44"N
N3 55 57 50 50
79°52'52.32"E
6°55'45.43"N
N4 53 44 46 41
79°53'02.23"E
6°55'33.72"N
N5 64 54 55 51
2016-06-21 79°52'41.36"E
6°55'33.06"N
N6 61 54 55 51
79°52'50.08"E
6°55'20.36"N
N9 49 49 43 43
79°53'54.35"E
2016-08-11 6°54'57.79"N
N10 64 62 52 51
79°53'55.52"E
6°54'36.96"N
N11 72 66 62 56
79°54'12.34"E

63
145. According to the results as shown in table 3.8 and 3.9, the ENL at selected
measurement locations were in the range of 49-72 dB(A) during the day time and 44-66 dB(A)
during evening and night times (3 hour measurement).

146. As per Schedule III, Section 4 of National Environmental (Noise Control) Regulations
No.1 of 1996, the maximum permissible noise levels at boundaries of the land in which the
source of noise is located in Laeq’,T for construction activities during day time and night time
are 75 dB(A) and 50 dB(A) respectively (provided that the noise levels caused by such activity
shall not be carried on for a period which in the aggregate exceeds three months, without the
written consent of the Authority given in respect of any such particular activity, or in terms of
a license granted under Section 23A of the Act, for the discharge or emission of waste or the
emission of noise). Therefore, the measured ENL exceeds the respective maximum
permissible level stipulated for construction activities during evening and night time except at
locations N4, N8 and N9. However as the study area is a highly urbanized mixed residential
area with lot of commercial activities, specific noise sources cannot be practically isolated.

147. On the other hand, CEA has announced Guideline for Traffic Noise Assessment
Criteria for Expressways in 2018 which specifies limits for traffic noise of expressways. As per
the guidelines, noise limits of 61 Laeq (15 hr) and 57 Laeq (9 hr) are set for residential land
use during day time (6.00 am – 9.00 pm) and night time (9.00 pm – 6.00 am) respectively
while particular limits for commercial land use are 63 Laeq (15 hr) and 58 (9 hr). On the other
hand, noise limits have also been specified for noise sensitive land uses which are existing
along the expressways.

148. Areas which are possibly be susceptible to noise impact during operational phase were
identified during the field studies conducted for the EIA. These receptors include multi storied
buildings (having three or more stories), schools, temples and other places of worship.
Identified noise sensitive receptors within a 50m corridor to the either side from the edge of
the proposed ROW is listed and presented in location maps in Annex 3.2. On the other hand,
a building evaluation was also conducted under the noise mapping done by ITI within a 200m
wide corridor using a drone mapping survey in order to identify noise impacted buildings.

149. Ambient ground vibrations were not perceptible at the receptors during the baseline
vibration survey. The results of existing vibration level measurements during the day time in
selected locations are compared with the proposed vibration standards for Sri Lanka and are
presented in table 3.10.

Table 3.10. Measured existing vibration levels

Location (GPS) Description Time (min )

0-15 15-30 30-45 45-60

N1 6°56'36.84"N Max. peak value in velocity 0.19 0.10 0.12 0.11

mode (mm/s) < 50 10 – 50 10 – 50 10 – 50
79°52'44.03"E
93.75 34.00 33.50 33.75
Frequency range(Hz)

Predominant frequency (Hz)

64
Location (GPS) Description Time (min )

0-15 15-30 30-45 45-60

N2 6°56’22.18"N Max. peak value in velocity 0.17 0.17 0.15 0.12

79°52'56.06"E mode (mm/s) 10 – 50 10 – 50 10 – 50 10 – 50
16.25 16.75 10.50 10.75
Frequency range(Hz)

Predominant frequency (Hz)

N3 6°56'06.44"N Max. peak value in velocity 0.04 0.08 0.05 0.04

79°52'52.32"E mode (mm/s) 10 – 50 10 – 50 10 – 50 10 – 50
37.50 37.50 34.13 37.50
Frequency range(Hz)

Predominant frequency (Hz)

N4 6°55'45.43"N Max. peak value in velocity 0.05 0.05 0.05 0.17

79°53'02.23"E mode (mm/s) 10 – 50 10 – 50 10 – 50 10 – 50
50.00 50.00 50.00 50.00
Frequency range(Hz)

Predominant frequency (Hz)

N5 6°55'33.72"N Max. peak value in velocity 0.17 0.13 0.08 0.09

79°52'41.36"E mode (mm/s) 0 – 10 0 – 10 0 –10 0 – 10
9.50 8.87 7.12 10.00
Frequency range(Hz)

Predominant frequency (Hz)

N6 6°55'33.06"N Max. peak value in velocity 0.18 0.18 0.19 0.20

79°52'50.08"E mode (mm/s) 10 – 50 0 – 10 0 – 10 10 – 50
23.75 6.50 5.00 24.00
Frequency range(Hz)

Predominant frequency (Hz)

N7 6°55'31.45"N Max. peak value in velocity 0.10 0.09 0.09 0.11

79°52'59.32"E mode (mm/s) 0 – 10 10 – 50 > 50 0 – 10
5.12 49.13 99.75 5.00
Frequency range(Hz)

Predominant frequency (Hz)

N8 6°55'24.55"N Max. peak value in velocity 0.82 0.09 0.09 0.09

79°53'38.05"E mode (mm/s) 0 – 10 0 – 10 0 – 10 0 – 10
6.25 5.12 5.00 5.00
Frequency range(Hz)

Predominant frequency (Hz)

N9 6°55'20.36"N Max. peak value in velocity 0.07 0.15 0.10 0.17

79°53'54.35"E mode (mm/s) 10 – 50 10 – 50 10 – 50 10 – 50
50.00 15.75 13.63 14.25
Frequency range(Hz)

Predominant frequency (Hz)

65
 Location (GPS) Description Time (min )

0-15 15-30 30-45 45-60

N10 6°54'57.79"N Max. peak value in velocity 0.13 0.13 0.10 0.14
79°53'55.52"E mode (mm/s) 0 – 10 10 – 50 0 – 10 10 – 50
8.87 12.50 5.12 10.50
Frequency range(Hz)

Predominant frequency (Hz)

N11 6°54'36.96"N Max. peak value in velocity 0.14 0.13 0.17 0.12
79°54'12.34"E mode (mm/s) 10 – 50 10 – 50 10 – 50 10 – 50
10.50 12.50 14.13 13.50
Frequency range(Hz)

Predominant frequency (Hz)

150. According to the interim standard stipulated by the CEA, Type 3 category structure of
the building (i.e. single and two‐storey houses and buildings made of lighter construction,
using lightweight materials such as bricks, cement blocks etc., not designed to resist
earthquakes) was considered for vibration measurements.

151. Compared to the interim standards for vibration of the operation of machinery,
construction activities and vehicle movement traffic, the measured 1-hr vibration results are
much less than the respective standard (all measured values are within maximum peak value
in velocity mode of 0.04-0.82 mm/s), thus the existing vibration levels at the measured
locations are very low.

3.3 Biological environment

3.3.1 Proximity to any sensitive reserves

152. The proposed expressway does not traverse or located nearby any ecologically
important reserves declared by the Department of Wildlife Conservation or Department of
Forest Conservation. However, most length of the trace runs through a low lying canal which
is maintained by the SLLRDC and used for flood controlling in the city. Though the canal
embankments are basically bordered by built up areas, marshy habitats are located in the
following three sections.

 60 55’ 26.05” N, 790 53’ 11.20” to 60 55’ 24.02” N, 790 53’ 27.07” – length 500 m
 60 55’ 25.16” N, 790 53’ 28.68” to 60 55’ 19.79” N, 790 54’ 05.59” – length 1100 m
 60 54’ 57.54” N, 790 53’ 57.22” to 60 54’ 28.85” N, 790 54’ 08.46” – length 1200 m

3.3.2 Current use of land and recourses within study area

153. Almost the entire study area comprises of manmade environments except the above
mentioned three marshy areas. Manmade environments basically consist of buildings (both
commercial facilities and houses), roads and canals. Many of the houses don’t have home
gardens and when present, they are of small extents. Apart from the buildings, two play
grounds are located within the study site.

66
154. Low lying marshy area is used as retention areas for sudden floods in the city, and the
flood water is gradually released to the sea via the canal system, which the highway trace
mainly lies on. These remaining marshy lands are not easily accessed by general public since
they are surrounded by canals and hence human activities in these lands are kept at a
minimum.

155. Study area doesn’t contain any agricultural land or any other natural habitat other than
the marshy areas and the canal.

3.3.3 An assessment of the current ecological status

156. A total of 224 plant species belonging to 67 families were observed along the proposed
ROW of the elevated highway during the study (Table 3.3). Proportion of exotic species
(48.6%) is considerably higher than the general proportion (25%) of the exotic plant species
found in the country, (Senarathna, 2001). These exotic species include few cultivated food
crops, fruit plants, timber trees and many naturalized weeds out of which seven species are
listed as Alien Invasive Species (Wijesundara, 2010). These Alien invasive Species have
established due to the alteration of natural habitats and pollution by anthropogenic activities.
The invasive species observed in the elevated highway ROW includes Annona glabra,
Alternanthera philoxeroides, Leucaena leucocephala, Sphagneticola trilobata, Panicum
maximum, Eichhornia crassipes and Lantana camara. Out of these species, Annona glabra
and Eichhornia crassipes has completely invaded some of the marsh areas and canal sections
respectively, totally altering the existing natural habitat. Among the native species, Petchia
ceylanica and Cinnamomum verum are listed as endemic species. Some plants of
Cinnamomum verum, were cultivated in home gardens for spices while naturally occurring
plants were not observed. Petchia ceylanica was found in marshy habitat.

157. Among the native plants, 5 species are listed as nationally threatened species
according to the Red data list 2012. Though Cynanchum tunicatum is listed as a ‘Nationally
Endangered’ species in the Red Data List 2012, it is a commonly cultivated species in the
home gardens in the area as a source of green leaves. The aquatic species Aponogeton
crispus, which is listed as ‘Nationally Vulnerable’ was found generally in unpolluted water
throughout the wetlands in and around the Colombo metropolitan region. The vine,
Gymnopetalum scabrum is typically a dry zone species, which was found at a waste ground
adjacent to the canal. Most probably this could have grown as a result of an anthropogenic
activity. The other nationally vulnerable species, Hedyotis neesiana is a frequently found weed
in waste lands. The detailed list of flora observed in the right of way of the proposed elevated
highway is given in Annex 3.3.

Table 3.11. Summary of flora species recorded during the field survey
No. of No. of Origin NCS 2012
families species
Endemic % Native % Exotic % CR EN VU NT LC DD

67 224 2 0.8 113 50.4 109 48.6 00 01 04 04 105 1

Note: CR- Critically Endangered , EN - Endangered, VU - Vulnerable, NT - Near threatened, LC -
Least concern, DD – Data deficient

67
 Table 3.12 List of endemic flora species recorded during the field survey
Family name Scientific name Common name Habit NCS 2012

Apocynaceae Petchia ceylanica කුකුල් කදුරු Herb NT

Lauraceae Cinnamomum කුරුඳු Treelet VU

verum

Table 3.15: List of threatened flora species recorded during the study
Family name Scientific Common Origin Habit NCS 2012
name name
Apocynaceae Cynanchum කන් කුඹල Native Vine EN
tunicatum
Aponogetonaceae Aponogeton කකකටිය Native Aquatic herb VU
crispus

Cucurbitaceae Gymnopetalum ----- Native Vine VU

scabrum
Lauraceae Cinnamomum කුරුඳු Endemic Treelet VU
verum
Rubiaceae Hedyotis උල් වැරණිය Native Herb VU
neesiana

Fauna
158. A total of 143 faunal species were recorded during the survey, which belongs to 72
families. Among them, 9 species are endemic and 9 species are listed as Threatened species
according to the Red List 2012. Summary of the faunal groups are listed below in the table
3.13 followed by a brief description of each group. The detailed list of fauna is given in Annex
3.4.

Table 3.13: Summery 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
Mammals 05 08 01 07 00 00 01 01 00 05
Birds 38 68 03 61 04 00 00 00 02 61
Reptiles 04 05 00 05 00 00 00 00 00 05
Amphibians 02 06 00 06 00 00 00 00 00 06
Fish 09 13 02 05 06 00 00 00 00 07
Butterflies 06 28 01 27 00 00 01 03 00 23
Dragonflies 03 15 02 13 00 00 00 01 00 14
Total 67 143 09 124 10 00 02 05 02 121

Mammals
159. All the mammal species found during the survey are well adapted species for disturbed
urban environment such as Flying Fox, Malabar Bandicoot, Indian House Mouse, Porcupine
and Common Rat, many of whom are considered as pests in households and home gardens.
Two globally threatened species, Eurasin Otter and Purple faced Langur. The Purple-faced
Langur is Endemic to Sri Lanka and was observed mainly in the highland vegetation

68
associated with wetlands while the Eurasian Otter was observed in some of the less disturbed
wetlands near the Buthgamuwa Bridge. There is also a slight possibility of Fishing Cats being
present in the wetlands around Kolonnawa since they are present in the nearby wetlands
around the Parliament.

Birds
160. Both Water associated species and ground associated species were found within this
project area. Ground associated species are usual urban birds, which feed on fruit trees, pests
or garbage. Raptors, Kingfishers, Herons and their allies were the prominent water associated
species and waders were few in number since the marsh is invaded by Annona glabra in most
places. Apart from these, few reed associated species were found such as Prinias and
Cisticolas. A vulnerable species, the Little Tern was observed feeding together with the
migratory species Whiskered Tern. Though it is not a threatened species, Spot Billed Pelican
is a significant bird in this area due to its large size and its interesting hunting techniques. No
roosting trees of this giant species were found in the project area and it appears that they are
travel daily from a distant roosting place to this region that serves as their feeding ground.
Three endemic species were found in the habitats associated with the highway trace. All three
species are common endemic species showing a wide distribution in Sri Lanka.

Reptiles
161. Among the 05 species found in the project area, some species such as land monitor,
Garden lizard and Russel’s Viper lives within human settlements. Water monitor and Black
Turtle are water associated species. No any endemic or threatened species were recorded.

Amphibians
162. All the amphibian species were found only between New Kolonnawa Road Bridge and
Rajagiriya exit. It is seen that water in the canal is too much polluted from Orugodawaththa
Entrance to Kolonnawa Bridge, making it unsuitable for amphibians. All the others, except the
Common toad, are water associating species. No threatened or endemic species were
recorded in this area.

Freshwater Fish
163. It is significant that 6 out of 13 species observed are are exotic species. Four of these
species, Oreochromis niloticus, Oreochromis mossambicus, Pterygoplichthys multiradiatus
and Chitala ornata are listed as alien invasive species. All the native species were found only
after new Kolonnawa Road Bridge. Endemic species such as Dwarf Panchax (Aplocheilus
dayi) and Filamented barb (Dawkinsia singhala) was found near Madinnagoda Birdge.

Butterflies
164. Many of the butterflies found are species that are used to live in urban environments
and many of them use weeds and exotic ornamental plants as their larval food plants. One
Endemic species was found in the area, the Sri Lankan Lesser Albatross. Its breeding grounds
are in the Dry zone and appear in the Wet zone and hills during their migration. Endangered
Dingy Lineblue was a typical savannah inhabitant in Uva & Sabaragamuwa provinces, but it
was recorded quite frequently around Colombo during past two years. Larvae of this species
were found on an exotic ornamental tree Terminalia catappa within this project area.
Vulnerable species Common Red Eye and Dark Palm Dart usually use native bamboo species

69
as their larval food plants, but it is possible that they are using exotic ornamental bamboos for
this purpose within the project area.

Dragonflies
165. Two endemic species Sri Lanka Stripe-headed Thread tail and Sri Lanka Adam's Gem
were found in very limited numbers near Madinnagoda Bridge. Pink Skimmer, Green Skimmer,
Yellow Waxtail and Blue Sprite were frequent throughout the project area.

3.4. Socio-cultural environment

3.3.1. Existing Settlement

Population

166. Colombo district is the largest district with regard to population and population density
in the country. As per the information of Department of Census and Statistics, the estimated
mid-year population of Colombo district in 2016 was around 2,395,000 persons of which
1,175,000 were males and 1,220,000 females. In terms of ethnic affiliation, 76.5% are
Sinhalese, 10.1% are Sri Lankan Tamil, 1.0% are Indian Tamil, 10.7% are Sri Lankan Moor,
0.6% are Burgher and 1.0% are identified as other.

167. Thee total population of the affected five DS divisions in year 2015 was 1,137,220
persons of which 563,158 were males and 574,064 were females. Among the affected DS
divisions, highest number of population is reported in Colombo DS division (330,301 persons)
and lowest in Sri Jayawardhanapura Kotte (110,277 persons).

Table 3.17: Population by Gender Compositions among the affected DS divisions

Divisional Secretariat Division Male % Female % Total
Colombo 166346 50.4 163956 49.6 330301
Thibirigasyaya 121246 49.8 121999 50.2 243245
Sri Jayawardhanapura Kotte 53125 48.2 57152 51.8 110277
Kaduwela 126265 49.0 131269 51.0 257533
Kolonnawa 96176 49.1 99688 50.9 195864
Total 563158 49.5 574064 50.5 1137220
Source: Department of Census and Statistics 2015

168. In July 2017, ESDD of RDA carried out a Socio Economic Survey for the Elevated
Highway project from New Kelani Bridge to Rajagiriya. A representative sample of 102
households were surveyed in Dematagoda, Wanathamulla, Welikada East and Meethotamulla
GN divisions in order to identify the existing socio-economic setup of the project affected area.
Total sample population of 102 surveyed households includes 489 persons of which 247 are
males and 242 are females. Please refer the Annex 2.1 for the location of the affected GN
divisions along the trace of the elevated highway.

Table 3.18: No. of surveyed households

GN divisions Number of surveyed households
Dematagoda 35
Wanathamulla 31

70
 Welikada West 12
Meethotamulla 24
Total 102
Source: Socioeconomic survey for the Elevated Highway project, July 2017

169. Table 3.19 shows the population of gender compositions among the surveyed
households.

Table 3.19: Population by Gender Compositions among the surveyed households

Male % Female % Total
Administrative division population
Kolonnawa 57 23.1 61 25.2 118
Thimbirigasyaya 158 64.0 149 61.6 307
Sri Jayawardanepura Kotte 32 13.0 32 13.2 64

Total 247 100.0 242 100.0 489

Source: Socioeconomic survey for the Elevated Highway project, July 2017

Population Distribution by Ethnicity

170. Sinhalese population is the majority in project area that is 70%. However, considerable
amount of Tamil (23%) and 7% Moor population are in road corridor of the elevated highway
project.

Table 3.20: Distribution of population by ethnicity

Ethnicity Male Female Total
No. of % No. of % No. of %
persons persons persons
Sinhalese 168 68.0 174 71.9 342 70.0

Tamil 59 23.9 54 22.3 113 23.0

Moor 20 8.1 14 5.8 34 7.0
Total 247 100.0 242 100.0 489 100.0
Source: Socioeconomic survey for the Elevated Highway project, July 2017

Population distribution by age composition

171. 25.6% of the surveyed population are under 15 years of age and 11.2% are 60 years
and above. 63.2% of the population falls within the age limit from 16 – 59 years who are
considered as the labor force.

Table 3.21: Distribution of population by age composition

GN Divisions Age composition
Less than 15 years 16-59 years 60 years and over
No % No % No %
Meethotamulla 26 5.3 75 15.3 17 3.5
Dematagoda 43 8.8 111 22.7 17 3.5
Wanathamulla 37 7.6 87 17.8 12 2.5
Welikada - West 19 3.9 36 7.4 9 1.8
Total 125 25.6 309 63.2 55 11.2
Source: Socioeconomic survey for the Elevated Highway project, July 2017

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Housing

172. In this study, houses were categorized based on material used for roof. Accordingly,
Asbestos sheets or tiled used for roof and concrete roofs considered as permanent houses,
while GI or Metal sheets used for roofs considered as semi-permanent houses. Thatched
houses are considered as temporary houses. Accordingly in the project area 72.5% houses
are permanent, 11.8% are semi-permanent and 15.7% are temporary houses out of the
surveyed sample. Table 3.22 shows the type of housing units in the project area.

Table 3.22: Housing Conditions

Type of house No. Of units %
Permanent 74 72.5
Semi-permanent 12 11.8

Temporary 16 15.7
Total 102 100.0
Source: Socioeconomic survey for the Elevated Highway project, July 2017

Education

173. Table 3.23 shows the distribution of the population by education attainments in the
project area. Survey data shows that 41.5% of population is between Grade 6 to G.C.E. (O/L),
13.3% have passed G.C.E. (O/L) and 11.7% have studied up to G.C.E. (A/L). Only 0.6% of
population are graduated.

Table 3.23: Level of Education of the household members

Male Female Total
Education Level No. of No. of No. of
persons % persons % persons %
Illiterate 03 1.2 4 1.6 7 1.4
Can place signature 04 1.6 7 2.9 11 2.2
Waiting for Schooling 20 8.1 10 4.1 30 6.1
Grade 1-5 55 22.3 51 21.1 106 21.7
Grade 6 - to G.C.E. (O/L) 102 41.3 101 41.7 203 41.5
G.C.E. (O/L) Pass 38 15.4 27 11.2 65 13.3
Up to G.C.E. (A/L) 21 8.5 36 14.9 57 11.7
G.C.E.(A/L) pass 03 1.2 04 1.6 07 1.4
Under Graduate/
Graduate 00 0.0 02 0.8 02 0.4
Post Graduate 01 0.4 00 0.0 01 0.2
Other 00 0.0 00 0.0 00 0.0
Total 247 100 242 100 489 100
Source: Socioeconomic survey for the Elevated Highway project, July 2017

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3.3.2. Principal economic activities

Livelihood Activities

174. Table 3.24 presents the primary source of income of the surveyed household
members. Out of 192 employed populations, 29.7% are private sector workers, nearly 10%
engaged in government sector employments, 11.5% engaged in business activities and about
30% are skilled labours.

Table 3.24: Employed population

Source No. of Employed persons %

Government services 19 9.9

Private sector 57 29.7
Commercial activities 22 11.5
Self Employed 14 7.3
Foreign Employed 7 3.6
Labor (skilled) 44 22.9
Labor (unskilled) 25 13.0
Other 4 2.1
Total 192 100.0
Source: Socioeconomic survey for the Elevated Highway project, July 2017

175. Table 3.25 provides monthly household income in the study area. About 42% are
earning monthly income between Rs.25, 001 - 50,001 and 32% earn more than Rs 50000 per
month. About 7% of households’ monthly income is between Rs. 5,000 to Rs 10,000.

Table 3.25: Monthly income distribution of the households

Income category (Rs.) No. of Household %

Rs. 5000 and below 00 0.0

5000 -10,000 03 2.9
10,001-15,000 10 9.8
15,001-25,000 13 12.7
25,001-50,000 43 42.2
50,001 and more 33 32.3
Total 102 100
Source: Socioeconomic survey for the Elevated Highway project, July 2017

3.3.3. Availability of infrastructure facilities

Energy sources of households

176. All most all households in the road corridor utilize national grid electricity supply.

177. Majority (85.3%) of households in the project area use LP Gas as the main source of
energy for cooking. Meanwhile, 7.9% of households use kerosene and 5.9% use firewood.
The table 3.26 summarizes the current situation of surveyed households with regard to Energy
source.

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Table 3.26: Energy sources of Surveyed households
Source of Energy No of Households Percentage of
Households
Firewood 6 5.9
LP Gas 87 85.3
Electricity 1 1.0
Kerosene 8 7.9
Total 102 100.0
Source: Socioeconomic survey for the Elevated Highway project, July 2017

Drinking Water

178. As per the socio economic survey data 92% of households use pipe line water supplied
by National Water Supply and Drainage Board. About 4% of households get drinking water
from private wells and 3% get from common taps. The Table 3.27 summarizes the sources of
drinking water in the project area.

Table 3.27: Sources of drinking water of Surveyed Households

Source of Drinking water No of Households Percentage of Households
Common Well 0 0
Private well 4 4
Common Tap 3 3
Water Board pipe line 94 92.0
Other 1 1.0
Total 102 100
Source: Socioeconomic survey for the Elevated Highway project, July 2017

Sanitary Facilities

179. According to the survey findings, majority of households in the project area use private
toilets i.e. 94%. However, 4% and 2% of households use shared and common toilets
respectively. This may be due to the lower level socioeconomic situation and high density of
houses and population living in the project area.

Table 3.28: Sanitation facilities – Access to latrine

Access to Latrine No of Households %

Private 96 94.0
Shared 4 4.0
Common 2 2.0
Total 102 100
Source: Socioeconomic survey for the Elevated Highway project, July 2017

180. With regard to type of latrine facilities in the project area majority of households use
water seal toilets, i.e. 75.5%. This can be considered as good sanitary condition. However
13.7% houses use pit toilets and 10.8% households send sewage to Dematagoda canal.

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Table 3.29: Sanitation facilities of the surveyed household - Type of Latrine
Type of Latrine No of Households Percentage of Households
Pit toilet 14 13.7
Water Seal 77 75.5
Other 11 10.8
Total 102 100
Source: Socioeconomic survey for the Elevated Highway project, July 2017

3.3.4. Land and property ownership

181. Table 3.30 shows the land and house ownership in affected GNDs. As per the
Department of Census and Statistics data, about 73% households have title ownership. About
22% houses are rented and 2.4% are encroachers.

Table 3.30: Ownership of the Land and house

Administrative Total Owned by a Rent/Leas Rent/Lease‐ Rent free Encroached Other
divisions Housin household e‐ Privately occupied
g member Governme owned
nt owned
Colombo DSD

1. Nawagampura 1,465 1010 4.37 158 0.68 267 1.15 18 0.08 6 0.03 6 0.03
Thimbirigasyaya
DSD
1. Dematagoda 4101 2954 12.77 467 2.02 542 2.34 95 0.41 4 0.02 39 0.17
2. Wanathamulla 3963 3132 13.54 339 1.47 435 1.88 32 0.14 4 0.02 21 0.09
Sri J’pura DSD

1.Welikada East 1743 1267 5.48 63 0.27 317 1.37 46 0.20 47 0.20 3 0.01
2.Welikada West 1505 1077 4.66 33 0.14 261 1.13 84 0.36 30 0.13 20 0.09
3. Obesekarapura 2858 1898 8.21 62 0.27 436 1.89 29 0.13 384 1.66 49 0.21
Kolonnawa DSD
1. Orugodawatta 1260 975 4.22 80 0.35 159 0.69 38 0.16 5 0.02 3 0.01
2.Gajabapura 633 410 1.77 43 0.19 172 0.74 6 0.03 1 0.00 1 0.00
3.Meethotamulla 1906 1558 6.74 55 0.24 247 1.07 20 0.09 10 0.04 16 0.07
4. Wijayapura 755 539 2.33 18 0.08 183 0.79 8 0.03 1 0.00 6 0.03
5. Salamulla 1226 770 3.33 193 0.83 211 0.91 9 0.04 43 0.19 - -
6. Madinnagoda 899 726 3.14 5 0.02 153 0.66 8 0.03 4 0.02 3 0.01
Kaduwela
1. Kotuwegoda 815 558 2.41 27 0.12 176 0.76 27 0.12 21 0.09 6 0.03
Total 23,129 16874 72.96 1543 6.67 3559 15.3 420 1.82 560 2.42 173
9 0.75
Department of Census and Statistics, 2012

182. Out of the surveyed sample, 45.1% are non-title owners with permit. 32.3% of
households are title owners and 20.6% are non-title owners without permits. Refer Table 3.31
for information.

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Table 3.31: Land Ownership
Land ownership status No of Households Percentage (out of
total families)
Sole Deed/Title Holder 33 32.3
Non Title Owner without Permit 21 20.6
Non Title Owner with Permit 46 45.1
Share ownership with another person 00 0.0
Owner but has leased the property to 00 0.0
another person
Lessee / renter 02 2.0
Tenant 00 0.0
Total 102 100
Source: Socioeconomic survey for the Elevated Highway project, July 2017

3.3.5. Social issues observed in the Project Area

183. During the Land Acquisition and Resettlement Survey carried out for the Elevated
Highway project from New Kelani Bridge to Rajagiriya by ESDD, RDA various social issues
were observed in the surveyed community which needs to be considered in land acquisition
and resettlement planning. Following are such key issues identified during the survey.

Unmarried/ Divorced/ Separated / Widow and widower Status of AHHs

184. The total number of households surveyed were 746. With regard to the marital status
of Affected Households (AHH), 3.3% are unmarried and widow/widower population is 11.4%.
Further 30.1% of widows are found in the surveyed sample which needs extra attention during
land acquisition and resettlement. Divorced and separated population is 0.8% and 2.3%
respectively. The table 3.32 summarizes the civil status of affected household heads.

Table 3.32: Unmarried/ Divorced/ Separated / Widow and widower Status of AHHs
Civil Status Male Female Total
No. of % No. of % No. of %
Persons Persons Persons
Unmarried 19 3.8 6 2.4 25 3.3
Divorced 1 0.2 5 2.0 06 0.8
Separated 2 0.4 15 6.1 17 2.3
Widow/widower 11 2.2 74 30.1 85 11.4
Source: Land Acquisition and Resettlement Survey, September to December 2017, ESDD/RDA

Dependent Population (Total No. of Persons = 3615)

185. Out of the total population surveyed, 37% are dependent. The population below 17
years of age is about 29%. Out of the total population the dependent male population aging
61 years and above is 7% while dependent female population is 9.1%. Dependency of the
surveyed population is presented in table 3.33 below.

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Table 3.33: Dependent population.
Age Male Female Total
No. of Persons % No. of Persons % No. of Persons %
5 and below 168 9.3 134 7.4 302 8.4
6 - 17 384 21.3 356 19.6 740 20.5
61-70 94 5.2 123 6.8 217 6.0
71 and above 32 1.8 41 2.3 73 2.0
Source: Land Acquisition and Resettlement Survey, September to December 201 7, ESDD/RDA

Vulnerable Households

186. The vulnerable are very sensitive people for changes in the socioeconomic
environment, and additional care has to be paid for them in Resettlement approaches. Out of
746 surveyed households 51.5% are vulnerable from various aspects, among them 246 or
64.1% are female headed households, 90 or 23.4% are elderly household heads and 48 or
12.5% are physically disabled persons (5 disabled persons, 42 persons suffering from long
term illnesses and 1 having psychiatric disorders). All vulnerable households need special
assistance and support to recover their losses and achieve full Resettlement benefits. The
table 3.34 shows the affected vulnerable households of the project.

Table 3.34: Vulnerable households.

DS Division Female headed Elderly headed Physically Total
household household disabled
households
Kolonnawa 25 18 05 48
Thimbirigasyaya 218 68 40 326
Sri Jayawardhanapura Kotte 2 3 2 07
Kaduwela 1 1 1 3
Total 246 90 48 384
Source: Land Acquisition and Resettlement Survey, September to December 201 7, ESDD/RDA

187. In addition to above issues identified during the Land Acquisition and Resettlement
Survey, few other complications were also noted during the public interviews carried out by
ESDD. As expressed by the persons interviewed, these complications disturb their normal life
and result loss of comfort. Following are the major issues arose by the public.

 Illegal drug addiction

 Frequent inundation of houses
 Surrounding polluted environment
 Hindering the private life due to congested houses

3.3.5. Archeologically protected sites along the proposed trace

188. During the EIA study, no any archeologically protected site or monument was found
within or adjacent to the proposed ROW of the elevated highway. However, ESDD, RDA has
already requested Department of Archaeology to carry out an Archaeological Impact
Assessment to get it confirmed.

77
3.3.6. Proposed and ongoing Development Projects

New Bridge over Kelani River

189. RDA has proposed a construction of a new Bridge across Kelani River close to the
existing Kelani Bridge to cater the increased traffic demand. The starting point of the project
is Colombo Katunayake Expressway and the end point is Orugodawatta junction. The
approximate length of the main bridge over Kelani River is 185m. There are three
interchanges: Kelanitissa interchange, Orugodawatta interchange and interchange to the Port.
The number of lanes from Expressway to Kelanitissa interchange is six lanes while other
sections are four lanes. This project is funded by JICA and the project will start construction
in end of 2017. The proposed elevated highway from New Kelani Brdige to Rajagiriya for which
this EIA is conducted is an extension of the New Kelani Bridge which starts at Orgodawatta
end.

Kelani Valley Railway line

190. Ministry of Transport and Civil Aviation (MoT&CA) and Sri Lanka Railways (SLR) have
proposed to improve the suburban railway system under Colombo Suburban Railway Project
(CSRP) funded by Asian Development Bank (ADB). Improvement of the Kelani Valley line (KV
line) from Maradana to Awissawella has been identified as one of the priority subprojects
under this project. Kelani Valley line from Maradana to Padukka will be constructed as a
double line (Elevated from Maradana to Kottawa, Malapalla) and existing single line from
Padukka to Avissawella will be rehabilitated.

191. At Ch 0+125km of the Baseline Link road of proposed Elevated Highway crosses the
Kelani Valley line and RDA is in discussions with SLR and CSRP to synchronize both projects
at the particular crossing point.

Port Access Elevated Highway

192. This is an elevated highway proposed by Road Development Authority which is again
an extension of the New Kelani Bridge towards Colombo across the port. Port access elevated
highway starts from the Ingurukade End of the New Bridge over Kelani River and terminates
at Colombo Port City. RDA expects to construct this highway with financial assistance from
ADB.

Proposed Elevated Highway from Rajagiriya to Outer Circular Highway (OCH)

193. This is an elevated highway proposed project by RDA to extend the Elevated Highway
(for which this EIA is prepared) from Rajagiriya to connect the existing Outer Circular Highway
(OCH). With this highway, a direct connection will be facilitated from New Kelani Bridge to
OCH. This project is still at feasibility study phase.

Light Rail Transit Project

The Ministry of Megapolis and western Region Development has proposed a Light Rail Transit
(LRT) network for the western Region as one of their key developments in the transport master
plan. The proposed LRT route starts near Fort Railway station and ends at the depot site in
the paddy area adjacent to Chandrika Bandaranayake Kumarathunga Mawatha, Malabe. It
passes through Gamini Hall junction after crossing the Fort - Maradana Rail road, Ibbanwala

78
junction, Lipton circus, ward place, Borella junction parliament road near Rajagiriya Mc
Donalds. It crosses Diyawanna lake at Diyatha uyana and crosses Battaramulla junction after
traversing behind Sethsiripaya and runs passing Palan thuna junction, (via Denzil
Kobbekaduwa mawatha), Koswatta junction, Thalahena, Malabe junction. The total length of
the LRT line is 16 km. Trace proposed for LRT comes to close proximity of the end point of
the elevated highway near HSBC Bank.

Rajagiriya Flyover

194. The flyover construction at Rajagiriya junction is an ongoing project by Road

Development Authority. The length of the flyover is 534m including ramps. The flyover is four
lane and width is approximately 17.4m. The objective of the project is to ease the traffic and
accidents at the four-legged junction.

Sewerage Improvement Project of Sri Jayawardenapura Kotte

195. NWSDB is implementing a sewerage improvement project in Sri Jayawardenapura

Kotte DS division. It is a project funded by JICA and this division was selected under 15 major
cities of Sri Lanka. The main objective of the project is to alleviate water pollution through
implementation of sewerage development.

3.3.6. Planned development activities within the project area

Table 3.35: Planned Development Activities – District Level - Colombo

Activities District Secretariat
allocation
Sanitary and other facilities for rural schools 90.0
Gamaneguma 660.0
Gamaneguma 663.0
Wildlife conservation at selected DSDs -
Implementation of proposals by peoples’ request 350.0
Decentralized budget 100.0
Development Emerging Regions 2,232.0
Intra Regional Development 390.0
Minor Irrigation 28.0
Divineguma 300.0
Total 4,813
Source: Ministry of Economic Development

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Table 3.36: Planned Development Activities – District Level – Colombo by UDA
Planned Development Activities UDA planned projects
Land extent Ownership Project Funding Date of
cost completio
n
Western province
Colombo
01. Slave Island redevelopment 8 Acres UDA 6,000 TATA 2016
project, stage - 1 Mn housing
02. Slave Island redevelopment 3 Acres Railway, UDA, 1,100 Foreign 2016/2017
project, stage - 11 private Mn
03. Makumbura new township 21 Acres JICA, UDA, 3,000 JICA, UDA, 2017/218
development project RDA, Privata Mn RDA,
Privata
04. Nugegoda supermarket 3 Acres UDA, Kotte 1,000 Private 2017/2018
development project MC Mn sector
05. Beddagana Bio-diversity park & - UDA 350 Mn World Bank 2015
Rampart nature park
06. Homagama town development 12 Acres UDA, Private 600 Mn UDA 2016
Private
07. Godagama town development 4.5 Acres UDA 111 Mn UDA, 2016
project Private
08. Mahenawatta town development 120 Acres UDA 600 Mn UDA, 2016
Private
Source: Wikipediya

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Chapter 4 – Anticipated environmental impacts of proposed project

196. Proposed elevated highway from Orugodawatta to Rajagiriya with link road from
Baseline road is proposed to be constructed in order to reduce the traffic congestion within
city limits of Battaramulla and Colombo. The highway is proposed to be constructed mainly
over the canals and canal banks of Dematagoda and Kolonnawa canals. As discussed in
section 1.4.6 the “Risk Assessment Matrix” (RAM) approach was used to determine the
significant impacts. The RAM for this study considered 25 key activities (two in pre-
construction, 19 during construction and four during operation) and 24 environmental and
social risks/ issues as follows;

Key activities considered

 Pre-construction  Survey works
stage  Land acquisition and resettlement
 Construction stage  Establishment of worker camps
 Establishment and operation of yard and stores
 Clearing of ROW
 Construction/ operation of pilot road
 Piling works on land
 Piling works on canal bed
 Construction of sub-structure
 Construction of super-structure
 Pavement works
 Operation of disposal sites
 Operation of quarries and burrow sites
 Operation of plants (concrete batch mixing,
Asphalt and crusher)
 Lane marking and fixing of road furniture
 Construction of tall gates, administrative buildings
and accommodation for staff
 Removal of temporary pilot road
 Rehabilitation of damaged areas
 Shifting of utilities
 Canal Widening
 Transportation of material and debris
 Post-construction  Cleaning & maintenance of canals (Kolonnawa &
and operation Dematagoda)
stage  Maintenance of road surface and furniture
 Maintenance of Kolonnawa marsh
 Movement of vehicles

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Key risks/ issues and environmental category
 Depletion of natural resources Physical and biological
environment
 Soil erosion & sedimentation of water bodies Physical and biological
environment
 Blockage & changes to surface hydrology Physical, biological and social
(including drainage) environment
 Contamination of surface & ground water Physical, biological and social
environment
 Spills of chemicals and fuel Physical, biological and social
environment
 Accumulation & disposal of construction Physical, biological and social
waste (including unsuitable soil & muck) environment
 Generation of dust and exhaust gases Physical, social and biological
environment
 Nuisance from noise and vibration Social and biological environment
 Vibration and damage to property Social and biological environment
 Accidental fires Social and biological environment
 Changes in visual environment Social and biological environment
 Accumulation of water and breeding of flies/ Social and biological environment
mosquitoes
 Accumulation and disposal of MSW Social and biological environment
 Physical displacement of community Social environment
 Economic displacement of people and private Social environment
companies
 Loss of relatives and community Social environment
 Loss of community services (Education, Social environment
health, administrative)
 Hazards & accidents to workers Social environment
 Hazards & accidents to public Social environment
 Interruption to traffic flow Social environment
 Interruption to utility services Social environment
 Damage to archeological/ cultural heritage Social environment
sites
 Damage to common properties/utility services Social environment
 Damage to vegetation (Marshy) beyond ROW Biological environment
 Damage to habitats and ecosystems Biological environment
 Road kills (Animals and birds) Biological environment

197. Impacts of the proposed project shall be beneficial and adverse in nature. Their
significance shall vary, where some being short term minor to long term catastrophic. Impact
categorization is based on the “Risk” score which is the multiplication of likelihood and
consequence scales. This chapter discusses the possible impacts of the proposed project
based on the outcome of the RAM. Please refer annex 4.1 for the RAM.

82
Impacts are presented under main topics of socio-economic impacts, hydrological impacts,
impacts of noise and vibration, impacts on ambient air quality and water quality (surface and
ground water), biological/ ecological impacts, impacts on archaeological sites, and issues of
traffic, health and safety. Impacts are presented in order of their significance.

4.1 Hydrological impacts

4.1.1. During design stage to minimize operational impacts

198. As detailed above, the proposed highway from Orugodawatta to Rajagiriya is to be
located over existing canals in order to minimize the resettlement impact. And on the other
hand, it is decided to construct the highway on an elevated structure so as to mitigate the
hydrological impacts that would be resulted if embankments are constructed for the highway.
With the introduction of the elevated structure, the possible impacts to the hydrology of the
project area shall be greatly minimized and drainage of the canals will not be disturbed while
no change to the retention capacity could be ensured.

199. However with the placement of the elevated structure along the canals, it is possible
to locate piers of the structure fully or partially within the canals. Therefore if the permeant
piers are located fully or partially within the canal, a bottle neck can be created for the
conveyance of the canal while the flow velocity could be increased. Bottle neck conditions can
increase the flood level of the canal. Under the hydrological study conducted for the elevated
highway, five representative locations along the trace were modelled which are critical with
respect to hydrology as given in the figure below. Change in the water level and the flow
velocity due to the location of permanent piers within the canal were extracted at the particular
locations from the model in order to identify the impact. Table 4.1 below summarises the
impact due to location of permanent piers within the canal at the locations studied.

83
Figure 4.1: Locations of modelling

Table 4.1: Impact at studied location due to permanent piers

Canal Location Water level (m MSL) Velocity (m/s)
Existing With Rise Existing With Rise
piers piers
Dematagoda 1 2.38 2.38 0 0.72 0.94 0.24
Canal 2 2.42 2.43 0.01 0.48 0.7 0.22
3 2.46 2.47 0.01 0.22 0.24 0.02
Kolonnawa 4 2.47 2.48 0.01 0.46 0.62 0.16
canal 5 2.48 2.49 0.01 0.15 0.2 0.04
(Source: Hydrological Study Report, SLLRDC, 2017)

200. If the permanent piers of the highway are located in the canal, the maximum rise of the
water level will be approximately 1cm. However change to the flow velocity is significant and
at the location 1 it is estimated around 0.24m/s. The rise of the flow velocity can cause scouring
of the canal bed and bunds. As per the Hydrological study, 0.716m/s rise of the flow velocity
can cause movement of canal particles. Therefore it is expected that rise in the flow velocity
can damage the canal bed and bunds during the operational phase.

84
4.1.2. During Construction stage

201. During the construction stage, temporary access roads will be constructed in order to
reach the construction sites and temporary flat forms at pier locations shall also be formed to
facilitate construction activities at piers. The coffer dams established to form the temporary
access roads and flat forms will reduce the effective width of the canal for water flow and will
retard the flow of the canal by forming bottle necks during the construction stage. The
minimum width of the Dematagoda Canal is found to be 20m therefore reduction of the width
will severely affect the flow of the canal.

202. Under the hydrological study, the impact to the canals have been studied for five
scenarios i.e. canal blocked by coffer dams having widths of 2m, 3m, 5m, 7m and 10m for a
10 year discharge of the Dematagoda Canal which is 26m3/s. As found in the study, extending
the coffer dam more than 7m will create severe bottle necks to both Dematagoda and
Kolonnawa canals.

203. Further, the bottle necks created during the construction phase will impact the water
level of the upstream of Dematagoda and Kolonnawa canals and as a result, the 50 year water
level in the Parliament Lake will rise by 0.15m which can make flooding condition in the
surrounding.

204. Access roads will possibly be constructed along/across the marshy area to reach the
construction sites and water level at upstream of the marsh could rise if adequate cross
drainage structures are not introduced to the access roads. Following is the impact resulted
by a conceptual access road with no cross drainage condition which was modelled under the
hydrological study.

Elevated
Highway

Access Road

Figure 4.2: Inundated areas of marsh with no impact of the access road

85
 Elevated
Highway

Access Road

Figure 4.3: Inundated areas of marsh with the impact of the access road (with no lateral culverts)

205. As mentioned in the figure 4.3, comparatively a larger area will be inundated if
adequate cross drainage structures (lateral culverts) shall not be introduced to the access
roads.

206. In addition, temporary impacts will be possible to waterways due to disposal of

unsuitable soil, debris, other denuded matter and erosion of soil and such activities will reduce
the drainage capacity and flood retention capacity of waterways.

4.2 Resettlement and Socio-economic Impacts

4.2.1 Impacts due to land acquisition

a. Loss of land

207. Other than the sections of the elevated highway located within canals, the rest follows
mostly residential and commercial areas. Therefore lands within such sections need to be
acquired for the project. Subsequently, based on the Land Acquisition and Resettlement
Survey (LARS) conducted by ESDD, 750 land lots having individual ownership need to be
acquired and following table 4.1 shows the details of the affected land lots. In addition, land
lots owned by the government, largescale companies, community owned properties and
religious places located within the proposed ROW will also be acquired and details of such
land lots are presented in tables 4.7 to 4.11 below.

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Table 4.2: Affected lands and the extent
Type of Land No. of lots Affected Area (ha)
Residential lands 622 2.51
Commercial lands 34 0.54
Residential cum commercial 84 0.38
lands
Other 10 0.19
Total 750 3.62
Source: LARS data for the Elevated Highway Project, November 2017

208. Table 4.3 below presents the distribution of affected land lots among the affected GN
divisions (Please refer annex 2.1 for the location of GN divisions along the trace of the elevated
highway).

Table 4.3: Distribution of affected land lots among affected GN divisions

DS Division GN Division Re Area Com Area Resi Area Other Area TO TOT
& T Area
Com
m
Kolonnawa Meethotam 73 0.36 3 0.004 14 0.102 3 0.15 93 0.62
ulla

Dematagod 145 0.68 3 0.012 14 0.064 1 0.014 163 0.76

a
Thimbirigas Borella 48 0.4 2 0.018 10 0.052 0 0 61 0.47
yaya North
Wanathamu 337 1.02 21 0.07 45 0.156 0 0 407 1.26
lla
Sri Welikada 11 0.02 2 0.011 1 0.002 0 0 15 0.04
Jayawardha West
napura

Kaduwela Kotuwegod 8 0.03 3 0.427 0 0 0 0 11 0.47

a
Total 622 2.51 34 0.543 84 0.376 4 0.164 750 3.62

209. Furthermore, based on the LARS the total number of affected families are 1,010
including 750 main families and 260 sub families, which records a population of 3,615 persons.
Most of these families reside in huts or permanent structures which are rudimentary in nature.
Due to the acquisition of lands for the project, these families will have to be removed from their
existing location.

210. Among the affected households, majority is living along the canal banks in temporary
huts and semi-permanent structures. These people have been provided a license for the
development they have done on the land by National Housing Development Authority (NHDA)
or by the relevant local authority of the area. The land ownership of the project affected
population is given in the following table.

211. Out of the project affected households, majority are licensed owners (64.5%) while
14% of households are title owners and 2.3% are renters or lessees. Refer Table 4.4 for
information.

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Table 4.4: Land ownership status of the households
Ownership status No of Percentage (out of
Households total families)
Title Deed 105 14
With license 484 64.5
Lease / rent 17 2.3
Without license 116 15.5
Other 28 3.7
Total 750 100
Source: LARS data for the Elevated Highway Project, November 2017

b. Number of structures to be demolished and relocated

212. As a result of the land acquisition, 740 structures will be affected of which 106 will be
partially and 634 will be fully affected. Details of the affected structures are provided in table
4.5 given below.

Table 4.5: Affected structures

Divisional Use of the Partially Fully Total

Secretariat structure Affected Affected
Division
Kolonnawa Residential 15 58 73
Commercial 01 02 03
Residential cum 01 13 14
Commercial / Self
Employment
Sub total 17 73 90
Residential 60 470 530
Commercial 02 24 26
Thimbirigasyaya
Residential cum
Commercial / Self 17 52 69
Employment
Sub total 79 546 625
Residential 08 03 11
Sri Commercial 02 02
Jayawardanepura Residential cum
Kotte Commercial / Self 01 01
Employment
Sub total 09 05 14
Residential 08 08
Commercial 01 02 03
Kaduwela Residential cum
Commercial / Self
Employment
Sub total 01 10 11
Grand Total 106 634 740

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4.2.2. Adverse Socio-economic impacts

a. Impact on Livelihood

213. As per the LARS of ESDD, the livelihood of the most of the affected people living in
the project area are skilled or unskilled labour. The rest are involved in private sector and
government sector employments. Table 4.6 given below shows the employment details of the
affected people.

Table 4.6: Affected employment categories

Income category Primary Source
(No. of Persons)
Government Services - 25
Executives
Government Services other 121
grades
Private Sector - Executive 36
Private Sector other grades 272
Commercial Activities 151
Self-Employment 96
Foreign employment 94
Labour - Skilled 313
Labour - Unskilled 178
other 05
Total 1291

214. Due to land acquisition, about 34 shops, 42 shop houses and 42 self-employed places
will be fully demolished and households who own such structures will permanently lose their
livelihood. Livelihood of the households who are engaged in government and private
organizations will also be negatively affected if they will be resettled elsewhere where their
work places are not easily accessed. Most of the PAPs are currently used to engage in several
jobs in shift basis due to convenient access from the current location and this will be badly
impacted if they will be resettled in locations which are far from the existing location. Further,
people who carries out business activities in their houses will lose their customer base and
also will be detached from the community they currently live in.

215. In addition to above, following impacts will also be possible due to land acquisition for
the elevated highway.

 Parting from relatives and neighbors with whom the PAPs have social relationships
 Increased travel distance, time and cost to working places, schools, hospitals etc…
 Social conflicts with the host community where they will be resettled

216. During the LARS, 384 vulnerable families were encountered whom livelihood will be
significantly affected with the resettlement.

217. In addition to individual livelihood activities, lands and buildings of six companies will
also be affected due to construction of this highway. Details of such buildings are given below.
Pictures and the location of the affected companies are given in annex 4.2.

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Table 4.7: Affected companies
Name of the company Address Type of impact
Fairway Holdings The Fairways, No.100, No impact to the
Buthgamuwa Road, structure. 0.0008 ha of
Rajagiriya land (parking area) will
be affected.
Under Water Safari's Ltd No, 146, Aramaya Road, Two structures will be
Dematagoda affected (fully-1, partially
- 1) 0.16 ha of land area
will be affected.
Flexy Print Pvt, Ltd Flexy Print, Aramaya One Building will be
Road, Dematagoda partially affected. 0.0639
ha of land will be
affected.
Rank Container No.246, Avissawella Two storied building
Terminals Ltd Road, Orugodawatta , one four storied
building, water tank and
weigh bridge will be
partially affected. 0.9121
ha of land will be
affected.
Ceylon Shipping line Ltd No. 70, Avissawella Five structures will be
Road, Wellampitiya, affected. Land extent is
Orugodawatta 0.8262ha.
Ceylon Operators No.95, Gnanawimala One structure will be
Road, Dematagoda, fully affected. Land
Colombo 09 extent is 0.0158ha

4.2.3. Impact on historical/ cultural monuments/ areas

218. During the LARS, no archeologically important places were identified within the project
area.

219. However construction of this highway will affect five temples, two Buddha statues and
sacred tree, one Christian shrine and seven Kovils. Details are given in the table below.
Pictures taken at such places and their location are presented in annex 4.2.

Table 4.8: Affected temples

Name of the temple
Sri Gnanawimala Temple
Sri Gnanaseeha Temple
(Along baseline link road)
Sri Dharmashrama Temple
(Along baseline link road)
Location Magnitude of Impact
No.11/2, Gnanawimala parapet wall will be affected
Maha Viharaya,
Dematagoda, Colombo 08
No 01, Sri Gnanaseeha A Buddha statue, and parapet wall
Viharaya, Base line will be and two permanent
Mawatha, Colombo 09 buildings will be affected
No. 37, Base line Mawatha, Parapet wall, Mal Asanaya and
Colombo 09 Buddha statue will be affected

90
 Vivekarama Temple 235/1,Seewali lane, Parapet wall, one permanent
colombo 08 building and three toilets will be
affected
Maithree Bo Sewana Bhodhi Arakshaka Bomaluwa will be affected
Sabhawa,Meethotamulla
Bo tree and Buddha statue at 382/1, Baseline Access Fully affected
Wanathamulla (Along baseline Road, Halgahawaththa,
link road) Borella
Buddha statue (Along baseline Baseline Access road, Fully affected
link road) Wanathamulla,
Dematagoda

Table 4.9: Affected Kovils

Name of the Kovil Location (GPS Coordinate) Magnitude of impact

Sri Vishvandar Swami N 060 56' 23.95'' Fully Affected

Samadha Vishalakshmi
Ambhal Kovil - Kolonnawa
Vanathamulla Kovil (Access
road)
Muni Amman (Kali Meni) Kovil
Muni Appa Kovil
Hindu Kovil
Sri Maha Aghora Veera Bhadra
Kali Amman Kovil
Kadawara Dewalaya
E 790 52' 59.81''
N 060 55' 32.41'' Fully Affected
E 790 53' 02.21''
N 060 55' 32.24'' Fully Affected
E 790 53' 01.68''
N 060 56' 18.78'' Fully Affected
E 790 52' 59.50''
N 060 56' 18.78'' Fully Affected
E 790 52' 59.50''
N 060 55' 54.66'' Fully Affected
E 790 52' 58.05''
N 060 55' 32.40'' Fully Affected
E 790 53' 2.40''

220. Christian shrine located in Wanathamulla, (N 060 55' 32.17'', E 790 52' 50.75'') will also
be fully affected due to construction of baseline link road.

4.2.4 Impacts on Government and Common Properties

221. As given in the table 4.10 and 4.11, six government properties and five common
properties will be affected due to this project. Location and pictures taken at these locations
are presented in the annex 4.2.

Table 4.10 Affected government properties

Name of the Institution Location (GPS Magnitude of impact
Coordinate)
Sri Lanka Land Reclamation N 060 55' 00.13'' 0.3176 ha land area (work site) will
and Development Cooperation E 790 53' 59.15'' be affected.

N 060 56' 37.16'' 0.1805ha land area will be

E 790 52' 44.27'' affected. Five permanent buildings,

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 One temporary building, water
tank, diesel tank, two toilet pits and
cement drainage will be fully
affected. One permanent building
will be partially affected.
Ceylon Petroleum Cooperation From; Seven buildings will be affected.
N 060 55' 52.28'' Land extent is 0.3552ha.
E 790 53' 01.51''
To;
N 060 55' 25.77''
E 790 53' 27.48''
Play ground; Four structures and part of the
Department of Railway N 060 55' 31.45'' playground with score board will be
(Quarters and playground) E 790 52' 42.49'' affected. Land extent is 0.2156ha.
Quarters
N 060 55' 32.83''
E 790 52' 55.31''
Ceylon Electricity Board From N 060 55' 08.45'' Six structures and two bridges
E 790 52' 54.96'' to (Electricity cables) will be affected.
Land extent is 0.5307ha.
N 060 55' 57.76''
E 790 52' 57.07''
N 060 55' 52.73'' 0.0060ha land area will be
National Water Supply and E 790 53' 00.23'' affected.
Drainage Board
Veluwana College with N 060 55' 32.83'' Two school buildings, playground
Playground (Baseline link road) E 790 52' 55.31'' and toilet will be partially affected.
Land extent is 0.18630ha.

Table 4.11: Affected Common properties

Name of the property Location
Community Hall N 060 56' 23.95''
(Wadugodawaththa) E 790 52' 59.81''
Community Hall (Seewali N 060 55' 32.54''
Patumaga) E 790 52' 57.56''
Baseline Playground N 060 55' 32.10''
E 790 52' 51.75''
Common Toilets N 060 55' 32.68''
E 790 53' 02.29''
Common Toilets N 060 55' 30.90''
E 790 53' 03.51''
Magnitude of impact
Community hall will be fully
affected and 0.1415 land area will
be affected.
Community hall will be fully
affected and 0.0065ha land area
will be affected
Part of the playground will be
affected. Land extent is 0.0042ha.
Fully affected (0.0010ha.)
Fully affected (0.0025ha)

4.3 Impacts due to interruption of existing utility facilities

222. Interruption of existing utility facilities such as sewer lines, electricity,
telecommunication and water lines occur due to the shifting of these lines. Such activities
could occur during pre-construction or at very early stages of construction. Residents in the

92
project area are highly dependent on these services, even temporary interruption would affect
their day to day life. Therefore the impact of interruption to existing utility facilities is considered
as “High” in impact categorization.

223. Major utility and service lines observed along the elevated highway and the link road
to Dematagoda and the possible impact to them are listed below;

 The trace of a 700 mm diameter forced main sewer line between chainage 0+000 and
CH 0+200 and sewer pipes at chainage 2+080 near Kolonnawa Bridge are in conflict
with the proposed main trace alignment. Temporary disruption to the service shall
occur if these sewer lines are to be shifted.
 The 11 kV overhead lines at chainage 1+980 to 2+100 and chainage 2+520 to 2+580
shall need to be raised or relocated. There will be a temporary disruption to the
electrical supply during the time of shifting the supply cables.
 The overhead electrical high voltage cables of 132 kV and 33 kV of the CEB and 11
kV cables of CEB and LECO close to the main trace and Baseline link road.
 The alignment of the proposed elevated highway clashes with the facilities in the CEB
Kent Road complex, that include cable support bridges spanning across Dematagoda
canal, CEB Buildings, overhead and buried cables of 132 kV and 33 kV capacity.
Relocation of this facility is a major activity which shall cause temporary disruption to
electricity supply to its consumers.
 The street lights, especially on the Base line link road (i.e. street lights along Sri
Nigrodarama Mawatha) have to be relocated.
 Under ground water and drainage lines at Orugodawatta junction and Kolonnawa
Bridge may get damaged during construction activities of the main trace.
 The telecommunication lines at Orugodawatta Junction need to be shifted. Therefore
it is anticipated that a temporary disruption of the services during the shifting.
 Construction activities across the main line and Kelani valley line of Sri Lanka Railways
could damage the railway tracks, causing a temporary shutdown of train operations
along these two line. Such shutdown shall adversely to all train commuters and freight
transported on these two lines.

224. Interruption to these facilities shall only occur during their shifting and shall not be a
long term impact. The impact shall not occur due to operational activities of the proposed
project.

4.4. Impacts on traffic flow along existing roads

225. Interruption to traffic flow along existing roads and movement of trains along main line
and Kelani valley line of Sri Lanka Railways would occur during construction as well as the
operational stage of proposed project. The impact is considered “High” during construction
and “Moderate” during operation of the highway.

During construction stage

226. Existing canal maintenance roads which shall be used as service roads for
construction are also used by public for their transport needs. These service roads shall at
least need to be linked with Baseline road, Kolonnawa road, New Kolonnawa road,
Madinnagoda road and Buthgamuwa road. Such link is required to transport construction
material to site. Material for construction of Baseline link road shall be transported along Sri

93
Nigrodarama road. Concrete which shall be the main construction material shall be brought to
sites using ten wheeler mixer trucks. Pre-stressed beams shall also be brought to site from
their casting yards using long vehicles. Other than these vehicles; piling machines, cranes or
gantries for beam launching shall also be transported through above roads to the construction
sites. Even though the number of such vehicles shall not be over 10 – 15 Nos. in a given time,
the movements of these construction vehicles which are large in size shall cause a hindrance
to other vehicles moving along these roads.

227. Heavy traffic congestion is a prominent in most of these roads during day time and
there will be a significant time loss in construction activities if material are to be transported
during such traffic hours.

228. Traffic movement shall need to be interrupted during beam launching activates across
Kolonnawa road, New Kolonnawa road, Madinnagoda road. Movement of trains on main line
and Kelani valley lines shall also need to be interrupted during beam launching across these
railway lines.

229. Excavated material or debris of piling works shall need to be transported to identified
disposal sites. This again shall be through these existing roads using six or ten wheeler dump
trucks. Operation of such dump trucks during traffic hours shall also create a hindrance and
nuisance to existing traffic along these roads.

230. Heavy vehicle congestions shall occur at Orugodawatta, Dematagoda and

Buthgamuwa road junctions and at points where Kolonnawa road, New Kolonnawa road,
Madinnagoda road are linked with service roads. Possible locations of where such traffic
congestions would occur are presented in figure 4.4.

Operational stage

231. Operation of elevated highway, it is expected to provide an alternative route to traffic

which flows towards Battaramulla and vice versa mainly from Colombo which has a positive
impact on transportation efficiency within the Colombo city limits. However, it is observed that
“Bottle necks” shall occur at the southern end of the highway, i.e. near Rajagiriya along
Buthgamuwa road and especially New Parliament road (as shown in figure 4.4). Under such
situation there shall be traffic congestions especially at the intersections of EH and these two
roads. No such significant congestions shall occur at the northern end of EH as it is linked with
the southern end of the new bridge which is being constructed across Kelani River.

232. Canal cleaning operations carried out by SLLRDC shall generate dredged waste
material. Transporting such waste along the existing roads using large dump trucks will cause
a hindrance and nuisance to existing traffic. However such impact shall only be created during
transportation of such waste material.

233. The impacts to existing traffic flow during construction and operational stages could be
avoided, minimized and mitigated.

94
Figure 4.4: Possible traffic congestion areas
95
4.5 Impacts on health of workers and pubic
234. As the project is located in an urban environment the possibility of spread of contagious
dieses and other communal diseases among workers and communities lining especially near
labour camps would be significant. Therefore the impact is categorized and “High” during
construction stage. Impacts on health of public shall still remain even during operation stage
which would also be “High”. Therefore this impact is considered as a “long term” impact.

During construction

235. Chances of spread of contagious dieses and other communal diseases would be high
within and near labour camps. Stagnant water (at construction sites such as borehole
locations) and domestic waste dumped at site (especially in worker camps) shall 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 who are also vectors of
human diseases.

236. If these workers are provided with inferior living facilities (labour camps) and poor
working conditions, their physical and mental health will be affected. This shall increase the
possibility of workers getting injured and also moving out of the project.

237. Exposure of works in to hazardous fumes and flames is another occupational hazard
during construction. Exposure to dust, exhaust gases and other fumes will lead to respiratory
diseases both in workers and public living close to construction sites.

238. 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.

During operation

239. The noise created by vehicles moving along the highway and their lights at night time
shall cause residents near the highway a nuisance and even health issues. The impacts of
noise and lighting are discussed in details under separate sections of this chapter.

240. Impacts on health of workers and public could be minimized and mitigated.

4.6. Impacts due to hazardous working conditions and accidents to workers and public
241. The impacts of hazardous working conditions and accidents to workers and public shall
be “High” during construction and the risk of accidents shall remain “High” for public during
operational stage. The risk of accidents shall be a “long term” impact.

During construction

242. Movement of large, long and heavy construction vehicles along roads used by
commuter traffic will increase the potential of collisions among these vehicles resulting in
damages to other vehicles and injuring or event causing fatalities to the occupants. Movement
of construction vehicles along narrow roads such as new Kolonnawa road or Madinnagoda
road would cause a significant threat to pedestrians who walk along the edges of these narrow
roads.

96
243. Heavy machinery used for pile driving operations, excavation works, trucks used to
bring construction material and takeout disposal material shall be operated within a very
limited space. The potential for a worker to get hit or crushed by such machinery is very high
due to this limited work space.

244. As the highway is to be constructed as an elevated structure the possibility of falling

off the construction platforms or from heights may happen if the workers do not use proper
safety measures when working at heights above 2 m from ground level. Workers would fall on
to the canals which are highly polluted and could get drowned.

245. Improper and unsafe handling and manoeuvring of precast structures shall cause
accidents to workers, operators of machinery such as cranes and damage the construction
machinery.

246. Use of electricity and power tools at construction sites and yards shall 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.

247. The construction sites of the EH are located very close to settlements and some roads
which are used by day to day traffic. The EH shall also pass over two railways lines used to
transport people and goods. Chances of construction material falling on to nearby settlements,
roads and railway tracks cannot be ruled out. If such construction material fall on a person/s
or vehicle stationed/ moving along the roads/ railway line there would inevitably be injuries to
people and damages to vehicles.

248. Impacts due to hazardous working conditions and accidents to both public and workers
is mainly caused due to the limited working space and as the proposed highway is to be
constructed as an elevated structure. The injuries to workers and public could be fatal in most
of the instances if proper measures are not taken.

During operation

249. Moving of vehicles along the elevated highway beyond stipulated speed limits and
reckless driving would be the main cause of accidents to occur during operation phase. If such
vehicle overtops the safety barriers and fall over to a nearby settlement area or on to the
facilities of CEB, CPC or on to the railway lines the damages caused to both public life and
property would be catastrophic.

250. Accidental fires could ensue in vehicles that move on the highway. Due to the nature
of restricted accessibility for firefighting personal and equipment to reach such incident the
fires could easily spread over to nearby settlement areas or on to the facilities of CEB, CPC
resulting a calamity to life and property and may even damage the highway.

251. Therefore careful design approaches in placing emergency facilities needs to be

considered to avoid such incidents during operation of the EH.

4.7. Impacts due to change in landscape

252. As this highway is to be built as an elevated structure it shall have a permanent impact
on the existing natural land scape which is already gone through a significant change due to

97
many high rising structures. The “visual” impact to the occupants especially the residents who
live in these building shall be “High”, thus needing careful design interventions. The impact
shall be mainly experienced during operation stage of the project.

4.8. Possible other impacts to neighbourhood during construction and operation

253. Activities related to construction and even operation of the proposed highway could
cause a nuisance to public living around the project area and sites used for extraction of
material (especially aggregate). However these impacts are considered as “Moderate” during
construction and operation stages.

During construction

254. It is expected that around 1,500 worker force including skilled and unskilled labourers;
Labour supervisors; machine operators; technical officers and site engineers shall be working
at site and yards.

255. The contractor/s shall bring in labour from other parts of the country or even from other
countries with 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 and other illegal activities may also increase within the project area causing a
nuisance to the neighbourhood.

256. Disposal of labour camp waste mainly food waste is likely to present a public nuisance
as there will be an attraction of stray dogs and other animals towards these waste. Washing
of concrete trucks at road sides of local roads will also be a public nuisance.

257. 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. Byroads within
the project area may also need to be temporarily closed during the construction hours. Such
road closures will also cause a nuisance to public in the area.

258. Night time illumination from work sites (flood lights) will be a nuisance to the nearby
settlements, especially in to residential blocks of Mihidusenpura and Sahasrapura flats.

These impacts except night time illumination shall only occur during construction
stage and can be mitigated.

During operation

259. The impact of night time illumination will remain even during the operational stage as
emitting light beams from moving vehicles and lamp posts of the highway shall fall on to nearby
residential structures. Multi story housing schemes of Mihidusenpura and Sahasrapura shall
become more sensitive to the stray light that is being directed towards their property and
windows.

4.9 Impacts on air quality

260. According to observations presented on ambient air quality under section 3.2.5 of this
report the measured values of SO2, NO2, and O3 are within the limits of AAQ standards. PM2.5
and PM10 measurements at Orugodawatta junction had significantly exceeded the AAQ
standards, while PM2.5 at location AAQ4 has also exceeded the AAQ standards. Although

98
located within an urban area with a lot of air pollution emission sources the ambient air quality
within the project area appears to be less polluted. Considering existing ambient air quality
impact on air quality is considered “Moderate” during construction and operational stages.

Impacts on air quality during construction

261. This highway is to be constructed over piers, thus the amount of earth works shall be
minimum compared to construction of a highway on an earth filled embankment. Earth work
operations in road construction is one of the main sources of emitting dust, as the amount of
earth work is less in the construction of this highway the incidents of dust shall also be
minimum. However other construction activities such as clearing of ROW, operation of quarry
and borrow sites, operation of crusher, asphalt and concrete batch mixing plants and operation
of construction machinery shall emit dust and exhaust gases which contains air pollutants.
Existing wind patterns in the area shall disperse such pollutants out of the project area. The
issues of scattering of dust shall be significant if quarry sites; crusher, asphalt and concrete
batch mixing plants are located close to human settlements.

262. Exhaust gases from construction vehicles and equipment shall also add to the
deterioration of existing air quality. Painting and any abrasive blasting (sandblasting) activities
could also emit fumes and dust that would deteriorate the air quality.

263. Construction activities carried out at locations with settlements such as Sahasrapura
housing scheme, Mihidusenpura housing scheme; and near Veluwana college, religious
places such as Gnanawimala Temple (2+300 – 2+400), Mosque at Masjid Road, Hindu Kovil
at (2+100 – 2+200) and Dharmasrama Temple along Dematagoda link road are especially
vulnerable to the degradation of air quality.

264. The health effects caused by air pollutants include difficulty in breathing, wheezing,
coughing and aggravation of existing respiratory and cardiac conditions which could be fatal.
Children, elderly persons and persons with respiratory ailments such as Asthma in the project
area shall particularly be vulnerable to increased dust levels in the atmosphere. Families with
such persons shall face extra burden as they will have to spend money to treat such aliments.

During operation

265. The impact on air quality will remain a factor during the operational stage of the project.
Emissions from vehicles travelling along the EH will be the contributing factor to affect the air
quality. However it is expected that with operation of EH the traffic congestions within roads
in Colombo and Battaramulla area will be reduced, thus the vehicular emissions along such
roads should reduce which shall be considered as a beneficial impact of the project.

266. Impact on air quality will be a long term impact requiring long term effective mitigation
measures.

4.10. Contribution towards global warming

267. 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.

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4.11 Impacts of noise
268. As stated in section 3.2.7, the existing noise levels in the project area is significantly
influenced by noise emitted by moving vehicles (and trains) during day and night time.
Measurement results show that existing noise levels at sampling locations ranged between
49-72 dB(A) during the day time and 44-66 dB(A) during evening and night times. Measured
ENL have already exceeded the respective maximum permissible level stipulated for
construction activities during evening and night time except at locations N4, N8 and N9. Impact
of noise will be “High” to “Moderate” during construction and shall remain as “Moderate” during
operation stage.

During construction stage

269. Noise generated by construction equipment and activities such as pile driving; and
operation of quarry sites and plants shall add decibels to the existing noise levels recorded in
the project area. Noise levels generated by equipment will greatly depend on factors such as
type of equipment, the specific model, the operation being performed and condition of
equipment. The equivalent sound level (Leq) of the construction activity also depends on the
fraction of time the equipment is operated over the time period of construction. Typical noise
levels created by different equipment at approximately 15m from the source is presented in
table 4.12.

Table 4.12: Typical noise levels generated by construction equipment

Typical noise Typical noise
level (dB(A)) at level (dB(A)) at
Equipment Equipment
15m from 15m from
source source
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, building equipment and home
appliances (Note: these values may vary with site conditions)

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270. Increase of noise levels shall be of temporary in nature restricted to construction stage.
Impact of noise shall mostly be of a nuisance to the public. However workers and public
exposed to high noise levels for prolong time durations could develop difficulties of hearing.

During operational stage of project

271. The speed allowed in the elevated highway will be at a maximum of 80 kmph. As per
information available in literature, the vehicle noise levels may be in the magnitude of 70 to 80
dB (A). A 24 hr noise measurement carried out by ESDD through ITI in Kaduwela – Kadawatha
section of Outer Circular Highway (on 12 & 13 of January, 2016) of which the desirable speed
limit is 100kmph, resulted traffic generated noise levels of 57 dB (A) during day time and 53
dB (A) during night time. Prolonged exposure to such noise levels will be a nuisance to public
in the settlement areas, especially for residents living in multi storied buildings such as in
Mihindupura flats and Sahasrapura flats. The nuisance to residents will be severe during night
time as considerable flow of traffic could be expected in an urban highway of this nature.
Therefore this impact could be considered as a long term permanent impact which needs to
be considered as significant.

272. Areas which are possibly be susceptible to noise impact during operational phase were
identified under the EIA by ESDD and PMU. Annex 3.2 presents the noise sensitive receptors
which were identified under the study.

273. Under the noise mapping carried out by ITI, predicted traffic generated noise levels
were calculated for year 2027 and 2032 as per the Guideline for Traffic Noise Assessment
Criteria for Expressways of CEA and noise impacted buildings during both day and night times
have been identified. Buildings at which the traffic generated noise level exceed the relevant
permissible levels as specified in the guideline in each segment (figure 1.4 above) is described
below. Table 4.13 presents road traffic noise criteria as specified in the guideline.

Table 4.13: Road traffic noise assessment criteria for residential land use
Assessment criteria dB (A)
Day (6.00 am – 9.00 pm) Night (9.00 pm – 6.00 am)
61 LAeq (15 hours) 57 LAeq (9 hours)
and and
63 LAeq (1 hour) 59 LAeq (1 hour)

Table 4.14: Road traffic noise assessment criteria for commercial land use
Assessment criteria dB (A)
Day (6.00 am – 9.00 pm) Night (9.00 pm – 6.00 am)
63 LAeq (15 hours) 58 LAeq (9 hours)
and and
65 LAeq (1 hour) 60 LAeq (1 hour)

Building evaluation for year 2027

Segment 1 – day time

274. As per the noise mapping report presented in annex 1.5, day time noise has exceeded
only at Mihidusenpura Housing scheme (1.0 – 1.3km on RHS) along the segment 1. As

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presented in figure 4.5, three buildings of Mihidusenpura Housing scheme exceed the day
time limit of 63 dB (A). Please refer annex 1.5 for more details.

Figure 4.5: Impacted buildings of Mihidusenpura Housing Scheme (Day time)

Segment 1 – Night time

275. Only one building of Mihidusenpura housing scheme exceed the night time noise limit
of 59 dB (A) as shown in figure 4.6.

Figure 4.6: Impacted building of Mihidusenpura Housing Scheme (Night time)

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Segment 2 – Day time

276. As per the annex 1.5, two locations within the segment 2 exceed the day time noise
limit i.e. Sahasrapura housing scheme of Wanathamulla and nearby buildings along the
baseline link road and a flat house around 3km of the main trace on RHS (figure 4.7a and
4.7b).

Figure 4.7a: Impacted buildings of Sahasrapura housing scheme (Day time)

Figure 4.7b: Impacted flat house (Day time)

Segment 2 – Night time

277. During the night time, only two buildings exceed the night time noise limit as presented
in figure 4.8 near Sahasrapura housing scheme while the flat house around 3km is also
affected by the night time noise. As shown in the figure 4.8, the Sahasrapura housing scheme
is not affected by the night time noise.

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Figure 4.8: Impacted buildings located near to Sahasrapura housing scheme (Night time)

Segment 3 – Day and night time

278. As per the results of the buildings evaluation done by ITI, only one location which is a
condominium is found to be impacted due to traffic noise during day time however there is no
impact to the particular building during night time. This condominium is located on RHS about
500m before to the end point of the main trace of the elevated highway at Buthgamuwa Road.
Figure 4.9 presents the affected building.

Figure 4.9: Impacted building of segment 3 (Day time)

Building evaluation for year 2032

279. As per the building evaluation done under the noise mapping for elevated highway, it
is found that the same buildings which are impacted in year 2027 will be impacted in 2032 as
well during both day and night times. However the results show that the noise level is further
enhanced in 2032 than that of 2027.

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Please refer to the annex 1.5 for detailed analysis of the traffic noise impact due to elevated
highway which is conducted by ITI.

4.12. Impacts of vibration

280. Existing vibration levels at the sampled locations have been compared with acceptable
vibration levels for type 3 structures (i.e. single and two‐storey houses and buildings made of
lighter construction, using lightweight materials such as bricks, cement blocks etc., not
designed to resist earthquakes) stipulated in proposed vibration standards for Sri Lanka. The
results show that existing vibration levels are observed to be very low. Except for the two multi
story housing scheme buildings of Mihidusenpura and Sahasrapura which could be
categorized as type 1 structures according to proposed vibration standards for Sri Lanka, all
other structures within the project influence area fall within type 2 and 3 which are not resistant
to vibration levels created during an earthquake. Risk of vibration impacts during construction
stage is considered as “High” and will be “low” during operational stage and would be a long
term impact.

During construction

281. No blasting works shall be carried out within the construction area, therefore vibrations
due to blasting shall not occur within construction sites. Piling works for foundation of the EH
on land as well as on canal beds will be the main source of ground vibration within the
construction area. Vibrations due to compaction of earth (embankment) shall not occur in this
project as the structure is built on columns, however limited compaction vibration shall occur
at locations where entry and exit ramps are to be constructed. Movement of heavy machinery
and vehicles shall also create ground vibrations. Vibrations will also occur at quarry sites
during rock blasting operations. The vibration levels created during these operations shall be
much higher than the levels experienced during baseline condition. Table 4.15 below presents
the vibration levels that would be generated during piling activities and movement of heavy
vehicles.

Table 4.15 Vibration source levels for selected construction equipment

Equipment PPV at 7.5m (cm/sec)
Pile driving (impact) Upper range 3.856
Lower range 1.636
Bulldozer Large 0.226
Small 0.007
Loaded trucks 0.193
Source: US EPA, Noise from construction equipment, operations, building equipment and home
appliances (Note: these values may vary with site conditions)

282. Structures that are exposed to ground vibrations could form cracks on the walls, roof
ceiling and roof tops. Continuous and high vibration levels could shatter window glasses and
other light weight material used for constructing houses in the construction area and near
quarry sites. Weak foundation and columns in structures close to construction sites could be
damaged by high and continuous vibrations caused during piling works. Such structures could
collapse if the damage to the foundation and/ or columns are significant.

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283. Collapsing of structures especially houses would result in physical displacement of the
occupants of such houses and damage to their assets. In the worst case there could be loss
of lives if the structure collapse while the occupants are living within the structure.

284. Even if there is no property damage as stated above, even low levels of ground
vibration if felt by people will be a nuisance that would affect the day to day life of public (e.g.
difficulties in reading and writing, falling of ornaments from racks or cupboards, rain water
flowing through cracked ceilings or roofs).

During operation

285. Movement of heavy vehicles along the EH would create low levels of vibration.
However this impact wold not be significant as such vehicles shall not move on this highway
on a frequent basis.

286. Sri Lanka has experienced few seismic activities in the recent past (especially after the
Tsunami in year 2004). As this highway is to be constructed as an elevated structure over
piers any collapse of the structure due to any seismic activity would result in catastrophic
damage to property and life.

4.13. Impacts on water quality

287. Surface water of Dematagoda canal and Kolonnawa canal are observed to be highly
polluted with higher level of eutrophication. Discharges (both sewerage and domestic
wastewater) from settlements along the canal reservations and discharges from industries and
other commercial buildings are the major source of pollution of the canals. Therefore even
without the project the deterioration of water quality is inevitable in the project area.

288. Spills of oil, fuel and other solvents is mixed with storm water has the potential to further
pollute the existing water bodies.

4.14. Impacts of material extraction and transportation for construction

289. Extraction of aggregate, sand and soil shall for construction works shall lead to
depletion of natural resources on a permanent basis. As the proposed highway is to be
constructed over piers, the use of concrete shall create an additional demand for aggregate
and sand. The impact of extraction of construction material is considered “High” but shall only
occur during construction stage.

290. Other than the depletion of natural resource, extraction of material such as aggregates
and sand shall create other negative impacts to surrounding environment. Quarry and borrow
operations shall create depressions on the ground. These depressions shall pose threats to
humans as well as fauna. Rock blasting works shall damage structures close to such blasting
sites.

291. Transportation of materials to yards and working area from points of extraction shall
be by using six or ten wheel trucks which shall cause disturbances to local traffic, damage
minor roads, and increase dust, noise and vibration.

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4.15. Disposal of soil and other debris

During construction stage

292. As the elevated highway is to be built on piers the amount of excavations will be
minimal. Therefore the amount of waste soil generated will be not significant. However the
existing canals have been highly polluted and accumulation of sludge contaminated with
heavy metals and other chemicals could be expected. Therefore excavated soil at pier
locations along canals and in marsh areas would contain peat soil which is acidic in nature
which also be contaminated with heavy metals and other hazardous chemicals. Therefore
recipient soil and nearby water bodies in disposal sites of these excavated soil will be
negatively affected which will cause negative impacts to ecology of the surrounding as well
social environment. Further leachate of the dumped soil can contaminate ground water around
the disposal sites. Transportation of excavated soil will also result spills along the roads and
tires of the trucks could also carry mud to the roads which could result contamination of soil
and water bodies along such roads and this situation can generate dust as well.

4.16. Ecological impacts

293. Although most of the natural habitats in the project area and its surrounding are
converted to human settlements, remaining wetlands maintain a relatively high bio diversity
considering the fact that the project site is located in a highly urbanized area. Flora and fauna
in this area can be damaged due to this project. Since this highway is proposed to be build on
columns, impacts on terrestrial and aquatic fauna will be minimum during the operational
stage. However, both terrestrial and wetland habitats will be impacted during the construction
stage. During the operational stage the highest risk is posed to avifauna that may get hit if
they fly across the roadway.

During construction stage

294. Apart from the locations where the columns are placed, additional land area is required
at construction sites for the purpose of piling construction material, vehicle yards, site offices
etc. Trees and other vegetation will have to be removed at these sites during land preparation
activities. Also disposed material can alter the chemical composition of soil, which leads to
deterioration of the habitat quality which is already at a highly polluted state especially towards
the baseline end of the road trace. Damage to the flora will have a direct impact on fauna that
depends on these vegetation such as butterflies and birds. Further, removal of reeds on the
banks of the canals in order to facilitate construction work will destroy the micro habitat of reed
loving birds as well as dragonflies.

295. During the construction process, piling and other earth excavation work is going to be
done. Since this is a low lying area, muddy soil extracted from above processes can easily
mixed with water in the canal and the swamp. Increased turbidity will cause respiratory
problems for aquatic fauna including fish and also avoid penetrating the sunlight in to the
water, which is directly make impact on photosynthesis. Also it is adversely affect the early
stages of dragonflies, which lives in water. Mud will be deposited on the canal bed, causing
floods at rainy periods. Terrestrial flora then gets affected due to inundation.

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296. Increased noise by machinery affects the regular activities of birds, such as feeding,
roosting and breeding. Flash lights usually used in construction sites affects on hunting
grounds of nocturnal birds such as owls. It also attracts nocturnal insects, and leads them to
die on the light.

297. If the water way is blocked temporally for construction work, free movements of fish
and other aquatic fauna will be affected. Also the contaminants that are already in the water
will not flush off. This result in die of aquatic animals and it will be spread to birds through the
food chain. Excessive growth of the invasive species Eichhornia crassipes will be seen due to
the contamination. Then it will stop the infiltration of sunlight in to the canal bottom causing
deaths for both aquatic flora and fauna.

Operational stage

298. Main group of fauna that will be affected during the operational stage will be birds.
Since many water birds daily travel from their roosting sites to feeding sites, they will fly across
the highway mainly in the mornings and evenings. There is a great chance to hit on these
birds, since the vehicle speed is quite higher than in a regular road. Also the scavengers like
House Crows and Shikras will attract to these dead birds, making the case worst.

There is a possibility to die flying foxes due to electricity wires. Since the fruiting trees are rare
for these animals with in the project area, they are not flying at a low level, but usually fly at
the highway level.

299. Habitat separation will not be a problem for terrestrial animals since they can pass
freely underneath the elevated highway. Since arboreal species such as monkeys are not
found in the project area, it will also not be a problem.

300. Further the ground will be covered with the shadow of the elevated structure during
the day time and light intensity penetrated to the underlying marsh and canals will be reduced.
However the underlying canals, marsh and the ground have already been polluted and the
light penetration in to the water of marshes and canals has already reduced due to high
turbidity and eutrophication of water. Further, shade will not be a permeant to a particular
location with the movement of sun and also the underlying vegetation, canals and marsh still
get an adequate amount of sunlight from reflected and scattered sunlight since project area
gets adequate sunlight throughout the day and the year. Therefore the shade impact to the
underlying vegetation, canals and marsh from the elevated structure is not significant.

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 Chapter 5 – Proposed mitigation measures

301. Chapter four of this report discussed the adverse impacts that would arise due to
implementation of this project. In order to have a sustainable project that would benefit the
social, physical and biological environments it is important that these adverse impacts are
avoided, minimised or mitigated to an acceptable level. Such intervention will also 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. The institutional setup for implementing the mitigation measures are discussed
under separately under chapter seven of this report.

302. Preliminary survey and design details available at this stage of the proposed project
have been extensively used to develop these mitigation measures. 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

During Pre-construction phase

303. As described in the Chapter 4.1, location of permanent piers will increase the flow
velocity in the Dematagoda Canal due to formation of bottle necks. Formation of bottlenecks
will result scouring of canal bed and banks especially in the Dematagoda Canal. To minimize
this impact, Hydrological Study report proposes to widen the Dematagoda Canal. Accordingly
the minimum width of the canal shall be widen by 5m and the required width will be maintained
throughout canal where highway piers are intersected with the canal in order to overcome the
abrupt velocity rise. With the improvement of the canal width, the velocity of the Dematagoda
canal shall be dropped down by 0.18m/s and to the desired velocity of 0.76m/s. In addition,
the earthen canal banks within the particular sections of the canal shall also be protected with
the application of site specific bank protection measures. The proposed stretches of the
highway where the canal to be widen is shown in the figure 5.1 below.

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Figure 5.1: Sections of the Dematagoda canal to be widen
(Source: Hydrological Study report, SLLRDC)

304. On the other hand, construction methodology shall also be modified based on the
degree of disturbance to the canal by the permanent piers in order to avoid the formation of
permanent bottle necks in the canal. If the piers are to be located at the centre of the canal
bed, a portal type structure shall be introduced at the particular location/stretch for elevated
structure of the highway so that the canal will be allowed to flow in between the piers (figure
5.2). On the other hand, elevated structure with single centre piers shall be introduced to
locations where pier locations are proposed on the canal bank as shown in the figure 5.3. As
a result, location of permanent piers within the canal can be avoided.

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Figure 5.2: Typical cross section with portal pier type structure

Figure 5.3: Typical cross section with single pier type structure

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During construction phase

305. In the hydrological report, discharges with respect to 10 years return period rainfall
event under worst hydrological conditions were selected to analyse the issues during the
construction stage. And the basic quantitative guidelines provided are;

a). Minimum clear width of the canal to be maintained during construction

b). Size and spacing of lateral culverts to be provided where new temporary access roads are
constructed at the canal edge separating the existing connection between Kolonnawa marsh
and Kolonnawa canal

306. Minimum clear width of the canal to be maintained during construction: In order
to minimize the impacts due to formation of coffer dams during the construction phase,
hydrological study report proposes to maintain a minimum width of 13m of the canal. Therefore
the maximum width of the coffer dam shall be restricted to 7m throughout the entire length of
the elevated highway. Accordingly, the construction methodology shall be modified to meet
the both requirements.

307. Top level of temporary access roads: In order to minimize the hydrological impacts
due to temporary access roads, the top level of the access roads shall be kept below 1.5mMSL
as recommended in the Hydrological Study Report.

308. Lateral culverts for temporary roads along canal and marsh edge: Hume pipes of
1.5m diameter shall be placed at 50m intervals along the sections of the temporary access
roads along the edge of the marsh and canal boundary. However for peripheral canal which
are constructed by SLLRDC, additional openings shall be provided in addition to hume pipes
given at every 50m intervals as recommended in the hydrological report.

309. Effect of temporary coffer dam for 50 year return periods: Coffer dams and access
roads shall be cut open or demolished in case of extreme flooding condition through the
relevant Contractor if requested by Independent Engineer/Project Management
Unit/RDA/SLLRDC/Disaster Management Unit/DS of the area.

310. In addition, following guidelines shall also be adhered during the construction stage in
order to mitigate the possible other impacts to the hydrological condition of the Dematagoda
and Kolonnawa Canals and related marshes.

 Use of steel pier structures (rather than earth filled embankments) along with existing
canal service roads shall be considered as the main option of constructing temporary
access roads
 Construction activities other than construction of the access roads, coffer dams and
the elevated highway shall not be undertaken within the canals or marshes. Coffer
dams and access roads shall be removed immediately after their need is over to an
approved disposal site
 Lateral culverts shall be provided for any existing waterways/drainage lines in addition
to the structures specified above
 Drainage provisions for the access roads shall be approved by SLLRDC before
construction

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  Detailed canal survey shall be submitted to SLLRDC and approved before and after
construction of the highway
 Construction debris, unsuitable soil and dredged material shall not be dumped to
canals or marshes and disposed only at disposal sites which are operated with the
approvals of CEA and SLLRDC
 Material stock piles shall be stored only at approved locations by the Independent
Engineer and should not disturb the hydrological pattern of the area
 Consent of SLLRDC shall be obtained for construction methodology prior to
construction
 Every construction activity shall be implemented under the supervision of SLLRDC and
additional budget provision (Provisional sum) shall be specified in the Contract in order
to mitigate any unforeseen impact to the canal or marsh during the construction phase.

311. In addition, following guidelines which are proposed in the hydrological report shall
also strictly be adhered during the construction in order to ensure protection of the Kolonnawa
marsh.

 Only activity permitted within the marsh is to construct temporary access roads for pier
construction. Once the construction works are completed, filing materials should be
permanently removed from marsh as mentioned above and will restore to its original
condition.
 No any part of the site such as temporary office, labour huts, material yards, temporary
dump sites etc… are allowed within the marshes.
 Construction works are issued only after a written approval from SLLRDC for the
contractor’s methodology for the construction adjacent to the marsh area.
 SLLRDC holds its authority to supervise any construction activity within the marsh
during the project period
 It is recommended to add an additional provisional sum item in the contract document
for any additional marsh protection work proposed by SLLRDC during the construction
phase.

312. Furthermore, Planning Committee approval from the SLLRDC shall be

obtained for the every work to be carried out on the canal bank, canal bed, canal
reservations (including the wetlands) with regard to the drainage provisions that will be
adopted for the project.

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5.2. Mitigation measures for resettlement and socio-economic impacts

5.2.1. Mitigation measures for impacts due to land acquisition and resettlement

313. The land acquisition and resettlement impact was taken in to consideration during the
preliminary design stage of the project and the proposed trace was shifted towards the canal
in order to reduce the extent of land to be acquired and number of households to be relocated
in compliance with the “Mitigation by Design” concept. Moreover, the proposed ROW of the
Baseline link road was further fine-tuned with design modifications in order to minimize land
acquisition impacts so that resettlement of 77 households could be avoided.

314. However still, 750 land lots with an extent of 3.62ha will be acquired as described in
chapter 4.3 which resulted resettlement of 1010 families.
315. A Resettlement Action Plan (RAP) is prepared for the project by ESDD of RDA in
compliance with the Land Acquisition Act (LAA) and its amendments (regulation 2008) and
National Involuntary Resettlement Policy (NIRP) of Sri Lanka in which a project specific
“Entitlement Matrix” (EM) is integrated. In preparing the EM, ESDD followed the same
procedure which was practiced in New Kelani Bridge Construction Project which is currently
under construction since elevated highway project is the extension of New Kelani Bridge
towards Rajagiriya and this will avoid discrepancies in compensating PAPs in the similar
locality.
316. The EM specifies entitlements of all affected households of the project with necessary
budget provisions. The PMU of RDA is going to obtain a Cabinet Approval for the EM enabling
its application to the project. So that, both titled and non-titled holders who are affected by the
project shall be compensated in compliance with the approved EM. EM specifies two
alternatives for the resettlement of Project Affected Households.
Alternative 1: Project Affected Households can resettle in a housing unit provided in a
housing scheme which are constructed by UDA
Alternative 2: Affected parties can self-relocate as they wish and allowance for self-
relocation shall be paid based on the approved EM
317. Project affected households will have liberty to pick either alternative 1 or 2 based on
their willingness.
318. Under Alternative 1, PMU of RDA expects to integrate the resettlement program of the
elevated highway project with the Urban Regeneration Program of UDA. Under this program
project affected households will be provided a new house unit in housing schemes constructed
by UDA. It has been agreed to allocate three housing schemes as given below which are
currently constructed by UDA to resettle project affected households of the elevated highway.
I. Aramaya place housing project in Dematagoda area. Around 100 families can be
resettled in this scheme.
II. Kolonnawa housing project (two towers). Provision for resettlement of 336 families are
allocated in this housing scheme.
III. Henamulla housing project in Madampitiya. 658 families or the balance will be resettled
in this flat house.
EM prepared for the project is presented in annex 5.1 while Location map of the above housing
schemes are presented in annex 5.2.

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5.2.2. Mitigation measures for impacts due to socio-economic losses including livelihood loss

319. In order to mitigate the loss of livelihood of PAPs, due compensation shall be paid as
per the approved EM of the RAP. In addition, an Income Restoration Program (IRP) will be
implemented by the PMU in order to restore the livelihood of the affected households. A
vulnerable allowance shall also be paid as per the EM for identified vulnerable families. Self-
relocated PAPs shall also be included to the IRP with their willingness followed by a monitoring
program. It shall be agreed with the UDA to allow PAPs to continue their livelihood activities
in the new housing unit as well with modifications to be complied with the regulations of the
housing scheme. A payment as specified in the EM shall be paid for employees in institutions
which are to be resettled. In case, the employment is permanently affected a payment
equivalent to three month salary/wage shall be paid as per the EM. Where possible such
persons shall be engaged in the construction staff of the project with their willingness.

320. Since the proposed locations of housing schemes to be provided for resettlement
program are not far from the original living places of PAPs, impact to accessibility to working
places, schools, hospitals etc… shall not be significant.

321. Loss of lands and buildings of six privately owned companies shall be mitigated by
providing the due compensation as per the LAA and its amendments.

5.2.3. Mitigation measures for Impacts on places of historical/ cultural monuments and areas

322. Actions taken to mitigate the impacts to places of worship is decided based on the
location or the request made by the chief priest of the particular location. Accordingly some
places of worship shall be rebuilt at the same locality as requested by the chief priest while
some structures shall be demolished and a common place of worship for the respective
religion shall be constructed at the housing scheme to which the PAPs will be resettled with
the approval of UDA. In general additional lands shall be secured with the help of the DS of
the area for the religious places which are going to be rebuilt at the same locality. Specific
measures which are going to be applied at each affected religious place are presented in the
tables below.

Table 5.1: Mitigation measures proposed for Buddhist temples

Name of the temple Location Magnitude of Impact Mitigation
Measures
Sri Gnanawimala No.11/2, Gnanawimala parapet wall will be PMU will rebuild the
Temple Maha Viharaya, affected parapet wall
Dematagoda, Colombo 08
Sri Gnanaseeha No 01, Sri Gnanaseeha A Buddha statue, and PMU will rebuild the
Temple Viharaya, Base line parapet wall will be affected structures.
(Baseline Access) Mawatha, Colombo 09 affected and two However remaining
permanent buildings land will not be
will be affected sufficient therefore
adjacent vacant land
belonged to
Department of
Railway shall be

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 obtained after
negotiations.
Sri Dharmashrama No. 37, Base line Parapet wall, Mal These structures
Temple (Base line Mawatha, Colombo 09 Asanaya (flower tray) can be shifted back
Access) and Buddha statue will and rebuilt at the
be affected same location.
Vivekarama Temple 235/1,Seewali lane, Parapet wall, one It is decided to keep
colombo 08 permanent building these structures
and three toilets will be under the elevated
affected structure while
modifying the
acquisition
boundary/changing
the centre pier type.
Maithree Bo Sewana Bhodhi Arakshaka Bomaluwa (Terrace Shall be avoided in
Sabhawa,Meethotamulla surrounded by the Bo land acquisition
Tree) will be affected
Bo tree and Buddha 382/1, Baseline Access Fully affected Replanting the Bo
statue at Road, Halgahawaththa, tree using vegetative
Wanathamulla Borella propagation method
(Baseline Access) in a nearby land. A
land to be secured
with the help of the
DS.
Buddha statue Baseline Access road, Fully affected The Buddha statue
(Baseline Access ) Wanathamulla, shall be rebuilt near
Dematagoda the railway crossing

Table 5.2: Mitigation measures proposed for Kovils

Name of the Kovil Location (GPS Magnitude Mitigation Measures
Coordinate) of impact
Sri Vishvandar 0
swami N 06 56' 23.95'' Fully Affected Kovil shall be rebuilt in the
samadha vishalakshmi E 790 52' 59.81'' same locality and a land to
ambhal kovil - Kolonnawa be secured with the help of
the DS of the area (with the
request of the chief priest).
Vanathamulla kovil N 060 55' 32.41'' Fully Affected It is agreed to build a
E 790 53' 02.21'' common place of worship at
the resettlement site
(housing scheme) or
devotees shall be
introduced to a Kovil nearby
to the resettlement site.
Muni Amman Kovila (Kaali N 060 55' 32.24'' Fully Affected -do-
meeni kovila) E 790 53' 01.68''
Muni Appa Kovil N 060 56' 18.78'' Fully Affected -do-
E 790 52' 59.50''
Hindu kovil( Kadawara,Muni N 060 56' 18.78'' Fully Affected Kovil shall be rebuilt in the
Appa, Kaali Amman, E 790 52' 59.50'' same locality and a land to
Saraswathi Devi Kovila) be secured with the help of
the DS of the area (with the
request of the chief priest).

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 Sri Maha Aghora Weera N 060 55' 54.66'' Fully Affected -do-
Bhadra Kali Amman Kovil E 790 52' 58.05''
Kadawara Dewalaya N 060 55' 32.40'' Fully Affected It is agreed to build a
E 790 53' 2.40'' common place of worship at
the resettlement site
(housing scheme) or
devotees shall be
introduced to a Kovil nearby
to the resettlement site.

323. Christian shrine located in Wanathamulla (N 060 55' 32.17'', E 790 52' 50.75'') which is
to be fully affected shall be rebuilt as recommended by the Church at Borella to which the
shrine belonged.

5.2.4. Mitigation measures for impacts on government and common properties

324. In general affected government and common properties shall be reconstructed by

RDA. In this regard, PMU shall obtain proposals from the relevant government
agency/governing authority to compensate the loss and the PMU shall provide budget
allocation for the agreed solution.

5.3 Mitigation measures for impacts due to interruption of existing utility facilities

325. Following measures shall be adopted by RDA to avoid and mitigate the adverse
impacts due to interruption of existing utility facilities.

 The pilling locations near the 700 mm diameter forced main sewer line between
chainage 0+000 and CH 0+200 and sewer pipes at chainage 2+080 near Kolonnawa
Bridge shall be adjusted at detail design stage of the elevated highway to avoid the
alignment conflict with these sewer lines. There by avoiding even a temporary
disruption.
 The civil works related to raising or shifting of electrical supply cables, their support
structures (as indicated in section 4.3) shall be carried out under the direct supervision
of CEB and LECO before commencement of major works of the highway. All cost for
these works shall be included under the project cost of elevated highway. Public who
are served (directly) by these supply lines shall be informed in advance of the timing
of disruption of electricity supply.
 The acquisition corridor of the highway shall be adjusted near CEB Kent Road complex
and near Kolonnawa Petroleum complex. There by any damage to CEB complex and
Petroleum complex shall be avoided. The pier locations close to the cable support
bridges spanning across Dematagoda canal shall also be adjusted avoiding any
necessity to shift the cable support bridge. Moreover the PMU of RDA shall
communicate with CEB on the constructions near CEB properties and request their
supervision.
 The street lights, especially on the Base line link road (i.e. street lights along Sri
Nigrodarama Mawatha), water and drainage lines and telecommunication lines that
needs to be shifted shall be carried out through the respective utility agency under the

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 request of RDA. The cost of shifting shall be included in to the project cost. The street
lights along Baseline link road shall be re-fixed under the deck of the elevated section
of Baseline link road.
 Construction activities across the main line and Kelani valley line of Sri Lanka Railways
shall be carried out under direct supervision of Sri Lanka Railways without interruption
to train movements. Safety measures shall be adopted at site to avoid any construction
material or work force falling on to the tracks.

326. As indicated in chapter four the interruption to these facilities shall only occur during
their shifting and can be mitigated using the above measures.

5.4. Mitigation measures for impacts on traffic flow along the existing roads

327. RDA, in collaboration with the Contractor shall develop a comprehensive traffic
management plan considering all possible impacts to traffic flow especially along Baseline
road, Kolonnawa road, New Kolonnawa road, Madinnagoda road, Buthgamuwa road and Sri
Nigrodarama road. The traffic management plan shall be continuously updated during the
construction phase with the construction schedule and their magnitudes.

328. Utilizing the lands indicated in section two for storage and yard shall also reduce the
number of construction vehicles that shall move on these roads. The traffic management plan
shall be implemented by RDA and contractor under the supervision of construction supervision
consultant and with the assistance of the Police. Transportation of construction material and
construction debris shall not be allowed during peak traffic hours as identified during the traffic
study as part of the traffic management plan.

329. Possible interruption to the traffic flow will be informed to the public in advance and
drivers will be clearly guided to use alternative routes to avoid construction sites. Beam
launching activates across Kolonnawa road, New Kolonnawa road, Madinnagoda road shall
be conducted during less traffic hours or at night under special permission from supervision
consultant and adhering to noise and vibration levels stipulated by CEA.

330. Temporary safety nets shall be placed over the main line and Kelani valley line during
the construction period to avoid any construction material or workers falling on to the railway
tracks and interrupting the movements of trains.

5.5. Mitigation measures for impacts on health of workers and public

During construction

331. 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 regulated 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, spraying of
insecticides and other will be adopted in due course. Environmental pollution by the project
activities will be minimized taking necessary actions mentioned in other sections of the report.

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332. All worker camps shall have proper and adequate living and sanitary facilities. All
workers working at sites with high levels of dust and aerosols shall be instructed to wear masks
to prevent dust entering the respiratory system. Dust suppression measures such as spraying
of water and barricading construction sites shall avoid dust blowing out of construction sites
and entering habitations causing respiratory illness to public (near construction sites). All
pilling locations shall also be adequately covered (fenced off) to minimize the spread of any
obnoxious odours.

333. All workers shall be provided with awareness on STD and they shall be subjected to
regular health check-ups.

During operation

334. Mitigation measures for noise and lighting nuisance from moving vehicles are
discussed under respective headings.

5.6. Mitigation measures for impacts from hazardous working conditions

During construction

335. The project will strongly adhere to the principle of “safety first” and none of the project
task will be implemented without taking precautionary measures security guideline will be
given and displayed in all the vulnerable places and machineries in local languages as well as
English language. The project will not employ any person without the proper and standard
technical qualifications pertaining to the relevant position or occupation.

336. Dedicated pedestrian walk paths shall be erected using steel sheets especially at
narrow road sections of new Kolonnawa and Madinnagoda roads. Traffic and pedestrian
movement control flagmen shall be deployed at all intersections where service roads of the
project link with main roads.

337. All construction platforms shall be checked for safety before use and all workers
working at heights above 2 m from ground level shall be instructed to wear proper safety
harnesses while at work.

338. Handling and manoeuvring of precast structures shall always be done by trained
machinery operators under direct supervision of site engineers. All such operations shall be
supervised so as not to overload machinery that transport such precast structures.

339. All electricity sockets, wiring and distribution boards at site shall be properly insulated
and covered against storm water. Points of electricity distribution shall be clearly marked at
site with warning boards. If fuel is to be stored at site, it shall be inside a properly enclosed
structure with provisions to curtail any accidental spillage. All fuel storage areas shall be
noticed and warning and information boards shall be displayed near such locations.

340. Safety nets shall be deployed at locations where the construction sites are located very
close to settlements, roads and railway lines.

341. 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 service providers, hospitals, dispensaries, taxi services, etc. will be made
available in the heads of all responsible officials of the project. The contractors are also

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advised to keep spare vehicle on standby for the transportation of people affected by an
unexpected accident, diseases or disaster. Continuous awareness and reminding shall be
done to all workers about the possibility of accidents due to limited working space.

During operation

342. Emergency response teams with vehicles and equipment shall be stationed at highway
maintenance area to respond to any emergencies occurring during the operational stage of
the highway. The outer walls of the highway platforms shall be constructed with adequate
height and strength to avoid any vehicle overtopping the structure and falling on to the ground
or nearby structure.

343. All pier structures built on existing roads shall also be fenced off to avoid any vehicle
hitting such structure.

5.7. Mitigation measures for impacts due to change in landscape

344. The grey structures and the black asphalt surface of the elevated highway shall bring
in a visual intrusion to the city limits. This issue can be minimized by applying hedges of plants
and trailers along the structures of the highway. If the colour of asphalt surface could be
changed to brown or green it shall also help to reduce the visual intrusion. Few examples of
such applications found in other countries are presented below.

Figure 5.4: Application of hedges of plants and trailers

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Figure 5.5: Applying greenery to urban highways

5.8. Mitigation measures for other impacts to neighbourhood

345. Strict labour supervision shall be conducted at all construction sites and labour camps
to avoid any undue conflicts among worker force or with residents near construction sites.

346. All waste material generated in labour camps shall only be disposed at designated
sites in agreement with local authorities. The contractor shall be responsible to obtain such
approvals and shall always adhere to the conditions stipulated by such authority.

347. Adequate signage shall be displaced for pedestrians on diversions and road closure.
RDA shall use mass communication such as television, radio and newspapers to disseminate
information on road closures and diversions due to construction works of the project.

348. Flood lights of work sites and labour camps shall not be focused directly towards any
habitations near such sites. Any unwanted lights shall be kept dimmed to avoid nuisance to
public. Special lighting barriers shall be erected near residential blocks of Mihidusenpura and
Sahasrapura flats and these barriers shall be made permanent to avoid the nuisance of stray
light of moving vehicles, during operational stage.

5.9. Mitigation measures for impacts on air quality

During construction

349. Construction of temporary dust barriers around construction sites, spraying water
regularly over exposed soil surfaces and roads used by construction vehicles and trucks
should be done to minimize generation of fugitive dust emissions during construction activities.

350. It is important that speed limits are enforced on all construction vehicles within
construction sites (a speed not exceeding 15 kmph).

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351. 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).

352. Storage locations of gravel, metal and sand shall be located away from settlements
and other sensitive receptors.

353. All heavy equipment and machinery shall 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.

354. All vehicles delivering material to construction sites should be covered to avoid spillage
of material and emission of dust.

355. The contractor should be advised to avoid or take suitable action to prevent dirt and
mud being carried to the roads (particularly following wet weather).

356. The contractor shall be instructed to operate the quarries, crusher plants, asphalt
plants and concrete batching plants with Environment Protection Licenses (EPL) and other
regulations of local authorities.

357. It is important to construct proper storage facilities for chemicals, cement, paints and
other construction material. Such storage facilities should always be adequately ventilated.

358. All workers should be advised not to burn waste material at random locations. All
worker camp waste should be collected and incinerated at one location.

During operation

359. Emissions of other obnoxious gases such as CO, CO2 and SOx can only be reduced
by importing and using quality fuel with fewer impurities. Also it is important to incorporate
regulations and programmes covering vehicle emission standards as well as inspection and
maintenance requirements. Such decisions should be taken at the national policy level. In
addition, Expressway Management Unit (EMU) of RDA shall frequently remove dust and tyre
debries collected on the road surface in order to avoid these particles getting blown away by
the wind.

5.10. Measures to reduce CO2 emissions which contribute towards global warming
360. The reduction of carbon foot print from the project shall be due to the improved traffic
movement expected during operational stage of the project where vehicles shall move at much
higher and constant speeds there by having a more efficient fuel burning.

361. From the country perspective the government recently adopted the Carbon tax for all
vehicles and the ongoing vehicle emission test also help to keep vehicles in good operable
conditions reducing the level of carbon emission. The emission of carbon from vehicles could
be further reduced if electric vehicles are promoted among public.

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5.11. Mitigation measures for impacts of noise and vibration
During construction stage

362. Demolition of structures shall be carried out using quieter methods especially near
settlement areas such as using small power tools. Even though the time taken for the activity
may be greater the impact of noise nuisance to nearby public will be less.

363. The contractor shall be instructed to use exhaust mufflers in all construction vehicles
and equipment. The functionality of such mufflers shall be frequently monitored and if found
faulty they shall be replaced immediately. All heavy machinery shall be maintained in good
operable conditions at all time during construction period to avoid any unnecessary sounds
generated during the operation of such equipment. Any additional fittings fitted to construction
equipment that generates high and irritating noises shall not be permitted at site.

364. Transport routes for trucks and heavy vehicles to the construction site shall be selected
to minimise the impact on residential areas where possible.

365. Construction of temporary noise barriers such as temporary walls between a site with
noisy activities (e.g. pile driving site) and noise sensitive receivers will be considered where
feasible to reduce the impact of noise.

366. Workers in vicinity of high noise levels and workers exposed to continuous noise such
as drillers, workers working at quarry, crusher, asphalt and concrete batch mixing plants shall
be instructed to wear ear plugs during working hours. And this instruction shall be made
compulsory.

367. Noise generating construction activities would not be undertaken on days with religious
importance or at night. If the contractor wishes to carry out construction activities during the
night time such activities should not generate noise levels more than 45~55 dB (A). The
contractor will make a written request to CSC and obtain approval from both CSC and CEA
before executing such activity.

368. 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 and methods shall be approved by CSC prior to commencement of
construction works.

369. It is suggested that the contractor informs the public on any noisy operations that would
be carried out close to settlements with details of timing and duration of such operations. The
contractor shall always listen to any complaints from public, and make necessary changes to
the operations or equipment without any delay.

370. During detailed design, noise sensitive receptors that may be significantly affected
during the operational stage will be identified and potential mitigation measures such as
permanent noise barriers will be constructed.

371. The contractor shall be instructed to carry out a property condition survey of all
structures within a 50~75 m corridor from both edges 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 shall be vacated from the structure at least until the heavy
vibration activities are over. The structure will be handed over to the occupants back only after
thorough inspection of any structural failures. The contractor shall pay for any damages

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caused to structure due to vibration or repair the damages. The contractor shall obtain a third
party insurance to cover any unforeseen damage to property due to activities with heavy
vibration.

372. 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.

373. Activities that create vibration should be avoided during hours from 20.00 to 06.00
(night time) as the public are more aware of vibration in their homes during the hours of night
time.

374. Impact pile driving should be avoided where possible (especially close to vibration
sensitive locations as identified during the property condition survey). 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.

During operation

375. Report on noise mapping of ITI (annex 1.5) recommends to adopt necessary mitigation
measures to bring down the traffic noise level less than the relevant permissible levels at the
identified receiver points as discussed in section 4.11 above. Subsequently RDA is going to
erect noise barriers as the mitigation measure in order to minimize the impact to the buildings
as identified in section 4.11.

376. Establishment of the noise barriers in order to fulfil the requirement of year 2027 shall
be done during the construction phase of the project through the Contract. The appropriate
noise barrier for the project and its design shall be determined in consultation with the ITI.

377. In compliance with the Guideline for Traffic Noise Assessment Criteria for
Expressways of CEA, actual noise measurements shall be obtained after one year time from
the date of operation of the expressway by RDA or through any agency appointed by RDA.
Additional noise receivers (if any) shall be identified using the actual measurements and
suitable mitigation measure shall be applied by RDA or through any agency appointed by
RDA. Here only existing land users before the announcement of the expressway will be
considered. This process shall be repeated after three year and five year time interval after
the date of operation of the expressway. After five years, the model shall be run again in order
to predict the noise impact for the next five years with the updated traffic predictions and also
using the actual noise measurements obtained within first five years.

378. In addition, it is important to advice all users of the highway 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 highway.

5.12. Mitigation measures for impacts on water resources and water quality

379. As stated in chapter four the surface water of Dematagoda canal and Kolonnawa canal
are already polluted and in being polluted by discharges from nearby settlements and
industrial activities.

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380. However following measures shall be adopted to avoid any waste discharges in to
surface and ground water bodies near construction sites, yards and labour camps during
construction stage;

 Monitoring of ground water levels,

 Placing silt barriers at all construction sites (especially piling sites) and guiding all
waste water through these barriers before discharging outside of construction areas,

 All construction vehicles shall only be repaired and serviced at service centers
equipped with oil, grease and waste water filtration systems,

 If the contractor intends to operate his own vehicle repair and service centers they
shall comply with EPL requirements,

 All fuel, chemicals and cement used for construction work shall only be stored at
designated storage structures that are properly enclosed with impervious floors and
roof avoiding any storm water flowing in to such structures,

381. During operation stage there shall be an emergency response team equipped with
necessary machinery to attend to any accidental spills of fuel or chemicals due to accidents
on the highway.

5.13. Extraction of material and transportation

382. Possible impacts due to material extraction and transportation could be minimized
through; advising the relevant contractor to select material extraction sites with roads which
have capacity to be used by heavy trucks, and keeping provisions for repairing and restoration
of such roads by RDA through the contractor in the contract document, use of covers over
transported materials to guard against dust blow, adopting speed limits and spraying of water
to dampen dust. Material extraction should only be carried out at locations which are operated
with all necessary licences and approvals and RDA will ensure that all conditions laid down in
such approvals will be strictly followed.

5.14. Mitigation measures for impacts due to disposal soil and other debris
383. As indicated in chapter 4 the quantity of soil waste generated will be limited to pier
locations. Also the methods that would be used for foundation works should generate
minimum amount of waste soil. As this soil is acidic in nature and already polluted, it is
recommended that the excavated soil to be left in the same area with the approval of SLLRDC.
And if these soil is to be disposed in elsewhere, disposal sites which have impervious layer
such as abandoned quarry sites will be selected with the approval of CEA and SLLRDC.
Further the disposed soil should not be eroded or spilled to nearby soil or water bodies. During
transportation it should be ensured that the excavated soil should not be transferred to main
roads and spilled on to the roads. Here tire washing mechanisms will be introduced at all
necessary sites and trucks will be covered by appropriate cover to avoid any spilling. Further
any conditions laid down by CEA and SLLRDC in this regard will be strictly adhered to.

5.14. Mitigation measures for ecological impacts

384. It is best to identify already affected lands by the invasive species Annona glabra as
material pilling stations, site offices and vehicle yards. At the completion of the project, these

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lands shall be replanted with native species. Otherwise Annona glabra will invade these lands
again. Waste shall be separately collected and dispose them in a proper way, without
releasing to water bodies. Excavation works shall be carefully handled to make sure that mud
discharge to water is minimal. As mentioned in the section 5.1, a minimum width of 13m shall
be kept along the canals to ease the water flow. Regular removing of Eichhornia crassipes is
necessary to maintain the quality of the habitat.

385. Contractors shall be instructed to use insulated wires for lights in the highway, which
will avoid the deaths of Flying Foxes. A 5 m high fence shall be provided beside the running
track at required locations to increase the flying height of birds. That will minimize the collision
of birds on vehicles during the operational phase. Required locations will be decided after
doing a survey on bird movements during the final stage of construction period. To increase
the aesthetic value as well as the bio diversity, invasive plant species shall be removed from
the project area (ROW) and plant them with suitable native species. Also these two aspects
can be further enhanced by stopping illegal waste water disposals form households and
factories to the canal.

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 Chapter 6 – Extended cost benefit analysis

386. Extended Cost Benefit Analysis (ECBA) 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. An economic analysis has been done as part of the feasibility study for
the proposed elevated highway from Orugodawatta to Rajagiriya. Results of this analysis is
discussed in this chapter4.

387. By implementing the proposed elevated highway from Orugodawatta to Rajagiriya, a

variety of benefits such as reduction of traffic congestion, and delay, improvement of comfort
and safety, reduction of commodity damages, promotion of international and inter-regional
trade and promotion of regional development in short and long term shall occur. Among these
benefits, the following tangible benefits have been considered in the economic analysis carried
out by Transport Engineering Division at University of Moratuwa:

 Value of travel time saved

 Value of vehicle operating cost reduction
 Emission cost reduction
 Accident cost reduction
388. Following cost factors have been considered as project costs;

 Project construction cost

 Operating and maintenance cost
389. In order to evaluate the elevated highway project from an economic view point, the
following economic indicators have been estimated, of which the values are presented in table
6.1.

 Present value of total project cost (Rs. Mn)

 Present value of total economic benefits (Rs. Mn)
 Economic Internal Rate of Return (EIRR)
 Benefit Cost Ratio (BCR)
 Net Present Value (NPV)
Table 6.1 Results of economic analysis for the Battaramulla north link
Elevated highway from Orugodawatta to
Indicator
Rajagiriya
PV of total project cost (Rs. Mn) 32,484

PV of total economic benefits (Rs. Mn) 32,833

EIRR (%) 12.09

BCR 1.01

4 The economic analysis conducted during the Feasibility Study by KEI was updated by a team from
the Transport Engineering Division at University of Moratuwa

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 Elevated highway from Orugodawatta to
Indicator
Rajagiriya
NPV (Million Rs) 349
Notes: 1) Project period is assumed to be 30 years, 2) Discount rate is assumed to be 12 %

390. A sensitivity analysis has also been carried out as part of the economic analysis by
Transport Engineering Division at University of Moratuwa. The sensitivity analysis is based on
the change in cost and discount rate. The results of the analysis is presented in table 6.2.

Table 6.2 Sensitivity analysis of elevated highway from Orugodawatta to Rajagiriya

Percentage Discount rate
change in cost
8% 10% 12% 14% 18%

-25% 32,242 17,749 8,116 1,557 (6,253)

0 24,705 10,022 349 (6,169) (13,797)

25% 17,168 2,294 (7,417) (13,895) (21,341)

50% 9,631 (5,434) (15,184) (21,621) (28,886)

Source: Elevated highway from new Kelani bridge to Rajagiriya – Economic analysis (Transport
Engineering Division, University of Moratuwa), January 2018

391. Information in table 6.2 show that the project’s economic viability is highly sensitive to
the discount rate, i.e. even at 12% discount rate the project NPV hits a negative if the project
cost is increased by 25%.

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 Chapter 7 – Institutional responsibilities and environmental management
program

7.1. Institutional responsibilities

392. Identification and analyse of impacts and suitable mitigation measures through the EIA
study is important to develop a project that is sensitive to environment and social impacts and
risks. Impacts and respective mitigation measures have been categorized based on the stage
of the proposed project, i.e. during pre-construction stage, construction and operational stage.

393. As the project implementing agency the Road Development Authority shall be
responsible in implementing the mitigation measures throughout the entire project cycle.
Ministry of Highways & Road Development and Petroleum Resources Development as the
project executing agency shall be responsible for securing necessary financial provisions and
overall approvals for the project. The Ministry shall guide RDA in implementing the project in
line with national development policy of the government. A Project Coordinating Committee
(PCC) shall be established at Ministry level with members from key government stakeholder
agencies and RDA. PCC shall assist and advice the PMU in matters arising during pre-
construction and construction stages of the project. The PCC shall be chaired by Secretary to
the Ministry.

394. Implementation of mitigation measures during pre-construction stages shall be directly

carried out by RDA though a Project Management Unit (PMU) established within RDA with
assistance from line divisions of RDA such as Land Acquisition Division, Engineering Services
Division and Highway Design Division. During operational stage the mitigation measures shall
be carried out through EMU or any other designated division of RDA.

395. The PMU shall be headed by a full time Project Director (PD) and supported by a team
of technical and administrative staff. The technical staff shall include engineers, environmental
and social safeguard staff and technical officers.

396. ESDD of RDA shall assist the PMU on safeguards issues arising during
preconstruction and construction stages of the project. ESDD shall assist the EMU on any
environmental and social issue arising during operational stage of the project.

397. Implementation of mitigation measures during construction stage shall be the

responsibility of the appointed contractor and his nominated sub-contractors. PMU with
assistance from an appointed “Independent Engineer” and ESDD shall be responsible to guide
and supervise the contractor in implementing the mitigation measures during the construction
stage. The Independent Engineer shall be headed by a Team Leader who will be supported
by an environmental safeguards specialist and social safeguard specialist on environment and
social matters.

398. The contractor shall recruit a dedicated Environmental Officer/ Manager to advise the
construction team on the environmental compliance requirements of the project. The Project
Manager (PM) of the construction team shall be responsible to execute the mitigation
measures related to construction stage. Environmental officer with assistance and guidance
from Independent Engineer and PMU shall advice and assist the PM in executing the
mitigation measures.

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7.2. Environmental management program

399. Impacts and mitigation measures discussed under chapters four and five have been
summarized in to an EMP. Mitigation measures in the EMP are separated based on the
activities that occur during pre-construction, construction and operational stages of the project.
The EMP is presented as annex 7.1 of this report. This EMP which was prepared during the
feasibility study stage of the project shall be updated during the detailed design stage. The
updating shall include more specific details related to construction activities; their impacts,
mitigation measures and locations for applying such measures.

400. The updated EMP will form part of the contract documents. Contractor and his
nominated sub-contractors shall execute the mitigation measures listed under construction
stage. Based on the EMP, contractor shall develop an Environmental Management Action
Plan (EMAP) and obtain concurrence from the Independent Engineer before commencing any
major civil works. As stated in “Institutional responsibilities” the Independent Engineer and
PMU shall monitor the contractor on the progress of implementing the EMAP and guide him
to rectify any poor or non-compliance situation. The Independent Engineer and PMU may levy
a penalty on the contractor on any significant non-compliance issue.

401. A set of measurements on selected environmental quality parameters representing the

project area were taken to assess the current environment condition with respect to air, water
qualities and noise and vibration levels (please refer chapter 3 on existing environment).
However, it is important to obtain a set of information on the same quality parameters before
commencement of construction (as the baseline data). Such information will assist in
monitoring any changes or pollution trends in air, water quality and noise and vibration levels
within the right of way during construction and operational stages. The Environmental
Monitoring Plan (EMoP) presented in Annex 7.2 lists out the environmental parameters that
need to be measured during the pre-construction, construction and operational stages of the
project.

402. The environmental and social specialists of the Independent Engineer with the
assistance from the environmental officer of contractor shall submit a monthly progress report
on environment and social compliance to the PMU. Summary of this report shall be presented
to the PCC by the Independent Engineer. ESDD of RDA will be responsible for monitoring the
implementation of EMP as an internal monitor while the CEA will be the external monitoring
agency for the project. The ESDD would carry out regular inspections of the project site to
monitor the compliance levels while CEA could carry out inspection on a quarterly basis.

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 Chapter 8 – Grievance handling and public consultation

8.1. Grievance redress mechanism (GRM)

403. Grievances from the affected people on social and environmental issues during project
implementation will be addressed mainly through the existing local administrative system
which is known as Grievance Redress Mechanism (GRM). Depending on the nature and
significance of the grievances or complaints, grievances will be addressed at two levels. The
first will be at the grass roots level where complaints will be directly received and addressed
by the contractor, Independent Engineer and PMU representatives on site. More complex
grievances which cannot be addressed the basic level will be addressed at the Grievance
Redress Committee (GRC) set up at Divisional Secretariat (DS) level.

404. Proposed composition of the GRC and DS level is presented in the Table 8.1 below.

Table 8.1: Composition of the GRC at DS level

Member Responsibility
01 Divisional Secretary/his Chairman
representative
02 Environmental and Social Secretary
Safeguards Officer of PMU,
RDA
03 Project Engineer Member
04 Community leader Member
05 Religious leader Member
06 Any other party recommended Member
by the DS

405. Environmental and Social Safeguards Officer or any other safeguards officer
appointed by the PD of PMU RDA is responsible for keeping minutes of the committee and
the progress of the grievances referred to the GRC.

8.2. Public consultation

406. Public consultation and information disclosure process is a three way process of
exchanging information regarding the project. There are three main processes and they are;

1. Inform all stakeholders about the key features of the project through newspaper
advertisements, leaflets, stakeholder meetings, presentations, oral explanations,
project layout drawings, maps etc. and provide a good idea of the project features to
the likely affected stakeholders so that they could express their views regarding the
likely adverse impact.
2. Obtaining detailed information about the stakeholders such as their economic
background, property rights and ownership, employment etc. so that a compensation
method for the affected parties could be determined. During this information elicitation
process information regarding, likely impacts from the project, will also be assessed.
The intentions of the stakeholders regarding compensation type (i.e. alternative
houses, land for resettlement or a compensation payment in lieu of the impact) will be
identified.
3. Making effort to muster the opinions of ethnic minority, women and vulnerable persons.

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407. This three way process will be designed to muster a broader and a comprehensive
view regarding the project induced impacts, to disclose the proposed mitigation action by the
project team, to assess the mitigation measures expected by the stakeholders, and to identify
other facilities requested by the stakeholders etc.

408. Hence, number of methods will be utilized for dissemination information. Among them
information disclosure to all relevant stakeholders is very essential for the successful
implementation of the project. During each levels of meetings such as district level, DSD level,
GND level as well as community level in-depth details of the project will be disclosed fully to
the public through presentations, explanations, maps, figures etc. Some extraordinary
explanations will be given at the project site itself to avoid unnecessary misunderstandings.
All public questions will be answered as far as possible with the help of the project team and
according to the information available.

409. For the local level awareness, leaflets printed in local languages will be used. Printed
leaflets were distributed among households during the household survey even. (See the leaflet
attached in the annex 8.1).

410. Stakeholder meetings in various forms cited above, will be held to elicit the views of
stakeholders and line agency views regarding the project induced impacts. A brief description
of each meeting type is given below.

 Formal stakeholder meetings (awareness meetings) at different levels i.e. DSD level
organized by RDA and the main participant group in these meetings are the line
agency officials.
 Formal census household survey including public places, business premises,
institutions, Questionnaire for paddy lands etc. carried out through a pre design
questionnaire
 Informal social participatory rapid surveys – This survey will be conducted using
random samples of field level stakeholders without any pre-determined pattern.
However, in general the entire project area was covered. Stakeholders in various
business premises, people who are even idling at roadside were interviewed. Ideas of
such small groups are mustered and recorded in the annex 8.2.
 Informal pocket group meetings/individual discussions – while the household survey
in progress as a main activity, individual group discussions will also be held
simultaneously. During these discussions with small groups or individuals will be
interviewed at random and their views will be recorded
 Informal homogeneous group meetings – Various homogeneous groups such as
vendors, some people who produce similar self-employed products, Three wheeler
drivers, School children etc. Their views will be recorded regarding probable project
impacts.
 Informal meeting with public parties and religious sector organizations etc. – This might
be a special meetings with the officials of government institutions or clergy of affected
religious places which will be normally not interviewed during the household surveys
or during other category of meetings.

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411. In line with the EIA and preparation of RAP for the elevated highway, ESDD has
already conducted awareness meetings, focus group discussions and individual interviews
within the project area. Following is a summary of such programs already conducted by ESDD.

Awareness programs conducted for staff of relevant DS divisions are summarized below;
Table 8.2: Awareness programs conducted at DS level
DS Division Date of the program
Sri Jayawardanapura 4th July 2017
Kotte
Kolonnawa 12th July 2017
Thimbirigasyaya 13th June 2017

412. Focus Group Discussions (FDG) were conducted at Grama Nilidari (GN) Divisions
which were critically affected by the project.

Table 8.3: FGDs conducted at GN level

GN Division Date of the program
Meethotamulla 18th June 2018
Dematagoda 17th Aug 2018
Wanathamulla 2nd Aug 2018

413. PAPs and NAPs were also consulted during the LARS and their views were recorded.
In addition, PMU of RDA is in progress of conducting stakeholder meetings with relevant key
stakeholders such as SLLRDC, UDA, CEB, Ceylon Petroleum Corporation, Department of
Railway, CMC, NWS&DB, SLT etc… in order to confirm the proposed design details and
construction methodology.

414. Awareness programs that have been already conducted and matters discussed at the
meetings has been attached in annex 8.3 of this report. A summary of views raised in the
public consultation and awareness programs are given below;

 It was noted that people in this area do not live happily. Because this area gets
inundated several times in a year.
 It was mentioned that their houses were small and highly congested. Therefore privacy
is problem in these houses.
 Illegal drugs is the major problem in this area.
 Houses in this area are inundated even by a small rain. And the surrounding is highly
polluted. So that people are supposed to live with the polluted water when inundated
and they often get sick.
 Both solid waste and wastewater get accumulated in the area and canal is highly
polluted. Therefore there is no living condition in the project area.
 Mosquito is a major problem in the area and children get sick from mosquito bites.
 It was mentioned that they do not object the project and they are willing to resettle in
flat houses as done in New Kelani Bridge Project. Further they expect that their living
standard will get better with the resettlement. Some people prefer to be self-relocated
with the self-relocation allowance given.

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 Chapter 9 - Conclusion and recommendation

415. The Government of Sri Lanka intends to construct a highway within the city limits of
Colombo and Battaramulla. This is in line with the government’s policy decision to shift all
major administrative complexes to Battaramulla the administrative capital of the country.
Construction of a new highway at ground level or widening the existing roads will not be a
viable option as it required a substantial amount of land acquisition cost and resettlement.
Therefore the government has considered constructing an elevated highway from new Kelani
Bridge at Orugodawatta to Rajagiriya (Near HSBC bank) connecting with Sri
Jayawardenapura Mawatha with a link road to Dematagoda.

416. After the scoping meeting held at CEA the project was categorized as a “prescribed
project” requiring an IEE. Based on the information in the IEER, the CEA decided to call for
an EIA with additional information especially on the social impacts and hydrological impacts.
This study to enhance the information provided in the IEER benefited from the documents
prepared by Katahira & Engineers International as part of the feasibility study and preliminary
designs carried out on the project. As per the guidelines given in the TOR a separate
assignment was given to SLLRDC to conduct a hydrological assessment and ITI to carry out
measurements on ambient air, water quality, noise and vibration levels. ITI was also assigned
to carry out a noise model to develop noise maps within the study corridor in order to assess
the need of special mitigation measures for noise impact during operational stage of project.

417. This EIAR includes finding of field investigations of elevated highway from new Kelani
Bridge to Rajagiriya, 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 social environment and hydrology during construction stage.

9.1 Conclusion
418. The need of resettlement or physical displacement of HHs in developing an urban
highway has been greatly reduced by placing the highway as an elevated structure which
passes mainly over canal banks and their reservations.

419. Even though the proposed highway will be constructed over the canal network the
impact on surface hydrology will not be significant as the highway will be constructed on piers,
and placement of these pier structures.

420. Dust generated during construction activates could be a nuisance to public and may
cause health hazards. Emissions from vehicles moving along the new highway will cause a
negative impact on the existing air quality.

421. Noise nuisance during construction and operation will need to be looked in a detailed
and practical manner as the highway will be passing close to high rising settlement complexes.
Necessary noise barriers will be in place as per the recommendations of the report on noise
mapping of ITI in order to mitigate noise nuisance in compliance with the Guideline for Traffic
Noise Assessment Criteria for Expressways.

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422. An economic analysis has been carried out for the project. As per the results of this
analysis the project is economically viable with an EIRR of 12.09% and BCR of 1.01 at a
discount rate of 12%. It is anticipated that the cost of mitigation of environmental impacts
(excluding resettlement cost) will be in the range of 10~15% of construction cost.

9.2 Recommendations
423. Physical and economical displacement of households especially those who live within
the proposed ROW or acquisition corridor could be considered as the most significant impact
regarding the social environment. Physical and economical displacement of households
needs to be addressed at an acceptable level to the affected households before
commencement of construction work.

424. Although hydrological modelling has been carried out and designs and locations of
structures identified, it is important that these designs are reviewed during the detailed design
stage with more accurate information such as canal bed levels and flow regime information.
Such approach will provide more accurate results in structural designs.

425. As specified in the Guideline for Traffic Noise Assessment Criteria for Expressways,
actual noise measurements should be carried out during the operation stage of the
expressway and mitigation measures should be applied if additional noise receivers found and
noise prediction should be repeated after five years with the updated traffic data to explore
requirement of additional mitigation measures. Mitigation measures for night time illumination
should also be considered during operation stage especially close to Mihidusenpura flats and
Sahasrapura flats.

426. It is also recommended that the EMP and EMoP for the project is updated in the detail
design stage and incorporated in to respective tender documents. Recommendations and
requirements stated in the consent letters forwarded by key line agencies will be strictly
followed during pre-construction, construction and operational phase of the project.

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