EXECUTIVE SUMMARY

The Government of Sri Lanka has decided to construct the Central Expressway starting from Kadawatha to
Dambulla with a link expressway from Pothuhera to Galagedara. The Central Expressway Project (CEP) has
been dived to four (4) sections as follows:

 Section 1 – Kadawtha to Meerigama, length of approximately 37.0 km

 Section 2 – Meerigama to Kurunegala, length of approximately 39.7km
Meerigama to Ambepussa - length of approximately 9.1 km
 Section 3 –Pothuhera to Galagedara, length of approximately 32.5km
 Section 4 – Kurunegala to Dambulla, length of approximately 60.3 km

In order to ensure compliance with the relevant provisions under the National Environmental Act (NEA) and
associated regulations, as well as other relevant legislation and policies linked to road works, an
Environmental Impact Assessment Report with the Environmental Management and Monitoring Plan (EMMP)
is prepared. This Environmental Impact Assessment (EIA) report has been prepared to assess the sections 1,2
and 4 of CEP Kadawatha to Dambulla stretch. The scope of the EIA covers the proposed expressway corridor
from Kadawatha to Dambulla and Link road from Wilwatta to Ambepussa (Ambepussa Link Road), excluding
Kadawatha System Interchange. Since the project covers a vast extent of land several other clearances and
approvals need to be obtained some of which are already issued some of which are still pending.

The total length of the expressway from Kadawatha to Dambulla is 136.9 km and goes through 4 districts,
Gampaha, Kurunegala, Kegalle and Matale. There will be 14 interchanges within the expressway, including 3
system interchanges (Kadawatha, Wilwatta and Pothuhera) and 12 service interchanges including Ambepussa
Junction. The alignment generally traverses through lands which are privately owned with a few exceptions of
government owned lands and institutions. The RDA has identified ROW corridor for the CEP, within which all
lands will be acquired under the Land Acquisition Act, 1950 (LAA). All acquisitions of properties will be
completed before the commencement of the project. The expressway will be constructed as an elevated
structure using viaducts, bridges, culverts and earth fill embankments. Standard road construction techniques
will be employed for the CEP, with most of the construction work to be undertaken using heavy machinery
and equipment. The total project cost for the CEP will be around 445.30 billion LKR. Total Project Cost for the
CEP Sections 1, 2 and 4 will be around 350.64 billion LKR.

Existing Environment

The study area considered for the assessment during the EIA preparation is the area specified in the Terms of
Reference (TOR) of the EIA issued by the CEA. Special emphasis was given to the affected areas at
interchanges located along the proposed expressway. An assessment of baseline conditions on the physical,
biological and social-economic environment was carried out within the said corridor. In addition, all identified
sensitive areas within approximately 1 km from the ROW, were subjected to assessment.

Section 1(Kadawatha to Mirigama): The Expressway commences at the interchange with Outer Circular
Highway (OCH) and the trace passes over mainly paddy and uncultivated lands. After Gampaha the trace runs
mostly parallel to the existing railway line.

Section 2 (Mirigama to Kurunegala): This Section is located over paddy fields, coconut estates and
uncultivated lands. Within this section the expressway passes along the southern boundary of Weragalakanda
Conservation forest.

(Mirigama to Ambepussa ): This link road commences at Wilwatta interchange. The alignment passes over a
hilly terrain with a forest patch which is a part of “Meerigama Kos Kele” plantation forest. The road ends at a
junction with A006 Highway about 2 km from Ambepussa A001/ A006 Highway junction.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 1
Section 4 (Kurunegala to Dambulla): This Section of CEP is located over paddy fields, coconut estates and
uncultivated lands. Within this section the expressway passes along the Kirindigolla, Henegedaralanda,
Hevanethanna, Omaragolla, Bamarakanda, kathiganakanda and Bandakkagala forests.

Overall Environment -

The proposed expressway goes through the wet zone and intermediate zone and primarily through paddy
fields and low lying areas most of where floods are frequent. In addition it crosses a number of streams and
canals or runs close to them. The proposed expressway is located on a sound basement rock and landslides
are not dominant due to flat and low surface undulations. Geological investigations of the proposed
expressway indicate low threats from land subsidence.

The proposed route traverses through a variety of natural, semi natural and human -modified landscapes
and agro-ecosystems and home gardens are the major land uses affected by the proposed project. It goes
through a few forest patches but does not traverse through any national parks, sanctuaries or declared wet
lands. No migratory paths of wild animals (e.g. elephants) were encountered in the study area.

The proposed project transverses through four administrative districts; Gampaha, Kegalle, Kurunegala and
Matale. It runs through 163 GN divisions in 18 DS divisions in those districts. Majority of the settlements are
predominantly rural but highly exposed to the expansion of urbanization and modernization of infrastructure
facilities. Even though economic development is well evident in the area, a considerable portion of population
suffer from poverty.

Anticipated Impacts and Measures for Mitigation

Through an impact identification matrix it was identified that the most affected aspects would be Hydrology,
Socio Cultural aspects and Ecological Aspects. A summary of the key impacts anticipated from the proposed
project and mitigatory measures are given in Table A.

As the project is going through a considerable extent of paddy fields and low lying areas the construction
related activities are bound to cause significant hydrological impacts such as increasing the incidences of
flooding, change in flow patterns and disruption to continuity of irrigation canals. To overcome these
numerous mitigatory measures will be undertaken through design. It will also be ensured that construction
will take place in the dry period.

One of the main adverse impacts of the proposed project is on human settlements due to acquisition of land
and significant number of resettlements which will bring about long lasting changes to the area. Changes in
landuse pattern will also have a significant impact on livelihood and local economy. To address this issue the
RDA through its PMU and in consultation with affected parties is preparing a comprehensive Resettlement
Action Plan (RAP) for both permanent and temporary relocation of families and institutions. During
construction the community would face short term impacts such as disruption on public utilities and
infrastructure which will be minimized by discussing with relevant authorities and keeping the public
informed of break downs ahead of time. As health and safety of workers and general public will be a concern
all necessary measures would be taken to assure public safety and health during both the period of the
construction and the operation of the proposed expressway.

On the other hand the proposed project is bound to develop the locality and the region by the reducing the
travel time, improved infrastructure, increased land value and secondary developments and increased
employment opportunities.

As the proposed project is going through a considerable area ecological impacts are inevitable. Although most
of the sensitive natural habitats have been avoided during the initial design of the expressway there will be a
substantial and permanent loss and fragmentation of natural terrestrial habitats, large stretches of paddy

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 2
fields, plantations of coconut and other minor crops and home gardens. Sensitive areas will be avoided to the
extent possible failing which technical measures will be taken so as to minimise disturbances to natural
habitats and flora and fauna.

As the trace crosses a number of water bodies impacts on water quality can be significant. All measures would
be taken during construction and operation to minimise run off and spills to water bodies. Good housekeeping
practices would be adopted. It would be ensured that construction camps have proper waste management
facilities. Road cuts along the mountainous area can affect soil stability and groundwater stability and even
rock slides may be expected when road cuts are going on across the escarpment slope of the mountain.
Guidance of a geologist/geotechnical engineer would be sought with respect to road cuts and slope stability
techniques would be implemented where necessary. Necessary slope stability methods would be applied
during construction in areas prone to landslides.

Dust emissions and noise and vibration are the main causes of air pollution. In addition to doing construction
during the wet period all possible measures would be taken to minimise dust generation through good house-
keeping practices. Noise levels would be monitored and maintained during the construction phase and at
work sites where high noise levels are inevitable appropriate protective gear would be provided. Noise
reduction measures will be taken in construction equipments and machinery. Blasting would be done only at
regular intervals and only after the community is informed. Nearby building structures would be regularly
monitored in order to investigate any instability or damage following blasting.

The Environmental Management Plan (EMP) proposed in the report will be revised during the detailed
design stage and the updated EMP will form part of the contract documents. The construction contractor
would be responsible for implementing the EMP during the construction period and the implementation of
mitigation measures which is outlined in the EMP would be monitored.

It can be concluded from the EIA that although the proposed project is anticipated to bring about certain
significant negative impacts these can be mitigated through adopting the mitigatory measures proposed. It is
imperative that the EMP and EMoP proposed in the EIA be strictly adhered to ensure that the mitigatory
measures are implemented without failure and that the project is continuously monitored to ensure that
there are minimal environmental impacts.

In the Extended Cost Benefit Analysis (ECBA) identified impacts were valued using standard tools of
valuation. Under the assumptions made in the base case, the project is viable with a Rs billion 9.73 net present
value.

Table A. A summary of the key impacts anticipated from the proposed project and mitigatory
measures
Number Environmental Impact Proposed mitigation measures
Aspects
1 Hydrological
Impacts
1.1 Impacts of soil Erosion of unprotected earth Planning earth fill related construction at
erosion and fills and deposition at paddy flooding areas during the months with no
deposition fields, streams, tanks and heavy rainfalls expected.
anicults etc. at flood plains.
1.2 Impacts on water Supply of irrigation water During the detailed design stage, every
supplies and supplies and drainage of paddy irrigation canal and drainage canal will be
drainage at the fields can be disturbed if no positioned and designed to avoid any
paddy fields proper invert levels are disturbance to irrigation supply or paddy
maintained through the field drainage. This will be done with the
culverts. consent of the relevant irrigation engineer,
agrarian officer and/or the relevant farm

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 3
Number Environmental Impact Proposed mitigation measures
Aspects
organization.
1.3 Impacts on the Disturbances to the existing Bridges and culverts will be oriented along
existing drainage drainage pattern due to the flow direction and some viaducts will
pattern improper placement and be extended or repositioned so that there
orientation of bridges and will be no obstruction to the present flow
viaducts. pattern.
1.4 Impacts on the Few anicuts will be Viaducts will be provided to clear the
anicuts intercepted by the expressway. anicuts, or a design change will be carried
Expressway road surface out during the detailed design stage with
runoff can accumulate at the consent of the relevant irrigation
nearby anicuts. engineer or agrarian officer.
Road surface drainage will be directed
away from the anicuts using the
embankment toe drains.
1.5 Flood impacts on Expressway operation can be Expressway embankment will be high
the expressway interrupted due to the enough to clear the flood levels.
frequent floods.
1.6 Impacts on the Expressway embankment A disturbance free passage will be left next
flood water reduces flood retention areas to the embankment where the loss of flood
levels which can raise flood levels. retention area is high for easy conveyance
of the flood.
1.7 Impacts on tanks Bunds of few small tanks are Viaducts will be provided to clear the tanks
intercepted by the expressway. or a design change to the road
embankment or relocation of the affected
part of the dam will be done with the
consent of the relevant irrigation engineer
or agrarian officer.
2 Socio – Cultural
impacts
2.1 Social impacts on Around 4500 building - A package of compensation based on the
settlements. structures are to be affected highest market value of their properties,
requiring permanent businesses and livelihoods
relocation for about 75% of - Resettlement Plan in consultation with
them. affected parties.
- An effective mechanism to address public
grievances.
2.2 Social impacts of Permanent relocation of A comprehensive Resettlement Action Plan
relocation of families and institutions living (RAP) in compliance with the legal
communities. on acquired land and requirements and the Grievance Redress
Temporary relocation for Mechanism
construction activities
2.3 Impacts of land Landlessness for some - Land acquisition in compliance
acquisition families, decline in the with the legal provisions and the
profitable use of remaining Grievance redress mechanism.
portions of land, reduction in Compensation paid before
the paddy fields. acquisition.
- Temporary acquisition only after
formal agreement on conditions of
use
- Prevailing market rates used for
the calculation of compensations
2.4 Impacts on Full and partial loss of harvest, - Restoration of livelihoods
livelihood. earnings from agricultural - Grievance Redress Mechanism to
labor, business, home gardens address food security of the
and other means of livelihood affected people
- Employ affected parties for project

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 4
Number Environmental Impact Proposed mitigation measures
Aspects
activities
2.5 Impact on Normal functioning of public - identify possible locations of
infrastructure utilities and other breakdowns and adopt provide
facilities. infrastructure will be remedial measures
disrupted.
2.6 Impacts on Construction activities and - Project activities controlled in
public safety and worker camps may cause terms of clearly stipulated security
health accidents and health hazards. guidelines and make the
contractors and work forces
aware of them.
- Special attention paid to prevent
HIV/AIDS and other infectious
diseases.
2.7 Impact on traffic Traffic diversions and - Identify all the locations of
transport of construction possible traffic issues in advance
material will disrupt normal and adopt appropriate measures
traffic in the area to manage them.
- Adjustments in the work
schedules and traffic diversions
3 Ecological
3.1 Impacts on Expressway construction will - Identify ecologically sensitive
terrestrial result in loss, degradation and habitats and avoid them if possible
Natural Habitats fragmentation of natural - Maintaining connectivity between
habitats habitats through bio links or
animal over passes and
underpasses
- Enrichment planting in selected
areas to compensate for the loss of
habitats
- Proper and safe storage and
disposal of materials, excavated
soils and debris
- Making workers and contractors
aware of adopting engineering
best practices

3.2 Impacts on During constructions, - Making contractors and workers

terrestrial flora vegetation will be lost or aware on environmental
disturbed due to cut/fill safeguard measures and
operations, removal of top soil, incorporating appropriate
vehicle movements, dust ad guidelines and conditions into
workers’ activities etc,, spread contractor documents
of invasive plants - Enrichment planting
- Establish green belts as noise and
dust barriers
- Irradiation of Invasive Alien
Species (IAS) will be incorporated
to landscape maintenance plan
3.3 Impacts on Habitat loss, degradation and - Maintaining connectivity between
terrestrial fauna fragmentation, disturbances habitats through bio links or
due to noise, Road kills in animal over passes and
operation phase underpasses
- Enrichment planting in selected
areas to compensate for the loss of

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 5
Number Environmental Impact Proposed mitigation measures
Aspects
habitats
- Establish green belts as noise and
dust barriers
- Reducing animal access to express
way, Signs to caution vehicles, and
structural barriers to prevent
birds flying low over the
expressway

3.4 Impacts on Aquatic Habitat loss and - Habitat degradation due to soil
aquatic habitats, degradation, Obstructions to erosion and sedimentation can be
flora and fauna the movement of aquatic controlled by adopting
organisms, pollution construction best practices
- Locating solid waste disposal sites
away from waterways.
- Placement of culverts and
drainage structures, their proper
maintenance

4 Water
Impacts on water Water quality of water bodies, - Proper collection, treatment and
quality during especially turbidity and TSS, disposal of waste, including
construction will be deteriorated during wastewater generated at labor
construction due to wash off of camps
sediments, waste material and - Control of erosion and entrapment
contaminants of sediments, pollutants and
debris
- Proper monitoring of water
quality and timely action initiated
to prevent pollution
Impacts on water Water quality of water bodies - Appropriate methods adopted to
quality during will be deteriorated due to collect, treat and disposal of waste
operations wash off of waste material and from rest area
contaminants from roadside - Sediment traps installed at
drainage and rest areas locations at sensitive receivers;
Establish erosion control plans by
establishment of stable native
vegetation along the embankment
slopes.
- Prevention of contaminants
entering water bodies during
maintenance work of road
surfaces
5 Soil/ Geology
Soil Erosion Soil erosion, sedimentation - Excavation activities minimized
and compaction. Higher level during the rainy season.
of turbidity in the surface - During the dry season wind
water bodies erosion reduced by spraying water
to the surface of the excavated soil
- Proper storage of soil and raw
materials.
- Weakly monitoring of turbidity
levels of surface water bodies
Impact on Land Natural landslides, landslides - Guidance of National Building
Form and along the road cuts and Research Organization will be

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 6
Number Environmental Impact Proposed mitigation measures
Aspects
Stability possible land subsidence necessary throughout the project
- Road cuts done under proper
supervision.
- Slope stability techniques to be
implemented where necessary.
- Material transportation done
along the available road network
in order to prevent soil
compaction
- Stabilization of natural landslide
localities
- Frequent monitoring of slope
stability around the road during
and after construction.

Air Quality
Deterioration of Elevated levels of air-borne
 Effectively managing the dust
air quality during particles will deteriorate the
construction air quality generating activities such as earth
works, handling and transporting
of soil and aggregate during times
of high winds or during more
stable conditions with winds
directed towards adjacent
residences and other facilities.
 All earthworks shall be covered in
a manner minimizing generation
of dust Dust emission will be
minimized through measures such
as frequent wetting or wet
spraying of dusty surfaces and any
exposed earthwork surfaces
 The levels of dust generation from
the crusher plants, loading of raw
materials to the asphalt plants and
concrete batch mixing plants will
be controlled.
Deterioration of Elevated levels of air-borne
 Maintenance of the green belt and
air quality during particles will deteriorate the
operations air quality establishing more trees that would
absorb emissions of CO2;
emissions of other obnoxious
gases such as SOx can be reduced
by importing and using quality
fuel with fewer impurities.
 In addition, maintenance of a
vegetation cover and replantation
of trees to the extent possible near
the highway area should be
carried out to arrest dust and
airborne pollutants
7 Noise and
Vibration
Noise impacts to High noise levels, if higher  All machinery and equipment to

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 7
Number Environmental Impact Proposed mitigation measures
Aspects
nearby than the stipulated limits be used for the construction phase
settlements and during construction works, needs to be regularly well
habitats during will severely disturb the maintained
construction neighbourhood  All vehicles and equipment. should
have good quality mufflers or
silencers to reduce exhaust noise.
 High noise emitting machinery
and equipment and all other noisy
works such as concrete mixing and
batching, mechanical compaction,
use of saws, excavation works
using excavators, jack hammers,
rock drills and rock breakers
should not be used during the
night time
 Demolition of structures should be
carried out using quieter methods
especially near settlement areas
 Transport routes for trucks and
heavy vehicles to the construction
site would be selected to minimise
the impact on residential areas
where possible.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 8
CHAPTER 1: INTRODUCTION
1.1. Background of the project

Sri Lanka is situated in the Indian Ocean and it is about 28 kilometers off the south-eastern coast of India. It
has a land area of about 65,000 km2 and a population of about 20 million. Density is highest in the south west
where Colombo, the country's main port and industrial center, is located. The net population growth is about
0.7%. Sri Lanka is focusing on long-term strategic and structural development challenges as it strives to
transition to an upper middle-income country. Key challenges include boosting investment, including in
human capital, realigning public spending and policy with the needs of a middle-income country, enhancing
the role of the private sector, including the provision of an appropriate environment for increasing
productivity and exports, and ensuring that growth is inclusive.

Transportation has become a major requirement in day to day life in the modern society. The proper and
quicker transportation methods should be available for development of the country. Traffic congestion in Sri
Lanka’s urban areas has become not only a nightmare to the public, but also one of the main obstacles to
development, causing massive economic losses to the state. Therefore the capacity of transportation facilities
has to be developed to meet its specific demand within the requirements of the transport system as a whole.

The Government of Sri Lanka has decided to construct the Central Expressway starting from Kadawatha to
Dambulla with expressway links from Meerigamata to Ambepussa and Pothuhera to Galagedara. In order to
ensure compliance with the relevant provisions under the National Environmental Act (NEA) and associated
regulations, as well as other relevant legislation and policies linked to road works, an Environmental Impact
Assessment Report with the Environmental Management and Monitoring Plan (EMMP) is prepared.

Central Expressway Project (CEP) is considered as four (4) Sections as given in Table 1.1.

Table 1.1: List of Sections in CEP

Section Description Length (km)
Section 1 Kadawatha to Mirigama 37.0
Mirigama to Kurunegala 39.7
Section 2
Mirigama (Wilwatta) to Ambepussa (Ambepussa Link Road) 9.1
Section 3 Pothuhera to Galagedara 32.5
Section 4 Kurunegala to Dambulla 60.3

After the Expressway alignment of CEP was proposed, the Road Development Authority requested for and
obtained two separate TORs for the CEP from Central Environmental Authority (CEA). One TOR was for the
Expressway from Kadawatha to Dambulla (Annex 1.1), and other one was for expressway link from
Pothuhera to Kandy. This Environmental Impact Assessment (EIA) has been prepared to assess Sections 1, 2
and 4 of the Central Expressway Project. EIA for Section 3 and EIA for Kadawatha System Interchange are
conducted as separate studies. Figure 1.1 presents the general area of Central Expressway Project.

The Road Development Authority (RDA) of Democratic Socialist Republic of Sri Lanka has engaged the Center
for Sustainability (CFS) of Department of Forestry and Environment Science of University of Sri
Jayewardenepura (USJP) to prepare an Environmental Impact Assessment Report for the (Kadawatha
Dambulla section (sections 1, 2 and 4) Central Expressway Project in accordance with the TOR issued by CEA.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 9
 Figure 1.1: Proposed Central Expressway

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 10
1.2. Objective and justification of the project
The proposed expressway network is expected to inter-connect most of the regions in the country
including the North and East and to expedite the development in the country. With the facilitation of the
transport network, both national and international investments are expected to rise and boost the
economy. It will also enhance the ease of access to tourist destinations, reduce travel times and improve
fuel efficiency, thus contributing to sustainable development while ensuring the environmental and social
safeguards.

The key project objectives of the CEP are mentioned below.

 Provide an efficient transportation network to expedite development plans in the Country,

 Facilitate the needs of expected industrial and social development of town areas located
along the expressway corridor,
 Improve connectivity between key growth centers of Colombo, Gampaha, Kurunegala, Kandy,
and Dambulla to the Northern and Eastern regions of the country,
 Handle the forecasted traffic at an adequate level of service,
 Protect and where possible, enhance environmental conservation,
 To establish an economically feasible expressway network system,

Specific Objectives of Kadawatha Dambulla Section

The main specific objective of the Kadawatha Dambulla Section of the CEP is to provide quick access
to Northern, Central and Eastern Parts of the country.

Further, following benefits are expected to the public, after completion of the CEP:

• Availability of an efficient transportation system to the Northern, Eastern, North Western, North
Central and Central Province,
• Exposure of the remote cities of Northern and Eastern provinces of the country for new
investments,
• Increased motivation for foreign and private sector investors, thereby contributing to the
expansion of new employment opportunities,
• Reduced travel times between Colombo and Gampaha, Kurunegala, Kandy, Dambulla, Jaffna and
Trincomalee.
• Reduced delay costs and fuel costs thereby contributing to the national economy,
• Improved access to tourist destinations leading to the expansion of the tourism industry,
• Development of the towns around identified interchanges as economic centers,
• Enhancement of the value of land and property in the region,
• Improvement of economic and social development of agriculture based cities like Dambulla,
• Ease and advent of uniform resource distribution over the northern and eastern provinces.

The overall Project can be justified based on the above anticipated benefits which will ensure regional
connectivity and development in Sri Lanka.

1.3. Objective of the EIA report

This Environmental Impact Assessment (EIA) Report pertaining to the development of the 137 km
Expressway from Kadawatha to Dambulla and 9.1km Link road from Wilwatta to Ambepussa
(Ambepussa Link Road) critically evaluates the anticipated project outcomes with respect to the positive
and negative environmental impacts that are anticipated during project planning, construction and
operational phases. Any possible adverse impacts from the project on the bio-physical and socio
economic environment are being identified early on to decide on the environmental viability of the

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 11
project and to take necessary migratory measures to minimize such impacts. A monitoring plan is
proposed to ensure that the recommended migratory measures are adopted and that they are effective to
overcome any anticipated adverse environmental impacts. This monitoring plan includes identified
parameters that are used as indicators, frequency of monitoring along with the responsibilities that
should be held by the project proponent and the relevant regulatory agencies responsible for project
monitoring during construction and operational stages enabling any unanticipated impacts to be
determined through monitoring.

Since the project is located within the jurisdiction of the Central Environmental Authority the EIA was
prepared to obtain environmental clearance set down by the National Environmental Act No 47 of 1980.
Upon submission of preliminary project details by the project proponent, RDA to the CEA, the Terms of
Reference (TOR) for the EIA had been issued to the project proponent.

1.4. Methodologies and technologies adopted in EIA report preparation

1:50,000 and 1:10,000 digital maps, soil and geological maps were procured from the survey department
covering the entire project. Those digitized maps were used to prepare the required maps for this EIA
Report by the GIS Specialist. Addition to the above, Environmental Senstive area map along the
expressway corridor was procured from the CEA.

Topographical survey maps of CEP Sections 1, 2 and 4 and Google Pro maps were also used in the study.

1.4.1. Guidelines and policies

The following guidelines and policies were used:

 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 (SAIRC), RDA, 2009
 Policies, Acts and other legislative instruments in connection with road construction and
implementation.

1.4.2. Environmental investigations

The scope of the EIA covers the proposed expressway corridor from Kadawatha to Dambulla and Link
road from Wilwatta to Ambepussa (Ambepussa Link Road), excluding Kadawatha System Interchange.

EIA Report of Colombo Kandy Alternative Highway (CKAH) and Resettlement Action Plan prepared for
CKAH 1+000 – 10+000km were refered to as literature, In addition the studies that had been carried out
by the RDA for the previously proposed Northern Expressway project were also studied in detail to
identify available data and data gaps. Further studies were carried out using the available data.

1.4.3. Survey of existing literature

The following documents were reviewed during the EIAR preparation:

• Economic Feasibility Analysis for Central Expressway Project by the Transportation Engineering
Division, Department of Civil Engineering of University of Moratuwa April 2016 for the
expressway feasibility study
• Statistical Handbooks of Gampaha, Kegalla, Kurunegala and Mathale Districts, Department of
Census and Statistics, 2010

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 12
• EIA Report on the Alternate Highway (Expressway) between Colombo and Kandy, RDA,
December, 2001
• Hazard Profile of Sri Lanka - Disaster Management Centre, Ministry of Disaster Management,
December, 2012
• All reports that had been prepred by the RDA for the previously proposed Northern Expressway
Project

1.4.4. Scoping for Impact Identification

After preliminary investigations an impact matrix was prepared taking into consideration the
environmental (including social aspects) of the area. The environmental aspects are categorized into the
main groups of environment. In the impact matrix project activities (classified as pre-construction,
construction and post-construction phase activities) are given in one axis whereas the environmental
parameters are given in the other axis. A sign of “+” was placed to indicate beneficial impacts and a
symbol of “-” to indicate negative impacts. The significance of the impact is indicated by allocating a
numerical value 1, 2 and 3 to indicate low, medium or high impact respectively. The medium and high
impacts were then further investigated for the impact assessment. The impact identification matrix filled
for the scoping exercise is given in Annex 4.1.

1.4.5. Field Investigations

Field Studies were carried out from September 2015 to February 2016 to gather new information, and to
verify and update the existing information on the proposed alignment.

1.4.6. Methodology for land use study

The existing land uses along the proposed Central Expressway were studied using information collected
from field excursions and previous reports. The digital data (1:10,000 scale) of the survey department
were used and updated with field evidences. The land use information was further analyzed using Google
Earth images and available satellite images along the proposed central expressway. Especially, reserved
forest areas were included into the digital data base using recent sources of the forest department. Thus,
the updated digital land use data were finally used for the EIA discussions.

The study on existing land uses was done mainly for the recommended buffer zones. 60 m initial corridor
from center line of the proposed expressway (total width of 120 m) and 100 m reservation area from the
edge of the initial corridor (total with of 320 m) were separately used for the calculation of different land
uses covered by the proposed project. Approximately sixty (60) digital 1:10,000 maps cover the proposed
expressway. Projected national grid coordinate system for the country (meter scale) was used for the
calculations. All the crossing points of the major rivers and roads across the proposed expressway were
also discussed with respect to their crossing coordinates using spatial analyses.

1.4.7. Methodology for topographical analyses

Topography along the proposed expressway was initially identified as a critical parameter. According to
initial observations topography of Colombo and Gampaha districts are flat with lower surface
undulations. However, in Kurunagala and Matale districts the proposed road is going across isolated
hillocks. Therefore, topography along the proposed road was studied in terms of elevation, contour, slope,
aspect and land uses. Methodology used for the detailed land use study is given in the existing land use
section. However, elevation and slope maps were developed based on 1:10,000 terrain data developed by
the Department of Survey, Sri Lanka. Around sixty contour maps with projected national grid coordinate
system for Sri Lanka (meter scale) were used for the topographical study. The 3D analysis in Arc GIS 9.3
was used to develop surface elevations using Triangulated Irregular Network (TIN) method. In addition,
slope and aspect maps were developed using spatial analyses techniques using TIN.

The topographical study was also done for the recommended buffer zones. 60 m initial corridor from the
center line of the proposed expressway (total width of 120 m) and 100 m reservation area from the edge

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 13
of the initial corridor (total with of 320 m) were separately used for the topographical investigation. In
addition, major interchanging locations were considered in detail. However, topographical study did not
consider the recommended buffer zone only. In addition, possible land subsidence locations across the
proposed expressway were studied with respect to different topography.

The topography of the proposed central expressway is quite important due to possible occurrences of
landslides due to road cuts as well. Therefore, necessary studies were also done in order to avoid possible
landslides after the construction of the proposed expressway.

1.4.8. Methodology for geology, soil and natural disasters

In general, geotechnical investigations and design report of the feasibility study were used for this EIA.
Using those information the underlying geology and geomorphology were also assessed. Borehole logs
and soil samples from feasibility study were further used to discuss the land suitability, stability, soil
types and their characteristics. In the geotechnical investigations, laboratory tests were carried out on the
soil samples to determine atterberg limit, moisture content, particle size distribution, compaction, organic
content and chemical parameters (pH, Chloride and Sulphate). Those parameters were used to discuss
the conditions of soil around the proposed project where necessary.

The geology and soil investigations for this EIA were carried out through field investigations and analyses
of 1:100,000 geology and structural maps developed by the Geological Surveys and Mines Bureau
(GSMB). Basement rock type, strike, dip and other structures present across the proposed expressway
were studied in detail where necessary. The structures of the basement rocks across the road are
complicated, and hence several folds and shear zones were analyzed. Outcrops are limited in Colombo
and Gampaha districts due to thick soil overburden and hence the studied buffer zone was extended
around 500 m from the center line of the proposed expressway. Conversely, several outcrops can be seen
in Kurunegala, Matale and Kandy districts. Structural geology of the basement was studied to investigate
groundwater movements as well as natural disasters including possible landslides and rock slides.
Around the Kandy district the proposed expressway is moving through complicated geology and
structures. Therefore, detail discussions are carried out for the proposed EIA.

Soil along the proposed central expressway was further studied in terms of possible compaction and
erosion, especially, along the sections through working paddy fields in Gampaha, Kurunagala, Kandy and
Matale districts. Soil was studied for the possible issues on infiltration capacity and nutrient losses as
well. In addition, investigation of terrain conditions with respect to the basement geology and structures
were done in order to overcome the possible landslide threats along the road cuts. Further, investigations
of possible land subsidence were done based on geology, soil and geotechnical reports. Geology and
structures were mainly studied around the interchanging locations and system interchanges. Structural
geology along the proposed expressway project was studied to discuss impacts on deep groundwater
movements and other possible natural disasters.

1.4.9. Study on Hydrology

Investigations conducted were mainly based on review of the feasibility and preliminary design reports
and the relevant EIA reports. At certain places where flooding is critical, information available in reports
were verified through field investigations. Satellite images were used to get the land use and the
topographic survey data collected along the ROW. Flooding and drainage issues along the corridor of
ROW and 100m on each side of the ROW were looked into. 1:50,000 and 1:10,000 maps published by the
survey department were used to verify the catchment boundaries of culverts, bridges and all other
roadway hydraulic structures. Hydrological and drainage impacts were mainly assessed based on the
information on the locations of proposed culverts, bridges, flood channels, drainage plans, flooding areas
etc. given in the feasibility and preliminary design reports of the Colombo-Kandy Alternative Highway
project and the reports available on previously proposed Northern Expressway project. Information
collection and compilation is carried out in 4 sections covering different stretches of the road.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 14
1. For Kadawatha to Gampaha stretch, Prefeasibility Study, Amendments to the Selected Road Traces,
Colombo - Kandy Alternative Highway and Outer Circular Highway, University of Moratuwa, September
2006 and the Environmental Impact Assessment Report of Alternative Highway between Colombo and
Kandy, prepared by Euro Infra Group with Resource Development Consultants in December 2001 were
used to get relevant information.

2. From Gampaha to Kurunegala (including the Ambepussa link), relevant information was reviewed from
the Feasibility Study, Preliminary Design Report, Stages 1 and 2, Volume 3 - Hydrology and Drainage,
Snowy Mountains Engineering Corporation (SMEC) and OCYANA, April 2014 and report that had been
prepared to obtain environmental clearance for the previously proposed Northern Expressway Project-
Stage 1 , 2 and Ambepusa link, SKILLS International, October 2014.

3. From Kurunegala to Dambulla the Feasibility Study, Preliminary Design Report, Stage 4, Volume 3 -
Hydrology and Drainage, SMEC and OCYANA, April 2014 and report that had been prepared to obtain
environmental clearance for the previously proposed Northern Expressway Project - Stage 4, SKILLS
International, October 2014 were referred to get hydrology and drainage related information of the
proposed expressway section.

1.4.10. Ecological Component

 Information available in the ecological assessments of the previous EIA reports was used as
secondary data. These reports were reviewed to determine their adequacy, and identify possible
information gaps as well as to identify ecologically sensitive locations that need special
consideration.
 Ecological assessment of the section from Kadawatha to Gampaha was completed back in 2001,
and the existing information has limited applicability. As the land use had changed over the
period, a comprehensive ecological assessment was carried out for this section.
 More comprehensive ecological assessments had been conducted for Expressway sections from
Gampaha to Mirigama, Mirigama to Kurunegala, Mirigama to Ambepussa and Kurunegala to
Dambulla. Intensive sampling had been done and a sound analysis of ecological information of
habitats, sensitive locations, potential impacts and mitigation measures were available.
Validation of information at pre-identified ecologically sensitive locations were done.

Methods used to get the missing information were:

Major habitat / land use types present in the study area were identified using Google images and
1:50,000 and 1:10,000 scale topographical maps. The presence of protected areas in close proximity
to the study area was studied Using Google images and 1:10,000 maps. The habitat maps were
verified through the reconnaissance survey. Using the verified habitat maps, the sampling intensity
and sampling sites for each habitat/ land use type were determined within the study area. Detailed
surveys were carried out in each identified sampling location. This survey included field sampling of
both aquatic and terrestrial fauna and flora using a variety of methods. The sampling methods that
were used are outlined below.

Fauna

 Line transect survey, plot survey and opportunistic observations were used to assess the
terrestrial fauna while netting, trapping and visual observations were used to assess aquatic
fauna within each identified habitat in the study area. The techniques used to collect information
within transects or plots on the main taxonomic groups are shown in Table 1.2.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 15
 Table 1.2: The sampling methods to be employed in the fauna survey
Group Technique
 Variable Circular Plots (both direct and indirect
 Birds
observations to be used)
 Butterflies and
 Opportunistic observations
Dragonflies
 Quadrate Clearing and Opportunistic
 Herpetofauna and
observations (both direct and indirect observations
Land Snails
to beused)
 Netting (Frame nets, casting nets, hand nets
 Fish
etc.), Trapping and visual observations
 Opportunistic observations & Counting (both direct
 Mammals & Primates
and indirect observations tobe used)

Flora

 Gradsect (gradient-directed transect) sampling technique was used to gather data on plant
diversity. Plots of 10 m x 5 m were carried out within each identified habitat to assess terrestrial
flora in the study area. Within each plot, plants encountered were identified by their families,
genera and species. Specimens of unidentified species were collected and numbered for
subsequent identification at the National Herbarium of the Department of National Botanic
Gardens, Peradeniya.

1.4.11. Socio-Economic investigations

1.4.11.1. Identification of baseline information

Data for the identification of social impacts of the proposed project and proper understanding of the
socio-economic characteristics of the project area coming under the ROW of the proposed expressway, its
buffer zone of 100 m on either side or the adjacent area were collected from primary sources and
secondary sources. Field studies were carried out after gathering the available information from
secondary sources. In particular, latest information published by the Department of Census and Statistics
were studied for the explanation of the demographic and socioeconomic characteristics of the relevant
communities. Furthermore, relevant Urban Councils, Pradeshiya Sabhas, Divisional Secretariat Offices,
Divisional Engineer’s Offices and Government hospitals were sources of data for the survey of secondary
information. A profile of communities, institutions, businesses, infrastructure facilities and the use of
resources including land in the project area was also prepared. Reports of the socioeconomic surveys
conducted for the previously proposed Northern Expressway and Central Expressway in the recent past
were also referred to obtain important data. Possible adverse social impacts of repeated social surveys in
the same area on same and highly sensitive matters of peoples’ residence, family and community life were
avoided by such a strategic use of data already gathered recently.

The comprehensive Resettlement Action Plans which were prepared for CKAH 1+000 – 10+000km
previously proposed NEP Stages 1, 2 & Ambepussa link and NEP Stage 4 were also used as secondary
data.

Two categories of people and institutions have been identified. The first category is the project affected
persons and institutions. This category includes all the households, institutions, organizations, properties,
possessions, investments, businesses, infrastructure facilities, rights, material resources, community life,
culture and social functioning of people in various capacities. The nature and the magnitude of the social
impacts of the proposed project on those people and institutions and social processes were researched.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 16
The second category include the persons and institutions having no visible or perceived adverse impacts
from the project but are interested in it and would be beneficiaries of the proposed project.

1.4.11.2. Collection and analysis of primary data.

Sub task 1. Socioeconomic survey of households.

The data collected through standard tools of Questionnaire prescribed by the RDA for the EIA of the NEP
in 2013 and 2014 were used considering their relevance to the areas coming under the proposed project.
Information pertaining to new routes of the project which had not been studied earlier, were gathered
from both secondary sources as well as through interviews with selected persons and institutions in
those areas.

Sub task 2. State sector institutions and property survey.

Data collected through a separate Questionnaire prescribed by the SAIRC of RDA were used for
identifying the state sector institutions and properties located in the project area which might be affected
by the project.

Sub task 3. Private sector institutions and properties.

Commercial and other private sector institutions and properties located in the project area and likely to
be affected by the project were also identified in terms of the information gathered through a separate
Questionnaire prescribed by the SAIRC of the RDA.

Sub task 4. Focus group discussions.

Peoples’ perceptions, ideas and attitudes regarding the project and its social impacts and their
suggestions were identified in terms of the data collected by means of focus group interviews conducted
in different communities that would be affected by the project.

Sub task 5. Key informant interviews.

Information were sourced from a group of key informants such as Grama Niladaris, Divisional Secretaries,
Mayors, chairpersons of Pradeshiya Sabha, Heads of police stations, School principals, owners and
managers of private institutions, land officers, hospital authorities, religious leaders, and individuals with
special interest in the project.

information collected from various sources were properly analyzed using MS excel, SPSS etc. and was
used for developing the socio-economic profile of the project affected area and public opinions and
perceptions of the proposed project.

1.4.12. Cultural, Historical and Archaeology Heritage

The study on Cultural, Historical and Archaeology Heritage Component of the Environment and Social
Impact Assessment (ESIA) has been conducted as the Heritage Impact Assessment (HeIA).

The methodology has been focused on;

a) Identifying the existing artifacts, sites and areas of historical, cultural and archaeological
(including religious) heritage significance within the proposed road corridor
b) Mapping the location of artifacts, sites and areas of historical, cultural and archaeological
heritage significance
c) Describing the potential impacts of the road corridor on historical, cultural and
archaeological heritage

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 17
 d) Developing appropriate recommendations and mitigation measures to minimise the impacts
of the project historical, cultural and archaeological heritage

The study is being extended to assess the heritage properties under the range of (a) Cultural properties
and attributes, which cover any cultural structures and their functions from present to past; (b) Historical
properties and attributes considered as any historically important structures and functions from written
period and (c) Archaeological properties and attributes covering Pre-historical, Proto-historical and to
Historical structures and their functions which could be considered under the archaeological properties
and attributes which are examined by a wide range of reconnaissance techniques to locate archaeological
sites and properties and to investigate sites without prior approval for excavation. Broad Desktop studies,
Surface surveys, Geophysical or geochemical surveys and Aerial surveys were to be conducted but due to
lack of resources/ techniques only Desktop studies and Surface surveys were carried out.

As per the regular and succeeded assessments already conducted by recognized experts/ institutions in
the field of heritage management; the methodology has been designed in order to achieve the scope of the
study, which will be covered in the Heritage Impact Assessment in following categories;

 Cultural Properties and attributes

 Historical Properties and attributes
 Archaeological Properties and attributes
(Religious properties have been covered under mainly Cultural & Historical aspects)

Following tools have been applied to collect the required information and data, on desk and field basis;
 Literature Survey (Archaeology Department, University and Other Libraries, Government Offices
like Central Cultural Fund, National Museums and Book-shops…etc)
 Key Informant’s Discussions (Archaeology Department)
 Semi Structured Interviews (Sites)
 Direct Observations (Sites)
 Historical Profiles (Sites)
 Unsystematic Field Survey (Sites)
 Photographic Evidences (Sites)

Principles of PRA tools were also considered in field studies. In addition to the above a comprehensive
Archaeological Impact Assessment has been conducted by the Department of Archaeological.

1.5. Conformity with government policies and plans

Under the manifesto of the current Government the Central Expressway has been identified as a major
road sector development project. With this expressway which connects to the Pothuhera Galagedara
Section at Pothuhera system interchange, the travel time from Kandy to Kadawatha will be reduced up to
one and half hours. The CEP also connects to the Outer Circular Highway (OCH) (E2) at Kadawatha
System Interchange which allows the users a clear path to Colombo Katunayake Expressway (E3) (with
Phase III of OCH), Southern Expressway (E1) and proposed Ruwanpura Expressway and Colombo
Elevated Highway which gives quicker access to most of the economically and administratively important
locations.

1.6. Preliminary approvals needed for the project

Approvals will be required from the Department of Agrarian Services, the Paddy Cultivation Board and
the Coconut Cultivation Board due to the impact of the project on paddy lands and coconut estates.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 18
Consent of Irrigation Department and Provincial Irrigation Department – Western, North Western and
Central Provinces especially on the structures will be required due to the impact on irrigation and
drainage structures that will be crossed by the proposed expressway.

Concurrence of the Sri Lanka Land Reclamation and Development Corporation (SLLRDC) will be required
with regards to the drainage provisions that will be adopted for the project.

The proposed expressway will cross the Main Line at several locations. Discussions with Sri Lanka
Railways have been ongoing during the design development process.

Concurrence will also be required from the Ceylon Electricity Board (CEB), the National Water Supply and
Drainage Board (NWSDB) and Sri Lanka Telecom for shifting or relocation of respective utility supply
lines located in the project corridor.

Middle sections of the expressway fall within the Kurunegala district which comes under the
environmental statute of North Western Province (NWP). Hence, it is required to get the consent of
Provincial Environmental Authority to carry out construction works and material extraction for the
proposed project within NWP.

Table 1.3: Summary of Approvals required for the Project

No Institution/Department Reasons for Required Approvals Status of Concern
1 Department Agrarian The alignment passes along the paddy Addressed in the report
Development fields and minor irrigation schemes
2 Irrigation Department The alignment intersects inter Addressed in the report
provincial rivers and major irrigation
schemes such as Bathalagoda
3 Ceylon Electricity Board (CEB) As the alignment will intersect/affect Concerns of relevant
/Sri Lanka Telecom (SLT) transmission lines/ water supply agencies will be addressed
/National Water Supply & networks and telecommunication during the detail designs
Drainage Board (NWS&DB) networks that may need shifting
4 Sri Lanka Railway Department The alignment trace is crossing the Addressed in the report
existing railway line at several
locations
5 Forest Department The alignment passes along few forest Forest areas are avoided to
areas the extent possible and
other comments are
addressed in the report
6 Department of Wildlife To obtain the clearance due to the No Wildlife areas within the
Conservation alignment along the forest and the proposed route
proximity to the elephant migratory
paths (corridors) at Dambulla etc.
7 Department of Archaeology The proposed trace may cut across Archaeological Impact
unexplored archaeological sites if any. Assesment Completed by
Department of Archaeology
8 Mahaweli Authority of Sri The alignment passes along Mahaweli Concerns of Mahaweli
Lanka areas at end of Section 4 Authority will be
addressed during the detail
designs

Approvals and consent letters are given in Annex 8.1

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 19
CHAPTER 7: EXTENDED COST BENEFIT ANALYSIS

7.1. Introduction

General
In this chapter, findings of the extended cost-benefit analysis (ECBA) are presented. Extended cost-benefit
analysis (ECBA) is the tool used to assess whether a project is economically justifiable when environmental
and social impacts are also taken into consideration. It is carried out by extending the scope of standard cost-
benefit analysis (CBA) that evaluates intended benefits of the project, against estimated costs, by
incorporating environmental/social impacts either as costs or benefits measured in terms of monetary values.
It is based on the analysis of discounted flow of costs and benefits. The key economic criteria used for project
justification are net present value (NPV), cost-benefit ratio (CBR) and internal rates of return (IRR).

Any project has environmental and social impacts other than benefits/costs intended by the design of the
project. Depending on the nature of impacts, they can either be identified as costs or benefits to the society.
Usually data on such impacts is not available at the feasibility stage of the projects. Extended costs-benefit
analysis (ECBA) is used to assess the economic viability of projects once the information on environmental
and social impacts is acquired through environmental and social impact assessments. ECBA evaluates
whether a project is still economically justifiable when environmental and social impacts also are taken into
account either as costs or benefits, depending on the nature of impacts.

Key Steps of ECBA

Key steps involved in the ECBA include:

 Selecting suitable combinations of expressway stages to conduct ECBA that can appropriately cover
the environmental and social impacts identified in the EIA and SIA.
 Extracting the required base data on project costs and benefits from the relevant CBA carried out in
the economic and financial analysis of the project feasibility study.
 Identifying, economically measurable environmental social impacts reported from EIA and SIA and
determining whether they represent net negative (cost) or net positive (benefits) impacts to the
society
 Acquiring required physical data regarding the respective impacts (costs and benefits) from experts
of EIA and SIA teams
 Evaluating costs and benefits of environmental and social impacts using appropriate valuation
techniques
 Carrying out ECBA, incorporating extended scope of cost and benefits identified in EIA and SIA and
calculation of project performance criteria―i.e. NPV, BCR and IRR
 Interpretation of ECBA results in comparison with CBA carried out for the selected combination of
stages in the economic analysis of project feasibility study to assess the real impact of the project
once the environmental and social impacts also are taken in to consideration

Tools used and Assumptions Made in ECBA

Identified impacts were valued using standard tools of valuation. As far as analysis is concerned the same
assumptions and standards used in the CBA conducted for the economic and financial analysis were
maintained. The list of assumptions and standards adopted in the analysis is given in the table 7.1.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 178
 Table 7.1: Major assumptions and standards used in the extended cost-benefit analysis
Parameter Standard/Assumption Remarks
Discount rate 7% This had been decided based on the historical
movement of the interest rates in the country.
Evaluation 4 years for construction and Cost estimates for the construction were available for
period 30 years for operation given number of years and consistent with the usual
standards applied for similar projects.
Price year 2016 constant prices CBA has used the same basesyear
Numeraire LKR bn Standard used in the CBA
currency
Treatment of Constant prices excluding Standard practice adopted in economic analysis
inflation inflation was used

Other assumptions regarding the shadow conversion factors, economic unit costs and taxation also were
same as in the case of Economic Analysis of the project (University of Moratuwa, 2016).

Decision Criteria

The three decision criteria considered in the ECBA were:

 Net Present Value (NPV)

 Benefit Cost Ratio (BCR)
 Internal Rate of Return (IRR)

Net Present Value

The Net Present Value (NPV) measures the actual or real net economic benefit of the project. The NPV is
calculated by subtracting the discounted costs from the discounted benefits. All projects with a positive NPV
provide a net economic benefit and are economically justified. The NPV should be used when comparing
mutually exclusive project options. The option with the highest NPV is the economically preferred option.

The formula applied for calculating NPV is as follows:

B= Net annual benefits

C = Net annual costs
r = discount rate

Benefit Cost Ratio (BCR)

The Benefit Cost Ratio (BCR) is the ratio of the present value of benefits to the present value of costs and
measures the relative net gain of the proposed expenditure. The BCR will be greater than 1 whenever
discounted benefits exceed discounted costs. A project with a BCR above 1 provides a net economic gain and
is therefore economically justified. In a budget constrained environment, projects should be prioritized
according to their BCRs. The project with the higher BCR is expected to provide the greatest benefit per dollar
invested and hence should receive priority in the allocation of funding. This will ensure the efficient allocation
of scarce resources.

The formula applied for computing BCR is as follows:

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 179
Internal Rate of the Return (IRR)
Internal Rate of Return (IRR) is the discount rate at which the present value of benefits equals the present
value of costs (where NPV equals zero). It measures the rate of return of benefits to costs. If the IRR is greater
than the interest rate that would otherwise was the rate of returns for the funds invested in the project
concerned, it is considered as a sound investment.

7.2. Costs and Benefits

7.2.1. Costs

Cost items have been identified under the following major categories.

Pre-construction costs: This includes cost items that have to be incurred before starting the construction of
the CEP. Major cost items identified are cost of feasibility, detailed design and land acquisition. Information on
these cost items were extracted from the costing undertaken at the feasibility study. The land acquisition cost
is estimated as Rs. 54 Billion.4

Cost of construction: This includes all capital cost items estimated for construction of the CEP. It covers cost
of all engineering constructions and project management costs undertaken at the construction stage of the
project. Period of capital expenditure is covered within the first four years of the project life. Information on
these cost items were also extracted from the costing undertaken at the feasibility study. The total project
cost is Rs. 507.59 Billion and a summary of construction cost of the expressway is given in Table 7.2.
Additionally there is cost for tunnels which amounts to Rs bn 8.075.

Operating costs: This includes all operating costs estimated for a period of 30 years after the construction
period. Estimates cover cost concerning government management, toll collection, servicing, maintenance and
rehabilitation of the road for the period concerned. Again, the source of Information is the costing undertaken
at the feasibility study.

These include routine and periodic maintenance of the road, road furniture repairs, tolling station operation
costs, expressway management centre operational costs; culverts, bridges and drainage maintenance costs,
road lighting, CCTV operations etc. The annual operating and maintenance cost is computed in the Northern
Expressway Feasibility study report and is estimated at US $ 0.34 mn/km (2013 US $). In an ADB study
report6 it is estimated at US $ 0.19 mn/km. However for this study the annual operating and maintenance
cost were estimated considering the cost incurred for the Southern Expressway.

The cost of routine maintenance and operating cost for the Central Expressway is estimated as Rs. 2.78 Bn per
year (US $ 0.11 mn/km, at US $ 1 = Rs 143).
In addition to the annual operating and maintenance cost there is periodic costs as well such as overlays,
replacement of equipment, vehicles etc. The cost estimate for periodic cost in the Northern Expressway is US
$ 1.92 mn/km occurring every 10 years. For the purpose of this study periodic costs is estimated as Rs. 22.8
bn (US $ 0.89 mn/km, at US $ 1 = Rs 143) incurring every 10 years. This includes rehabilitation cost,
upgrading of equipment and vehicles.

Table 7.2: summary of the construction cost

Section Length (km) Cost Rs. Bn
Section 1 Kadawatha - Mirigama 36.54 143.87
Section 2 Mirigama - Potuhera - Kurunegala 39.72 97.74
Ambeypussa link 9.30 10.80
Section 3 Potuhera-Galagedara 32.50 102.09
Section 4 Kurunegala-Dambulla 60.15 153.09
Source: Economic Feasibility Analysis for Central Expressway Project, University of Moratuwa 2016.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 180
The construction costs are distributed during the construction period of four years. The present value of
operating and maintenance cost is Rs. 33.65 Bn. Furthermore, as 25% residual value is included in the cost,
since it is expected that the expressway would continue to operate beyond the analysis period and its
remaining useful value of the infrastructure is included in the residual value of the asset. A residual value of
30% is used after 25 year operating period for the Southern Expressway in the STDP Completion Report, ADB.

Besides the above mentioned project related costs, following environmental/social impacts have been
identified as costs in the EIA and SIA.

Opportunity cost of affected land uses: Road is going to occupy a land strip which currently has
economically valuable land uses. Vegetation of these land uses sequestrates atmospheric carbon
while generating agricultural income for their owners. Both the carbon sink values and agricultural
incomes will be lost once the road is constructed which can be considered as opportunity costs of
land released for the project.

Cost of environmental damage: Compared with the base case CEP is expected to generate large
volume of additional traffic which lead to additional emissions. In addition, certain negative impacts
on local environment and mitigation measures to overcome them have been identified in the EIA.
ECBA incorporates the costs that can be measured and valued based on the available data.

Table 7.3 provides a summary of the nature of cost items identified under above categories and methods used
to estimate these costs.

Table 7.3: Types of opportunity costs and environmental damages and methods of estimation

Cost item Method of estimation

Opportunity cost of affected land uses and travel time
Loss of home gardens and other agricultural Economic values of major tree crops reported in RAP &
land uses SIA surveys for the project period

Cost of environmental damage

Impacts on biodiversity and natural vegetation
Losses of eco-systems services due to Carbon sink values for the types of land uses lost for
clearance of vegetation the project period
Losses and disturbances to habitats of wild  Prevention cost: Cost of structures (under passes
animals (UP), over passes (OP) and Eco-ducts) proposed
for ecological purposes
 Cost of replanting
Cost of pollution
Cost of sound, air and water pollution Prevention cost: Cost of sound barriers; cost of air and
water pollution mitigation measures

Main sources of data for evaluating opportunity cost of affected land uses is surveys conducted for Social
Impact Analysis (SIA) and for Rehabilitation Action Plan (RAP). Cost of environmental damages is based on
data provided by experts of Environmental Impact Assessment (EIA) team. Given the limited availability of
data, many of the impacts identified in EIA are valued on the basis of prevention cost approach. Here the cost
of prevention measures proposed to overcome various impacts has been used as proxies for cost of the
impacts concerned.

The loss of carbon sequestration ability due to clearance of vegetation in expressway area was calculated
using the information on areas of different vegetation types. Total area of affected land uses were assessed at
511.19 Ha.

In addition EIA team has proposed an environmental monitoring program and cost of implementation of this
program has been included. Estimated levels of the cost items identified under opportunity costs and
environmental damages are given Table 7.4.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 181
 Table 7.4: Cost items under opportunity costs and environmental damages and data sources
Cost item Economic Costs Data sources
(PV LKR billion)
Opportunity cost of affected land uses
Loss of home gardens and other agricultural land uses 138.48 RAP/SIA survey

Cost of environmental damage

Impacts on biodiversity and natural vegetation
Loss of carbon sink values due to clearance of natural 0.93 EIA
vegetation
Cost of environmental mitigation and monitoring program
Cost of all proposed environmental monitoring measures 1.29 EIA

7.1.1. Benefits
In the Project Feasibility Study and Economic Analysis the following transport system benefits have been
identified as the key benefits of the project.

Vehicle operating cost savings: Vehicle operating costs (VOC) are the costs associated with the
running of a motor vehicle such as fuel, oil, tires, repair and maintenance and depreciation costs.

Smooth vehicle running conditions in CEP, against the base case situation of existing road network,
was assumed. CEP operations reduce the unit VOC offering vehicle operating cost savings to users as
main economic benefit.

Travel and freight time savings: Savings in travel time is a primary economic benefit sought from
undertaking transport sector projects. These savings are enjoyed by passengers as well as freight
consignees. A main benefit predicted by traffic models for users of CEP is travel and freight time
savings.

Savings of accident costs: Compared with situation of the existing road network (base case),
reduced number of accidents is another advantage of CEP. This results in the economic benefit of
accident cost savings.

Methods used to calculate the respective types of benefits can be described as follows.

Savings
Vehicle Operating Cost (VOC) savings

Vehicle Operating Cost Savings were estimated using the following formula.

VKT = Vehicle km travelled

∆ Unit OC = Difference in unit operating cost between base case and CEP

SMEC has projected VKT for traffic diverted to NEP using the Northern Expressway Strategic Transport Model
(NETSM) for 5 vehicle classes under 6 economic scenarios for the assessment years 2016, 2021, 2026 and
2036. The projected figures under the ‘GDP linked CV growth’ economic scenario has been selected for
estimation of VOC savings.

UoM (2016) notes that this scenario resembles the most probable scenario, mention that a revision was
warranted based on two reasons and following changes were made.
1. The growth rate of 1.40% - 1.47% per annum for Private vehicle was underestimating the growth of private
vehicles. The motor car registration growth in Sri Lanka is around 6.65% for cars and even higher for motor
cycles at 9.55% and three wheelers at 15% from years 2011- 2014. Therefore the growth factor for private
vehicles were updated to be 5% based on annual growth values on existing road network.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 182
2. CV growth factor of 5.21% across all CV types were considered too high. The highest Annual growth in the
national highway network is around 4% for LCV while MCV and HCV are 3.5% and 2.5% respectively.
Therefore the CV growth rates were adjusted for commercial vehicles.
The relevant figures are given in Table 7. 5.

Table 7.5: Daily VKT for the stage combination 1, 2 and 4

Base case ‘Do Minimum’ Traffic Modelling Results
Units 2021 2026 2036
VKT
PV NB km 14,564,572 19,667,544 37,647,292
PV B km 2,126,751 3,077,440 6,108,509
LCV km 1,202,059 1,439,661 2,046,218
MCV km 5,427,723 6,334,658 8,500,242
HCV km 321,800 369,574 484,208
Total km 3,642,905 30,888,877 54,786,469
VKT
FOR TOLLED ROADS
PV NB km 1,216,336 1,943,150 5,414,033
PV B km 297,073 506,801 1,264,749
LCV km 136,884 169,389 248,364
MCV km 380,540 485,113 799,659
HCV km 21,464 25,861 36,217
Sub Total km 2,052,297 3,130,312 7,763,023
Source: Economic Feasibility Analysis for Central Expressway Project, University of Moratuwa 2016

The vehicle operating costs (VOC) used in the analysis for different vehicle types is given below which is
based on the report prepared by University of Moratuwa (2016).

Table 7.6: vehicle operating costs (VOC) used in the analysis for different vehicle
Type VOC_Expressway (Rs./km) VOC_Highway network (Rs/km)
Private vehicle 25.9 28.8
Light commercial vehicle 25.9 28.8
Medium commercial vehicle 39.1 47.1
Heavy commercial vehicle 56.8 68.4
Source: Economic Feasibility Analysis for Central Expressway Project, University of Moratuwa 2016

The Vehicle Operating Cost and Value of Time estimates are based on the values given in the report, Assessing
Public Investment in the Transport Sector, 2000, Department of National Planning. Vehicle operating cost for
expressway is decreased from that for highways considering the savings on vehicle wear and tear, fuel
consumption largely due to lower roughness value (IRI) of the expressway. A similar estimate was adopted in
the Northern Expressway Economic Feasibility study report.

Travel Time Savings

The value of Time estimates is based on the values given in ‘Assessing Public Investment in the Transport
Sector’, 2000, Department of National Planning.

Table 7.7: Daily VHT for base case and CEP

Base case
Units 2021 2026 2036
VHT
PV NB hours 529,254 859,585 4,006,841
PV B hours 72,979 122,327 557,533
LCV hours 39,774 54,668 167,842
MCV hours 181,412 243,675 719,816
HCV hours 11,252 15,369 48,376
Total hours 834,671 1,295,623 5,500,408
Source: Economic Feasibility Analysis for Central Expressway Project, University of Moratuwa 2016
Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 183
 Project case
Units 2021 2026 2036
VHT
PV NB hours 511,943 824,567 3,508,220
PV B hours 70,072 115,971 484,390
LCV hours 38,222 51,819 144,181
MCV hours 176,027 233,483 618,227
HCV hours 10,845 14,557 41,076
Total hours 807,109 1,240,397 4,796,094
Source: Economic Feasibility Analysis for Central Expressway Project, University of Moratuwa 2016

Table 7.8: Economic value of time (VOT) by vehicle type and trip purpose

Type VOT (Rs./hr)

Private vehicle Non Business 407
Private vehicle Business 597
Light commercial vehicle 517
Medium commercial vehicle 850
Heavy commercial vehicle 1,250

Savings of Accident Costs

The accident rates reduce on expressways compared to normal highway roads (A class). The fatal accident
rates for highways is 0.12 accidents/ mn veh-km and for expressways is 0.05 accidents/mn veh-km. The
economic cost of a fatal accident represent the majority of the total economic cost of accidents in Sri Lanka,
furthermore there are no present estimates for accident rate for other types of accidents (damage only,
grievous, non-grievous) for expressways in Sri lanka, therefore consideration of reduction of fatal accidents is
deemed adequate for the purpose of this analysis. The economic value of a fatal accident is given as Rs. 1.51
mn (199 Rs.) in a report published by Department of National Planning, Sri Lanka (2000). The adjusted value
to represent the current value is Rs. 5.75 mn.

Accordingly savings of accident cost were estimated by using the formula given below.

VKT = Vehicle km travelled

∆ Accident rate = Difference in accident rate per vehicle km between base case and CEP
VA = Value of accident

Data related to the accidents rates estimated by the University of Moratuwa (2016) were used in the study.

Projected benefits for the 30 year period under above categories are summarized in Table 7.9.

Table 7.9: Summary of the projected benefits of CEP 2019-2048

Benefits Present Value in LKR bn

Vehicle operating cost savings 101.11
Travel time savings 568.40
Saving of accident costs 9.43
Total 1,311,322.6

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 184
Other Unquantified Benefits

In addition, following benefits will be resulted due to establishment of CEP stages I and II and not included in
the cost benefit analysis due to lack of data for making a reliable assessment.

Table 7.10: Unquantified benefits expected from project

Benefits Remarks
Benefits during construction period
Employment (direct + indirect) CEP is a large scale construction project and during the
Direct construction period it is expected that a significant number
Indirect of employment opportunities (direct + indirect) will be
created.
Benefits after implementation of the project
Real estate market value gains It is expected that commissioning of CEP will bring in an
upward push to real estate prices located along the road and
surrounding areas.
Employment benefits CEP will generate additional employment opportunities after
Direct commissioning of the road for management and maintenance
Indirect of roads.

Calculation of Benefit Cost Ratios (BCR), NPV and IRR

It is found that at the initial stage capital investment is high (project period 2014-2018), and after that the
local community, general public and the Government of Sri Lanka will be benefited. BCR, NPV and IRR were
calculated applying the equations mentioned in the sections of 7.3.1 and 7.3.2.

Benefit Cost Ratios were estimated for the existing situation (Baseline Scenario) and three worst case
scenarios. Under the existing situation, discount rate was considered as 7% for both benefits and costs.
According to the cash flow following estimates were recorded for 30 years. The estimated BCR, NPV and IRR
values are given in Table 7.11.

Table 7.11: ECBA Results

Item Discounted Value (LKR bn)
Benefits
 Saving of Vehicle Operating Cost (VOC) 101.11
 Travel Time Cost Savings 568.40
 Saving of accident cost 9.43
Total 678.94
Costs
 Construction costs 420.47
 Operating costs 41.11
 Acquisition cost 50.47
 Cost for loss of carbon sequestration ability 0.93
 Opportunity cost of land 138.48
 Environmental mgt. cost 1.29
Total 595.44
Decision Criteria
BCR 1.015

NPV (LKR bn) 9.73

IRR 7.10%

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 185
Sensitivity Testing

A sensitivity testing was carried out under scenarios given below.

 Scenario 1: Benefits are reduced by 20%

 Scenario 2: Costs are increased by 20%
 Scenario 3: Costs are increased by 10% and benefits are decreased by 10%

The estimated BCR, NPV and IRR values are given in Tables 7.12a-c.

Table 7.12a: BCR, NPV and IRR values resulted in the CBA study under the scenario 1

Item Value

BCR 0.81
NPV -LKR bn 120.82
IRR 5.53%

Table 7.12b: BCR, NPV and IRR values resulted in the CBA study under the scenario 2
Item Value
BCR 0.84
NPV -LKR bn 118.88
IRR 5.82%

Table 7.12c: BCR, NPV and IRR values resulted in the CBA study under the scenario 3
Item Value
BCR 0.83
NPV -LKR bn 119.85
IRR 5.69%

Conclusion and Recommendation

Under the assumptions made in the base case, the project is marginally viable with a Rs billion 9.73 net
present value. Tables 7.12 (a, b, c) show the predicted NPV, IRR and BCR values under proposed three worst
case scenarios. It is found that under worst scenarios, the project is not viable from national economy and
environmental point of view.

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CHAPTER 8: CONCLUSION AND RECOMMENDATION
8.1. Conclusions

The following broad conclusions could be reached from this study.

 This Environmental Impact Assessment (EIA) has been prepared to assess the sections 1,2 and 4 of
CEP Kadawatha to Dambulla stretch. The scope of the EIA covers the proposed expressway corridor
from Kadawatha to Dambulla and Ambepussa Link Road, excluding Kadawatha System Interchange.
The EIA has investigated environmental and social implications associated with the proposed project.
 From the baseline studies of the existing environment it is seen that a significant stretch of the
proposed trace traverses through paddy fields and low lying areas and that it crosses a number of
streams and canals. It is also observed that the proposed route traverses through variety of natural,
semi natural and human-modified landscapes. Although the proposed expressway does not traverse
through any national parks, sanctuaries or declared wetlands it sometimes goes through or very close
to a few forests. The trace traverses through four administrative districts; Gampaha in Western
Province, Kegalle in Sabaragamuwa Province, Kurunegala in North Western province and Matale in
Central Province in the country. It runs through 163 GN divisions in 18 DS divisions in those districts
some of which are densely populated.
 According to the findings of the EIA study it could be concluded that the proposed expressway
alignment will cause significant adverse impacts to the physical, biological and social environment at
certain locations of the trace
 The need of resettlement or physical displacement of HHs has been greatly reduced by placing the
expressway trace over marshy lands, paddy fields, other agricultural lands and non residential lands.
 Still the obvious adverse project impacts are social impacts arising as a result of land acquisition,
displacement of people, and resettlement. Around 4557 building structures are to be affected
requiring permanent relocation for about 75% (3438) of them. About 489 villages or rural
communities would be affected by the project depending on their locations. This long lasting change
of the area requires resettlement, re-adaptation, reintegration and relocation of affected people to
restore smooth functioning of the communities with a new expressway in their vicinity or adjacent
area.
 As a consequence there would be impacts on the personal income, livelihood, psychology and well
being of the directly affected parties. Although the trace traverses closer to sensitive receivers such as
schools and temples, there will not be any significant adverse impacts to such sites after construction
of the expressway.
 Since the alignment is going primarily through paddy fields and low lying areas and cross a number
of streams, canals and drains hydrological and drainage impacts are anticipated. Most of the minor
irrigation schemes will be affected and there will be loss of paddy land within the ROW. However,
paddy cultivation could be continued on either side of the ROW as in the case of the other
expressways in operation (e.g. Southern Expressway). There could also be temporary issues
regarding the allocation of irrigation water to isolated paddy lands.
 During the construction there would be air quality, noise and vibration issues affecting settlements,
sensitive recipients, archeological sites and ecological aspects. Noise impacts continue through
operation phase. Surface water quality would be affected by runoff contaminated with sediments and
chemicals during construction.
 A few forest patches, species and natural habitats will be affected by the alignment. The forests
affected by the trace are : 1) “Mirigama Kos Kele”, a naturalized plantation forest, of which an extent
of approximately 0.67 ha will be lost permanently from the 57.9 ha forest. The proposed link road
will bisect this plantation forest in to two parts with extents of approximately 30 and 27 ha; 2)
Weragalakanda Forest from which about 1.5 ha will be lost from the total extent of the 164 ha but

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 187
 there will be no fragmentation of the forest area. , but the construction of expressway may act as a
barrier for faunal communities to freely move between different habitat patches; 3) Kiridigolla
Forest, a Jak-Mahogony naturalized forest bordered by the Deduru Oya which serves as a source of
water for the animals inhabiting the forest. The proposed CEP will pass through the forest close to the
edge of the river and a narrow strip of forest will be lost affecting the faunal species and
Bamarakanda forest reserve from which a narrow strip will be lost.
 In spite of these negative impacts there are enormous regional and national level positive outcomes
of the project which far outweigh the negative impacts at local level and due to this even the affected
people and communities do not fully disagree with the proposed project which is expected to
upgrade the life styles of all.
 Affected parties are expecting a direct and immediate involvement of RDA to compensate, resettle
and restore their livelihood elsewhere in a fair and justice manner. This will be done prior to
commencement of the construction activies.
 Via ducts and large box culverts have been built into the design to minimize backwater impacts and
additional mitigatory measures as stated in the EIA to address drainage and hydrological impacts
such as local floods will be taken.
 The detail design will be done to minimise the impact on sensitive areas as much as possible.
Although avoidance of sensitive habitats is the best option, it is not feasible at all the time often due to
substantial increase in costs. In such cases, bio links or animal over passes, underpasses, eco-ducts
shall be established. The exact requirements will be finalised at the detailed design stage.
 It is seen that almost all the anticipated adverse impacts could be mitigated to a great extent using the
proposed mitigation measures.
 In the Extended Cost Benefit Analysis (ECBA) identified impacts were valued using standard tools of
valuation. Under the assumptions made in the base case, the project is viable.
 Once the entire trace of CEP is constructed the economic capital of the country will be linked with the
Central, Northern and Eastern regions of the country. Thereby it will assist the sustainable
development which the government intends to achieve in the coming years.
 It can be concluded from the EIA that although the proposed project is anticipated to bring about
certain significant impacts these will be mitigated through adopting the mitigatory measures
proposed. The EMP and EMoP proposed in the EIA will be strictly adhered to ensure that the
mitigatory measures are implemented without failure. The project is continuously monitored to
ensure that there are minimal environmental impacts.

8.2. Recommendations

The following recommendations are made in this study.

 All proposed mitigation measures and environmental monitoring and management actions shall be
considered as recommendations.
 Special emphasis shall be paid to address mitigatory measures proposed to minimise social impacts
arising from land acquisition and resettlement
 Resettlement and offer of compensation for the affected parties will be implemented without delay
considering the views of stakeholders as far as possible in collaboration with all concerned line
agencies especially Division Secretaries.
 Although hydrological modeling has been carried out and designs and locations of structures
identified, these designs will still be reviewed during the detailed design stage with more accurate
information such as river bed levels and flow regime information. Such approach will provide more
accurate results in structural designs. A special emphasis will be paid to viaduct sections where a
balance is required in the length and location of viaduct placement and cost of such construction

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 188
  The existing irrigation canals and drainage facilities will be properly maintained in the project area.
In this respect it is important to consider requirements stipulated by Irrigation Department, Sri
Lanka Land Reclamation and Development Corporation and Department of Agrarian Development in
to detail designs and contract documents of the project.
 The EMP and EMoP for the project will be updated in the detail design stage and incorporated in to
respective tender documents.

Final Environmental Impact Assessment Report - CEP Sections 1, 2 and 4 (Kadawatha to Dambulla) 189