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Initial Environmental Examination
June 2012
Sri Lanka: Northern Road Connectivity Project
– Additional Financing
National Roads
Prepared by the Road Development Authority, Ministry of Ports and Highways for the Asian Development Bank.
CURRENCY EQUIVALENTS (as of 5 June 2012)
Currency unit – Sri Lankan rupee (SLR) SLR1.00 = $0 .0076917160
$1.00 = SLR 130.010000
ABBREVIATIONS
ADB – Asian Development Bank ADT – average daily traffic AC – asphalt concrete AP – affected person BIQ – basic information questionnaire CEA – Central Environmental Authority CSC – construction supervision consultant DA – Department of Archeology DoAS – Department of Agrarian Services DoF – Department of Forestry DoI – Department of Irrigation DS – Divisional Secretary DSD – Divisional Secretariat Division DWLC – Department of Wild Life Conservation EA – Executing Agency EIA – environmental impact assessment EMP – environmental management plan EMoP – environmental monitoring plan EMS – environment method statement EO – Environment Officer ES – Environment Specialist GN – Grama Niladhari GND – Grama Niladhari Divisions GRC – Grievance Redress Committee GRM – Grievance Redress Mechanism GSMB – Geological Survey and Mining Bureau IEE – initial environmental examination LA – local authority LHS – left hand side MOPH – Ministry of Ports and Highways MSL – mean sea level NEA – National Environmental Act NRCP (PC) – Northern Road Connectivity Project (Provincial Component) NP – North Province NGO – nongovernment organization PD – Project Director PIU – Project Implementation Unit RE – Resident Engineer REA – rapid environmental assessment RHS – right hand side ROW – right-of-way TOR – terms of reference
WEIGHTS AND MEASURES
km – kilometer m – meter
NOTE
In this report, "$" refers to US dollars. This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.
Contents
Executive Summary ................................................................................................. vi
Chapter 1 - Introduction ............................................................................................ 1
1.1. Project Background and Justification ............................................................ 1
1.2. Extent and Scope of the Study ..................................................................... 1
1.3. Objective of the IEE Report .......................................................................... 3
1.4. Structure of IEE Report ................................................................................ 3
1.5. Applicable Environmental Legislations ......................................................... 4
1.6. Methodology ................................................................................................ 5
Chapter 2 - Description of the Project ........................................................................ 7
2.1. Type of the Project ....................................................................................... 7
2.2. Category of the Project ................................................................................. 7
2.3. Need for the Project ..................................................................................... 8
2.4. Location ....................................................................................................... 9
2.5. Analysis of Alternatives ...............................................................................11
2.6. Size and Magnitude of Operation ...............................................................11
2.7. Cost for the Project .....................................................................................13
2.8. Proposed Schedule for the Implementation .................................................13
Chapter 3 - Description of the Existing Environment of the project affected area .... 14
3.1. Description of the Existing Condition of Subprojects Roads ........................14
3.2. Description of the Existing Environment of Subprojects Roads ...................17
Chapter 4 - Screening of the Potential Environment Impacts and Mitigation
Measures ...................................................................................................... 56
4.1. Environmental Impacts Associated with Pre Construction and
Construction Stage ......................................................................................56
4.2. Environmental Impacts and Mitigation Measures Associated With
Operation Period .........................................................................................68
Chapter 5 - Institutional Requirements and Grievance Redress Mechanism ............ 71
5.1. Institutional Arrangements ...........................................................................71
5.2. Capacity Building ........................................................................................72
5.3. Grievance Redress Mechanism ..................................................................72
Chapter 6 - Environment Management Plan and Environment Monitoring Plan ....... 75
Chapter 7 - Public Consultation and Information Disclosure ................................... 77
7.1. Public Consultation .....................................................................................77
7.2. Consultation Findings ..................................................................................78
7.3. Information Disclosure .................................................................................79
Chapter 8 - Conclusion and Recommendations ....................................................... 80
Chapter 9 - References ............................................................................................ 82
v
Annexures
A. Typical cross sections
B. Topographical maps
C. Drainage – catchment maps
D. Environment Management Plan
E. Environment Monitoring Plan
F. Public consultation
Attachments
1. CEA Consent letter for BIQ
2. Culvert list
3. Bridge list
4. Material Extraction Sites
5. Inundation Sections
vi
Executive Summary
1. Introduction
Project Background and the Justification
1. The proposed Feasibility Study and Detail Design of Northern Road Connectivity
Project (NRCP) includes rehabilitation and upgrading of 117.5 km of five A, B & AB
Class National roads located within Anuradhapura, Mannar and Jaffna districts of North
Central and Northern Provinces of Sri Lanka.
2. The dilapidated conditions, lack of drains, poor alignments, narrow road sections
structurally damaged culverts, bridges and causeways of the subproject roads
contributes to high vehicular operation cost, long travel time and high transport cost.
Main objective of developing these seven roads with standard two/ four lane status is to
assist the existing and predicted traffic flow in the area in future. In addition the road
network is mainly seen as a tool for poverty alleviation, allowing war affected people in
the area to directly access other areas of the country to engage in a number of social
and economic activities. Additionally this project will improve and strengthen the National
Highways Network efficiency in Sri Lanka thereby establishing a smooth traffic flow,
reduce costs and travel time incurred by users of the road network, increase lifetime of
the roads by appropriate, periodic maintenance and consequently contributing to
economic development of the country.
Extent and Scope of the Study
3. The Environmental Assessment was carried out as a requirement of the
Feasibility Study for a total of 117.5 km 2 A, 1 AB and 2 B class roads located within
Anuradhapura, Mannar and Jaffna districts in NCP and NP. The project comprises a
total area of 177.17 ha over a project stretch of 117.5 km with an average strip of 15 to
27.2 m width. Scope of the study was determined by stipulations given in the ADB, IEE
outline and include field data collection, Public consultation, Assessment of potential
environmental impacts and development of preventive and/or mitigation measures for
significant impacts, preparation of BIQs, REAs, EMPs, EMoP and finally the IEE report
Objective of the IEE Report
4. Main objective of this IEE report is the preparation of a comprehensive account
of the current environment condition of the project affected area of NCP & NP.
Accordingly a single consolidated IEE report will be submitted for ADB to facilitate their
decision making.
vii
Methodology
5. Field observation of the roads located within NCP and NP was carried out during
the period from February to April 2012. A line transect survey was carried out along all
the proposed roads about 25 m either side and direct observations were made to identify
road side trees, important flora, fauna, water resources, land use pattern,
environmentally sensitive and protected areas. Other reliable information was collected
from villagers and respective authorities during public consultation meetings. Secondary
information for the report was gathered from printed materials and other sources of
Government Departments, Authorities, Ministries, NGOs and relevant websites etc.
2. Description of the Project
Type of the Project
6. Proposed roads for rehabilitation and upgrading are existing National roads. The
carriageways of the entire road or selected sections are insufficient to cater the present
and predicted traffic demands. Therefore selected roads are proposed to widen and
improve to standard two or four lane status with 6.6.m – 14.0 m carriageway, shoulders
on both sides and earth or line drains where required.
Category of the Project
7. According to BIQ and Environmental Guidelines for Road and Rail Development
in Sri Lanka of CEA (1997) proposed project roads fall in to un-prescribed category.
CEA consent for 2 subprojects under un-prescribed category has been already obtained.
BIQs for the rest of the 3 subproject roads were prepared and submitted to CEA for
Environment clearance. According to information regarding BIQs and Environmental
Assessment Guidelines of CEA rest of these 3 subproject roads will be categorized
under un-prescribed category. Based on the REA Checklist of ADB classification, NP
roads are categorized under environment category B. Thus the IEE serves as the
complete Environment Assessment for the proposed project.
Need for the Project
8. The conflict that prevailed for nearly three decades in the country has destroyed
and damaged the road network of NP, EP and part of NCP of Sri Lanka. In general
rehabilitation and improvement of proposed roads are necessary due to dilapidated
conditions, existing traffic demands and expected traffic growth due to rapid economic
development in the future. Apart from that rehabilitation of these roads is essential to
increase road safety and transport efficiency in these areas. Other than road
improvement it will also aim at contributing to infrastructure development at national
level and help to uplift the living conditions of the people in the area.
viii
Location
9. A total of 5 subproject roads located within Anuradhapura, Jaffna and Mannar
districts of NCP and NP of Sir Lanka has been identified for the improvement. Out of
these, 3 roads are located within 3 DSDs of Anuradhapura district (Medawachchiya,
Kebithigollewa and Padaviya), a single road in 3 DSDs of Mannar district (Madu,
Nannaddan, Mannar) and 1 road in 2 DSDs of Jaffna district (Jaffna,Kayts).
Analysis of Alternatives
10. All roads identified for the proposed rehabilitation are very essential link roads to
other parts of the country. Even without the proposed rehabilitation and improvement,
these roads will continue to be a main and convenient transportation link with National
and Provincial road networks in NP and NCP. Although the proposed subproject roads
are located in close proximity to environment sensitive areas, impacts associated with
construction stage are temporary, short term and can be managed by adhering to EMP
of the project. Although some roads will require land acquisition, there will only be
resettlement activities within the same premises but no relocation. Since most of the
projects are located in urban semi urban and rural areas of Jaffna, Mannar and
Anuradhapura districts, impacts will be much higher than the current project if new roads
are constructed as alternatives. On the other hand, there are no existing roads that can
be developed as alternatives to the proposed subprojects. Therefore, examination of
alternatives to the project‘s location, design, technology, and components would not be
necessary. Thus, the proposed improvements will be the better option for existing and
proposed traffic demand in the area.
Size and the Magnitude of Operation
11. Road improvement works under NRCP will involve rehabilitation and upgrading
of five A, B and AB class National roads in NP and NCP of Sri Lanka. They do not
generally involve new road construction except where there is a special need to re-route
or realign a section of road. The proposed road formation width standards and Rights of
Way (RoW) are discussed in detail in the section of Engineering Assessment of
Feasibility Study of the Main Report. For 2/4 lane standards the existing road platform is
to be widened along the existing centreline to provide proposed carriageways, cycle
lanes, earth or line drains incorporated with paved shoulder and soft shoulders at both
sides of the carriageway.
Cost for the Project
12. The total cost estimated for major items associated with the proposed
subprojects works (including earth work, pavement, drainage structures and ancillary
work) were established by application of appropriate unit rates to estimated work item
quantities derived from results of surveys, test results and design analysis for
subprojects. Finalized estimates of each subprojects will be included in Volume 3 – Cost
estimates of: Detail Design and Final Report of the project.
ix
Proposed Scheduled for the Implementation
13. Proposed Feasibility and Detailed Engineering Design of the subproject roads
will be completed in July 2012. Once Detailed Designs and Bid Documents are
completed, tenders will be awarded to successful contractors at the beginning of 2013.
ADB is the funding agency for Feasibility Study, Detailed Engineering Design and for
civil works. Improvement works are scheduled to be completed within two years.
3. Description of the Existing Environment
3.1. Description of the existing condition of subproject roads
14. Proposed roads for the improvement pass through urban, semi urban and rural
agricultural villages of Anuradhapura, Jaffna and Mannar districts. Land use beside the
roads include business premises of medium and small scale, residential areas, home
gardens, large extent of paddy fields, forests, scrublands and chena cultivations. AB021
and AB019 roads pass through coastal areas of the Jaffna district and consists of fishing
villages and coastal habitats like mangrove strips, mangrove forest and other coastal
habitats. Numbers of large, medium and small scale fresh water tanks are also located
beside some of the proposed roads (eg. A029, B211, B283).
15. Terrain of the roads are flat and alignment mainly straight with a few curves.
Current condition of some road sections is fairly good for transportation but most of the
sections are not at a satisfactory level due to their dilapidated condition. Most of the
cross drainage including bridges and causeways are also structurally damaged, blocked
and not in a functional situation. In addition number of inundation sections are located
along B211 at different locations. Daily traffic volumes of some road sections are high
due to several reasons such as connection of other national and provincial roads as well
as the presence of important religious sites along the road (AB19).
16. Majority of people in subproject affected areas are farmers and mainly depend
on paddy cultivation (Eg. A029, B283, B211, A014). Large irrigation schemes located
besides these roads such as Padaviya tank (B211) and Yodha wewa (A014) assist in
paddy cultivation. Other than agriculture, fishing is a major income generation activity of
the people living around some road sections (E.g. AB19). Apart from paddy and fishing
some people engage in business, small and medium scale industries, chena cultivations
and animal husbandry. Additionally small percentages of people are engaged in
government and private sector occupations.
17. Environmentally sensitive areas located within the proposed roads include
Padaviya Sanctuary (B211), Waduwagama forest (A029), Vankalai Ramsar site,
Sanctuary (A014) and Jaffna lagoon (AB19). Construction material resources such as
gravel mining sites as well as metal quarries are located beside B283 road at different
locations. In addition human elephant conflict exist along the A029 road Other than
above environmentally sensitive areas, several public sensitive places such as schools,
government institutions, post offices, hospitals as well as religious places (temples,
kovils, churches, and mosques) are located beside the subproject roads.
x
3.2. Description of the environment condition of subproject roads
18. Following section describes the current situation of physical, ecological,
economic and social background of the sub-project affected areas of Anuradhapura,
Mannar and Jaffna districts in brief.
Physical Resources
19. Topography: Geology and Soil: The project area is located in the Northern half
of Sri Lanka and topography is slightly undulating with elevations ranging from 0 - 150 m
and sometimes nearly 2000 m at the highest parts. Geology of Anuradhapura is highly
crystalline, and belongs to the ancient continent, Gondwanaland. Quaternary and
Miocene limestone are predominant in the Jaffna peninsula and are of Phanerozoic era.
Highly Karstic and permeable Miocene limestone aquifers are present along the coastal
belt of Mannar district. Reddish Brown Earth, Low Humic Gley, Red Yellow Latosol &
Regosol soils, Solodized- Solonetz, Solonchaks & Grumusol soils are the common soil
types in the area.
20. Climate: Agro climatically the area falls into low country Dry Zone of Sri Lanka
and the climate is characterized by high temperature and low rainfall. Mean annual rain
fall is below 1500 mm. Majority of rainfall occurs during theNorth East monsoon
(December-February), and rest is experienced during the Second Inter Monsoon
(October to November). A small amount of rain is received during South West monsoon
(May to September). This area receives sufficient rainfall by cyclones and depressions
in some years. Annual average temperature of the area ranges from 24 - 33oC.
Temperature is warm throughout the year and records highest from May to August.
Relative humidity varies between 70 - 82% within the year.
21. Air quality and Noise: No baseline survey has been carried out to measure air
quality of the areas recently due to the war condition. According to available information
in 1999, concentration of ambient air quality parameters in the project area are well
below NAAQS. Since the project area is free from large scale industries, high emissions
of air pollutants could not be observed. However dust emanation from gravel roads
during the dry season, operation of vehicles, burning of forest patches for Chena
cultivation, wood and kerosene burning stoves can temporally impact on local air quality.
However since the project area is rich in vegetation; all such emissions will be very well
dissipated.
22. Water Resources: Tanks, streams, and springs are the main sources of surface
water in the project area and are the main storage for rain water during the whole year.
These are mainly used for the purpose of agricultural activities. Water for cultivation is
also obtained from agricultural wells by lift irrigation. Ground water in the project area is
mainly use as a source of drinking water. Ground water in coastal areas is brackish due
to salt water intrusion, and is therefore mainly used for the purpose of industrial
activities. Availability of shallow ground water is seasonal and is abundant during heavy
rains. Quality of ground water varies with the available compounds and substances.
xi
Ecological Resources
23. Natural vegetation of the sub-project affected areas mainly consists of tropical
Dry Mixed Evergreen Forests, Dry Monsoon Forest, Riverine Dry Forest and Coastal
habitats such as lagoons and Mangrove Forest. Environment sensitive areas located
within the proposed roads include Padaviya Sanctuary (B211), Waduwagama forest
(A029), Vankalai Ramsar site, Sanctuary (A014) and Jaffna lagoon (AB19). These sites
are characterised by a number of habitats such as freshwater, shallow brackish water,
inter-tidal mudflats, lagoons, mangroves and sea grass beds with high biodiversity. All
these habitats are housed by a variety of aquatic and terrestrial floral and faunal species.
Economic Development
24. Land Use: Anuradhapura is the largest of all districts in Sri Lanka, and covers
11% of the whole country‘s land surface. Mannar district covers approximately 3% of the
total land area and Jaffna district covers 1.58 % of the total land area of the country. Land
use of the project area mainly consist of inland water bodies, fishing villages, residential
areas, business premises, government and private sector buildings, religious places,
agricultural areas, and several natural habitats including coastal habitats, lagoons,
small islands, mangrove strips, forest patches, and scrub forests. The pattern of human
settlement around subproject roads varies mostly from rural, semi- urban to urban.
25. Agriculture: Agriculture is one of the key economic sectors in the project area
providing livelihoods for many families. Paddy production is the major agricultural
activity in the area and is cultivated under rain fed system including main irrigation
schemes, medium and small tanks in Maha season (during North East monsoon period).
In addition to paddy, perennial crops, vegetables and fruits are cultivated during the
whole year using seasonal tanks and underground water. Perennial crops such as
Palmyra and Coconut are significant plantations in the project area.
26. Fishing: Apart from agriculture, the economy of the area predominantly revolves
around fishing. This industry provides many employment opportunities to thousands of
people. Deep sea and lagoon fisheries are common in Mannar and Jaffna districts while
inland fishery is common in Anuradhapura district. Exclusively traditional fisheries
methods such as ―Prawn cage‖ are practiced in the Jaffna lagoon.
27. Industries: Other than agriculture and fisheries, the industrial sector plays a
considerable role in economic development of the people in the area. There are some
major industries in the Jaffna district but functioning with limited capacity. Other than that
people depend on Small and Medium, Cottage and Service industries. Tourism is
another emerging industry in these areas because of many tourist attractions such as
Irrigation tanks, wetlands, sanctuaries, sandy beaches, ancient temples, monastic sites
and statues of Lord Buddha.
28. Animal Husbandry: Livestock sector is an important component of the farming
system of the project affected areas which generates additional income, employment
opportunities and highly nutritious food. Majority of people in the area depend on
Poultry, Goat and Dairy farming while a small percentage of people depend on animals
such as sheep, pig, turkey, gini fowl, duck and rabbit.
xii
29. Infrastructure Facilities: Except in some rural villages, electricity and tele-
communication facility are available for most parts of the area. Tele-communication
facility is mainly obtained through wireless tele-communication services. Most families
in the project area receive water from common, open and tube wells. However drinking
water is a main problem in coastal areas due to salinity. Pipe borne water facility is
available to limited areas and pit latrines, sewage canal systems and proper garbage
dumping sites are restricted to urban centres. Many development projects are currently
underway to develop infrastructure facilities in the district.
Social and Cultural Development
30. Population and Community: Selected roads for improvement run through 3
DSDs of Anuradhapura, 2 in Jaffna and 3 in Mannar. Population of the area represent all
ethnic groups (Sinhalese, Muslims, Tamils and Burger) and religious groups (Buddhist,
Hindus, Muslims, Roman Catholics and Christians) in the country. Majority of the people
in Anuradhapura district is Sinhala Buddhist while In Mannar and Jaffna it is Tamil.
31. Health and Educational Facilities: Provincial general hospitals, base hospitals,
district hospitals, peripheral units, rural hospitals, central dispensaries, maternity homes
and dispensaries assist in providing health services to the area. Generally the education
level was fairly good with literacy rate being around 90% in 2007. Many government
schools and teachers contributed in this regard. However education and health sectors
of Mannar and Jaffna districts have been adversely affected by the conflict that
prevailed.
Cultural Archaeological and Historical Significance
32. There are many Cultural Archaeological and Historically Significant places in
Anuradhapura, Jaffna and Mannar districts. Anuradhapuara is considered as the first
historical capital of Sri Lanka and today is recognised by UNESCO as a World Heritage
Site. The history of Mannar district goes back to the ancient times even before the
Mahavansa was written. Primary Buddhist attractions in Anuradhapura are the
Atamasthana and the main historical and religious places in Mannar district include
Tirukketheeswaram kovil, Ketheeswaram Hindu temple, Pesalai and Madu Church,
Other than that the principal sea port Matota was recorded as an important ancient port
in the Indian Ocean. Jaffna district is also rich with many historical, Archaeological and
culturally significant places such as Delft Island, Dutch Church, Nagadeepa temple,
Vaddukkoddai church and Chulipuram Paralai Pillaiyar Kovil.
4. Screening of the potential environmental impacts and mitigation measures
33. Potential adverse environmental impacts and generic issues as identified during
the above activities are summarised in Table 1.
xiii
Table 1 Potential Environmental Impacts
Issues of concern Anticipated Impacts Proposed mitigation Measures
Pre-Construction and Construction Stage
Land Acquisition Loss of land, other private properties
and income generation activities
Acquisition of land based on the design
requirements. Provide adequate compensation
based on LAA, NIRP and RAP for those who lose
property.
Impacts on
Temporary Use of
Lands
Public inconvenience, Soil erosion ,
waste accumulation and deterioration of
scenic beauty of the environment
Land selection should be done in accordance with
local laws, regulations and in close consultation with
LAs away from environmental and public sensitive
areas.
Removal of Public
Utilities
Public inconvenience and accidental
damage
Removal by close coordination with line agencies,
employment of trained and experienced workers,
restoration of utilities immediately to avoid public
inconvenience
Extraction,
Transportation and
Storage of
Construction
Materials
Soil erosion, lowering of river beds,
destruction of river banks, reduction of
sand replenishment of coastal beaches,
coastal erosion , creation of breeding
sites for mosquitoes, damage to minor
roads and increase dust and noise
nuisance
Suitable material extraction sites should be identified
subject to environmental requirements, construction
materials should not exceed carrying capacity of
trucks, use of tarpaulin covers over transported
materials, avoid storage of materials around
sensitive locations etc.
Effect on local road
net work
Increase traffic, public inconvenience
and damage to roads
Use roads of adequate capacity for heavy trucks,
obtain permit from LAs to use local roads, make
provision to maintain roads which are used for
construction activities as part of the contract.
Solid waste disposal
and sanitation
Deterioration of road side ecology,
Impact to public health and scenic
beauty in the area, causing blockage of
natural water flow paths, provide
favourable habitats for vectors of
diseases.
Exclude areas which are close to public and
environment sensitive, re-use of debris and residual
spoil materials wherever possible, dump materials
should not spread which interfere with sensitive
sites, provision of proper drainage and sanitation
facilities
Effect on Water
Resources
Use of water sources and construction
activities close to water bodies may
affect water sources used by local
communities and lead to deteriorate the
quality of water
Workforce should be aware of water conservation,
pollution and minimization of water usage, avoid
entering waste water directly in to water bodies,
construction works affecting water bodies have to be
undertaken during dry season, storage of
construction materials away from water bodies
Soil erosion
sedimentation and
siltation
Decrease of infiltration of rain water,
acceleration of surface runoff, lowering
of river beds. destruction of river banks
etc.
Provision of suitable drainage facilities, proper
treatment of clearing and filling areas against flow
acceleration, reduce removal of trees / green cover
vegetation, establishment of erosion control
measures, construction of cross drainages during
dry season.
Temporary floods
Blockage of existing drainage paths,
stagnation of water in roads, effect on
ecology, soil erosion
Increasing embankment height of particular sections
with construction of new cross drainages,
reconstruction of existing culverts, causeways and
bridges with sufficient capacity
Effect on Flora, Disturbance to wild animals, impact to Strict attention on worker force regarding disturbing
xiv
Issues of concern Anticipated Impacts Proposed mitigation Measures
Fauna and their
habitats
migration paths, loss of faunal and floral
habitats
surrounding habitats, flora and fauna including
hunting of animals and fishing, avoid removal of
trees as much as possible, adhere to the guidelines
and recommendation made by CEA and DoF
regarding removal of road side trees.
Biodiversity
conservation and
sustainable natural
resource
management
Loss of native species and species
diversity by introduction of invasive
species, top soil erosion, seed bank
depletion by extraction of material.
Disturbing of breeding, foraging, and
migrating behaviour of wild fauna by
noise and vibration
Organize awareness programme to work force
regarding biodiversity, its conservation, and
importance, avoid introduction of alien species
during construction related activities , use of natural
resources in a sustainable manner.
Protection of
archaeological,
cultural and religious
places
Impact on cultural values,
archaeological significant sites, impact
on tourism
Prior consultation and consent should be taken from
DA for construction work close to Archaeological
sites. If any structures are discovered on the site,
necessary steps should be taken to inform to
Engineer and DA immediately as mentioned in the
EMP.
Disruption of Traffic
Inconvenience to road users and
possibilities of accidental risk, delays in
travel time, increased noise and exhaust
emissions, disturbance to pedestrians
and public
Avoid rush hours for material transportation,
schedule movement of large trucks and plant in off-
peak traffic times, identify alternative roads to avoid
traffic congestions through urban centres, advance
notice to public about the schedule of construction
etc.
Personal safety Accidental risk to general public and
workers
Briefing and training of workers on safety
precautions, use of licensed and trained plants and
vehicle operators, provide safe working practices,
safety wears and first - aid facility
Impact from Dust,
Noise and Vibration
Deterioration of air quality due to dust
and other emissions, disturbance to
general public and impact to their
properties
Location of crushers and hot mixed plants should be
selected away from residential and environmental
sensitive areas, maintenance of machinery and
equipment in a good condition, limit working time for
activities that create noise etc.
Effect on existing
drainage
Accidental damage to culverts, bridges
and other irrigation structures.
Design of bridges should conform to the
requirements of the „Bridge Design Manual‟ of RDA ,
avoid storage of construction materials and disposal
of debris around cross drainage and natural flow
paths, provision of temporally drainage facilities to
construction site
Operation Period
Air Quality and Noise
Reduction of air pollution compared to
the current situation. Better air quality
and lesser noise emission.
Enforcement of traffic rules, proper maintenance
programme after rehabilitation process, relevant
traffic signs should be placed at relevant locations.
Encroachment of
RoW
Impact to pavements and road side
drains. obstruct maintenance activities
of roads, view range of travellers and
impact to movement of pedestrian.
increase accidental damage to vehicles
Implementation of rules and regulations, routine
checking by RDA of MOPH to remove unauthorized
structures from RoW
xv
Issues of concern Anticipated Impacts Proposed mitigation Measures
and road users.
Safety of Road Users
Increased number of accidents due to
convenient riding surface and new
geometry.
Enforcement of speed limits, traffic rules and
regulations, installation of warning signs, regulatory
signs and information signs as well as provision of
bus bays, pedestrian crossings, side walks, etc. at
appropriate locations.
Drainage
Congestions
Change of water flow direction, impact
to carriage way, cross drainages and
road edges
Avoid improper disposal of debris and garbage into
side drainages and periodical maintenance of
drainage structures.
5. Institutional Requirements and Grievance Redress Mechanism
5.1. Institutional Arrangements
34. RDA is the Executing Agency for the Project and has responsibility of
implementing the overall EMP. The Project Implementation Unit (PIU) established within
the RDA, will be responsible for overall contract administration and supervision
regarding implementation of Environmental Specifications and Special Environmental
Provisions included in Contract Document. In practice, detailed implementation of EMP
will involve Contractors, CSCs, PIU, ESD of RDA and PD of RDA. Contractors will be
responsible to implement all mitigation measures during the construction period,
especially to mitigate all environmental impacts associated with construction activities.
CSCs will be responsible to provide daily supervision to the contractor for
implementation of EMP and reporting it to the PIU on monthly basis. ESD established
within the RDA will be responsible for monitoring implementation of the EMP during the
construction phase. CEA which is responsible for overall environmental management in
the country, will periodically review the monitoring reports submitted by PIU/ESD and
provide guidance and advice if and when required.
5.2. Grievance Redress Mechanism
35. Grievance Redress Mechanism (GRM) provides an effective approach to resolve
issues made by affected community on environmental impacts arising throughout the
project cycle. This mechanism will be established by the project proponent; RDA to
address any grievances presented by APs. Most of the environmental impacts are
construction related complaints and managing them is mainly the contractor's
responsibility. However, these grievances could be minimized at the initial stage of the
project by careful design, implementation and monitoring of sub-projects and also
through sound communication & awareness among all the stakeholders including APs
regarding project activities. All environmental impacts that could arise during the
construction phase can be easily mitigated through adhering to mitigation measures
addressed in EMP by the contractor and by careful supervision of CSCs /ES, the
representatives of RDA and CEA.
xvi
6. Environmental Management and Monitoring Plans
6.1. Environmental Management Plan (EMP)
36. The EMP has been prepared to ensure that the proposed project would not
generate any negative impact on environment. This was developed based on best
practices for environmental management and includes potential impact as a result of
project activities, proposed mitigation measures, responsible party to implement and
supervise those and feasible cost measures to be taken to reduce potential significant
adverse impacts at an acceptable level.
6.2. Environmental Monitoring Plan (EMoP)
37. In addition to the EMP, to ensure that the project would not generate any
negative impact to the overall environment quality, an EMoP has been prepared. This
includes information on environmental parameters to be monitored, location, time and
frequency, cost for sampling and stage of subproject during which monitoring should be
conducted. EMoP will be a useful tool to monitor implementation of mitigation measures
included in EMP.
7. Public Consultation and Information Disclosure
Public Consultation
38. Providing information at an early stage to the public especially to APs will ensure
community awareness and avoid conveying misinformation to APs. Public consultation
for the proposed roads/sections was carried out during the period from February to April
2012. During these discussions participants generally expressed their views about the
project including current environmental, social and economic situation of the proposed
subproject areas
Consultation Findings
39. All the proposed subproject roads are very essential link roads to other national
and provincial roads in the area. These roads provide access to the interior part of
Anuradhapura and Mannar districts as well as coastal areas of Jaffna district. Therefore
improvement of these roads is very essential for all other development activities in the
area and directly contributes to poverty alleviation in respect of income generation
through employment opportunities in various fields such as agriculture, fishing, tourism
and other industrial activities.
Information Disclosure
40. In accordance with ADB‘s Information Disclosure policy, RDA will submit the final
IEE report and EMP to ADB for disclosure on ADB‘s website. This will ensure that RDA
will provide relevant environmental information to ADB Board consideration for project
appraisal. If the IEE is carried out in accordance with ToR provided by CEA, information
should be made available to the general public in three languages (Sinhala, Tamil and
xvii
English). This will ensure incorporating affected peoples‘ concerns and inputs into
project design and implementation.
8. Conclusion and recommendations
Construction activities associated with proposed subprojects do not expect to cause
significant environmental and social impacts to the subproject affected areas. Although
environmental sensitive areas of Padaviya sanctuary (B211), Vankalai RAMSAR site
and sanctuary (A014) are located in the subproject affected areas, land acquisition,
removal of trees or any other impacts to those sites will not be expected through the
project. Potential negative environmental impacts that have been identified during the
study are temporary and can be managed properly by adopting proposed migratory
measures in the EMP. However anticipated positive social and environmental impacts of
the project will clearly out lie negative impacts of the project. Therefore the proposed
road improvement project is environmentally acceptable. CEA consent for 3 subprojects
under un-prescribed category have been already obtained and BIQs for rest of 4
subproject roads were prepared and submitted to CEA.
1
Chapter 1 - Introduction
1.1. Project Background and Justification
1. The proposed Feasibility Study and Detailed Design of the Northern Road Connectivity
Project (NRCP) includes rehabilitation and upgrading of 117.5 km of five A, B & AB Class
National roads located within Anuradhapura, Mannar and Jaffna districts of the North Central
Province (NCP) and Northern Province (NP) of Sri Lanka. The Government of Sri Lanka has
received a loan from Asian Development Bank (ADB) for the Road Project Preparatory Facility
(RPPF ADB Loan 2080) and intends to apply a portion to undertake preparatory activities for
additional financing of on-going NRCP ADB Loan 2639.
2. Dilapidated condition, lack of drains, poor alignments, narrow road sections structurally
damaged culverts, bridges and causeways of the subproject roads contributes to high vehicular
operation cost, long travel time and high transport cost. Main objective of developing these
seven roads with proper two/ four lane status is to cater to the existing and predicted traffic flow
in the area in future. In addition the road network is mainly seen as a tool for poverty alleviation,
allowing war affected people in the area to directly access other areas of the country to engage
in a number of social and economic activities. Additionally this project will improve and
strengthen the National Highways Network efficiency in Sri Lanka thereby establishing a
smooth traffic flow, reduce costs and travel time incurred by users of the road network, increase
lifetime of roads by appropriate, periodic maintenance and consequently contributing to
economic development of the country.
3. Out of the 5 roads/sections selected for improvement, 3 are (A029, B283 and B211)
located in 3 Divisional Secretariat Divisions (DSD) in Anuradhapura district of NCP. A single
road section (A014) is located within 3 DSDs of Mannar district of NP and one road/section is
located within 2 DSDs in Jaffna district of NP. The roads/ sections proposed for the
Environmental Assessment are illustrated below.
29.60 km long Madu road to Mannar: A section from Medawachchiya- Mannar -
Talaimannar (A014) Road
10.90 km long Kebithigollewa to Waduwegama: A section from Vavuniya -
Horowupathana (A029) Road
20.27 km long Jaffna to Kayts: Entire section of Jaffna - Pannai - Kayts (AB19) Road
25.35 km long Medawachchiya to Kebithigollewa: Entire section of Medawachchiya -
Kebithigollewa (B283) Road
31.40 km long Kebithigollewa to Padaviya: Entire section of Kebithigollewa – Padaviya
(B211) Road
1.2. Extent and Scope of the Study
4. The Environmental Assessment was carried out as a requirement of Feasibility Study for
a total of 117.5 km 2 A, 1 AB and 2 B class roads located within Anuradhapura, Mannar and
Jaffna districts in NCP and NP. The project comprises a total area of 177.17 ha over the project
2
stretch of 117.5 km with an average strip of 15 to 27.2 m width. The general extent of five
subprojects are mentioned in Table 2.
Table 2 General extent of the subprojects
Road Number
Road Name Length (Km) Width (m) Total area
(Ha)
A 029 Vavuniya – Horowupathana 10.90 15.00 16.35
B 283 Medawachchiya – Kebithigollewa 25.35 15.00 38.03
B 211 Kebithigollewa – Padaviya 31.40 15.00 47.03
A 014 Medawachchiya - Mannar – Talaimannar 29.60 15.00 44.4
AB 19 Jaffna - Pannai – Kayts 20.275 15.6 31.36
Total area 177.17
5. The scope of the study was determined by stipulations given in the ADB, IEE outline.
This include:
Field data collection regarding physical, social, economic and environment
background
Public consultation with affected people and other relevant authorities
Preparation of Basic Information Questionnaires (BIQs) and submission to CEA
(Central Environmental Authority) for environment clearance
Preparation of REA (Rapid Environment Assessment) checklists for ADB
categorization
Assessment of potential Environmental impacts and development of preventive
and/or mitigation measures for significant impacts,
Preparation of Environmental Management Plan (EMP) and Environmental
Monitoring Plans (EMoP)
Preparation of institutional requirements and grievance redress mechanism
Preparation of consolidated Initial Environmental Examination (IEE) report
6. Proposed improvement works under the project are generally envisaged to involve:
Widening to standard 2/4 lane status
Realignment to alleviate small radius curves.
Upgrading existing condition of the road with proper surfacing associated with
Asphalt Concrete.
Provisions of road side drainage, improvement of culverts, causeways, bridges
and other hydrological structures where necessary.
Installation of traffic warning signs, provision of pedestrian crossings, bus bays
and parking where necessary.
3
1.3. Objective of the IEE Report
7. Main objective of this IEE report is the preparation of a comprehensive account of the
current environment condition of the project affected area of NCP & NP. Accordingly a single
consolidated IEE report will be submitted for ADB to facilitate their decision making.
8. In detail, the consolidated IEE report will address current Physical, Ecological, Economic
and Social background of subprojects, anticipated environmental impacts that will arise due to
project activities, necessary measures that have to be adopted to mitigate them and public
views and suggestions regarding the project etc. Furthermore this IEE report includes suitable
EMP and EMoP with recommended institutional arrangements for monitoring activities for
identified environmental issues.
1.4. Structure of IEE Report
9. In order to fully meet all requirements, the IEE report generally follows the ADB SPS
2009 and EA Guidelines 2003. Structure of the IEE report is organized as follows:
Introduction: Provides an identification of the project and project proponent,
RDA and an explanation of purpose of the IEE. It also presents the organization
of the IEE, applicable environmental regulations and an explanation of the extent
of the IEE study.
Description of the Project: In accordance with the ADB SPS 2009 and EA
Guidelines 2003, this section provides detailed description of the project, need of
the project, project location, and magnitude of operation, environmental category
of the project and implementation schedule.
Description of the Environment: Provides a description of potentially affected
environment. The description is based on available documentation, statistical
data, and meetings with government authorities, AP, field surveys and
investigations.
Screening of the Potential Environmental Impacts and Mitigation
Measures: Provides an assessment of potential impacts of the proposed road
development in the light of existing conditions, together with recommended
actions to prevent and/or otherwise mitigate unavoidable impacts expected to be
incorporated as integral parts of the Project.
Institutional Requirements and Grievance Redress Mechanism: Provides a
description of responsible parties to implement, administration and supervision of
the project, address concerns, complaints and grievances of affected population
regarding environmental performance of the project.
Environmental Management Plan: Provides a plan for implementing
recommended mitigation measures for addressing environmental issues and
specifies responsible agencies, location and timing for implementing mitigation
measures.
Public Consultation and Information Disclosure: Information on public
participatory workshops and consultations with experts and local administration
is presented in this section.
4
Conclusions and Recommendations: Ultimate conclusions and
recommendations which are finalized by the consultant are stated here with
analysis of currently available data.
1.5. Applicable Environmental Legislations
10. A large number of recurrent and non-recurrent activities under road and rail
development are presently not covered by the National Environmental Act (NEA)1. However
rehabilitation of existing national roads do not fall within the category of ―Prescribed Projects‖
listed in Gazette Extra-ordinary No. 772/22 of 24th June 1993 and subsequent amendments,
which needs to go through an Environmental Impact Assessment (EIA) process and
subsequent conditional approval from CEA of Ministry of Environment and Natural Resource
(MENR). These may, however be subjected to an environmental review, if the Project
Approving Agency; CEA deem it necessary. National laws and regulations that can be relevant
to the project are briefly described in Table (Table 3) below.
Table 3 Applicable national laws and regulations relevant to the project
Laws and Regulations Provisions and main content
National Environmental Act No.47 of 1980, Amendment No.56 of 1988, and other Amendments
The NEA is a framework environmental statute that makes provision for protection, management and enhancement of environment, for regulation, maintenance and control of quality of environment and for the prevention and control of pollution by implementing the proposed project.
Coast Conservation Act No 57 of 1981 This act regulates any un authorized construction within the coastal zone, by making it mandatory to obtain permits for any development activity falling within the coastal zone.
National Environmental (Noise Control) Regulations No. 01 of 1996
Regulates maximum allowable noise levels for construction activities during proposed project activities
National Environmental (Protection & Quality) Regulations, No. 01 of 1990
Provides standards for discharging effluents into inland surface water during proposed project activities.
Fauna and Flora Protection Act (1993)
An act to amend the fauna and flora protection ordinance (Chapter 469) of 1938, which provide for the protection and conservation of fauna and flora of Sri Lanka and their habitats; for the prevention of commercial and other misuse of such fauna and flora and their habitats for conservation of biodiversity of Sri Lanka; and to provide for matters connected there with or incidental thereto.
Felling of Trees Control Act No. 09 of 1951 as Amended through Act No. 30 of 1953
This Act sought to prohibit and control felling of specified trees (mainly intended to stop indiscriminate felling of specified trees) in the country.
Water Resources Board Act No. 29 of 1964, Amendment No.42 of 1999
Control, regulation and development (including conservation and utilization) of water resources; prevention of pollution of rivers, streams and other water resources; formulation of national policies relating to control and use of water resources.
Soil Conservation Act, No. 25 of 1951 Amended in 24 of 1996
An act to make provisions for enhancement and substances of productive capacity of soil, to restore degraded land for prevention and mitigation of soil erosion, for conservation of soil resources and protection of land against damage by floods, salinity, alkalinity and drought and to provide for matters connected there with or incidental thereto.
Explosive Act No. 36 of 1976 To provide control of explosions and regulations of matters connected with explosive activities.
Fisheries and Aquatic Resources Act 1996
The Act addresses management, regulation, conservation and development of fisheries and aquatic resources during proposed
1Central Environmental Authority, 2003.National Environmental Act, Subsidiary Legislation.
5
Laws and Regulations Provisions and main content
project activities.
Flood Protection Ordinance No. 04 of 1924
An ordinance for protection of areas subjected to damage from floods. This includes declaration of flood areas, preparation of schemes for flood protection and other rules and regulations regarding flood in the country.
Geological Survey and Mines Bureau (GSMB) Act No. 33 of 1992
Regulates exploration for minerals, mining, transportation, processing, trading in export of mineral products and usage of quarries and sand mines in the country.
Motor Traffic Act, No 14, 1995, Amended by Act No. 05 of 1998
Provision of laws relating to Motor Vehicles and their use on highways including provisions relating to insurance against third party risk
Crown Land Ordinance Act No. 1947 The Act dealing with allocation and control of Crown lands In Sri Lanka for private and government activities.
Irrigation Act No. 23 of 1983
An Act to formulate policies and programmes in regard to subjects of irrigation, reservoirs, water resources management and prevention of pollution of rivers, streams and other water recourses. Promotion, construction, operation and maintenance of irrigation schemes, drainage and flood control in the country.
Regulations of Local Authorities Regulates and control actions and methods taking place within the command area relevant to government laws and regulations.
Source: Compiled by the Consultant
11. Following table (Table 4) indicates key clearance and permits that should be obtained
for the proposed project
Table 4 Key clearance and permits need for the project activities
Project stage Clearance and permits Activity Relevant Agency
Pre-Construction Stage
(Although clearances and
approval should be obtained during pre-construction stage it is valid throughout the project cycle.
However this should be renewed before
expiry date)
Environment Clearance Implementation of the project CEA
Clearance for development activities in coastal areas
Implementation of the project CCD
Industrial Mining License (IML) Operation of quarries, borrow
areas and other material extraction sites
GS&MB
Environmental Protection License (EPL)
Operation of quarries, crushers, borrow areas
(material extraction sites) CEA
Explosive Permits Blasting activities MoD
Local Government Authorities Trade License
Operation of metal quarries, crushers, borrow areas,
disposal sites, labour camps
Local Authorities(LAs)
Approval for removal of trees Widening of the CW DS, DoF,
DWLC, CEA
Construction stage Consent from relevant government agencies
Construction of bridges, culverts and other drainage
systems
DoI, DoAS, PDoI
1.6. Methodology
12. Environmental Assessment of the project has been performed in accordance with
following policies and guidelines:
Environmental Safeguards Compliance Manual (ESCM) of RDA,
ADB SPS 2009 and EA Guidelines 2003,
Policy and Legal Framework of Government of Sri Lanka (GoSL) and
6
Environmental Guidelines for Road and Rail Development in Sri Lanka of CEA
(1997).
13. Also the report has been prepared conforming to the requirements of ―Environmental
Framework‖ established for NRCP.
14. Field observation of the roads located within NCP and NP was carried out during the
period from February to April 2012. A line transect surveys was carried out along all the
proposed roads about 25 m either side from the centreline. However this specified area of
investigation was expanded beyond 25 m, when the impacts were considered as special and
significant i.e. Impacts regarding hydrology, ecology and social issues. Direct observations
were made to identify road side trees, important flora, fauna, water resources, land use pattern,
environmental sensitive and protected areas.
15. In certain occasions information was collected from villages and respective authorities to
understand the general social and environmental background of the project affected areas
including existing social and environmental problems. At the same time information was
collected to prepare BIQs for Environment clearance. Public consultation meetings were carried
out for each and every road with affected parties to get their current perception on the project
and those views and suggestions are incorporated in the reports. This information is also used
to address Grievance Redress Mechanism (GRM).
16. Secondary information for the report was gathered from printed materials and other
sources of Government Departments, Authorities, Ministries, Non-Government Agencies
(NGOs) and relevant websites etc.
17. Common EMP (Annex D) and EMoP (Annex E) were prepared for the project and were
included in the consolidated IEE report and also in the Bid documents.
7
Chapter 2 - Description of the Project
1.1. Type of the Project
18. A total of 5 subproject roads including two A class roads (A029, A014), two B class
roads (B 283, B211) and oneAB class road (AB19) have been identified within Anuradhapura,
Jaffna and Mannar districts of NCP and NP of Sir Lanka. These are existing National roads and
the proposed project activities will involve rehabilitation and upgrading of these roads.
19. Existing carriageways of entire road or selected sections are insufficient to cater to the
present traffic flow in subproject affected areas. Therefore selected roads are proposed to be
widened as standard two or four lane status with 6.6.m – 14.0 m carriageway, shoulders on
both sides and earth or line drains where required as indicated in Table 5.
Table 5 Details of proposed subprojects
Road Number Length (Km) Existing RoW (m) Proposed RoW (m)
Existing CW (m) Proposed CW (m)
Hard Shoulders(m)
Soft Shoulders (m)
A 029 10.90 9-12 15.00 5.20 6.6 1.0 1.0
B 283 25.35 17 - 21 15.00 5.60 6.60 1.0 1.0
B 211 31.35 15 - 19 15.00 5.90 6.60 1.0 1.0
A 014 29.60 13 - 17 15.00 4.70 7.00 1.0 1.0
AB 19 20.275 10-12 15.6 4-5.5 6.6 1.5 1.0
1.2. Category of the Project
20. According to BIQ and Environmental Guidelines for Road and Rail Development in Sri
Lanka of CEA (1997) the proposed project roads fall in to un-prescribed category.
21. CEA consent for 2 subprojects (A014, AB19) under un-prescribed category have been
already obtained through letter No. 08/EIA/Trans/03/04 Vol II dated 3rd September, 2009
(Attachment 1). BIQs for rest of 3 subproject roads were prepared and submitted to CEA for
Environment clearance. According to information regarding BIQs and Environmental
Assessment Guidelines of CEA (Sri Lanka) rest of these 3 subproject roads will be categorized
under un-prescribed category since this is a rehabilitation and improvement project.
22. Based on REA Checklist of ADB classification, NP roads are categorized under
environment category B. Therefore potential environment impacts associated with the proposed
project are less adverse than category A. Thus the IEE serves as the complete Environment
Assessment for the proposed project.
8
1.3. Need for the Project
23. The conflict that prevailed for nearly three decades in the country has destroyed and
damaged the national, provincial and rural road network of NP, EP (Eastern Province) and part
of NCP of Sri Lanka. Some of these roads were mainly used for the purpose of military activities
and transportation by general public was very limited. Therefore the roads were subjected to a
long period of underinvestment and insufficient maintenance which resulted in further
destruction.
24. Conditions such as poor alignments, narrow road sections, rough surfaces, pot holes
with water stagnated areas, structurally damaged drainage facilities have led to high vehicle
operating costs and long travel times which result in unnecessarily high transport costs These
may also impede the delivery of social services of these areas and opportunities for rural
population to fully engage in economic and social activities. Since a majority of people in NP
and NCP engage in agriculture activities and fisheries, good transportation facility is essential
for them to access commercial centres in semi urban and urban areas. Apart from that
rehabilitation of these roads is essential to increased road safety, transport efficiency and
access to other infrastructure facilities. Further road improvement will positively impact on
tourism industry of the area which will positively impact on living standards of the people.
25. In 2009, after the war, several development programmes (eg.Uthuru Wasanthaya and
Maga Neguma) were initiated by the Sri Lankan Government to improve infrastructure facilities
of the war affected areas. Proposed project will therefore aim at contributing to the infrastructure
development at national level and help to uplift the living conditions of war affected people in the
North. Since many projects are underway to develop the North, it is also expected to divert
additional vehicles to these areas thereby rapidly increase traffic volumes in future. Therefore
improvement of proposed subprojects is really essential. Current and projected Average Daily
Traffic (ADT) in another 20 years of the proposed roads are summarised in Table 6.
Table 6 Average Daily Traffic Based on Traffic Counts and traffic forecasts
Road Road Name Section
Current ADT
volumes Traffic Forecasts (ADT)
2012 2022 2032
A014 Medawachchiya - Mannar -
Talaimannar (47+000 to 76+600) 2836 6,551 9143
A029 Vavuniya - Horowupathana (24+000 to 34+900) 746 2041 2,757
AB019 Jaffna - Pannai - Kayts (00+000 to 14+765) 2009 6,355 9,808
(14+765 to 20+900) 501 1,728 2,718
B211 Kebithigollewa - Padaviya (00+000 to 31+345) 1283 3,278 4,475
B283 Medawachchiya -
Kebithigollewa
( 00+000 to 12+600) 1614 4,280 5,,864
(12+600 to 25+350) 1487 4,029 5,489
Source: Traffic Engineering study NRCP- National (2012)
9
1.4. Location
26. A total of 5 subproject roads located within Anuradhapura, Jaffna and Mannar districts of
NCP and NP of Sir Lanka has been identified for improvement. Out of these, 3 roads are
located within 3 DSDs of Anuradhapura district (Medawachchiya, Kebithigollewa and Padaviya),
a single road in 3 DSDs of Mannar district (Madu, Nannaddan, Mannar) and 1 road in 2 DSDs
of Jaffna district. (Jaffna,Kayts).
27. List of roads with starting, end points and their administrative boundaries are indicated in
Table 7. General locations map of the proposed projects is shown in Figure 1 and location
maps at 1:50,000 scales are provided for each road section separately as Annexure B and
Hydrological maps are given as Annexure C.
Table 7 Subproject roads located within different DS & PS divisions of NP and NCP.
Road
No Road Name
Length (Km)
Province District Divisional Secretary
Local Authority
A-014 Medawachchiya -
Mannar – Talaimannar road.
29.6 North Mannar
Madu Madu PS
Nannaddan Nannaddan PS
Mannar Mannar MC
B-283 Medawachchiya -
Kebithigollewa road.
25.35 North
Central Anuradh
apura
Medawachchiya Medawachchiya
PS
Kebithigollewa Kebithigollewa PS
B-211 Kebithigollewa - Padaviya road.
31.35 North
Central Anuradh
apura Kebithigollewa Kebithigollewa PS
Padaviya Padaviya PS
A-029 Vavuniya –
Horowupathana road.
10.90 North
Central Anuradh
apura Kebithigollewa Kebithigollewa PS
AB-19 Jaffna - Pannai –
Kayts road. 20.275 North Jaffna
Jaffna Jaffna MC
Kayts Kayts PS
Total length 117.5 km
10
Figure 1 General Location Map of Project Roads / Sections
11
1.5. Analysis of Alternatives
28. All roads identified for the proposed rehabilitation are very essential link roads to
other parts of the country. In general rehabilitation and improvement of proposed roads are
necessary due to existing traffic demands, dilapidated conditions and expected growth in
traffic due to rapid economic development in future.
29. Even without proposed rehabilitation and improvement, these roads will continue to
be a main and easy transportation link with National and Provincial road networks in the NP
and NCP. Although the proposed subproject roads are located in close proximity to
environment sensitive areas, road improvement works will be restricted to the existing road
corridors of particular locations. Therefore land acquisition will not be required from those
areas. The impacts associated with construction stage are temporary, short term and can be
managed by adhering to the EMP of the project.
30. Within the proposed project, some roads require partial land acquisition due to minor
realignment (eg.B283). There are some roads that require no land acquisition at all
(eg.A014). (Refer: Resettlement Action Plan, Volume 8).
31. If new roads have to be constructed as alternatives, impacts will be much higher than
the current project. Since most of the projects are located in urban and semi urban areas of
Jaffna, Mannar and Anuradhapura districts more lands have to be acquired, and many
people have to be resettled/ relocate which ultimately affect their income generation, living
standards and social background. Furthermore other infrastructure facilities will also be
affected more compared to the current project Therefore the government will have to spend
considerable amount of money for compensation and new road construction activities. If new
roads are constructed, impacts related to natural environment is also high compared to the
current project. On the other hand, there are no existing roads that can be developed as
alternatives to proposed subprojects
32. Therefore, examination of alternatives to subproject‘s location, design, technology,
and components would not be necessary. Thus, the proposed improvements will be the
better option for existing and proposed traffic demand in the area.
1.6. Size and Magnitude of Operation
33. Road improvement works under NRCP will involve rehabilitation and upgrading of
seven A, B and AB class National roads in NP and NCP of Sri Lanka. They do not
generally involve new road construction except where there is a special need to re-route or
realign a section of road.
34. Proposed road formation width standards and Rights of Way (RoW) are discussed in
detail in the section of Engineering Assessment of Feasibility Study of the Main Report. The
proposed 5 roads will be developed to 2 lane standards. For the 2 lane standards, existing
road platform is to be widened along the existing centre line to provide proposed carriage
ways, cycle lanes, earth or line drains incorporated with paved shoulder and soft shoulders
at both sides of the carriage way.
35. It is proposed that on most of the roads horizontal alignments will follow existing road
centrelines. Where irrigation canals exist along the roads in either LHS/ RHS, the centreline
12
should be shifted accordingly. In general road carriageway widths vary between 4.00 and 6.7
m and RoW width being 9.0 to 19.0 m. Shoulder widths vary between1.0 m to 1.5 with
majority being 1.00 m. Road formation width is generally 6.6 m to 14.0 and road RoW
between 15 m to 27.2 m.
36. The dimensions (cross-sections) given to each road are dependent on projected
traffic volume (Table 6). The civil works will entail repair and extension of existing cross
drainage structures (Refer Appendix 2: for Bridges and Culverts Schedule) to accommodate
new road cross section as detailed in construction drawings (Refer: Annex C: Typical Cross-
Sections).
37. The general scope of work for the National roads comprises:
Initial repairs to the existing road surface to prepare it for resurfacing or
overlay: these repairs may include bituminous patching, crack sealing,
carriageway edges and shoulder repairs where traffic damage or erosion has
occurred, cleaning of side drains and road culverts.
In all cases recommended improvements entail overlaying existing pavement
with a base or levelling course, designed for the projected number of
Equivalent Standard Axles (ESA‘s) over design life of the road, and
resurfacing. Where a pavement is found to be severely deteriorated, broken
or uneven, existing surface would first be scarified and reshaped before
applying the pavement surface. Work will also include cleaning of road side
drains; and culverts; cleaning of outlet drains; repairs to road furniture.
In some cases roads will have pavement widening varying between 1.00 m
and 3.00 m and/or shoulder widening varying between 0.50 m and 1.50 m.
These widening activities will in most cases involve earthworks, pavement
construction, overlaying of the existing pavement and bitumen surfacing.
Work will also include cleaning of road side drains; and culverts; cleaning of
outlet drains; repairs to road furniture (Culvert and Bridge list Attachment 2 &
3).
Improvements will be carried out to roadside drains, culverts and bridges.
Where existing structures are sound then culverts will be lengthened and
bridges widened to suit the new road width. Where the condition of culverts
and/or bridges is poor, the structure will be replaced.
Minor realignment may be made to alleviate small radius curves. Widening
will be carried out on insides of curves for most roads. Known black spots will
be alleviated and in some cases minor adjustments may be made to vertical
alignment if visibility is considered a problem. This will include approaches to
bridges and railway crossings on embankments.
Improvements works will include where technically appropriate correction of
irregularities in road cross-section and severe undulations in the longitudinal
profile.
Bridge repairs, re-decking, widening and in some cases replacement of
structure of a bridge are the main rehabilitation activities with respect to
13
structures. More than two-thirds of structural work entails reconstruction of
bridges. Balance work includes structural renovation of substructure and
superstructure elements together with installation/repair of guardrails and
improvement of causeways and vented drifts.
1.7. Cost for the Project
38. The total cost estimated for major items associated with proposed subprojects works
(including earth work, pavement, drainage structures and ancillary work) were established by
application of appropriate unit rates to the estimated work item quantities derived from the
results of surveys, test results and design analysis for subprojects. The finalized estimates of
each subprojects will be included in Volume 3 – Cost estimates of: Detail Design and Final
Report of the project.
1.8. Proposed Schedule for the Implementation
39. Present Feasibility and Detailed Engineering Design of the subproject roads will be
completed in July 2012. Once Detailed Designs and Bid Documents are completed, tenders
will be awarded to the successful contractors at the beginning of 2013. ADB is the funding
agency for Feasibility Study, Detailed Engineering Design and for civil works. Improvement
works are scheduled to be completed within two years.
14
Chapter 3 - Description of the Existing Environment of the project affected area
1.1. Description of the Existing Condition of Subprojects Roads
B 211: Kebithigollewa - Padaviya road (31.4 Km)
40. The proposed road starts from 4 way junction of Kebithigollewa town (end point of
B283 road) with ribbon type developed business area (about 200m) and then passes
through residential area of kebithigollewa. Rest of the section runs through rural agricultural
villages of Pahalagama, Ithalawiddawewa, Mahanetiyawa, Rambakepuwewa,
Samadhigama, Galawewa, Thammennawa, Hearath Halmillewa, Kahatagollewa, Konwewa,
Kuda Bellankadawala, Maha Bellankadawala, Punchimudagama, Bogashandiya, Boraluwala
up to Padaviya. Land use pattern beside the road includes business premises, home
gardens and residences, large extent of paddy fields, scrublands and chena cultivations.
Additionally number of seasonal tanks are located beside the road {Ihalagollewa,
Kudakatuweragollewa, Mahanetiyawa, Pahala Herath Halmillewa etc.), while several tank
bund are connected to the proposed road at several locations. Large irrigation scheme of
Padaviya tank is located around 16.5 km (LHS) of the road within Padaviya sanctuary. Main
irrigation canal of the tank crosses the road within the Padaviya town boundary. A total of
31.4 km road ends at Padaviya town
41. Environment sensitive area of Padaviya Sanctuary is located LHS of the road from
16.1 km (Mora Oya) to 27.5 km (Bogashandiya). The road is located outside of the
sanctuary and in some locations it is adjacent to the proposed road {Refer annex B:
Topographic maps of the road (3.1-3.3)}. Large extent of private lands, residences, home
gardens, and agricultural lands are located in the sanctuary area of the road.
42. Terrain of the road is flat and the alignment mainly straight with a few curves in the
initial section. The current situation of the road surface is fairly good for transportation up to
9.00 km. However rest of the section is not at a satisfactory level due to the dilapidated
condition. Insufficient capacity of cross drainages could also be observed at different
locations along the road. The road gets inundated around water spills of Weli Agara (4.9
km), Pudalugaswewa (17.00 km) and Meegaskada (19.00 km) during heavy rains. Several
pubic sensitive places are scattered from Kebithigollewa to Padaviya and include two
government schools {Mahanetiyawa (5.9 km: R), Bellankadawala (22.4 km: R)} other
important government buildings {sub post office / Kahatagahawewa (17.2 km: R), base
hospital / Padaviya (29.2 km: L) and pradeshiya sabah / Padaviya (19.8 km: R)}, few
religious places {two temples (25.2 km: R), Isipathanaramaya (28.5 km: L) and a church
(28.3 km: R). In addition number of government buildings are concentrated to Padaviya
town.
A029: Vavuniya - Horowupathana road (10.9 Km)
43. The proposed road section starts from 24.00 Km post of Vavuniya – Horowupathana
road, around 4 way junction of Kebithigollewa town. The road runs through semi urban area
of Kebithigollewa and rural agricultural areas of Iyaththige wewa, Kirikitiyawa, Girirajapura
15
and Waduwagama. Land use beside the road includes medium and small scale business
premises, home gardens and residences, paddy fields, chena cultivations, scrublands and
forest at the end section. The road passes Kebithigollewa town with ribbon type developed
business premises about 300m, and then passes through residential area within town
boundary. Kebithigollewa bus stand and clock tower are located around 25.1 km (RHS) of
the road. Rest of the section up to 30.00 km mainly runs through home gardens, residences,
intermittently distributed small seasonal tanks, paddy fields and chena cultivations. A
seasonal tank of Iyaththigewewa is located at 27.00 km of the road. Large extents of paddy
fields are located around 27.1 and 28.5 kms. The road crosses branches of Yan Oya
around 27.7 km and 28.7 km chainages. Environment sensitive area of Waduwegama forest
is located beside the road from 30.00 km to 34.90 km. A total of 10.90 km road ends around
34.90 km within Kebithigollewa DSD.
44. Terrain of the road is flat and the alignment is mainly straight with a few curves.
Current situation of the road surface up to 27.5 km is fairly good and the rest up to 34.5 km
is highly dilapidated. Most of the cross drainages are structurally damaged, blocked and not
in a functional situation. Majority of people in the area are farmers and mainly depend on
paddy cultivation. Since forested areas are located around these agricultural villages,
human elephant conflict is a common incidence in this area. Two government building
{Office of Department of Forest (25.6 km), single govenment school (1.9 km: L) and a temple
at Iyaththigewewa (27.1 km)} are the public sensitive locations observed along the project
road.
B283: Medawachchiya - Kebithigollewa road (25.9 Km)
45. The proposed road starts close to the 154 km post of A009 road (within
Medawachchiya town boundary) and runs through a number of villages including
Medawchchiya, Isenbessagala, Thammennawa, Dachchigama, Mahadiwulwewa,
Etaweeragollewa, Kumbukgollewa, Ethakada, Hirallugama, Gonameriyawa and
Kebithigollewa. Land use beside the road includes home gardens and residences, large
extents of paddy lands, scrublands, chena cultivations, scattered business premises, small &
medium scale seasonal tanks and their catchment areas. Numbers of gravel mining sites,
metal crushers as well as metal quarries are located beside the road at different locations.
Therefore huge quantities of construction materials are supplied to NCP, NP and EP for
roads and other infra-structure development programmes from these areas. A total of 25.4
km road ends at 4 way junction of Kebithigollewa town of A029 Vavuniya – Horowpathana
road.
46. Terrain of the road is flat and the alignment is mainly straight with a few curves.
Current situation of the existing road is fairly good and in a motorable condition. Four
government schools {Ihalathammennawa (3.00km: L), Mahadivulwewa (5.5km: R),
Ataweeragollewa (8.8km: R), and Athakada (12.00 km: R)}, central Dispensary/Athakada
(11.9 km: L), Education Office/Kebithigollewa (24 km: L) and two locally important temples
{Sri Gonameriyawa Temple (20.2 km: L) and Kebithigollewa Temple (24.1 km: L)} are
located beside the road. Other than that several large, medium and small scale tanks are
located beside the road at different locations {Mahadivulwewa (5.3 km: R), Ataweeragollewa
(9.4 km: R), Athakada (12.3 km: L) and Kebithigollewa tank (23.2 km: L). Therefore majority
16
of people in the area are farmers and mainly depends on paddy cultivation. They also
engage in chena cultivations, fishing and animal husbandry. Additionally small percentages
of peoples engage in business, government and private sector occupations. There are no
environment sensitive areas beside the proposed road section.
A014: Medawachchiya - Mannar – Talaimannar road (30.0 Km)
47. The section of A014 road starts from 47.00 km post of Madhu road junction and runs
through number of agricultural villages including Madhu, Periyapandiviriththan,
Kaddaiyadpam, Thampanaikulam, Thambalaponnayakulam, Katkidantakulam, Murungan,
Yodha wewa, Mathottam, Vannamotte, Uyiliankulam, Nochchikulam up to Vankalai. Initial
section of the road passes through paddy & chena cultivations, residences of rehabilitated
people, bare lands and scrub forests. The population density of the proposed road seems to
be low. Murungan town is the main commercial centre in the project area with ribbon type
developed business premises and government buildings. Therefore people surrounding the
proposed road section frequently visit Murungan town for their daily needs and to obtain
government services. Yodha wewa is the main irrigation scheme of the area and is located
from 61.00 km to 66.00 km (RHS) of the road. More than 3.00 km of the tank bund of Yodha
wewa runs parallel to the proposed road. People of this area mainly depend on paddy
cultivation and fishing industry under Yodha wewa irrigation scheme. The road passes
through large extents of paddy fields in Yodha wewa, Mathottam, Vannamotte, and
Uyiliankulam (61.00 -75.00 km), Nochchikulam areas and several fishing villages around
Yodha wewa. A total of 30.00 km road terminates at Thirucashwaram Kovil junction around
77.00 km post.
48. Terrain of the road is flat and the alignment is mainly straight. Current situation of the
existing road is fairly good and in a motorable condition. Many public sensitive locations
including four government schools {Sinhala maha vidyalaya / Madu (47.8 km), Roman
Catholic Tamil school / Kaddaiyadpam (50.3 km), government school / Murungan (61.8 km:
L), Roman Catholic Tamil school / Mathottam (68.8 km: L)}, buildings of Murungan town area
{market (60.3 km: L), veterinary surgeon office (61.1 km: L), police station (61.4 km: L),
hospital (61.5 km: L)}, Yodha wewa district fertilizer store (62.00 km: L) agrarian service
centre (62.3 km: L), irrigation office (62.3 km: L)} and several religious places {Sri Bodhi
raja viharaya (47.3 km: R), two churches (47.6 km: R & 52.3 km: R) and Purana viharaya
(59.5 km)} are located beside the road. Vankalai Ramsar site and Sanctuary are the highly
environment sensitive areas located RHS of the road from 74.00 km up to end section.
Large numbers of water birds frequently inhabit water stagnated areas of this sanctuary.
AB19: Jaffna - Pannai – Kayts Road (20.4 Km)
49. The proposed Jaffna – Ponnai – Kayts (AB19) road starts roundabout of AB21 close
to Jaffna fort. The initial section of the road (about 4.3 km) runs through Jaffna lagoon and
then enters to Kayts Island close to Allaippidi junction. Several small islands, mangrove
strips and mangrove forest patches are located close/at the vicinity of this section. The
Jaffna lagoon is mainly used for fishing activities by fishing community in the area.
50. The road then runs parallel and very close to the Jaffna lagoon up to 6.00 kms (RHS)
and enters to a plane area. Then road enters to a residential area of Manomman (7.8 km)
17
and runs up to 4 way junction of Nagadeepa (11.6 km) through Tharikkattuban junction (12.2
km) & water stagnated area with no residences. The daily traffic volume up to Nagadeepa
junction (11.6 km) is very high due to visit of large number of pilgrims in Nagadeepa temple.
Scattered residences, water stagnated areas, scrub forests, abandoned houses, chena
cultivations and paddy fields are located beside the road of Ponnankandy area (12.3 to 14
km). The section between Suruvil junction/Paravanai (14.20 km) up to 3 way junction of
Kayts (18.1 Km) runs through residential and agricultural areas of Paravanai and
Naranthanai. Large number of abandoned/damaged residences and government buildings
could be observed in Naranthanai area. The road then enters to Kayts town area around
18.5 km. Number of government and private sector buildings, religious places (18.5 km to
19.5 km) and ribbon type developed business premises (about 100 m beside the road) are
located at the end section of the road. A total of 20.4 km road ends at 3 way junction of
Kayts town and close to Kayts Jetty.
51. Terrain of the road is flat and alignment is mainly straight. Current situation of the
road including initial section as well as from 12.2 km up to Kayts town boundary is not at a
satisfactory level. Four locally important churches at Naranthanai (16.1 km: L) and Kayts
(18.5 km, 19.1 km: R & Rev. Joseph Church 19.4 km: L) are the locally important religious
places located beside the road. Other than that two government schools {Roman Catholic
Tamil Boys school (19.00 km: L) & St Anthony‘s School (19.1km: R)}, base hospital (18.6
km: L), assistant governor‘s office (18.7 km: L), National Saving Bank (18.9 km: L), police
station (19.2 km L), post office (19.3 km: R) and pradeshiya sabha office (19.5 km: R) are
located within Kayts town area.
1.2. Description of the Existing Environment of Subprojects Roads
52. Following section describes the current situation of physical, ecological, economic
and social background of the sub-project affected areas of the district in brief.
3.2.1. Anuradhapura District
Physical Resources
Topography, Geology and Soil
53. Anuradhapura district is located in the Northern half of Sri Lanka and bordered by 7
districts: Vavuniya, Trincomalle, Polonnaruwa, Matale, Kurunegala, Puttalam and Mannar.
Selected roads for the improvement run through 3DSD s of Anuradhapura District (Padaviya,
Kebithigollewa and Medawachchiya).
54. Topography of the district is slightly undulating with elevations ranging from 150 m to
nearly 2000 m at the highest parts. Geology of major part of the district is highly crystalline,
formed by metamorphosis of well-bedded sediments in an old geosyncline and is belong to
ancient continent, Gondwanaland. Geology of North Western boundary of the district
overlain by Pleistocene and Miocene.
55. There are five rock types within the district which are generally in Central and
Eastern parts of the district consist with Highland series. Western part of the district consists
with Vijayan series rocks of Precambrian and Palaeozoic eras. West of Vijayan series rocks
18
consist of Pleistocene and post Pleistocene sand and gravel of coastal nature. Further small
extents of Miocene limestone of marine sedimentary origin overlain by quaternary deposits.
56. Reddish Brown Earth – Low Humic Gley association is the most commonly
distributed soil in this district. Reddish Brown Earth component of this association is better
drained and occupies upper parts of the undulations that almost exclusively make up the
landscape in the district. Poorly drained Low Humic Gley soil covers the lower parts of the
same undulations. Phosphate in Eppawala (Use for the production of phosphate fertilizer
and chemical industry), Mica in Kebithigollawa, lime stone in Palagala to Horowpathana and
pink quartz in Palagala DSD are the major mineral types found in the area.
Climate
57. According to the geographical location, Anuradhapura district belongs to low country
Dry Zone of Sri Lanka where annual rainfall is less than 1500 mm. Major rainfall peaks is
called Maha rains which falls during North-East monsoons (December-February). As the
Maha rains fade away, a dry season sets where there is little or no rain. The second rainy
season experienced during the Second Inter Monsoon (October to November). A small
amount of rain is received during the South West monsoon (May to September). Extremely
heavy rains bought by cyclones and depressions during some years.
58. The temperature of the district is warm throughout the year and is 27.3oC. It shows
little variation over the year with rainfall. Highest temperature is recorded from March to May
and August to September and is 29 - 30 0C. Temperature becomes low in December to
January and is 26 0C. Relative humidity of the district varies between 70 - 82% within the
year. During South Western monsoons the wind speed accelerates to 12 km/hr. or rises
further to 16 km/hr. Evaporation rate of water from a free water surface is 35 mm/week and
varies from place to place.
Air quality and Noise
59. According to the information available at National Building Research Organization,
concentration of particulate matter in Anuradhapura area in 1999, are well below NAAQS
(Table 08). However, no recent data is available on air quality in the Anuradhapura district.
Therefore it is very important to measure current air quality parameters of the project area
19
Table 8 Air quality at Anuradhapura meteorological Department in May 1999
Date Start time (hrs.) Run time (hrs.) PM10
Concentration (µg/m3)
Maximum permissible
level (µg/m3)
25/05/99 18.00 24 30 100
26/05/99 19.00 24 29 -
27/05/99 19.00 24 37 -
28/05/99 18.40 24 20 -
29/05/99 19.20 24 16 -
30/05/99 19.10 24 33 -
31/05/99 19.15 24 45 -
02/06/99 17.10 24 39 -
03/06/99 17.15 24 37 -
04/06/99 18.45 24 37 -
Source- NBRO
60. Noise level measurements within the project area are not available. Since the
proposed road sections are located mainly within semi-urban, rural residential and
agricultural areas, noise levels may be below than the permissible levels.
Water Resources
61. Tanks, streams, and springs are the major surface water resource in the district and
are main storages of rain water during the whole year. Major irrigation tanks found in the
district are Kala wewa, Basawakkulama wewa, Nuwara wewa and Tissa wewa which were
built during ancient times. Many other rulers constructed a number of large tanks such as
Padaviya, Nachchaduwa, Kantale Mahawilacchiya wewa which further expanded the
irrigation network. Other than the mentioned reservoirs many ponds are fed by a network of
subterranean channels have been constructed to supply water to the district. Eg: Kala Oya
and Kalankuttiya Oya supply water to the Southern boundary of the district. Eastern
boundary runs along the right bank watershed area of Nelu Oya along Yan Oya. Modaragam
Aru and Kal Aru nourish the Western region of the district. Other than the above mentioned
perennial tanks, there are 2600 small and medium scale tanks located in the district. These
are commonly known as village tanks and are mainly used for the purpose of agricultural
activities. Following table (Table 9) shows the water resources observed beside the
proposed subproject roads during the field survey.
20
Table 9 Water resources (seasonal tanks) within sub –project affected areas
Road name Water resources
B 211: Kebithigollewa - Padaviya road. Ihalagollewa seasonal tank
Kuda katuweragollewa seasonal tank
Mahanetiyawa,
Pahala Herath Halmillewa
Irrigation scheme of Padaviya tank
A029: Vavuniya - Horowupathana road Iyaththigewewa seasonal tank
Branches of Yan Oya
B283: Medawachchiya - Kebithigollewa road. Mahadivul wewa
Ataweeragollewa wewa
Athakada wewa
Kebithigollewa tank
62. Ground water is mainly used for the purpose of drinking. At present it has expanded
for agricultural activities in dry season as well. Shallow ground water fluctuates with rains
(abundant during and after Maha rains up to end of February). It is more in well-drained
upper slopes of catena than poorly drained lower slope and found to be better where the
rock is quartzite/ highly weathered/ moderately and fractured compared to sites with un-
weathered rocks. Large number of surface water resource located within Anuradhapura
district helps stabilize the ground water resources.
63. The geology beneath unconsolidated overburden of the district is composed of
crystalline rocks, which are hard and nonporous. Hence the availability of deep ground water
is very limited. Depth of the ground water level is varies within the range of 5 m -8 m. Quality
of ground water varies with the available compounds and substances of the district. (i.e.
Hardness due to elements such as Calcium and Magnesium and salinity due to Chloride).
Fluoride and Iron contents in ground water have been found to be high in the district and
results in lowering the water quality.
Ecological Resources
64. Natural vegetation in Anuradhapura district and sub-project affected areas mainly
consists of tropical dry mixed evergreen forest. Forest cover in the district is 24% of land
area and has under gone drastic changes due to human interference over thousands of
years.
65. According to the moisture content available in rain and soil, there are two types of
forest in the district namely dry and moist. The dry forest type, which is widespread in the
district, consists of species such as Manilkara hexandra (Palu), Chloroxylon swetenia
(Buruta), Bridelia retusa (Ketakala), Syzigium cumini (Madan), Vitex pinnata (Mille) and
Berya cordifolia (Halmille) etc. The moist type is found some DS divisions, which are closer
to rivers, near water holes and in uplands adjacent to tanks. Alseodaphne semicarpifolia
(Wewarana), Berrya cordifolia (Halmilla), Diosyros malabarica (Thimbiri), Terminalia arjuna
(Kubuk), Madhuca longifolia (Mee) and Schleierera oleosa (Kone) are the common trees in
wet and moist areas.
66. When considering the vertebrates fauna, fresh water fish species such as Anguilla
bicolor bicolor (Anda), Mystus vittatus (Ankutta), Channa striata (Lula), Plotosus canius
21
(Magura), and Puntius titteya (Tittaya) are common in this district. Kelaarts toad, Hourglass
tree frog, Common branded caecitian and Small eared toad are the amphibian species
recorded in Anuradhapura district. Serpent reptiles and Tetrapod reptiles recorded in this
area include Earth snake, Bronzeback, Common whip snake, Russell‘s viper, Saw scaled
viper, Common wolf snake and Merrem‘s hump noses etc,. Out of 427 bird species recorded
in Sri Lanka, many are reported to be present in this district because of availability of food
resources, favourable whether condition during migration season and various habitats such
as riverine forests, tanks and villus in Wilpattu area. Among mammals spotted deer, Palm
squirrel, Porcupines, Hare and Indian gerbil are the commonest mammals in the district.
Endemic species such as Red faced Malkoha and Purple faced leaf monkey are other
abundant mammals in this area.
67. Padaviya Sanctuary and Waduwagama forest are the environment sensitive areas
located beside the proposed subproject roads of B211 and A029 respectively. However both
roads are located outside the above sites.
Economic Development
Land Use and Agriculture
68. Anuradhapura is the largest of all districts in Sri Lanka, covering an area of 738953
ha that covers 11% of the whole country‘s land surface. Compared to other district of the
country the largest area of inland water (515 km2) belongs to the Anuradhapura district.
Pattern of human settlements around the roads varies from rural to semi- urban. The district
economy is predominantly centred on paddy cultivation. As per the land utilization in 2008,
128,719.79 ha and 59,084.05 ha were used for paddy and chena cultivation respectively.
Following table shows the land use pattern in 4 DSD s in Anuradhapura with available data.
Table 10 Land use pattern in 4 DSD s in Anuradhapura District
Land use type Anuradhapura
District (ha) Padaviya Rambewa Kebithigollewa Medawachchiya
Abandoned tanks 5256.56 10 - - -
Marsh lands 1479.5 41 - - -
Chena 59084.1 434 3905 - -
Forest 233284 13325 3949 240 312 Ac
Home gardens 69207.1 1970 3962.5 -
Paddy 128720 4577 15179.9 4680 85Ac
Coconut 948.89 1520 891.5 - -
Water spring 231.06 - - - -
Scrublands 164682.5 405 - - -
Water channels 4502.07 388 - - -
Tanks and Reservoirs 49166.05 6947 - - -
other 5825.9 403 - 33570 -
Total land area 738953 ha 305.07 35349.4 38500 488 Ac
69. Cultivation of the district heavily depends on irrigation tanks such as Nuwara wewa,
Kala wewa, Basawakkulama, Nachchaduwa tank and Thisa wewa built by ancient kings. In
2008 alone, 812,554 hectares were cultivated in the district under main irrigation schemes
and paddy harvest grown amounted to 12,357 metric tons. Other than those 14 large tanks,
22
19 medium tanks and 2569 small tanks are distributed within the district. In addition to paddy
cultivation, 6,324 hectares was cultivated with vegetable and additional crops.
70. Majority of the people in the area are farmers and largely depend on paddy
cultivation. Additionally animal husbandry including cattle, goat and poultry farming is also
common in the district. (Figure 2 And Table 11) In 2008 it self-annual milk production of the
district was 11,61176 litters.
Figure 2 Animal husbandry in Anuradhapura District in 2007
Table 11 Animal husbandry in some project affected DSDs in 2009
DSD s
cow
s
Milk
cow
s
buffo
low
s
Milk
cow
s
No
of g
oats
No
of p
igs
Chi
ck/ h
ens
Padaviya 538 6943 1923 2342 1674 204 18783
Rambewa 11100 - 7310 - 8077 98 19944
Industries
71. Apart from agriculture, the economy of the Anuradhapura district predominantly
revolves around tourism, inland fisheries, small scale industries and some large scale
industries. According to recent estimates 24,592 of the population are employed in various
industries. Out of them 7632 persons are employed in 3453 small scale industries, while
9710 persons are employed in 53 large scale industries. However compared to other
districts, industrial contribution in the district is low.
72. At present, most of the population in the district depends on tourism industry.
Significant number of local and foreign tourists visits Anuradhapura throughout the year. The
reason behind this is ancient Sri Lankan culture. Irrigation tanks, ruins of castles of several
emperors, ancient temples, monastic sites, statues of Lord Buddha are the main places,
where local and foreign visitors are attracted.. Traditional items such as kitchenette
appliances, cultural foods, Sinhala clothes, ornaments etc are sold by local people around
0
100000
200000
300000
400000
500000
600000
700000
Nu
mb
er
23
these places. The main constraint for development of tourism and other commercial
activities of the Anuradhapura district is poor road net-work (narrow and dilapidated roads).
Therefore development of road net-work to a higher standard is vital to develop tourism and
other commercial activities of the district. Eco-tourism is another popularizing industry in this
area
73. Fishing is another industry which is centred around inland waters. At present there
are 6707 fishing families in the district and the average daily catch is 5465 Mt.
Infrastructure Facilities
74. Except in some rural villages, electricity is available in most parts of the district. The
Village Electrification Development Programme is currently being operated to supply
electricity for the people who are not covered by the National Electricity Network. In 2009
the government has spent Rs. 19,577,456 on rural electrification projects.
75. Other than electricity, tele-communication facility is available in most of the areas in
the district. Pipe borne water facility is available to limited areas and pit latrines, sewage
canal systems and proper garbage dumping sites are restricted to the urban sector of this
district. RDA and Provincial Road Development Authority (PRDA) engage in construction
and maintenance of many roads in the district and help people to solve their transport
problems. Many road development projects are currently underway to improve the transport
sector in the district.
76. Electricity is available in all most all parts of the subproject areas. Telecommunication
facility is mainly obtained through wireless telecommunication services. Common wells have
been constructed mainly for domestic and agricultural purposes and water is obtained
through pipelines. Many government and private banks engage in commercial activities in
the district.
Social and Cultural Development
Population and Community
77. A total of 22 DSDs and 19 PSDs are located within the Anuradhapura district.
Selected roads for the improvement run through 4 DS divisions of the district. Population of
Anuradhapura district by 2008 was 886,945 and represent all ethnic and religious groups in
the country. On a community basis 808,859 Sinhalese (91.20%), 72,289 Muslims, 4,502
Tamils and 1,295 others are present. The above population belongs to five religious groups
(90% Buddhist, 0.5% Hindus, 8.4% Muslims, 0.8% Roman Catholics and 0.3% other
Christians). Table 12 indicates population sizes of 4 DSDs of Anuradhapura district.
24
Table 12 Population sizes of subproject affected DSDs of Anuradhapura district
DSD Populati
on No of
families Buddhist Hindu catholic Islam Sinhala Tamil Muslim
Kebithigollewa 23258 6959 - - - - 21,057 31 2170
Rambewa 38532 11489 33387 25 111 5009 33495 28 5009
Padaviya 33737 6700 23112 85 - 24 33707 13 3
Medawachchiya 50141 - 46065 172 682 3222 47303 195 2643
Anuradhapura District
886945 238769 803459 3844 7128 186 808859 4502 72289
78. Total labour force in the district in 1997 was 67600 (87.6 %). Currently, most of the
people in the district engage in fishing and agriculture activities. Fisheries itself provides
many employment opportunities for people in the district. Agriculture is mainly based on
major food crops such as paddy, coconut, Palmyra and some subsidiary food crops. Other
than that, small scale industries such as pottery, grinding mills, Palmyra products, jewellery
manufacturing and carpentry; provide considerable amount of employments opportunities for
the people in the district.
79. Majority of people in the project area are farmers and mainly depend on paddy
cultivation under Rambewa, Mahakanadarawa, Padaviya, Kebithigollewa and Weli Oya.
Others engage in business, chena cultivations, fishing and animal husbandry. A small
percentage of people engage in government and private sector occupations
Health and Educational Facilities
80. A total of 60 hospitals are distributed in different locations of the district. These
include a single Provincial general hospital, 03 Base hospitals, 4 District hospitals, 5
Peripheral units, a single Prison hospital, 23 Rural hospitals, 5 Central dispensary and
Maternity homes and 18 Dispensaries. Out of these, the Provincial general hospital is
located at Anuradhapura and 03 Base hospitals are located at Tambuthtegama,
Kebithigollewa and Padaviya.
81. During the last four years, the health sector in Anuradhapura district received
unprecedented boost. From 2006 to 2009, P.S.D.G institution, World Bank and other
funding institutions have provided a total of Rs. 833 million for assistance of health
development activities. These funds were allocated for construction and renovation of
hospitals, provision of health facilities, procure modern equipment and upgrade technology,
improve standards and facilities at centres dealing with prevention of communicable
diseases and for improvement of transport facilities. Accordingly one surgical hospital, 3
base hospitals, 4 district hospitals, 7 central hospitals, 24 rural hospitals and 20 clinics were
established in the district. At the same time, district was provided with 474 doctors, 504
nurses, and 423 health service personnel. Hospital bedding capacity was increased to cater
to 2987 patients. Apart from that certain amount of money was spent for the development
of Indigenous Medical Services.
82. Generally education level of the district is fairly good (Literacy rate is 90.5%). Within
the district altogether 585 schools including 549 government schools, a single special
education unit and 35 Pirivenas were distributed in 2008. Student population amounts 262,
40 with 1312 teachers serving in these schools. Following table (Table 13) shows number of
students, teachers and no of schools located within project influence DSDs
25
Table 13 Details of education within project influence DSDs
DSD No of students No of teachers No of schools
Kebithigollewa (2010) 4647 290 -
Rambewa 6807 451 31
Padaviya 4200 233 16
Medawachchiya 1865 594 -
Anuradhapura District (2008) 544
83. Schools and other government officers located beside the proposed subproject roads
are illustrated in Table 14
Table 14 Public sensitive locations beside the project roads
Road name Chainage Public sensitive locations /government buildings
B 211: Kebithigollewa - Padaviya road.
5.90 km (R) Mahanetiyawa Government school
22.40 km (R) Bellankadawala Government school
17.20 km (R) sub post office Kahatagahawewa
29.20 km (L) Base Hospital Padaviya
19.80 km (R) Padaviya Pradeshiya Sabah
A029: Vavuniya - Horowupathana road. 25.60 km Office of Department of Forest
1.90 km (L) Government School of Iyaththigewewa
B283: Medawachchiya - Kebithigollewa road.
3.00 km (L) Ihalathammennawa Government school
5.50 km (R) Mahadivulwewa Government school
8.80 km (R) Ataweeragollewa Government school
12.00 km (R) Athakada Government school
11.90 km (L) Athakada Central Dispensary
24.00 km (L) Education Office of Kebithigollewa
A009: Kandy - Jaffna Road.
143.80 km (R) Ikirigollewa Muslim Government School
145.70 km (R) Sangilikanadarawa Maha Vidyalaya,
146.00 km (L) Wahamalgollewa sub post office
Cultural Archaeological and Historical Significance
84. Anuradhapura is the first historical capital of Sri Lanka and today is recognised by
UNESCO as a World Heritage Site, From the 4th century BC, Anuradhapura was the capital
city of Sri Lanka and until the beginning of 11th century it remained one of the most stable
and durable centres of political power and urban life in South Asia. Although according to
historical records the city was founded in 4th century BC, the archaeological data put the
date as far back as 10th century BC.
85. Primary Buddhist attractions in Anuradhapura are the Atamasthana or the 8 main
places of worship located within the Anuradhapura town boundary. These eight places
include Sri Maha Bodhi, Lovamahapaya, Ruwanwelisaya, Thuparamaya, Abayagiriya,
Jetavanaramaya, Mirisavetiya and Lankaramaya. In addition to the Atamasthana,
Mihinthalawa was a thick jungle area inhibited by wild animals and was a hunting ground
reserved for the royals. All this changed in 250 BC when the son of the Indian Emperor
Asoka, Mahinda Maha Thero arrived at the Missaka Pauwa. Initially it was the Mahinda
26
Maha Thero‘s residence, but later Mihinthale became a main centre for Theravada
Buddhism. Sigiriya is rock fortress located away from Anuradhapura town. King Kassaypa
made his kingdom at the top of the ―Sigiriya‖. It is a culturally significant place that is
because it was nominated for eighth wonder of the world. Another important location is
Isurumuniya built by King Devanampiyatissa. The carving of Isurumuniya lovers on the slab
has been brought from another place and placed there. Thantirimale, Avukana, Vijithapura
and Thalagulu Viharaya are also very important religious, historical, cultural and
archaeological sites located within the district.
86. However none of the above mentioned Cultural, Archaeological and Historically
significant sites are located in close proximity to the proposed subproject roads. But several
locally important Buddhist temples are located beside the proposed roads and are listed
below (Table 15)
Table 15 Locally important religious places located along the subproject roads
Road name Chainage Religious places
B 211: Kebithigollewa - Padaviya road.
25.20 km (R) Two temples
28.50 km (L) Isipathanaramaya
28.30 km (R) church
A029: Vavuniya - Horowupathana road. 27.10 km (L) Temple in Iyaththigewewa
B283: Medawachchiya - Kebithigollewa road. 20.20 km (L) Sri Gonameriyawa temple
24.10 km (L) Kebithigollewa Temple
3.2.2. Mannar District
87. Mannar district is one of the five administrative districts of NP and surrounded by
Puttalam, Anuradhapura, Vavuniya , Mullaitivu, Kilinochchi districts and long coastal area in
the western part. The district covers 2002.7 Sq.km, which is approximately 3% of the total
land area of Sri Lanka. The conflict that prevailed in the Northern region of the country for
the last 30 years have destructed the large region including environment of Mannar district.
Administratively Mannar district divided in to 5 DSD‘s: Mannar town, Manthai West, Madhu,
Nanattan and Musali. Of these selected roads for rehabilitation runs through three DSD‘s
(Mannar town, Madhu and Nanattan).
Physical Resources
Topography, Geology and Soil
88. Mannar district is located within the first peneplane which ranges from 0-125 m. The
land area sits at low elevations which is less than 30 m from the Mean Sea Level (MSL).
Terrain of the district is flat and gently undulating. Geology of the district consists with highly
Karstic and permeable Miocene limestone aquifers which are present along the Northern
and North Western coastal belt from Puttalam to Mullaitivu. In this belt the limestone aquifer
is overlain at many places by permeable and comparatively thin quaternary sand and silty
27
clay deposits. In the North Western coastal belt extending from Puttalam to Mannar, the
limestone aquifer is overlain by a 60 to 100 m thick Quaternary sand and clay sequence.
89. According to agricultural soil classification, major soil groups identified in the district
are Reddish Brown Earth, Low Humic Gley, Red Yellow Latosol & Regosol soils, Solodized-
Solonetz, Solonchaks & Grumusol soils (Figure 3). Regosol soil is mainly found in Mannar
Island. Yellow red latosol found distinctively in coastal regions. The dark clay soil
(Grumosol), covers around 12% of the total land area, and is ideally suited for paddy
cultivation.
Figure 3.Soil Distribution in Mannar District
Climate
90. Mannar district falls within low country dry zone and the climate is characterized by
high temperature and low rainfall. The mean annual rain fall is below 1250 mm (642.8 mm in
2007). Majority of rain fall (nearly 60%) occurs during North East monsoon from October to
December. The month of February, March and May to July are dry with very little rainfall.
The mean annual temperature range from 240C to 330C and the highest temperatures are
normally recorded during the month of May and August. Relative humidity of the district
varies from 65 % to 86 % during the day.
Water Resources
91. Mannar district is located within the Northern river basin region and the Mahaweli
inter basin region of the country. The district has a marine coastline of 163 km, fresh water
area of 4867 ha and a brackish water area of 3828 ha. Water sources of the district are
mainly used by the people for the purpose of drinking, irrigation, fishing and other industrial
activities.
92. Rivers originating from the central hills such as Aruvi Aru (the second longest river in
Sri Lanka), Nay aru, Parangi aru and Chippi aru run through Mannar District. The major
0
2000
4000
6000
8000
10000
12000
14000
16000
Ext
in H
a
28
agricultural reservoirs in the district are Gaint tank, Akaththimuippu, Viyadikulam, Mullikulam,
Periyapandivirichan, Chenamaruthamadu tanks and Maruthamadhu Anicut etc. Mannar has
artesian springs and aquifers which supply fresh water and it was used in successful
cultivation in the past. Out of the total requirement of water in coastal region, more than 90%
is obtained as groundwater.
93. There are many major, medium and minor fresh water tanks in the district (table 16 and17).
The proposed A014 road runs through major irrigation tank called Giant tank (around 61.00
to 66.00 km). The command area of the tank is 24,438 acres (9,984 ha) and accounts for 5%
of the total area of the district. It has the capacity to irrigate to 2005 acre land in Mannar
division. There are 372 minor tanks available in the district with the total irrigable area of
14,368 ha. Dug wells and tube wells provide supplementary irrigation for crop cultivation.
Table 16 Major Tanks in Mannar District
Name of Major Tanks D.S. Division Irrigable Area (Acs)
Giants Tank Manthai, Nanattan, Mannar 24,439
Akkathymurippu Kulam Musali 6,234
Viyadi Kulam Musali 1223
Sub Total 31,896
Table 17 Medium (Provincial) Tanks in Mannar District
Name of Tank Capacity (Ac./Ft) Irrigable Area Catchment Area
(Ha) (Sq.M1) (Sq.Km)
Adampan Kulam 580 161.8744 4.50 11.65
Kurai Tank 2,062 303.5 9.60 24.86390
Marutha madu Anicut 410 226.6242 2.67 6.91527 Periyamadu Kulam 5,780 303.5 142.00 367.77858
Welmaruthamadu 2,766 303.5145 156.00 404.04
Periyapandivirichchan Kulam 2,816 245.2397 32.40 83.91568 Thatchanamaruthamadu Tank 1,141 214.4836 43.00 111.36957
Mullikulam 1,500 151.8 12.67 33.81
Total 17,055 1,911 403 1,044
Air Quality and Noise
94. No baseline survey was carried out to measure the air quality of Mannar district
during past few decades. At present, most of the land area of the district is covered with
forest and scrublands. Although there are a few small scale industries in the district, effect of
them on air quality is very low. However vehicular traffic found within Mannar town can affect
air quality to some extent. But apparently, air quality standards in the area are within the
national ambient air quality standards.
Ecological Resources
95. Mannar district is unique in its vegetation and wildlife contrasting with the rest of Sri
Lanka. Out of the total land area of 1996 Sq. km in Mannar district, over 50% is covered with
forest. Forests types in the district are Dry Monsoon Forest, Riverine Dry Forest and
Mangrove Forest which is usually associated with river mouths and lagoons. There are five
forest reserves and 12 state reserves within the district which extend 40,697.07 and 53490.9
hectares respectively (Table 18 & 19). The important wetlands within the district are Adams
29
bridge, Palk bay, Vankalai and Giant tank. These characterized by a number of habitats
such as freshwater, shallow brackish water inter-tidal mudflats, sand banks, lagoons and
Sea grass beds. All these habitats provide feeding, breeding and nursery grounds for variety
of plants and animal species.
Table 18 Forest Reserves In Mannar District
Name of FR/PR D.S.Division Extent in
(Hec)
Ninthavil FR Manthai west 7,720.35
Madhu FR Madhu 8,261.23
Madhu PR Madhu 14,164.30
Mavellu FR Musali 437.07
Veppal FR Nanattan 10,114.12
Total 40,697.07
Source: District Statistical Hand Book-2009, Mannar (FR: Forest Reserve, PR: Proposed Reserve)
Table 19 State Forest in Mannar District
D.S Division Name of Forest Extent(ha
Musali Chilavathurai 3237.55
Pannai Vedduwan 13529.37
Marichchukaddi 7284.5
Manthai West Sinnapandivirichchan 259
Periyapandivirichchan 4856.33
Palampiddy 4573.04
Vellankulam 6977.33
Parappukadanthan 4977.74
Madhu Iranai Iuppaikulam 7228.49
Coastal Area Vellankulam 162.87
Arippu 202.34
Chilavathurai 202.34
Total 53490.9
Source: District Statistical Hand Book-2008, Mannar
96. Mannar Island is considered as a paradise of birds. According to published data,
more than 150 bird species have been recorded from Mannar Island and adjoining main
lands. Adam‘s Bridge and Mannar Island are situated on one of the bird migration routes in
the country. Talaimannar beach, the Periya Kalapuwa area, Giants Tank, Kora Kulam and
the lagoon between Thoddaveli and Pesalai are other locations where birds are abundant.
The shallow depths and muddy substrates support prawns, small fish species and clupeids,
while more open ocean species found towards Mannar Island. The famous Mannar pearl
bank is also located within the Palk Bay.
97. Giant tank sanctuary, Vankalai sanctuary and Madu road sanctuary are the important
protected areas found within the district. Large numbers of butterflies, amphibians, reptiles ,
large and small mammals (Elephant, Toque monkey, Ring tailed civet cat, Spotted deer,
Wild boar, Black tipped Mongoose, Grey mongoose) inhabit in these areas. The aquatic
macrophytic vegetation is dominated by floating species such as Nelumbo nucifera and
Nymphaea stellata and is found in reservoirs such as Giant‘s tank. The arid zone forests and
30
dry scrubland are the major vegetation types that can be observed in surrounding landscape
of Giant tank. The Vankalai sanctuary is located RHS of A014 road at 74 km to 78.4 km.
98. The Vankalai Sanctuary is the 4th Internationally Important Wetland of Sri Lanka,
declared through a Gazette notification dated September 9, 2008 and upgraded as a
Ramsar site in 2010. It is located North-West of Sri Lanka (8°56‘N 079°55‘E) and covers an
area of 4,839 ha. The sanctuary consists of several ecosystems, range from arid-zone thorn
scrublands, arid-zone pastures and maritime grasslands, sand dunes, mangroves, salt
marshes, lagoons, tidal flats, sea-grass beds and shallow marine areas. Due to the
integrated nature of shallow wetland and terrestrial coastal habitats, this sanctuary is highly
productive, supporting high ecosystem and species diversity. The site provides excellent
feeding and living habitats for more than 20,000 water birds during migratory season,
including Northern Pintail (Anas acuta), Greater Flamingo (Phoenicopterus roseus) and
Eurasian Wigeon (Anas Penelope), of which Vankalai Sanctuary supports 1% of the
population of the latter two species.
99. The coastal and marine ecosystems are important for over 60 species of fish, marine
turtles, and rare species such as Dugongs (Dugong dugon). These ecosystems provide
important spawning and feeding grounds for juvenile fish species such as Trevally (Caranx
spp.), Snappers (Lutjanus spp.), and host a number of threatened species, such as Green
Turtle (Chelonia mydas), Dugongs (Dugong dugon), and Saltwater Crocodiles (Crocodylus
porosus). Vankalai Sanctuary sustains livelihoods of fisheries-dependent communities in the
area. Part of the Vankalai Sanctuary is an archaeological site because it is partly located in
the major port of ancient Sri Lanka, dated from 6th century BC to 13th century AD. The
Department of Wildlife Conservation (DWLC) is directly responsible for managing this
diverse and culturally rich wetland.
Economic Development
Land Use and Agriculture
100. Total land area of Mannar district is 2002.07 Sq. km (202,206.79 ha). Out of the total
area, 1991.00 Sq.km area is covered by land and the rest is (11 Sq. km) inland waters. Over
50% of land area in the district (131,046 ha) is covered with forest reserve. The rest of the
land is occupied by human settlements, industries, roads and cultivation. The land available
for cultivation is 33,334 ha (19%) and mainly consists of paddy, subsidiary crops,
homestead land and fruit crop lands. Out of the total cultivable land 62% of paddy, 16% of
Palmyra, 7% of coconut and 9% of highland crops are cultivated in the district. Following
table (Table 20) shows the land use pattern in Mannar district and project DSDs in detail.
31
Table 20 Land Use Pattern - Mannar District – 2007
Category Mannar
Hec) Nanattan
Hec) Musali Hec)
Manthai West Hec)
Madhu Hec) Mannar District
Hec)
Agricultural Lands
Paddy
Major 1,775 4,742 2,280 4,150 1,875 14,822
Minor - 25 225 1,400 1,705 3,355
Rain fed 100 125 330 535 210 1,300
Perennial Crops
Cashew 200 - 1,768 - 80 2,048
Coconut 2,010 134.3 175 71 13 2,403.3
Palmyra 3,360 1,700 220 680 40 6,000
Highland Crops 1,589 189 352 804 472 3,406
Forest Reserve
State Lands
- - 14,613 8,132 - 22,745
- - 10,527 22,576 33,103
- - 438 7,727 8,165
- - 6,072 22,454 28,526
Others - 3,240 6,211.36 16,987 12,069 38,507.36
Residential Water Bodies,& Plantations
and Barren Lands 13,654. 4,841 4,211 4,350 10,769 37,826.
Total 22,688 14,996 47,422 44,836 72,263 202,206
Agriculture:
101. Agriculture is one of the key economic sectors in the district providing livelihoods for
over 15000 families. Over 50% of the population in Mannar are involved in paddy cultivation.
Paddy harvest is mainly obtained from Nanattan, Adampan and Musali areas. Gaint tank in
Mannar DSD, Akaththimuippu, Viyadikulam, Maruthamadhu Anicut in Musali DSD,
Mullikulam Tank, Periyapandivirichan, Thadchanamarutha madu in Madhu DSD, Priyamadu,
Velimaruthamadu, Koorai, Adampankulam in Manthai West are the major irrigation
reservoirs in the district which support agricultural activities. The Giant‘s tank itself irrigates
about 11000 ha of paddy land and feeds 162 minor tanks. At the end of the monsoon
season, it irrigates an additional 2500 ha. Akathimuripu is another major tank on the left
bank of Aruvi Aru with a cultivated area of roughly 2,800 ha and an additional 225 ha. Minor
tanks provide water for around 6053 ha. Table.21 indicates the Aswedumised extent of
paddy in project affected DSDs in Mannar 2008.
Table 21 Aswedumised extent of paddy according to the DSDs of Mannar district – 2008
DS division Aswedumised extent (Hectares)
By Irrigation Rain fed Total
Major Minor
Mannar Town 2,075 20 388 2483
Madhu 450 1175 110 1735
Nanattan 4840 942 1226 7008
Total 14,822 4,149 4,109 23,080
Source: Statistical Branch Mannar 2010
32
102. Other than paddy, crop distribution in the district is mainly Palmyra, Coconut and
several subsidiary crops (kurakkan, maize, sorghum, green gram, cow pea, dhal, manioc,
sweet potatoes, onion and chillies) during Yala and Maha seasons (Figure 4). Variety of soil
types found within the district is suitable for these food crops. For example Grumusol (clay
soil) has a high potential for paddy cultivation averaging 4.7 – 5.4 MT per ha. Regosol soil
which is mainly found in Mannar Island is good for vegetables, Palmyra and coconut. Yellow
red latosol soil which is found distinctively in coastal regions of Mannar is good for
vegetables, horticulture and other field crops. Reddish brown earth soil is also good for field
crops, vegetables, horticulture and forestry.
Figure 4 Production of subsidiary crops in Yala/ Maha 2009 in Mannar district
103. Animal husbandry provide considerable amount of income and employment
opportunities for the people in terms of cattle and cow milk production (227,979 l), eggs and
meat production from chickens, ducks, pigs, goat and sheep (table 22 and 23).
Table 22 Livestock population of Mannar District in 2009 (Nos)
District Cattle Buffaloes Goats Pigs Poultry Turkey Gini Fowl Ducks Rabbits Others
Mannar 15274 1,448 6691 30 46,660 96 172 376 25 40
Total in NP 77,215 2,805 95531 244 598,946 1,863 1,045 1,701 408 153
Source: Dept. AP & H, NP
Table 23 Milk, egg & meat production in Mannar district in 2009
District Milk ( litres/day) Eggs ( Nos /
Day) Meat ( Kg/day) Other products (
Cow Milk Buffalo Milk Beef Mutton Chicken Curd Ghee
Mannar 2,068.00 134.00 4,280.00 1,930.00 285.00 2,373.00 87.00 38.00
Total in NP 76,129.00 264.00 143,589.00 7,271.26 2,129.52 17,904. 1,770 149
Source: Dept. of AP & H, NP
0
50
100
150
200
250
300
350
Pro
du
ctio
n in
Mt.
Crop Type
33
Industries
104. Prior to the conflict, the economy of Mannar district was mainly based on agriculture,
fishing and salt production industry. At present agriculture and fishing are the two major
income generation activities found within the district. Although there are some large scale
industries (Table 24), they produce below capacity due to lack of labour, infrastructure
facilities and damage occurred during war. For an example the Mannar saltern industry
produced around 4,000 MT (Metric Tons) of salt annually prior to the war but the production
has reduced dramatically buy now. Currently this company supplies limited quantities of salt
for fishing industry & dry fish production, Pesalai ice production centre, multi-purpose
cooperative societies and private sector for their consumption.
105. Although Mannar has a large fishing population, absence of local boat manufacturing
industry within the district has given rise to several problems associated with fisheries. The
capacity of ice production in Pesalai ice factory has also reduced due to age of the factory,
damage occurred due to war and neglected maintenance.
Table 24 Large Scale Industries in Mannar – 2010
Description ofIndustry
Type of Industry
Location Employees Source of
Energy If not functioning
why Skill Un skill
Saltern Salt Periya kadai 15 35 Fuel
Ice factory Ice Keeri 04 02 Electricity
Ice factory Ice Siruthoppu 06 02 Electricity
Ice factory Ice Moor Street 03 02 Electricity 90% Establishment
work completed
Canning Factory Tin Fish Pesalai 25 70 Not function
Poultry Food Factory
Poultry Food
Pesalai 14 32 Not function
Source: Divisional Secretariat – Mannar Town.
106. Apart from that there were 902 Small / Medium Industries, 297 Cottage Industries
and 174 Service industries which provide employment to around 2333 people (Figure 5 )
34
Figure 5 Small and medium scale industries in Mannar district - 2010
Fishing Industry
107. Fishing is a major contributor to the local economy in Mannar and provides livelihood for large portion of population in Mannar and Musali divisions. Over 50% of the population rely heavily on fishing activities. There are about 9679 active fishermen in 41 fishing villages in Mannar district and the annual fish production is around 8500 MT. Out of that 15% fish production is utilized for dry fish production, 5% for local consumption and the remaining 80% is transported to other districts. The district has been playing a crucial role supplying sea foods such as prawns, crabs, cuttlefish and sea cucumbers to other parts of the country. Variety of fishing methods such as lagoon, coastal and off shore fishing and obtaining other marine products through diving is practiced by fisherman. However, most of the fishing is now concentrated to coastal areas. Marine fishing area stretches from Thavenpiddy to Mullikulam in the east and Talaimannar to the south. Inland fishing was abandoned during the years of conflict and offshore fishing is constrained by the restrictions placed on multi-day boats, due to security reasons. In addition, majority of anchorage facilities are damaged or destroyed. These reasons have directly impact on reduction in fish production, fisheries livelihoods and other supporting private businesses like lubricants, batteries and boat and out-board motor repairs.
Mineral industry:
108. Mannar district is built up of limestone of Quaternary and Miocene complex. The district has been recognized as an excellent place for providing raw materials for cement, tile, brick and pottery industries. For example, Montmorillonite clay is available in various parts of Mannar, particularly in Murunkan, and is the only place in Sri Lanka where this kind of clay can be obtained. This clay is used in making cement and it was transported to Kankasanthurai Cement Factory before destruction of railway network due to war.
20%
56%
0% 3%
0% 5%
2% 1%
2% 2% 2%
7%
Animal Production
Agriculture
Handloom
Carpentry
Aluminium Fabrication
Food Based
Construction
Chemical Production
Engineering Services
Jewellery
Tailoring
Other industry
35
Tourism Industry:
109. Since there are plenty of tourism attraction sites on the district, it has a high potential
to develop the tourism industry. The wetlands and sanctuaries such as Madhu and Giant
Tank play a major role for attracting wildlife lovers and naturalists, especially bird watchers.
Beautiful beaches like Talaimannar village, important archaeological sites such as Catholic
churches built by the Portuguese, the Adam‘s Bridge and important religious centres like
―Tirukketishvaram Hindu Temple―, Madu Church are the other places which attract both
local and foreign visitors.
Infrastructure Facilities
110. For a variety of reasons, water supply and sanitation are key issues faced by the
people who live in Mannar. Since the district is located in the driest part of the country, many
areas suffer shortages of potable water, especially during the dry season. People living
along the Mannar coasts are particularly affected because of the salinity of well water. This
situation has worsened due to the armed conflict. Most of the wells were abandoned and
disused by people for a long period of time. Although, there are 44% individual wells and
57% common wells throughout the district, they need to be repaired or reconstructed
immediately. Additionally, more deep tube wells will be necessary to reach fresh aquifers.
Another difficulty faced by Mannar residents is lack of telecommunication services. Land
phones are disconnected in nearly all parts of the district except in Mannar town. Although,
the internet connectivity exists (via dial-up only), it is extremely slow. Credit facilities are also
in poor condition, largely due to the local situation that prevailed where business turnover
was poor and this affected the farmers, fishermen as well as local businessmen in the
district. Electricity is available many areas of the district and the present situation of supply is
at a satisfactory level.
111. The existing transport infrastructure in the Mannar district is very poor. However,
several projects are now in progress to improve this sector. Major projects established
recently are the construction of new Mannar bridge and improvement of causeways and
connecting roads by the Japan International Cooperation Agency (JICA). Apart from that,
Mannar has an ancient port which needs to be expanded into a large harbour. It is estimated
that the present 'Sethusamudram Project' by the Indian Government will bring 90% of the
shipping traffic very near to Mannar Harbour.
112. Several studies have shown that there is a potential to exploit oil under the sea off Sri
Lanka‘s North West Coast, particularly in Mannar Basin. The Petroleum Ministry had called
for bids from international oil companies for exploration of petroleum hydrocarbons in Blocks
2, 3 and 4 in the Mannar Basin. This will certainly give Mannar district an identity in the
country‘s economic landscape.
Social and Cultural Development
Population and Community
113. Mannar district is divided into 5 DSD‘s namely Madhu, Mannar, Manthai West, Musali
and Nanattan. These DSDs are further sub-divided into 153 GND‘s. According to 1981
census, total population in the district was 106235. Out of them 53.37% was male while
36
46.59% was female. Population density of the district was 53 person /sq. km. Out of the total
population of the district, most were Sri Lankan Tamils, The rest was Indian Tamils, Sri
Lankan moor, Sinhalese, Burgher, Malay and other ethnic groups (Figure 6.). The religious
(Hindus, Muslims, Catholics and Christians) wise population of the district follows the same
pattern.
Figure 6 Population distribution in Mannar district (census – 1981)
114. The estimated population from year 2006 to 2009 in Mannar district is illustrated in
Table 25. This reduction of the population sizes is mainly because, the civil war. The war has
lost people‘s lives and displaced many. Some have fled to other parts of the country. Hence
obtaining accurate demographic data is difficult.
Table 25 Population of Mannar district by DSDs 2006 - 2009
D.S.Division 2006 2007 2008 2009
Mannar 47,600 51,249 51,579 54,345
Manthai West 18,954 26,741 ** 7,850
Madu 12,687 4,498 2,507 2,623
Total 103,671 103,688 75,755 93,961
Source: Statistical Hand Book -2000, 2001, 2002, 2003, 2005 200
District Planning Secretariat, Mannar
Employment:
115. Total labour force in Mannar 1997 was 67600 of which about 87.6% were employed.
Currently, most of the people engage in fishing and agriculture activities. The fisheries itself
provides a lot of employment opportunities for the people. Agriculture is mainly based on
major food crops such as Paddy, Coconut, Palmyra and some subsidiary food crops. Other
than that, small scale industries such as pottery, grinding mills, Palmyra products, jewellery
manufacturing and carpentry, provide considerable amount of employment opportunities to
the people in the district.
Health and Educational Facilities
116. There was one base hospital, four district hospitals, one peripheral unit, two central
dispensaries, maternity homes and one rural hospital in the district. But some of them are
0
10000
20000
30000
40000
50000
60000
Sinhalese Indian Tamil
Sri Lankan Tamils
Sri Lankan moor
Burgher Malay other
Po
pu
lati
on
Nu
m
37
not functioning by now (Table.26 & 27). There is one central Ayurvedic hospital in
Thalvupadu, Mannar Town DSD, and few free Ayurvedic hospitals in Mannar Town DSD and
Musali DSD.
Table 26 Information regarding the hospitals by DSD of Mannar District– 2007
DS Division Hospital
Mannar Town BH Mannar / DH Thalai Mannar / PU Pesalai / CD & MH Erukalampiddy/ PMCU
Thiruketheeswaram*
Manthei West DH Adampan /RH Vidathalthivu
Madhu PMCU Periyamadhu*/PMCU Iranaillupaikulam/PMCU Priyapandiviricahn*
Musali DH Chilavathurai*/ PMCU Marichukaddy*
Nanattan DH Murunkan/ CD & MH Vankalai
Source: Ministry of Health Sri Lanka (* indicates hospitals not functioning)
Table 27 Medical / Health Institutions in Mannar District- 2009
Curative Care Institutions
District General Hospital 1
Divisional Hospital 9
Primary Medical Care unit 6
Chest Clinic 1
STD Clinic 1
Grand Total 18
Preventive Care Institutions
HC 41
School Dental Clinic 3
MOH 4
AMC 1
Education facilities:
117. The entire district is divided into two educational zones namely Mannar and Madhu.
In Mannar Educational Zone (Mannar, Nanattan, Musali) there are about 77 schools while in
Madhu Educational Zone (Manthei West, Madhu, Mannar) there are 42 schools. Out of them
only 98 schools are functioning of which 3 are National and 95 are Provincial schools (Table
28). The education sector was also adversely affected by the conflict. Many of the original
structures are damaged or destroyed. The total number of teaching positions for both zones
is 1303. However, currently there are only 799 positions filled, leaving 38% of teaching
appointments vacant.
Table 28 Schools by Type and Status by Mannar District, 2010
Functioning Schools Temporary Closed Recently Displaced
Re Opening School
Grand Total lAB 1C II RI
Sub Total
lAB 1C II RI Sub Total
8 14 39 37 98 1 1 7 12 21 33 43 119
Source: Ministry of Education, NP
118. Following table (29) shows schools, hospitals and other government institutions
located along the A014 road.
38
Table 29 Government Institutions located along the A014 road
Road name Chainage Public sensitive locations /government buildings
A014: Medawachchiya -
Mannar – Talaimannar road.
47.80 km Sinhala Maha Vidyalaya Madu
50.30 km Roman Catholic Tamil school Kaddaiyadpam
61.80 km (L) Government school, Murungan
68.80 km (L) Roman Catholic Tamil school Mathottam
60.30 km (L), Market, Murungan
61.10 km (L), Veterinary Surgeon Office, Murungan
61.40 km (L), Police station, Murungan
61.50 km (L) Hospital, Murungan
62.00 km (L) District Fertilizer Store, Yodha wewa
62.30 km (L) Agrarian Service Centre, Yodha wewa
62.30 km (L) Irrigation office, Yodha wewa
Cultural Archaeological and Historical Significance
119. Mannar is rich with 127 historical, archaeological and culturally significant places.
The history of the district goes back to the ancient times even before the Mahavansa was
written. Mannar was the place where Hanuman, the monkey warrier mentioned in
Ramayana arrived in Lanka with his troops. He built a bridge to cross the Mannar gulf from
Rameswaran and today it is known as Adams Bridge. As shown by the ocean scientists this
bridge is sunk to-day in the deep sea and need to be preserved as a cultural heritage.
120. There are several historical and religious places such as Tirukketheeswaram and
Madhu church in mainland in Mannar. The Madu Church is one of the ancient churches in
Asia and is located near Murunkan. The Hindu Culture in the District is personified in ancient
temple at Thiruketheeswaram, which was in a dilapidated condition for a long time. This
temple was built near the ancient port of Manthai, which was an entry point for Arab traders.
The rehabilitation and reconstruction of the temple had been undertaken with funds provided
by the Government. Nearly 100,000 pilgrims from all parts of the Island visits this place
annually. The temple provides necessary facilities to the pilgrims,. As mentioned in
Ramayanaya, the Ketheeswaram Hindu temple which was built by Rama is also located
near the town of Mannar, and is one of the five ancient Sivan temples around the Island .
Apart from that the Pesalai Church (largest church in Sri Lanka), Madu Church, Kali Temple
(ancient Christian Churches) are also located in Mannar district. Other than those 133 Hindu
temples, 142 Churches, 56 mosques and 3 Buddhist temples are located in the district.
Following table (30) shows locally important religious places located beside the A014 road.
Table 30 Religious places located beside the A014 road
Chainage Religious places
47.30 km (R) Sri Bodhi raja Viharaya
47.60 km (R Church, Madu
52.30 km (R) Church
59.50 km Purana Viharaya, Murungan
121. The principal sea port Mahatitta / Mantai or Matota which is located opposite the
modern Mannar town, was recorded as the largest and most important port in the Indian
Ocean. In ancient times traders from East Asia and Mediterranean countries met and
engaged in trading oyster pearls and elephant tusks etc in this port. This place is also
considered as a transit centre of the Indo-Arians. The Pandyan princess who was brought
here as Vijaya‘s queen also landed at this port. The port of Talaimannar, which is the
39
terminus of the Railway from Talaimannar. Nearly 18 miles by sea from this port, a ferry
service was operated to India - Dhanuskody. Apart from this port, the Aravi aru / Arippu has
greater significance, since it is the place where king Vijaya landed in the country with his
group. The Giant tank / Mahamattaka which was built by king Dhatusena (455-473), is also
an important place found in the district.
3.2.3. Jaffna District
122. Selected roads for the improvement are distributed within four DSDs of Jaffna district.
These are Jaffna, Valikamam West (Chankanai), Valikamam South West (Sandilipai) and Island
North (Kayts) DSDs.
Physical Resources
Topography, Geology and Soil
123. Jaffna district is located in the Northern Province of Sri Lanka and occupies most of
the Jaffna peninsula. It has an area of 1,025 Sq. km out of which 929 Sq. km is land and the
rest (96 Sq. km) is inland water. General topography of Jaffna district is flat and slightly
undulating and arises up to 35‘ from MSL. The topography of Chankanai / Valikamam West
DSD is even and rises gradually from the sea coast and is located near the Indian Ocean
(Palk Strait) on the North West, North and Jaffna Lagoon on the South. It has a coast line of
12 km of which 4 km faces the Indian Ocean and the rest faces the Jaffna lagoon.
124. Geological formations of Quaternary and Miocene limestone are predominant in the
Jaffna peninsula and are of Phanerozoic era. Prominent rock types in Miocene geological
formation are limestone, sand rocks whereas rock types in quaternary geological formation
are gravel, partly ferruginized, red brown earth, sand, beach and dunes sand, brown and
grey sand, alluvial and lagoon deposits and clay silt,
125. Soil of this area is physio-graphically grouped into KARST plain and COASTAL plain.
The most common soil type in the district is Latosol. Well drained, brown to dark brown,
derived from clay loam deposits of variable depth underlain by lime stone. The soil
composition of the district is shown in Figure 7. Soil of the district is commonly suitable for
cultivation of perennial and seasonal crops.
40
Figure 7 Distribution of soil types in Jaffna district
126. According to Indian geological opinion part of the district falls within the Petroleum
belt of Naively of South India which crosses the Palk Straight and falls into Mannar Gulf.
Climate
127. Agro climatically the district falls into low country dry zone of Sri Lanka which is
further categorized into DL3 and DL4 Zones. Climatically Jaffna district is hot with a
temperature ranging from 270 C to 320 C. The highest temperature is normally recorded in
April and May. Average annual rainfall of the district is below 1500 mm.
128. The district receives the highest rainfall (around 80 to 85%) by North East monsoon
which is also known as Maha /Major season (December-February), and the rest is
experienced during Second Inter Monsoon (October to November). During this period, there
is a possibility of experiencing minor cyclones as well. A small amount of rain is received
during the South West monsoon/ Yala season (May to September) period and is generally
dry. However localized sporadic rainfall events can also be observed during this period. (Yala
season). Wind velocity is relatively high during the month of May and June. High
temperature, relative humidity, wind velocity and its direction are the important factors
determining post population dynamics and crop performance in the area.
Water resources
129. Streams and inland tanks are the major fresh water resources in the district . Most
of them are seasonal which gets dried during dry season. Rainfall is the main source of water
and is percolated into the soil and stored underground, which is used for agriculture and
other purpose during dry season. Therefore the water table in the area goes deeper during
dry season and rises up during rainy season. Due to natural geological underground
formation, ground water is available at depths of 6 to 14 meters. Groundwater is used for
drinking purposes through dug wells and water for cultivation is obtained from agricultural
wells (abandoned) by lift irrigation.
0
5000
10000
15000
20000
25000
30000
35000
Sandy Regasoals
Alluvial Alkaline Latosol Calcic Red Yellow
Lattesol
Red Yellow
Lattesol
Coral Limestone
Exte
nt
in H
a
41
130. Other than that there are many (Kulams) ponds in the district which are now mostly
silted, constructed primarily to provide lift irrigation and as funnel for subterranean aquifers.
There are 494 minor tanks in the district with the total Irrigable Area of 9,662 ha. Number of farm
families benefited by these tanks are 10,066. Jaffna lagoon which is of a length of 15 km is an
important water resource in the project area. It is boarded at the widest part at Pannai
(Eastern) and ends at Kayts (Western) allowing netted openings to maintain water level and
salt concentration in the lagoon. This becomes an ideal ―Closed Home‖ salt water lake for
fish, prawns and shrimps culture.
131. Although Jaffna district does not have rivers, channel named Valukkai Aru (seasonal
river) is present in the district. Length of this channel is 5000 feet and total area is 49 km2. It
rises from Vasavilan, running along many areas (Tellipalai, Ambanai, Alaveddy,
Kandaroddai, Uduvil, Sandilipai, Navali) and ending at Arali barrage in Vali West division.
132. So far no comprehensive hydrological survey has been carried out to assess the
quantity and quality of water available in the district. However well water in most residential
areas is brackish since the district is located close to sea and lagoons. In some areas water
has been extracted excessively, resulting in risk of salt water intrusion into the fresh water.
Air Quality and Noise
133. Since the project area is free from large scale industries, emissions which deteriorate
air quality could not be observed. However dust emanation from deteriorated gravel roads ,
emissions from operation of vehicles, domestic activities, burning of forest patches, burning
wood and kerosene stoves etc... can deteriorate the air quality of the project area
temporarily However as the project area is rich in vegetation; all such emissions will be very
well dissipated.
134. According to Schedules I and II of National environmental (Noise Control)
regulations No.1 1996 (924/12), the study area belongs to ―Low noise area‖.
Ecological Resources
135. Ecological resources belonging to the Jaffna district are typical to the dry zone of Sri
Lanka. The forest type in the district is Dry Monsoon Forest and consists with semi
deciduous vegetation. Other than that, Mangrove forests are also present along intertidal
sheltered coastlines, usually associated with river mouths and lagoons. Vegetation usually
consist of Rhyzophora species. The freshwater inland tanks, ponds and streams within the
district housed for many aquatic floral and faunal species. Several marshy lands could also
be observed in the district. The coastal area of the district consists of high biodiversity with
many aquatic faunal and floral species such as fish, alga and marine grass species. However
most of above habitats have been modified or destroyed mainly due to the civil war that
prevailed for about 30 years in the district.
136. With respect to floral and faunal distribution different types of habitats including scrub
forest, mangrove strips, forest patches, chena cultivations, home gardens, paddy fields
and water bodies (both marine and inland) can be observed within the project area . Major
environment sensitive area located along the AB021 and AB019 is Jaffna lagoon. This
area belongs to bird migratory pathway and several winter and summer migrants arrive
42
during end of August and from March to April respectively. The lagoon is also famous for
several commercially important fish species. Thiruvadinilai beach in Chankanai area is
another environmental sensitive site of the district.
137. Main identified problems related to environment pollution in the district are solid
waste disposal, soil mining and agrochemical usage. In particular, solid waste is a major
problem as population density is high in urban and suburbs in the district. There is a huge
garbage disposal site of Jaffna MC located around 5.4 km (R) of AB21 road. Apart from that
municipal solid waste (including sewerage) and Pradeshiya Sabah wastes is dumped at
Kallundaiveli. Improper solid waste disposal practices form bad odour, reduce scenic beauty
and provide breeding sites for mosquitoes and other insects. Therefore proper solid waste
management is essential.
138. Recently water scarcity has been an increasing problem in the district due to salt
water intrusion, sudden development of infrastructure of the city and increasing temperature
resulting in drought condition. Soil mining is taking place at ponds, bare lands (mainly in
Kaddudai G.N division) and mining of sand takes place in coastal areas of Kalundaiveli and
Navaly. This sand is mainly used for the purpose of road construction. However this may
induce seawater erosion during rainy season, loss soil fertility and increasing saline
condition of drinking water wells.
Economic Development
Land Use
139. The total area of the district is 1025. Sq. km which is 1.58 % of the total land area of
the country. Out of that 929 km is land area and the remaining area consists of inland water
(96.00 Sq. km). Majority of the land area of the district consists of residential areas, saline
and barren lands and forests. The total land area available for cultivation in 2009 was 362.93
sq. km and mainly consists of Paddy, Palmyra and several perennial crops. Following figure
(8) shows the land use pattern of the district in 2009.
43
Figure 8 Land use pattern of Jaffna district in 2009
Source: District Statistical Hank Book - Jaffna. – 2009
140. AB021 and AB19 roads passes through various manmade land use types (fishing
villages, residential areas, business premises, government and private sector buildings,
religious places, agricultural areas, chena cultivations, plantation crops) and several
natural habitats (coastal habitats, lagoons, small islands, mangrove strips, mangrove forest
patches, large extent of bare lands and scrub forests). The land use pattern in each DSD of
the project area are summarised in Table 31.
Table 31 Land Use Pattern in project affected DSDs of Jaffna District
Nature of Land Jaffna DSD (Ha) Chankanai DSD Sandilipai DSD Kayts
Total area 1700 4,730 4,740 4511
Land area 1085.1 2,613 2,085 -
Water area 614.9 2,117 2,655 -
Agricultural land 46 1,357 1,037 400
Other crops 20 1,499 1,175 115
Forest land 0 184 339 0
Other (Sea Shore/ Crown
land/ Hazard land) 203 170 279.2 -
Agriculture
141. Agriculture is the major source of income generating activity in the Jaffna district and
around 70% of families are engaged in this sector. The district has a high potential for
paddy production and is cultivated under rain fed system in Maha season (during the North
7%
11%
2%
3%
12%
1% 3%
12% 16%
21%
4%
2% 6%
Paddy
Arable Crops
Fruit Crops
Coconut
Palmyrah
Economic Trees
Rocky Lands
Sandy and Syrup Jungles
Saline, Alkaline and Barren Lands
Buildings, Roads and other Homestead Lands Area under Inland Water
Land which cannot be cultivatable due to present situation Land got damaged in permanent crops
44
East monsoon period). The total Aswedumised extent of paddy lands in 2009/Maha season
in Jaffna district was 13,102.00 ha. Out of which nearly 8000 ha was cultivated and the total
paddy production was 12,893 Mt. However about 2000 ha of paddy land has identified as
marginal due to salinity problem. Other than that conflict prevailed in NP has severely
affected the major and minor irrigation systems and distribution canals.
142. Other than paddy, perennial crops, vegetables and fruits are cultivated during the
whole year using underground water. Perennial crops such as Palmyra and Coconut are
significant plantations in the district. Other than paddy, variety of vegetables (Beans,
Tomato, Brinjals, Cabbage, Beetroot, Bitter Gourd, Snake Gourd, Okra, Pumpkin, and
subsidiary food crops such as Gingerly, Chilli, Green gram, Onion, Groundnuts, Cowpea,
Kurakkan) are cultivated during Maha and Yala season. Out of these, district has high
potential for red onion cultivation. In general these subsidiary crops are cultivated in the
paddy land after harvesting period. Other than above crops Grapes, Mango, Jack Fruit,
Plantain, Lime, Orange, Papaya, Pomegranate, Guava, Passion Fruit, Pine Apple are the
major fruit types cultivated in the district.
Animal Husbandry
143. Livestock sector is an important component of the farming system of the district which
generates additional income, employment opportunities and high nutritious food (milk, milk
products and meat) for the poor people of this area. Majority of the people in the area
depend on Poultry (295,576), Goat (69,489 of goats) and Dairy farming (56,497 of cattle).
Other than that animals such as sheep, pigs, turkey, gini fowl, ducks and rabbits are reared
in small quantities :4223 (Figure 9 and Table 32). Agriculture – Livestock integrated farming
system is very famous in this area from ancient time. Most of the people are traditionally
have one or two cows, goats and few birds (Turkeys, Quils, and Pigeons) at their premises.
Since thousands of acres of grazing lands are available in the district, there is a tendency of
improving dairy farming. Poultry farming is also a developing area due to availability of
poultry meals and marketing opportunities.
45
Figure 9 Animal Husbandry in Jaffna District - 2009
Table 32 Livestock Population in project affected DSDs of Jaffna district In– 2010
Type of Animal husbandry Jaffna DSD Chankanai DSD Sandilipai DSD Kayts DSD
Cattle Rearing 2010
No. of Milk Cows 250 3,654 1,031 348
No. of other Cows 230 2,446 1,015 1390
No. of Calves 20 948 430 410
Total 500 7,048 2,476 2148
Goat Rearing 2010
No. of She Goats 763 4,556 1322 1083
No. of He Goats 315 2,241 1,435 400
Total 1078 6,482 2,757 1483
Poultry Farming 2010
No. of Cock Birds 2286 2,927 2,532 1349
No.of Chickens 4229 4244 6,915 1191
No. of Laying Hens 7934 14,287 - 3005
No. of Broiler 4669 8,750 - 1400
Total 19118 30,208 39,205 6945
Source: Dept. AP & H, NP
144. Cattle are mainly reared for milk and manure. Unwanted male and culled animals are
sold for meat purpose. The vast majority of milk producers in the division are peasant
farmers who first satisfy their family requirements and then sell any surplus milk. Goats are
multipurpose animals and are reared for producing milk, meat, skins and hair. Poultry is
mainly for eggs and meat. The total amount of milk, eggs, meat and other productions of
Jaffna district in 2009 are indicated in Table 33.
13%
16%
70%
1%
Cattle rearing
Goat rearing
Poultry farming
Other (sheep, pigs, ducks and rabbits
46
Table 33 Livestock production in Jaffna district in 2009
Production type Amount
Milk (litres/day)
Cow Milk 38,967
Buffalo Milk 82,256
Goat Milk 3,191
Meat ( Kg/day)
Beef 3,775
Mutton 1,608
Chicken 5,263
Other products
( Litres/day)
Curd 1,213
Ghee 91.5
Yoghurt 6
Others 16.5
Eggs (Nos / Day) 120,192.00
Source: Dept. of AP & H, NP
Fishing
145. Apart from Agriculture, fishing industry plays a major role in the economy and
provides many employment opportunities to the people living in the district. In 2009 there
were18197 active fisherman, 18258 fishing families and number of people dependent on it
was around 20,715. Total fresh and dried fish production of the district in 2009 was 11,978
and 735.54 Mt respectively. Around 4406 mechanized and non- mechanized fishing crafts, 8
ice plants, 102 fishing landing sites, 1 fishery harbour (in Tellipalai DSD), 10 anchorage point
and.116 fishery Co-operative Societies helped in this regard. Details of fishing Industry in
project affected DSDs in 2010 is summarised in following table (Table 34).
Table 34 Details of Fishing Industry in project affected DSDs in 2010
Factor Jaffna
DSDs
Chankanai
DSD
Sandilipai
DSD
Kayts
DSD
Fishing Families 3437 1632 1,956 -
No. of Active Fishermen 4484 2650 1,490 -
Fish Production (Mt) 500.4 - 3373.6 7672.93
Dried Fish Production (Kg) 75.9 - - -
Fishery Co-operative Society 7 12 15 -
Ice Plants 4 - - -
Mechanized fishing craft 259 - 264 128
Non-mechanized fishing craft 340 229 213 239
Fishing landing sites 5 8 05
146. According to Department of Fisheries & Aquatic Resources of Sri Lanka, Jaffna district
is divided into 14 fisheries inspector Division. At present both marine and brackish water
fishing (mainly pawn fishing) are practiced in Jaffna. However many people depend on
marine fisheries. Two types of marine fishing methods (i.e. deep sea and lagoon fishing)
take place in the district. Mechanized FRP boats & traditional nets (Cash Net Fishing) are
used for deep sea fishing while Vallam, outboard motors & traditional Vallam (Non
Mechanized boats and Vallam) are used in lagoon fishing. Specific catches in deep sea
47
fishing include Valai, Skate, Soodai, Shark, Seer, Seela and Rock fish while prawns, Crabs,
Kayal, Sirayal & Thiral are the specific fish catches in lagoon fishing.
147. Mathakal thurai, Kusamanthurai, Chavatkaddu, Anaikottai and Navaly are some
areas famous for fishing in the district. Exclusively traditional fisheries methods (i.e. wooden
crafts with sail and mat, Small Kalangaddy and ―Prawn cage‖) are practiced in
Ponnalai,Moolai, Vaddukkoddai and Araly areas of the Jaffna lagoon. Fish vendors, dry fish
producers market their catches in Manipay market, Chankanai market and Pandatheruppu
market.
148. Some decades ago, fishery was one of the major income generation activities of the
people living along the coastal belt of the Jaffna district. Number of fishing families in 2003
were above 15,000 and the total fish production was around 21,000 Mt. Compared with the
year 2003, the total number of fishing families has been increased up to 20,000 by 2009,
however there is a considerable reduction of the total fish production (11,978 Mt.) in the
district (Figure 10). However this industry was heavily affected during war period and
natural catastrophes including Tsunami in 2004 and ―Nisha Cycolone in 2008. These
disasters caused extensive damage to many deep sea areas (eg. Chulipuram) and to the
fishing materials. Government of Sri Lanka has taken several steps to rehabilitate this
sector.
Figure 10.Fishing families and fresh fish production in Jaffna district 2003 - 2009
Source: Department of Fisheries & Aquatic Resources & D.F.E.
Note: - DFEO - District Fisheries Extension Office – No data Available for 2006 due to war condition.
149. At present deficiency of Infrastructure facilities, decline in fish catches, damaged
Jetties are the major problems associate with fishing. To solve these problems, increasing
the number of infrastructure, getting permanent locations for fisheries cooperatives,
preventing intrusion of Indian fisherman and taking measure to sustainable fishing are
suggested. Apart from that establishment of fishery harbours, improvement of Sea shore
0
5,000
10,000
15,000
20,000
25,000
2003 2004 2005 2007 2008 2009
Nu
mb
er
Year
Fishing families (No)
Total fish production (Mt)
48
facilities, supplement of instruments, create store facilities are essential for the development
of fishing in the district.
Other Industries
150. Apart from the agriculture and fisheries, the industrial sector plays a considerable
role in economic development of people in Jaffna. The major industries in the district were
centred on production of Cement, Arrack, Boat Building and Fishing Net many of which were
destroyed during the war period hence not functioning properly at present (Table 35).
Table 35 Major Industries in Jaffna District - 2009
Industries Product Location Nature
Sri Lanka Cement Factory Cement Kankesanthurai Not functioning
Sri Lanka Cement Factory Cement Jaffna Not functioning
Achchuveli Industrial Estate
Industrial sheds & developed plots
for various small & medium
industries
Atchuchuveli Not functioning
Palmyra Distillery Industries Arrack Thikkam Functioning
Karainagar Boat Yard Boat Building Karainagar Functioning
Fishing Net Factory Fishing Net Kurunagar Functioning
151. Other than large scale industries people in the district depend on small & medium
industries, cottage industries and service industry. The number of medium & small, cottage
and service industries in the district are 1411 and their distribution in project affected DSDs
are illustrated in Table 36.
Table 36 Number of Industries in each DSDs
Industry Jaffna DSD Chankanai DSD Kayts DSD
Medium & Small Scale Industry 132 452 20
Cottage Industry 103 30 22
Service Industry 30 80 27
Tourism
152. Tourism is another sector that can be developed in the Jaffna district. There were no
visitors to Jaffna before 2008 due to the civil war in the country. However this condition
changed after the re-opening of A9 road. Jaffna Public Library, Nagadeepa temple and kovil,
Dambakola patuna temple, Dutch Church are few potential tourist sites where both local
and international tourists are attracted. The main tourist attraction sites in project affected
DSDs and their importance are summarised in Table 37.
49
Table 37 Main tourist attraction sites in project affected DSDs and their importance
DSD Tourists attraction site Importance
Jaffna DSD
Jaffna Public Library.
In the 1980‟s it was one of the biggest library in Asia, containing over 97,000
books and manuscripts. The architecture of the building was Indo-Saracenic
style
Nagadeepa Vihara Belief that Lord Buddha visited Nagadeepa during his second visit to the
country to resolve a conflict between 'Naga' tribesmen.
'Naagapushani Amman'
kovil
Belief that the old statue of God in this kovil emerged from the earth,
thousands of years ago.
Chankanai
DSD
Thiruvadinilai Spiritual
beach
One of the important Spiritual beaches in the Jaffna district for Hindus. Paralai
Vinayagar Temple‟s water cutting ceremony is also celebrated at this beach.
Dutch Church Very ancient and large church in this area and considered as a significant
archaeological point by the Department of Archaeology in SL.
Chulipuram Paralai
Pillaiyar Kovil One of the ancient and historical temples in Jaffna district.
Ponnalai Varatharaja
Perumal Kovil
One of the big, famous and ancient Hindu Vaisnawa temple in the Jaffna
district. Many racial and religious tourists visit to this temple.
Sandilipai
DSD
Sampilthurai Sangamithai
Temple
Mathagal - Buddhist female Monk Sangamithai reached this Place firstly in Sri
Lanka with a Branch of Sree Mahabodhi Tree.
Kalaiyodai Amman
Temple Belief that “Kannaki Amman” god rests in tiredness in this place
Nunasai and Mathagal-
Murugan temples There are 7 holes in the temple pond with unknown deepness
Kayts DSD No such tourist attraction sites
153. Since the district consists of many natural landscapes including lagoons, coastal
beaches, marsh lands which are rich in biodiversity and scenic beauty it has high potential
for ecotourism. On the other hand, ancient marine and brackish water fishing practices,
small scale industries like handloom, Coir, Carpentry, Pottery, Agriculture has the potential
to attract eco-tourists. Therefore development of AB19 and AB021 will greatly help to
improve the tourism sector in the district.
Infrastructure Facilities
Transport
154. There are 4 National highways (9.51 km), 11 A class roads (279.73 km), 31 B class
roads (220.58 km) and 198 C & D Class roads (571.79 km) in the district. Various modes of
transportation are (busses, three wheelers, vans, motor cycles and bicycles) are used by
people. But bicycles are the convenient mode of transportation for many people. Lorries,
trucks, tractors and other heavy vehicles are used for transportation of goods and heavy
materials. At present problems related to roads are damage occurred during war, rush in
transport services, stagnation of water, pot hole patching, encroachment and garbage
disposal on the roadsides. At present many repairing and reconstruction road projects are
being implemented as a part of the ―Uthuru Wasanthaya‖ project.
50
Electricity
155. Before the conflict situation electricity supply to Jaffna district was derived from
Laxapana power supply scheme. After being disconnected in 1990, Jaffna peninsula got
electricity from generators. However this is not at a satisfactory level. In 2009 there were
101,979 electricity consumers in the district. Therefore many development projects are being
undertaken in the district to fulfil the electricity demand.
Communication
156. Telephone and postal services play a major role in communication service in this
area. There are about 30 main Post Offices and 142 sub Post Offices in the district. Sri Lanka
telecom co-operation; the main government body and many private wireless telephone
services render telecommunication services to the area.
Water supply
157. Most of the families in the district get water facilities from common, open and tube
wells. However drinking water is a main problem in coastal areas of the district due to
salinity. Therefore people of these areas have to travel long distances to draw drinking
water. Ground water is taken for the purpose of drinking by pipe lines in urban areas.
Although there are many small ponds in Jaffna, water is available only in the rainy season.
Therefore agricultural activities are restricted to certain months of the year. To overcome
drinking water problems many water schemes has been provided by the government of Sri
Lanka. These are maintained by PS and National Water Supply and Drainage Board. Other
than that some villages get water facilities from Bowser, which is maintain by Pradeshiya
sabhas. Infrastructure facilities available in in project affected DSDs are summarised Table
38.
Table 38 Infrastructure facilities in project affected DSDs in 2010
Infrastructure facility Jaffna
DSD
Chankanai
DSD
Sandilipai
DSD
Kayts
DSD
Electricity No. of Families with Electricity 9593 - 10,500 All
No. of Families without Electricity 1307 - - -
Roads
A class roads 7 3 2 1
B class roads 4 3 7 1
C, D and E class roads 528 349 253 35
Postal Service main post offices 3 3 2 1
sub post offices 8 10 12 7
Water Supply
Ponds/ Small tanks 28 43 31 16
Number of open wells 6184 8,802 8445 1250
Number of tube wells 371 367 571 -
158. The infrastructure facilities in the Jaffna district had been badly damaged during the
war period and are not at a satisfactory level compared to the other parts of the country.
Certain amount of this damage has been repaired or reconstructed fully. Different types of
projects have been implemented by the Government, NGO‘s and various funding sources
selecting suitable villages to develop infrastructure. World Bank and ADB provide support to
develop infrastructure and the housing needs of the district. Table 39 indicates some of the
projects undertaken by various NGOs.
51
Table 39 Implemented NGOs Project
NGO Nature of Work
World Bank
ADB
Development of infrastructure especially road development and water supply.
Funding for housing projects
TRRO
Issued of Livelihood items to the IDP‟s, Issued Bicycles for Resettled School
Children & Occupants, Tree Planting programmes, Renovation of Nonguthari
Chanel
UNHCR Grants for Shelter items, Issued Non Food Relief Items for IDP‟s
PARCIC Supplement of Poultry, Cattle, Fishing Gear
SOND Supplement of Sports Equipments, School Equipments & Shoes, Child
awareness Programmes
159. Other than that there are many Community Based Organizations (Rural Development
Societies, Women Rural Development Societies, Community Centres, Farmers
Organization, Fisheries Co- operative Societies and Sports Clubs) providing various types of
services to public. The families attached to these organizations receive assistance from non-
government organizations to uplift their living standard, saving habits, unity and self-
confidence. Various government and private commercial centres Including Rural Banks,
Samurdhi Banks, State and Private Banks assist in financial matters with this regard. Table
40 shows the service institutions located beside the AB021 and AB19 project roads
Table 40 Service institutions located beside AB021 and AB19 project roads
Road name Chainage Service institute
AB021: Jaffna - Ponnalai - Point Pedro road
9.40 km (L) Institute of Technology, Vaddakoddai
0.50 km (R) Proposed prison complex, Navanthurai
1.10 km (R) Children park, Navanthurai
1.65 km (L) Market, Navanthurai
3.00 km (L) Jetty & small harbour, Kakathive
8.70 km (R) Post Office, Vaddakoddai
10.00 km (L/R) Police station of Vaddakoddai
AB19: Jaffna - Pannai – Kayts Road
18.70 km (L) Assistant Governor‟s Office, Kayts
18.90 km (L) National Saving Bank, Kayts
19.20 km (L) Police Station, Kayts
19.30 km (R) Post Office, Kayts
19.50 km (R) Pradeshiya Shaba Office, Kayts
Social and Cultural Development
Population and Community
160. Jaffna district is one of the 25 administrative districts of Sri Lanka and is divided into
15 DSDs, each headed by a Divisional Secretary (Assistant Government Agent). The DSDs
are further sub-divided into 435 GN Divisions (villages). Jaffna district has 17 local
authorities of which one is a Municipality, three are Urban Councils and the remaining 13 are
PS. Parts of the district were transferred to newly created Mullaitivu district in September
1978 and Kilinochchi district was carved out of the southern part of Jaffna district in February
1984.
161. According to 1981 census the population of the District was 831,800 (Including
Kilinochchi District which was part of Jaffna District in 1981). The population of the district is
almost exclusively Sri Lankan Tamil (99.9% of the population in Jaffna district) while Sri
Lankan Moor and Sinhalese comprises of 0.1%0.0042%.
52
Table 41 Population Distribution among project affected DS 1981—2009 (in nos)
D.S.Division 1981 1997 1999 2001 2003 2005 2006 2007 2009
Island North(Kayts) 37583 11334 14323 15798 25144 14638 13975 13835 16257
Jaffna 78128 39291 43462 42516 53090 51539 64270 54156 55469
Valikamam South
West(Sandilipai) 56657 39209 42935 51650 54481 54002 62201 62995 61922
Valikamam
West(Chankanai) 47620 33178 35837 41636 46169 46687 50207 49993 50776
Source: Statistical Hand Book - 2003, 2005 - 2009 District Planning Secretariat, Jaffna.
162. The Statistics shows that people are differently employed in various fields. Most of
the families are engaged in agriculture and fisheries. Other than those, there are government
employees, co-operative employees, those engaged in foreign employment and self-
employed persons. On the basis of income, people below poverty line receive 2,500 rupees
monthly income. These people get relief from government by means of Samurdhi funds.
Rest of the people is above the poverty line and is mainly engaged in Government and
private sector employments.
Health and Educational Facilities
Health
163. The health services of project affected DSDs are at a satisfactory level. The first Co-
operative Hospital of Asia was established in Chankanai DSD in Moolai during the 1930 and
was used as a teaching hospital for the Northern Private Medical college students. When
considering health facilities, Jaffna teaching hospital is the only tertiary care institution which
comes under the administration of Central Ministry of Health. All other curative institutions
(Base hospitals, Divisional hospitals, Primary Medical Care units, Cancer Unit and Chest
Clinic) come under the administration of Regional Director of Health Services, Jaffna. In the
preventive sector under each MOH there are clinic centres which provide Maternal and Child
Health care services mainly. Table: 42 shows the medical and Health Institutions in Jaffna
District in 2009..
Table 42 Medical / Health Institutions in Jaffna District, 2009
Health Institution Number
Curative Care Institutions
Teaching Hospital 1
Base Hospital Type A 2
Base Hospital Type B 2
Divisional Hospital 22
Primary Medical Care unit 16
Chest Clinic 1
STD Clinic 1
Grand Total 45
Preventive Care Institutions
GHC 4
School Dental Clinic 2
MOH 2
AMC 1
Total 54
53
164. In addition to Western system of medicine, Ayurvedic systems are also functioning in
the District of Jaffna under the supervision of the Regional Director of Health Services.
Under Ayurvedic system there are 01 District Ayurvedic Hospital, 02 Rural Ayurvedic
Hospitals and 09 Ayurvedic Central Dispensaries. In addition, there are 30 Free Ayurvedic
Dispensaries under Local Governments.
165. Like other sectors in the district, the health services were badly damaged due to
destruction of infrastructure, displacement of health staff and reluctance of health personnel
to serve in the conflict affected areas during the war period. The health status of the people
has also deteriorated due to frequent displacements, physical & psychological
disabilities, loss of family members, food insecurity and spread of communicable
diseases. Before 2009 hospitals in the district faced many difficulties in getting medicines
and services since the A9 road acted as the main supply route for Jaffna peninsula.
However after opening the A9 road, the hospitals in the district function normally. Apart from
that the government of Sri Lanka has taken necessary steps to rebuild the health services
of the district with the financial assistance of many international funding agencies.
Education
166. Jaffna District had the advantage of an excellent education system introduced
primarily by the British. The American Mission and several other missions also established a
chain of English schools. Finally, Hindu schools were established and cherished by the
majority Hindu population. Prior to the civil war, the city had one of the highest literacy rates
within Sri Lanka. Like other sectors the education system of the district was affected during
the war period. The total number of teachers and students in Jaffna in 2010 was 6972 and
122515 out of whom many are Tamils. There were 489 schools in the district in 2010,
however only 415 were functioning. (4 National schools, 405 Provincial schools and 6
Private Schools). The rest was temporarily closed due to the war condition. The educational
level of the people of Jaffna district in 2010 is illustrated in Table 43.
Table 43 Education Level in Jaffna district- 2010
G.C.E.
O/L
Qualified
G.C.E.
A/L
Qualified
Graduates
MBBS B.Sc
(Science)
B.Sc
(Maths) B.A
B.Com
&
B.B.A
Dip. &
Others
4685 3157 75 97 47 347 101 153
167. Table 44 shows the details of the education sector in project affected DSDs. The
Chankanai division has the first English Education Institute which was established in 1823
and still continuous as a Private English College. In addition there is a Technical Engineering
College, Institute of Nursery Studies & Institute of Gender Development at Moolai.
Table 44 Details of education sector in project affected DSDs
Jaffna DSD
Chankanai DSD
Sandilipai DSD
Kayts DSD
Number of schools 31 32 40 15
Numbers Students 19271 10,988 13,068 2815
Numbers of Teachers 910 500 668 179
Student Teacher Ratio 430 22 20 16
54
168. A total of five government schools and a single hospital are located beside the
proposed roads (Table 45).
Table 45 schools and hospitals located beside the AB21 and AB19 roads
Road name Chainage Public sensitive locations /government buildings
AB021: Jaffna - Ponnalai - Point Pedro road
8.00 km (R) Government School, Nagendramadam
9.70 km (R) Jaffna collage, Vaddakoddai
9.40 km (L) Institute of Technology, Vaddakoddai
AB19: Jaffna - Pannai – Kayts Road.
19.00 km (L) Roman Catholic Tamil Boys school, Kayts
19.10 km (R) St Anthony‟s government School, Kayts
18.60 km (L) Base Hospital of Kayts
Cultural Archaeological and Historical Significance
169. Jaffna city, along with the rest of the Jaffna peninsula was a part of the Kingdom of
Tambapanni in 543 BC. Ancient Sinhala chronicles including Mahavamsa describes Jaffna
city as a vital part of the island nation. It says exotic tribes such as the Yakkhas strictly
inhabiting the centre of the island and the Nagas who worshiped Snakes inhabited the
Northern, Western and Eastern parts of the island, therefore historically referred to as
"Nagadipa". Excavations that were conducted during 1918 and 1919 in the Jaffna city,
revealed coins that dated back to 2000 B.C, suggesting that the Northern part of Sri Lanka
was a "flourishing" settlement prior to the arrival of Prince Vijaya.
170. A lot of people in Jaffna follows Hindu tradition and celebrate festivals and Hindu
ceremonies. In 2009 there were about 2373 Hindu Temples, 221 Churches, 11 Mosques and 1
Buddhist Temples in the district. Out of these there are many culturally and archeologically
important places in the District. These include the Dutch Church, Nagadeepa temple, Paralai
Vinayagar temple, Ponnalai Varatharajapperumal temple, Vaddukkoddai church, Chulipuram
Paralai Pillaiyar Kovil. Table 46 shows the places of worship in project affected DSDs in
2010.
Table 46 Places of Worships by DS Divisions - 2010(Nos)
DS Division Jaffna DSD Chankanai DSD Sandilipai DSD Kayts DSD
Hindu Temple 71 188 124 33
Church 25 5 28 10
Mosque 11 4 - -
Buddhist Temples 1 - - -
171. 'Nagadeepa' is probably a recognized landmark in the Jaffna peninsula for Buddhists
because they believe that Lord Buddha visited this place during his second visit to Sri Lanka
to resolve a conflict between 'Naga' tribesmen. 'Naagapushani Amman' kovil is another
historically important site in Nagadeepa.
172. The Delft Island is believed to be one of the main archeologically important places in
Jaffna district. It still bears evidence of Portuguese and Dutch influence having two forts built
during Portuguese and Dutch period. Limestone can be seen everywhere in the island and
walls of the houses have been raised with these stones. The other important sights in Delft
island is the "growing rock' where Christians believe Adam left his footprints in there. The
island also has the ruins of a few old temples. The above mentioned sites attract thousands
of local and foreign visitors daily. (Refer Table 37 for other cultural and archaeological tourist
55
attraction sites in the district). The culturally and historically important locations found
along the AB021 and AB19 are illustrated in following table. (Table 47)
Table 47 culturally and historically important locations found along the AB021 and AB19
Road name Chainage Religious places
AB021: Jaffna - Ponnalai - Point Pedro road
0.30 km (R) Hindu Kovil
1.10 km (R) Hindu Kovil
5.10 km (R) Hindu Kovil, Kalundal
8.80 km (R) Church,
AB19: Jaffna - Pannai – Kayts Road
11.60 km 16.10 km (L)
18.50 km 19.10 km
19.40 km (L)
Nagadeepa temple Church, Naranthanai
R & Rev Joseph Church R & Rev Joseph Church
Church, Kayts.
173. Other than cultural and archeologically important places, the Jaffna people valued
and safeguarded their inherited customs and traditions. Jaffna proudly safeguarded a very
rich cultural tradition of music and dancing, essentially South Indian in nature and origin. The
district has number of Artists, Musicians, Drama artist, Dancers, Folk dancers, Sculptors,
Drawing artist, Writers and poets. Culture and Art of the district are associated with the
human soul and life. Eg. Art of dancing known as koothu: a combination of dancing, singing
and beauty, is able to reveal the feelings of the mind and emotions of beauty. This art is
famous in coastal areas of the Jaffna Division and Passaiyoor. Other than that folk dance in
―Vadamody‖, sculpturing at Village Araly, ―Cultural Peravai‖ in Chankanai DSD are other
significant cultural events in the district. Several organizing groups such as Jaffna DS
Cultural Council, Tamil Cinema Society etc. work for the cultural development of Jaffna
district. These councils are engaged in assisting in development of arts on the divisional
level and continues to engage in composing new art and cultural dimensions.
56
Chapter 4 - Screening of the Potential Environment Impacts and Mitigation
Measures
174. The proposed work under NRCP will involve rehabilitation and upgrading of existing
5 A, B and AB class National roads/sections up to standard 2 lane status with pavements,
improvement of road surface, construction of side drains & embankments, widening or
replacement of culverts, cause ways bridges etc. During the construction phase, activities
such as removal and re-establishment of public utilities, removal of road side trees, mining of
gravel and sand, quarrying of metal, transportation of construction materials, disposal of
construction waste, establishment of construction material processing plants, storage yards,
labour camps, vehicles and equipment service yards and other facilities will have to be
implemented. These activities can cause several negative impacts to the existing
environment of the project area in several ways. Therefore feasible mitigation measures
have been suggested to avoid or minimize anticipated impacts while enhancing the positive
environmental impacts through following section. These measures should also need to be
included to contract conditions and specification of the subproject roads.
1.1. Environmental Impacts Associated with Pre Construction and Construction Stage
4.1.1. Resources mobilization
175. Mobilization of resources for the project construction activities such as space, human
capital and physical resources is a major task that should be carried out at an early stage of
the project. Acquisition of lands for the proposed RoW, construction of material processing
plants, storage yards, labour camps, offices are the activities that require considerable
amount of space. Therefore availability of land for construction related activities is very
important. Adequate provision should also be made to mobilize the construction equipment,
vehicles and other construction materials.
4.1.2. Land acquisition and removal of structures from the proposed RoW
Outline and impacts
176. Since proposed roads/sections are to be widened to cater to only 2lane standards,
additional land needs to be acquired from private and government properties are minimal.
Descriptive details on land acquisition and resettlement for the proposed activities is
discussed in the Social and Resettlement Assessment in detail.
Mitigation measures
177. Acquisition of land if required should be purely based on the design requirements.
Adequate compensation should be given to those who lose property and such compensation
should be based on Land Acquisition Act (LAA), National Involuntary Resettlement Policy
57
(NIRP) and guidelines given in the ―Entitlement matrix‖ of the Resettlement Action Plan
(RAP) prepared for the subprojects {Refer: Volume 8 : Resettlement Action Plan (RAP) of
NRCP-National}
178. Based on the RAP all possible livelihood restoration measures should be undertaken
to support persons whose livelihood activities are affected. All permanent structures that will
have to be relocated could be set back in their properties within the same land if space is
available. This will avoid relocation/ resettlement in new sites. Provision of labourers to shift
and restore the structures outside the RoW is also important.
179. If the project activities involve reclamation of paddy fields, construction close to or
within the coastal zone and archaeological sites: prior approval should be obtained from the
Department of Agrarian services (DoAS), Department of Coast Conservation (CCD) and
Department of Archaeology (DA) respectively.
4.1.3. Selection of lands for temporally use
Outline and impacts
180. Construction of materials processing plants, storage yards, vehicle parks, disposal
sites and labour camps for temporary use will require additional lands within subproject
affected areas. These activities can create social and environmental impacts such as
conflicts between workforce and surrounding communities, soil erosion, impact on natural
ecology due to removal of green cover vegetation and trees etc.
Mitigation measures
181. Selection of lands should be undertaken by the contractors carefully, away from
environmental and public sensitive areas in accordance with local laws, regulations and in
close consultation with villagers and LAs. If any public lands are selected, obtaining official
permits from the relevant authorities and compensation/rent for consuming the selected sites
will also be essential. Selection of local un-skilled and skilled workers for the proposed
construction activities can reduce the requirement of land for labour camps in large scale.
4.1.4. Removal of public utilities
Outline and impacts
182. Public utilities such as electricity, pipe born water supply and telecommunication
facilities located within the existing RoW have to be removed during proposed project
activities. The electricity is available all the subproject roads while telecommunication and
pipe borne water supply facilities are available in some road sections. The responsibility for
removal of utilities during pre-construction stage should be handled by Project
Implementation Unit (PIU). If it is undertaken during the construction stage it should be
handled by the contractor under the supervision of the PIU.
58
Mitigation measures
183. Proper coordination and consent should be taken from service providers (CEB,
NWDB, Sri Lanka Telecom), if utility lines need to be shifted due to design requirements or
alignment changes. Advance notice to the public about the time and duration of the utility
disruption will reduce public inconvenience and provide adequate time to obtain alternative
utility service during disruption. Employment of well trained and experienced machinery
operators, technical officers & labourers, for the removal will reduce accidental damage to
the utilities, workers and general public. These activities will also ensure re-establishment of
utilities rapidly..
4.1.5. Extraction, transportation and storage of construction materials
Outline and impacts
184. All construction materials for the NCP roads are available within project affected
areas of Anuradhapura district. However metal for construction activities of Jaffna roads
should be transported from outside especially from NCP ( see Attachment 4 Material
Extraction Sites). In general extraction of construction materials on a large scale can have
negative impact such as noise, air, water, soil pollution, reduction of scenic beauty and
impact on the natural ecosystem.
185. Soil erosion, lowering of river beds, destruction of river banks, reduction of sand
replenishment of coastal beaches, coastal erosion and salt water intrusion during dry season
are the main consequences due to sand mining. Nuisance from dust, noise and vibrations
will create health and social disturbance to people around metal extraction sites. Stagnation
of water in borrow pits, material storage yards and metal quarries provide breeding sites for
mosquitoes and create accidental damage to people and wild animals. Transportation and
storage of construction materials can potentially cause disturbance to the general public,
increase dust and noise nuisance and damage to minor roads.
Mitigation measures
186. Extraction of construction materials should be undertaken only from mines and
quarries approved by GS&MB. If new material extraction sites need to be located, those
should exclude areas which are public and environment sensitive. Burrow areas shall not be
opened without permission of the site engineer. Environmental requirements and guidelines
issued by the CEA, GSMB and LAs should be followed with respect of locating material
extraction sites, other operations and rehabilitation of extraction sites at the end of use.
Earth available from excavation of road side drains can be used for embankment materials
under approval of the engineer.
187. Transport, loading and unloading of construction materials should not cause
nuisance to the people by way of noise, vibration and dust. All drivers should obtained
license for the category of vehicles they drive and follow the speed limits of roads based on
the traffic rules and regulations. Construction materials should not exceed the carrying
capacity of trucks.
59
188. When storage of construction materials all stock piles should be located sufficiently
away from environment and public sensitive locations. Sand, rubble, metal bitumen and
cement should be covered to ensure protection from dust and to avoid emissions. These
should not be located around irrigation canals, tank bunds, cross drainage and natural flow
paths. All cement, bitumen (barrels), oil and other chemicals should be stored and handled
on an impervious surface above ground level (e.g. concrete slab) and should be enclosed
ensuring that no storm water flows in to the structures. Adequate ventilation should be kept
to avoid accumulation of fumes and offensive odour that could be harmful.
4.1.6. Effect on local road net work
Outline and impacts
189. In general, sources of construction materials (borrow pits, quarries, mines) and
processing plants cannot be established adjacent to proposed subproject roads. Therefore
construction materials should be transported from outside areas through the rural road
network. The carrying capacity of rural roads is not sufficient to cater to the vehicular load
and hence, can be damaged during transportation of construction materials. In generally LAs
cannot engage in such immediate maintenance activities due to the lack of financial
capacities.
Mitigation measures
190. Nomination should be given by the contractor in bidding work for the quarries and
borrow areas, roads which he intends to use with adequate capacity for heavy trucks by
providing evidence. The Contractor should obtain permits from LAs to use local roads prior
to transportation of construction materials, machineries and equipment. Construction
materials shall not exceed the carrying capacity of the local road network. If construction
vehicles are likely to cause damage to public roads, provision should be made for their repair
and restoration as part of the contract. The Contractor should maintain all roads, which he
intends to use for transportation of construction materials as per the agreement.
4.1.7. Waste disposal and Sanitation
Outline and impacts
191. Solid waste associated with construction and other related works (construction
debris, spoil, and waste generated from labour camps, officer‘s accommodations) may
impose several negative environmental and social impacts to the subproject affected areas
including impact on ecology, public health and scenic beauty. Labour camps, garbage
disposal sites and material storage yards provide favourable habitats for vectors of diseases
like mosquitoes and rats. Decaying wastes attract pests such as rats and flies which become
unhealthy, dirty, and unsightly places to reside in. Contamination of water bodies with
wastewater, construction debris and spoil will create significant impact on aquatic lives and
people inhabited in the area.
60
Mitigation measures
192. Selection of disposal site by the contractor should exclude areas which are close to
public and environment sensitive areas. Prior approval for the disposal site should be
obtained from LAs via Grama Niladari. All debris and residual spoil materials (soil, sand,
rock, and deadwoods) generated from construction activities shall be re-used wherever
possible for site levelling, back - filling under instruction of Engineers & Construction
Supervision Consultant (CSC). Dump materials should be placed without interference to the
irrigation canals, water bodies, agricultural lands or any other environmental sensitive sites.
193. Contractor should handle and manage waste generated from construction/labour
camps without contaminating the environmental conditions or affecting the risk of
public/communities living near the sites. Proper solid waste disposal, sanitation and
sewerage facilities (drinking water, urinals, toilets and wash rooms) should be provided to all
sites of construction/labour camps. Location of labour camps should be approved by the
Engineer and comply with guidelines/recommendations issued by CEA and LAs.
194. Provision of proper drainage facilities to minimize stagnation of water around worker
based camps and keeping the drainage facilities clean at all times to prevent breeding of rats
and other vectors such as flies. Garbage bins should be provided to all workers based
camps, construction sites and should be dumped regularly in a hygienic manner under the
inspection of Public Health Inspector (PHI) in the area.
195. Majority of skilled and unskilled workers should be selected from the project influence
area to avoid generation of waste and sanitation problems from labour camps. If migrant
labour is brought for construction activities from different areas there may also be conflict
situations among the workers and settlers near worker camps. Spreading of communal
diseases is also possible due to migrant labourers.
4.1.8. Effect on water resources
Outline and impacts
196. Coastal habitats, seasonal tanks, streams, irrigation canals, and community water
supply facilities are located adjacent/across the proposed subproject roads. For the
construction related activities water will be required in significant amounts from above
sources. Therefore, excessive use of water for construction activities may impact on aquatic
ecology and water resources especially during the dry season. Furthermore, construction
close to the water bodies, construction of cross drainage, poor sanitation at work sites,
labour camps and disposal of solid waste may affect water sources used by local
communities in different ways. E.g. the surface water runoff and groundwater close to
construction site can be polluted with various materials (paints, glues, lubricants, toxic
chemicals, cement and bitumen) which in turn affect the overall water quality of the area.
Mitigation measures
197. Contractor should make aware employees regarding water conservation, pollution
and minimization of water usage. Water from residential areas should be obtained after
consent from the local community. Construction work affecting water bodies have to be
61
undertaken during the dry season and necessary steps should be taken to avoid entering
wastewater directly in to water bodies. Pits should be introduced wherever possible to
prevent silting of water bodies as a result of construction work.
198. Excavation of beds of any streams, irrigation systems, and other water resources
should be avoided as much as possible. Public or community water supplies with proper
sanitation arrangements should be provided to the labour camps and other construction
related places with the approval from the relevant authorities, ensuring no raw sewage is
released into drains or water bodies.
199. Contractor shall not divert, close or block existing canals and streams in a manner
that adversely affect downstream intakes. If diversion, closing or blocking of canals and
streams is required for the execution of work, contractor must obtain approval from
engineers and relevant line agencies in writing. If disrupted, an alternative water sources
should be arranged for the affected community. Contractor shall restore the water sources to
its original status once such diversion or closer or blockage ceased.
200. All toxic and hazardous materials required for construction (asphalt, fuel; toxic,
hazardous and other fine particals) should be sited at least 500m away from water bodies
and should prevent their entering into such places. Water that is contaminated with fuel, oil
and grease should not be directly released to storm water or natural water drainage system.
If released, they should be entered to pits allowing them to filter, settle down and release to
the environment as per the guide lines issued by the CEA.
201. Vehicles and equipments used for the construction activities should be maintained in
good condition, ensuring no undue leakage of fuel and lubricants is released to water
sources. Equipment and vehicles should not be allowed to wash with drinking water wells or
streams.
4.1.9. Soil erosion, sedimentation and siltation
Outline and impacts
202. The project affected area of NCP and NP receives a considerable amount of water
during North East Monsoon Period while selected roads in Jaffna district are located within
the coastal area. Thus soil erosion, sedimentation and siltation can take place any time
during rainy seasons due to construction activities such as cut and fill operation, land
clearing, construction or reconstruction of new culverts, causeways, bridges and
construction of earth and line drains. Decrease of infiltration of rain water, acceleration of
surface runoff, lowering river beds and destruction of river banks are the main impacts
associated with soil erosion.
Mitigation measures
203. All permanent and temporally work should be undertaken to control soil erosion,
sedimentation and water pollution as per the design or as directed by the engineer. Top soil
generated from construction sites (not exceeding 150 mm) should be stored properly (height
not exceeding 2m) and reused for turfing and tree planting activities. Clearing and filling
62
areas should be treated against flow acceleration and should be designed carefully to
minimize obstruction or destruction of natural drainages.
204. Works that lead to heavy erosion shall be avoided during heavy rains. Steep cuts
should be limited and slope cuts should be decreased in order to minimize erosion due to
rain. The exposed slopes shall be graded and covered by grasses as per the specifications.
All filling areas should be compacted immediately to reach specific degree of compaction
and to establish proper mulch. Retaining structures and deep-rooted grass should be placed
in erodible areas, where necessary. Use of silt traps and erosion control measures close to
water bodies is also necessary
205. All temporary soil dumps should be removed to a suitable disposal site. If temporary
soil dumps are left for a long time those should be covered with thick tarpaulin sheets.
Suitable local drainage facilities should be established properly to drain water in construction
areas. Construction activities including earth work and construction of cross drainages
should be conducted during the dry season (May to September).
4.1.10. Temporary floods
Outline and impacts
206. Some sections of the proposed roads are prone to flood / inundate during rainy
seasons (refer approximate location of flooding: Attachment 5.) due to location of the roads
in low elevation areas. Poor drainage facilities in these roads is another factor contribute for
local flooding. In addition blockage of existing drainage paths due to construction activities
will also create temporally floods. To minimize those impacts recommendations given by the
hydrological study (Road Specific Design Report: Volume 2, Appendix 2.2) should be strictly
followed. In addition following measures need to be implemented.
Mitigation measures
207. Construction activities shall not lead to aggravate floods in flood prone areas.
Increasing embankment height of particular sections, construction of new cross drainage,
reconstruction of existing culverts, causeways and bridges with sufficient capacity will avoid
location specific temporary floods. All construction activities should be properly planned &
arranged to minimize flood. The existing drains should be cleaned after site specific
construction, excavations, clearing & grubbing.
208. Storing of chemicals and construction materials should avoid areas which can be
washed away by flood. Temporary earth drains should be provided as practically as
possible until required line or earth drains are provided after excavation and other
construction activities.
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4.1.11. Effect on flora, fauna and their habitats
Outline and impacts
209. Proposed subprojects for the improvements runs through urban, semi urban, rural,
agricultural, environment sensitive and coastal areas in NP and NCP of the country.
Therefore floral and faunal species inhabited in the project affected area include both
common home garden and wild verities belong to both aquatic and terrestrial habitats.
Additionally perennial tanks, streams, mangroves, RAMSAR site, sanctuaries and other
stagnant water bodies are also located in these subprojects affected areas.
210. During construction phase activities such as site clearing, construction of culverts
and bridges, mining and quarrying operations, removal of trees and green cover vegetation
etc., will potentially impact to the ecological resources of the area by means of disturbing
habitat, increasing soil erosion and surface runoff, creating noise and vibration at the project
site etc. For an example, different species of trees over 30 cm Diameter at Breast Height
(DBH) will need to be removed from the existing RoW of proposed roads.
Mitigation measures
211. All works should be carried out as mentioned in the flora and fauna protection
ordinance (chapter 567) in a manner that destruction of flora, fauna and their habitats is
minimized. Awareness programs should be organized for the workforce about Importance of
flora, fauna and different types of aquatic and terrestrial habitats. Workforce should avoid
disturbing flora, fauna including hunting of animals, gathering fire wood from the surrounding
habitats and fishing in water bodies. Removal of trees should be avoided as much as
possible. If rare, threatened or endangered floral or faunal species are found during
construction activities, it should be immediately informed to Resident Engineer (RE). All
construction activities should be planned according to the RE followed by Environmental
Specialist of CSC‘s instructions. In addition construction activities close to environment
sensitive areas (Sanctuaries, forested areas and RAMSA site) should be arranged under
guidance and instruction of DWLC & Department of Forest (DOF). Construction activities
around elephant inhabited areas (e.g. A029) should be conducted under the instruction of
DWLC. If there are any elephant migration paths located along/across the roads, those
should be identified with the help of DWLC. Construction activities should be limited to day
time and activities which may impede their natural behaviour (i.e. activities that create high
noise and vibration) should be minimised/control as much as possible. Further, Material
extraction sites and waste disposal sites should not be located within these sensitive areas.
212. Contractor shall adhere to the guidelines and recommendation made by CEA and
DoF regarding removal of road side trees. Decision on tree removal should be mainly based
on the detailed engineering design. All road side trees subjected to potential removal should
be marked and preparation of inventory of tree removal is also necessary by the contractor.
When removing of trees, valuable timber should be properly stacked and handed over to
DoF or rightful owners. Tree planting should be done at wherever appropriate space along
the road side compensating 1 tree cut with planting at least 3 trees by the contractor. If not,
the Executive Agent/ Implement Agent (EA /IA) will need to find a suitable place in
consultation with LA‘s and local communities for tree planting programme. The suitable
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saplings for the tree planting programme should be selected with the instruction of DoF. This
will help to compensate the floral loss during construction stage, provide long term benefits
to the society and useful in demarcating and protecting the road reservation.
4.1.12. Biodiversity conservation and sustainable natural resource management
Outline and impacts
213. The subproject affected areas are mainly consist of man-made habitats and rural
agricultural villages including home gardens, paddy fields, mixed and chena cultivations,
coastal habitats, fresh water bodies and associated irrigation schemes. The environment
sensitive area of the subproject roads are sanctuaries, mangroves, forest and RAMSAR site
In general road construction activities may impact on surrounding vegetation, i.e. loss of
native species and species diversity, increase risk of invasive species, top soil erosion, seed
bank depletion, risk of fire and seed disposal. Extraction of construction materials, removal
of trees and other excavation works has the potential to destroy or injure wildlife. These
construction activities may also impact on the habitat quality, species diversity, and
reproductive success of some species. Noise generated from construction vehicles,
equipment, material processing plants and vehicle traffic has the potential to disturb
breeding, foraging, and migrating behaviour of wild species.
Mitigation measures
214. Careful attention should be given especially during the construction phase to avoid or
minimize the effects to the natural environment of the area. Almost all the stakeholders
associated with the construction and pre construction stages of the project should be made
aware of negative impacts that can arise due to above activities. Contractor should
especially be aware not to introduce any alien species during construction related activities
(i.e. transportation of construction materials, turfing and sub base materials machineries,
vehicles and equipment‘s from the outside areas). Saplings for tree planting program should
comprise of native or endemic species which is suitable to the existing climatic condition of
the subproject areas. Client should undertake periodic assessment of accidental or
unintended introduction of invasive alien species and other construction activities that can
affect natural ecosystems.
215. Although project activities will involve use of natural resources such as water, metal,
sand, earth in the project affected areas; use of those in an unsustainable manner will not be
practiced during construction as well as its operation cum maintenance phases. However
anticipated impacts (eg. removal of trees and green cover vegetation, lowering of river beds,
soil and coastal erosion) can be avoided or minimized by adhering to proposed mitigation
measures through EMPs.
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4.1.13. Protection of archaeological, cultural and religious places
Outline and impacts
216. One proposed subproject roadAB019 run at the vicinity of Jaffna fort, (50- 100 m)
which is important archaeological site located in Jaffna town. However project activities will
not cause any impact to the above site. Since Anuradhapura district is very famous for the
archaeological, cultural and religiously significant locations, construction activities may
impact unidentified significant locations.
Mitigation measures
217. Prior consultation and consent should be taken from Department of Archaeology
(DA) for construction work close to the Archaeological sites. If any fossils, coins, articles of
value antique, structures etc., are discovered in the construction site, it should be
immediately informed to the Engineer and DA. If there are any important archaeological,
cultural and religious sites recovered, work should be stopped within 100m in all direction
from the site discovery as mentioned in Antiques Ordinance in 1940 and Cultural Property
Act of 1988. Further, necessary precautions should be undertaken to avoid any workmen or
any other person entering the above areas. Assistance should be taken from DA for further
project activities.
4.1.14. Disruption of traffic
Outline and impacts
218. Improvement works on the road pavement, widening operations or reconstruction of
culverts and bridges that may be necessary during the project can impede the existing traffic
flow in the area. This can be observed especially in urban centres, near public sensitive
locations and close to bridge construction sites along all subprojects. The Existing ADT
volumes of the proposed project roads are shown in Table 06. In addition, vehicles involved
in construction as well as transportation of construction materials from outside will increase
daily traffic volume and accidental risk. These activities will also result in vehicular
congestions, delays in travel time, increase noise and exhaust emissions, disturbance to
pedestrians and public in built up areas.
Mitigation measures
219. Advance notice to the road users and roadside communities about the schedule of
construction activities, provision of safe and convenient passage to vehicles and passengers
especially during construction of culverts and causeways, implementation of traffic
management plans (if necessary) in construction areas according to traffic rules and
regulations in close coordination with local police by the contractor are the major mitigation
measures.
220. All signs used for traffic management should be of accepted standards and approved
by the engineer/ police. Construction sites and excavated areas should be barricaded with
warning tapes, painted barriers or traffic corns. Usage of flagmen and/or temporary traffic
66
signs for construction sites or temporally diversion, allocation of properly trained personnel
provided with proper gear including communication equipment and luminous jackets for night
use are other measures that have to be undertaken during construction period.
4.1.15. Personal safety of workers and general public
Outline and impacts
221. Construction related activities both within and outside of subproject affected areas
could create accidental harm to general public and work force. Construction of, culverts,
causeways, bridges, surfacing, roadway excavation, removal of road side structures, trees,
use of hazardous substances, processing and transportation of construction materials are
the main causes associated with accidental risk.
Mitigation measures
222. Contractor should organize awareness programs about personal safety of workers
and general public in the area with proper briefing and training on safety precautions, their
responsibilities for the safety of themselves and others. Contractor shall comply with
requirements for the safety of the workmen as per the International Labour Organization
(ILO) convention No. 62, Safety and Health regulations of the Factory Ordinance of Sri
Lanka to the extent that are applicable to his contract. Other than that, the contractor has to
comply with regulations regarding safe scaffoldings, ladders, working platforms, gangways,
stairwells, excavations, trenches, safe means or entry and egress.
223. Use of licensed and trained plant/vehicle operators, provision of protective footwear,
helmets, goggles, eye-shields and clothes to workers depending on their duty (mixing
asphalt, blasting, handling equipment) are the major steps that can be taken to reduce
accidental risk. Apart from that provision of high visibility jackets with necessary lighting
arrangements to the workers when construction activities are taking place at night, allocation
of flagmen during day time and provision of two red lamps at night are also necessary.
224. Excavated areas for construction should be barricaded using barricading tapes, sign
boards and red light. Quarry operations, roadway excavations and blasting should be carried
out and supervised by trained personnel. Explosives for the project activities should be
stored in a secure location in a protected way. Arranging regular safety checks for vehicles
and equipment‘s, allocation of responsibility to relevant personnel, prohibition of alcoholic
drinks and other substances which may impair judgment of workers engaged in construction
activities, arrangement of proper first aid and transport facilities for injured people,
installation of warning signs, speed limits and signals to particular locations of the road are
the measures that have to be adopted for personal safety of workers and general public
4.1.16. Effect on existing drainage
Outline and impacts
225. Land clearing, cut and fill operations, removal of road side structures, trees and
public utilities as well as other construction related activities may lead to accidental damage
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to culverts, bridges and other irrigation structures. Storage of construction materials and
alteration of natural flow paths will create temporary impact to existing drainages.
Mitigation measures
226. Design of bridges should conform to requirement of the ‗Bridge Design Manual‘ of
RDA considering a flood return period of 100 years. Design of culverts should be considered
to allow sheath flow or cross drainage without any blocking.
227. Investigation report should be submitted to the engineer if diversion or close or
blocking of canals, streams or other water sources for proposed construction work need to
be undertaken. Approval should be obtained from relevant authorities (DOI, DS, DoAS) prior
to such action take place or any proposed construction works on/at areas belongs to those
institutions. Restoration the water bodies to its original status once the need for such
diversion, close or blockage is no longer required.
228. Contractor should avoid storage of construction materials and disposal of debris
around irrigation canals, cross drainage and natural flow paths. If existing drains are
obstructed, provision of temporally drainage facilities to the construction site will be required.
Contractor is responsible for replacing structurally damaged structures and maintaining
drainage paths and drains clear at all times during construction period.
4.1.17. Impact from dust, noise and vibration
Outline and impacts
229. Dust, noise and vibrations generated from the project activities will impact the road
side communities and people who inhabit around material extraction sites. In general poor
air quality is the most immediate pollution effect experienced from the construction sites.
Release of Volatile Organic Compound (VOC) from storage sites and transfer of
vehicle/equipment fuels, emission of small amounts of Carbon monoxide, Nitrogen dioxide
and particulates from blasting activities and generation of dust (from clearing, grubbing,
excavating, backfilling, dumping, mixing concrete, transportation of materials, storage of soil
and metal piles etc.) will impact on the surroundings air quality.
Mitigation measures
230. Construction related activities closer to public sensitive locations have to be
scheduled in coordination with relevant authorities (community leaders, schools‘ principals,
high - priests or other respective officers) to avoid disturbance to day to day activities of the
people. All machinery, equipment and vehicles should be maintained in a good condition by
engaging skilled mechanics and regularly maintained in compliance with National Emission
Standards (1994). Noise control regulations stipulated by the CEA in 1996 (Gazette Extra
Ordinance, No 924/12) should strictly be implemented for crushers, hot mixed plants,
construction vehicles and equipment. The maximum permissible noise levels at boundaries
of the land in which the sources of noise is located for construction activities are 75dB (A)
Leqand 50 dB (A) Leq during day time and night time respectively (Day time: 6.00 am - 7.00
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pm, night time: from 7.00 pm - 6.00 am). However Contractor should limit working time for
activities that create noise from 6.00 am to 6.00 pm.
231. Crushers and hot mixed plants should be placed with the approval of Engineer, CEA,
LAs and should be located at least 500 m away from residential and environmental sensitive
areas or other public sensitive locations. Dust extraction units, exhaust silencers and noise
reduction devices can be fitted to the road side crushers, construction vehicles and hot
mixed plants to reduce dust emissions.
232. Dust emissions during transportation of construction materials should be controlled
by enforcing speed limits to the vehicles, providing of dust barriers (canvas, hard polythene,
asbestos sheets) to the public sensitive locations, wet spraying of quarries, construction
sites, roads which will be used for the transportation of construction materials at regular
intervals. Tarpaulin covering is mandatory on trucks/lorries which are used for transporting
materials and all construction materials (sand, gravel, metal, cement) should be stored with
proper covering. Suitable actions should be taken to minimize or avoid dirt and mud being
carried to road surface. Contractor should also take actions to prevent bad odour and
offensive smells emanating from chemicals, construction material processing or other
construction activities
Note: LAeq'T' means the equivalent continuous, A- weighted sound pressure determined
over a time interval T (in dB).
4.1.18. Road side landscape and road furniture
Outline and impacts
233. Maintenance of road side landscape and provision of road furniture is a must to
enhance the scenic beauty beside the road corridor and public safety during the operation
stage. Road landscape include tree plantation, registration of road embankments and other
slopes, edge treatment of water bodies while road furniture include foot paths, railings,
storm water drains, traffic signs, speed limits, and any other such items.
Mitigation measures
234. All debris, piles of unwanted earth, spoil materials and temporally structures should
be cleared away from the road sides and disposed at locations designated or acceptable to
the RE. Road landscape activities have to be done as per either detailed design or typical
design guidelines given as part of the bid documents. Road furniture items should be
provided as per the design given in the bid documents.
1.2. Environmental Impacts and Mitigation Measures Associated With Operation Period
235. Environmental impacts identified during the operation stage are common for all
proposed projects roads and are described as follows.
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4.2.1. Air Quality and Noise
236. Due to existing conditions, the ambient air quality in urban centres is impaired by
vehicular emissions, especially during peak hours while rural and agricultural area it is due to
dust emission from unpaved roads. The proposed improvements are designed to decrease
congestions, allow smooth traffic flows and reduce time that vehicles remain stationary with
minimum accelerations and decelerations. The project is therefore expected to have a
positive effect on overall air quality compared to the current situation of the project area.
Noise generated during operation period can be managed by enforcing proper traffic rules
and regulations (i.e reduce obstruct parking, direction to alternative paths during high traffic
time etc.)
237. Maintenance activities during the operational phase will also potentially result in the
release of air and dust, both directly and through impeding traffic. This effect can be
mitigated by ensuring that maintenance work takes place as far as possible during off peak
traffic hours and dust emissions are suppressed and plant and equipment maintained in
good serviceable order.
4.2.2. Drainage Congestions
238. The improvement of road side drainage including culverts and bridges through the
project is expected to facilitate smooth water flow and speed water flow during rainy season.
However, stagnation or blocking the water flows may occur due to sediments, improper
disposal of debris during maintenance activities or ignorance of public by disposing spoil and
garbage in the side drainage. These activities will obstruct road side drainage, culvert and
manholes which provide suitable habitats for vectors like mosquitoes. Therefore, RDA needs
to undertake regular maintenance of the drainage system to avoid drainage congestions that
may cause local flooding, which at the end could destroy the road.
4.2.3. Safety of Road Users
239. Improvement of road surface including widening of carriage way and adjustments as
per the design will increase speed of vehicles. The convenient passages of the subproject
roads will reduce number of accidents and risk to the pedestrians as well as
drivers/travellers. Enforcement of speed limits, traffic rules and regulations, installation of
warning signs, regulatory signs, information signs as well as provision of bus bays,
pedestrian crossings, pavements, guard railings, chevron markers etc. to appropriate
locations are essential to enhance more safety of the people.
4.2.4. Encroachment of Right Of Way
240. Encroachment of RoW of National Roads can be taken place any time after
completion of construction works and this practice is common all over the country; mainly for
income generation activities. Currently number of temporally informal sector units can be
seen within existing RoW of the subproject road with several permanent structures. This
situation can be seen especially around public sensitive and environment sensitive locations.
The permanent or temporary structures built by encroachers within existing reservation
cause impact to the pavements and road side drains. They also obstruct maintenance
70
activities of the roads, view range of travellers and impact to the movement of pedestrian.
Parking of vehicles opposite to these locations for buying foods (vegetable, fruits), as well as
for other services will increase accidental damage to vehicles and other road users.
Implementation of rules, regulations and rooting checking by RDA of MOPH to remove
unauthorized structures from right of way is necessary during the operation stage to avoid
encroachment.
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Chapter 5 - Institutional Requirements and Grievance Redress Mechanism
1.1. Institutional Arrangements
241. RDA is the Executing Agency for the project and has the responsibility to implement
overall EMP. PIU established within the RDA, will be responsible for overall contract
administration and supervision regarding implementation of Environmental Specifications
and Special Environmental Provisions included in Contract Document. In practice, detailed
implementation of EMP will involve the following parties,
Contractor
Contractor Supervision Consultants (CSC)
Project Implementation Unit (PIU)
ESD (Environmental and Social Division) of RDA
Project Director (PD) of RDA
242. Contractors will be responsible for implementation of all mitigation measures included
in EMP of the project during the construction period, especially to mitigate all environmental
impacts associated with construction activities. CSCs will responsible for daily supervision of
the contractor regarding implementation of EMP and reporting the implementation of EMP to
PIU on monthly basis. ESD established within the RDA will be responsible for monitoring
the implementation of EMP during the construction phase. CEA which is responsible for
overall environmental management in the country will periodically review the monitoring
reports submitted by PIU/ESD and provides guidance and advice when required. The
responsibility hierarchy of project implementation is as follows.
72
Figure 11 Responsibility hierarchy of project implementation
1.2. Capacity Building
243. RDA/ESD already has adequate capacity for monitoring and implementation of environment and social issues related with road projects. However, there should be a better coordination between Client, CSC and Contractor regarding implementation of EMP which can be achieved through conducting meetings and workshops. This will help to clarify any issues, doubts regarding the project and will help to implement EMP more effectively.
244. The RDA through PIU shall organize orientation sessions and regular training sessions for relevant technical and management staff of RDA, contractor and his staff before commencing construction activities. These sessions should be focused on environmental performance, methods on implementing and monitoring EMP, agreements on checklists and reports, methods maintained by field staff on EMP implementation, activities related to EMoP, preparation and submission of monitoring reports, etc. . which will ultimately enhance their capabilities for day to day supervision and implementation of EMP and EMoP of the project.
1.3. Grievance Redress Mechanism
245. Grievance Redress Mechanism (GRM) provides an effective approach to resolve any issues made by affected community on environmental impacts arising throughout the project
ESD- RDA
C
E
A
Project Director -RDA
Team Leader
Environmental
Officer
Contractor/
Project
Manager
Project Implementation
Unit
Environmental
Specialist
Residence
Engineer
R
DA
CSC
C
on
trac
tor
73
cycle. This mechanism will be established by the project proponent; RDA to address
grievances presented by Affected Persons (APs). Since most of the environmental impacts
are construction related complaints (issues related to dust, noise and vibration, effect on
land, loss of access, local road network, deteriorating water quality and quantity, soil erosion
and safety issues) managing those is mainly the contractor's responsibility.
246. However, these grievances could be minimized at the initial stage of the project by
careful design, implementation and monitoring of sub-projects and also through sound
communication & awareness among all the stakeholders including APs regarding project
activities. Furthermore, adhering to mitigation measures addressed in EMP by contractor
(with the help of Environmental Officer) under the careful supervision of CSCs /ES and the
representatives of RDA and CEA will minimise construction related grievances.
5.3.1. Grievance Redress Committee
247. This mechanism will be executed through a Grievance Redress Committee (GRC)
and consists of following Members;
A representative from RDA (Project Director)
A representative from community leader/ Grama Niladhari (GN)
A representative from contractor/ EO/ Project Manager
A representative from CSC (Engineer/ES)
A representative from relevant DSD (Divisional Secretary/Additional Divisional
Secretary)
248. Almost all the stakeholders related to the GRM should be aware and instructed by
PIU regarding the established grievance process, the requirement of grievance mechanism,
goals, benefits, relevant laws and regulations of GRM. They should also be instructed about
procedures of taking/ recording complaints, handling of on-the spot resolution of minor
problems, taking care of complainant and most excellent response to distressed
stakeholders. The Affected community should especially be made aware of the procedure ,
venue and the responsible person to contact when making a complain (Wildau. S., et al,
2008)3.
5.3.2. The Process of Grievance Redress Mechanism Complaints of APs can be made as an individual or as a group in verbal or written form through
letters/suggestion boxes and telephone conversation. Received complaints will be screened to
determine if they are eligible to be addressed by GRM. If the complaint is rejected, the complainant
is informed about the decision and the reasons for rejection. If the complaint is accepted, it can be
resolved through GRM of the project (Fig 12). Solutions for complaints should be handed over to
complainant in written form and actions to be taken to mitigate those impacts should be informed
to the responsible institution / individual.
3 Wildau, S., Moore, C., Atkins, D., and O’Neill, E. 2008. A Guide to Designing and Implementing Grievance Mechanisms for
Development Projects. Office of the Compliance Advisor/Ombudsman, International Finance Corporation, Washington, D.C.
74
249.
Figure 12 Responsibility hierarchy of resolving public complaints
250. When people encounter an issue, first step is submission of complaint to the
Contractor/PM/EO through community leader/GN. If the complaint is simple and the answer
is straightforward, it should be directly provided within 2 days to the compliant.
251. If the reply could not be provided immediately or not within his authority or if the
response for the complaint is at an unsatisfactory level for the complainer, it should be
forwarded to the Grievance Redress Committee A GRC meeting must be convened and an
answer for the complaint should be provided within 3 weeks to the compliant.
Special Note: Refer to Designing and implementing grievance redress mechanisms, a guide
for implementers of transport projects in Sri Lanka (2010) by ADB for further details
Complaints by individuals,
Groups, or institutions
Complaints by People’s
representatives: political,
religious, community
GRC Secretary
(Complaints to GRC in written form
GRC meeting
Convey the decision to APs
Decision to be
taken within 3
weeks of
receipt of
complaint
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Chapter 6 - Environment Management Plan and Environment Monitoring Plan
1.1. Environmental Management Plan (EMP)
252. To ensure that the proposed project would not generate any negative impact on
environment, the EMP has been prepared and attached as Annex D. This was developed
based on best practices for environmental management in the country. The EMP includes
identified impacts during project activities, proposed mitigation measures, responsible
parties to implement and supervise those impacts and feasible cost measures to be taken to
reduce the potential significant adverse impacts in an acceptable level.
253. There must be professional expertise with the contractor side to prepare Environment
Methods Statement (EMS), based on the EMP prepared under the feasibility study. EMS is a
document to declare mitigation measures for anticipated environmental impacts during pre-
construction and construction stage. Clearances and permits which need to be taken from
Government Departments and Institutions are also included in the comprehensive EMS. It
also comprises of measures to be taken for environmental protection, methods for saving
energy and reduce wastes and losses, preventing or minimizing pollution, disposing of
pollutants comply with existing stipulations and laws. The comprehensive EMS clearly
explains that the contractor usually takes action to minimize environmental impacts during
project activities. The organization structure of implementing comprehensive EMS comprises
of an environmental supervision department, thus environmental protection around the
construction site is directly controlled by a technical department which is usually supervised
by a Resident Engineer (RE) and ES of CSC.
1.2. Environmental Monitoring Plan (EMoP)
254. To ensure that the project would not generate any negative impact to overall
environment quality, the Environmental Monitoring Plan (EMoP) has been prepared (Annex
E). This includes information on environmental parameters to be monitored, location, time
and frequency, cost for sampling and stage of subproject which monitoring should be
conducted etc. The EMoP is a useful tool to monitor the implementation of mitigation
measures included in EMP. Monitoring of quality of water, air and noise during construction
stage is a responsibility of the contractor by the approved Government Monitoring Agency.
All construction activities such as site supervision, removal of trees, material extraction,
verification of permits etc. by contractor will be supervised by ES of CSC. The environmental
monitoring report will be submitted to PIU of RDA and then will be reported to the PD at
RDA.
The Criteria for selection of sampling locations for the EMoP is as follows.
Air quality- Urban, semi urban centres, environment and public sensitive areas and
places where potential increase of traffic.
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Water quality- streams/tanks/wells and construction sites of bridges where local
communities use water for supporting their lives, and those with available water
almost all over the year.
Noise and vibration- Urban, semi urban centres, environment and public sensitive
areas that might be affected by used of heavy equipment.
Flora - Areas where trees are available within proposed RoW and locations where
removal of large numbers of trees for the proposed activities.
Fauna - Ecological sensitive areas (sanctuaries, lagoons, forest patches etc.) where
species diversity is high and such areas that might be affected by the proposed
project activities.
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Chapter 7 - Public Consultation and Information Disclosure
255. In line with NEA in Sri Lanka, public consultation and information disclosure is undertaken through public notice prior to approval by CEA for the particular project. According to ADB Environmental Guidelines public consultation and information disclosure is the main activity carried out during the initial stage of an IEE. The aim of the process is to understand the view point of public about the project and respond to their concerns and suggestions during early stage of the project. Incorporation of environmental and social concerns to decision making process through public consultation will avoid or minimize conflict situations that can arise during construction stage.
1.1. Public Consultation
256. Public consultation for the proposed roads/sections was carried out during the period from February to April 2012. Providing information at an early stage to public especially for the APs about objectives, activities, expected outcomes of the project etc. will ensure community awareness and avoid conveying misinformation to APs. During individual as well as group discussions APs were briefed about the proposed improvement works including widening, reconstruction of culverts, causeways and bridges, drainage and payment works, surfacing works etc. by the consultants. Participants generally expressed their views about the project including current environmental, social and economic situation of the proposed subproject areas.
Figure 13 Individual and group discussions held during the field survey
A014: Consultation with fishing communities of Yodhawewa
A014: Consultation with road side communities
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1.2. Consultation Findings
257. All the proposed subproject roads (B211, B283, AB19) and identified sections (A014,
A029,) are very essential link roads to other national and provincial roads in the area. These
roads provide access to the interior part of Anuradhapura and Mannar districts as well as
coastal areas of Jaffna district. Therefore improvement of these roads is very essential for all
other development activities in the area and directly contributes to poverty alleviation in
respect of income generation in various fields such as agriculture, fishing, tourism and other
industrial activities.
258. Proposed subproject roads runs through agricultural areas especially paddy
cultivation under main irrigation schemes (Yodha wewa: A014, Kebithigollewa tank: B283,
Wahalkada & Padaviya tanks: B211) as well as under rain water. Additionally above
irrigation tanks are being used by fishing communities in project affected areas and
surrounding villages. The road A029 runs through coastal areas of Jaffna peninsula with
number of fishing and agricultural villages.
259. B 211 is the main access road from east coast to Kebithigollewa and from NCP to
Padaviya. B283 (starts from A009 of Medawachchiya and ends at Kabithigollewa Junction)
and B211 (stars at the end point of B283) act as an important access road direct to
Parakramapura, Sripura, Nadunkerni, Mullaitivu and Pulmodai through Padaviya. The
famous Padaviya sanctuary is also located LHS of the proposed B 211 road. Apart from that
this road is directed to Pulmudai area and Pulmodai sand mine. Additionally numbers of
B283: Consultation with road side
communities
B211: Consultation with farmer
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medium and large scale tanks are located beside B283 and B 211 roads since
Kebithigollewa and Padaviya are predominant agricultural areas of the country.
260. A014 is the only available and convenient road from other areas of the country to
Mannar through Vavuniya and Medawachchiya. This is also a very important road directed
to Madhu Church, Mannar town and Talaimannar jetty. Other than that Madhu sanctuary,
Yodha wewa irrigation scheme, Ramsar site of Vankalai are also located beside this road.
Therefore A014 is a main road for all development activities in Mannar district including
fishing, agriculture, tourism, oil exploration and proposed ferry service from Talaimannar to
Danushkody in India.
261. AB019 is a very important road located in the coastal area of Jaffna peninsula, which
runs up to Kayts Island from Jaffna town. This is the main access to other three islands
(Nagadeepa, Mandathive and Punkudathive) which are located close to kayts. Out of above
three sites, Nagadeepa temple is an important religious place for Buddhists and being visited
by thousands of people from other areas of the country annually. A group of other Islands
(Delft, Nainathive, Analaithive and Eluvathive) in Jaffna peninsula is also located North-West
to Kayts which provide main access through the Indian Ocean from Kayts. The aquatic
habitats of above islands including intertidal mudflats; sand flats, mangrove swamps and
mangrove forest etc. provide breeding, feeding and foraging habitats to various faunal and
floral species. Large number of birds belonging to the different species can be seen in these
areas especially during migratory period. Communities beside the road and surrounding
islands mainly depend on marine fishing. This area is also a good tourism destination site.
Therefore improvement of this road is important for development of fishing and tourism
industries in future.
262. Annexure F indicates a summary of public consultations made during the field survey
on selected roads
1.3. Information Disclosure
263. In accordance with ADB‘s Information Disclosure policy, RDA will submit the final IEE
report and EMP to the ADB for disclosure on it‘s website. This will ensure that RDA will
provide relevant environmental information to ADB Board consideration for project appraisal.
264. If the IEE carried out in accordance with ToR (Terms of Reference) provided by the
CEA, it should be made available to all stakeholders related to the project through DS office,
GN office, LAs, Provincial offices of CEA prior to the project approval. The information
should be made available in a timely manner in three languages (Sinhala, Tamil and
English). This will ensure incorporating affected peoples‘ concerns and inputs into project
design and implementation.
265. During project implementation, project information boards have to be established on
either end of the project corridor displaying the project name, stretch of the road, type of
rehabilitation, time frame, cost of the project, funding agency, implementing agency with
other salient features of the project. This will ensure further awareness about the project to
the stakeholders including APs.
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Chapter 8 - Conclusion and Recommendations
266. The present study focused on IEE study on rehabilitation and improvement of seven
subproject roads located in Anuradhapura, Mannar and Jaffna districts of NCP & NP.
267. The construction activities associated with subprojects will not expect significant
environmental and social impacts to project affected areas. Since the environmental
sensitive areas of Padaviya sanctuary (B211), Vankalai RAMSAR site and sanctuary (A014)
are located outside of the proposed project roads, land acquisition, removal of trees or any
other significant impacts to those sites will not be expected during the project. The identified
potential negative environmental impacts are mainly restricted to pre-construction and
construction periods of the project. These impacts are temporary and can be managed by
adopting proposed migratory measures cited in the EMP. Apart from that, anticipated
positive social and environmental impacts of the project will clearly out lie the negative
impacts.
268. The proposed roads are currently in a deteriorated condition due to lack of
maintenance during conflict that prevailed during the past 3 decades. Although these areas
have been recently resettled by the government, resources were not equally distributed
compared to other areas of the country. On the other hand several subproject roads (A014,
AB19, and B211) are the only available, convenient and short distance roads to particular
locations of the country. Sometimes people use alternative access instead of the proposed
subproject roads to overcome transport difficulties. Additionally current daily traffic demand
of some subproject roads are considerably high and existing CW widths of these roads are
not sufficient to cater to the traffic volumes. Therefore rehabilitation and improvement of the
roads are essential.
269. Majority of the villages in subproject affected areas of Anuradhapura district was
bordering the war zone and people in subproject areas of A014 and A029 in Mannar and
Jaffna districts lived within the war zone of the country. Therefore road development
activities will directly contribute to poverty alleviation in respect of enhancing income
generation, employment, local/foreign investments and other social services of the area. For
example, selected subproject roads are extremely important for improvement of agricultural,
livestock, industrial, fishing and tourism activities in NP and NCP. Apart from that people in
the project affected area will benefit through improved access, enhanced safety, increased
trade and services, increased land value, emergence of temporary jobs and services
opportunities during construction.
270. Since some subproject roads (eg. A029) are inundated during heavy rains,
hydrological investigations should be highly considered during the detailed design of culverts
and bridges. Rising embankments, removal of structurally damaged culverts and bridges,
provision of suitable drainage facilities with adequate diameter are essential. Coordination of
Department of Irrigation during designing and construction of cross drainages over irrigation
canals, stream and rivers is also important to overcome this problem.
271. The air, water and noise levels of subproject affected areas in NCP and NP during
the war period is completely different to the current situation. During that period, air and
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noise pollution were very high due to military operations. Apart from that a considerable
amount of forest cover had been cleared and almost all industrial activities related to
manufacturing of chemical, salt, cement and mineral sand etc. were abandoned and
destroyed. Currently number of infra-structure development projects related to road
construction, water and electricity supply etc.. are in progress in these areas. Therefore
transportation of construction materials through subproject roads is significantly high which
ultimately increase air and noise pollution of the subproject roads compared to the previous
situation. On the other hand development of agricultural activities after resettlement resulted
in enhancement of chemicals and fertilizer usage. However there is no reliable baseline
information regarding water quality, air and noise/vibration levels in the project affected
areas. Therefore monitoring the baseline parameters during preconstruction stage is highly
recommended. This is essential for repeated checking and monitoring of water, air and noise
during construction and operation periods and also to implement the EMP and EMoP
effectively. Baseline results should also be incorporated to the contract documentation to
establish performance action thresholds, pollution limits and contingency plans for
contractor‘s performance. Adequate budgetary provisions must be ensured to undertake
monitoring activities on time.
272. CEA consent for 2 subprojects (A014 and AB19) under un-prescribed category have
been already obtained through letter No. 08/EIA/Trans/03/04 Vol II dated 3rd September,
2009 (Attachment.1). BIQs for the rest of 3 subproject roads were prepared and submitted to
CEA for environment clearance. According to information regarding BIQs and Environmental
Assessment Guidelines of CEA (Sri Lanka) rest of 3 subproject roads will be categorized
under un-prescribed category. The appropriate category for the proposed NCP & NP roads
based on REA checklists of the ADB is category B. Thus a full EIA for these roads is not
required according to ADB Guidelines. However contractor should comply with the
environmental and safeguards compliance policies of donor agencies if any during the
construction activities in addition to regulations of the Central Environment Authority.
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