Horana Draft Interim Report 05 Sept 2009

INTERIM REPORT
ECONOMIC FEASIBILITY STUDY AND ENVIRONMENTAL

IMPACT ASSESSMENT FOR
PROPOSED HORANA RAILWAY LINE
Prepared for
Ministry of Transport
Prepared by
Transportation Engineering Division
Department of Civil Engineering
University of Moratuwa
October 2009
TABLE OF CONTENT
1 INTRODUCTION ................................................................................................................. 1
1.1 Project Description ................................................................................................ 1
1.2 Study Approach...................................................................................................... 2
1.3 Study Area .............................................................................................................. 3
1.3.1 Trace-A – Panadura to Horana ....................................................................... 3
1.3.2 Trace-B – Ratmalana to Horana ..................................................................... 5
1.3.3 Trace-C – Makumbura to Horana ................................................................... 6
1.4 Literature & Information ....................................................................................... 7
2 ENVIRONMENTAL IMPACT ASSESSEMENT ........................................................................ 9
2.1 Geotechnical Consideration................................................................................. 10
2.2 Hydrological Considerations ................................................................................ 11
2.3 Air, Noise and Water Quality Considerations ...................................................... 12
2.3.1 Air Pollution .................................................................................................. 12
2.3.2 Noise Pollution ............................................................................................. 13
2.3.3 Water Quality ............................................................................................... 18
2.4 Ecological Considerations .................................................................................... 19
2.4.1 Ecological Study Approach ........................................................................... 19
2.4.2 Methodology used for Ecological Study ....................................................... 21
2.4.3 Existing Habitats / Vegetations and Flora of the Project Area ..................... 22
2.4.4 Fauna of the Project Area ............................................................................. 26
2.4.5 Threatened and Endemic Fauna and Flora .................................................. 26
2.5 Socio Economic Considerations ........................................................................... 27
2.5.1 Approach to the socio-economic study........................................................ 27
2.6 Transport Considerations .................................................................................... 33
2.7 Land Use/ Aesthetics Considerations .................................................................. 33
3 COMPARISON OF ALTERNATIVES BASED ON ENVIRONMENTAL CONSIDERATIONS ...... 34

4 ECONOMIC FEASIBILITY ................................................................................................... 37
4.1 Pre-feasibility study ............................................................................................. 37
4.2 Feasibility Study ................................................................................................... 42
5 SCOPE OF WORK .............................................................................................................. 43
6 ACTIVITIES & REPORTS .................................................................................................... 44
ANNEXURE A: MAPS ................................................................................................................ 45
ANNEXURE B: MATRICES ......................................................................................................... 46
ANNEXURE C: SUMMARY OF TRAFFIC COUNTS ...................................................................... 47
ANNEXURE D: SUMMARY OF INVENTORY SURVEYS ............................................................... 48
ANNEXTURE – List of Consultants ........................................................................................... 49
INTRODUCTION Page 3
LIST OF TABLES
Table 1-1: Divisional Secretariat Divisions in the Project Area of Trace-A ...................... 4
Table 1-2: Percentage distribution of Land Use along Trace-A ....................................... 4
Table 1-3: Divisional Secretariat Divisions in the Project Area of Trace-B ...................... 5
Table 1-4: Percentage distribution of Land Use along Trace-B ....................................... 6
Table 1-5: Divisional Secretariat Divisions in the Project Area of Trace-C ...................... 6
Table 1-6: Percentage distribution of Land Use along Trace-C ....................................... 7
Table 2-1: Traffic volumes to be generated for each alternative ...................................... 13
Table 2-2: Noise sensitive areas: 500 m buffer on either side of proposed alternatives .. 15
Table 2-3: Key references used for identification, nomenclature and taxonomic status of
species ................................................................................................................................ 22
Table 2-4: Main habitats found in the road trace. ............................................................. 23
Table 2-5: Summary of the flora species recorded during the field visit ........................... 25
Table 2-6: Summary of the faunal species recorded during the field visit ........................ 26
Table 2-7: The details of the Social Impact Assessment (SIA) ............................................ 28
Table 2-8: The methods intend to employ for information generation of SIA .................. 28
Table 2-9: Likelihood negative impacts along Trace A Panadura – Horana ....................... 29
Table 2-10: Likelihood negative impacts along Trace B: Ratmalana - Horana ................... 30
Table 2-11: Likelihood negative impacts along Trace C: Kottawa - Horana ....................... 32
Table 3-1: Significance values selected for the analysis ..................................................... 34
Table 3-2: Comparison with respect to Environment Parameters .................................... 36
Table 3-3: Comparison Based on the Stage of Construction.............................................. 36
Table 4-1: Schedule of Traffic Survey Locations ............................................................ 38
Table 4-2: Summary of Cost estimates ............................................................................... 40
Table 6-1: Submission of Reports .................................................................................. 44

1 INTRODUCTION
Ministry of Transport, New Rail Road Development Project has requested the services of
the Transportation Engineering Division of the Department of Civil Engineering,
University of Moratuwa to undertake an Economic Feasibility study and Environmental
Impact Assessment for possible rail line connection to Horana. Discussion for this study
was initiated in July 2007 and the study team was mobilized in April 2008 after signing
the agreements. However, Terms of Reference for the EIA was received in July 2008.
Main objective of this project is to provide a railway link to Horana such that Horana &
surrounding area will have better access to Colombo and other parts of the country.
Systematic development of the railway network in Sri Lanka and help minimizing road
based transport demand in the project area are considered as secondary objectives.
1.1 Project Description
As set out in the terms of reference (TOR) issued by the Central Environment Authority
(CEA), this study will assume a single track line designed for operating speed of 100 to
120 kilometers per hour. Design life is to be taken as 100 years for all structures.
Reservation will take into account future widening to double track and the shunting
facilities, station expansion where considered appropriate. Rail/road crossing control will
be grade separated except for selected locations where at grade signal controlled gates
with provision for grade separation in the future if necessary.
The aim of the economic feasibility is to determine the economic feasibility of the
project, by comparing the estimated benefits to the costs of different options of
implementation expressed in terms of economic benefit-cost indicators. The following
steps are to be followed in carrying out the study:
 Identify suitable traces (approximately 1 km wide) based on the best available

maps that will minimize relocation of houses and other social impacts
 Conduct technical pre-feasibility evaluation based on the field surveys and

verifications
 Conduct an early screening of the proposed alternatives based on technical,

environmental and social aspects
 Identify significant impacts associated with each alternative
 Select the most preferred alternative based on the findings from the economic,
social and environmental studies.
INTRODUCTION Page 1
 To estimate the potential traffic demand for the proposed railway operation
under existing conditions.
 To estimate the overall economic benefits for each of the above scenarios.
The aim of the Environmental Impact Assessment (EIA) is to investigate environmental
and social implications associated with the proposed railway extension especially in
selecting the most suitable alternative for the said proposal. Suitable mitigatory
measures are to be proposed along with a monitoring mechanism to minimize any
adverse impacts and to enhance any positive impacts. EIA study will be carried out in
accordance with the Terms of Reference given by the Central Environmental Authority.
1.2 Study Approach
Based on the information given by the Ministry of Transport, New Rail Road
Development Project (MOT/NRDP) a study area was defined to cover all possible
alternatives. Relevant land use maps, 1:50,000 topo sheets and in addition, some digital
maps of the area to scale 1:10,000, 1:2,000 and some satellite images were collected.
Tentative traces were identifies on 1:50,000 maps such a way that they avoid populated
areas. These preliminary alternate traces will be fine tuned after field visits to avoid any
environmentally sensitive areas. The sensitivity of a particular geographical location
could be defined in numerous ways. However, the Gazette Notification dated 24 th June
1993 on the declaration of environmentally sensitive areas based on the National
Environmental Act No 47 of 1980 will be based for the entire study in order to avoid such
lands as practical as possible. After fine-tuned the preliminary alternative traces for the
railway extension with due considerations to environmental sensitivity, different
technical, social, economical & environmental elements and compartments were studied
in detail.
Each team member of the study team has given terms of reference for specific studies in
their areas of specialties. Individual consultants carried out their investigations after a
group field visit. Based on the individual investigations impacts related to environment
were identified and evaluated. After a scoping exercise a simple matrix will was
developed to identify the types of impacts on specific environmental parameters that
might occur from individual project activities. This matrix was used to compare the
alternatives with respect environment considerations.
Simultaneously, based on the ground profiles identified based on the survey map,
approximate cost for each alternative was prepared. Earth work cost, cost of rail track,
signals, bridges and other drainage structures, land acquisition cost, cost of overpasses
INTRODUCTION Page 2
and underpasses, cost of road crossings have been taken into account in the estimation
of approximate project cost. In addition cost of necessary improvements to the existing
KV line from Makumbura (Kottawa) to Fort is also taken in to account.
Discussions were then held among members of the economic and environmental study
groups to determine the preferred alternative based on economic and environmental
aspects.
1.3 Study Area
The project area falls within Colombo & Kalutara districts in the Western Province. Based
on the client’s requirements and taking into account the objectives considered three
alternate traces were selected for the study (Annexure A; Map 1). Description of the
three identified traces, Trace-A – Panadura to Horana, Trace-B – Ratmalana to Horana,
Trace-C – Makumbura to Horana are as follows:
1.3.1 Trace-A – Panadura to Horana
This trace connects Horana to Coastal railway line at Pinwatta, South of Panadura via
Bandaragama. Approximate length of the trace up to Coastal railway line is 17.4 km
(Annexure A; Map 2). The total length from Horana to Colombo Fort through this trace
will be approximately 47 km.
Trace-A goes through following three Divisional Secretariat Divisions (DSD) shows in
INTRODUCTION Page 3
Table 1-1. A statistical synopsis of the three Divisional Secretariat Divisions demography
through which the Trace-A passes is given in the
INTRODUCTION Page 4
Table 1-1 below:
INTRODUCTION Page 5
Table 1-1: Divisional Secretariat Divisions in the Project Area of Trace-A
Total Population
Project area DS Land Area
District Number of Population Density
Divisions (km2)
GN Divisions (persons/ km2)
Panadura 74 46.42 162,979 3,511
Kalutara Bandaragama 102 137.02 86,409 631
Horana 83 204.13 90,526 443
Total/Average 259 387.57 339,914 877
All Grama Niladhari Divisions (GN Divisions) fully or partly falls within the 1 km (500 m
either side) wide corridor is considered as the project impact area and it approximately
covers 18 km2. There are altogether 46 GN Divisions in the project impact area. The
estimated population living in these GN Divisions is about 73,380.
Approximate land use distribution along the area of impact (500 m wide corridor) shows
that traces mainly traverse through Home gardens and Paddy areas. Percentage
distribution of land use is given in the Table 1-2.
Table 1-2: Percentage distribution of Land Use along Trace-A
Land use Type Percentage

Buildup Area 1.1
Coconut 1.3
Chena 0.2
Home Garden 41.0
Marsh Land 0.8
Paddy 40.0
Rubber 10.4
Streams 1.8
Waterhole 0.8
Others 2.6
Total 100.0
INTRODUCTION Page 6
1.3.2 Trace-B – Ratmalana to Horana
This trace connects Horana to Coastal railway line at Ratmalana via Kesbewa.
Approximate length of the trace up to Coastal railway line is 27 km (Annexure A; Map 3).
The total length from Horana to Colombo Fort through this trace will be approximately
38 km.
Trace-B goes through following five Divisional Secretariat Divisions (DSD) shows in Table
1-3. A statistical synopsis of the five Divisional Secretariat Divisions demography through
which the Trace-B passes is given in the Table 1-3 below:
Table 1-3: Divisional Secretariat Divisions in the Project Area of Trace-B
Total Population
Project area Number of Land Area Density
District Population
DS Divisions GN (km2) (persons/
Divisions km2)
Dehiwala –
13 13.00 209,787 16,137
Mt. Lavinia
Colombo Moratuwa 42 19.00 177,190 9,326

Homagama 74 61.00 183,782 3,013
Kesbewa 81 119.00 207,307 1,742
Kalutara Horana 83 204.13 90,526 443
Total/Average 293 416.13 868,592 2,087
covers 27 km2. There are altogether 62 GN Divisions in the project impact area. The
Preliminary investigations reveal that the proposed rail corridor predominantly pass
through Home gardens and Paddy lands (approximately 80%) and then through Coconut
and Rubber.
INTRODUCTION Page 7
Table 1-4 gives the percentage share of land use along the tentative corridor.
INTRODUCTION Page 8
Table 1-4: Percentage distribution of Land Use along Trace-B

Airport 0.5
Buildup Area 3.6
Coconut 9.4
Home Land 47.6
Marsh Land 0.5
Paddy 30.2
Rubber 5.4
Streams 1.5
Tanks 0.1
Tea 0.1
Others 1.1
Total 100.0
1.3.3 Trace-C – Makumbura to Horana
This trace connects Horana to Kelani Velly railway line at Makumbura (Kottawa) via
Diyagama. Approximate length of the trace up to Coastal railway line is 18 km (Annexure
A; Map 4). The total length from Horana to Colombo Fort through this trace will be
approximately 35 km.
Trace-C goes through following three Divisional Secretariat Divisions (DSD) shows in Table
1-5. A statistical synopsis of the three Divisional Secretariat Divisions demography
through which the Trace-C passes is given in the Table 1-5 below:
Table 1-5: Divisional Secretariat Divisions in the Project Area of Trace-C
Population
Number of
Project area DS Land Area Density
District GN Population
Divisions (km2) (persons/
Divisions
km2)
Maharagama 41 37.00 180,112 4,868
Colombo
Homagama 81 119.00 183,782 1,544
Kalutara Horana 83 204.13 90,526 443
INTRODUCTION Page 9
Total/Average 205 360.13 454,420 1,261
covers 18.2 km2. There are altogether 39 GN Divisions in the project impact area. The
Approximate land use distribution along the Trace C of impact (500 m wide corridor)
shows that traces mainly traverse through Home gardens and Paddy areas. Percentage
distribution of land use is given in the Table 1-6.
Table 1-6: Percentage distribution of Land Use along Trace-C

Coconut 8.3
Home Land 45.1
Paddy 39.7
Rubber 4.2
Streams 0.3
Tea 0.2
Others 2.2
Total 100.0
1.4 Literature & Information
The following information and documents have been identified as relevant for this study
and some of them have been already collected and reviewed. The Engineers who will be
assigned to this project by the Ministry would be requested to assist in collecting some of
the balance documents:
 Study and Evaluation of Alternate Routing of Matra-Kataragama Railway Extension,

Dept. of Civil Engineering, University of Moratuwa, 1992.
 Feasibility Study for the Matara Kataragama Railway Extension, Korean Consultants
International, 1991.
 Environment Impact Assessment for the Matara Kataragama Railway Extension, Dept.
of Civil Engineering, University of Moratuwa, 2008.
 Any study or project report relating to planned Coastal railway line improvements.
INTRODUCTION Page 10
 Traffic counts made by the RDA on A2 - Galle Road up to Kalutara, A8 -Panadura-
Horana Road, and on any other A and B class roads and bridges thereon in Colombo
and Kalutara Districts.
 Information on Road safety on A2, A8 and B84 and on any other A and B class roads
in Colombo and Kalutara District.
 Feasibility studies for the proposed Horana Export Processing Zone, International
Stadium at Diyagama.
 EIA studies or any other details pertaining to above projects.
 All reports, designs, cost estimates pertaining to the STDP (Southern Expressway) and
any other road projects carried out in project area.
 Development studies and plans for the districts of Colombo and Kalutara that are
available with other agencies such as the Ministry of Industrial Development, Board
of Investment, Urban Development Authority, Tourist Board etc.
INTRODUCTION Page 11
2 ENVIRONMENTAL IMPACT ASSESSEMENT
The EIA study team comprises of an EIA specialist, Environmental Engineer, Socio-
Economist, Ecologist, Hydrologist, Geologist, Infrastructure Design Engineer, Air, Water
and Noise Quality Specialists, Transport Planner, Urban Planner and Traffic Engineer.
The intention of the Environmental and Social Impact Assessment study is to identify the
primary environmental and social issues associated with the proposed traces for
connection to Horana in collaboration of technical and economic studies and identify the
most preferred alternative. Three alternatives are already identified as reasonable
alternatives and studies were conducted for all three alternatives and compared with the
no project scenario.
Project overview, background information on the project and trace details have been
obtained from relevant authorities. Relevant land use maps have also been obtained.
A scoping exercise was conducted to identify the main environmental and social issues
that may be of concern. All the alternatives were visited by the entire team with officials
of the MOT/NRDP. In this exercise a simple matrix was used to identify the types of
impacts on specific environmental parameters that might occur from individual project
activities. After the scoping exercise each team member conducted specific studies on
the areas of impacts identified.
The selection of the preferred alternative was done based on a quantified and graded
matrix. For this environmental parameters were given an importance value based on
multi criteria ranking technique. The importance is based on the significance to the
environment due to an effect on the particular environment parameter. The importance
values were assigned on local, regional and global context. Information for this exercise
was gathered from the field visits, interviews with locals and experts. Finalization of
significance values was done by the entire team.
Based on the individual investigations the team prioritized the alternatives with regard
the overall environmental and social impacts each would have. Each expert assigned a
value to represent the magnitude of impacts each project activity would have on the
respective environmental parameters on a scale of 1-3. Multiplication of the magnitude
of the impact a project activity has on a particular parameter by the significance of an
impact on that parameter gives a representative value of the impact an activity would
have on an environmental parameter. A value to represent the overall impact of an
alternative of the project was obtained by totaling the impact values. This exercise was
conducted for each of the alternatives and the completed matrices and the calculations
are given in Annexure B.
ENVIRONMENTAL IMPACT ASSESMENT Page 12

Discussions were held with members of the economic feasibility study groups to
determine the preferred alternative based on preliminary findings of the different
aspects discussed below:
2.1 Geotechnical Consideration
The proposed project is located within the Western Province of Sri Lanka and the traces
run through mainly flat terrain with isolated hillocks. During the study following
geotechnical concerns will be considered:
1. Assessing the existing environment pertaining to the geology and soil with the main
focus on:
i. Geology of the area within the corridor;
ii. Geological formations and the subsurface soil characterization; and
iii. Mineral resources found within the trace and the present utilization of such
resources.
2. Identification of the critical areas along the traces related to the following
geotechnical/geological problems:
i. Embankment construction on soft grounds and tunnel construction through
elevated terrain;
ii. Soil erosion during and after construction;
iii. Change in the land form due to the construction activities within and outside
the project corridor due to borrowing of construction material;
iv. Stability of slopes and earth retaining structures; and
v. Disposal of the construction waste.
The identification of the critical areas along the traces and investigation of the impacts of
the construction of the rail track at the critical locations to be carried out using data
obtained from the following sources:
i. Maps and desk study considering topological maps, geological maps, land use
maps to identify probable geotechnical problematic areas for embankment
construction, soil erosion, tunnels and other structures, and slope stability;
ii. Data from other sources such as: ADB and JBIC sections of the Southern
Expressway project, Colombo – Kandy Expressway project, Outer Circular
Highway (OCH), other data available with RDA, Irrigation Department, GSMB;

iii. Reconnaissance of the traces considered paying special attention to the
identified problematic areas;
iv. If required data collection by preliminary field investigations at identified
locations along the routes in assessing the needed engineering solutions.
The data, thus collected, are to be analyzed to find the extent and the magnitude of the
impacts on the existing environment due to the proposed project. The project activities
causing negative impacts on the environment are identified and mitigatory measures are
proposed to minimize the negative impacts on the environment.
Based on the preliminary investigations no serious issues have been identified related to
geotechnical aspects. Impacts are similar in nature for all three alternatives. However,
Trace A – Panadura-Horana is marginally better as compared to other two.
2.2 Hydrological Considerations
The land area that falls in the proposed traces studied with the available 1:50,000 scale
topographic maps and other maps that are available with the Survey Department.
Alternative traces which have been identified studied in detail, with a clear demarcation
of the watersheds that are draining across the proposed center lines. Available contours,
land use/cover maps, will be used to prepare the drainage direction maps. All proposed
traces intercept surface water which is naturally draining in to the Bolgoda Lake. The
general nature of topography indicates that the interception of Bolgoda catchment and
its flood plain may tend to create constraints to surface water movement. These were
verified through field work.
Traces are crossing three branches of a major drain with the same common name which
is the Maha Oya. All watersheds crossing the traces will be studied for drainage and
hydrological concerns. The study will identify the flood detention or retention area that
would be affected due to the rail track. Preliminary investigations indicate the presence
of paddy fields along, upstream and down stream of the traces. Irrigation waterways
along with associated infrastructure will be studied to identify the impacts due to each of
the traces through field visits and desk analysis. Paddy area and other area affected
would be also studied for the comparison of the traces. Field visits will be carried out to
identify the flooding area and the other concerns related to hydrology. Physical
infrastructure such as irrigation and flood control structures in the proposed trace area
will be identified and studied for effects due to the proposed infrastructure.

It can be seen that the Trace C will have the least amount of impacts followed by Trace A
and Trace B respectively.
2.3 Air, Noise and Water Quality Considerations
2.3.1 Air Pollution
Once the reconnaissance survey is done, sensitive areas to the air pollution will be
identified. Available maps are also made use in order to identify the sensitive areas that
fall within 1 km wide corridor of all three proposed alternatives. Based on the number of
trains planned in each of the alternative, likely air pollutant emissions will be estimated.
The alternative that brings about the minimum air pollutants will be selected as the best
alternative in terms of air pollution. Mitigation measures will then be proposed so as to
minimize the likely air pollution caused by the movement of trains.
Particulate Matter
Land clearing during the pre-construction phase could emanate particulate matter once
the vegetative material is dried. It is usual that setting fire to vegetative piles after
uprooting be done and it may cause emission of particulate matter into atmosphere. This
phenomenon is common for all three alternatives hence there is no different bearing on
each alternative.
Demolition of existing building with a view to clearing site could also cause particulate
material to be air borne unless proper mitigations are taken. However this activity is also
found to be not significant and but common to all three alternatives.
Blasting and drilling may be inevitable once the proposed trace runs through rock
outcrops. Proper measures must be taken in order to reduce the particulate matters
being emitted into the atmosphere. Once controlled properly, this activity may not be
common and impacts are not significant.
Transport of construction material is of importance when the fill material is required.

Bringing in dry material together with unloading could create plumes of particulate
material, which is considered to be a temporary adverse impact. This activity is too
common to all three alternatives.
During post construction phase, operation of locomotives particularly diesel engines may
emanate particulate matters into the atmosphere. The distances to be traveled for all
three alternatives seem to be not much different from each other. In addition Table 2-1

shows the number of train movements to be generated for all three alternatives, which is
same for all alternatives. Hence this activity too gives more or less same impacts from all
three alternatives.
Table 2-1: Traffic volumes to be generated for each alternative
Expected Traffic
No. of Trains - Day No. of Trains - Night
To Colombo From Colombo Total To Colombo From Colombo Total
Trace - A 5 5 10 1 1 2
Trace - B 5 5 10 1 1 2
Trace - C 5 5 10 1 1 2
Development of service station might create an environment where temporary plumes of

particulate material will be high for short period of time.
Gaseous Emissions
During construction phase tunneling might create unhealthy situation where gaseous
emissions could result in. The risk of such emissions is very remote provided that proper
measures are taken. However, there are no marked differences in terms of adverse
impacts among alternatives.
During post construction phase, operation of locomotives may emit different gases such
as Carbon Monoxide (CO), Carbon Dioxide (CO2) Nitrogen Oxides (NOx) and Sulfur Dioxide
(SO2) etc. However the distances over which locomotives are designed to travel for three
alternatives and the number of trips per day are not significantly different hence the
impacts are more or less the same from all three alternatives.
2.3.2 Noise Pollution
Reconnaissance survey is done first in order to get familiarized with the key features and
the existing land use in the proposed corridors of the three alternatives. 100 m width of
the corridor will be subject to detail analysis as the other areas beyond the 100 m width
are insignificant in terms of noise levels. All the sensitive areas such as hospitals, places
of worship, places of education, court houses etc. that are found within the 100 m
corridor will then be marked using the 1: 10,000 or 1: 2000 maps for all three

alternatives. The number of trains that are to be assigned for three alternatives for at
least 25 years will be collected and the respective noise levels (Day night noise levels) will
be estimated. Based on the number of sensitive areas and the noise levels predicted the
best alternative that has the least noise pollution will be selected. Once the impacts are
quantified mitigation measures will be proposed in order minimize the excessive noise
levels being propagated into sensitive areas.
Blasting and drilling if available may cause high noise pollution which is excessively
audible in 500 m radius. Hence control measures need to be taken to minimize such
adverse impacts. However there is no marked difference in these three alternatives
mainly due to the fact that there is no significant variation in blasting and drilling
quantities.
Transportation of construction material may emanate high noise particularly in local road
network, which is once again common for all three alternatives. The same is even true for
traffic diversion. The traffic diversion may create local congestion, which could in turn
create insignificant noise pollution.
Deep foundation and tunneling could also be regarded as noise activities, which need
proper measures in order to minimize the adverse impacts. However, such impacts, if
occur may be the same for all three alternatives.
In contrast the noise level to be generated by the operation of locomotives seems to be

the same as the number of trips are same for all three alternatives. However, the existing
environment through which these alternatives are planned are different from each other,
which indicates that the noise sensitive areas that are very likely to be handled are
significantly different. Table 2-2 shows the noise sensitive areas that are found in 500 m
corridor and they must be provided with noise barriers in order to reduce the noise
transmission to such sensitive areas.
It is clear from the Table 2-2 that the alternatives 1 and 2 have 32 and 40 sensitive areas
respectively, and alternative 3 has only 19 such areas. Building barriers to curtail
excessive noise levels being transmitted into sensitive areas such as places or worship,
places of educations, hospitals and court houses etc. are very costly exercise. In Sri Lanka
there are no either standards or any forms of legislation in order to find the maximum
permissible noise levels pertaining to generated by trains. However it is accepted fact in
the other countries that the noise levels perceived within noise sensitive areas be less as
practically as possible.

Table 2-2: Noise sensitive areas: 500 m buffer on either side of proposed alternatives
No of No of Places No of Places No of Court

Section Hospitals of Worship of Education Houses
A10-A20 2 2
A20-A30 1
A30-A40 1
A40-A50 1
A50-A60 1
A60-A70 1
A70-A80
A80-A90 1 1
A90-A100 2 4
A100-A110 2 1
A110-A120 1
A120-A125 1
A125-A130 1
A130-A140 1 2
A140-A150 2 2 2
Sub Total A 0 16 13 3
B10-B20
B20-B30 2 1
B30-B40
B40-B50 1 1
B50-B60 1
B60-B70 2
B70-B80
B80-B90 1
B90-B100
B100-B110 1
B110-B120 1
B120-B130 1
B130-B140

B140-B150 3
B150-B160 1
B160-B170
B170-B180 1
B180-B190
B190-B200 1
B200-B210 1 1
B210-B220 3 2
B220-B230 1
B230-B240 1
B240-B250 1 1
B250-B260 1
B260-B265 1 1
B265-B270
B270-B280 1
B280-B290 1
B290-B300 1
B300-B310
B310-B320
B320-B330 1 1
B330-B340 1 2
Sub Total B 0 24 16 0
C10-C15 2 2
C15-C20 1
C20-C30
C30-C40 1
C40-C50 1
C50-C60 1 1
C60-C70
C70-C80 1
C80-C90

C90-C100 1 2
C100-C110
C110-C120 1
C120-C130 1 4
C130-C140
Sub Total C 2 13 4 0
It is therefore clear that the alternative 3 (i.e. the one goes from Kottawa to Horana) has
the less impacts compared to those of other three alternatives.
The development of service stations may also create excessive noise which could be
combated with mitigation measures easily. However the likely impacts are more or less
the same from three alternatives.
Hazards due to Vibration

Once the reconnaissance survey is done with the help of Department of Archaeology
archaeologically or culturally important places that fall within a corridor of 500 m in all
three alternatives will be identified. Likely vibration levels in connection to train
movement will then be estimated. As per the interim standard on vibration levels
stipulated by Central Environmental Authority, impacts on different structures will be
studied. The alternative that gives rise to the minimum adverse impacts will be selected
as the best option in terms of inconvenience caused by the vibration levels. Finally
mitigation measures will be proposed in order to lessen the vibration impacts on
structures as well as on human inconvenience.
Blasting and drilling and deep foundation and piling may cause excessive vibration levels
resulting in either inconvenience to the neighbors or structural damage or even both.
Hence proper mitigation measures are required to minimize likely adverse impacts.
However, the impacts are more or less the same for all alternatives.
Operation of locomotives may cause enhanced vibration around the rail tracks but the
maintenance of a buffer will make it less predominant in the neighboring areas. This
activity is also same for all three alternatives.

Micro Climate
As the changes in the land form is insignificant, no adverse impacts are likely to alter the
micro climate.
Odor
Diesel engines may create pungent odors when a train passes in a given area but it seems
to be sporadic and gets diluted very soon. Hence no adverse impacts are likely.
Overall conclusion from the section
Trace C (i.e. One from Kottawa to Horana) is preferred to in terms of control of noise
levels particularly in sensitive areas such as places of worship, places of educations,
hospitals and court houses etc. followed by Trace B and Trace A respectively.
2.3.3 Water Quality
A comprehensive and a detailed site-specific water quality investigation report that

includes baseline surface and groundwater quality data and a review of potential
environmental impacts related the water quality during construction and operational
phases will be prepared for the preferred alternative. The proposed alternate traces pass
through several water bodies, such as the Bolgoda Lake and its connected rivers and the
flood plain, which includes vast areas of low-lying land. When the trace moves further
inland, it crosses or passes through paddy fields and yet again low-lying areas. Therefore,
the impacts on water quality and quantity have to be considered resulting from
modifying existing flood detention basins, construction of drainage ditches, channels,
embankments, and alignment improvements etc, for all the alternatives. Impacts from
non-point pollution sources such as runoff from construction sites (during construction
phase), landscaping, and paved areas such as railway tracks and parking lots at stations
are to be identified. Pollutants from point source pollutants which could arise mainly
from stations, railway yards and storage facilities will be identified. Mitigation strategies
and a monitoring plan will be proposed, if the level of pollution is significant. For this, the
following will be given special consideration:
 Is there a possibility of excessive soil runoff from construction sites, especially
resulting from earthmoving activities such as cutting and filling which will cause
water quality degradation in downstream areas connected to water courses?
 Is there a possibility that surface runoff from railway tracks and railway-related
facilities (e.g., stations, yards and storage facilities) will contaminate surface
water sources and groundwater? Is there a possibility that the effluents will

cause long-term damage to the environment or have the possibility of causing
cumulative impacts in aquatic and/or terrestrial ecosystems?
 Do effluents from various facilities, such as stations and parking areas/service
areas comply with the effluent standards (CEA) and ambient water quality
standards (stipulated by various authorities)?
 Will modifications to drainage patterns in the project area or diversions of water
courses lead to changes in water availability (quantity) and thereby adversely
affect the water environment?
Based on the preliminary investigations it can be seen that Trace C will have the least
impacts as compared to Trace A and B.
2.4 Ecological Considerations
2.4.1 Ecological Study Approach
The study area would confine to a 500 m corridor either side of the proposed railway
line. We would enumerate flora and fauna using 100 m line transects in different habitats
found along the proposed trace. The proposed road trace that marked on a 1:50,000 or
1:10,000 land use maps will be referred to identify different locations and habitats types.
The fauna and flora found in each habitat type vary with the climatic zone, geology of the
area, soil types, and the microclimate of the specific site.
Since there are no previous records of habitats, fauna and flora for the project area and
this area will be directly impacted by the project a great deal of emphasis will be placed
on sampling the area demarcated for the proposed railway line. The fauna and flora
found in the surrounding area will also be noted if the habitat type extends beyond 500
m boundary.
Plant species found in all habitats of the project area will be recorded by walking along
the transects. Once the species identified in the field their botanical names, local names
and life forms will be entered in the field note book. In forest habitats (if any) the species
found in different strata (canopy, sub canopy under storey etc.) will also be recorded.
Herbarium specimens are prepared for the plant species that could not be identified in
the field and these will be identified by using published descriptions and taxonomic keys
provided by Dassanayake and Fosberg (Vol. I- VII, 1980 – 1991), Dassanayake, Fosberg
and Clayton (Vol. VIII-IX, 1994 - 1995), and Dassanayake and Clayton (Vol. X- XIV, 1996 -
2000). The taxonomic status of the species present could be determined according to
these publications. The conservation status of the species is determined according to

IUCN list of threatened fauna and flora (2007) and Global Red List 2008 (www.
redlist.org).
Name of the plant family, species name, local name of plant, life form, taxonomic status
(Endemic, Indigenous, Introduced), and conservation status (threatened, endangered
etc.) of species found in all habitats of the proposed project area will be compiled.
All direct/indirect observations and information obtained from other sources on fauna
will be included. The important faunal groups that occur in and around the area are birds,
butterflies, mammals, amphibians, fish and reptiles.
The proposed project area, for the alternative traces for railway connection to Horana, is
situated in the southwest wet zone of the country, in Colombo and Kalutara districts of
the Western Province. This area belongs to the floristic region five, ‘Northern wet
lowlands’ and the characteristic natural vegetation type is tropical wet evergreen or
lowland rain forests. However, natural climax vegetation formations such as rain forests
are not found in the project area due to the urbanization. For example, the highest
proportion of the urban population is centered in the Western Province and over 3213
and 1265 persons per km2 recorded from Colombo and Kalutara districts, respectively.
The mean annual rainfall is between 3000 and 3500 mm and the mean annual
temperature varies from 26.5 to 28.5 0C.
Based on the ecological parameters such as rainfall, vegetation, soils and present land
use, Sri Lanka can be divided into three major ago-ecological zones: Wet, Intermediate
and Dry zones. The sub division of the three major climatic zones into regions is based on
the amount and distribution of rainfall, elevation and soils which is the dominant
influence. The wet zone demarcates the area, which receives moderately high mean
annual rainfall of over 2500 mm with no rain shadow effect during monsoons and
comprises the southwest part of the island. The proposed project area belongs to the
Agro Ecological Region WL1b, WL2a and WL3 (Wet Lowlands), having >2500 mm average
annual rainfall, below 300 m elevation, 27.5 oC average annual temperature, and Red-
Yellow Podzolic and Low Humic Gley soils.

2.4.2 Methodology used for Ecological Study
A reconnaissance survey was carried out to identify major habitats / vegetations in and
around the proposed project area. Rapid survey was carried out in order to prepare a
species inventory, to identify possible ecological impacts and to identify existing
environmental problems / issues within the proposed project area and out side of the
project area. This survey included field assessment using line-transect method going
through identified habitats / ecosystems and literature review of recent related
published material. A floristic survey of the higher plants was carried out to record the
plant species found in different habitats/ ecosystems. All groups of vertebrates such as
Birds, Reptiles, Amphibians, Fish and Mammals and one invertebrate group namely
Butterflies were the main groups of fauna focused in this survey.
Flora Sampling
General surveys were carried out in order to document the flora in the area. Direct
recording methodology was used to determine the diversity of flora. Lists of plants were
prepared with reference to different habitats / ecosystems of the study area. In addition,
threats and human disturbances associated with the habitats were also noted.
Fauna Sampling
Sampling of fauna was done in parallel to the floral transects. Visual Encounter Survey
(VES) methods were used to record faunal species. Both direct and indirect observations
(calls¸ foot marks, pellets, tracks) were made.
Secondary information on biodiversity and environmental issues were collected by

personal communication with villagers and relevant officers. This was also done by
reviewing published documents and unpublished data. In addition, photographic records
were made of the visual aspects of biodiversity.
The observed floral and faunal species were identified by using published descriptions
and taxonomic keys provided by Dassanayake and Fosberg (1980 - 1991), Dassanayake et
al. (1994 - 1995), Dassanayake and Clayton (1996 - 1999), D’Abrera (1998), Harrison
(1999), Phillips (1935), Kotagama (2005), Goonatilake (2007), Manamendra-Arachchi and

Pethiyagoda (2006), Das and De Silva (2005), De Silva (2006), Somaveera (2007), (Table
2-3).
The conservation status of the species was recorded according to The 2007 Red List of
Threatened Fauna and Flora of Sri Lanka (IUCN SL and the ME&NR, 2007).
Table 2-3: Key references used for identification, nomenclature and taxonomic status
of species
Group Source
Dassanayake, M. D. & Fosberg, F. R. (eds.) (1980-1991); Dassanayake,

M. D., Fosberg, F. R. and Clayton, W. D. (eds.) (1994-
Flora
1995);Dassanayake, M. D. and Clayton, W. D. (eds.) (1996-1999);
Senaratna (2001)
Amphibians Manamendra-Arachchi, K. and Pethiyagoda, R. (2006)
Reptiles Das, I. and De Silva, A. (2005); De Silva A. (2006); Somaveera (2007)
Birds Harrison & Worfolk (1999)
Phillips, (1935); Kotagama, S.W. (2005); Weerakoon and Goonatilake

Mammals
(2006)
Fishes Goonatilake (2007)
Butterflies D’Abrera, B. (1998); Perera and Bambaradeniya (2006)
2.4.3 Existing Habitats / Vegetations and Flora of the Project Area
Ten main natural and man made habitats were identified in and around the project area
during the study. Paddy land (PL), Abandoned paddy lands (AP), Coconut lands (CL),
Rubber plantations (RP), Road Side vegetation (RD) and Home gardens (HG) are
identified as man made habitats and Marshlands (ML), Rivers (RV), Streams (ST),
Secondary forest (SF) are the main natural habitats in and around the project area. (Table
2-4).

Table 2-4: Main habitats found in the road trace.
Proposed Habitats
Trace RD PL AP CL RP HG ML RV ST SF
Trace A X X X X X X X X X
Trace B X X X X X X
Trace C X X X X X X X
Road Side vegetation (RD), Paddy land (PL), Abandoned paddy lands (AP), Coconut lands
(CL), Rubber plantations (RP), Home gardens (HG), Marshlands (ML), Rivers (RV), Streams
(ST), Secondary forest (SF)
The common plant and animal species recorded from different habitats during the
reconnaissance visits are given below.
Road Side Vegetation
Ageratum conyzoides (Hulantala), Mikania cordata (Vatu Palu), Osbeckia aspera

(Bowitiya), Panicum maximum (Rata Tana), Clerodendrum infortunatum (Pinna),
Eupatorium odoratum (Podisinnamaran), Urena lobata (Patta Epala), Lantana camara
(Gandapana), Hyptis suaveolens, Sida acuta (Gas Bavila), Boerhavia diffusa, Pennisetum
polystachion
Paddy Lands and Abandon Paddy Lands
Ludwigia sp., Colocasia esculenta (Gahala), Cyperus spp., Eleocharis spp., Marsilia
quadrifolia, Monochoria vaginalis (Jabara), Hygrophila ringens, Limnocharis flava,
Panicum repens, Rhynchospora corymbosa
Rubber Plantations
Alstonia macrophylla (Hawari Nuga), Ageratum conyzoides (Hulantala), Mikania cordata

(Vatu Palu), Desmodium heterocarpon (Et Undupiyaliya), Pueraria phaseoloides, Osbeckia
aspera (Bowitiya), Panicum maximum (Rata Tana), Clerodendrum infortunatum (Pinna)

Coconut Lands
Eupatorium odoratum (Podisinnamaran), Centrosema pubescens, Flemingia strobilifera,

Urena lobata (Patta Epala), Osbeckia aspera (Bowitiya), Panicum maximum (Rata Tana),
Microcos paniculata (Kohu Kirilla), Clerodendrum infortunatum (Pinna), Lantana camara
(Gandapana)
Marshlands
Annona glabra (Wel Atha), Phragmites karaka, Pandanus kaida (Wetake), Barringtonia
racemosa (Diya Midella), Cerbera odollam (Gon Kaduru), Ludwigia sp., Ludwigia
peruviana, Nymphaea pubescens (Olu), Colocasia esculenta (Gahala), Lagenandra ovata
(Ketala), Ipomoea aquatica (Kankun), Typha angustifolia (Hambu Pan), Cyclosorus
interruptus, Polygonum glabrum, Ceratopteris thalictroides, Flagellaria indica (Goyi Wel),
Schoenoplectus grossus, Rhynchospora corymbosa, Fimbristylis spp., Eleocharis spp.,
Cyperus spp., Hydrocera triflora,
Glochidion zeylanicum (Hunu Kirilla), Antidesma ghaesembilla (Bu Embilla), Syzygium

caryophyllatum (Dan), Premna obtusifolia (Maha Midi)
Rivers
Aponogeton crispus (Kekatiya), Colocasia esculenta (Gahala), Lagenandra ovata (Ketala),

Ipomoea aquatica (Kankun), Hanguana malayana (Induru), Nymphoides indica (Kumudu),
Nymphaea pubescens (Olu), Limnophila aquatica, Ceratophyllum demersum, Ludwigia
sp., Ludwigia peruviana
Annona glabra (Wel Atha), Phragmites karaka, Pandanus kaida (Wetake), Ardisia elliptica
(Balu Dan), Barringtonia racemosa (Diya Midella), Cerbera odollam (Gon Kaduru)
Sonneratia caseolaris (Kirala), Acrostichum aureum (Keran Koku)
Streams
Colocasia esculenta (Gahala), Lagenandra sp. (Ketala), Blyxa auberti, Marsilia quadrifolia,
Eichhornia crassipes (Japan Jabara), Monochoria vaginalis (Jabara), Salvinia molesta,
Ludwigia sp., Ludwigia peruviana,

Saccharum spontaneum (Wal Uk), Annona glabra (Wel Atha), Cerbera odollam (Gon
Kaduru), Pandanus kaida (Wetake)
Secondary Forest
Alstonia macrophylla (Hawari Nuga), Pagiantha dichotoma (Divi Kaduru), Dillenia retusa
(Goda Para), Macaranga peltata (Kenda), Mallotus tetracoccus (Bu Kenda), Symplocos
cochinchinensis (Bombu), Clerodendrum infortunatum (Pinna), Mussaenda frondosa
(Mussanda), Dillenia suffruticosa (Diya Pra), Artocarpus nobillis (Wal Del), Gomphia
serrata (Bo Kera), Trema orientalis (Gadumba), Euodia lunu-ankenda (Lunu Ankenda),
Acronychia pedunculata (Ankenda), Ziziphus rugosa (Maha Eraminiya), Ziziphus oenoplia
(Heen Eraminiya), Toddalia asiatica (Kudimiris), Carallia brachiata (Dawata)
Home Gardens
Mangifera indica (Amba), Alstonia macrophylla (Hawari Nuga), Areca catechu (Puwak),
Cocos nucifera (Pol), Artocarpus hetarophyllus (Kos), Artocarpus incisus (Rata Del),
Anacardium occidentale (Caju), Terminalia catappa (Kottan), Swietenia macrophylla
(Mahogani), Syzygium malaccense (Jambu), Psidium guajava (Pera), Nephelium
lappaceum (Rambutan), Musa x paradisiaca (Kesel)
A total number of 164 plant species with 5 endemic and 2 nationally threatened species
recorded from the study area during the field visit. (Table 2-5)
Table 2-5: Summary of the flora species recorded during the field visit
Number of Number of Endemic Nationally Exotic

Family Species Species Threatened Species
VU-1
71 164 5 53
EN - 1
VU-Vulnerable, EN - Endangered

2.4.4 Fauna of the Project Area
A total number of 70 faunal species (40 Birds, 17 Butterflies, 3 Reptiles, 2 Mammals, 5

Fish and 3 Amphibian) species were recorded from the study area. (Table 2-6)
Table 2-6: Summary of the faunal species recorded during the field visit
Taxonomic Total Endemic Nationally Exotic

Group Number Species Threatened Species
Birds 40 0 0 0
Butterflies 17 0 0 0
Reptiles 3 0 0 0
Mammals 2 0 0 0
Fishes 5 0 0 0
Amphibians 3 0 0 0
2.4.5 Threatened and Endemic Fauna and Flora
Garcinia quaesita (Goraka), Litsea longifolia (Rat Keliya), Artocarpus nobillis (Wal Del),
Syzygium operculatum (Batadamba) and Lagenandra sp. (Ketala) are endemic plant
species inhabit in proposed project area. Lagenandra ovata (Ketala) and Calamus rotang
(Heen Wewel) are nationally endangered and vulnerable in conservation status.
Summary of Findings
The reconnaissance survey revealed that there would be more ecological impacts of the
Trace A, Pinwatte to Horana compared to other two traces B & C; Ratmalana to Horana
and Kottawa to Horana. Trace A traverse through marsh areas along Bolgoda river and
the lake while other two traces intersect more built up areas, paddy fields and home
gardens. Therefore, considering the impacts on semi-natural habitats in the project area
such as marshes, abandoned paddy fields etc. Traces B and C would be more appropriate
for detailed studies on impacts due to the propose project activities.

2.5 Socio Economic Considerations
The main objective is to analyze the socio-economic feasibility of the railroad proposed
to connect Horana to other feasible destination/s. The analysis of the socio-economic
component will generate supplementary inputs for overall analysis (Multi-criteria-MCA)
of the feasibility study including social impact assessment of the EIA.
2.5.1 Approach to the socio-economic study
Stepwise approach will be followed in data collection, data analysis and report writing.
The steps intend to follow and the analyses attempts at each step are described below:
Step – 1- Contribution for selecting suitable trace for intensive study
The sociologist and his team will work in close integration with other consultants of the
study team in the selection process of a suitable trace. The socio-economic parameters
(indicators) will be used to assess the suitability of a trace for intensive feasibility study.
The parameters those will be used for screening process include:
 Settlements and population
 Cultural , religious, historical and archeological aspects
 Social relations and other elements of social capital
 Livelihood related activities ( employments, income , education etc)
 Local, regional and national economies.

Likelihood impacts of the 3 alternative traces ( both positive and negative) will be
compared and contrasted using the values of the parameters mentioned above and such
analyses will contribute as inputs for multi-criteria analysis of screening to select a
suitable trace.
Step 2- The social impact assessment of the selected trace
Social Impact Assessment (SIA) will provide study based empirical information to
evaluate the likelihood social impacts of the proposed rail road to be connected to
Horana. The same information will be used to assess the socio-economic feasibility of the
project. The activities involved in the SIA are described below:
The analyses of the SIA will be based on separated sections of the road trace (The road
trace will be separated into sections for creating units for specific assessments). Three
hierarchical levels of geographical units will be used for data collections and analysis of

the impacts. The 3 geographical units and their relevance to the SIA are described in the
Table 2-7 below.
Table 2-7: The details of the Social Impact Assessment (SIA)
Geographical Unit Relevance to the SIA Data Needs

Divisional secretariats in The catchments of the traffic flow ( Population, income and
the project area ( DS road influential area) to the rail other livelihood related data,
divisions) road, General socio-economic social organizations available
context of the project area , the etc.
responsible administrative unit of
the project in terms of mitigation of
social impacts and ensuring social
safeguards. If the proposed project
creates resettlement impact the DS
divisions are legitimate body for
implementing resettlement
programs (A significant stakeholder
of the project).
Immediate vicinity of the 500 meter corridor of land will be All relevant data on the
project studied as required for the EIA. This socio-economic environment
corridor will include about 20M land that are required for
belt of ROW that is required for comprehensive analyses of
project implementation and also the the likelihood impacts of the
immediate vicinity of the ROW project
Project implementing This will be the land belt that needs -do-
area complete clearance for
implementation of the proposed rail
road project
The following methods will be employed to collect data and information.

Table 2-8: The methods intend to employ for information generation of SIA
Step Method Data Relevance

Step Reconnaissance Qualitative information on Understanding of the socio economic
1 visits with other existing socio economic environment in general through
team members of environment which potential road trace may fall. It
EIA will provide opportunity for
interactions with other team-
members to discuss on the relevant
environmental issues of the
proposed project.

Step Initial walk through Documentation of human Help to assess the nature of
2 surveys settlements and other settlements and magnitude of all
related features in the other relevant features in the socio
project study area (all economic environment. Develop a
relevant socio-economic community map.
features in the project area)
Step Focus group Views of local community, Assessment of socio-economic

3 discussions and number of houses, families impact from stakeholder view point
questionnaire and other properties likely and development of profile on
survey to affect (religious, affected persons and properties.
archeological, public and so
on).
To provide supplementary inputs for screening of 3 traces identified as potential rail-lines

the sociologist assigned scoring system indicating 1, 2, 3 (minus scores indicating
negative impacts and plus cores indicating positive impacts). Various parameters under
human interest and economics were use to assigned scores. The impact potentials during
pre construction, construction and post constructions were considered. According to the
scores assigned, Ratmalana – Horana trace became most economically and socially
beneficial rail-trace followed by Trace A Panadura – Horana trace and Trace B Kottawa –
Horana trace respectively.
Negative impacts of trace A: Panadura – Horana
The likelihood impacts identified during reconnaissance visit to Pinwatta – Horana line
trace are mentioned in Table 2-9.
Table 2-9: Likelihood negative impacts along Trace A Panadura – Horana
Points of Location Likelihood negative impacts

the trace
A 0 – 25 Near Pinwatta railway station, About 5 – 7 houses near Pinwatta railway

Pinwatta Saddhramakara station might have negative impacts, 6 houses
Vidyatana Pirivena, near Kurunduwatta road may have some
Kurunduwatta road, Dikbedda impacts. Saddharamakara Vidayathana Privena
road, Madupitiya road near may have some negative impacts due to noise.
Pinwatta There may be some impacts on drainage water
near Madupitiya road.

A 40 Kohumola road, Factory buildings and staff quarters of the
Sinkuwawatta industry
A45 Bodhirukkarama road , About 10 – 15 houses belongs to moderate

Pamunugama income earning groups may have some
impacts.
A 60 Shanthi Mawatha, Imbuliha Densely populated with congested houses.

GN division People settle-down in small pieces of lands
developed by private property developers.
A 70 Maha Bellana GN division Traditional village with small houses,

agriculture environment
A 100 Ihalavewita GN divisions Densely population and densely houses.
A 125 Raigama GN division – Some houses might get affected, but low
Anguruwathota road density population
A 140 Rajamaha vihara Mawatha, Densely populated area with large houses.
Pokunuwita
Negative Impacts of Trace B: Ratmalana - Horana
The locations along the trace where significant negative impacts observed are
summarized in Table 2-10
Table 2-10: Likelihood negative impacts along Trace B: Ratmalana - Horana

the trace
B40 Near Ratmalana timber Some government institutions are located.

corporation
B50 Borupona road, Ratmalana Deaf & blind school, and many other houses
are located
B60 Maligawa road _ Ratmalana 2 government institutions with large

number of employees are located

B70 Sri Sasana Jothi Mawatha Water supply & drainage board and also
office of the sugar Research Institute are
located
B80 Katubedda – Moratuwa , Densely populated and densely houses

Model town road
B90 Sri Rahula Mawatha, New Large number of houses are located
town Katubedda
B 100 to Devala road, Dandeniya Large number of houses belong low income
B110 watta, New town Katubedda group.
B 120 to Katubedda, Wewala - Moderate densely population and some

B150 Kesbewa scattered houses
B 160 Sawarapola - Moratuwa Densely populations and some factories
B 175 Madapatha road - Piliyandala Densely populations and scattered houses
B 190 Gonamaditta road - Kesbewa Densely populations and densely houses
B 200 Kesbewa town Densely populated urban area, business

locations and houses may be affected
B 220 Velanda Kumbura road, Densely populated area

Undurugoda GN divisions
B 230 Wethota road, Undurugoda Densely populated area

GN divisions

Negative Impacts of Trace C: Kottawa - Horana
The locations along the trace where significant negative impacts observed are
summarized in Table 2-10
Table 2-11: Likelihood negative impacts along Trace C: Kottawa - Horana

the trace
C10 Near Horana, Panadura road, Moderate densely population &

Galledandugoda GN division moderate number of houses
C20 Pokunuwita GN division, Pathiraja Moderate densely population &

Mawatha moderate number of houses
C40 East Kumbuka GN divisions. Horana Densely populated area with

some garment factories
C50 to C70 East Kumbuka, South Kumbuka, Moderate densely population &
Gonawala GN division, Moragahahena moderate number of houses
road
C95 Sri Gnanananda Mwatha, diyagama GN Densely populated & dense

division number of houses
Concluding remarks
As far as negative social impacts are concern, Pinwatta – Horana trace and Kottawa –
Horana trace received high scores. Ratmalana – Horana received the lowest scores. In
terms of positive impacts especially likely economic benefits generated in the post
construction phase Ratmalana – Horana would be the most significant trace.

2.6 Transport Considerations
The topography traversed has an influence on the alignment and design speed of the track.
Topography affects both horizontal and vertical alignments, but its effects are more
significant on vertical alignment. Topography is broken in to two classifications: level, and
rolling.
In this study, the trace lengths is divided into segments of 1 - 2 km and terrain condition of
those segment will be estimated using the contours of the topo sheets. Terrain condition of
the sections that contours are not cleared is determined during the field visit. This would
help to estimate the number of sections in different terrain conditions on proposed
alternative traces. The maximum grade for a rail line is a function of land use, terrain and
design speed. The sections with higher grades should be aligned to get the allowable
maximum grade. Track length of cut and fill and possible deviation to the trace will be
estimated. Infrastructure requirements such as bridges, culverts, retaining walls etc. and
stations and access roads to stations will also be taken in to account in the comparison of
alternatives.
In addition changes in accessibility and mobility in the area due to the railway line, possible
safety issues and other transport system requirements such as changes to existing bus
routes, terminals are also be considered.
According to the preliminary findings it can be seen that Trace C rank will be the best
alternative followed by Trace A and Trace B.
2.7 Land Use/ Aesthetics Considerations
After getting the overview about the project, reconnaissance survey was carried out with
the team, to familiarize with the area. Available data and information were reviewed with
field survey data and photographs. Detail land use maps were used to understand the
gravity and present scenario. Based on the information collected possible impacts were
identified for each trace and given in the scoping matrix. Once the preferred alternative is
selected detail mitigatory measures will be proposed to minimize the negative impacts.
Preliminary investigations suggest that the Trace B from Ratmalana will contribute more to
land use development in the area as compared to other two alternatives. Trace C rank
number two followed by Trace A.

3 COMPARISON OF ALTERNATIVES BASED ON ENVIRONMENTAL
CONSIDERATIONS
The selection of the preferred alternative was done based on a quantified and graded
matrix. For this environmental parameters were given an importance value based on multi
criteria ranking technique. The importance is based on the significance to the environment
due to an effect on the particular environment parameter. The importance values were
assigned on local, regional and global context. Information for this exercise was gathered
from the field visits, interviews with locals and experts. Finalization of significance values
was done by the entire team and the finally agreed values are given in Table 3-1 below:
Table 3-1: Significance values selected for the analysis
Environment Significance values
Parameter Mean of Std. Selected
individual inputs Deviation Value
Water 7.5 2.4 7
Air & Noise 8.4 2.4 8
Hydrology 11.7 1.5 12
Earth 8.7 1.9 9
Ecology 6.7 3.0 7
Land Use 12.0 3.1 12
Aesthetics 6.1 2.0 6
Human Interest 16.5 4.4 16
Transportation 12.3 3.9 12
Economic 11.0 2.2 11
Each expert was asked to distribute the agreed significance value for a given environment
parameter among the sub parameters used for the analysis. These values are given in the
matrices in Annexure B. Based on the field studies each expert identified the activities that
may cause positive or negative impact on the environment parameter under consideration.
After assigning the magnitude of impacts each project activity would have on the respective
environmental parameters on a scale of 1-3 they were multiplied by the corresponding
significance of the environment parameter under consideration to arrive at a representative
value of the impact an activity would have on an environmental parameter.
The three alternatives were compared based on the scores obtained above. Analysis was
carried out based on the total scores obtained, positive and negative scores for different
stages of the project and the weighted score that takes in to account the number of sub

parameters used for differences environmental parameters. Weighted score was calculated
by dividing the sum by the maximum possible score. Results of the analysis and the
corresponding rankings are given in Table 3-2 & Table 3-3 below.
It is clearly seen that the Trace A from Panadura is not a candidate for the preferred
alternative. Traces B and C are very close in comparison except for the difference in length.
Trace B from Ratmalana emerges as the best alternative with respect to total score and
impacts during post construction stage. Trace C from Kottawa emerges as the best
alternative with respect to weighted score and the impacts during construction stage.
Hence it is decided to consider the estimated engineering cost of the project, traffic flow
considerations and the potential of land use development evaluated under economic
feasibility to finalize the identification of the preferred alternative.

Table 3-2: Comparison with respect to Environment Parameters
Environment Score Rank Weighted Score Rank
Parameter Trace A Trace B Trace C Trace A Trace B Trace C Trace A Trace B Trace C Trace A Trace B Trace C
Water -170.0 -201.0 -124.0 2 3 1 -0.329 -0.390 -0.240 2 3 1
Air & Noise -49.0 -50.0 -46.0 2 3 1 -0.063 -0.065 -0.059 2 3 1
Hydrology -295.8 -310.8 -247.8 2 3 1 -0.382 -0.402 -0.320 2 3 1
Earth -80.1 -86.4 -86.4 1 2 2 -0.155 -0.167 -0.167 1 2 2
Ecology -321.1 -276.5 -269.5 3 2 1 -0.311 -0.268 -0.261 3 2 1
Land Use -190.0 -155.0 -185.0 3 1 2 -0.295 -0.240 -0.287 3 1 2
Aesthetics -109.2 -104.4 -108.6 3 1 2 -0.106 -0.101 -0.105 3 1 2
Human Interest -195.0 -78.0 -212.0 2 1 3 -0.137 -0.055 -0.149 2 1 3
Transportation -63.0 -65.0 -23.0 2 3 1 -0.122 -0.126 -0.045 2 3 1
Economic 146.0 112.0 68.0 1 2 3 0.189 0.145 0.088 1 2 3
Total -1327.2 -1215.1 -1234.3 3 1 2 -1.713 -1.669 -1.547 3 2 1
Table 3-3: Comparison Based on the Stage of Construction

Pre Construction Construction Post Construction All Stages
Trace Positive Negative Total Positive Negative Total Positive Negative Total Positive Negative Total
A 4 -187 -183 220 -1257 -1037 322 -432 -110 546 -1875 -1329
B 8 -238 -230 190 -1176 -986 414 -414 0 612 -1828 -1215
C 2 -230 -228 231 -1180 -948 368 -426 -58 601 -1836 -1234
Rank Rank Rank Rank
A 2 1 1 2 3 3 3 3 3 3 3 3
B 1 3 3 3 1 2 1 1 1 1 1 1
C 3 2 2 1 2 1 2 2 2 2 2 2

4 ECONOMIC FEASIBILITY
Economic feasibility study will consists of two parts. Pre feasibility study that will be carried
out to identify the preferred alternative and subsequently a detail economic feasibility will
be done for the selected alternative. The transport analysis of the pre-feasibility study will
be done in number of steps as follows:
4.1 Pre-feasibility study
Step 1: Collecting preliminary information
Study reports on relevant previous studies such as Environment Impact Assessment for the
Matara Kataragama Railway Extension, 2008, Study and Evaluation of Alternative Routing of
Matara – Kataragama Railway Extension, Dept. of Civil Engineering, University of Moratuwa,
1992, feasibility Study for the Matara – Kataragama Railway Extension, Korean Consultants
International, 1991 are to be reviewed. Further, feasibility studies for the proposed Horana
Export Processing Zone, International Stadium at Diyagama (if available) will be reviewed.
Latest information on Southern Highway Project and other data available with RDA have
been requested. Information on development proposals and relevant land use maps and
satellite images were obtained from the Urban Development Authority. Tentative traces for
the alternatives proposed were identified on 1:50,000 maps and 1:10,000 maps were
available. A criterion used was to minimize the relocation of people, avoid difficult terrain
and avoiding environmentally sensitive areas.
Step 2: Initial Field visits
Initial field visits in the study area were carried out to verify the land use patterns.
Appropriate locations to carry out traffic survey were identified based on the anticipated
travel patterns within the study area.
Step 3: Traffic Surveys
Manual classified traffic counts along with Origin – Destination (O-D) survey were carried
out at five different locations. Origin destination (O-D) trip matrix estimation from traffic
count surveys is regarded as the most economical and effective methodology in road
network analysis for transport planning. Information about where people go, why, when
and how they choose to get there is assume as an important resource for planning
ECONOMIC FEASIBILITY Page 40

The fundamental procedure of selecting survey locations was based on the shortest path
concept, assuming the travelers select the shortest path of the existing network as a prime
determinant of route choice. The best survey locations for O-D estimation were selected
considering study area for Horana Rail link and KV line extension. The best survey locations
for this study are as follows:
Table 4-1: Schedule of Traffic Survey Locations
Road and survey location
On B84 Road near Kesbewa

On A8 Road near Horana Vidyarathna Piriwena junction
On A8 Road near Panadura junction
On B295 near Kospelana junction
On B239 Road near Diyagama
On A2 Galle Road near Angulana
A Separate bus passenger counts also carried out at these survey locations. Summary of the
traffic surveys are given in Annexure C.
Step 4: Inventory Surveys
An inventory of all road links in the study area that may experience some effect due to
proposed changes will be prepared based on the information collected. In addition for each
trace, details on land use and location of all anticipated structures; culverts & bridges,
number of buildings within the project affected areas, number of road crossings, ground
profile along the trace were collected. Summary of this information is given in Appendix D.
Step 5: Collection of Other Information
Collection of information and data pertaining to the determination of land acquisition cost,
vehicle operating cost, congestion cost, rail construction and maintenance cost, accident
costs, pollution costs and value of passenger travel time will also be done prior to analysis.
Some of this information has already been collected.

Step 6: Evaluation of Alternatives
Ranking of alternatives were done taking in to account the technical considerations;

geotechnical, hydrological & infrastructure development, socio-environmental
considerations as discussed above and traffic & transportation considerations; travel time
savings, development benefits, accident reduction costs etc.
Ways to improve the connectivity between the major towns/development areas within the
influence area and its environs and reducing demand for road based transport is also
considered in this exercise. Once the consensus for the selected alternative is received from
the Ministry of Transport, the detail feasibility study can be carried out.
For the identification of preferred alternative, approximate cost of construction of each rail
link was estimated based on the costs of earth work, track construction & signaling, bridges
and other drainage structures, existing track improvements, cross road improvements &
over and under passes and land acquisition. Table 4-2 gives the summary of the cost
estimates. It is seen that Trace A has the least cost followed by Trace C and Trace B.

Table 4-2: Summary of Cost estimates
Alternative Earth work Track & Bridges & Cross roads, Land Sub Total Improvement Total
cost signaling drainage over & under acquisition of existing
structures passes track
A - Panadura-Horana 1,046,492,167 1,236,154,029 677,923,265 714,977,792 3,048,590,000 6,724,137,253 - 6,724,137,253

B - Rathmalana-Horana 1,447,849,673 1,916,038,745 1,119,391,455 1,427,018,360 9,957,900,000 15,868,198,232 - 15,868,198,232
C - Kottawa-Horana 785,330,044 1,276,648,730 397,096,076 683,793,343 4,425,350,000 7,568,218,193 - 7,568,218,193
(i) The cost of improvements on the existing trace is assumed to be 1/2 of the cost of building a new double track rail road. 8,195,921,445 15,764,139,638
(ii) The cost of improvements on the existing trace is assumed to be 3/4 of the cost of building a new double track rail road. 9,985,727,119 17,553,945,312
(iii) The cost of improvements on the existing trace is assumed to be equal to building a new double track rail road 11,775,532,793 19,343,750,986

Considering the total distance to Colombo Fort and the travel time by train and also based
on the present demand for travel, Trace B will be preferred over the other two. Trace A will
be the least preferred alternative. Further, Trace A is the least preferred alternative with
respect to social and environmental considerations.
Therefore, Trace B and Trace C are to be compared to identify the preferred trace. With
respect to travel time, Trace C will be competitive only if the existing KV line is upgraded to
the standard of present Coastal line. Hence for the cost estimate an improvement cost for
the KV line is considered. It can be seen that the Trace C will be competitive if the
improvement cost per km is less than 50% of the cost of a new double track line km.
Hwoever, Trace C needs not to cross the Southern Transport Development Project which is
under construction. If the anticipated developments around Diaygama, Makumbura and
Kottawa become reality there will be an increase demand for Trace C. Considering the above
and the fact that the lesser amount of buildings to be get affected, Trance C appeared to
have a slight edge over Trace B to become the preferred alternative.

4.2 Feasibility Study
Once the identified preferred alternative is agreed, detail geotechnical and hydrological
studies will be carried out. Based on the findings of the above, geometric design of the rail
track and the improved cost estimate for construction of the proposed rail road will be
carried out.
Based on the traffic and passenger data collected the potential passenger & freight
movements for the proposed railway operation under existing conditions and future
development scenarios will be estimate. The overall economic benefits for each of the
above scenarios will also be carried out. Finally overall cost benefit analysis will be
conducted.

5 SCOPE OF WORK
Details of the revised scope of work are as follows:

a) To undertake a field survey along with the relevant officers of the Ministry in order to
determine an approximate trace together with any minor alternative deviations that
may be considered necessary for purpose of discussion and to mark the same on
1:10,000 scale topographical maps.
b) To finalize the proposed 1-km corridor (500m either side), mark on a 1:10,000 scale
topographical map and to identify the main development issues and basic road design
parameters.
c) To estimate the potential passenger & freight for the proposed railway operation
under existing conditions and anticipated development scenarios.
d) To estimate the overall economic benefits for each of the above scenarios.
e) To estimate the approximate cost for construction of the proposed rail road based on
recent rail road construction costs and other information made available by the
Ministry for the agreed design standard.
f) To present above to the Ministry in the form of presentations and in terms of hard
and soft copy reports as set out below:
(i) Draft Final Reports, a) EIA (without translations) containing environmental
impacts and mitigatory measures and b) Economic Feasibility report containing
the economic cost, benefit analysis for the proposed rail road.
(ii) Final Report (with Sinhala translations) after comments is received from the
Ministry for the Draft Final Report.
SCOPE OF WORK Page 46

6 ACTIVITIES & REPORTS
It is proposed submit four reports prior to the preparation of the final report as indicated in
the Table 6-1 below:
Table 6-1: Submission of Reports
Report Expected Date of Submission

Draft final Report 31st March 2010
Final Report 15th May 2010
ACTIVITIES & REPORTS Page 47

ANNEXURE A: MAPS
ANNEXTURE Page 48
ANNEXURE B: MATRICES
ANNEXTURE Page 49
ANNEXURE C: SUMMARY OF TRAFFIC COUNTS
ANNEXTURE Page 50
ANNEXURE D: SUMMARY OF INVENTORY SURVEYS
ANNEXTURE Page 51
ANNEXTURE – List of Consultants
Prof. Saman Bandara (Team Leader – Traffic Engineering Specialist)
B.Sc. Eng. (Hons), Ph.D.(Calgary), CMILT
Professor in Civil Engineering, Department of Civil Engineering, University of Moratuwa
Dr. M.A.W. Kuamara (Infrastructure Design Specialist)

B.Sc. Eng (Hons), M.Sc. (South Florida), Ph.D. (Florida)
Senior Lecturer, Department of Civil Engineering, University of Moratuwa
Prof. Sohan Wijesekara (Hydrology Specialist)

BSc Eng(SL), PG Dip Hyd Str (Moratuwa), MEng (Tokyo), DEng (Tokyo), CEng, FIE (SL), MICE
(Lond)
Dr. Saman Thilakasiri (Geotechnical Specialist)

B.Sc. Eng. (Moratuwa), M.Sc. (Soil Mechanics) (London), DIC (London), Ph.D. (Florida), C.Eng.
MGES (Sri Lanka)
Prof. N. Ratnayake (Environmental Engineering Specialist)

B.Sc. Eng. (Cey), M.Eng (Wales) CEng, FIE (SL)
Dr. Mahesh Jayaweera (Air Quality & Noise Specialist)

B.Sc. Eng. (Moratuwa), Ph.D. (Saitama)
Dr. Jagath Manatunga (Water Quality Specialist)

B.Sc. Eng.(Moratuwa), M.Sc. (London), DIC, Ph.D. (Saitama)
Prof. Amal Kumarage (Transport Planning Specialist)

B.Sc. Eng. (Hons) (Moratuwa), Ph.D. (Calgary), FCIT (London), AMIE (Sri Lanka)
Professor in Civil Engineering, Department of Transport & Logistics Management, University
of Moratuwa
ANNEXTURE Page 52
Mrs. Nilanthi Bandara (Environmental Assessment Specialist)
B.Sc. (Hons) (Chandigrah), M.Sc. (Chandigrah), M.E.Des (Calgary)
Senior Lecturer, Department of Forestry and Environmental Science, University of Sri
Jayewardenepura
Prof. B.M.P. Singhakumara (Ecological Specialist)

B.Sc.(USJ), D.Phil.(Oxon)
Professor in Forestry and Environmental Science, Department of Forestry and
Environmental Science, University of Sri Jayewardenepura
Mr. K. Jinapala (Socio-economic Specialist)

BA (Social Science), PG Diploma (International Affairs), Masters in Development
Management (AIM, Manila)
72/3, Gramodaya Mawatha, Kalalgoda, Pannipitya
Mrs. Indu Weerassori (Urban Planning Specialist)
Mr. Mahinda Bandara (Economist)

BA (Special) Economics (Peradeniya)
Lecturer, Department of Transport & Logistics Management
Mrs Dhrashini Munasinge-Render (Social Scientist)

BA Sociology and Business Administration (Colarado)
Lecturer, Department of Transport & Logistics Management
ANNEXTURE Page 53

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INTERIM REPORT

ECONOMIC FEASIBILITY STUDY AND ENVIRONMENTAL

Transportation Engineering Division

Department of Civil Engineering

1.1 Project Description ................................................................................................ 1

1.2 Study Approach...................................................................................................... 2

1.3 Study Area .............................................................................................................. 3

1.3.1 Trace-A – Panadura to Horana ....................................................................... 3

1.3.2 Trace-B – Ratmalana to Horana ..................................................................... 5

1.3.3 Trace-C – Makumbura to Horana ................................................................... 6

1.4 Literature & Information ....................................................................................... 7

2 ENVIRONMENTAL IMPACT ASSESSEMENT ........................................................................ 9

2.1 Geotechnical Consideration................................................................................. 10

2.2 Hydrological Considerations ................................................................................ 11

2.3 Air, Noise and Water Quality Considerations ...................................................... 12

2.3.1 Air Pollution .................................................................................................. 12

2.3.2 Noise Pollution ............................................................................................. 13

2.3.3 Water Quality ............................................................................................... 18

2.4 Ecological Considerations .................................................................................... 19

2.4.1 Ecological Study Approach ........................................................................... 19

2.4.2 Methodology used for Ecological Study ....................................................... 21

2.4.4 Fauna of the Project Area ............................................................................. 26

2.4.5 Threatened and Endemic Fauna and Flora .................................................. 26

2.5 Socio Economic Considerations ........................................................................... 27

2.5.1 Approach to the socio-economic study........................................................ 27

2.6 Transport Considerations .................................................................................... 33

2.7 Land Use/ Aesthetics Considerations .................................................................. 33

3 COMPARISON OF ALTERNATIVES BASED ON ENVIRONMENTAL CONSIDERATIONS ...... 34

4.1 Pre-feasibility study ............................................................................................. 37

4.2 Feasibility Study ................................................................................................... 42

5 SCOPE OF WORK .............................................................................................................. 43

6 ACTIVITIES & REPORTS .................................................................................................... 44

ANNEXURE A: MAPS ................................................................................................................ 45

ANNEXURE B: MATRICES ......................................................................................................... 46

ANNEXURE C: SUMMARY OF TRAFFIC COUNTS ...................................................................... 47

ANNEXURE D: SUMMARY OF INVENTORY SURVEYS ............................................................... 48

ANNEXTURE – List of Consultants ........................................................................................... 49

Table 1-2: Percentage distribution of Land Use along Trace-A ....................................... 4

Table 1-4: Percentage distribution of Land Use along Trace-B ....................................... 6

Table 1-6: Percentage distribution of Land Use along Trace-C ....................................... 7

Table 2-1: Traffic volumes to be generated for each alternative ...................................... 13

Table 2-4: Main habitats found in the road trace. ............................................................. 23

Table 3-1: Significance values selected for the analysis ..................................................... 34

Table 3-2: Comparison with respect to Environment Parameters .................................... 36

Table 3-3: Comparison Based on the Stage of Construction.............................................. 36

Table 4-1: Schedule of Traffic Survey Locations ............................................................ 38

Table 4-2: Summary of Cost estimates ............................................................................... 40

Table 6-1: Submission of Reports .................................................................................. 44

1.1 Project Description

 Identify suitable traces (approximately 1 km wide) based on the best available

 Conduct technical pre-feasibility evaluation based on the field surveys and

 Conduct an early screening of the proposed alternatives based on technical,

 Identify significant impacts associated with each alternative

1.2 Study Approach

1.3 Study Area

1.3.1 Trace-A – Panadura to Horana

Land use Type Percentage

Table 1-3: Divisional Secretariat Divisions in the Project Area of Trace-B

Colombo Moratuwa 42 19.00 177,190 9,326

Land use Type Percentage

1.3.3 Trace-C – Makumbura to Horana

Land use Type Percentage

1.4 Literature & Information

 Study and Evaluation of Alternate Routing of Matra-Kataragama Railway Extension,