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

INTRODUCTION Page 3

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

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

INTRODUCTION Page 1

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 2

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 24th 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 3

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 4

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 5

Table 1-1 below:

INTRODUCTION Page 6

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

District Project area DS

Divisions

Total Number of

GN Divisions

Land Area (km2)

Population Population

Density (persons/ km2)

Kalutara

Panadura 74 46.42 162,979 3,511

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 7

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

District Project area DS Divisions

Total Number of

GN Divisions

Land Area (km2)

Population

Population Density

(persons/ km2)

Colombo

Dehiwala – Mt. Lavinia

13 13.00 209,787 16,137

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 8

Table 1-4 gives the percentage share of land use along the tentative corridor.

INTRODUCTION Page 9

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

District Project area DS

Divisions

Number of GN

Divisions

Land Area (km2)

Population

Population Density

(persons/ km2)

Colombo Maharagama 41 37.00 180,112 4,868

Homagama 81 119.00 183,782 1,544

Kalutara Horana 83 204.13 90,526 443

INTRODUCTION Page 10

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 11

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.

ENVIRONMENTAL IMPACT ASSESMENT Page 12

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.


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

Section No of

Hospitals No of Places of Worship

No of Places of Education

No of Court 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

Flora

Dassanayake, M. D. & Fosberg, F. R. (eds.) (1980-1991); Dassanayake,

M. D., Fosberg, F. R. and Clayton, W. D. (eds.) (1994-

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)

Mammals Phillips, (1935); Kotagama, S.W. (2005); Weerakoon and Goonatilake

(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

Trace

Habitats

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

Family

Number of

Species

Endemic

Species

Nationally

Threatened

Exotic

Species

71 164 5 VU-1

EN - 1 53

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

Group

Total

Number

Endemic

Species

Nationally

Threatened

Exotic

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 project area ( DS divisions)

The catchments of the traffic flow ( road influential area) to the rail road, General socio-economic context of the project area , the 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).

Population, income and other livelihood related data, social organizations available etc.

Immediate vicinity of the project

500 meter corridor of land will be studied as required for the EIA. This corridor will include about 20M land belt of ROW that is required for project implementation and also the immediate vicinity of the ROW

All relevant data on the socio-economic environment that are required for comprehensive analyses of the likelihood impacts of the project

Project implementing area

This will be the land belt that needs complete clearance for implementation of the proposed rail road project

-do-

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 1

Reconnaissance visits with other team members of EIA

Qualitative information on existing socio economic environment

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


Step 2

Initial walk through surveys

Documentation of human settlements and other related features in the project study area (all relevant socio-economic features in the project area)

Help to assess the nature of settlements and magnitude of all other relevant features in the socio economic environment. Develop a community map.

Step 3

Focus group discussions and questionnaire survey

Views of local community, number of houses, families and other properties likely to affect (religious, archeological, public and so on).

Assessment of socio-economic impact from stakeholder view point and development of profile on affected persons and properties.

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

the trace

Location Likelihood negative impacts

A 0 – 25 Near Pinwatta railway station,

Pinwatta Saddhramakara

Vidyatana Pirivena,

Kurunduwatta road, Dikbedda

road, Madupitiya road near

Pinwatta

About 5 – 7 houses near Pinwatta railway

station might have negative impacts, 6 houses

near Kurunduwatta road may have some

impacts. Saddharamakara Vidayathana Privena

may have some negative impacts due to noise.

There may be some impacts on drainage water

near Madupitiya road.


A 40 Kohumola road,

Sinkuwawatta

Factory buildings and staff quarters of the

industry

A45 Bodhirukkarama road ,

Pamunugama

About 10 – 15 houses belongs to moderate

income earning groups may have some

impacts.

A 60 Shanthi Mawatha, Imbuliha

GN division

Densely populated with congested houses.

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 –

Anguruwathota road

Some houses might get affected, but low

density population

A 140 Rajamaha vihara Mawatha,

Pokunuwita

Densely populated area with large houses.

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

Points of

the trace


B40 Near Ratmalana timber

corporation

Some government institutions are located.

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 ,

Model town road

Densely populated and densely houses

B90 Sri Rahula Mawatha, New

town Katubedda

Large number of houses are located

B 100 to

B110

Devala road, Dandeniya

watta, New town Katubedda

Large number of houses belong low income

group.

B 120 to

B150

Katubedda, Wewala -

Kesbewa

Moderate densely population and some

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,

Undurugoda GN divisions

Densely populated area

B 230 Wethota road, Undurugoda

GN divisions

Densely populated area


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

Points of

the trace


C10 Near Horana, Panadura road,

Galledandugoda GN division

Moderate densely population &

moderate number of houses

C20 Pokunuwita GN division, Pathiraja

Mawatha



C40 East Kumbuka GN divisions. Horana Densely populated area with

some garment factories

C50 to C70 East Kumbuka, South Kumbuka,

Gonawala GN division, Moragahahena

road



C95 Sri Gnanananda Mwatha, diyagama GN

division

Densely populated & dense

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 Parameter

Significance values

Mean of individual inputs

Std. Deviation

Selected 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 Parameter

Score Rank Weighted Score Rank

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

Trace

Pre Construction Construction Post Construction All Stages

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

ECONOMIC FEASIBILITY Page 40

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


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 cost

Track & signaling

Bridges & drainage

structures

Cross roads, over & under

passes

Land acquisition

Sub Total Improvement of existing

track

Total

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.

SCOPE OF WORK Page 46

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.

ACTIVITIES & REPORTS Page 47

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

ANNEXTURE Page 48

ANNEXURE A: MAPS

ANNEXTURE Page 49

ANNEXURE B: MATRICES

ANNEXTURE Page 50

ANNEXURE C: SUMMARY OF TRAFFIC COUNTS

ANNEXTURE Page 51

ANNEXURE D: SUMMARY OF INVENTORY SURVEYS

ANNEXTURE Page 52

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 53

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

Documents

Horana Draft Interim Report 05 Sept 2009