Chapter 6 Operation and Maintenance

Final Report: Preparatory Survey on The Project for Establishment of New Rail Transit System in Colombo May 2018

6-1

Chapter 6 Operation and Maintenance

6.1 Basic Information of Operation and Maintenance

6.1.1 Tasks of Operation and Maintenance

O&M tasks of the JICA-LRT in Colombo include the following items:

Operation tasks

- Driving trains

- Controlling train operation by OCC staff

- Providing service for passengers at stations (including selling tickets, giving information and supporting disabled passengers, security concerns activities, kiosk)

- Providing service for passengers in trains

- Taking appropriate measures when emergencies or abnormalities occur

Maintenance tasks

- Checking daily condition of rolling stock

- Inspection for rolling stock and facilities including infrastructure, track, power supply system, signalling, and communication system and AFC system, with preventive or periodic manner

- Overhauling rolling stock

- Repairing rolling stock and facilities

6.1.2 Revenues and Costs of O&M

The revenues and costs for O&M activities can be summarized as the following items:

Revenues

- Fare Revenue

- Sub-Business Revenue; e.g. advertising, leasing space etc.


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It is true that the O&M Organization can manage other types of business related to railway operation; e.g. real estate business investment at outside from railway premises, other special investments within railway premises, and retail business investment around stations. However, the organization should take all risks for these investments. Therefore, these businesses should not be included to the Sub-Business Revenue. In this chapter, only the revenue received in direct connection with railway operation is considered as the Sub-Business Revenue of O&M. From the analysis on Japanese railway companies’ accounting reports, the average share of Sub-Business Revenue is about 7%18 of fare revenue.

Operation costs

- Power cost

- Operation Staff cost

- Supplies cost (e.g. electricity, water, etc.)

Maintenance costs

- Maintenance cost for track and infrastructure including mechanical facilities; e.g. PSD, elevator etc.

- Maintenance cost for electric facilities; e.g. power supply system, signalling system, communication system, AFC system etc.

- Maintenance cost for rolling stock

Other costs

- Administration cost

- Financial cost

6.1.3 Common Knowledge for Railway Business

The main revenue of railway business is fare revenue. The amount of fare revenue is simply estimated by multiplication of the number of passengers and the fare rate. If the number of passengers is zero, the amount of fare revenue is always zero. On the other hand, O&M needs the costs to be almost the same even if the number of passenger increases or decreases. As shown in Figure 6.1.1, there is breakeven point where revenues exceeds costs (profit). This means that the O&M business becomes profitable once the number of passengers exceeds the breakeven point.

18 The ratio is not seemed so different in other countries because price of fare is decided according to the price level

of all goods and service. In general, published data cannot estimate the ratio of sub-business revenue against fare-box revenue with following reasons;

- Sub-business revenue may include non-related business which the company invested separately. - Fare-box revenue may differ from actual fare-box revenue due to concessional conditions.

In one similar case of Singapore, O&M Company manages rail, bus and taxi operation and sub-business such as rental space and advertisement, and the profit of these sub business is 15% of railway fare revenue. In this case, they have much space for rent because they have large space under-ground and under viaduct. But rental space of JICA-LRT is very small because it runs only on the road. Therefore, 7% is considered as suitable for JICA-LRT.


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Source: Survey Team

Figure 6.1.1 Revenues and Costs of O&M Business

Note that if fare rate is low, the required number of passengers at the breakeven point is higher than that in the case of high fare rate.

Figure 6.1.1 depicts the general image of financial growth by an O&M business. Before the breakeven point (costs are more than revenues), the negative cumulative surplus increases. If the peak of negative cumulative surplus is more than financial borrowing capacity of the O&M Company, the company will suffer bankruptcy. If the company can keep operating after the breakeven point, the company will be able to make profit continuously.

In Japan, the condition for licensing of railway business is regulated in such a way that the breakeven point should come before 15 years, and the cumulative surplus becomes positive before 40 years while considering of its depreciation. Therefore, the railway business is very long term, with low profitability but a steady business. In order to avoid a financial crisis of the business, which may happen during the starting point until the breakeven point, financial support by the government is critical for a sustainable O&M business.


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Source: Survey Team

Figure 6.1.2 Profit Curve and Cumulative Surplus Curve of O&M Business

6.2 Examples of O&M Schemes in Various Countries

6.2.1 International Experiences with Different O&M Type

Five examples of different O&M scheme in various countries with their experiences/histories are discussed in this section. Figure 6.2.1 describes O&M scheme types showing the difference among five international examples. The details of each type are summarized in following section which will support for further discussion.

Source: Survey Team

Figure 6.2.1 Mapping of O&M Scheme Examples (International Experiences)


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6.2.2 Strasbourg: Strong Concerning by the Government with Private Companies

LRT at Strasbourg in France is operated by a company whose share is mainly held by the local government. The name of the company is “CTS”. Figure 6.2.2 shows shareholders of CTS; 79.4% of the total share is held by three local governments. The governments give subsidy to the company to recover deficit if there is any. One private major French railway O&M Company - Transdev - also holds 12.5% of the total share. CTS contracted with Transdev to provide support on engineering matters. Transdev sent one board member to CTS and signed a consultant contract with CTS until 2012.

Source: Survey Team

Figure 6.2.2 Shareholders of CTS

Source: Survey Team

Figure 6.2.3 O&M Scheme of Strasbourg LRT


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Source: Data from CTS given in 2012

Figure 6.2.4 Revenue and Cost of O&M of Strasbourg LRT

6.2.3 Singapore: Started with 100% Gov. then opening to stock market and fully private operator

Singapore MRT is a typical example in which the O&M Company’s owner changes from the government to the private sector. The following Figure 6.2.5 shows the history of O&M organization of Singapore MRT.

Source: Survey Team

Figure 6.2.5 History of O&M Organization of Singapore MRT

In Singapore, the first MRT started operation in 1987. The O&M Company was established in 1983 by government. The government decided that several portions of its share of the Company would be sold in the stock market after they managed it in good condition. In 2000, the company was listed in the Singapore Exchange. When another new line was opened in 2003, the government made a contract with another private company for O&M of the new line. At present, Singapore MRT is operated by two companies that compete together.


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This example shows how the government should take responsibility of the financial management of O&M on the first stage of urban railway operation. After sustainable management for several years, the government then can sell the company to private sector companies.

Figure 6.2.6 shows the present shareholders of these two companies in Singapore. Both companies have many shareholders including foreigners since they are listed on the stock market.

Figure 6.2.7 shows the scheme of Singapore MRT. Planning and Construction was made by Land Transport Authority (LTA), which is a governmental authority responsible for land transport, and also has responsibility as a regulator. The rolling stock and signalling system was owned by the O&M Company, in order to reduce the initial cost, they were prepared by LTA on the first stage. After several years, they were sold to the O&M Company with some subsidies.

Source: Survey Team

Figure 6.2.6 Share Holders of O&M Companies in Singapore

Source: Survey Team

Figure 6.2.7 Scheme of Singapore MRT

Figure 6.2.8 depicts revenue and cost in the railway section of SMRT Corporation in 2015 and 2016. This shows that most of the revenue of the railway section is fare revenue, and that profit is very small. Usually, the railway business is a low profit but long term steady business. In the railway section of SMRT Corporation, revenue was 474.3m S$ and profit was 133.8m S$ in 2009. Between 2009 and 2016, revenue increased gradually but cost increased rapidly. Staff cost increased significantly while other costs are nearly equal. This shows that rapid increases in labour cost is a risk for an O&M business.


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Source: SMRT Corporation Annual Report 2016

Figure 6.2.8 Revenue and Cost of Railway Section of SMRT Corporation

6.2.4 São Paulo: Good Example for a Concession Contract

If the government would like to make a concession contract with a private company for O&M of LRT, it is important for the contract to describe how the government and the contractor divide responsibility for the difference between the revenue from demand forecast and the real revenue. This example shows one good solution on how they divide the responsibility.

In São Paulo, Brazil, there are several subway lines. These lines except for Line 4 are operated by a government agency. Line 4 is the first line that is constructed and operated by a Public Private Partnership (PPP) scheme.

As shown in Figure 6.2.9, infrastructure for Line 4 was constructed by the governmental company with budget of the state of São Paulo. A private company who made a concession contract with the state - Via Quatro - introduced rolling stock and signalling and OCC System, and has been operating for 30 years.

In this project, the annual payment from the government is decided by a bidding price, an amount of subsidy requested by bidders. If actual revenue is less than the estimated revenue, 20% of the estimated revenue is shared by the government and a contractor, and the lack over 20% of estimated revenue is paid by the government. Actual cost over the estimated cost should be paid by a contractor. This scheme is shown in Figure 6.2.10.

It is important for the government and the concessionaire to detail such a risk share program for revenue in the contract, because passenger demand forecast is uncertain due to several factors.


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Source: Survey Team

Figure 6.2.9 PPP Scheme of São Paulo Line 4

Source: Survey Team

Figure 6.2.10 Payment Scheme by the Government in São Paulo Line 4

6.2.5 Bangkok: Various Histories of PPP Scheme

In Bangkok, the government often uses PPP scheme for infrastructure development. Some decades ago, the government had no risk in those schemes. But after many projects stopped or concessionaires went into bankruptcy, the government had to give financial support to keep projects continuing. After such experiences, the government has been developing PPP schemes with putting more responsibility and risk to government.

The Hope Well Project is an urban elevated railway and highway built in 1990s, and started as a Build-Operate-Transfer (BOT) scheme with no subsidy including the construction of infrastructure. The project stopped before the completion of construction, and the government had to remove the ruins by the governmental budget.


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Source: Survey Team

Figure 6.2.11 History of Hope Well Project and Ruins of Piers

The next big PPP project was the Sky Train project, an urban elevated railway. This was also a Build-Transfer-Operate (BTO) and BOT scheme with no subsidy including construction of infrastructure. This construction was completed and trains started running in 1999. However, in 2002, the company defaulted, and rehabilitation of the business was done from 2007 to 2008. This means that the government did pay a large amount of money to support them. After being supported by the government currently, the company became one of the most successful companies in Thailand.

Source: Survey Team

Figure 6.2.12 History of Sky Train Project and Sky Train (BTS)

A recent project was the subway in Bangkok. In the first subway project of the Blue Line, the infrastructure was constructed by the government, whereas rolling stock and signalling system, etc. were introduced by a BOT concessionaire without subsidy. Since that scheme was not successful and the company’s financial status worsened, the government decided to increase its capital in 2006. Currently, the subway projects in Bangkok are done under a PPP scheme with lump sum cost payment from the government.

Based on these case studies, if the government takes no responsibility at the initial stage, high costs are included for avoiding the private companies’ default later.


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Source: Survey Team

Figure 6.2.13 History of Blue Line (Subway)

6.2.6 Mumbai: PPP Scheme with no Subsidy

Metro Line 1 at Mumbai, India is done as a BOT scheme with no subsidy. A company of the concessionaire invested 74% of total share by the private sector and 26% of total share by the public governmental authority.

Source: Survey Team

Figure 6.2.14 Shareholder Composition of Concessionaire and Project Scheme for Mumbai Line 1

Construction was completed and trains started running in 2014, reflecting a 2 year delay from the original plan that increased the cost by a factor of 1.8. The company lost US$45 million in 2016.

6.3 Concepts of O&M

6.3.1 Key Concepts of O&M

Safety and punctuality are the most important points for the LRT service principle of “users first”. In the case of O&M of LRT, several other issues are also important. The operator should consider the following O&M tasks:

Safe and punctual operation Convenient transport service for passengers Comfortable service for passengers High profitable O&M (High revenue and Low cost)


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Low impact O&M upon the environment and the society Sustainable O&M business

6.3.2 Measures for Realizing the Key Concepts of O&M

In many countries, many trials have been attempted by new or reforming of railway business schemes, as mentioned in 6.2. From these experiences, the following measures are believed to realize these concepts:

(1) For safe and punctual operation

It is important for a railway business to provide safe and punctual operation. Therefore, adequate operation and maintenance for the LRT system is crucial.

For realizing the above, the organization that operates and maintains the LRT system should have enough skills for the O&M of a railway system. If the organization does not have the skills, a technical transfer program from an experienced body is important. To continue good performance, the commissioning of a third party including the government is also important. If a private sector operates and maintains the LRT system in contract with a public sector, the results of this task from viewpoints of safety and punctuality should be reflected in the incentive or penalty of the revenue.

In addition, cash flow of an O&M sector should be enough for paying the O&M cost, especially daily maintenance that requires enough cash flow. Continuance of adequate maintenance is the basis of safe and punctual operation. On the other hand, the cost of periodical major renewal of the LRT system may be paid by the public sector if the revenue of the operator is not enough for such an investment.

(2) For providing good services for passengers

For providing good services, it is very important that personnel who have abundant experiences and knowledge for providing good services to the customers should be included in the O&M Organization to reflect their opinions. In order to achieve high customer satisfaction, the O&M Organization should provide new and high-quality services continuously. To do so, fresh and passenger-friendly ideas are essential. If the O&M Organization can get knowledge from such personnel and it can provide such services, the revenue from O&M may increase because customer satisfaction for the service becomes so high.

(3) For realizing high profitable O&M

Highly profitable O&M is realized by receiving relatively high revenue and expending low cost.

High revenue may be received from increasing number of passengers and from revenue of the sub-business. Increasing number of passengers may be realized by steady implementation of (1) and (2), as well as making good relationship with passengers. Some good business ideas may be necessary for increasing revenue of the sub-business. Those who engage in the private sector may have “know-how” for making good relationships with customers or passengers, and be able to implement good business ideas better than governmental organizations/persons.

The O&M cost in the railway business is mostly composed of labour cost. Therefore, control of labour cost is very important to realize low O&M cost overall. If labour cost becomes high, O&M cost will be high. But if labour cost becomes too low or is decided by a rigid system, it


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would discourage the labourers’ working motivation. Therefore, LRT O&M organization should focus to ensure efficiency from perspectives of human resource management.

(4) For social responsibility and continuing sustainable business

For sustainability and social responsibility, it may be essential to involve the public sector.

For playing a social role, regulation may be essential for the government to control the private sector. If the private sector operates and maintains the LRT system in partnership with the public sector, the quality of service is reflected in the increase/decrease of revenue. If revenue is not enough, the operator may not keep their equipment safe intendedly. Then the government will be able to control the operator only by regulation.

As the railway business is a long-term business and the original investment for infrastructures and systems are large, the revenues will be lower than the costs in the first stage after the start of operations. Once revenue becomes larger than cost beyond the breakeven point, the business will be simple. If the period of negative revenues is quite a long time, the debt of O&M sector may be too large to continue the business. If the public sector intends to invite private sector to the O&M business, financial support to bridge the gap between revenues and costs for O&M tasks is essential to reduce the risk of bankruptcy and failure.

6.3.3 Recommendations for JICA-LRT O&M Scheme

For realizing key concepts of O&M mentioned in 6.3.1 and 6.3.2, the following schemes for O&M of JICA-LRT are recommended:

The organization for O&M of JICA-LRT should be organized to ensure efficiency from the perspective of human resource management, as mentioned in 6.3.2 (3).

Persons who have much knowledge for good service should be involved in the organization for O&M of JICA-LRT for providing good customer service and receiving high revenue, as mentioned in 6.3.2(2).

Financial support between revenues and costs of O&M should be provided by the public sector to reduce the risk of bankruptcy, as mentioned in 6.3.2(4).

A technical transfer program from an experienced railway operation body should be implemented to ensure safe and punctual operation, as mentioned in 6.3.2(1).

Some regulations and commissioning by the government should be prepared for responsibility and sustainability of the O&M organization, as mentioned in 6.3.2(1) and (4).

During Stage-2 of this study, the Working Group meeting was held for the discussion on the future O&M scheme for JICA-LRT. As result of this meeting, the following points were recognized as important considerations for the O&M scheme:

Autonomous body for O&M: The O&M business body should have management autonomy for providing good quality of service and profitable railway business.

Ensuring governmental financial support: The government should provide financial support program until the breakeven point realized for sustainable railway business.

Establishment of legislative system: According to the O&M scheme, the legislative system shall be essential to control the O&M business body.


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6.4 Proposal for O&M Business Scheme

6.4.1 Knowledge from Experiences in Various Countries

The O&M business body that has final responsibility of the railway O&M might be the government, a private company or an independent body financed by the government and/or the private sector.

As explained in 6.2, the scheme in which the government does not have responsibility for sustaining the O&M business have resulted in the government paying tremendous costs to keep the railway operating when the private company was in a financial crisis .

Therefore, in order to sustain railway operation, however the O&M business body is established, the government should prepare a financial support program in which the government provides Viability Gap Funding (VGF) to the O&M business body when the loss of business occurs.

If the government allows a private company to manage the railway business without VGF, the government risks paying significant costs in the future to sustain the railway operation.

6.4.2 Proposal for O&M Business Body

Considering the situation in Sri Lanka, it is difficult to conduct a VGF scheme for a full private owned company. Therefore, the O&M business body is limited to a government owned company; a company invested by only governmental organizations; or a company invested by governmental organizations together with the private sector.

Because GoSL does not manage an independent business directly, the candidates for the following discussion are considered as a) 100% governmental company such as public entity or b) Joint-Stock company by governmental organizations and private sector investors.

Figure 6.4.1 shows the various types of share holding companies that exist in Japan.

Source: Survey Team

Figure 6.4.1 Variation of Shareholders of Railway Companies Existing in Japan


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6-16

Table 6.4.1 shows a comparison table of the types of companies in Sri Lanka. It is noted that any type of business can be categorized by the percentage of shareholding by the government, which has same conditions of registered law, salary standards and support from the government.

Table 6.4.2 shows the summary of the differences including the pros and cons for the different shareholding rates by the government, which was categorized in Table 6.4.1.

In Sri Lanka, a type of 100% governmental company or a joint-stock company with more than 50% of investments from governmental organizations were established by the special act, except of 'Hotel Developers Lanka PLC'. The following points were stated in the O&M Working Group:

This type of governmental company is able to set flexible staff employment and their salary level.

Considering similar O&M organizations such as SLR, it is envisioned that SLR’s employees feel much different than the LRT Company if the LRT Company forms by governmental company with flexible employment condition.

Therefore, it is not preferable to establish a governmental company for the LRT Company. It shall be as joint-stock company with a governmental share of less than 50%.

In addition, even if the shareholding rate by the government is less than 50%, a VGF scheme or another subsidy scheme is quite necessary to prevent bankruptcy until revenues are more than the O&M cost. Also, GoSL shall prepare the regulation system to control their service and safety operation by the government.

It should also be noted that if various governmental organizations and/or private investors each have only a small shareholding rate, the management of the company will face difficulties because of the various and conflicting opinions arising from each shareholder.

Table 6.4.2 Types of Company with Different Shareholding Rate of the Government

Source: Survey Team


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According to major opinions of O&M Working Group members, it is preferred that the private sector have more than 50% of the company shareholding rate to secure the autonomy of company management if the government can provide a VGF scheme for the O&M company. Further discussion will be held by the O&M Working Group to finalize the preferred O&M scheme to meet the situation of GoSL’s context.

6.5 Scheme of O&M Activities

6.5.1 O&M Scheme Type for Proposed O&M Business Body

(1) 3 types of O&M scheme

For conducting O&M activities under the proposed O&M business body in Section 6.4.2, there are three 3 different types of schemes in general, which are:

Type-A: The O&M business company conducts both O&M tasks by themselves Type-B: The O&M business company conducts the operation tasks by themselves, but let

maintenance tasks be conducted by another company through outsourcing Type-C: A full outsourcing contract of both O&M tasks by another company

Characteristics of each scheme are described in the following sections.

(2) Type-A: The O&M business company conducts both O&M tasks by themselves

In this type, the O&M business company is responsible not only for the business but also for the O&M tasks entirely. The company may outsource only for small tasks to other companies.

Source: Survey Team

Figure 6.5.1 O&M Scheme (Type-A)

(3) Type-B: The O&M business company conducts the operation tasks by themselves, but let maintenance tasks be conducted by another company through outsourcing

In this type, the O&M business company is responsible for the business and for the operation tasks. The maintenance tasks are contracted out to another skilled company.


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Source: Survey Team

Figure 6.5.2 O&M Scheme (Type-B)

(4) Type-C: A full outsourcing contract of both O&M tasks by another company

In this type, the O&M business company will make an outsourcing contract of the O&M tasks with a private sector company. In this case, the O&M business company will take only the financial risk, and the contractor will take on all other operational risks. The contract between the O&M business company and the outsourced contractor is usually regulated to be paid by fixed price, with incentives or penalties according to the output and performance of the O&M activities.

Source: Survey Team

Figure 6.5.3 O&M Scheme (Type-C)

6.5.2 Selection of Appropriate O&M Scheme from Type-A to C

Each scheme mentioned above is possible for the railway O&M business. The difference is how the O&M business company takes risks of O&M activities, and how much the O&M business company should pay to the contractor. In the case of JICA-LRT, there are no experienced companies for O&M tasks for this project in Sri Lanka currently; this means that the O&M organization for JICA-LRT will be the first operator of urban railway in Sri Lanka.


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Table 6.5.1 shows the comparison of Type A to C with pros/cons under consideration of the circumstances in Sri Lanka.

Table 6.5.1 Comparison Table by O&M Scheme

Type-A: Full O&M Type-B: Outsourcing M Type-C: Outsourcing O&MOutline The company is

responsible for LRT business and full of O&M tasks except small tasks.

The company is responsible for management of LRT business + Operation tasks and outsources Maintenance tasks to a private sector.

The company is responsible for only management of LRT business and outsources O&M tasks to a private sector.

Pros Capability of O&M tasks may remain in Sri Lanka.

The company has no risk for Maintenance tasks.

The company has no risk for O&M tasks.

Cons The company is responsible for training all staffs.

O&M cost may become high because the private sector’s primary goal is profit. In the case of Sri Lanka, this means that a foreign company will participate for this outsourcing, as no companies in Sri Lanka have the capacity of O&M tasks of LRT. If these types are applied, no technical capacities for operation/maintenance of LRT in Sri Lanka remains after the outsourced private company leaves.

Source: Survey Team

‘Type-A’ is recommended with the conditions that the O&M company is able to receive full support for training of O&M skills before commercial operation, considered from the perspective of sustainability and creating the industry related to LRT O&M in Sri Lanka. The members of the O&M Working Group acknowledged the importance of this recommendation. Therefore, it becomes important to prepare the contents of a supporting program for the training of O&M skills.

6.6 Proposed Organization Structure for Operation and Maintenance

6.6.1 Basic Structure for O&M

The organization structure shall include the following functions:

Developing business strategy (a) Management of organization; including management of human resources, financing,

contracts, cash flow and other tasks for operation of the company (b) Operation of JICA-LRT, including developing schedule of trains, controlling trains,

management of stations, collecting fares, management of cash, providing customer service to passengers and sales to passengers (c)

Maintaining JICA-LRT, including maintaining rolling stock, infrastructures, track, power supply systems, signalling, communications and other equipment of JICA-LRT (d)

Auditing and inspecting safety, health, environment and other duties of the company (e)

Based on the discussions and proposals in Section 6.4 and 6.5, a typical organization structure of an O&M company is shown Figure 6.6.1


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Source: Survey Team

Figure 6.6.1 Typical Organization Structure for O&M

6.6.2 Calculation of Number of Staff

The number of staff for O&M in JICA-LRT is estimated based on the experiences of Japanese railway operators of similar size and operation length.

The JICA-LRT is planned as the latest urban electric railway. Trains are controlled by a train driver with ATO, which means that no conductors are required on-board. There are automatic ticketing gates and ticket vending machines in each station. Although the railway system needs some staff on trains and at stations, the amount can be minimized. Staff is also necessary for the maintenance of rolling stock, track and electrical equipment, but these also can be minimized.

Based on similar railway operators in Japan, multi-functional staff is considered, therefore the number of staff is comparatively small.

(1) Staff in Stations

Essentially, each station should need one (1) Station Manager and one (1) Station Staff who handles multiple services for passengers, operations support and emergency tasks, two (2) Ticket Sellers who sell tickets, collect and check tickets, and provide information to passengers on the designated counter throughout the day. One (1) Area Manager should manage all the tasks for four adjacent stations. Two (2) Patrol Staff collect or supply cash and equipment for four adjacent stations.

Figure 6.6.2 shows the positions of staff in a typical station. In stations with a high number of passengers or requiring special operational tasks, additional staff is calculated. Table 6.6.1 shows the result of calculation in these conditions. The total required number of station staff for the JICA-LRT system is estimated as 428 persons.

(a), (b)

(c)

(d) (e)


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Source: Survey Team

Figure 6.6.2 Staff in Stations

Table 6.6.1 Required Number of Station Staff

Name Area Manager

Station Manager

Station Staff

Ticket Seller Patrol Staff Total

Position 4 16 23 41 8 Number 4 77 111 197 39 428

Source: Survey Team

(2) Staff in OCC

The OCC needs one (1) manager, two (2) staff for a main line, one (1) staff for a depot and one (1) staff for operating equipment. They should work for 24 hours every day in three shifts of working operation.

Figure 6.6.3 shows the positions of staff in the OCC, and Table 6.6.2 shows the result of required number of staff in the OCC. The total required number of staff for the OCC is estimated as 30 persons.

Source: Survey Team

Figure 6.6.3 Staff in OCC


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Table 6.6.2 Number of Staff in OCC

Name OCC Manager OCC Staff Depot OCC

Staff SCADA

Staff Total

Position 1 3 1 1 Number 5 15 5 5 30

Source: Survey Team

(3) Staff in Train Drivers’ Office

A train driver can control a train for 6 hours/day. The train running time per day is estimated as 230 hours 34 minutes. Therefore, the required position of train drivers is calculated as 39 persons/day. With consideration of rotation shift, the total required number of train drivers is estimated as 63 persons. For managing the train drivers, one (1) manager should work in the daytime and one (1) deputy manager works for 24 hours every day in 3 working shifts.

Regarding the train driver in the depot area, three (3) train drivers are required for working 24 hours every day in 3 rotation shifts.

To train the divers, four (4) trainers are set for instruction to train drivers in the daytime working shift.

Figure 6.6.4 shows the positions of staff in the train drivers’ office, and Table 6.6.3 shows the result of required number of staff in the train drivers’ office. The total required number of train drivers is estimated as 88 persons.

Source: Survey Team

Figure 6.6.4 Staff in Train Drivers’ Office

Table 6.6.3 Number of Staff in Train Driver’s Office

Name Office Manager

Deputy Manager

Train driver

Depot Train driver

Trainers Total

Position 1 1 39 3 4 Number 1 5 63 15 4 88Source: Survey Team


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(4) Staff for Management of Transport

The headquarters of the operation and maintenance company needs management staff for the transport division, organised into three (3) departments - a) Planning, b) Operations and c) Service, which are managed by one (1) division director.

A training centre department for train drivers and station staff is set in the headquarters as well. Figure 6.6.5 shows the structure of this division in the headquarters, and Table 6.6.4 shows the result of the required number of staff. The total number is estimated as 27 persons, including the division director and four managers for each department. These staff’ working condition is based on one daytime shift.

Source: Survey Team

Figure 6.6.5 Staff in Transport Division

Table 6.6.4 Number of Staff in Transport Division

Name Director Manager Deputy Manager Staff Total

Position 1 4 8 14 Number 1 4 8 14 27Source: Survey Team

(5) Staff for Maintenance of Rolling Stock

The O&M company should also have a division for rolling stock planning and maintenance. Under one (1) division director, there are three (3) departments: a) Planning, b) Heavy Maintenance, and c) Light Maintenance.

The heavy maintenance department works for heavy maintenance to be conducted every 4 years, as inspection of key parts and an overall inspection.

The Light maintenance department has two sections: to conduct the routine inspection of the rolling stock condition & function, and to conduct the inspection of trains.

Required staff consists of assistant engineers and senior technical officers. In particular, the team of staff for the inspection of trains shall work 24 hours every day (shift based) for repairs.


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Figure 6.6.6 shows the structure of a rolling stock division, and Table 6.6.5 shows the result of required number of staff. The total required number of this division is estimated as 92 persons including one division director and three (3) managers/engineers for each department.

Source: Survey Team

Figure 6.6.6 Staff in Rolling Stock Division

Table 6.6.5 Number of Staff in Rolling Stock Division

Name Director Manager/Engineer

Assistant Engineer

Senior Technical Officer Total

Position 1 3 9 55 Number 1 3 13 75 92Source: Survey Team

(6) Staff for Maintenance of Infrastructure and Track

There is also a civil engineering division for the planning and maintenance of infrastructure and track. Under one (1) division director, there are three (3) departments: a) Planning, b) Maintenance of Infrastructure, and c) Maintenance of track.

For the maintenance of tracks department, two (2) senior technical officers are allocated at the maintenance base 24 hours every day (shift based) for daily repairs.

Figure 6.6.7 shows the structure of this division, and Table 6.6.6 shows the result of required number of staff. The total number is estimated as 49 persons including the division director and three (3) managers/engineers for each department.


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Source: Survey Team

Figure 6.6.7 Staff in Civil Engineering Division

Table 6.6.6 Number of Staff in Civil Engineering Division


Assistant Engineer


Position 1 3 7 30 Number 1 3 7 38 49

Source: Survey Team

(7) Staff for Maintenance of Electrical Equipment

There is an electrical equipment division for its planning and maintenance. Under the division director, there are three (3) departments: a) Planning, b) Maintenance of Power Distribution System, and c) Maintenance of Signalling and Communication.

Four (4) senior technical officers should be arranged 24 hours every day (shift based) for daily repairs at the maintenance base. Figure 6.6.8 shows the structure of this division, and Table 6.6.7 shows the result of required number of staff. The total required number for this division is estimated as 69 persons including the division director and three (3) managers/engineers for each department. In addition, five (5) senior technical officers are allocated at the OCC for the operation of SCADA and other facilities.


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Source: Survey Team

Figure 6.6.8 Staff in Electrical Equipment Division

Table 6.6.7 Number of Staff in Electrical Equipment Division


Assistant Engineer


Position 1 3 9 40 (+SCADA 1) Number 1 3 9 56 (+SCADA 5) 69 (+SCADA 5)Source: Survey Team

(8) Staffs for Administration

In the headquarters office, there are five (5) departments for administration works for the O&M Company: a) Business Planning, b) Finance, c) Accounting, d) Human Resources, and e) Other Administration. Figure 6.6.9 shows the structure of this division, and Table 6.6.8 shows the result of required number of the staff. The total required number of this division is estimated as 36 persons including the division director and five (5) managers for each department.

Source: Survey Team

Figure 6.6.9 Staff in Administration Division


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Table 6.6.8 Number of Staff in Administration Division

Name Director Manager Deputy Manager Staff Total

Position 1 5 10 20 Number 1 5 10 20 36

Source: Survey Team

(9) Staff for Audit and Inspection

In the headquarters office, a director and nine (9) independent staff are allocated for account audit, safety management, environment and social consideration and other inner inspection of the O&M Company. These staff should be highly experienced and be assured their independence for checking the company’s activities as a third party.

Source: Survey Team

Figure 6.6.10 Staff for Audit and Inspection

Table 6.6.9 Number of Staff for Audit and Inspection

Name Director Manager Inspector TotalPosition 1 3 6Number 1 3 6 10Source: Survey Team

6.6.3 Total number of staff and whole structure of O&M company

As a result of required number of staff, including President/Chief Executive Officer (CEO) and two (2) Vice Presidents/Chief Operating Officer (COO) and Chief Financial Officer (CFO), the total required number of positions in the O&M Company is estimated at 832 persons. Since some additional staffs should be trained for ensuring the sustainability of the company for the next generation, 10% of the youngest positions including train drivers should be added continuously. Therefore, the number of staff of the O&M Company is estimated as 899 persons in total. Figure 6.6.11 shows the total required number of staff and divisional/departmental structure of the O&M Company.


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Source: Survey Team

Figure 6.6.11 Total Number of Staff and Whole Structure of O&M Company


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6.7 Operation and Maintenance Cost

6.7.1 Methodology of O&M Cost Estimation

(1) Labour Cost

The labour cost of the O&M Company is estimated by the multiplication of the number of staff mentioned in Section 6.6 by the unit price of salary that was consulted by MMWD. The result is shown in Table 6.7.1 below. These unit prices are only for estimate and the O&M company can modifies these prices.

Table 6.7.1 Unit Price and Number of Staff

Position Unit Price (LKR/person/year) NumberPresident/CEO 8,000,000 1 Vice President/COO & CFO 6,000,000 2 Director 4,500,000 6 Manager/Eng. 3,600,000 26 Deputy Manager/Assistant Eng. 2,400,000 144 Senior Technical Officer 720,000 174+18Train driver 1,000,000 78+8Staff 600,000 204+21Base year: 2017 Source: Survey Team

(2) Expenses for O&M

The expenses for O&M including labour cost of outsourcing and purchasing spare parts is estimated by the following methods:

a) From the business reporting of Japanese railway companies similar to JICA-LRT, individual expense for transport and maintenance of infrastructure and track, electrical equipment and rolling stock is determined, and based on that the average unit cost is calculated.

b) These costs are then separated into labour cost and equipment cost as an average rate. Then, labour cost is divided by 6, the rate between Japan and Colombo; and 20% is added to the equipment cost, to account for the increase for import.

c) The total expenses are calculated for JICA-LRT from unit cost calculated in b).

(3) Power Cost

The power cost is calculated from the multiplication of unit cost collected by MMWD as of Sep. 2017 which was 24 LKR/kwh in 2017 price by the power consumption estimated as car-km by the train operation plan.

(4) Administration Cost

Administration cost is assumed as 10% of labour cost of the O&M Company. 10% is set from average of similar railway companies in Japan.

6.7.2 Conditions for O&M Cost Estimation

The conditions applied for the O&M cost estimation are shown in Table 6.7.2 below.


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Table 6.7.2 Conditions for O&M Cost Estimation

Description Condition

2025 2035 Operation Length 15.8 kmNumber of Rolling Stocks 4 cars/unit x 25 units = 100 cars 6 cars/unit x 25 units = 150 carsNumber of Trains 222 trains/day (18 trains/hour at peak time) Source: Survey Team

6.7.3 Result of Estimate of O&M Cost

The O&M costs in 2025 and 2035 are estimated as shown in Table 6.7.319.

Table 6.7.3 Estimated O&M Cost

Description Cost (1,000 LKR/year, 2017 Price)

2025 2035Direct Labour Cost 953,940 953,940

Outsourcing & Spare Parts Cost

Operation 629,451 944,176Maintenance of Rolling Stock 399,594 599,391Maintenance of Infrastructure & Track 410,857 410,857Maintenance of Electrical Equipment 493,028 493,028

Power Cost 573,641 860,461Administration Cost 95,394 95,394

Total 3,555,905 4,357,248Source: Survey Team

6.8 Pre-Opening Tasks and Schedule for Establishment of O&M Company

The O&M Company, which is proposed under Section 6.4 to 6.7, should prepare for their operation and maintenance before opening. They should establish the company, hire staff, prepare their operations rulebook and manual(s) and train their staff.

The O&M Company should train their staff to acquire skills for O&M activities before commercial operation. Based on Japanese experiences, it takes at least one (1) month for comprehensive training with all staff in condition of normal operation. Also, it takes six (6) months for train drivers and OCC staff to have the necessary skills for their activities with the trial-run.

Before these training programs are conducted, some instructors should be trained to teach these staff, which is known as training of trainers (TOT). TOT should be done mainly at the site in a foreign country where there is similar equipment of urban railway because these equipment in Colombo is not completed. In addition, before starting the training for train drivers and OCC staff, the company should prepare their operations rulebook and manual(s). It is recommended that the TOT to be conducted mainly in a foreign country by an experienced urban railway company for at least eight (8) months.

19 1. Between these periods, the direct labour cost will remain the same as the number of operating trains will not

change. The outsourcing and spare parts cost will increase by reflecting the demand increase. 2. These costs are calculated as price level in 2017 because price escalation rate is not considered in financial analysis for cost and revenue.


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In consideration of the schedule, the financial and legal structure of the company should be completed before the TOT.

Based on the aforementioned training period, it is recommended that the company should be established at least two (2) years before the commercial opening. Therefore, the GoSL should prepare and take necessary actions for the establishment of the O&M Company at least three (3) years before the desired commercial opening.

Figure 6.8.1 summarises of the scheduling for the establishment of the O&M Company as well as the training period until the commercial opening.


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6.9 Proposal of Supporting Program to O&M Company for Establishment of the Company and for Training of O&M Skills

As mentioned in Section 6.5.2, if the O&M business company conducts full O&M activities by themselves, for the smooth and safety operation and maintenance by the company, supporting program for the establishment of the O&M Company and training program for O&M activities are essential.

The content of the supporting program recommended includes the following items:

Setting of rules for management of the company Preparation of business plan for the company Planning of organization structure and recruitment Preparation of rules and manuals for operation and maintenance Preparation of training plan Conducting of TOT Support for training to all staff Support for preparation of operation plan Support for trial-run Support for operation and maintenance for first several years after commercial operation

It is noted that this supporting program should be conducted with an experienced railway operator.

6.10 Legislative System for Urban Railway or LRT

In Sri Lanka, there is no urban railway including LRT and no Act for LRT, but there is the National Railway Act. It is necessary for operating an urban railway to establish a law, or to amend the Act of the National Railway.

It is recommended that the urban railway be managed by another legislative system from National Railway in Sri Lanka, because the operation and maintenance of LRT or urban railway are much different from that of the National Railway. Therefore, the establishment of a new act for urban railway is preferable, rather than an amendment of the Act for National Railway.

The following items are essential in the new Urban Railway (or LRT) Act:

a. Planning and construction b. Operation program: licensing, fare, reporting etc. c. Regulation and commission to the operator d. Duties and penalties of the operator and passengers

If other acts or regulations related to the construction or operation of LRT already exist, the urban railway act should include these regulations for making these procedures simple.

It will be ideal to establish the new act before starting the construction of the JICA-LRT. In reality, this ideal is difficult because a long time is needed to establish the new act. Three items from “b.” to “d.” described above are essential before starting construction of the project if the construction is to be executed by a private sector company. In the case of JICA-LRT, construction will be implemented by GoSL, therefore, at least one item of “d.” should be set before starting operation.

The government should decide which organization will take charge of planning or regulation for the urban railway and based on this, a draft of the new Act should be prepared as soon as possible.


7-1

Chapter 7 Project Evaluation

7.1 Economic Analysis

7.1.1 Economic Analysis Overview

This section evaluates the economic feasibility of the JICA-LRT between Fort Station and IT Park Station, aiming to ensure that the resources are allocated efficiently, and that investment brings benefits to a country and raises the welfare of its citizens. By establishing the “With Project” and “Without Project” scenarios, economic benefits and costs associated with the Project were estimated. Economic benefits include the major indicators adopted in transport projects such as savings in vehicle operating cost (VOC), savings in passenger travel time cost (TTC), reduction in loss due to traffic accidents and reduction in carbon emissions; while economic costs include construction cost, replacement cost and O&M cost. The economic cost benefit analysis was conducted, and EIRR and the economic net present value (ENPV) were calculated as parameters to measure the economic return on investment.

7.1.2 Assumptions of Economic Analysis

The following assumptions are set up for the economic analysis.

(1) Base Year

The base year of the Project is 2017. The inflation factor is not considered during the evaluation period.

(2) Evaluation Period

The evaluation period of 35 years of the JICA-LRT project implementation is applied.

(3) Exchange Rate

The exchange rate is set as follows.

1 USD = 113 JPY 1 USD = 153 LKR 1 LKR = 0.739 JPY

(4) Discount Rate

The discount rate is the rate of return used in a discounted cost benefit analysis to determine the present value of future cost benefit. The discount rate of 12%, used in “Assessing Public Investment in the Transport Sector 2001” by the Ministry of Finance and Planning, Sri Lanka as well as other projects in the transport sector in Sri Lanka, is applied.

(5) Standard Conversion Factor (SCF)

The SCF, converting from financial prices to economic prices, has been calculated from the recent trade statistics of Sri Lanka. The average SCF for the past five years is 0.92 as shown in Table 7.1.1, and this figure is applied to the analysis.


7-2

Table 7.1.1 Standard Conversion Factor (Unit: million LKR)

Source: Ministry of Finance Annual Report, Central Bank of Sri Lanka Statistics

7.1.3 Economic Benefit

(1) Vehicle Operation Cost Savings

The unit VOC is assumed based on “Assessing Public Investment in the Transport Sector 2001” by the Department of National Planning, Ministry of Finance and Planning, Sri Lanka. The price was converted to 2017 price based on the Colombo CPI of the transport sector. Unit vehicle operating cost is estimated by the representative vehicles and operating speed in 2017 prices as shown in the following table.

2012 2013 2014 2015 20161) IMPORT TAX 328,164 328,164 348,315 359,210 493,923 Import Duties 74,668 74,668 77,726 108,115 156,487 VAT (Imports) 96,590 96,590 102,280 83,726 115,336 Ports & Airports Development Levy 61,505 61,505 68,646 56,733 88,822 Import Cess Levy 33,004 33,004 35,622 42,467 59,058 Special Commodity Levy 46,704 46,704 47,952 52,275 55,825 Nation Building Tax (Imports) 15,693 15,693 16,089 15,894 18,3952) EXPORT TAX 3,108 24,750 27,164 2,746 2,703 Export Duties 21 21,663 24,080 33 31 Export Cess Levy 3,087 3,087 3,084 2,713 2,6723) Total Imports 2,440,899 2,323,128 2,535,163 2,572,467 2,826,2604) Total Exports 1,245,531 1,344,054 1,453,176 1,431,431 1,500,766SCF (3+4)/(3+1)+(4-2) 0.92 0.92 0.93 0.92 0.90Average SCF for the past five years 0.92


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Table 7.1.2 Unit Vehicle Operating Cost (Unit: LKR / km)

Note: Prices were adjusted for 2017 economic price. Vehicle categories are summarized. Source: Based on “Assessing Public Investment in the Transport Sector 2001” by the Ministry of Finance

and Planning

(2) Travel Time Cost (TTC) Savings

Hourly travel time value of passengers was estimated for three income groups based on the results of the Home Visit Survey conducted in 2013 for the CoMTrans Project, and the Household Income and Expenditure Survey 2012 by the Department of Census and Statistics. Income categories were identified by the Home Visit Survey considering vehicle ownership and mode choice characteristics. The mean household income was estimated by the Household Income and Expenditure Survey 2012. It is assumed that the future value of time by income class is consistent throughout the analysis period. The following table presents the time value of workers average trip for the three income categories in 2017 prices.

Velocity(km/h)

Motorcycle 3 Wheeler Car & Van Medium &Large Bus

Medium 2-AxleLorry & Large 2-

Axle Lorry

Large 3-AxleLorry

10 17.20 45.03 64.70 144.88 120.46 174.8015 15.01 37.05 54.44 110.39 93.10 140.6020 13.97 33.16 49.50 93.01 79.33 123.5025 13.40 30.78 46.65 82.65 71.06 113.2430 13.02 29.17 44.75 75.81 65.65 106.5035 12.83 28.12 43.42 70.97 61.94 101.7540 12.64 27.27 42.56 67.45 59.19 98.3345 12.45 26.60 41.90 64.89 57.19 95.8650 12.54 26.32 41.71 62.99 55.77 94.0555 12.64 26.13 41.52 61.47 54.63 92.8260 12.64 25.94 41.52 60.52 53.96 91.8765 12.73 25.84 41.42 59.76 53.39 91.3970 12.83 25.75 41.52 59.28 53.20 91.2075 12.92 25.65 41.61 59.09 53.11 91.3080 12.92 25.65 41.71 59.19 53.30 91.6885 13.02 25.65 41.80 59.38 53.68 92.3490 13.11 25.65 41.99 59.85 54.25 93.2995 13.21 25.65 42.18 60.52 55.01 0.00100 13.30 25.65 42.37 61.37 55.86 0.00


7-4

Table 7.1.3 Hourly Value of Time by Income Group

Note: 1) Group C is less than LKR 40,000. Group B is LKR 40,000 - 79,999. Group A is LKR 80,000 and

above. 2) Mean household incomes were estimated from the Household Income and Expenditure Survey

2012 by the Department of Census and Statistics, adjusted for 2017 price. 3) Average number of workers in a household was estimated from the Home Visit Survey of the

CoMTrans Project that was conducted in 2013 4) 20 working days are assumed per month considering public holidays. 7 working hours are assumed

excluding rest time during work hours. 5) Including medical and employment insurance payments from employer, benefits, allowances and

bonuses 6) According to the Home Visit Survey of the CoMTrans project conducted in 2013 7) Work trips are multiplied by 1.2 considering company overhead. Non-work trips were multiplied

by 0.3 referring to the “Handbook on Economic Analysis of Investment Operations”, The World Bank, 1998

Source: CoMTrans Study Team, Avg. Stands for” average”.

The average time value of freight vehicles is estimated from freight value and interest rate. The estimated time value is shown in Table 7.1.4.

Table 7.1.4 Time Value of Freight Vehicles

Source 1) “Study on the outer circular highway of the city of Colombo, 2000”.

Adjusted for 2017 economic price 2) “Average Weigted Lending Rate (AWLR)”, Central Bank of Sri

Lanka, as of August 2017

IncomeLevel 1)

MeanHouseholdMonthlyIncome(LKR) 2)

Avg. No ofWorkersinHousehold3)

MonthlyWorkingHours 4)

SocialSecurity&Benefits 5)

TimeValue ofWorkTrip(LKR/h)

WorkTripRatio 6)

Avg.TimeValue(LKR/h) 7)

Group A 231,079 1.9 140 30% 1129 23% 572Group B 70,516 1.72 140 30% 381 16% 169Group C 29,802 1.2 140 30% 231 15% 100All 87,343 1.36 140 30% 596 16% 265

Vehicle Type Truck(10t)

Trailer(25t)

Freight Value (LKR/veh) 1) 4,839,633 12,099,084Interest Value 13.9% (LKR/veh) 2) 672,709 1,681,773Time Value of Goods (LKR/veh-h) 269 673Time Value of Freight Vehicle (LKR/veh-h) 269 673


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(3) Savings of Accident Costs

The accident loss was estimated by the method proposed in “Assessing Public Investment in the Transport Sector 2001” by the Ministry of Finance and Planning. Assumptions on the accident loss estimation are shown in Table 7.1.5. The unit accident cost per vehicle-kilometre in 1999 was converted to the 2017 value. It is assumed that traffic accidents will decline 4% every year.

Table 7.1.5 Accident Loss Savings

Item Value Unit Accident Cost 1) 0.396 LKR/vehicle-km in 1999 valuesAccident Cost 1.46015 LKR/vehicle-km in 2017 valuesAnnual decline in accident rate 1) 4%Accident rate reduction in 2035 48% 2035/2017 Accident Cost in 2035 0.7003 LKR/vehicle-km in 2017 valuesSource 1): Based on “Assessing Public Investment in the Transport Sector 2001” by Ministry of Finance and Planning

(4) GHG Emission Savings

Environmental improvement due to decrease of GHG emissions is also considered as a benefit of the JICA-LRT. While there are several greenhouse gases, carbon dioxide (CO2) was considered for the analysis due to data availability. Unit emission factors of carbon dioxide by vehicle type are shown in Table 7.1.6.

Table 7.1.6 Carbon Dioxide Emission Factor by Vehicle Type

Vehicle Type Emission Factor(tCO2/passenger-km)Car 0.0001026 Motorcycle 0.0001004 Three wheeler 0.0001067 Bus 0.0000257 Source: Survey Team

The emission of CO2 was converted to the price based on the CDM credit price. As of 2017, the unit price was 0.19 EUR/t-CO2e (0.21 USD/t-CO2e).

7.1.4 Economic Cost

(1) Construction Cost

The construction cost was converted to the economic cost by using the SCF of 0.92 as shown in Table 7.1.7. The price escalation, VAT and finance costs are not included, and the income loss compensation fee in the land acquisition cost was included in the economic price.

Table 7.1.7 Economic Cost for Construction Cost

[Classified]


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(2) Replacement and O&M Cost

The replacement and O&M cost were also converted to the economic cost by using SCF. The estimated replacement cost is for 35 years of the project implementation; the O&M economic cost in 2025 is 3,271 million LKR and in 2035 is 4,009 million LKR.

7.1.5 Economic Evaluation

(1) Cost Benefit Analysis

The cost benefit analysis was conducted based on the assumptions described above.

The EIRR shows 20.18% and the ENPV shows 174.3 billion LKR. Since the EIRR exceeds the discount rate of 12% with a positive ENPV, the project implementation is assessed as having economic validity from the viewpoint of the national economy.

Figure 7.1.1 Economic Cost Benefit Analysis

[Classified]

Table 7.1.8 Economic Cost Benefit Analysis

[Classified]

(2) Sensitivity Analysis

The sensitivity analyses for the following three cases were conducted.

10% decrease in economic benefit 10% increase in economic cost 10% decrease in economic benefit, 10% increase in economic cost

Table 7.1.9 shows the results of the sensitivity analyses indicating economic feasibility in all cases. The EIRR applied by 50% decrease in economic benefit or 210% increase in economic cost fulfils the discount rate (cut off rate) of 12%.

Table 7.1.9 Sensitivity Analysis

Parameter Base Case Benefit -10% Cost +10% Benefit -10%Cost +10%

EIRR 20.18% 18.97% 19.08% 17.91%ENPV (bil. LKR) 174.3 142.4 159.9 128.0Source: Survey Team

7.2 Financial Analysis

7.2.1 Financial Analysis of O&M Company

This section evaluates the financial feasibility of establishing an JICA-LRT O&M Company that will operate the JICA-LRT line between Fort Station and IT Park Station. The financial analysis was conducted based on the revenues, operation and maintenance costs, replacement costs, depreciation costs and finance costs generated by operating the JICA-LRT with four cases, and


7-7

the FIRR, Net Present Value (NPV) and Average Debt Service Coverage Ratio (ADSCR) were calculated as indicators to measure the financial return on investment as well as the ability to repay debt service.

(1) Assumptions of Financial Analysis

The following assumptions are set up for the financial analysis.

1) Base Year

The base year of the project is 2017. The inflation factor is not considered during the evaluation period.

2) Evaluation Period

The two rounds of rolling stock replacement are assumed for the evaluation period. With the 30 years of rolling stock lifetime, the evaluation period is 60 years after starting operations of the JICA-LRT services (2025-2084).

3) Exchange Rate

The exchange rate is set as follows, the same as in the previous economic analysis.

1 USD = 113 JPY 1 USD = 153 LKR 1 LKR = 0.739 JPY

4) Bank Interest Rate

The loan arrangement through commercial banks in Sri Lanka will be assumed during the initial stage of company establishment, and it will be utilized for working capital as well as replacement cost coverage during operation. The commercial bank interest rate of long-term/short-term loans is set as 13.90%, referring to the Average Weighted Lending Rate (AWLR) announced by the Central Bank of Sri Lanka, as of 31st August 201720.

5) Corporate Tax

The corporate tax is set as 28.0%, as defined by the Sri Lanka Companies Act No 7 of 2007.

6) Opportunity Cost of Capital

The opportunity cost of capital, the expected return from investments missed in favour of other investments, is set as 8.87%, referring to the 91 days’ Treasury Bill interest rates as of 11th August 201721.

(2) Revenue

Revenue from JICA-LRT Fare 1)

The revenue from JICA-LRT fares was estimated based on the demand forecast described in Chapter 6. The summary of the estimated ridership is shown in the following table. The

20 http://www.cbsl.gov.lk/htm/english/_cei/ir/i_4.asp 21 http://www.cbsl.gov.lk/htm/english/_cei/ir/i_3.asp


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estimated ridership of 2020 and 2035 was calculated following the transport framework developed by Ministry of Megapolis and Western Development.

Table 7.2.1 Estimated Ridership of the JICA-LRT Project

Case Normal ×1.2 Normal ×1.5 Normal ×2.3

2020 2035 2020 2035 2020 2035Daily Passengers 348,031 575,191 332,413 548,981 295,195 497,744Source: Survey Team

The base fare cost and the excess fare were determined as shown in the following Table 7.2.2. The base fare cost was set based on the current normal bus fare22 of 11.7 LKR, and the three cases were estimated by normal ×1.2, normal ×1.5 and normal ×2.3. The excess fare (LKR/km) shall be added after exceeding the base fare distance (km). The original revenue estimation was reduced by 7.5%23, considering the child passengers and the revenue will be estimated to increase by the fixed rates until 2035, and by linear growth until reaching to the maximum capacity. The revenue is expected to reach to the maximum in the year 2046 for Normal ×1.2, 2048 for Normal ×1.5, and 2057 for Normal ×2.3.

Table 7.2.2 Revenue Estimation of the JICA-LRT Project

Case Normal ×1.2 Normal ×1.5 Normal ×2.3

2025 2035 2046 2025 2035 2048 2025 2035 2057Base Fare Cost (LKR) 15 18 27 Base Fare Distance (km) 1.5 1.5 1.5 Excess Fare (LKR/km) 2.55 3.4 5.1 Fort-National Hospital (LKR)

19 23 34

Fort-Sethsiripaya (LKR) 34 43 64 Fort-Malabe (LKR) 48 62 93 Revenue (mil LKR)24 3,020 4,173 5,340 3,658 5,035 6,657 5.017 6,979 10,020Source: Survey Team

1) Other Revenues

Aside from JICA-LRT fares, other sources of revenues are included in the revenue estimation; namely 1) floor space for rent (kiosk), 2) advertisement space for rent (station platform), 3) digital signage advertisement space for rent (station platform), 4) advertisement space for rent (inside JICA-LRT), 5) digital signage advertisement space for rent (inside JICA-LRT), 6) advertisement space for rent (wrapping JICA-LRT), and 7) coin locker (JICA-LRT station). The annual revenue is estimated in the following Table 7.2.3.

22 The bus fare was selected as a benchmark of estimating the fare of JICA-LRT with the following reasons: Bus is the major urban public transport mode. Since Sri Lanka Railways operates intercity service connecting major cities and urban area, the fare system is

basically developed for intercity service because base fare distance is 10km. Three wheelers and taxis are private transport and not considered as a public transport.

23 Children under 12 excluding 0-4 age is around 15% of the total population in Western Province. The JICA-LRT fare for children will be half that of the adult fare, therefore the revenue will be decreased by 7.5%.

24 The annual revenue is calculated by 317 days based on the number of working days in Sri Lanka.


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Table 7.2.3 Revenue Except for JICA-LRT Fare

Revenue Source Unit Cost, Area and Operating Rate Annual Revenue

(mil LKR)

Floor space for rent (kiosk) 5,382 LKR/sqm/month, 800 sqm, 95% operating rate 49.08

Advertisement space for rent (station platform)

50,000 LKR/sqm/month, 210 sqm (21 stations×10 sqm), 85% operating rate 107.10

Digital signage advertisement space for rent (station platform)

150,000 LKR/display/month, 84 displays (21 stations×4 displays), 85% operating rate 128.52

Advertisement space for rent (inside JICA-LRT)

50,000 LKR/train/month, 24 trains, 85% operating rate 12.24

Digital signage advertisement space for rent (inside JICA-LRT)


Advertisement space for rent (wrapping JICA-LRT)


Total (mil LKR) 366.71Source: Survey Team (interview through a local advertisement company)

These revenue sources in connection with the JICA-LRT operation are found in Japanese railway operations, and from the analysis of the Japanese railway companies’ annual reports, the average share of sub-business revenue is about 7% of the fare revenue. The above estimated revenue is close to 7% of the JICA-LRT fare revenue at the start of the operation in a case of applying Normal ×2.3 JICA-LRT fare, and the operation rate is expected to increase in accordance with the demand increase, therefore the fare revenue of 7% is applied to the revenue except for JICA-LRT fare.

TOD, a type of urban development that integrates the transport development with commercial, office and residential development at station areas, has been introduced in various cities throughout the world. By providing opportunities for real estate developers and small businesses, a railway operator can profit from the property value increases that typically follow the construction of railways, and the whole system can be operated on a self-sustaining basis without subsidies. A TOD approach has several advantages for railway business; however, there is a risk of property market crash, and it is desirable to develop a self-sustainable business without income from property development. To ensure sustainability through fare revenue as well as other revenues, this Survey did not introduce a TOD approach.

(3) Cost

1) Company Setup

A staff training fee of 3.6 billion JICA-LRT will be spent in 2024 before the start of operations of the JICA-LRT in 2025. A company with a capital of 1.08 billion LKR and a loan of 2.52 billion LKR (Equity : Loan = 3 : 7) will be established. With government investment, a company will be set up as a 100% government-owned company.

2) Construction Cost

The construction cost is covered by the ODA loan and the loan repayment will be made by the Sri Lankan government. An O&M company will not be responsible either in initial construction or depreciation related to the cost. The construction cost will be described in 7.2.2 Financial Analysis of the Project.


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3) O&M Cost

The estimated O&M cost, which includes 1) labour cost, 2) spare parts cost, 3) power cost and 4) administration cost, is described in Chapter 8.

4) Replacement & Depreciation Cost

The replacement cost and the depreciation cost can be covered by an O&M company in some cases as stated in 7.2.1(6) Evaluation Cases. The required replacement and depreciation costs are summarized in the following Table 7.2.4. The replacement cost is included in the cash-flow statement as investment, and the depreciation cost is included in the profit-loss statement of the financial analysis.

Table 7.2.4 Replacement Cost and Depreciation Cost

[Classified]

The schedule of replacement is shown in the following table.

Table 7.2.5 Schedule of Replacement

[Classified]

5) Finance Cost

The finance cost for the loan repayment such as interest and principal cost is included in the financial analysis. The equalized principal and interest repayment method is applied.

(6) Evaluation Cases

The following four cases were evaluated to analyse the feasibility of an O&M Company by different base bus fare assumptions and types of replacement cost coverage (Table 7.2.6).


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Table 7.2.6 Evaluation Cases Item Case 1 Case 2 Case 3 Case 4

Base bus fare 1.2 times of Normal Bus (15 LKR)

1.5 times of Normal Bus (18 LKR)



Replacement Cost (rolling stocks, service facilities, information system, power system distribution, etc.)

Not Included25

Partial Replacement (Only rolling stocks and service facilities)

Full replacement Full replacement

Depreciation of Replacement Cost Not Included26 Depreciation

CoverageDepreciation Coverage

Depreciation Coverage

Source: Survey Team

(7) Financial Analysis

The results of the financial analysis are summarized in the following Table 7.2.7. The equity of 1.08 million LKR with the loan of 2.52 billion LKR (repayment for five years) at the establishment of a company is not included in the calculation.

Table 7.2.7 Evaluation Cases

Item Case 1 Case 2 Case 3 Case 4 Number of years after operation achieving positive net profit after tax

29 years 1 year 1 year 1 year

Number of years after operation achieving positive cumulative net profit after tax

Negative value for the whole

evaluation period

12 years 13 years 3 years

Short-term loan for working capital

For 28 years (814 bil. LKR in total)

For 9 years (2.7 bil. LKR in total)

For 6 years (0.6 bil. LKR in total)

Not required, self-finance is possible

Long-term loan for replacement cost

Not required, due to no replacement coverage

30, 40, 60 years after operation

10, 15, 20, 30, 40, 60 years after operation

30 years after operation

Government assistance by equity or subsidy

Not required, due to no replacement coverage

Not required, due to partial replacement coverage

15, 20, 30, 40, 60 years after operation (58.1 bil. LKR in total)

Not required, self-finance is possible

Number of years after operation to start paying dividends to the investors (20% of equity; 216 million LKR)

29 years 11 years 41 years 1 year

FIRR (>8.87%) NPV (>0) Minimum ADSCR (>1.2)

Negative▴148 bil. LKR

▴1.40

9%▴0.2 bil. LKR

0.02

Negative ▴7.4 bil. LKR

▴0.99

27%8.5 bil. LKR

2.00Source: Survey Team

25 Replacement cost and its depreciation cost will not be covered by an O&M Company and will be covered by the

government subsidy. 26 Ditto


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Figure 7.2.1 O&M Company Cash Flow of Cases 1-4

[Classified]

The evaluation results show that only Case 2 and Case 4 recorded positive FIRR, which exceeds the opportunity cost of capital of 8.87%. The minimum ADSCR, the parameter to measure the ability to repay debt services, and generally higher than 1.227, shows that only Case 4 exceeds 1.2.

Case 1 can be sustained only when it is successful in ensuring the short-term loan for 28 consecutive years to cover the loss of net profit. However, it is not realistic to secure a large amount of loan with a company of capital investments. This shows that the revenue assumption based on the base bus fare of 1.2 times normal bus will be difficult to cover the running cost as well as replacement cost of an O&M Company.

Case 2 can be sustained through securing the short-term loan for working capital (for 9 consecutive years) and long-term loan for replacement cost (30, 40, 60 years after operation) without government assistance, due to partial replacement coverage.

Case 3 shows the difficulty of assuring sustainability due to the high replacement cost. The short-term loan for 6 years and long-term loan at 10, 15, 20, 30, 40 and 60 years after operation will be required. The government assistance in a form of equity or subsidy is also required at 15, 20, 30, 40, 60 years after operation. In addition, the net profit will be negative after 31 years of operation due to high depreciation costs. Case 2 and Case 3 shows that the revenue assumption based on the base bus fare of 1.5 times normal bus will only cover a part of replacement cost such as rolling stock and services facilities.

Case 4 shows the best result of the four scenarios; only with the long-term loan at 30 years after operation, it shows a positive cumulative cash flow. This shows that the revenue assumption based on the base bus fare of 2.3 times normal bus is recommended to be introduced, as it covers the running cost as well as replacement cost and will be able to pay dividends to the investors every year.

Table 7.2.8 shows the cash flow analysis of Case 4.

Table 7.2.8 Cash Flow Analysis of Case 4

[Classified]

(8) Sensitivity Analysis

By considering Case 4 as the base case, the sensitivity analyses for the following three cases were conducted.

10% decrease in revenue 10% increase in cost (O&M and replacement cost) 10% decrease in revenue, 10% increase in cost

Table 7.2.9 shows the results of the sensitivity analyses. Case A does not show financial feasibility, while the FIRR of Case B and C shows financial feasibility, exceeding the opportunity cost of capital at 8.87% with positive value of NPV.

27 Cesar Queiroz, Financial Assessment of PPP Projects


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Table 7.2.9 Sensitivity Analysis Result

Parameter Base Case Revenue -10% Cost +10% Revenue -10%Cost +10%

FIRR 27% 16% 18% NegativeNPV (bil. LKR) 8.5 3.1 4.1 ▴1.4Source: Survey Team

(9) Risk Analysis

The risk analysis was conducted to analyse the passenger demand risk. Since introducing the JICA-LRT will be the first such experience in Sri Lanka, there is a possibility of not achieving the target passenger demand for years after operation based on the experiences in other countries. There will be a risk that a passenger shift from bus or car to JICA-LRT will not be achieved as rapidly as projected in the demand forecast. The following two cases were analysed.

Case i) 50% of demand in 2025 and reaching 100% in 2030 (10% increase by year) Case ii) 50% of demand in 2025 and reaching 100% in 2035 (5% increase by year)

The analysis of ensuring the government loan with 0% of interest rate was assumed in both cases. Being a government company, there is a possibility of being funded by the government loan with 0% interest rate, and the loan can be returned after ensuring sufficient cumulative cash flow.

The results of the risk analysis are summarized in the following table.

Table 7.2.10 Risk Analysis Result

Item Base Case

Case i) Case ii) 13.9%

Commercial Bank Interest

Rate

0% Govt. Interest Rate

13.9% Commercial

Bank Interest Rate

0% Govt. Interest Rate

Number of years after operation achieving positive net profit after tax

1 year 4 years 3 years 7 years 4 years

Number of years after operation achieving positive cumulative net profit after tax

3 years 8 years 7 years 13 years 10 years

Short-term loan for working capital

Not required

For 7 years (19 bil. LKR)

For 2 years (1.2 bil. LKR)

For 16 years (86.8 bil.

LKR) For 3 years

(1.7 bil. LKR)

Long-term loan for replacement cost

30 years after

operation 10, 30 years

after operation 30 years after

operation 30, 40 years

after operation 30 years after

operation

Number of years after operation to start paying dividends to the investors (20% of equity; 216 million LKR)

1 year 11 year 3 year 21 year 11 years

FIRR (>8.87%) NPV (>0) Min ADSCR (>1.2)

27% 8.5 bil. LKR 2.00

▴4% ▴9.8 bil. LKR

▴1.67

15% 4.1 bil. LKR

3.29

Negative ▴42.4 bil. LKR

▴1.67

10% 1.0 bil. LKR

3.03

Source: Survey Team


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The risk analysis results show that a company can be sustained when the 0% government interest rate is applied in both Case i) and Case ii).The FIRR showed 15% in Case i) and 10% in Case ii), higher than the opportunity cost of capital, and the NPV and the minimum ADSCR showed positive value. When the commercial bank interest rate is applied, the loan amount will be a big burden to the company, the FIRR figure shows negative in both Case i) and Case ii), and the minimum ADSCR also shows negative value.

Further to the 0% government interest rate loan, there is a possibility of applying the Viability Gap Fund (VGF), the government subsidy to cover the deficits of net cash flow. The volume of VGF is equivalent to the “short-term loan for working capital”, but the condition is better than the 0% government interest rate loan as the repayment is not required.

7.2.2 Financial Analysis of the Project

This section evaluates the financial feasibility of the JICA-LRT. The financial analysis was conducted based on the construction costs, revenues, operation and maintenance costs, replacement costs, depreciation costs and finance costs. The FIRR and NPV were calculated as indicators to measure the financial return on investment.

(1) Assumptions of Financial Analysis

The following assumptions are set up for the financial analysis.

1) Evaluation Period

The evaluation period of 35 years of the JICA-LRT project implementation is applied.

2) Financial Cost

The financial cost is summarized in the following Table 7.2.11.

Table 7.2.11 Financial Cost

[Classified]

3) Other Assumptions

The revenues are assumed as the case of “Normal ×2.3”. Other assumptions such as O&M cost are followed by Section 7.2.1 Financial Analysis of O&M Company.

(2) Financial Analysis

1) Financial Analysis with Present Assumptions

The result of the financial analysis of the Project shows the FIRR of ▴5.17% with negative value of 190 billion LKR. The cumulative cash flow did not turn from negative to positive value during the project period.

For achieving positive FIRR, increasing other revenues can be considered. Achieving 110% of JICA-LRT fare revenue as other revenue, currently only 7%, is required for reaching positive FIRR, and for achieving FIRR of more than 8.87%, the opportunity cost of capital, reaching 490% of JICA-LRT fare revenue as other revenue is required.


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Figure 7.2.2 Project Cash Flow

[Classified]

Table 7.2.12 Project Cash Flow

[Classified]

7.3 Operation & Effect Indicators

7.3.1 Operation & Effect Indicators

The operation & effect indicators for the JICA-LRT are proposed in the following Table 7.3.1. The indicators for quantitative evaluations are set for monitoring the operation and effects of project implementation. The target value is set by the results of passenger demand forecast, as well as the train operation and maintenance plan. Currently, the effect indicator of modal shift to JICA-LRT is estimated by the transport model at this moment; it can be measured directly by the interview survey to JICA-LRT users once JICA-LRT starts operation.

Table 7.3.1 Operation & Effect Indicators

Item Unit Target (Expectation)2025 2035

Operation Indicators

Number of passengers Pax./day 363,000 498,000PPHPD Pax/hour/

direction14,300 19,800

Annual Passenger km Mil. Pax. km/year

660 880

Annual Fare-box Revenue Mil. LKR/year 5,017 6,979Number of Running Train

Train/day

1) Total number of train in service per

direction per day between Fort St. and Robert Gunawadena MW St.

222 (4 cars)

222 (6 cars)

2) Total number of train in service per direction per day between Robert Gunawadena MW St. and IT Park St.28

147 (4 cars)

147 (6 cars)

Operating Rate29

%

1) Without any breakdown (Planed

Inspection and maintenance with 22 train in operation)

91.7 92.0

2) Target Operation (cumulated number of unavailable trains-day per year)

91.0 (61 trains-day)

91.0(89 trains-day)

Train Running Distance per day km/day 6,245.40 6,245.40

Effect Indicators

Travel Time (Fort-Malabe) Minutes/ Seconds

1) by Car 40m 45m2) by JICA-LRT Rapid Train 28m10s 28m10s3) by JICA-LRT Local Train 32m50s 32m50s

Modal Sift to JICA-LRT 1) +2) = 100% 1) JICA-LRT passengers from Bus users30 % 71 57

28 At Robert Gunawadena MW St., passengers can transfer from rapid train at off-peak hour to local train and vise versa. 29 Number of trains which can be operated / total number of trains except trains under inspection and maintenance 30 Passengers who used use Bus before the implementation of JICA-LRT / Total JICA-LRT passengers


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Item Unit Target (Expectation)2025 2035

2) JICA-LRT passengers from Car, Motorcycle and 3-Wheeler

% 29 43

Average Running Speed (Fort-Malabe) except dwell time at stations

1) by JICA-LRT Rapid Train31 km/h 36.2 36.22) by JICA-LRT Local Train32 km/h 34.5 34.5

Source: Survey Team, JICA “Yen Loan Operation & Effect Indicators Reference”, October 2017

7.3.2 Other Effect Indicators

The following is envisioned as impacts/effects through the project implementation. Although it is difficult to estimate the quantitative value of changes at this time, it can be measured if the implementation body establishes the mechanism to measure and monitor this kind of socioeconomic impacts in future.

(1) Urban development along JICA-LRT stations (Land value, Development area/floor)

With the development of JICA-LRT, a modal shift will be envisioned along the JICA-LRT line, and the JICA-LRT users that gather around the stations create the new potential of commercial activity. The implementation body can measure how much commercial buildings or hotels will be constructed, and the increment of the land value around the station. The following indicators are recommended to be acquired after the commercial operation of JICA-LRT.

Number of buildings or area of floors for residential/commercial buildings built within 800m radius from the station after commercial operation of JICA-LRT

Land prices around the station

(2) Increase of tax revenue along the JICA-LRT route

As expected with the new development along the JICA-LRT, tertiary industries will be encouraged and grown after several years from the opening of the JICA-LRT. One of the monitoring indicators could be the tax revenues along the JICA-LRT route.

(3) Number of JICA-LRT users of children, disabled people and elderly persons

Since the design principle of JICA-LRT is set as “User-friendly” for all, it is expected that more children, disabled people and elderly persons will use the JICA-LRT. The number of these people can also be collected and monitored as operation indicators.

31 Average Speed (Fort-Malabe) by JICA-LRT Rapid Train = (Distance: 14.835km)/(Gross Traveling Time: 0.41 hr) 32 Average Speed (Fort-Malabe) by JICA-LRT Local Train = (Distance: 14.835km)/(Gross Traveling Time: 0.43 hr)


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Chapter 8 Project Implementation Plan

8.1 Introduction

[Classified]

8.2 Concept for Packaging

[Classified]

8.3 Implementation Schedule

[Classified]

8.4 Construction Schedule for each package

Based on the Project Implementation Plan, the Survey Team has studied actual construction schedule and its feasibility for Commercial Opening in July 2025 (See Appendix 11).

(1) Expected Milestone for Commercial Opening

Commencement of Operation Test: March 2025 Commercial Opening: July 2025

(2) Special Conditions for Commercial Opening

Rolling Stock procurement is critical to achieve the milestone; the start of contract should be in July 2020 or earlier.

Once the first train set arrives at the depot in May 2023, the track testing should be carried out in the depot. Related works such as power supply, signalling and telecommunication, track structures, and civil works in the depot should be completed before May 2023.

In order to complete the above related works, the works should be concentrated into “Test Track” portions and completed in advance. The “Test Track” portion means the portion necessary for track testing.


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Chapter 9 Environmental and Social Considerations

9.1 Project Survey Area

The survey area was defined as a 500m distance from the project components, taking into account the nature of the impact, as shown in Figure 9.1.1 (refer to red dotted perimeter). The Figure also shows divisional secretariat (DS) divisions covered by the Project. The survey area falls under four DS divisions, namely: Colombo; Thibirigasyaya; Sri Jayawardanapura Kotte; and Kaduwela.

Source: Survey Team

Figure 9.1.1 Study Area of the Project


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9.2 Legal and Regulatory Requirements

The following laws and regulations related to environmental and social aspects will be complied with JICA -LRT.

9.2.1 Environmental Related Laws

(1) National Environmental Act (NEA) No. 47 of 1980, and its amendment Act No. 56 of 1988 and Act No. 53 of 2000

Under provisions of Part IV C of the NEA No. 47 of 1980, and subsequently stipulated in Gazette (Extra Ordinary) No. 772/22 dated June 24, 1993, the GoSL made Environmental Assessment (EA) a legal requirement for a range of development projects. The list of projects requiring an EA in the form of an EIA or Initial Environmental Examination (IEE) is prescribed in the above Gazette notification. The basic criteria for the identification and listing of project activities as "prescribed projects" are sensitivity of the existing social and natural environments, and magnitude of potential adverse impacts that may be caused by the project. Such projects include those which may have adverse impacts on natural resources, and those which have a high pollution potential. Listed prescribed projects that are of relevance to JICA-LRT include:

Construction of railway Reclamation of land, wetland area exceeding 4 hectares: The development of the depot may

require 15 ha of reclaimed wetland area Within 100 meters from the boundaries of or within any areas declared as a Sanctuary under

the Fauna and Flora Protection Ordinance.

There are 6 major steps in the IEE/EIA process; 1) Screening, 2) Scoping, 3) Preparation of the EIA/IEE, 4) Report review, 5) Approval with terms and conditions or rejection with reasons and 6) Post approval monitoring. The EIA process in Sri Lanka is shown in Figure 9.2.1.


9-3

Source: CEA

Figure 9.2.1 EIA Process


9-4

(2) Fauna and Flora Protection (Amendment) Act (No. 49 of 1993)

The Fauna and Flora (Protection) Ordinance No. 2 of 1937, as amended by the Fauna and Flora (Amended) Act No. 49 of 1993 and Act No. 22 of 2009 provides regulations for the protection, conservation and preservation of the fauna and flora of Sri Lanka, for the prevention of the commercial exploitation of such fauna and flora; and to provide for matters connected therewith or incidental thereto. Offenses relating to amphibians and fish included in Schedules III and IV of the Act. Part IV (sects. 42 to 48) concerns the protection of flora.

(3) Flood Protection Ordinance (Chapter 449)

Under this ordinance the relevant minister is empowered to declare any area in Sri Lanka to be a flood area. While such order remains in force, the area indicated shall form a flood area and be subjected to the provisions of this ordinance. According to the guidelines of this ordinance the Director of the Irrigation Department or any other person designated by the relevant minister shall prepare and carry out a scheme for the efficient protection of such area against floods.

(4) Urban Development Authority Act No. 41 of 1978

The Act grants authority to the UDA to declare areas as Urban Development Areas. UDA has the power to “approve, coordinate, and control development projects or schemes of any Government agencies in such areas (Urban Development Areas)”.

(5) Colombo District (Low Lying Areas) Reclamation and Development Board Act No. 15 of 1968

The SLLRDC established under this Act has the power to declare low lying areas within the Colombo district as flood protection areas. The Act was amended by Law No. 27 of 1976, Act No. 52 of 1982 and Act No. 35 of 2006.

(6) Thalangama Environmental Protection Area: Government Notification under the National Environmental Act, No.47 of 1980, Order under Section 24C and Section D.

Thalangama Environmental Protection Area was designated as a protected area by the Central Environment Agency (Gazette Notification 2007 1st March、No.1,489/10). According to the Gazette Notification, permitted uses and activities within the area include the following:

Cultivation of paddy field Fishing Nature trails Construction of towers for the observation of birds Environmental educational information centre and a sales outlet Construction of a security post

Prior approval from the CEA is required when developing any infrastructure within the protected area.

(7) Declaration of Sri Jayawardenepura Bird Sanctuary

The Sri Jayawardenepura Bird Sanctuary in Kotte was designated as a Sanctuary by the Department of Wildlife Conservation (No. 331/8 Wednesday January 9, 1985). Unlike National Parks, development in Sanctuaries may be allowed with the approval of the Department of Wildlife Conservation.


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9.2.2 Social Related Laws

(1) Land Acquisition Act (LAA) of 1950

This Act stipulates general provisions for land acquisition procedures. It provides for the payment of compensation at market rates for lands, structures and crops. It should be noted, however, that this act makes no provision for involuntary resettlement.

(2) Land Acquisition Regulations 2008

Land Acquisition Regulations 2008 provides for the payment of compensation at market rates for lands and built structures. The Regulations consider development potential of lands and also take into account compensation for tenants. It also stipulates compensation for disturbances and other expenses such as transaction costs and displacement.

(3) Land Acquisition (Payment for Compensation) Regulations 2013

These Regulations present detailed compensation packages for people who may lose properties and/or livelihood due to a government project. Also, the regulations stipulate the formation of a Land Acquisition and Resettlement Committee (LARC), which will determine compensation to be given to project affected persons. The LARC also acts as a consultative committee that would hear our requests if a concerned project affected person is not satisfied with statutory payments. Although stipulated compensation is comprehensive, the Regulations do not cover items outside direct impacts of land acquisition and resettlement, such as impacts on long term income/livelihood and present socioeconomic conditions of landowners.

(4) National Involuntary Resettlement Policy (NIRP 2001)

As described above, no compensation is provided for involuntary resettlement issues under LAA. In addition, people without title to the land and other dependents on the land cannot be assisted under the LAA. In order to make sure that people affected by development projects are treated in a fair and equitable manner, as well as to address the gaps with international best practice, the government of Sri Lanka (through the cabinet of Ministers) adopted the NIRP on the 24th May 2001, which is aligned with JICA`s safeguard policy. The NIRP also highlighted the need for consultation with Project Affected Peoples (PAPs) and their active participation in the resettlement process.

9.2.3 Gap Analysis between JICA Guidelines and GoSL Laws and Regulations

(1) Environmental and Social Items

A comparison of JICA Guidelines and the relevant environmental and social GOSL laws and policies are provided below (Table 9.2.1). Based on the gap analysis results, there are two environmental and social JICA requirements that need to be considered for the Project. These include the conduct of stakeholder engagement at the scoping phase of the Project and the implementation of monitoring (consider disclosure of monitoring results).


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Table 9.2.1 Gap Analysis between JICA and GOSL's Environmental and Social Laws and Policies

JICA Guideline GOSL Laws/Policies Gap Measures to Bridge the GAP

Projects must comply with environmental and social laws, ordinances, and standards established by the governments that have jurisdiction over project sites (including both national and local governments). Projects must also conform to the environmental and social policies and plans of the governments that have such jurisdiction.

EIA study have to be conducted in accordance with EIA process stipulated under The National Environmental Act, No. 47 OF 1980.

None -

Environmental impacts that may be caused by the projects must be assessed and examined in the earliest possible planning stage. Alternatives or mitigation measures to avoid or minimize adverse impacts must be examined and incorporated into the project plan.

It is recommended to conduct scoping of impacts at the initial stage of the project (Guideline for implementing the EIA process)

Exists Scoping of environmental and social aspects to be included in the Impact Assessment by CEA and JICA are different. For example, JICA includes impacts on climate change, poverty, gender, conflicting interests, etc.

Multiple alternatives must be examined in order to choose better project options that can avoid or minimize adverse environmental and social impacts.

It is recommended to choose the most desirable project option that can avoid or minimize impacts (Guideline for implementing the EIA process)

None -

Assessment should cover environmental and social impacts which include air, water, soil, waste, accidents, water usage, climate change, ecosystems, fauna and flora (including trans-boundary or global scale impacts), that affect human health and safety and natural environment.

Natural and social environments are both included in the EIA TOR issued by Project Approving Agency (PAA).

None -

For projects with potentially large environmental impact, sufficient consultations with local stakeholders, such as local residents, must be conducted via disclosure of information at an early stage, at which time alternatives for project plans may be examined. The outcome of such consultations must be incorporated into the contents of project plans.

Stakeholder engagement is not required during the scoping phase of the EIA process.

Exists Conduct stakeholder engagement during the scoping phase of the project

After projects begin, project proponents etc. monitor whether any unforeseeable situations occur and whether the performance and effectiveness of mitigation measures are consistent with the assessment’s prediction. They then take appropriate measures based on the results of such monitoring. In cases where sufficient monitoring is deemed essential for appropriate environmental and social considerations such as projects for which mitigation measures should be implemented while monitoring their effectiveness, project proponents must ensure that project plans include feasible monitoring plans.

There is a need to develop an Environmental Management Plan as part of the EIA Report. CEA may perform monitoring of compliance status of proposed measures. It is not required to disclose results of monitoring.

Exists Develop an appropriate Environmental Management Plan. Suggest to the implementing agency to implement monitoring and disclose monitoring results

Source: Survey Team


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(2) Land Acquisition

There are differences between JICA policies and the national law in Sri Lanka in relation to the approach to land acquisition and payment of compensation. LAA was amended in 2008 to address previous issues in land acquisition. However, the Project needs to go beyond compliance to national resettlement practice and safeguards requirements in order to meet JICA guidelines. Therefore, NIRP need to be applied in to the applicable methods to bridge the gaps. A summary of the gap analysis is shown in Table 9.2.2.

Table 9.2.2 Gap Analysis between JICA and GOSL's Land Acquisition Laws and Policies


Involuntary resettlement and loss of means of livelihood are to be avoided when feasible by exploring all viable alternatives.

No requirement under the LAA NIRP requires to avoid involuntary resettlement by reviewing alternatives

No difference between JICA Policy and NIRP on this principle

To follow the NIRP and JICA Policy

When population displacement is unavoidable, effective measures to minimize impacts and to compensate for losses should be taken.

NIRP requires assisting affected persons to re-establish themselves and improve their quality of life.



People who must be resettled involuntarily and people whose means of livelihood will be hindered or lost must be sufficiently compensated and supported, so that they can improve or at least restore their standard of living, income opportunities and production levels to pre-project levels.

NIRP requires that affected persons should be assisted to re-establish themselves and improve their quality of life.



Compensation must be based on the full replacement cost as much as possible.

LAA mainly covers only the cost for land and structure, but not cover allowance such as exgratia component. NIRP requires that compensation for loss of land, structures, other assets and income should be based on full replacement cost and should be paid promptly.



Compensation and other kinds of assistance must be provided prior to displacement.

NIRP requires prompt payment of compensation.

NIRP does not mention that compensation and entitlements are to be paid or provided prior to physical or economic displacement.

The following two options which are guided in NIRP should be considered. Not to award project contract until compensation is paid To allow APs to stay on their land until compensation is paid After compensation is paid to the PAPs, they need some time to vacate the position.


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For projects that entail large-scale involuntary resettlement, resettlement action plans must be prepared and made available to the public.

NIRP requires a comprehensive Resettlement Action Plan (RAP) for projects exceeding displacement of more than 20 families.



In preparing a resettlement action plan, consultations must be held with the affected people and their communities based on sufficient information made available to them in advance.

NIRP requires that affected persons should be fully involved in the selection of relocation sites, livelihood compensation and development options at the earliest opportunity.



When consultations are held, explanations must be given in a form, manner, and language that are understandable to the affected people.

LAA specifies that all notifications shall be prepared in all three languages (English, Sinhala and Tamil)

LAA/NIRP does not clearly mention this principle. Note that since Tamil are a minority, the Tamil language in government papers is often mistranslated and incorrect.

To make proper arrangements (interviewers or translator) for Sinhala and Tamil people

Appropriate participation of affected people must be promoted in planning, implementation, and monitoring of resettlement action plans.

NIRP requires that resettlement should be planned and implemented with full participation of the provincial and local authorities.



Appropriate and accessible grievance mechanisms must be established for the affected people and their communities

The LAA provides a limited grievance redress mechanism. One of the key objective s of NIRP is that all affected persons are made aware of processes available for the redress of grievances and that the redress process is easily accessible and immediately responsive.



Affected people are to be identified and recorded as early as possible in order to establish their eligibility through an initial baseline survey (including population census that serves as an eligibility cut-off date, asset inventory, and socioeconomic survey), preferably at the project identification stage, to prevent a subsequent influx of encroachers or others who wish to take advance of such benefits.

NIRP states the importance for identification of APs at an initial stage and describes risks related to the set-up of the cut -off date.



Eligibility of benefits includes the temporarily affected people who have formal legal rights to land (including customary and traditional land rights recognized under law), the PAPs who don't have formal legal rights to land at the time of census but have a claim to such land or assets and the PAPs who have no recognizable legal right to the land they are occupying.

NIRP requests that affected people who do not have title deeds to land should receive fair and just treatment.




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Preference should be given to land-based resettlement strategies for displaced persons whose livelihoods are land-based.

Replacement land should be an option for compensation in the case of loss of land; in the absence of replacement land, cash compensation should be an option for all affected persons.



Provide support for the transition period (between displacement and livelihood restoration)

NIRP requires that compensation for loss of land, structures, other assets and income should be based on full replacement cost and should be paid promptly. This should include transaction costs.



Particular attention must be paid to the needs of the vulnerable groups among those displaced, especially those below the poverty line, landless, elderly, women and children, ethnic minorities etc.

NIRP requires that vulnerable groups should be identified and given appropriate assistance to improve their living standards.



For projects that entail land acquisition or involuntary resettlement of fewer than 200 people, an abbreviated resettlement plan is to be prepared.

NIRP requires that RAP is prepared for projects where 20 or more families are affected and if affected families are less than 20, a RAP with a lesser level of detail needs to be prepared.

NIRP`s requirement is more stringent than JICA.

To follow NIRP

Source: Survey Team

9.2.4 Required Approvals and Permits for EIA Approval

Table 9.2.3 below lists other permits and approvals required in order to obtain the EIA approval. The clearance from the Department of Archaeology has been obtained (refer to Annex of the EIA Report)

Table 9.2.3 List of Required Approvals and Permits prior to EIA Submission

Government Agency Approval/ Consent to be obtained Road Development Authority Consent to utilize existing roads and consult regarding the Right of Way

Urban Development Authority Approval to develop and/or perform construction activities within the boundaries of UDA gazetted properties

Sri Lanka Land Reclamation and Development Corporation

Approval for the development of the depot area and construction of JICA-LRT route through flood retention areas, including Diyawana LakeConsent for disposal of soil waste

Ceylon Electricity Board, National Water Supply and Drainage Board, Sri Lanka Telecom

Consent to relocate/adjust utility lines to give way to the JICA-LRT structures

Each Municipal Council (Colombo, Sri Jayawardenapura Kotte, Kaduwela)

Consent to relocate/adjust structure and/or existing sewer and water supply line (if any)

Each DS Tree cutting permit Department of Agrarian Development (Kaduwela DS) Approval for the use of paddy lands for the depot area

Department of Wildlife Conservation Clearance that the Project is outside the boundaries of Sri Jayawardenepura Bird Sanctuary

Department of Archaeology Clearance that archaeological sites will not be affected by the projectCentral Environment Authority Approval for wastewater discharge Source: Survey Team


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9.3 Description of the Existing Environment

9.3.1 Physical Environment

(1) Existing Land Use

The land use along JICA-LRT route is shown in Figure 9.3.1. The Figure shows that the land use changes from a highly dense built-up area to a more semi-urban landscape as JICA-LRT goes from Fort Station to the depot area (Malabe). Along the planned route, there are commercial facilities such as office buildings, shopping malls, and administrative buildings and public facilities including hospitals and existing stations (Fort and Maradana, etc). In addition, Beira Lake and Diyawanna Lake are the major water bodies along the route. Diyawanna Lake serves as a key leisure zone.

Source: Department of Survey

Figure 9.3.1 Land Use of Project Site and Surrounding Areas

(2) Environmental Quality

Environmental quality of the project site is determined through air quality, noise and vibration levels, and quality of surface and groundwater. A summary of the baseline survey results, including parameters, standards and assessment, is shown in Table 9.3.1. Based on the results, existing air quality, noise and vibration levels are compliant with national standards. For surface water, the water in Diyawanna Lake, Palan Thuna canal and diversion canal near the depot area can be used for different purposes (except drinking). For groundwater quality, samples from dug wells indicated a degree of contamination with the excessive amount of total coliforms.


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Table 9.3.1 Results of Baseline Environmental Surveys

Item Sampling Parameters Standard Assessment

Air quality33 Baseline data collected for New Kelani Bridge project in 2013. (3km north from JICA-LRT route)

SO2, NO2, CO, CO2, SPM and PM10

Ambient Air Quality Standards of Sri Lanka World Health Organization (WHO) Ambient Air Quality Guideline

In general, parameters are compliant with standards. PM10 is compliant with the local standard but exceeds WHO guideline.

Noise Selected 7 noise sensitive receptors along the JICA-LRT route

ABL, RBL, ENL National Environmental (Noise Control) Regulations No. 1 of 1996

Noise levels at some noise sensitive receptors already exceed permitted noise levels

Vibration Selected sites along the proposed JICA-LRT route

Frequency, Peak particle velocity

Interim Standard for Vibration Levels set by the CEA (Type 3 structures, made of lightweight materials)

Existing vibration levels at some points along the route are way below the vibration limits for sensitives structures

Surface water quality

4 Sites: Beira Lake, Diyawanna Lake, Palan Thuna Canal, Madewela East Diversion Canal (depot)

pH, Temp, DO, BOD, Turbidity, Total Suspended Solids , Oil and Grease

Proposed Inland Water Quality Standards (PIWQS) for Different Uses

All sites are compliant with the set standard, except Beira Lake (exceeded pH, DO and BDO)

Groundwater quality

4 dug wells close to JICA-LRT route

pH, Temp, Water level, BOD, Electrical conductivity, Total coliforms

Sri Lanka Potable Standards 2013 for drinking water

All are compliant with pH standard but exceed total coliform.

Source: Survey Team

1) Ambient Air Quality

As updated ambient air quality data in project area are not readily available, the ambient air quality monitoring conducted for the other development projects in Colombo (New Kelani Bridge Project in Colombo) was referred to. Since the location of the project is geographically close to the proposed project, and no additional air major emission source (such as power plant or other industrial facilities) have been implemented recently in these areas, it is considered that data can be used to represent the air quality in the project area.

Table 9.3.2 shows the maximum concentration measured in the Year 2013. The air quality measurement was conducted at around the proposed New Kelani Bridge. The result shows that SO2, NO2, CO and PM10 were below the Ambient Air Quality Standards stipulated by the Ministry of Environment and Natural Resources of Sri Lanka. Also measured existing ambient air quality levels with respect to SPM were within the Ambient Air Quality Standards stipulated under the Extraordinary Gazette, No.850/4, December 20, 1994, by the CEA of Sri Lanka.

33 Environmental Impact Assessment for New Kelani Bridge Project in Colombo (2013)


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Table 9.3.2 Results of air quality survey in Colombo (2013)

Parameter Average Unit Result Permissible Air Quality Standards, Sri Lanka

WHO Ambient Air Quality Guideline

SO2 24hr ug/m3 31 80 20 -125 NO2 24hr ug/m3 33 100 200 (1 hour) CO 8hr ppm 6.7 9.00 - CO2 1,120 ppm 1,120 - - SPM 168 ug/m3 168 - - PM10 24hr ug/m3 68 100 50

Source:EIA of the New Kelani Bridge Project in Colombo

2) Noise and Vibration

a) Noise

Noise measurements were carried out at selected locations mainly aiming sample noise sensitive receptors such as temples, schools, residential areas etc. Noise measurements were carried out by Industrial Technology Institute (ITI). Noise levels were measured at strategic locations during week days and weekend. Locations for noise levels measurements have been indicated in Table 9.3.3 and Figure 9.3.2 below. Sample average noise levels day, evening and night during a weekday are presented in Table 9.3.4 below.

From the sample noise measurements, it seen that at some locations both day and night time noise levels have exceeded the permitted noise levels of the National Environmental (Noise Control) Regulations No. 1 of 1996 i.e. for urban residential areas day time 60db and night time 50db. Such noise level exceedances are mainly due to traffic noise.

Table 9.3.3 Noise Measurement Locations

Measurement Location G.P.S. Point Location

N1 6°54'31.98"N 79°57'26.93"E No. 852/71, Asokarama Road, Malabe

N2 6°54'13.22"N 79°57'25.36"E Malabe Boys' School, Malabe

N3 6°54'2.12"N 79°55'37.11"E

Central Environmental Authority,104, Denzil Kobbekaduwa Mawatha, Battaramulla

N4 6°54'14.17"N79° 54'41.83"E

JiyathaUyana (Park in Sri Jayawardenepura Kotte), Kaduwela Road, Sri Jayawardenepura Kotte.

N5 6°54'41.80"N 79°53'15.69"E

Jayawardanaramaya Temple,Dr. N.M. PereraMawatha, Colombo 08

N6 6°54'56.22"N79° 52'23.66"E Windsor Tower,Ward place, Colombo 08

N7 6°55'1.83"N 79°51'57.45"E National Hospital Colombo ,10

Source: Survey Team


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Source: Survey Team

Figure 9.3.2 Noise sampling locations

Table 9.3.4 Results of noise measurement

Measurement Location

Assessment time period- Day

(6:00-18:00)

Assessment time period- Evening

(18:00-22:00)

Assessment time period- Night

(22:00-6:00) ABL

dB(A) RBL

dB(A) ENL

dB(A)ABL

dB(A)RBL

dB(A)ENL

dB(A)ABL

dB(A) RBL

dB(A) ENL

dB(A)N1 61 67 72 64 67 72 51 53 67 N2 61 62 73 56 60 69 49 50 65 N3 41 45 57 43 47 57 41 43 54 N4 56 57 63 54 56 65 46 49 56 N5 55 61 67 53 56 62 44 49 56 N6 58 66 75 61 64 75 45 46 68 N7 64 66 72 59 62 69 43 45 63

ABL -Assessment background level (LA90,15min); RBL - Rating background level (LA90,15min); ENL -Existing noise level (LAeq,h) h-hour Source: Survey Team


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b) Vibration

Vibration measurements recorded in 2014 at several points along JICA-LRT route is shown in Table 9.3.5. Location of the sampling points is shown in Figure 9.3.3. The results show that existing vibration levels at some points along the route are way below the vibration limits for sensitive structures (made of lightweight materials), set by the CEA.

Table 9.3.5 Vibration Level Results

Location Run time (min) Vibration level

Frequency Range (Hz)

Vibration in ppv (mm/sec)

Interim Standard for Vibration Levels by the CEA (Type 3 structures, made of lightweight materials)

0-10 10-50

over 50

2.0 4.0 8.0

1 0-15min 10-50 0.19 15-30min 10-50 0.30 30-45min 10-50 0.38 45-50min 10-50 0.29

2 0-15min 0-10 0.22 15-30min 10-50 0.14 30-45min 0-10 0.14 45-50min 0-10 0.16

3 0-15min 0-10 0.22 15-30min 0-10 0.21 30-45min 0-10 0.18 45-50min 0-10 0.25

4 0-15min 0-10 0.21 15-30min 0-10 0.36 30-45min 0-10 0.34 45-50min 0-10 0.26

5 0-15min 10-50 0.07 15-30min 10-50 0.07 30-45min 10-50 0.09 45-50min 10-50 0.08

6 0-15min 10-50 0.10 15-30min 10-50 0.20 30-45min 10-50 0.21 45-50min 10-50 0.16

Source: Survey Team


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Source: Survey Team

Figure 9.3.3 Vibration Measurement Points

3) Surface and Groundwater Quality

a) Surface Water

Surface water quality was measured in the main waterbodies such as Diyawanna Lake (1), Palanthuna Junction Canal (2), Madewela East Diversion (3)-the canal close to the proposed depot and Beria Lake (4). Parameters pH, Temperature, Dissolved Oxygen (DO), Turbidity, Biochemical Oxygen Demand (BOD), Oil and Grease and Total Suspended Solids were measured. Measurements were carried out by the ITI Sri Lanka. Results are given in Table 9.3.6.

These parameters were compared with the Proposed Inland Water Quality Standards (PIWQS) for Different Uses (Drinking water – Only Disinfection, Bathing, Fish and Aquatic Life, Drinking Water Conventional Treatment, Irrigation and Agriculture, Other) (refer to Table 9.3.7 below). The analysis results are summarised in Table 9.3.8. In general, all sites are compliant with the set standard for certain parameters, except Beira Lake (exceeded pH, DO and BDO).


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Table 9.3.6 Surface Water Quality Measurements

Note: Sample Location Identification- Diyawanna Lake (1), Palanthuna Junction Cana (2), Madewela East

Diversion (3)-the canal close to the proposed depot and Beria Lake (4). ND= Not Detected Source: ITI Water Quality Report- Annex.


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Table 9.3.7 Proposed Ambient Water Quality Standards for Inland Waters in Sri Lanka


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Table 9.3.8 Comparison of Water Quality Results and PIWQS

Parameter

Location No. and Name

1-Diyawanna Lake

2-Palan Thuna Junction

Canal

Madiwela Est Diversion

Canal Beria Lake

PH 7.07 6.63 6.50 8.6Comments on pH Within limits for all use types Has exceeded the upper limit 8.5 by

0.1 Temperature 31 31 30 31Comments on Temperature Not given in the standard but no high temperature values exit.

Dissolved Oxygen(DO)

4.0 2.4 3.4 6.5

Comments on DO

Lower than the minimum upper limit (5 for Bathing)

Above the maximum lower limit (6 for Drinking & Aquatic Life)

Turbidity 2.9 12.0 619.5 154Comments on Turbidity Not given in the standard

BOD 2 2.5 ND 6 Comments on BOD

Within the limits for all

uses

Exceeds drinking water limit (2) by 0.5

mg/l

Good for all uses

Exceeds maximum standards for all users

Oil & Grease ND ND ND ND Comments on oil & grease Has not exceeded minimum limits

Total Suspended Solids

7 31 247 81

Comments on Total Suspended Solids

Not given in the standards

Source: Survey Team

b) Groundwater

Water quality of groundwater was measured in selected dug wells close to the JICA -LRT trace. The locations are Well at Parakumbura Maha Vidyalaya (1), Well at the premises of P W Joachim 487/11 Talahena (2), Well at the premises of D P R Dias 146 Batalawatte Talahena (3), Well at Asokatamaya Temple Malabe (4) Measurements were carried out by ITI. Results are shown in Table 9.3.9. Water quality report is given in Appendix 3, Annex E.


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Table 9.3.9 Results of Groundwater Quality Measurements

Note: Sample Locations - Well at Parakumbura Maha Vidyalaya (1), Well at the premises of P W Joachim 487/11

Talahena (2), Well at the premises of D P R Dias 146 Batalawatte Talahena (3), Well at Asokaramaya Temple Malabe (4)

Source: ITI Water Quality Report- Annex E.

These parameters were compared with Sri Lanka Potable Water Standards 2013 for drinking water (SLS 614) and the comments on each parameter have been set out in Table 9.3.10 below.

Table 9.3.10 Comparison of Groundwater Quality with Potable Water Standard

Parameter

Sample Locations - Well at Parakumbura Maha Vidyalaya (1), Well at the premises of P W Joachim 487/11 Talahena (2), Well at the premises of D P R Dias 146 Batalawatte Talahena (3), Well at Asokaramaya Temple Malabe (4)

Values Given in SLS 614

Potable Water Standard

1 2 3 4 PH 6.48 5.31 4.4 3.95 6.5 to 8.5Comments on pH Within tolerance limits. Satisfactory. Temperature 28 29 29 29 Not GivenBOD ND 3 2 ND Not GivenElectrical Conductivity 417 160 186 137 Not Given

Total Coliform 2200 2800 2.4X103 230 3Comments Total Coliform

Outside tolerance limits. Unsatisfactory.

Notes: Units for parameters are given in Table 9.3.9 above. Source: Survey Team


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Source: Survey Team

Figure 9.3.4 Surface and Groundwater Sampling Points

9.3.2 Natural Environment

(1) Surrounding Environment

The existing biological environment of the project area can be described as a mosaic, with number of different habitat types found intermixed with one another creating various ecotones. These habitats can be broadly categorized into six major types based on the vegetation: tree dominated wetlands (woodlands); herb dominated wetlands (marshes); water bodies with submerged or floating vegetation; open water bodies; tree-dominated terrestrial habitats; and roadside vegetation.

Wetlands, water bodies, flood plains within the project area comprise a major part of Colombo’s drainage network. These are found in four sections along JICA-LRT route (Figure 9.3.5), namely:

A: JICA-LRT Depot to Malabe-Kaduwela Road passing through herb dominated wetlands (mostly abandoned paddy fields) on to the left of the Madiwela East Diversion Canal;

B: Koswatta to Palan Thuna Junction that passes through the lower end of the command area of the Thalangama tank that is a mosaic of tree dominated wetlands (woodlands), herb dominated wetlands (Marshes), water bodies with submerged or floating vegetation, open water bodies and tree-dominated terrestrial habitats;

C: Battramulla to Pita Kotte junction that passes through the Diyatha Uyana, which is an open water type habitat; and

D: Rajagiriya that passes over Heen ela, which is an open water type habitat.

It should be noted that the JICA-LRT will cross Diyawanna Lake, and the depot will be built on low-lying paddy area on to the West of the Madewela East Diversion Canal.


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Source: Survey Team

Figure 9.3.5 Wetlands and Streams along the JICA-LRT Route

(2) Protected Areas

The two designated protected areas in close proximity with the proposed JICA-LRT route are the Sri Jayewardenepura Bird Sanctuary and the Thalangama Environmental Protection Area (see Appendix 12 for relevant gazette). The location and boundaries of these two protected areas are shown in Figure 9.3.6.

A B

CD


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Source: Survey Team

Figure 9.3.6 Protected Areas close to the JICA-LRT Route

Sri Jayewardenepura Bird Sanctuary, with an extent of 449 ha, has been declared in 1985 as a sanctuary34 due to the value of this area as an wetland ecosystem that supports high biodiversity, particularly aquatic birds and three globally endangered mammal species, namely fishing cat (Prionailurus viverrinus), otter (Lutra lutra) and Purple-faced langur (Semnopithecus vetulus).

The Thalangama EPA35 comprises of Thalangama Tank and its command area that spreads across a land extent of 118 ha. The EPA was declared in 2007 due to the high biodiversity supported by the Thalangama tank. Altogether, 110 plant species, including three endemic species, three threatened species, and five near threatened species, as well as 174 faunal species including 16 endemic species, six threatened species, and five near threatened species have been recorded in the Thalangama tank and associated marshes. The tank is also used as a roosting and breeding site by a large number of aquatic birds. However, the land uses within Thalangama EPA are already influenced by human activities and most of its area is used as agricultural land.

After consultation with Central Environmental Authority and Department of Wildlife Conservation who are the competent authority for Thalangama EPA and Bird Sanctuary, it is confirmed that the proposed JICA-LRT route will not cross the boundaries of these areas.

34 Conservation Status of a sanctuary: A sanctuary is declared to ensure the protection of wildlife in private lands which are

outside the state claim. Therefore sanctuaries may include private lands and permits are not required to enter) According to the IUCN system of classifying protected areas, a Sanctuary is a Category VI protected area.

35 An Environmental Protection Area [EPA], is declared to regulate activities in private lands which are outside the state claim where the enforcing agency, the Central Environmental Authority shall exercise, perform and discharge any powers, duties, functions related to planning and development, within such protection areas.


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(3) Landscape (Affected Trees)

The ROW of the JICA-LRT passes mainly along the centre line of the main roads. The sections of the ROW from the JICA-LRT depot to Battaramulla have a high green cover, while the remaining sections are areas with high density of built structures, excluding Ward Place.

Based on the survey conducted, 652 trees belonging to 82 species have been found along the proposed JICA-LRT route. About 52% of the affected trees are located along sections of the ROW from the JICA-LRT depot to Battaramulla. Among this, about 89 trees along Denzil Kobbekaduwa Road (Palan Thuna area) may fully be impacted by the Project. According to the baseline survey, tree species found from Koswatta to Battaramulla (Denzil Kobbekaduwa Road is in between these areas), is mostly of least concern or has not been evaluated according to the IUCN category. Out of 161 trees in the section, there is one tree that is categorised as near threatened according to the National Conservation Status. However, this tree is planted tree along the road (not naturally grown), no specific protection regulation is considered to be applied for this tree.

However, it should be noted that the exact nature of impact (whether it will result in complete removal of the tree or pruning the tree) can only be assessed once the JICA-LRT track is finalized and the exact ROW has been determined.

Ward Place Densil Kobbakaduwa Rd

(4) Existing Flora and Fauna

The project area is highly urbanized, particularly in the western part of the route. Most common species of fauna and flora associated with such urban habitats are highly adapted to disturbance and human presence. Since the JICA-LRT mainly runs on existing roads, the only habitat present is the roadside vegetation that comprise of planted trees that support common species of fauna.

An ecological survey conducted along the JICA-LRT route reveals that a total number of 203 plant species exists. This includes 3 endemic, 3 nationally threatened and 5 nationally near threatened plant species. About 45% (93 species) of the recoded plant species are exotic to the country indicating that the vegetation present in the habitats located on the JICA-LRT route is highly disturbed by human activities.

On the other hand, a total number of 132 animal species including 4 endemic species was recorded during the field survey. This includes 6 threatened species (3 Endangered and 3 Vulnerable) and 5 species listed as Near Threatened. The faunal species recorded comprises of 5 introduced or exotic species, among which 3 species is classified as potentially invasive alien fauna listed in Sri Lanka.


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Three main threatened species was observed in and around the project affected area (Table 9.3.11). These include Fishing cat (Prionailurus viverrinus), Purple-faced leaf langur (Semnopithecus vetulus) and Eurasian otter (Lutra lutra). Out of these three species, Purple-faced leaf langur is listed as Globally and Nationally Endangered (EN) species, Fishing cat as Nationally Endangered and Globally Vulnerable species while Eurasian otter is listed as Nationally Vulnerable and Globally Near threatened species. Please see below table.

Table 9.3.11 shows threatened species observed around the project area

Table 9.3.11 Threatened species observed around the project area

Common Name Scientific Name Red list in Sri Lanka IUCN Fishing cat Prionailurus viverrinus Endangered Vulnerable Purple-faced leaf langur

Semnopithecus vetulus Endangered Endangered

Eurasian otter Lutra lutra Vulnerable Near Threatened Source: Survey Team

Figure 9.3.7 shows the locations where the three endangered mammal species were recorded in the project area. Red dots indicate Fishing cat, Yellow dots indicate Purple-faced leaf langur and the blue dot indicates Eurasian otter. Purple-faced leaf langur shows a wide distribution in the project area as it inhabits many home gardens. It is listed as threatened as their habitat is severely threatened due to rapid urbanization. The other two species Fishing cat and Eurasian otter occurs mostly in wetlands where the former shows a much wider distribution in the wetlands of the Colombo Metropolitan region while the latter shows a much restricted distribution.

Source: Survey Team

Figure 9.3.7 Planned development projects in Colombo


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9.3.3 Social Environment

(1) Demography

The population in Colombo District is approximately 2,395,000 (mid-year Census 2016). Colombo District has the highest population density, estimated at 3,426 persons per km2, in the entire country. In general, population density decreases as one goes outside of Colombo, from Fort Station to the Depot area (refer to Figure 9.3.8).

Figure 9.3.8 Population Density Distribution in the Project Area

The population in the project area is predominantly Sinhalese in ethnicity (76.5% Sinhalese, 11.2% Tamil, 10.7% Moor). Buddhism is the religion most commonly practised in the area.

Among people within the working age, 48% are employed while another 48% are considered as economically not active. Unemployment rate is around 2%. The poverty headcount index is 1.4% in Colombo, the lowest in the country. According to a survey in the project area, around 16% of the correspondents are female-headed households and around 12% is above 65 years old and more.

(2) Road Traffic Condition

The proposed JICA-LRT route is located along heavily congested highway network within CMA and along one of the major arterial roads that carry traffic to Colombo from the Malabe - Battaramulla direction. Peak hours are often congested, with speeds in the range of 10km/hr or less. Areas with heavy traffic congestion during rush hour (both morning and night time) include Lipton Circle, Union Place, Ward Place, Darley Road, Welikada, Ceremonial Road, and


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Battaramulla (see red lines in Figure 9.3.9). Besides vehicular traffic, there is high pedestrian flow along most of these roads.

In addition to bus routes which run on the road links where the JICA-LRT will be constructed, most other bus routes pass through key nodes in the network (e.g. Borella, Pettah, Malabe).

Note: Roads shown with red line is congested area (speeds in the range of 10km/hr or less) Source: Survey Team

Figure 9.3.9 Traffic Condition in the Project Area during Peak Hours

(3) Noise Sensitive Receptors

The JICA-LRT is traversing along the existing roads where schools, hospitals and religious places are located in the vicinity of the project area. The noise sensitive receptors identified include seven hospitals, eight schools and four places of worship (e.g. temples, churches). Most of these receptors are one to two storey buildings located 3-4m from the JICA-LRT route. Names and locations of these sites are shown in Figure 9.3.10.

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(4) Cultural Heritage Sites

Religious and culturally important properties which are located in the survey area include six temples, one church, one mosque and three other religious places. Details of the culturally and historically significant places are presented in Figure 9.3.11.

In terms of archaeological sites, two buildings close to the JICA-LRT route have been identified as potentially significant by a preliminary archaeological survey conducted by the Department of Archaeology. However, it has been confirmed by the Department that these buildings are not gazetted as archaeologically important. Nevertheless, the JICA-LRT alignment was altered to avoid these structures.

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Source: Survey Team

Figure 9.3.12 Potentially Significant Old Buildings in the Project Area

(5) Bo Trees

Bo tree (Ficus religiosa) is a tree species, which is considered sacred in Buddhism. Bo trees can be found scattered across Colombo. Some of these Bo trees are managed by temples where those are located. Some trees along the roads or at corners have small shrines with decorations and some devotees give offerings to these trees. There are plain Bo trees without any decoration or shrine. Regardless of the presence of a shrine, these trees are regarded with importance by the local people.

The reconnaissance surveys revealed that there are 14 Bo trees (sacred trees) along the JICA-LRT route. The location of these Bo trees, together with some photos, is shown in Figure 9.3.13.

The proposed JICA-LRT route has considered minimisation of impacts on these trees. The Project will not require cutting/felling of any Bo tree. However, branches of some of these trees may need to be trimmed to give way to the elevated structure.

Among the Bo trees identified along the JICA-LRT route, five locations were chosen for the conduct of consultations with relevant stakeholders. The locations were selected in order to cover different stakeholders such as chief priests of temples, devotees and surrounding communities who manage the trees. Details of these consultations are presented in EIA Annex F.

Location of buildings

Railway Museum

Location of buildings


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Source: Survey Team

Figure 9.3.13 Bo Trees along the JICA-LRT Route

9.4 Alternative Analysis

9.4.1 No Project Alternative

In Sri Lanka, traffic on the road network from modes such as private car, buses, and moto-bicycles is projected to increase rapidly with the country’s stable economic growth. At present, about 1 million people are entering the centre of Colombo daily, and this causes severe traffic congestion in the city centre and surrounding road networks. It is predicted that existing road networks may not be able to handle future traffic demand.

Without having a rail-based public transport system, particularly the JICA-LRT project on the Malabe Corridor, the following losses are predicted in future.

Declining efficiency of economics activities due to large travel time loss by traffic congestion Increasing air pollution due to heavy vehicle transport and increased traffic congestion Increasing noise pollution due to road transport Increasing risks of road traffic accidents

Therefore, for both environmental and social aspects, it is undesirable not to implement the JICA-LRT Project.

9.4.2 JICA-LRT Route Alternatives

Several options were raised for determining the desired JICA-LRT route. For the alternative analysis of the JICA-LRT Route, three sections have been studied and discussed (Figure 9.4.1). For the detailed discussion of the route’s alternative analysis, please refer to Chapter 3.6. As a


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general rule, options that minimize land acquisition are preferred. However, for the Thalangama Area (Koswatta Junction), the use of the existing road is preferred because crossing of the Thalangama EPA is not allowed under the provisions of the Thalangama EPA Gazette.

Source: Survey Team

Figure 9.4.1 Sections of Alternative Route Analysis

9.5 Environmental Scoping Results

Potential environmental and social impacts that may be caused by the project were identified and rated by the Survey Team, based on a desktop review of existing reports and relevant literature. Items stipulated in the TOR issued by the CEA have been incorporated in this scoping study. The results are summarized in the table below.

Table 9.5.1 Preliminary Scoping Results

Items Assessment Explanation and Points to Remember

Construction Operation Construction Operation Pollution Control

Air Pollution A- B+

Air pollution can increase because of construction works, operation of machineries and movement of workers and materials.

Emissions will be limited to operation of machineries for the maintenance of the rolling stocks at the depot area. The project can reduce volume of traffic, which can lead to improved air quality.

Water Pollution B- B-

Wastewater will be produced during construction activities. Also, contaminated water may be generated from the construction of pillars’ foundation on the surface.

Wastewater will be produced during maintenance works at the depot and stations. Sewage will also be produced.

Noise & Vibration A- A-

Noise will be generated from construction equipment and construction works.

JICA-LRT will use steel wheels. Noise will be generated from the movement of JICA-LRT. During maintenance works, the depot area can generate noise and vibration.

Waste/ Soil Contamination B- B- Excavated soil, sludge and

general waste will be generated. Solid and liquid wastes will be generated from the stations and depot area.

Foul Odour D D It is assumed that foul odour will not be generated during construction and operation.

Borella-Maradana Section

Kotta –Sethsiripaya Section Thalangama EPA Section


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Construction Operation Construction Operation Natural Environment

Hydrology C C The proposed JICA-LRT route will pass through Diyawanna Lake and the depot area is planned to be built on agricultural land/ watershed area. Thus, there is a possibility of altering the hydrology of the area.

Topography & Geology D D The project area is comparatively flat. There will be no major soil

cutting and embankment is planned.

Benthic environment (bottom sediment)

B- D

There is a possibility that the project will affect benthic environment. There is a need to thoroughly investigate how to minimize impacts, when bridges are built.

No impact is assumed.

Protected Areas B- C There is a possibility that the planned JICA-LRT route will pass through Department of Wildlife Conservation (DWC) designated Sri Jayawardana Bird Sanctuary and CEA designated Thalangama Environmental Protected Area.

Ecosystem B- C

Trees and plants along the planned JICA-LRT route may be removed or cut. These may include culturally important and old trees (e.g. Bo trees).

There is a possibility of impacts due to the management of plants in order to recover trees felled during construction period.

Social Environment

Land acquisition and involuntary resettlement

A- C

The project will need to acquire public and private land, particularly for the stations. Also, around 6-7 ha of agricultural land and wetland will be acquired for the depot area. It is projected that more than 50 households will be resettled due to the project.

There is a possibility that impacts due to land acquisition, resettlement and loss of livelihood will remain.

Local economy (employment & livelihood)

B+ B+

It is projected that the local economy will be revitalized with the increase in employment opportunities for technical and general workers.

The project will contribute in developing the local economy through the reduction of commuting time and increased access to traffic.

Land use and local resource use

B- B+

In this project, existing roads and current land use will be utilized as much as possible. Approximately 7 ha of agricultural land in Malabe area will be used as depot area.

Effective land utilization along the planned JICA-LRT route and development of regional economy are expected. Increased urbanization may lead to environmental concerns such as increase in waste generation.

Social capital and social institutions (e.g. local decision-making bodies)

D D No particular impact is assumed.

Existing social infrastructures and services

A- B+

There is a possibility that exiting social infrastructures (e.g. road, relocation of electricity wires, water pipelines) will be affected during construction.

The project will contribute in the development of the local economy and improvement of surrounding social infrastructure and services


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Construction Operation Construction Operation

Poverty C D There are no slums along the planned JICA-LRT route. However, affected households in land acquisition may include poor families.

Minority groups and Indigenous people

D C There are no minority groups or indigenous people residing within the project site.

Unequal distribution of benefits and damages

C C

No significant impact on unequal distribution of benefits and damages is expected from this project. However, there is a need to carefully address compensation payment to affected people, who will be resettled or lose livelihood. Also, disable people may not be able to receive the equal benefit from the JICA-LRT project if there is no proper consideration.

Conflicting interests in the region

C C There may be some impact on local conflicts of interest

Gender C C There may be some impact on genderChild’s rights C C there may be some impact on impact on child’s rights t.

Cultural heritage A- C

The project may affect culturally important festivals and Bo trees. There are Bo trees and festival activities held along the planned JICA-LRT route. Among these, the Perahera Festival held around the Gangaramaya Temple and the Bo tree in Borella junction, are considered to have high religious value.

The number of temple visitors may increase due to the introduction of the LRT.

Landscape A- A+/- During construction, landscape is temporarily affected due to dust and presence of construction machineries.

The introduction of the elevated structures in Colombo will create a new landscape. It is important to carefully consider the impacts of this new landscape.

Infectious diseases such as HIV and AIDS

C D The influx of construction workers may increase the risk of spreading infectious diseases.

No particular negative impact related to infectious diseases is assumed

Work environment (including occupational safety)

B- B+ Traffic flow will be restricted in areas surrounding construction works. This restriction may increase traffic accidents.

The project will introduce a safer transportation system.

Others Cross-border impacts & climate change

D B+ The project will contribute in the

reduction of greenhouse gases such as CO2 from the transport sector.

Light and Ventilation D B-

Structures may block sunlight by casting shadows on surrounding areas, particularly those along the JICA-LRT route and depot area. Also, the elevated structure may block the flow of air in some areas.

Source: Survey Team

For the JICA-LRT Alternative Routes analysis, the following 3 sections have been studied.


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9.6 TOR Development for Relevant Environmental and Social Studies

In order to minimise the potential adverse impacts of the proposed project as identified in the above scoping matrix, it is important to conduct an EIA study to assess and mitigate the expected impacts. The general procedure applied for the EIA study is described below.

Table 9.6.1 TOR Development for Relevant Environmental and Social Studies

Item Survey methodology Air pollution Collect secondary data regarding ambient air quality in Colombo area

Evaluate the potential impact Identify practicable mitigation measures

Water pollution Collect primary/secondary data regarding water quality around the proposed project area Confirm the wastewater discharge method and assess the potential impact identify practicable mitigation measures

Noise and Vibration

Collect primary/secondary data along the proposed route Evaluate the potential impact based on international practice Identify practicable mitigation measures

Waste/ Soil Contamination

Identify types of solid and liquid waste and their quantities treatment methodology Identify potential soil contamination at the proposed project area

Hydrology Collect information on the hydrological situation of flood retention areas, marsh areas, and water bodies around the project area through site visit and interview to relevant stakeholders.

Conduct hydrological modelling to study the possibility of aggravation of floods Identify practicable mitigation measures

Benthic environment (bottom sediment)

Collect information on the benthic environment through site visit and interview to relevant stakeholders.

Evaluate the impact on benthic environment based on collected data Identify practicable mitigation measures

Protected Areas Describe the condition of protected areas located in proximity to the project route, including the declared year, responsible organization, reason for the designation and important aspect of a protected area.

Select the route which minimize the impact on protected area Predict and assess the significance of the impact from construction and operational

activities on the protected area. Ecosystem Conduct a site visit and review relevant documents to identify the status of flora, fauna

and biodiversity. Evaluate the impact to flora and fauna considering the conservation status as well as

biodiversity value. Identify practicable mitigation measures

Land acquisition and Resettlement

Collect secondary and primary data through document review and interviews with the affected people.

Identify the number of houses, businesses/livelihoods, industries, structures and other properties affected by the project.

Identify families to be relocated and impacts of relocation as well as impacts on livelihoods and economic activities.

Evaluate the potential impact based on the collected data Prepare Resettlement Action Plan

Local economy (employment & livelihood)

Collect social statistic data Conduct social survey to local peoples Evaluate the potential impact based on collected data Identify practicable mitigation measures


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Item Survey methodology Land use and local resource use

Collect information on land use and local resource around the project area through site visit and interview to relevant stakeholders.

Evaluate the potential impact based on collected data Identify practicable mitigation measures

Existing social infrastructures and services

Collect the secondary data regarding public infrastructure including underground utilities affected by the Project, such as roads, electric cables/poles, street lights, water supply, sewage and drainage, gas and telecommunication and other public infrastructure and utilities.

Identify practicable mitigation measures Poverty Collect social statistic data

Conduct social survey to local peoples Evaluate the potential impact based on collected data Identify practicable mitigation measures

Unequal distribution of benefits and damages

Collect social statistic data Conduct social survey to local peoples Evaluate the potential impact based on collected data Identify practicable mitigation measures

Conflicting interests in the region

Conduct social survey to local peoples Evaluate the potential impact based on collected data Identify practicable mitigation measures

Gender Conduct social survey to local peoples Evaluate the potential impact based on collected data Identify practicable mitigation measures

Child’s rights Conduct social survey to local peoples Evaluate the potential impact based on collected data Identify practicable mitigation measures

Cultural heritage Identify and collect data on the culturally important components, including worshiped trees, temples and churches and conduct interview to relevant stakeholders.

Identify practicable mitigation measures Landscape Define the landscape character and evaluate landscape impacts

Evaluate the impact based on interview to relevant stakeholders Identify practicable mitigation measures

Infectious diseases such as HIV and AIDS

Collect social statistic data Evaluate the impact based on the project characteristic Identify practicable mitigation measures

Work environment (including occupational safety)

Review of relevant regulation Evaluate the impact through the site visit/information of similar project

Cross-border impacts & climate change

Evaluate the GHG impact

Light and Ventilation

Review of relevant regulation Evaluate the impact through the site visit/information of similar project


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9.7 Impact Assessment

The assessment of potential impacts due to the project during construction and operation phases is summarised in Table 9.7.7 below. Ratings are given to provide an idea of the scale and type of the impacts. A detailed discussion of the environmental and social impact assessment can be found in the Project’s EIA Report (Appendix 13).

Based on the assessment results, most of the negative environmental and social impacts will be generated during the construction phase. Particular attention will be given to land acquisition, impact on existing facilities/utilities, land use and landscape changes, air pollution, waste management and disposal, and impact on trees (particularly Bo trees) along the proposed route. During operation phase, significant impacts that need to be mitigated and managed include noise, vibration and wastes (solid and liquid).

9.7.1 Air quality

Construction stage

Although operation of the JICA-LRT itself has no impact on air quality, there is a possibility of impacts on air quality during the construction stage. This is mainly due to the impact of dust generated by the construction activities. However, in this type of construction dust generation could mainly come from the depot area. The fugitive emissions in form of dust are expected due to cut & fill of earth, loading, unloading and transport of fill material materials during the site development and construction of Depot. The potential for dust to be emitted during site preparation and construction activities is strongly dependent on the type of activities taking place, such as the movement of vehicles along the working width and their speed, soil stripping, cutting, back-filling and reinstatement. Wind speed and a particular wind direction may carry emitted particles towards receptors located in the adjacent residential area. Effects of dust emissions are heightened by dry weather and high wind speeds and effectively reduced to zero when soils and/or ambient conditions are wet. However, dust generated from the site development and construction activity will generally settles down on the adjacent areas within a short period due to its larger particle size. This temporary dust generation from the construction activities is not expected to significantly affect the ambient air quality of the survey area.

Heavy vehicles transporting construction materials are also potential sources of air pollution during the construction stage, as these vehicles could emit excessive amounts of pollutants such as Sulphur Dioxide, Oxides of Nitrogen, Carbon Monoxide and Particulates.

Operational stage

The emissions from the JICA-LRT during operation will be limited to operation of machinery for the maintenance of the rolling stocks at the depot area. There is a possibility that the air quality might improve, since people using private vehicles may opt to use the JICA-LRT instead. It is, however, difficult to exactly predict improvement in air quality.

9.7.2 Water pollution

Construction stage

The JICA-LRT will generate both solid and liquid wastes during construction and operation stages. These can affect the quality of surface water, groundwater, and soil, if not handled and managed properly. Regarding wastes generated by construction workers, there will be no workers camp required for the project since the project area is within an urban area and it is expected that construction workers will commute from their accommodation. As such, there will be no


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domestic waste or sewage generated during this period. However, there may be labourers who will reside in the Depot site and their waste water and sewerage will be diverted to standard cylindrical septic tanks installed for temporary toilets.

Insertion of concrete underground during construction of the structures’ foundation may affect the alkalinity (pH) of groundwater. This may occur when hardening of the cement is done underground because alkaline substances dissolve in the water. For the depot area, solid concrete foundation structures will be installed. Thus, potential impact on groundwater is very limited because alkaline substances will not dissolve in the water. Once built, the foundation structures will have negligible impact on groundwater quality.

Operational stage

Wastewater arising from the depot operations is generated from maintenance activities, such as carriage washing or parts cleaning. Approximately 100m3/day of wastewater is expected to be generated from an activity at Depot operation. Wastewater generated from maintenance activities may contain oil and grease, detergent, dust (possibly containing steal power). The wastewater generated from the station is sewage from the toilet and washing facility. It is estimated that around 20m3/day wastewater will be generated in each station.

9.7.3 Noise

Construction stage

During construction, noise levels would increase in the vicinity of the construction site. The major sources of noise pollution during construction are the noise generating activities at the construction site, including pilling, excavation or compaction. Although the noise from construction activity will be significant, the effect would be temporary. Noise associated with construction works will be high when several equipment and machinery are used. During construction works, surrounding communities may be disturbed since noise levels tend to exceed the permissible day time limit (75dB (A)), stipulated in Sri Lanka’s noise regulation. With the use of noise barrier fence (3m height), noise level can be reduced by around 10 dB. Therefore, by using the noise barrier fence, noise levels from most of the construction activities can be managed to meet noise standards.

For the construction of the depot, it is estimated that 4-5 piling activities will be conducted simultaneously to construct the pillars of the elevated structure. Based on the modelling results, the cumulative noise level at the closest residential area (approximately 10m from the noise source), is expected to be around 61dB for average noise level (Laeq) (average of 12 hours in day time) and about 84dB for maximum noise level (LAmax). The expected average noise level (LAeq) is below CEA standard for construction activity at daytime (75dB (A). Even though it is expected that the noise limit (LAeq) will be met and there is no regulation stipulated for LAmax, mitigation measures will be implemented to minimise the disturbance to the residences around the area.

Operational stage

During operation, noise generated from the JICA-LRT depends on volume, speed, and the type of vehicle. Generally, an increase in volume, speed or vehicle size will increase traffic noise levels. Vehicular noise is a combination of noises from the engine and tyres. Noise impact from the JICA-LRT operation was examined with reference to “Proposal of a Prediction Model for Noise of Conventional Railway, Noise Control Engineering 1996, Institute of Noise Control Engineering, Japan” and “EIA report for Kita-Osaka railway extension project, Osaka Prefecture”.


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Based on the assessment of noise impact, following is concluded.

During the operation of the JICA-LRT project, noise level from JICA-LRT is expected to meet the noise level standard for railway for both Peak noise level (LAmax) and Equivalent noise level (LAeq).

In terms of vertical noise level, noise level at receptor point may exceed the level of noise standard both for 8m and 12.5m at a height above 10.2m. However, noise sensitive receptors along the JICA-LRT route are not high-rise facilities. Most of the high-rise facilities along the JICA-LRT route are commercial buildings.

For cumulative noise impact (Baseline and JICA-LRT noise level), expected increase over the existing ambient noise due to JICA-LRT operation is expected to be between 0.01 and 1.35 dBA. An increase of 3dB is generally considered to be negligible

There might be a disturbance especially around noise sensitive areas, including six hospitals including General hospital and Ayurveda hospital, five schools and four education institutes. Therefore, implementation of noise mitigation measures at these areas such as noise barriers or double pane windows shall be considered during detail design stage for the use of operational stage.

9.7.4 Vibration

Construction stage

Depending on construction methods and activities employed by the prospective Contractor, there could be vibration impacts especially on the buildings adjacent to the JICA-LRT route. Vibration could be generated through the following activities:

boring the road surface to excavate the trench for the pillars, vibrators used to compact concrete and construction equipment travelling, launching of beams/girders.

It is considered that ground vibration from construction activities very rarely reach the level that can damage structures, but can reach levels that are audible and can be felt by humans close to the construction site.

In Sri Lanka, maximum permissible vibration level for different type of structure is regulated by the Central Environmental Authority. In general, vibration from construction activities is considered to have a low likelihood to cause structural damage to surrounding buildings. Considering that construction activities that may cause vibration, will be conducted at the center of roads, the distance of the vibration source to the structures is more than 10m. For some sections, where road width is narrow (e.g. Malabe area), the distance could be around 8m. It is predicted that vibration level (mm/s) would exceed the maximum permissible limit for structures made of lightweight materials and potentially structures made of reinforced materials.

For the construction of the depot, it is estimated that 4-5 piling activities will be conducted simultaneously to construct the pillars of the elevated structure. Based on the modelling results, the cumulative vibration level at the closest residential area (approximately 10m from the noise source), is expected to be approximately 5-7 mm/s, depending on the location. It is estimated that simultaneous piling activities affect structures made of lightweight materials and those with cultural/historical significance, located within the 10m boundary.

Overall, attention should be given to structures made of lightweight materials and special care must be taken for old, fragile buildings located along the JICA-LRT route and surrounding the


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depot area, which may have cultural/historical significance (gazetted by the Department of Archaeology).

Operational stage

During the operation of the LRT, there will be vibration on the pillars and on the foundation which could be transmitted to nearby buildings through ground. In order to evaluate the vibration impact from the proposed JICA-LRT system, vibration measurement conducted for elevated railway systems in Japan is analysed. The measurement point was at 12.5m from the centre of the railway system and at 1.2m above the ground according with noise level guideline in Japan.

According to the measurement result, peak vibration level was measured at 49-57dB with speed of 38-60km. considering that the average speed of the JICA-LRT is between 35 and 40dB, it can be inferred that vibration generated by the JICA-LRT would be below than the results of railway systems in Japan.

Therefore, the vibration level from the JICA-LRT operation may potentially exceed the perceptible threshold of humans (55dB). However, it is expected that there would not be significant adverse vibration impact on surrounding structures.

9.7.5 Solid waste

Construction stage

During the construction stage the waste will consist of mostly building rubble, excavated soil, and construction waste which will be generated all along the JICA-LRT route. It is estimated that around 60,000m3 of excavated soil and rubble will be generated when constructing the JICA-LRT route and stations and around 80,000m3 will be generated from temporary fillings that need to be removed after constructing the depot. However, it should be noted that at this stage it is difficult to estimate the exact amount of waste that will be disposed offsite. This will depend on materials that cannot be reused or recycled.

The waste generated during the construction stage will be of a temporary nature. Construction waste if not properly managed will be a nuisance to pedestrians and other road users. The aesthetics of the city in the JICA-LRT route will be temporarily impacted.

Once construction is over, these will be disposed in authorized disposal sites, such as the disposal site in Kerawalapitiya Waste Management Park, located approximately 15km north from the LRT route. The PMU will coordinate closely with local authorities and SLLRDC in identifying a designated disposal site and/or agreed method of disposal.

Operational stage

The depot area is where maintenance, washing and servicing of rolling stocks are conducted. Typical solid and liquid wastes generated at the depot and workshop area are listed in the table below.


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Table 9.7.1 Type of Waste Generated During Operational Stage

Waste Source Estimated quantityLubricant oil air compressor and gear box 7liters/day

Sludge wastewater treatment plant (when cleaning train and its parts) 200kg/day

Brake shoe (brake pad) brake equipment

Metal scraps wheel re-profiling lathe, etc. (wheel reprofiling, and exchanging parts) 200kg/day

Rubber tube brake system (need to exchange every 8 years depending on its specs)

Batteries Batteries in rolling stocks 5,000pcs/2yrs

General wastes waste from rolling stocks, administrative buildings 200kg/day

Source: Survey Team

General wastes from administrative buildings in depot area will be segregated. Recyclable materials (e.g. paper, glass) will be handed to registered recyclers. Non-hazardous wastes will be disposed to in accordance with relevant local regulations (e.g. disposal to designated disposal sites). Hazardous wastes (e.g. used batteries, light bulbs) will be collected and carefully stored. Treatment and disposal of these wastes will be contracted out to a registered industrial waste company. Wastes will be collected and disposed regularly to prevent accumulation, which may cause pollution and safety risks.

Domestic solid waste will be generated at the stations, by the people who use the LRT. Such waste in the stations will be mostly litter such as papers, waste as biodegradable waste (food waste, garden waste etc.), plastics, glass and paper empty plastic bottles etc. From the depot various wastes belonging to railway furniture could be generated. Such waste will be various mechanical and electrical parts which has undergone wastage. These parts if dumped haphazardly in the depot site or outside will mar the aesthetics of the open spaces.

9.7.6 Hydrology

The JICA-LRT route will cross Diyawanna Lake and the depot will be built on a flood plain, that may change the hydrological pattern around the area and may increase the flood risk. In order to assess the flood impact from the proposed project, the 2D modelling undertaken was undertaken to show the baseline flood levels and the project induced flood levels for the Construction Stage and the Operational Stage.

Water levels with and without JICA-LRT for different scenarios for Diyawanna Lake, Depot Area and Parliament are shown in the Table below. Based on the results, significant backwater may occur at the depot area during construction stage if a peripheral canal is not provided. Based on the results, flood recession at the depot area during construction stage may take several hours and a proposed canal can significantly minimize this.

Based on flood modelling results, backwater (flood lift) is not expected to occur and the impact to flood level is considered to be negligible (maximum +4 cm) at the depot area during operation stage.


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Table 9.7.2 Water levels and extra flood lift (backwater) for selected scenarios

No Scenario Place

Flood Level (m)

Remarks Without JICA-LRT

MSL

With JICA-LRT MSL (m)

Backwater (Flood Lift)

(m) 1 Baseline-10 Year Diyawanna

Lake 2.1 2.1 Nil No significant backwater 2 Construction-10 Year

3 Baseline-10 Year

Depot Area

4.62 ** ** **

4 Construction-10 Year ** 4.91 0.29 Backwater is considerable

5 Construction-10 Year with 3m wide peripheral canal ** 4.8 0.18 Backwater reduces

with the proposed canal6 Baseline-50 Year/100 Year 7.16/8.38 **

0.09/0.06 No backwater during the Operation Stage

7 Operational-50 Year/100 Year ** 7.25/8.42

10 Baseline-100Year

Parliament 3.16 3.16 **

There is no difference in WL due to introduction of JICA-LRT pillars

11 Construction-100 Year ** 3.16 0.00

Source: Survey Team

9.7.7 Topography and geology

Construction and Operational stage

The project area is comparatively flat. There will be no major soil cutting and embankment is planned during construction and operational stage. Therefore, no impact is expected.

9.7.8 Benthic environment

Construction stage

The proposed JICA-LRT route will cross Diyawanna Lake. Construction of piers may affect the benthic environment (bottom sediments) of the lake. The ecosystem in the lake has already been altered significantly due to reclamation activities. Therefore, impact on benthic environment is considered to be low.

Operational stage

No impact is expected during operational stage since no major significant impact on benthic environment is expected.

9.7.9 Protected areas


The proposed project will not have any direct impact on the two designated areas, Sri Jayewardenepura-Kotte Bird Sanctuary and Thalangama EPA found in the project area (see Chapter 9.3.2(2).) The final trace of the JICA-LRT route has been designed to avoid both of these designated areas.


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The land use within these designated areas are already influenced by human activities (the area of Thalangama EPA is mostly agricultural land and the area within sanctuary is already developed with building structures). Therefore, it is expected that there will be negligible direct impact on these designated areas from the JICA-LRT project considering the nature of the impact from the project as well as existing condition of these areas. However, since the JICA-LRT will not cross on Sri Jawardenapura- Bird Sanctuary and Thalangama EPA, no direct impact on these areas is expected, but secondary impact cannot be specified clearly. Hence monitoring will be required.

9.7.10 Ecosystem


Altogether, 652 trees belonging to 82 species have been observed along the JICA-LRT route. These trees may be affected due to the construction of the JICA-LRT in the proposed trace. Approximately 64% (417 trees represented by 44 species) of the identified trees that are likely to be impacted by the JICA-LRT comprise of exotic species, and about 37% (234 trees represented by 37 species) are native species. Among these, one endemic tree (Dipterocarpus zeylanicus), which is also nationally endangered, was identified along the JICA-LRT route. Since this species is a forest species observed in the dry zone of Sri Lanka, it is most likely a planted tree.

Around 89 tress along Denzil Kobbekaduwua Mawattha may need to be removed to give way to the JICA-LRT structure. Other trees along the route that may be affected will be trimmed or branches will be cut down. Most of the trees to be cut along road side are exotic species. However, the exact impact on these three trees can be assessed only after the final ROW for the JICA-LRT has been established during the detailed design phase.

The JICA-LRT Project will be built within a highly urbanized and significantly altered environment. The area supports mostly common species of fauna associated with such urban habitats. As such, these species are highly adapted to disturbance and human presence. The Project will have negligible impacts on identified threatened fauna species (Fishing cat, Purple-faced leaf langur, and Eurasian otter). Also in general, no major avian movements were observed across the proposed light rain trace and road kills of birds are hardly recorded along the light rail trace. Thus, considering that the maximum speed of JICA-LRT is 80km/hour (average is about 40km/hour) the chances of bird strikes are likely to be hardly expected as these birds are highly habituated to live in a highly urbanized environment.

The proposed JICA-LRT depot will be located on a wetland that can be described as paddy land with some areas abandoned. The approximate area impacted is approximately 15 ha. The depot will be established as an elevated platform and therefore the entire wetland area will not be impacted by the proposed project. However, during the construction stage some sections will have to be filled in order to facilitate the construction activities. During the operational stage nearly 50% of the wetland will become shaded due to the elevated structure which will result in loss of species that prefer direct sunlight while shade loving species will benefit from the increased shade. The site does not contain any critical species such as threatened or endemic species and therefore, the proposed activity will not have a significant impact on the overall wetland biodiversity of the region.

The JICA-LRT trace has been designed to pass over most of the other wetlands with little or no direct impact to wetlands as the construction work will take place mostly in the highland adjacent to the wetland except in few places. Therefore, the overall impact of the proposed project on aquatic habitats is negligible. Likewise the terrestrial habitat that is affected mostly is the roadside vegetation that is a manmade habitat that supports only a few species that are highly adapted to withstand disturbance such as noise that may result due to construction work. Since, the JICA-LRT route will be based on an elevated platform and therefore, this will not result in


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habitat fragmentation or disruption of movement patterns of species. The only disturbance expected is at the places where stations and bases are erected to support the viaduct. However, the expected loss of habitat is less than a few hectares speeded over a large area. Thus, the proposed project will not have a significant impact on the aquatic and terrestrial habitats in the project affected area.

9.7.11 Land acquisition and involuntary resettlement

Construction stage

There will be 66 built structures which will be partially and fully affected by the Project. One residential house may be affected partially and one residence will be fully affected and the residents may have to be resettled at the proposed IT Park Station. Around 66 privately owned built structures will be affected (36 structures totally affected, 30 structures partially affected).

About 250,000m2 (25Ha) of land needs to be acquired. Around 80% of this is private land and a bulk of which is paddy land (around 20Ha) for the proposed depot area and IT Park Station.

Operation stage

There is a possibility that impacts due to land acquisition and resettlement will remain.

9.7.12 Local Economy (Employment & Livelihood)

Construction stage

A total of 66 built structures will be partially and fully affected by the Project. More than 80% of these are commercial buildings. When the structures are partially affected, there will be temporary impact on the businesses and the employees may lose income temporarily. However, if the commercial places are fully affected and if they need to be relocated elsewhere, there can be permanent impact. The income of employees working in these commercial places will also be affected.

During construction, disruption of economic activities of businesses located along the JICA-LRT route is expected. These businesses will get hampered because of traffic congestion, and/or impedance of access to such business premises (e.g. inability to park vehicles).

Also, there will be an impact on paddy lands where the Depot is proposed in Malabe West (Kaduwela DS). Paddy land owners and tenant farmers may permanently lose their livelihood.

On the other hand, the project will generate employment opportunities for technical and general workers to perform construction activities. Influx of workers can improve local economy.

Operational stage

New jobs will be generated to operate and maintain the LRT. Also, increased mobility and reduced travel time can lead to improved local economy.

However, the Project may impact people whose livelihood is linked with existing modes of transportation (e.g. 3-wheelers, bus operators) due to divided users.


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9.7.13 Land use & Local Resource use

Construction stage

The project area will mainly run on the existing road and no land use change is expected except the proposed Depot area (15ha) where the land is currently used as paddy land.

Operational stage

After the implementation of the project, increased urbanization may lead to improvement of local economy while increase urbanization may also lead to conversion of paddy land/lands/green areas to give way to infrastructure and other developments.

9.7.14 Socio capital & Social institution


The Project has consulted existing social networks (e.g. devotees’ network and chief monks, local authorities). The Project will not threaten nor destroy these existing social networks and capital. Therefore, no impact is expected.

9.7.15 Existing social infrastructure & Service

Construction stage

Traffic

The proposed JICA-LRT line will be constructed on the major arterial roads in Colombo. More than 50% of these roads have a daily vehicle traffic demand in excess of 50,000 vehicles. There are several critical intersections that will be affected during construction activities that may have network wide impacts. These critical intersections include the following:

T.B.Jaya Mw – D.R.Wijewardene Mw intersection Ibbanwala junction De Soysa Circus / Lipton Circus Borella junction Ayurveda junction Rajagiriya junction Koswatta junction

A minimum of 10m wide work-zone is required for the JICA-LRT construction. Therefore, most road links may lose 2-3 lanes as per standard lane width allocation. Assuming, temporary lane widths of 2.7m given and 1-2m of sidewalks allocated for temporary roadways during the construction stage, the number of temporary lanes that can be provided on the affected roads is estimated and given in Table 9.7.3. This would require removal of the existing centre medians, if any and relocation of road side utility facilities. The temporary lane allocation would result in a capacity reduction of 30%-50% on most roads.


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Table 9.7.3 Temporary lane number estimation

Link Road Name Road type

No.

lane

s

Car

riag

eway

(m

)

Side

wal

k (m

)

Wid

th a

vail.

D

urin

g co

nstr

uct

Tem

p. la

nes

1 Colombo-Batticaloa Highway Median Separated 6 23 > 4.0m 15 5

2 Olcott Mawatha One way 5 20 2.0-4.0m 12 4

3 Olcott Mawatha Divided 5 21 > 4.0m 13 4

4 W E Bastian Mawatha One way 2 12 2.0-4.0m 3 1

5 T B Jayah Mawatha Divided 4 18 > 4.0m 10 3

6 Dr Colvin R de Silva Mawatha Median Separated 4 13 2.0-4.0m 5 1

7 Ward Place Divided 4 13 2.0-4.0m 5 1

8 Cotta Rd Median Separated 4 15 2.0-4.0m 6 2

9 Sri Jayawardenepura Mawatha Median Separated 6 24 2.0-4.0m 16 5

10 Battaramulla Rd Median Separated 4 14 2.0-4.0m 6 2

11 Denzil Kobbekaduwa mawatha1 Undivided 4 12 > 4.0m 9 3

12 Kaduwela Rd1 Divided 2 10 2.0-4.0m 7 2

Source: Survey Team

Utilities

As the JICA-LRT pillars will be in the middle of the existing roads, there is a possibility of damaging underground utilities such as electricity cables, telecommunication lines, sewerage pipes, storm water conduits and water supply lines. During the EIA study, the Project Proponent has been coordinating continuously with the line agencies relevant to the utilities i.e. CEB, SLT, CMC, and NWSDB.

Urban and commercial activities in the affected area are facilitated by all the infrastructure facilities such as water, electricity, and telecommunication. As the JICA-LRT trace is going on an elevated structure, shifting of electricity and telecommunication lines may be required. The shifting and rearrangement of these electricity and telecommunication lines can make a temporary impact on the day today life of people near the project area. Majority of people in the project influential area depend on pipe born water and water lines can get damage during construction period due to excavations. This also can make a temporary impact to people in project area.

There are two high voltage transmission lines crossing JICA-LRT route, which need to be shifted or lifted up. One of them is 132kV transmission line, passing on Diyatha Uyana and the other is 22kV transmission line which run south/north direction and cross Malabe road.

Operational stage

Once the JICA-LRT project becomes operational, traffic condition is expected to improve in Colombo. The phase one of the JICA-LRT covers Colombo – Malabe corridor, which will be extended to cover other corridors in the future. This corridor has the potential to cover/cater to densely populate suburban areas (i.e. Kaduwela DS – 252,041 population, Homagama DS –


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237,905, Seethawaka – 113,807, Maharagama – 196,423, Sri Jayawardhanepura Kotte – 95,506 population 2012). Thus, the JICA-LRT project would trigger the development of a more comprehensive public transport network, providing a solution to the traffic issue in Colombo, then increased mobility and connectivity of densely populated suburban areas would improve social infrastructure and services.

9.7.16 Poverty


There are no slums along the planned JICA-LRT route as well as there is no affected people who is categorized as poor (minimum income per month is below 4,475 LKR which is based on official poverty line in Colombo district for August 2017). Therefore, no impact is expected on poverty.

9.7.17 Minority group/indigenous people


There are no minority groups or indigenous people residing within the project site. Therefore, no impact is expected on minority group/indigenous people.

9.7.18 Unequal distribution of benefits


No significant impact on unequal distribution of benefits and damages is expected from this project. The JICA-LRT will be designed so it can be used by all types of passengers, including people with disability, people with special needs and the elderly.

9.7.19 Conflicting Interest


During the stakeholder meetings, there were comments raised regarding to the concern on the impact on existing modes of transportation (e.g. 3-wheelers, bus operators) due to inaccessible roads and/or worsened traffic condition during construction. This conflict may continue when the JICA-LRT starts operation because number of passengers that use those modes of transportation may be diverted to the use of the JICA-LRT. Therefore, there might be some adverse impact on conflicting interest.

On the other hand, the project may contribute to ease traffic congestion in Colombo and this can lead to smoother operation for buses and 3-wheelers. Also, the JICA-LRT can increase the connectivity of existing bus routes through multi-modal transport centers/hubs.

9.7.20 Gender


The JICA-LRT is to implement public transport system in Colombo which can be used by woman equally. In addition, gender issues have not been raised in stakeholder meetings during EIA study and in these meetings women participation was approximately 30% or more. Thus, no significant impact is assumed on gender.


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However, gender issue in public transportation system should be considered carefully such as sexual harassment in the crowed vehicles. The study on gender was conducted by Survey Team and the result is shown in Chapter 4.13.2. Also, equal pay and employment opportunities will be provided for both women and men.

9.7.21 Children’s right

Construction stage

Sri Lanka has ratified all key international conventions related to child labor (ILO 138, ILO 182, UN CRC). The government also enacted laws and regulations to relate to child labour, including its worst forms. Laws on child labour and forced labour will be strictly complied with for this Project and all contractors will be required to abide by these requirements. Therefore, child labour issue is not expected during construction stage.

However, there are several schools along the proposed JICA-LRT route. School kids may be impacted due to the traffic congestion during construction stage. This concern was raised during the focus group meeting for school bus drivers.

Operational stage

The JICA-LRT is to implement public transport system in Colombo which can be used by child equally. Once the JICA-LRT is implemented, no negative impact is expected since the JICA-LRT is elevated structure and will not specifically disturb the activities of children such as the operation of school bus, however rather there might be positive impact since JICA-LRT might be used by school kids as safe travel mode.

9.7.22 Cultural heritage

Construction stage

Based on the preliminary survey conducted by the Department of Archaeology, there are no designated archaeologically important structures that will directly be affected by the project (along the proposed JICA-LRT route). Branches of around 14 Bo trees along the route may need to be trimmed to give way to the JICA-LRT structure. However, no uprooting of Bo trees is necessary. Moreover access to the Bo trees (particularly those with shrines) may be affected during construction.

Operational stage

Once the JICA-LRT has been built and operating, no impact on cultural heritage is assumed since LRT route is designed to avoid cultural heritages sites. On the other hand, the JICA-LRT can increase access to religious and cultural sites as well as activities.

9.7.23 Landscape


There could be adverse impacts on aesthetics due to construction activities. However, construction activities will be conducted in phases. Thus, these impacts will only be local and temporary.

How the JICA-LRT would change the landscape of Colombo is highly subjective and would depend on the value judgement of the people. Some would see it as impacting the special values


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associated with aesthetics (e.g. nature, views of heritage structures) such as Ward Place, Ceremonial Drive, and Denzil Kobbakaduwa Mawatha. Others will consider the JICA-LRT as increasing the urban feel of the Colombo.

Visual demonstration was presented in stakeholder meetings by using 3D image video for better understanding of operational image of LRT in Colombo. This is because some people cannot imagine how the JICA-LRT change the landscape since this is the first elevated railway in Sri Lanka.

9.7.24 Infectious Diseases

Construction stage

The influx of construction workers may increase the risk of spreading infectious diseases. However, since the construction camp is not required for this project as most of the construction workers will be commuted, there would low risk of spreading infectious diseases.

Operational stage

No impact is assumed during operation phase.

9.7.25 Work Environment

Construction stage

There are risks related to occupational health and safety due to the construction activities (e.g. operating heavy machineries, handling materials, working at heights). Therefore, there would be some negative impact on work environment during the construction stage.

Operational stage

During operation, there are risks to occupational health and safety due to improper work practice. Therefore, there would be some negative impact on work environment during the operational stage.

9.7.26 Cross-border Impacts and Climate Change

Construction stage

During construction, carbon dioxide will be released to the atmosphere from the disturbance of paddy land to give way to the depot construction, which is estimated to be 436.8 t-CO2eq.

Operational stage

On the other hand, emission of CO2 from the transport sector can be reduced by approximately 77,200 t-CO2 eq in 2035 due to potential decrease in volume of traffic.

The calculation of CO2 reduction is conduced based on below approach.

(1) Analysis Methodology

For the analysis, assessment year was set at 2035 to evaluate potential GHG emission reduction, covering both construction and operation phases. Project activities considered in the analysis and the corresponding quantification methods employed are summarised in the table below.


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Table 9.7.4 Analysis Scope and Quantification Methods

Project Phase Activities Quantification Method

Construction Carbon loss from disturbance on grassland by construction of depot area

Estimated by multiplying total biomass (including above- and belowground biomass in Depot construction site) and carbon fraction value to convert dry matter to carbon

Operation

Decrease of fossil fuel consumption by modal shift of passenger from existing transportation modes (e.g. buses, private car, taxi, motorbike) to JICA-LRT

Determined as the difference between the GHG emission of baseline activity (existing mode of transportation, e.g. buses, private car, taxi, motorbike) and project activity (e.g. JICA- LRT.).

Increase of electricity consumption in the operation of LRT

Estimated by multiplying annual electricity consumption associated with the operation of JICA-LRT and CO2 emission factor of the grid electricity.

Source: Survey Team

(2) Data input

Parameters considered and conversion factors used for the analysis are summarised in the following tables.

Table 9.7.5 Analysis Parameters (Construction Phase)

Parameter Description Value Unit Source A land area of organic soils 14.8 ha Survey Team

BAG Aboveground biomass Tropical moist & wet 6.2 t-dm/ha Table 3.4.2,

IPCC GPG-LULUCF

R Root-to-shoot ratio Tropical moist & wet 1.6 Table 3.4.3,

IPCC GPG-LULUCF

CF Carbon fraction of dry matter Default value 0.5 t-C/t-dm IPCC GPG-LULUCF

Source: Survey Team

Table 9.7.6 Analysis Parameters (Operation Phase – year 2035)

Parameter Description Value Unit Source

Py Number of passenger of the project activity in year y

246,818,475 passenger/year

= 676,215 passenger/day * 365 Survey Team

BPKMy

Passenger transportation volume/activity by the project in year y

1,332,819,765 passenger-km/y Survey Team

Car 773,035,464 passenger-km/y

Survey Team Motorcycle 199,922,965 passenger-km/y 3 Wheeler 133,281,977 passenger-km/y Bus 226,579,360 passenger-km/y

EFPKM,i CO2 emission factor per passenger kilometre for transport mode i

Car 0.0001026 tCO2/passenger-km

Survey Team Motorcycle 0.0001004 tCO2/passenger-km 3 Wheeler 0.0001067 tCO2/passenger-km Bus 0.0000257 tCO2/passenger-km


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Parameter Description Value Unit Source

BTDPy Average trip distance of the passenger of the project activity in year y

5.4 km Survey Team

MSi,y Share of passengers by transport mode in the baseline scenario in year y

Car 58 %

Survey Team Motorcycle 15 % 3 Wheeler 10 % Bus 17 %

ECPJ,y

Annual electricity consumption associated with the operation of the project activity in year y

45,512 MWh/year Survey Team

EFelec CO2 emission factor of the grid electricity

0.9274 tCO2/MWh

In year 2015, Build Margin, from SLSEA website

Source: Survey Team

(3) Analysis Results

During construction phase, carbon loss from disturbance on grassland by depot construction is estimated to be 436.8 t-CO2e. On the other hand, during operation phase, CO2 reduction in year 2035 is estimated to be 77,184 t-CO2e/y.

9.7.27 Light and Ventilation

Construction stage

Construction of the JICA-LRT structures will be conducted in phases. Thus, impacts on light and ventilation will be local and temporary. Also, since the survey area is urban and semi-urban in setting, significant amount of lighting is already being used by business areas along the route. Also, construction will be done in open spaces. Thus, no significant light and ventilation impact is assumed.

Operational stage

During operation, there will be limited impact on light and ventilation due to the following:

Adequate space for roadside buildings to get legal light and ventilation is provided with the current structure design

Majority of the JICA-LRT route runs from West to East direction with minimal shadowing impact on surroundings

Creation of the shade will not be a significant issue in Colombo due to climate condition in the area

9.7.28 Summary of Impacts

The assessment of potential impacts due to the project during construction and operation phases is summarised in Table 9.7.7 below. Ratings are given to provide an idea of the scale and type of the impacts. A detailed discussion of the environmental and social impact assessment can be found in the Project’s EIA Report (Appendix 3).


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Table 9.7.7 Impact Assessment Summary

Impact Rating Construction Phase Rating Operation Phase POLLUTION CONTROL

AIR QUALITY A-

Dust will be generated from material transport and handling and excavation activities

Construction machineries and vehicles will also generate air emissions

B+

Air emissions will be limited to operation of machineries for the maintenance of the rolling stocks at the depot area.

The project can contribute to the reduction of traffic volume, which can lead to improved air quality.

WATER AND SOIL QUALITY B-

Excavated materials, spoil and other wastes from construction activities may be prone to erosion

Wastes will be generated by construction workers

There is risk of spillage, leakage and accidental discharge of oil from construction vehicles

Impact on groundwater quality due to construction of foundation structures

B-

Approximately 100m3/day of wastewater (containing oil and grease, detergent, dust) will be generated from maintenance activities at the depot during operation.

There may be risk of spillage, leakage, and accidental discharge.

Wastewater from toilets and washing facilities at train stations will also be generated

NOISE A-

Increased noise levels due to operation of heavy equipment and machineries, in the vicinity of the construction site

Baseline survey results already show exceedances of noise limits at some noise sensitive receptors

B-

Noise modelling results meet noise level standards for peak noise (LAmax) and equivalent noise (LAeq) levels set in Japan and Australia.

There may be disturbance, especially to noise sensitive areas (6 hospitals, 5 schools and 4 educational institutions)

VIBRATION A-

In general, vibration from construction activities is considered to have low likelihood to cause structural damage to surrounding buildings

For areas with narrow roads (distance of roadside to the vibration source is around 8m or less), vibration levels may exceed maximum permissible limits for structures built with light materials and archaeologically important structures

B-

Vibration level from the JICA-LRT operation may potentially exceed the perceptible threshold for humans, but significant adverse impact on surrounding structures is not expected.

SOLID WASTE B-

Construction wastes (e.g. building rubble, excavated soil, construction wastes) will be generated which may cause nuisance to pedestrians and other road users.

Temporary impact on the aesthetics of the city

B-

Wastes generated from the depot area consist of lubricant oil, sludge, brake shoe, metal scraps and rubber tubes.

Wastes will be generated by JICA-LRT users at the train stations.

FOUL ODOR D Foul odour will not be generated during construction D No impact assumed

NATURAL ENVIRONMENT

HYDROLOGY B-

The JICA-LRT route will cross Diyawanna Lake and the depot will be built on a flood plain

Based on flood modelling (10-yr return period) results, significant backwater (flood lift) may occur at the depot area during construction stage

Construction activities may hamper and block existing drainage flows.

D

Based on flood modelling (100-yr return period) results, backwater (flood lift) is not expected to occur and the impact to flood level is considered to be negligible (maximum +4 cm) at the depot area during operation stage


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Impact Rating Construction Phase Rating Operation Phase

TOPOGRAPHY & GEOLOGY D

The project area is comparatively flat. There will be no major soil cutting and embankment is planned.

D No impact assumed

BENTHIC ENVIRONMENT B-

The proposed JICA-LRT route will cross Diyawanna Lake.

Construction of piers may affect the benthic environment (bottom sediments) of the lake.

The ecosystem in the lake has already been altered significantly due to reclamation activities

D

Once the construction is completed, no modification of benthic environment is expected.

PROTECTED AREAS C

Since the JICA-LRT will not cross on Sri Jawardenapura- Bird Sanctuary and Thalangama EPA, no direct impact on these areas is expected, but secondary impact cannot be specified clearly. Hence monitoring will be required. No impact on these protected areas is assumed.

The JICA-LRT route has been designed to avoid these protected areas

C

Since the JICA-LRT will not cross on Sri Jawardenapura- Bird Sanctuary and Thalangama EPA, no direct impact on these areas is expected, but secondary impact cannot be specified clearly. Hence monitoring will be required. No impact on these protected areas is assumed.

ECOSYSTEM (FLORA & FAUNA)

B-

89 trees planted along Denzil Kobbekaduwua Mawattha, may need to be removed.

Several other trees need to be trimmed Loss of green area (e.g. agricultural land)

in the proposed depot area

D

No impact assumed

SOCIAL ENVIRONMENT

LAND ACQUISITION & INVOLUNTARY RESETTLEMENT

A-

Land acquisition and resettlement of 1 household and 100 totally and partially affected businesses

About 250,000m2 of land needs to be acquired. Around 80% of this is private land and a bulk of which is paddy land for the proposed depot area

B-

There is a possibility that impacts due to land acquisition, resettlement and loss of livelihood will remain.

LOCAL ECONOMY (EMPLOYMENT & LIVELIHOOD)

A-

Impact on livelihood and economic activities of project affected persons (business premises that need to be acquired): » 37 property owners, 100 business

owners and 455 employees » 41 paddy land owners and 5 tenant

farmers Temporary loss or impedance of access to

business premises

A+

Generation of new jobs to operate and maintain the JICA-LRT

Improve local economy through increased mobility and reduced travel time

B+

It is projected that the local economy will be revitalized with the increase in employment opportunities for technical and general workers.

LAND USE & LOCAL RESOURCE USE

B-

Approximately 15ha of paddy land in Malabe area will be used as depot area. B+ Increased urbanization may lead

to improvement of local economy

B-

Increased urbanization may lead to conversion of paddy lands/green areas to give way to infrastructures

SOCIAL CAPITAL & SOCIAL INSTITUTIONS

D

No particular impact is assumed

D

No impact assumed


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EXISTING SOCIAL INFRASTRUCTURES & SERVICES

A-

Reduction of traffic capacity by 30-50% due to construction activities

Impact on a wider road network due to congestion, especially at 7 critical intersections

B+

Improvement of social infrastructure and services through increased mobility and connectivity of densely populated suburban areas

Impact on underground (e.g. electricity cables, telecommunication lines, sewerage pipes, storm water conduits and water supply lines) and overhead utilities (e.g. electricity and telecommunication lines)

There are two high voltage lines crossing the JICA-LRT route, which need to be shifted or lifted up

POVERTY D There are no slums along the planned JICA-LRT route. D No impact assumed

MINORITY GROUPS/ INDIGENOUS PEOPLE

D There are no minority groups or

indigenous people residing within the project site.

D

No impact assumed. For disable people, Barrier free design is considered for JICA-LRT

UNEQUAL DISTRIBUTION OF BENEFITS

D

No significant impact on unequal distribution of benefits and damages is expected from this project. B+

JICA-LRT can be used by all types of passengers including disable people, people with special needs, and elderly.

CONFLICTING INTERESTS B-

Impact on existing modes of transportation (e.g. 3-wheerlers, bus operators) due to inaccessible roads and/or worsened traffic condition.

B-

Potential reduction in number of passengers/ users for existing transport operators (e.g. 3-wheerlers, bus operators) due to another mode of transportation

B+

The project can ease traffic congestion in Colombo that can lead to smoother operation for buses and 3-wheelers

It can increase the connectivity of existing bus routes through multi-modal transport centers/hubs

GENDER B- There could be potential risks of

sexual-harassment by construction workers.

B- There could be potential risks of

safe travel for women.

CHILDREN’S RIGHTS B-

School kids may be impacted due to the traffic congestion during the construction stage.

D No impact assumed

CULTURAL HERITAGE

B-

Branches of around 14 Bo trees along the route may need to be trimmed to give way to the JICA-LRT structure. No uprooting of Bo trees is necessary. D

No impact assumed

D No impact on designated archaeologically important structures

LANDSCAPE B-

There could be adverse impacts on aesthetics due to construction activities.

B-

Impact on special values associated with aesthetics (e.g. nature, views of heritage structures) such as Ward Place, Ceremonial Drive, and Denzil Kobbakaduwa Mawatha

B+ The JICA-LRT may be viewed as

increasing the urban feel of the Colombo.


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INFECTIOUS DISEASES B-

The influx of construction workers may increase the risk of spreading infectious diseases.

D No impact assumed

WORK ENVIRONMENT (OCCUPATIONAL HEALTH)

B-

Risks related to occupational health and safety (e.g. operating heavy machineries, handling materials, working at heights)

B-

Risks to occupational health and safety due to improper work practice

OTHERS

CROSS-BORDER IMPACTS & CLIMATE CHANGE

B-

Carbon loss from disturbance of paddy land to give way to the depot construction

B+

Emission of CO2 from the transport sector can be reduced by approximately 77,200 t-CO2eq in 2035 due to potential decrease in volume of traffic.

LIGHT & VENTILATION D

No significant impact assumed

D

Limited impact on light and ventilation during operation » Adequate space for roadside

buildings to get legal light and ventilation is provided with the current structure design

» Majority of the JICA-LRT route runs from West to East direction with minimal shadowing impact on surroundings

UNUSUAL EVENTS

B- Impacts of unexpected events such as accidents and natural hazards

B- Impacts of unexpected events such as accidents and natural hazards

Depot structure is designed to be above high flood level

A+: Significant positive impact is expected B+: Some positive impact is expected A-: Significant negative impact is expected B-: Some negative impact is expected C: Impact is unknown D: Impact is negligible or no impact is expected


9-56

9.8 Environmental Management and Monitoring Plan (EMMP)

In order to mitigate and manage environmental and social impacts identified in the impact assessment, an Environmental Management Plan was developed for both construction and operation phases (refer to Table 9.8.1 and Table 9.8.2). The implementation of mitigation actions lies with the Engineering, Procurement, and Construction (EPC)36 contractor during construction stage and the O&M Company during operational stage under the supervision of the Project Proponent, the MMWD

Also, an Environmental Monitoring Plan for construction and operation phases has also been developed to ensure compliance and performance (refer to Table 9.8.3 and Table 9.8.4). The Monitoring Plan lays out parameters, methodologies, frequency, location, and responsible entities. The main responsibility for monitoring the project activities will lie with the Project Proponent MMWD assisted by the PMU of JICA-LRT Project.

It is important to recognize that these plans need to be updated to incorporate any significant change during the detailed design phase. Costs are also included wherever possible, to ensure that these items are incorporated in budget planning. The PMU will facilitate the contractors in carrying out the required work.

36 "Engineering, Procurement, and Construction" (EPC) is a particular form of contracting arrangement used in

some industries where the EPC Contractor is made responsible for all the activities from design, procurement, construction, to commissioning and handover of the project to the End-User or Owner

Tabl

e 9.

8.1

Env

iron

men

tal M

anag

emen

t Pla

n (P

re-C

onst

ruct

ion

and

Con

stru

ctio

n Ph

ase)

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MIT

IGA

TIO

N M

EA

SUR

E

RE

SPO

NSI

BL

EE

NT

ITY

C

OST

POLL

UTI

ON

CO

NTR

OL

AIR

QU

AL

ITY

A

-

D

ust

will

be

ge

nera

ted

from

mat

eria

l tra

nspo

rt an

d ha

ndlin

gan

d ex

cava

tion

activ

ities

C

onst

ruct

ion

mac

hine

ries

and

vehi

cles

will

also

gen

erat

e ai

rem

issi

ons

W

ettin

g an

d w

ater

spra

ying

C

over

ing

of tr

ansp

ort v

ehic

les

C

aref

ul st

ockp

iling

of c

onst

ruct

ion

mat

eria

ls

Mon

itorin

g of

dus

t lev

els

Pr

oper

mai

nten

ance

of c

onst

ruct

ion

mac

hine

ries a

nd v

ehic

les

C

aref

ul se

lect

ion

of lo

catio

n of

con

stru

ctio

n ya

rd

Lim

iting

of v

ehic

le sp

eed

Pr

oper

pla

nnin

g an

d si

ting

of c

onst

ruct

ion

activ

ities

Se

t up

dust

bar

riers

Con

tract

or /

MM

WD

(PM

U)

Tent

ativ

e co

st: L

ump

sum

LK

R 5

,000

,000

Incl

uded

in th

e

Con

tract

or’s

serv

ice

fee

WA

TE

R A

ND

SO

IL Q

UA

LIT

Y

B-

Ex

cava

ted

mat

eria

ls,

spoi

l an

dot

her

was

tes

from

con

stru

ctio

nac

tiviti

es

may

be

pr

one

toer

osio

n

Pr

even

t sto

ckin

g of

loos

e ea

rth b

y th

e ro

ad si

de

Cov

er t

empo

rary

sto

ckpi

le w

ith p

olyt

hene

she

et a

nd p

lace

wei

ghts

M

anag

e sa

nd st

ockp

iles b

y co

mpa

ctio

n/ha

unch

ing.

Pr

ovid

e te

mpo

rary

dra

inag

e ar

ound

the

sand

stoc

kpile

s.

Con

tract

or /

MM

WD

(PM

U)

Tent

ativ

e co

st: L

ump

sum

LK

R 2

,000

,000

Incl

uded

in E

PC

Con

tract

or’s

serv

ice

fee

W

aste

s w

ill

be

gene

rate

d by

cons

truct

ion

wor

kers

Pr

ovid

e cy

lindr

ical

sep

tic t

ank

or p

orta

ble

toile

ts at

the

cons

truct

ion

area

s;

Ade

quat

e fa

cilit

y su

ch a

s sa

nita

ry l

atrin

es w

ill b

e pr

ovid

edfo

r tem

pora

l acc

omm

odat

ion

at D

epot

site

.

Con

tract

or /

MM

WD

(PM

U)

Tent

ativ

e co

st: L

ump

sum

LK

R 5

,000

,000

Incl

uded

in E

PC

Con

tract

or’s

serv

ice

fee

Th

ere

is ri

sk o

f spi

llage

, lea

kage

and

acci

dent

al d

isch

arge

of

oil

from

con

stru

ctio

n ve

hicl

es

Pr

oper

use

and

mai

nten

ance

of

cons

truct

ion

mac

hine

s an

dhe

avy

vehi

cles

In

stal

l Oil

and

grea

se tr

aps i

n th

e dr

aina

ge sy

stem

Es

tabl

ish

and

impl

emen

t em

erge

ncy

and

cont

inge

ncy

plan

inca

se o

f spi

lls

Con

tract

or /

MM

WD

(PM

U)

Tent

ativ

e co

st: L

ump

sum

LK

R 2

,000

,000

Incl

uded

in E

PC

Con

tract

or’s

serv

ice

fee

Im

pact

on

grou

ndw

ater

qua

lity

due

to c

onst

ruct

ion

of fo

unda

tion

stru

ctur

es

M

onito

r gro

undw

ater

qua

lity

MM

WD

(PM

U)

Man

agem

ent c

ost


9-57

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MIT

IGA

TIO

N M

EA

SUR

E

RE

SPO

NSI

BL

E

EN

TIT

Y

CO

ST

NO

ISE

A

-

In

crea

sed

nois

e le

vels

du

e to

oper

atio

n of

he

avy

equi

pmen

tan

d m

achi

nerie

s, in

the

vic

inity

of th

e co

nstru

ctio

n si

te

Bas

elin

e su

rvey

res

ults

alre

ady

show

exc

eeda

nces

of n

oise

lim

itsat

som

e no

ise se

nsiti

ve re

cept

ors

D

urin

g co

nstru

ctio

n of

the

depo

t,av

erag

e cu

mul

ativ

e no

ise

leve

l(L

Aeq

) at

the

clo

ses

resi

dent

ial

area

(a

ppro

x..

10m

aw

ay)

isex

pect

ed

to

mee

t th

e C

EA

stan

dard

.

Ther

e is

no

re

gula

tion

for

max

imum

noi

se l

evel

(L A

max

) at

pres

ent

Miti

gatio

n m

easu

res

for

gene

ral

cons

truct

ion

site

(JIC

A-L

RT

rout

e)

Fi

tting

of

ex

haus

t ba

ffles

, m

aint

aini

ng

vehi

cles

an

d m

achi

nery

in a

hig

h op

erab

le c

ondi

tion,

Use

the,

low

-noi

se ty

pe m

achi

ne a

nd/o

r veh

icle

s,

Con

stru

ctio

n si

te is

sep

arat

ed w

ith c

orru

gate

d sh

eets

or o

ther

su

itabl

e m

ater

ial

espe

cial

ly a

t lo

catio

ns n

ear

nois

e se

nsiti

ve

rece

ptor

s, pa

rticu

larly

at N

atio

nal H

ospi

tal a

nd sc

hool

zon

e.

Sc

hedu

ling

of c

onst

ruct

ion

wor

k th

at c

ause

hig

h no

ise

and

vibr

atio

n to

ens

ure

leas

t inc

onve

nien

ce to

the

publ

ic,

Av

oid

cons

truct

ion

wor

k on

Poy

a da

ys a

nd d

ays

of o

ther

re

ligio

us a

nd/ o

r cul

tura

l im

porta

nce,

Avoi

d hi

gh n

oise

con

stru

ctio

n ac

tiviti

es d

urin

g th

e ni

ght t

ime.

Es

tabl

ishi

ng a

com

plai

nt m

echa

nism

Adv

ance

not

ifica

tion

to th

e su

rrou

ndin

g co

mm

unity

Miti

gatio

n M

easu

res a

t Dep

ot

C

ondu

ct a

tes

t pi

ling

activ

ity a

nd c

heck

the

noi

se l

evel

ge

nera

ted

from

the

pilin

g ac

tivity

at D

epot

are

a.

C

onsi

der

chan

ging

the

hei

ght

of h

amm

er d

rop

or w

eigh

t of

ha

mm

er to

be

used

, dep

endi

ng o

n th

e re

sult

of te

st p

iling

Inst

all a

noi

sere

duct

ion

equi

pmen

t with

pili

ng h

amm

er

Con

tract

or/

MM

WD

(PM

UTe

ntat

ive

cost

: Lum

p su

m L

KR

5,0

00,0

00

Incl

uded

in

Con

tract

or’s

serv

ice

fee

VIB

RA

TIO

N

A-

In

ge

nera

l,

vibr

atio

n fr

omco

nstru

ctio

n ac

tiviti

es

isco

nsid

ered

to

ha

ve

low

likel

ihoo

d to

ca

use

stru

ctur

alda

mag

e to

surr

ound

ing

build

ings

Fo

r ar

eas

with

nar

row

roa

ds a

ndar

eas

surr

ound

ing

the

prop

osed

depo

t, vi

brat

ion

leve

ls

may

exce

ed

max

imum

pe

rmis

sibl

elim

its f

or s

truct

ures

bui

lt w

ithlig

ht

mat

eria

lsan

d ar

chae

olog

ical

lyim

porta

nt

stru

ctur

es

Id

entif

icat

ion

of ty

pe o

f bu

ildin

g st

ruct

ure

(Typ

e 3

and

Type

4)

. For

Typ

e 4

struc

ture

, the

con

sulta

tion

with

Dep

artm

ent o

f A

rcha

eolo

gy is

requ

ired.

Car

ry o

ut a

pro

perty

con

ditio

n su

rvey

(cr

ack

surv

ey)

of

near

by s

truct

ures

and

rec

ord

the

pres

ent

cond

ition

of

the

stru

ctur

e, to

acc

urat

ely

asse

ss a

ny d

amag

e to

thes

e st

ruct

ures

du

ring

the

cons

truct

ion

stag

e.

Vi

brat

ion

mon

itorin

g at

sel

ecte

d ar

ea a

roun

d th

e co

nstru

ctio

n ac

tiviti

es.

Reg

ular

ly c

omm

unic

ate

with

sur

roun

ding

com

mun

ities

to

info

rm th

e co

nstru

ctio

n sc

hedu

le.

Use

of l

ower

vib

ratio

n ge

nera

ting

devi

ce/m

achi

nery

.

Sche

dulin

g of

con

stru

ctio

n w

ork

that

cau

se h

igh

vibr

atio

n m

ust b

e w

ithin

aut

horiz

ed c

onst

ruct

ion

embo

dim

ent t

imes

,

Min

imis

atio

n of

pili

ng e

nerg

y (e

.g.

redu

ced

ham

mer

dro

p di

stan

ce) a

s nec

essa

ry d

epen

ding

on

rece

ptor

dis

tanc

e.

Es

tabl

ishi

ng a

com

plai

nt m

echa

nism

and

im

plem

entin

g a

proc

edur

e to

effe

ctiv

ely

deal

with

any

iss

ue r

aise

d by

the

com

mun

ity.

Con

tract

or/

MM

WD

(PM

U)

Tent

ativ

e co

st: L

ump

sum

LK

R 5

,000

,000

Incl

uded

in

Con

tract

or’s

serv

ice

fee


9-58

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MIT

IGA

TIO

N M

EA

SUR

E

RE

SPO

NSI

BL

E

EN

TIT

Y

CO

ST

SOL

ID W

AST

E

B-

C

onst

ruct

ion

was

tes

(e.g

.bu

ildin

g ru

bble

, ex

cava

ted

soil,

cons

truct

ion

was

tes)

w

ill

bege

nera

ted

whi

ch

may

ca

use

nuis

ance

to p

edes

trian

s an

d ot

her

road

use

rs.

Te

mpo

rary

im

pact

on

th

eae

sthe

tics o

f the

city

C

aref

ul p

lann

ing

of te

mpo

rary

stor

age

W

aste

s w

ill b

e se

greg

ated

. Re

cycl

able

mat

eria

ls w

ill b

eha

nded

to re

gist

ered

recy

cler

s.

Haz

ardo

us w

aste

s (e

.g.

oil)

will

be

colle

cted

and

car

eful

lyst

ored

.

Trea

tmen

t and

dis

posa

l of t

hese

was

tes

will

be

cont

ract

ed o

utto

a re

gist

ered

indu

stria

l was

te c

ompa

ny.

Con

tract

or /

MM

WD

(PM

U)

Tent

ativ

e co

st: L

ump

sum

LK

R 5

,000

,000

Incl

uded

in C

ontra

ctor

’s

serv

ice

fee

NAT

UR

AL

ENV

IRO

NM

ENT

HY

DR

OL

OG

Y

B-

Th

e JI

CA

-LRT

rou

te w

ill c

ross

Diy

awan

na L

ake,

tra

nsve

rse

onca

nnal

cro

ssin

gs.

C

onst

ruct

ion

activ

ities

(e

.g.

coffe

r da

m/

shee

t pi

ling)

may

ham

per

and

bloc

k ex

istin

gdr

aina

ge fl

ows.

U

se a

two-

dim

ensi

onal

floo

d m

odel

with

a p

ossib

le te

ntat

ive

bloc

king

ar

rang

emen

t fo

r co

nstru

ctio

n rig

s w

ithin

th

eD

iyaw

anna

.

Con

duct

lake

blo

ckin

g pa

rt by

par

t.

Lim

it co

nstru

ctio

n of

the

fou

ndat

ion

of J

ICA

-LRT

stru

ctur

ew

ithin

the

lak

e du

ring

dry

seas

on;

avoi

d cr

itica

l m

onso

onpe

riods

such

as A

pril-

June

and

Sep

tem

ber t

o N

ovem

ber.

C

arry

out

tem

pora

ry b

lock

ing

of th

e la

ke se

ctio

n ac

cord

ing

toth

e in

stru

ctio

ns o

f SLL

RD

C; R

e-ru

n th

e m

odel

dep

endi

ng o

nth

e si

te-s

peci

fic c

onst

ruct

ion

arra

ngem

ents

.

Prep

are

a su

itabl

e pu

mpi

ng a

rran

gem

ent i

n ca

se o

f flo

od

If in

the

opin

ion

of th

e En

gine

er th

at f

lood

ing

is ag

grav

ated

beca

use

of te

mpo

rary

con

stru

ctio

n bl

ocks

suc

h bl

ocks

will

be

tem

pora

rily

rem

oved

unt

il th

e flo

od su

bsid

es.

Con

tract

or /

MM

WD

(PM

U)

Incl

uded

in C

ontra

ctor

’s

serv

ice

fee

Th

e de

pot a

rea

will

be

built

on

aflo

od p

lain

.

Con

stru

ctio

n ac

tiviti

es

may

ham

per

and

bloc

k ex

istin

gdr

aina

ge fl

ows o

f flo

od p

lain

s.

Bas

ed o

n flo

od m

odel

ling

(10-

yrre

turn

per

iod)

res

ults

, sig

nific

ant

back

wat

er

(fl

ood

lift)

may

occu

r at

the

dep

ot a

rea

durin

gco

nstru

ctio

n st

age

Dep

ot A

rea

Pr

ovid

e a

3m w

ide

cana

l rig

ht ro

und

the

fill a

rea

C

ondu

ct o

f con

struc

tion

wor

ks in

par

ts.

C

ontro

l of h

eigh

t of f

ill; A

llow

wat

er o

verto

ppin

g ov

er th

e fil

l

Prop

ose

to i

mpr

ove

the

exis

ting

drai

nage

can

als

in t

helo

w-ly

ing

padd

y by

des

iltin

g th

em.

Es

tabl

ish

dire

ct d

rain

age

conn

ectio

n be

twee

n th

ese

cana

ls a

ndm

ain

cana

l.

Ope

n cu

lver

t gat

es, i

n ca

se o

f flo

od

Avoi

d bl

ocki

ng o

f exi

stin

g dr

aina

ges

R

efin

ing

of t

he f

lood

mod

elin

g; L

ower

par

t of

the

sub

catc

hmen

t w

ill b

e m

ade

as a

hyd

ro d

ynam

ic m

odel

to

repr

esen

t the

exi

stin

g dr

aina

ges a

nd in

tern

al ro

ad c

ulve

rts.

B

reac

h fil

lings

at s

trate

gic

loca

tions

in c

ase

of fl

ood

Pilo

t R

oad

in t

he L

ow-L

ying

Are

as A

djac

ent

to C

hand

rika

Ban

dara

naya

ka K

umar

anat

hung

a M

awat

ha

M

inim

ize

heig

ht a

nd w

idth

of

the

pilo

t ro

ad t

o a

heig

ht o

f0.

6m.

Con

tract

or/

MM

WD

(PM

U)

Incl

uded

in E

PC

Con

tract

or’s

serv

ice

fee


9-59

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MIT

IGA

TIO

N M

EA

SUR

E

RE

SPO

NSI

BL

E

EN

TIT

Y

CO

ST

Pr

ovid

e te

mpo

rary

cul

verts

to a

ll dr

aina

ge p

aths

and

at p

lace

sof

the

flood

pla

in c

ross

ing

the

pilo

t roa

d.

Bre

ach

fillin

g at

stra

tegi

c lo

catio

ns in

cas

e of

floo

d

Test

pilo

t roa

d us

ing

the

flood

mod

el o

f SLL

RD

C

BE

NT

HIC

E

NV

IRO

NM

EN

T

B-

Th

e pr

opos

ed J

ICA

-LRT

rou

tecr

osse

s Diy

awan

na L

ake.

C

onst

ruct

ion

of p

iers

may

indu

cesm

othe

ring

of b

enth

ic s

peci

es o

fth

e la

ke.

Th

e ec

osys

tem

in

the

lake

has

alre

ady

been

alte

red

sign

ifica

ntly

due

to re

clam

atio

n ac

tiviti

es

A

dopt

ion

of e

ngin

eerin

g te

chni

ques

to

min

imiz

e w

ash

out

and

depo

sitio

n of

ben

thic

par

ticle

sC

ontra

ctor

/ M

MW

D (P

MU

)In

clud

ed in

EPC

C

ontra

ctor

’s se

rvic

e fe

e

EC

OSY

STE

M

(FL

OR

A &

FA

UN

A)

C

N

o di

rect

im

pact

on

prot

ecte

dar

eas

(Tha

lang

ama

EPA

and

Sri

Jaya

war

dena

pura

K

otte

B

irdSa

nctu

ary)

.

Ther

e m

ay

be

seco

ndar

yim

pact

s.

M

onito

ring

of b

ird s

peci

es w

ill b

e co

nduc

ted

to id

entif

y an

dm

onito

r pot

entia

l sec

onda

ry im

pact

(s).

MM

WD

(PM

U)

Incl

uded

in m

onito

ring

cost

B-

89

tre

es

plan

ted

alon

g D

enzi

lK

obbe

kadu

wua

Maw

atth

a, m

ayne

ed to

be

rem

oved

.

Seve

ral

othe

r tre

es

alon

g th

ero

ute

need

to b

e tri

mm

ed

O

ffset

tree

s of 1

0 tim

es o

f tha

t is c

ut d

own

by th

e pr

ojec

t

Enha

ncem

ent o

f bio

dive

rsity

thro

ugh

crea

tion

of v

ario

us ty

pe

of h

abita

t suc

h as

wet

land

, for

est z

one

and

open

are

a.

U

se t

he n

ativ

e sp

ecie

s w

hich

will

enh

ance

the

val

ue o

f ec

osys

tem

in th

e ar

ea

C

reat

ion

of g

reen

buf

fer

zone

aro

und

the

Dep

ot b

y se

lect

ion

of t

ree

spec

ies

whi

ch g

row

s hi

gh t

o m

itiga

te t

he l

ands

cape

im

pact

MM

WD

(PM

U)

20m

illio

n LK

R

(app

roxi

mat

ely

1 ha

)

Lo

ss

of

gree

n ar

ea

(e.g

. ag

ricul

tura

l lan

d) in

the

prop

osed

depo

t are

a

M

inim

ize

rem

oval

or p

runi

ng o

f tre

es

In

trodu

ce a

was

tew

ater

trea

tmen

t pla

nt a

nd

C

olle

ct sc

hedu

led

was

te fo

r the

“Ec

ocyc

le”

proc

ess.

MM

WD

(PM

U)

Man

agem

ent c

ost

SOC

IAL

ENV

IRO

NM

ENT

LA

ND

A

CQ

UIS

ITIO

N &

IN

VO

LU

NT

AR

Y

RE

SET

TL

EM

EN

T

A-

La

nd

acqu

isiti

on

and

rese

ttlem

ent

of 1

hou

seho

ld a

nd10

0 to

tally

and

par

tially

affe

cted

busi

ness

es

Abo

ut 2

50,0

00m

2 of

land

nee

dsto

be

acqu

ired.

A

roun

d 80

% o

fth

is is

priv

ate

land

and

a b

ulk

ofw

hich

is

pa

ddy

land

fo

r th

epr

opos

ed d

epot

are

a

D

evel

op a

nd im

plem

ent o

f Re

settl

emen

t Act

ion

Plan

(R

AP)

and

Live

lihoo

d R

esto

ratio

n Pl

an

Car

ry o

ut c

ons ta

nt c

omm

unic

atio

n an

d co

nsul

tatio

n w

ithpr

ojec

t affe

cted

per

sons

(PA

Ps)

MM

WD

(PM

U)

Tent

ativ

e co

st o

f lan

d ac

quis

ition

and

re

settl

emen

t: LK

R 4

.2 to

4.

5B

Incl

uded

in P

roje

ct C

ost

(GoS

L fu

nd)


9-60

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MIT

IGA

TIO

N M

EA

SUR

E

RE

SPO

NSI

BL

E

EN

TIT

Y

CO

ST

LO

CA

L

EC

ON

OM

Y

(EM

PLO

YM

ENT

&

LIV

EL

IHO

OD

)

A-

Im

pact

on

liv

elih

ood

and

econ

omic

ac

tiviti

es

of

proj

ect

affe

cted

pe

rson

s (b

usin

ess

prem

ises

th

at

need

to

be

acqu

ired)

:»

37

prop

erty

ow

ners

, 10

0bu

sine

ss

owne

rs

and

455

empl

oyee

s

» 41

pad

dy l

and

owne

rs a

nd 5

te

nant

farm

ers

Te

mpo

rary

loss

or

impe

danc

e of

acce

ss to

bus

ines

s pre

mis

es

Pr

ovis

ion

of c

ompe

nsat

ion

to t

he P

roje

ct A

ffect

ed P

artie

s (P

APs

) us

ing

the

com

pens

atio

n pa

ckag

e de

cide

d fo

r LR

T Pr

ojec

t bas

ed o

n LA

RC

stip

ulat

ions

on

asse

ssin

g th

e fin

anci

al

and

othe

r los

ses o

f PA

Ps.

Prov

isio

n of

alte

rnat

ive

acce

ss t

o th

eir

prem

ises

as

far

as

poss

ible

out

side

the

cons

truct

ion

site

s to

car

ry o

ut th

eir u

sual

bu

sine

ss a

ctiv

ities

and

oth

er d

omes

tic o

r rel

ated

em

ploy

men

t ac

tiviti

es.

Dev

elop

a L

ivel

ihoo

d R

esto

ratio

n Pl

an

C

ontin

ual

liais

ing

with

the

Pro

ject

Affe

cted

Par

ties

(PA

Ps)

will

be

unde

rtake

n to

dec

ide

on t

he s

ite-s

peci

fic m

itiga

tion

mea

sure

s.

C

onsu

ltatio

n w

ith p

eopl

e w

hose

live

lihoo

d de

pend

on

mod

esof

tra

nspo

rtatio

n th

at m

ay b

e af

fect

ed b

y th

e Pr

ojec

t (e

.g.

3-w

heel

ers

and

bus

oper

ator

s). T

hey

will

be

incl

uded

in th

ede

velo

pmen

t of t

he tr

affic

man

agem

ent p

lan.

MM

WD

(PM

U)

Bud

get f

or In

com

e R

esto

ratio

n Pr

ogra

m:

LKR

20M

In

clud

ed in

Pro

ject

Cos

t (G

oSL

fund

)

B+

It

is

proj

ecte

d th

at

the

loca

lec

onom

y w

ill b

e re

vita

lized

with

the

incr

ease

in

em

ploy

men

top

portu

nitie

s fo

r te

chni

cal

and

gene

ral w

orke

rs.

No

actio

n re

quire

d -

-

LA

ND

USE

&

LO

CA

L

RE

SOU

RC

E U

SE

B-

A

ppro

xim

atel

y 15

ha

of

padd

yla

nd in

Mal

abe

area

will

be

used

as d

epot

are

a.

C

aref

ul c

onsi

dera

tion

of c

ivil

stru

ctur

e de

sign

to re

tain

floo

dre

tent

ion

capa

city

of t

he a

rea.

MM

WD

(PM

U)

Incl

uded

in P

roje

ct C

ost


9-61

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MIT

IGA

TIO

N M

EA

SUR

E

RE

SPO

NSI

BL

E

EN

TIT

Y

CO

ST

EX

IST

ING

SO

CIA

L

INFR

AST

RU

CT

UR

ES

& S

ER

VIC

ES

A-

R

educ

tion

of t

raffi

c ca

paci

ty b

y30

-50%

du

e to

co

nstru

ctio

nac

tiviti

es

Impa

ct o

n a

wid

er r

oad

netw

ork

due

to c

onge

stio

n, e

spec

ially

at 7

criti

cal i

nter

sect

ions

Pr

epar

atio

n of

traf

fic m

anag

emen

t pla

n fo

r eac

h co

nstru

ctio

n st

age

such

as

dive

rsio

n, l

ane

cont

rol,

safe

ty m

easu

res.

The

traffi

c m

anag

emen

t pl

an w

ill a

lso

take

int

o co

nsid

erat

ion

mob

ility

an

d sa

fety

of

vu

lner

able

gr

oups

(e

.g.

scho

ol

child

ren,

eld

erly

).

C

arry

out

tra

ffic

sim

ulat

ion

for

abov

e tra

ffic

man

agem

ent

plan

Roa

d In

ters

ectio

n w

ise

traffi

c an

alys

is f

or t

he k

ey r

oad

inte

rsec

tions

affe

cted

by

the

study

(Se

e Se

ctio

n 1.

4 of

the

Tr

affic

Impa

ct A

sses

smen

t Rep

ort i

n A

nnex

C fo

r the

affe

cted

in

ters

ectio

ns)

A s

take

hold

er c

omm

ittee

with

the

par

ticip

atio

n of

pro

ject

co

nsul

tant

s, C

olom

bo

Mun

icip

al

Cou

ncil

and

the

othe

r re

leva

nt

loca

l go

vern

men

t bo

dies

, R

oad

Dev

elop

men

t A

utho

rity

and

Traf

fic P

olic

e, w

ill b

e ap

poin

ted

to g

ive

guid

ance

on

the

deve

lope

d tra

ffic

man

agem

ent p

lan

M

onito

ring

of tr

affic

flow

dur

ing

cons

truct

ion

stag

e

Ensu

ring

the

safe

ty d

urin

g th

e co

nstru

ctio

n pe

riod

usin

g st

anda

rd sa

fety

mea

sure

s.

A

dher

ence

to

th

e w

orkz

one

man

agem

ent

guid

elin

es

form

ulat

ed b

y RD

A.

Pr

ovid

e m

inim

um 3

m la

ne w

idth

for b

us ro

utes

Mai

ntai

n w

alka

ble

path

s fo

r pe

dest

rian

mov

emen

t esp

ecia

lly

whe

re h

igh

dens

ity p

edes

trian

traf

fic fl

ows e

xist

(e.g

. Mal

abe,

R

ajag

iriya

Roa

d, O

lcot

t M

awat

ha,

Just

ice

Akb

ar M

awat

ha

and

Mal

ay S

treet

, acc

ess r

oads

in d

epot

are

a)

R

etai

n ac

cess

roa

ds i

n de

pot

area

(sl

ight

ly d

iver

ted)

and

ensu

re th

at d

esig

n an

d co

nstru

ctio

n of

dep

ot c

ivil

stru

ctur

esw

ill n

ot h

ampe

r mov

emen

t of p

eopl

e an

d ve

hicl

es in

the

area

.

Con

tract

or/

MM

WD

(PM

U)

Tent

ativ

e co

st: L

ump

sum

LK

R 5

,000

,000

Incl

uded

in

Con

tract

or’s

serv

ice

fee

Im

pact

on

un

derg

roun

d (e

.g.

elec

trici

tyca

bles

, te

leco

mm

unic

atio

nlin

es,

sew

erag

e pi

pes,

stor

m

wat

erco

ndui

ts a

nd w

ater

sup

ply

lines

)an

d ov

erhe

ad

utili

ties

(e.g

.el

ectri

city

an

dte

leco

mm

unic

atio

n lin

es)

Th

ere

are

two

high

vol

tage

line

scr

ossi

ng

the

JIC

A-L

RT

rout

e,w

hich

nee

d to

be

shift

ed o

r lift

edup

C

lose

coo

rdin

atio

n w

ith a

nd p

rovi

sion

of

supp

ort

to u

tility

agen

cies

, inc

ludi

ng C

EB a

nd N

WSD

B.

A

dopt

sche

dule

s for

the

shift

ing

and

tem

pora

ry te

rmin

atio

n of

infr

astru

ctur

e se

rvic

e su

pply

M

ake

the

publ

ic a

war

e of

sch

edul

es in

adv

ance

to p

reve

nt a

dho

c ac

tiviti

es

Mak

e tim

ely

paym

ents

as a

gree

d

Ass

ist i

n sh

iftin

g of

faci

litie

s

Obt

ain

info

rmat

ion

from

oth

er o

n-go

ing

proj

ects

Con

tract

or /

MM

WD

(PM

U)

To b

e fin

aliz

ed d

urin

g th

e de

taile

d de

sign

st

age.


9-62

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MIT

IGA

TIO

N M

EA

SUR

E

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SPO

NSI

BL

E

EN

TIT

Y

CO

ST

CO

NFL

ICT

ING

IN

TE

RE

STS

B-

Im

pact

on

ex

istin

g m

odes

of

trans

porta

tion

(e.g

. 3-

whe

eler

s,bu

s op

erat

ors)

du

e to

cl

osed

road

s an

d/or

w

orse

ned

traffi

cco

nditi

on

C

onsu

ltatio

n w

ith p

eopl

e w

hose

live

lihoo

d de

pend

on

mod

esof

tra

nspo

rtatio

n th

at m

ay b

e af

fect

ed b

y th

e pr

ojec

t (e

.g.

3-w

heel

er a

nd b

us o

pera

tors

)

Prep

arat

ion

of T

raffi

c m

anag

emen

t pla

n

MM

WD

(PM

U)

Incl

uded

in P

roje

ct C

ost

CH

ILD

RE

N’S

R

IGH

TS

B-

Sc

hool

kid

s m

ay b

e im

pact

eddu

e to

th

e tra

ffic

cong

estio

ndu

ring

the

cons

truct

ion

stag

e.

Pr

epar

atio

n of

Tra

ffic

man

agem

ent

plan

, co

nsid

erin

g th

eim

pact

on

the

scho

ol c

hild

ren

C

onsu

ltatio

n w

ith r

elev

ant s

take

hold

ers

(e.g

. par

ents

, sch

ool

adm

inis

tratio

n)

Con

side

r as

sign

ing

a tra

ffic

enfo

rcer

dur

ing

cons

truct

ion

togu

ide

scho

ol k

ids

M

inim

ize

cons

truct

ion

activ

ities

clo

se to

scho

ols d

urin

g ex

ampe

riod,

as p

ossi

ble

MM

WD

(PM

U)

Incl

uded

in P

roje

ct C

ost

CU

LT

UR

AL

H

ER

ITA

GE

B

-

Th

ere

are

14 B

o tre

es (

with

or

with

out

shrin

e) a

long

the

rou

te.

Som

e br

anch

es

of

trees

th

atov

erar

ch

the

JIC

A-L

RT

rout

em

ay b

e tri

mm

ed o

r cut

.

No

upro

otin

g of

B

o tre

e is

expe

cted

.

Acc

ess

to

relig

ious

an

dcu

ltura

lly im

porta

nt s

ites

may

be

impa

ired

tem

pora

rily.

C

onsu

lt w

ith re

leva

nt st

akeh

olde

rs

Car

ry o

ut r

elig

ious

ritu

als

and

com

mun

icat

e w

ith r

elev

ant

stak

ehol

ders

(Mon

ks a

nd d

evot

ee) b

efor

e th

e co

mm

ence

men

tof

con

stru

ctio

n ac

tiviti

es.

D

evel

op a

tra

ffic

man

agem

ent

plan

. C

onsi

der

alte

rnat

ive

acce

ss ro

ads t

o re

ligio

us a

nd c

ultu

rally

impo

rtant

site

s.

MM

WD

(PM

U)

Man

agem

ent c

ost

(man

aged

by

GoS

L)

LA

ND

SCA

PE

B-

Th

ere

coul

d be

adv

erse

im

pact

son

aes

thet

ics

due

to c

onst

ruct

ion

activ

ities

.

Th

e m

ajor

sen

sitiv

e ar

eas

will

be

thor

ough

ly s

tudi

ed in

term

sof

land

scap

e im

pact

dur

ing

deta

iled

desi

gn s

tage

thro

ugh

the

cons

ulta

tion

with

co

ncer

ned

agen

cies

. A

fter

deta

iled

asse

ssm

ent o

f lan

dsca

pe im

pact

, if i

t is

foun

d th

at a

ltern

ativ

ero

ute

is su

itabl

e, it

will

be

a su

bjec

t for

supp

lem

enta

ry E

IA.

M

icro

lev

el d

etai

ling,

stru

ctur

es,

colo

urs,

light

ing,

pla

ntin

g,tra

ins

desi

gns

and

colo

urs,

stat

ions

, int

erac

tions

will

be

part

of th

e ov

eral

l des

ign

depe

ndin

g on

eac

h se

ctio

n.

In o

rder

to re

alise

the

over

all o

bjec

tives

, in

the

desi

gn te

am in

addi

tion

to th

e de

sign

and

stru

ctur

al e

ngin

eers

it w

ill in

clud

e;To

w

Plan

ners

, U

rban

D

esig

ners

, A

rchi

tect

s, La

ndsc

ape

Arc

hite

cts,

and

Ligh

ting

Expe

rts.

MM

WD

(PM

U)

Tent

ativ

e co

st:

Lum

p su

m L

KR

2,

000,

000

Incl

uded

in th

e Pr

ojec

t C

ost

INFE

CT

IOU

S D

ISE

ASE

S B

-

Th

e in

flux

of

cons

truct

ion

wor

kers

may

incr

ease

the

risk

ofsp

read

ing

infe

ctio

us d

isea

ses.

A

ppro

pria

te

sani

tary

fa

cilit

ies

will

be

pr

ovid

ed

at

all

cons

truct

ion

site

s.

The

proj

ect s

ite w

ill b

e fe

nced

and

acc

ess

poin

ts w

ill n

ot b

eav

aila

ble

for t

he p

ublic

.

Con

tract

or/

MM

WD

(PM

U)

Tent

ativ

e co

st: L

ump

sum

LK

R 5

,000

,000

In

clud

ed in

the

Con

tract

or’s

serv

ice

fee


9-63

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MIT

IGA

TIO

N M

EA

SUR

E

RE

SPO

NSI

BL

E

EN

TIT

Y

CO

ST

WO

RK

E

NV

IRO

NM

EN

T

(OC

CU

PAT

ION

AL

HE

AL

TH

)

B-

R

isks

re

late

d to

oc

cupa

tiona

lhe

alth

and

saf

ety

(e.g

. ope

ratin

ghe

avy

mac

hine

ries,

hand

ling

mat

eria

ls, w

orki

ng a

t hei

ghts

)

Su

bmis

sion

of

an

O

ccup

atio

nal

Hea

lth

and

Safe

tyM

anag

emen

t Pl

an

(Con

stru

ctio

n St

age)

pr

ior

toco

mm

ence

men

t of w

ork.

A

dopt

ion

of st

anda

rd w

orke

r saf

ety

met

hods

Pr

ovis

ion

of tr

aini

ng to

em

ploy

ees,

Con

tract

or/

MM

WD

(PM

U)

Tent

ativ

e co

st: L

ump

sum

LK

R 5

,000

,000

In

clud

ed in

the

Con

tract

or’s

serv

ice

fee

OTH

ERS

CR

OSS

-BO

RD

ER

IM

PAC

TS

&

CL

IMA

TE

C

HA

NG

E

B-

C

arbo

n lo

ss f

rom

dis

turb

ance

on

gras

slan

d du

e to

de

pot

cons

truct

ion

O

ff-se

tting

thro

ugh

reve

geta

tion

initi

ativ

esM

MW

D (P

MU

)In

clud

ed in

the

Proj

ect

Cos

t

UN

USU

AL

E

VE

NT

S

B-

Im

pact

s of

un

expe

cted

ev

ents

such

as

ac

cide

nts

and

natu

ral

haza

rds

D

evel

op a

n Em

erge

ncy

Resp

onse

Pla

n

Com

plia

nce

with

ap

plic

able

pe

rfor

man

ce

spec

ifica

tion,

desi

gn st

anda

rds a

nd c

odes

, hea

lth a

nd sa

fety

regu

latio

ns

Prov

isio

n of

fire

fight

ing

syst

em

Con

tract

or/

MM

WD

(PM

U)

Incl

uded

in th

e C

ontra

ctor

’s se

rvic

e fe

e


9-64

Tabl

e 9.

8.2

Env

iron

men

tal M

anag

emen

t Pla

n (O

pera

tion

Phas

e)

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MA

NA

GE

ME

NT

ME

ASU

RE

R

ESP

ON

SIB

LE

E

NT

ITY

C

OST

POLL

UTI

ON

CO

NTR

OL

AIR

QU

AL

ITY

B

+

Em

issi

ons

will

be

lim

ited

toop

erat

ion

of m

achi

nerie

s fo

r th

em

aint

enan

ce o

f the

rolli

ng s

tock

sat

the

depo

t are

a.

The

proj

ect w

ill c

ontri

bute

to th

ere

duct

ion

of

traffi

c vo

lum

e,w

hich

can

lea

d to

im

prov

ed a

irqu

ality

.

No

actio

n re

quire

d -

-

WA

TE

R A

ND

SO

IL Q

UA

LIT

Y

B-

Th

ere

may

be

risk

of s

pilla

ge,

leak

age,

and

acci

dent

al

disc

harg

e.

Se

cond

ary

cont

aine

rs w

ill b

e pl

aced

in

stor

age

area

s fo

rha

zard

ous s

ubst

ance

s(e.

g. o

il)

Spill

kits

will

be

prov

ided

Pr

ovid

e dr

aina

ge fr

om c

hem

ical

stor

age

area

s to

oil s

epar

ator

(dep

ot a

rea)

O&

M C

ompa

ny

To b

e in

clud

ed in

the

proj

ect a

nd b

udge

t of t

he

prop

onen

t.

A

ppro

xim

atel

y 10

0m3 /d

ay

ofw

aste

wat

er

(con

tain

ing

oil

and

grea

se,

dete

rgen

t, du

st)

will

be

gene

rate

d fr

om

mai

nten

ance

activ

ities

at

th

e de

pot

durin

gop

erat

ion.

W

aste

wat

er

treat

men

t sy

stem

w

ith

suffi

cien

t tre

atm

ent

capa

city

will

be

inst

alle

d in

the

depo

t are

a. W

aste

wat

er w

illbe

dis

char

ged

to th

e pu

blic

sew

age

syste

m.

Pe

riodi

cal m

aint

enan

ce o

f Was

tew

ater

trea

tmen

t sys

tem

will

be c

ondu

cted

.

O&

M C

ompa

ny

Con

stru

ctio

n co

st of

in

stal

latio

n of

WTS

(a

bout

LK

R 7

0,00

0,00

0)

will

be

incl

uded

in th

e pr

ojec

t cos

t and

fin

aliz

ed d

urin

g de

taile

d de

sign

stag

e.

W

aste

wat

er

from

to

ilets

an

dw

ashi

ng fa

cilit

ies

at tr

ain

statio

nsw

ill b

e ge

nera

ted

Se

wag

e w

ill b

e se

nt to

pub

lic se

wag

e sy

stem

Pe

riodi

cal

mai

nten

ance

of

sew

age

syst

em a

t st

atio

n w

ill b

eco

nduc

ted.

O&

M C

ompa

ny

To b

e in

clud

ed in

the

proj

ect a

nd b

udge

t of t

he

prop

onen

t.

NO

ISE

B

-

N

oise

m

odel

ling

resu

lts

mee

tno

ise

leve

l st

anda

rds

for

peak

nois

e (L

Am

ax)

and

equi

vale

ntno

ise

(LA

eq)

leve

ls s

et i

n Ja

pan

and

Aus

tralia

.

Ther

e m

ay

be

dist

urba

nce,

espe

cial

ly to

noi

se s

ensi

tive

area

s(6

ho

spita

ls,

5 sc

hool

s an

d 4

educ

atio

nal i

nstit

utio

ns)

C

onsi

der

nois

e m

itiga

tion

mea

sure

s (e

.g.

nois

e ba

rrier

),es

peci

ally

for s

ensi

tive

area

s.

Car

ry o

ut n

oise

mon

itorin

g al

ong

LRT

rout

e

Stan

dard

mai

nten

ance

of t

rain

s, str

uctu

re a

nd tr

acks

Es

tabl

ish

a gr

ieva

nce

mec

hani

sm

O&

M C

ompa

ny

To b

e in

clud

ed in

the

proj

ect c

ost a

nd

final

ized

dur

ing

the

deta

iled

desi

gn st

age


9-65

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MA

NA

GE

ME

NT

ME

ASU

RE

R

ESP

ON

SIB

LE

E

NT

ITY

C

OST

VIB

RA

TIO

N

B-

Vi

brat

ion

leve

l fr

om

the

JIC

A-L

RT

oper

atio

n m

aypo

tent

ially

exc

eed

the

perc

eptib

leth

resh

old

for

hum

ans,

but

sign

ifica

nt

adve

rse

impa

ct

onsu

rrou

ndin

g st

ruct

ures

is

no

tex

pect

ed.

C

ondu

ct m

onito

ring

of v

ibra

tion

at s

elec

ted

poin

ts a

long

the

rout

e

Stan

dard

mai

nten

ance

of t

rain

s, str

uctu

re a

nd tr

acks

Es

tabl

ish

a gr

ieva

nce

mec

hani

sm

Prop

er m

aint

enan

ce o

f tra

in s

truct

ure,

tra

cks

and

rolli

ngst

ocks

O&

M C

ompa

ny

To b

e in

clud

ed in

the

proj

ect a

nd b

udge

t of t

he

prop

onen

t.

SOL

ID W

AST

E

B-

W

aste

s ge

nera

ted

from

the

depo

tar

ea

cons

ist

of

lubr

ican

t oi

l,sl

udge

, br

ake

shoe

, m

etal

scr

aps

and

rubb

er tu

bes.

Se

greg

ate

was

tes.

R

ecyc

labl

e m

ater

ials

will

be

hand

ed to

regi

ster

ed re

cycl

ers.

N

on-h

azar

dous

was

tes

will

be

disp

osed

in

acco

rdan

ce w

ithre

leva

nt lo

cal r

egul

atio

ns.

R

egul

ar c

olle

ctio

n an

d di

spos

al o

f was

tes

Sc

hedu

led

was

tes

(e.g

. oi

l) w

ill b

e co

llect

ed a

nd c

aref

ully

stor

ed.

Trea

tmen

t an

d di

spos

al o

f th

ese

was

tes

will

be

cont

ract

ed o

ut to

a re

giste

red

indu

stria

l was

te c

ompa

ny

O&

M C

ompa

ny

Tent

ativ

e co

st: L

KR

30

0,00

0 pe

r mon

th

To b

e in

clud

ed in

the

proj

ect a

nd b

udge

t of t

he

prop

onen

t.

W

aste

s w

ill

be

gene

rate

d by

JIC

A-L

RT

user

s at

th

e tra

inst

atio

ns.

W

aste

gen

erat

ed fr

om s

tatio

ns w

ill b

e co

llect

ed a

ccor

ding

toth

e ty

pe o

f w

aste

by

regi

stere

d w

aste

con

tract

or a

nd tr

eate

dth

roug

h a

regi

ster

ed w

aste

dis

posa

l fac

ility

O&

M C

ompa

ny

Tent

ativ

e co

st: L

KR

30

0,00

0 pe

r mon

th

To b

e in

clud

ed in

the

proj

ect a

nd b

udge

t of t

he

prop

onen

t.

EC

OSY

STE

M

(FL

OR

A &

FA

UN

A)

B-

N

o di

rect

im

pact

on

prot

ecte

dar

eas

(Tha

lang

ama

EPA

and

Sri

Jaya

war

dena

pura

K

otte

B

irdSa

nctu

ary)

.

Ther

e m

ay b

e se

cond

ary

impa

cts.

M

onito

ring

of b

ird s

peci

es w

ill b

e co

nduc

ted

to id

entif

y an

dm

onito

r pot

entia

l sec

onda

ry im

pact

(s).

MM

WD

(PM

U)

Incl

uded

in m

onito

ring

cost

Lo

ss

of

gree

nery

ar

ea(a

gric

ultu

ral l

and)

M

aint

enan

ce o

f res

tore

d zo

ne u

nder

rest

orat

ion

prog

ram

O&

M C

ompa

ny

Tent

ativ

e co

st: L

KR

10

0,00

0 pe

r mon

th

To b

e co

nfirm

ed a

t lat

er

stag

e SO

CIA

L EN

VIR

ON

MEN

T L

AN

D

AC

QU

ISIT

ION

&

INV

OL

UN

TA

RY

R

ESE

TT

LE

ME

NT

B-

Th

ere

is a

pos

sibi

lity

that

impa

cts

due

to

land

ac

quis

ition

,re

settl

emen

t an

d lo

ss

ofliv

elih

ood

will

rem

ain.

C

ondu

ct r

egul

ar m

onito

ring

of th

e re

settl

emen

t pro

cess

and

affe

cted

peo

ple

MM

WD

(PM

U)

Incl

uded

in P

roje

ct C

ost

(GoS

L fu

nd)


9-66

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MA

NA

GE

ME

NT

ME

ASU

RE

R

ESP

ON

SIB

LE

E

NT

ITY

C

OST

LO

CA

L

EC

ON

OM

Y

(EM

PLO

YM

ENT

&

LIV

EL

IHO

OD

)

A+

G

ener

atio

n of

ne

w

jobs

to

oper

ate

and

mai

ntai

n th

eJI

CA

-LRT

Im

prov

e lo

cal

econ

omy

thro

ugh

incr

ease

d m

obili

ty a

nd r

educ

edtra

vel t

ime

No

actio

n re

quire

d -

-

LA

ND

USE

&

LO

CA

L

RE

SOU

RC

E U

SE

B+

In

crea

sed

urba

niza

tion

may

lea

dto

impr

ovem

ent o

f loc

al e

cono

my

No

actio

n re

quire

d -

-

B-

In

crea

sed

urba

niza

tion

may

lea

dto

co

nver

sion

of

pa

ddy

land

s/gr

een

area

s to

giv

e w

ay to

infr

astru

ctur

es

C

lose

co

ordi

natio

n w

ith

rele

vant

go

vern

men

t ag

enci

esre

gard

ing

poss

ible

alte

rnat

ives

O&

M C

ompa

ny

Man

agem

ent c

ost

CO

NFL

ICT

ING

IN

TE

RE

STS

B-

Po

tent

ial

redu

ctio

n in

num

ber

ofpa

ssen

gers

/ us

ers

for

exis

ting

trans

port

oper

ator

s (e

.g.

3-w

heer

lers

, bu

s op

erat

ors)

due

to a

noth

er m

ode

of tr

ansp

orta

tion

C

onsu

ltatio

n w

ith t

rans

port

oper

ator

s an

d ot

her

rele

vant

agen

cies

Pr

ovis

ions

to

mak

e ne

w b

us r

oute

s an

d sh

uttle

ser

vice

s to

conn

ect s

tatio

ns to

mai

n to

wns

Pr

opos

e de

velo

ping

ter

min

als

for

3-w

heel

ers

clos

e to

the

train

s sta

tions

.

O&

M C

ompa

ny

Man

agem

ent c

ost

B+

Th

e pr

ojec

t ca

n ea

se

traffi

cco

nges

tion

in C

olom

bo t

hat

can

lead

to

smoo

ther

ope

ratio

n fo

rbu

ses a

nd 3

-whe

eler

s

It ca

n in

crea

se th

e co

nnec

tivity

of

exis

ting

bus

rout

es

thro

ugh

mul

ti-m

odal

tra

nspo

rtce

nter

s/hu

bs

No

actio

n re

quire

d -

-

LA

ND

SCA

PE

B-

Im

pact

on

sp

ecia

l

valu

esas

soci

ated

w

ith

aest

hetic

s (e

.g.

natu

re,

view

s of

he

ritag

est

ruct

ures

) su

ch a

s W

ard

Plac

e,C

erem

onia

l D

rive,

an

d D

enzi

lK

obba

kadu

wa

Maw

atha

Th

orou

gh s

tudy

of

maj

or s

ensit

ive

area

s du

ring

deta

iled

desi

gn st

age

C

onsi

dera

tion

of m

icro

lev

el d

etai

ling

that

can

enh

ance

land

scap

e im

pact

in th

e ov

eral

l des

ign

MM

WD

(PM

U)

Incl

uded

in th

e Pr

ojec

t C

ost

B+

Th

e JI

CA

-LRT

may

be

view

ed a

sin

crea

sing

the

urb

an f

eel

of t

heC

olom

bo

No

actio

n re

quire

d -

-


9-67

IMPA

CT

R

AT

ING

PO

TE

NT

IAL

IMPA

CT

PR

OPO

SED

MA

NA

GE

ME

NT

ME

ASU

RE

R

ESP

ON

SIB

LE

E

NT

ITY

C

OST

WO

RK

E

NV

IRO

NM

EN

T

(OC

CU

PAT

ION

AL

H

EA

LT

H)

B-

R

isks

to

occu

patio

nal

heal

th a

ndsa

fety

du

e to

im

prop

er

wor

kpr

actic

e

D

evel

op H

ealth

and

Saf

ety

Man

agem

ent P

lan

for o

pera

tiona

lst

age

Pr

ovid

e of

PPE

D

eplo

y se

curit

y gu

ards

D

evel

op a

n Em

erge

ncy

Resp

onse

Pla

n

Ado

ptio

n of

stan

dard

wor

ker s

afet

y m

etho

ds,

D

evel

op a

nd im

plem

ent a

n O

ccup

atio

nal H

ealth

and

Saf

ety

Man

agem

ent P

lan

(Ope

ratio

n St

age)

Pr

ovis

ion

of P

PEs,

Pu

tting

up

of w

arni

ng si

gns

Tr

aini

ng o

f em

ploy

ees,

O&

M C

ompa

ny

Tent

ativ

e co

st: L

KR

20

0,00

0 pe

r mon

th

To b

e in

clud

ed in

the

proj

ect a

nd b

udge

t of t

he

prop

onen

t.

OTH

ERS

CR

OSS

-BO

RD

ER

IM

PAC

TS

&

CL

IMA

TE

C

HA

NG

E

B+

Em

issi

on

of

CO

2 fr

om

the

trans

port

sect

or c

an b

e re

duce

dby

app

roxi

mat

ely

77,2

00 t-

CO

2eq

in 2

035

due

to p

oten

tial d

ecre

ase

in v

olum

e of

traf

fic.

No

actio

n re

quire

d -

-

UN

USU

AL

E

VE

NT

S

B-

Im

pact

s of

un

expe

cted

ev

ents

such

as

ac

cide

nts

and

natu

ral

haza

rds

D

epot

stru

ctur

e is

des

igne

d to

be

abov

e hi

gh fl

ood

leve

l

D

evel

op a

n Em

erge

ncy

Resp

onse

Pla

nO

&M

Com

pany

In

clud

ed in

O&

M

Com

pany

’s m

anag

emen

t co

st

Not

e: A

n O

&M

Com

pany

will

be

esta

blis

hed

for t

he o

pera

tion

and

mai

nten

ance

of J

ICA

-LRT

.


9-68

Tabl

e 9.

8.3

Env

iron

men

tal M

onito

ring

Pla

n (P

re a

nd C

onst

ruct

ion

Phas

e)

Key

Asp

ect

Para

met

er

Met

hod

Freq

uenc

y L

ocat

ion

Res

pons

ible

A

genc

y/Pe

rson

Inde

pend

ent

Mon

itori

ng

Age

ncy

Cos

t(L

KR

)

Noi

se

Noi

se le

vel (

dB)

LA

eq

Noi

se m

onito

ring

usin

g no

ise

leve

l m

eter

Qua

rterly

Imm

edia

tely

afte

r com

plai

nts

7 lo

catio

ns m

entio

ned

in th

e ta

ble

3.3

in E

IA

Rep

ort

Con

tract

or/ M

MW

D

(PM

U) i

n co

nsul

tatio

n w

ith th

ird p

arty

re

pute

d A

genc

y

CEA

(dur

ing

rout

ine

insp

ectio

n)10

,000

/sam

ple

120

,000

/yea

r

Vibr

atio

n

Vibr

atio

n le

vel

Freq

uenc

y Ra

nge

(Hz)

Vi

brat

ion

in p

pv

(mm

/sec

)

Vibr

atio

n m

onito

ring

usin

g vi

brat

ion

leve

l m

eter

Qua

rterly

Imm

edia

tely

afte

r com

plai

nts

6 lo

catio

ns m

entio

ned

in th

e ta

ble

3-5

and

figur

e 3.

4 in

EIA

R

epor

t

Con

tract

or/ M

MW

D

(PM

U) i

n co

nsul

tatio

n w

ith th

ird p

arty

re

pute

d A

genc

y

CEA

(dur

ing

rout

ine

insp

ectio

n)To

be

deci

ded

by

Envi

ronm

enta

l of

fice

of P

MU

Traf

fic Im

pact

Flow

of v

ehic

les

Che

ck tr

affic

co

nditi

on u

sing

on

line

traffi

c de

nsity

ap

plic

atio

ns

D

epen

ding

on

the

prog

ress

of

the

Proj

ect

Crit

ical

road

s and

/or

junc

tions

C

ontra

ctor

/Con

sulta

nt/ M

MW

D (P

MU

) R

DA

Te

ntat

ive

cost

: LK

R 1

00,0

00 p

er

mon

th

Incl

uded

in E

PC

Con

tract

or’s

se

rvic

e fe

e C

omm

unity

and

Occ

upat

iona

l H

ealth

and

Sa

fety

No.

of

inci

dent

s/ac

cide

nts

No.

of c

ompl

aint

s

Che

ck c

ompl

ianc

e to

oc

cupa

tiona

l H

&S

man

agem

ent p

lan

W

eekl

y;

Imm

edia

tely

afte

r rec

eipt

of

com

plai

nt

NA

C

ontra

ctor

/Con

sulta

nt/ M

MW

D (P

MU

) -

Incl

uded

in E

PC

Con

tract

or’s

se

rvic

e fe

e

Live

lihoo

d R

esto

ratio

n

Live

lihoo

d re

stor

atio

n pr

ogra

m

Con

sulta

tion

mee

ting

and

surv

ey

with

PA

Ps

Se

mi-a

nnua

llyun

til th

e en

d of

livel

ihoo

dre

stor

atio

npr

ogra

m

Dis

plac

emen

t of

resi

dent

s and

co

mm

erci

al

esta

blis

hmen

ts

affe

cted

by

the

proj

ect

MM

WD

(PM

U)

Exte

rnal

m

onito

ring

com

mitt

ee

appo

inte

d fo

r the

im

plem

enta

tion

of

RA

P

Incl

uded

in

proj

ect c

ost f

rom

a

sepa

rate

fund

Land

A

cqui

sitio

n an

d In

volu

ntar

y R

eset

tlem

ent o

f PA

Ps

Com

pens

atio

n fo

r af

fect

ed P

APs

C

onsu

ltatio

n m

eetin

g an

d su

rvey

w

ith P

APs

M

onth

ly u

ntil

RO

W is

fully

acqu

ired

Dis

plac

emen

t of

resi

dent

s and

co

mm

erci

al

esta

blis

hmen

ts

affe

cted

by

the

proj

ect

MM

WD

(PM

U)

Exte

rnal

m

onito

ring

com

mitt

ee

appo

inte

d fo

r the

im

plem

enta

tion

of

RA

P

Incl

uded

in

proj

ect c

ost

Impa

cts o

n te

rres

trial

and

aq

uatic

hab

itats

Num

ber a

nd ty

pe o

f sp

ecie

s obs

erve

d Sa

mpl

ing

surv

ey

qu

arte

rlyD

epot

are

a,

Thal

anga

ma

EPA

, B

ird S

anct

uary

Con

tract

or/ M

MW

D

(PM

U)

- In

clud

ed in

pr

ojec

t cos

t


9-69

Key

Asp

ect

Para

met

er

Met

hod

Freq

uenc

y L

ocat

ion

Res

pons

ible

A

genc

y/Pe

rson

Inde

pend

ent

Mon

itori

ng

Age

ncy

Cos

t(L

KR

)

Rem

oval

and

tri

mm

ing

of

trees

Num

ber a

nd ty

pe o

f sp

ecie

s to

be c

ut/to

be

trim

med

Visu

al o

bser

vatio

n an

d re

cord

Bef

ore

and

afte

rth

e tre

ecu

tting

/trim

min

g

Earm

arke

d B

o Tr

ees

alon

g th

e tra

ce a

nd

othe

r tre

e sp

ecie

s id

entif

ied

to re

mov

e (A

nnex

ure

F an

d H

in

the

EIA

Rep

ort)

Con

tract

or/M

MW

D

(PM

U)

CEA

(dur

ing

rout

ine

insp

ectio

n in

con

sulta

tion

with

RD

A, a

nd

rele

vant

Loc

al

Aut

horit

ies

Man

agem

ent c

ost

Was

te

Man

agem

ent

Am

ount

s and

item

s of

was

te

M

onth

lyC

onst

ruct

ion

Site

, w

orke

rs c

amps

C

ontra

ctor

/ MM

WD

(P

MU

) in

cons

ulta

tion

with

rele

vant

Loc

al

Aut

horit

y

CEA

(dur

ing

rout

ine

insp

ectio

n)M

anag

emen

t cos

t

Wat

er Q

ualit

y-

spill

and

le

akag

e

Oil

and

Gre

ase

Visu

al in

spec

tion

D

aily

Det

ectio

n of

spill

s/

leak

ages

at a

ll co

nstru

ctio

n si

te

Con

tract

or/ M

MW

D

(PM

U)

- M

anag

emen

t cos

t

Surf

ace

Wat

er

qual

ity

pH, t

empe

ratu

re, D

O,

turb

idity

, BO

D3,

O

il&gr

ease

, tot

al

susp

ende

d so

lid

Wat

er sa

mpl

ing

and

anal

ysis

as p

er

appl

icab

le st

anda

rd

Q

uarte

rly

Imm

edia

tely

afte

r rec

eipt

of

com

plai

nt

Loca

tions

men

tione

d in

the

tabl

e 3.

6 in

EIA

R

epor

t

Con

tract

or/ M

MW

D

(PM

U) i

n co

nsul

tatio

n w

ith th

ird p

arty

re

pute

d A

genc

y)

CEA

(dur

ing

rout

ine

insp

ectio

n)10

,000

/sam

ple

120,

000/

year

Gro

undw

ater

qu

ality

pH,te

mpe

ratu

re,B

OD

,El

ectri

cal C

ondu

ctiv

uty,

To

tal C

olof

orm

Wat

er sa

mpl

ing

and

anal

ysis

as p

er

appl

icab

le st

anda

rd

Q

uarte

rly

Imm

edia

tely

afte

r rec

eipt

of

com

plai

nt

Loca

tions

men

tione

d in

the

tabl

e 3.

9 in

EIA

R

epor

t

Con

tract

or/ M

MW

D

(PM

U) i

n co

nsul

tatio

n w

ith th

ird p

arty

re

pute

d A

genc

y

CEA

(dur

ing

rout

ine

insp

ectio

n)10

,000

/sam

ple

120,

000/

year

Gro

und

Wat

er

leve

l

From

gro

und

leve

l in

met

ers

Usi

ng a

tape

Qua

rterly

Im

med

iate

lyaf

ter r

ecei

pt o

fco

mpl

aint

Loca

tions

men

tione

d in

the

tabl

e 3.

9 in

EIA

R

epor

t

Con

tract

or/ M

MW

D

(PM

U)

C

EA (d

urin

g ro

utin

e in

spec

tion

in li

ne w

ith W

ater

R

esou

rce

Boa

rd

Man

agem

ent c

ost

Floo

d

Floo

d le

vel K

elan

i Riv

er

Com

mun

icat

ion

with

Ir

rigat

ion

Dep

artm

ent

and

m

eteo

rolo

gica

l de

partm

ent

In

the

even

t of

heav

y ra

inK

elan

i Riv

er

O&

M C

ompa

ny

- M

anag

emen

t cos

t


9-70

Tabl

e 9.

8.4

Env

iron

men

tal M

onito

ring

Pla

n (O

pera

tion

Phas

e)

Key

Asp

ect

Para

met

er

Met

hod

Freq

uenc

y L

ocat

ion

Res

pons

ible

A

genc

y/Pe

rson

In

depe

nden

t M

on A

genc

y C

ost(

LK

R)

Noi

se

Laeq

24h

r Noi

se le

vel

(Day

and

Nig

ht)

Peak

noi

se le

vel (

Lmax

)

Noi

se m

onito

ring

usin

g no

ise

leve

l met

er

as p

er a

pplic

able

st

anda

rd

Qua

rterly

for f

irst 2

ye

ars

imm

edia

tely

on

rece

ipt o

f com

plai

ns

7 lo

catio

ns

men

tione

d in

the

tabl

e 3.

3 in

EIA

R

epor

t. A

dditi

onal

lo

catio

n w

ill b

e ad

ded

base

d on

co

mpl

ain

12.5

m fr

om c

ente

r of

LRT

syst

em a

nd

1.2m

from

gro

und

leve

l

O&

M C

ompa

ny

thro

ugh

an

accr

edite

d la

bora

tory

CEA

(dur

ing

rout

ine

insp

ectio

n)

10,0

00/s

ampl

e

280,

000/

year

Vibr

atio

n

Freq

uenc

y Ra

nge

(Hz)

Vi

brat

ion

in p

pv

(mm

/sec

)

Vibr

atio

n m

onito

ring

usin

g no

ise

leve

l met

er

as p

er a

pplic

able

st

anda

rd

Qua

rterly

for f

irst 2

ye

ars

imm

edia

tely

on

rece

ipt o

f com

plai

ns

6 lo

catio

ns

men

tione

d in

the

tabl

e 3-

5 an

d fig

ure

3.4

in E

IA R

epor

t. A

dditi

onal

loca

tion

will

be

adde

d ba

sed

on c

ompl

ain

O&

M C

ompa

ny

thro

ugh

an

accr

edite

d la

bora

tory

CEA

(dur

ing

rout

ine

insp

ectio

n)

10,0

00/s

ampl

e

240,

000/

year

Live

lihoo

d R

esto

ratio

n

Live

lihoo

d re

stor

atio

n pr

ogra

m

Con

sulta

tion

mee

ting

and

surv

ey w

ith P

APs

To

be

deci

ded

durin

g fin

aliz

atio

n of

RA

P

Dis

plac

emen

t of

resi

dent

s and

co

mm

erci

al

esta

blis

hmen

ts

affe

cted

by

the

proj

ect

MM

WD

(PM

U)

Exte

rnal

m

onito

ring

com

mitt

ee

appo

inte

d fo

r the

im

plem

enta

tion

of

RA

P

To b

e de

term

ined

th

roug

h th

e im

plem

enta

tion

of

RA

P

Land

A

cqui

sitio

n an

d In

volu

ntar

y R

eset

tlem

ent o

f PA

Ps

Com

pens

atio

n fo

r af

fect

ed P

APs

C

onsu

ltatio

n m

eetin

g an

d su

rvey

with

PA

Ps

To b

e de

cide

d du

ring

final

izat

ion

of R

AP

Dis

plac

emen

t of

resi

dent

s and

co

mm

erci

al

esta

blis

hmen

ts

affe

cted

by

the

proj

ect

MM

WD

(PM

U)

Exte

rnal

m

onito

ring

com

mitt

ee

appo

inte

d fo

r the

im

plem

enta

tion

of

RA

P

To b

e de

term

ined

th

roug

h th

e im

plem

enta

tion

of

RA

P


9-71

Key

Asp

ect

Para

met

er

Met

hod

Freq

uenc

y L

ocat

ion

Res

pons

ible

A

genc

y/Pe

rson

In

depe

nden

t M

on A

genc

y C

ost(

LK

R)

Impa

cts o

n ec

osys

tem

Num

ber a

nd ty

pe o

f bird

sp

ecie

s obs

erve

d Vi

sual

obs

erva

tion

and

reco

rdin

g A

nnua

lly

Obs

erva

tion

poin

ts

at b

ound

ary

of

Tala

ngam

a EP

A a

nd

Sri

Jaya

war

dana

pura

bi

rd sa

nctu

ary

clos

e to

th

e LR

T ro

ute

O&

M C

ompa

ny

CEA

(dur

ing

rout

ine

insp

ectio

n)

200,

000/

year

Dev

elop

men

t at

Dep

ot

Stat

us o

f res

tora

tion

Visu

al o

bser

vatio

n Q

uarte

rly

Res

tora

tion

area

O

&M

Com

pany

U

DA

20

0,00

0/ye

ar

Was

te

Man

agem

ent

Am

ount

and

item

s of

was

te

Rec

ord

the

type

and

am

ount

of w

aste

ge

nera

ted.

Mon

thly

C

onst

ruct

ion

site

O

&M

Com

pany

, R

elev

ant L

ocal

A

utho

ritie

s, Ec

ocyc

le IN

SEE

CEA

(dur

ing

rout

ine

insp

ectio

n)

Man

agem

ent c

ost

Was

tew

ater

fr

om D

epot

Qua

lity

of e

fflue

nt

Para

met

ers s

tipul

ated

in

CEA

stan

dard

Efflu

ent s

ampl

ing

and

anal

ysis

as p

er

appl

icab

le st

anda

rd

Mon

thly

O

utle

t of t

he

WW

TP a

t Dep

ot

O&

M C

ompa

ny

thro

ugh

an

accr

edite

d la

bora

tory

CEA

(dur

ing

rout

ine

insp

ectio

n)

10,0

00/s

ampl

e

120,

000/

year

Floo

d

Floo

d le

vel K

elan

i Riv

er

Com

mun

icat

ion

with

Ir

rigat

ion

Dep

artm

ent

and

met

eoro

logi

cal

depa

rtmen

t

In th

e ev

ent o

f he

avy

rain

K

elan

i Riv

er

O&

M C

ompa

ny

- M

anag

emen

t cos

t


9-72


9-73

9.8.1 Emergency Response Plan Policy

An emergency is an unplanned event when a project operation loses control, or could lose control, of a situation that may result in risks to human health, property, or the environment, either within the facility or in the local community. Emergencies do not normally include safe work practices for frequent upsets or events that are covered by occupational health and safety.

During the detailed design stage, PMU and EPC contractor will develop an emergency response plan for construction stage. During operational stage, O&M company will also prepare a specific emergency response plan for operational stage. The emergency response plan will be developed to address, as a minimum, the following categories:

Fire due to extreme hot weather, equipment failure and accident Impact due to flooding Failure of rail component and structure/train accident

Emergency response plan will include following elements;

Administration (policy, purpose, distribution, definitions, etc) Organization of emergency areas (command centers, medical stations, etc) Roles and responsibilities Communication and reporting systems Emergency response procedures Emergency resources Training and updating Checklists (role and action list and equipment checklist) Business Continuity and Contingency

9.8.2 Emergency Response Procedures

Emergency response procedure for each potential hazard will be prepared. A simplified set of emergency procedures for each potential hazard is presented below. There is a need to develop in situ specific response strategies once project details and corresponding hazards and risks have been identified.

(1) Fire

The Emergency Response Coordinator must be notified. Personnel in the immediate vicinity of the fire, including the designated Evacuation

personnel must be immediately notified. All persons located in the area where fire is located must be evacuated. Evacuation must be

carried out as per the Evacuation Procedure. All doors and windows of buildings and vehicles that are in the immediate vicinity of the fire

must be closed. The fire must be contained with the correct extinguisher only by trained staff. Those requiring assistance must be assisted and first aid must be rendered only by trained

staff. Those confined to an area where there is smoke, must move under the level of the smoke and

cover their nose/mouth.


9-74

(2) Flood

Identify flood hazards of project components located in low-lying areas. The weather forecast in flood-prone areas must be constantly monitored, especially during

the rainy season. All key equipment must be raised above (or away) expected flood levels. Construction of bund and water channels to divert flood water to safe areas.

(3) Failure of rail component and structure/train accident

Operational control center shall play important role in initial stage of emergency response. Following shall be included in the plan.

- The general roles and responsibilities of key personnel during emergencies - The roles and responsibilities of the control centre in the incident notification, evaluation and

documentation processes - The location of emergency plans and procedures - The policies for coordinating with incident command

Procedure for notifying key parties of emergency situations and incidents must be developed. Following shall be included.

- Guidelines on what information to obtain from employees, passengers or other individuals first reporting emergencies to the RTS

- Guidelines for what people/departments are to be contacted at what stage of the process - Policy for reporting emergencies within the RTS - Guidelines for disseminating appropriate information to customers - Inter-agency policy for broadcasting system status information to the public - Instructions and policy for contacting outside agencies - Instructions and policy for media notification.

Training for emergency response crew for the operation stage will be programmed. This would include training programs:

- Evacuation of passengers from train, to a point of safety - Evacuation of passengers from stations (surface and underground) - Emergency procedures to be controlled from the Depot control center, including

co-ordination of participating agencies such as fire service, police, ambulance, public works and utility companies, etc.

Coordination with other agencies shall be arranged for emergency situation, including

- Medical services - Building department - Fire department - Police department - Utility companies - Other transportation agencies


9-75

9.9 Land Acquisition and Resettlement

9.9.1 Extent of Potential Impact

As mentioned in the previous section, the JICA-LRT System will primarily use existing roads in order to minimize land acquisition and resettlement. The railway will be built on an elevated structure to reduce impact on the use of existing roads. However, there are situations that require acquisition of properties and assets in order to give way to structural components of the Project.

(1) Areas for Train Stations

The ROW for the proposed train station design is approximately 21.4m of width (refer to Figure 9.9.1). Existing roads in Colombo and Thimbirigasyaya DS divisions are sufficient to accommodate the proposed train station design. However, existing roads in Kaduwela, particularly in Battaramulla-Malabe, are comparatively narrower. It has been noted that almost all train stations in the area (Battaramulla Station, Lumbini Station, Palan Thuna Station, Malabe Station and IT Park Station) would need to acquire land at both sides of the road. To illustrate this, affected structures for the proposed Lumbini Station is shown in Figure 9.9.1. The green area is the train station while the yellow area shows land and structures that need to be partially acquired. Most establishments/structures at proposed train stations will be partially impacted by the Project.

a) Proposed train station design b) Potentially impacted structures in Lumbini Station Source: Survey Team

Figure 9.9.1 Required land for a train station

(2) Sharp curves

The proposed JICA-LRT route has three sharp curves, located at Ibbanwala Junction, Palan Thuna Junction, and Koswatta Junction. Due to the limitations of engineering design, and also taking into account implications on train speed and noise impacts, structures at the corner of these curves may need to be acquired. Affected structures in Ibbanwala and Koswatta Junctions are shown in Figure 9.9.2. These structures are occupied by businesses such as Ishara Traders and HNB bank, which employ a number of employees (approximately 10 up to 100 employees per business) and are housed in sturdy multi-storey buildings.


9-76

a) Ibbanwala Junction b) Koswatta Junction

c) Palan Thuna Junction

Figure 9.9.2 Potentially affected Structures in Sharp Curves

(3) IT Park Station and Depot Area

For the construction of the Depot and the IT Park Station at Malabe (IT Park Junction), partially abandoned and partially cultivated paddy lands need to be acquired (refer to yellow areas in Figure 9.9.3). The paddy land areas have an approximate total area of about 200,000m2. This accounts for the bulk of land that needs to be acquired for the Project.


9-77

Figure 9.9.3 Land that Needs to be Acquired for the Depot Area

9.9.2 Project Affected Parties and Properties (Census and Socio-economic Survey)

(1) Data Collection

In order to identify the characteristics of the people and businesses who/which may be affected by the Project, Census Survey and Socio-economic Survey (SES) were conducted. Both surveys adopted the use of structured questionnaires in order to obtain information that will be fed into the resettlement measures and compensation package. The survey questionnaire is composed of three parts: Census and Socio-Economic Survey, AP’s knowledge of the project and preferences for compensation/relocation, and Inventory of Loses survey.

In order to reach paddy land owners and tenant farmers who own land and/or cultivate at the proposed depot area, support from the Kaduwela DS Agrarian Service was sought. Potentially affected business owners were identified by using CAD drawings with satellite images and verified through site visits. Survey enumerators were employed to communicate project information and to obtain necessary information for the surveys through personal visits. Around 60% of identified business owners, residential owners, paddy land owners and tenant farmers have participated in the survey.

In addition to the census and SES, the RAP employs several approaches to triangulate information for resettlement planning. Additional methods include stakeholder engagement activities (e.g. awareness meetings, focus group discussions, and interviews), site surveys/visits, CAD analysis, and collection of secondary data from various sources.

(2) Project Affected People (Census Survey Results)

1) Affected Businesses

Since structures along the JICA-LRT route are mostly commercial in nature, the Project will primarily impact business premises, along the route and areas near proposed JICA-LRT stations.


9-78

It is estimated that approximately 100 business premises, 37 property owners, 73 tenants and approximately 455 employees will be affected by the project. The clusters of businesses which will be fully affected are located in Fort, Battaramulla, Palan Thuna Junction, Koswatta Junction, and West Malabe, including food and beverage stores, motor repair workshops, bank, car dealer offices and other commercial shops. The biggest cluster of small businesses is the government-owned commercial area with a lane of hotels, canteens and fruits stands, located near Fort Station.

2) Affected Paddy land owners and Ande farmers

The biggest area of land that needs to be acquired is the paddy land area for the proposed depot area. According to the list of farmers received from the Kaduwela Agrarian Services Office, there are approximately 41 paddy land owners and 5 tenant farmers. There are 37 land owners and 4Ande farmers in the area who participated in the survey.

3) Affected Residents

There are 2 residential houses which may fully be impacted in West Malabe to give way to the proposed IT Park Station. Even if the houses are completely removed, the owners would still be able to stay in the area since they also own the land and the commercial structures located in front of their houses. This partial acquisition of land and houses will affect two households composed of 8 family members.

(3) Inventory of Losses

1) Affected Land

The Project will have to acquire a total of 208,148 m2 of private land (refer to Table 9.9.1), a big bulk of which is the paddy area in Malabe, where the depot area is planned to be built. It should also be noted that government land, a significant portion of which is owned by Sri Lanka Railway (near Fort and Maradana area) and the Urban Development Authority (e.g. Diyanna Lake, Sethsiripaya) will be impacted.

Table 9.9.1 Summary of Affected Land

DS Division Estimated Area of Impact** Remarks

Colombo 25,244m2 Mainly SLR lands / structures Sri Jayawardanapura - Kotte 163m2 Patches of land at the corner of Rajagiriya flyover and

before entering Diyawana Lake

Kaduwela

206,195m2 Paddy lands for Depot & Station area (IT Junction)

15,786 m2 Government land (e.g. Diyata Uyana, Sethsiripaya, Battaramulla, Lakviru Sevina corner)

5,105 m2 Proposed Station area (high land only)

950m2 Others (Land strips of either sides of the route and the extent of the Structures

Total 253,444m2

**Measurements are based on preliminary design drawings Source: Socio-economic Survey (2017)


9-79

2) Affected Structures

There are approximately 66 built structures which will be partially and fully impacted by the project. The distribution of partially and fully impacted structures is presented in the Table below. It should be noted that only two residential houses will be impacted and around 80% of the impacted structures are commercial business premises.

Table 9.9.2 Built structures that may be impacted by the Project

DS Division GN Division

Residential Structures Commercial Structures Total Totally Partially Totally Partially Totally Partially

Colombo Fort 0 0 24 3 24 3 Ibbanwala 0 0 1 3 1 3 Kaduwela Kotuwegoda 0 0 0 1 0 1 Subuthipura 0 0 2 6 2 6 Battaramulla S 0 0 3 1 3 1 Udumulla 0 0 2 0 2 0 Malabe North 0 0 1 13 1 13 Malabe West 1 0 2 3 3 3

Total 1 0 35 30 36 30 TOTAL 66

NOTE: Out of 27 buildings 15 has been rented by SLR & UDA to private parties and other 12 buildings are being used by SLR. Three partially affected buildings are also under SLR.Source: Socio-economic Survey (2017)

(4) Characteristics of the Affected Population (Socio-economic Survey Results)

The total surveyed population composed of 85 respondents, of which 70 are male and 15 are female. Around 82% of the respondents are below 60 years old. More than 80% is Sinhalese, practising Buddhism. Almost all of the respondents have finished secondary and higher level of education (96%). For half of the respondents who identified their income range, 20% earn more than 100,001 LKR monthly, while 19% earn in between 40,000Rs up to 100,000 LKR For farmers, around 30% of paddy land owners earn 60,000 LKR or more per month, while tenant farmers earn an approximate amount of 20,000-40,000 LKR per month.

Vulnerable people include people over 60 years old, households headed by woman, disable person, chronically ill persons, widows/widowers and poor people. 15 people out of surveyed population are age of over 60 years old. There are 3 households headed by woman and widow/widower respectively.

(5) Vulnerable Households

The vulnerable people include people over 60 years old, households headed by woman, disable person, chronically ill persons, widows/widowers and poor people. 15 people out of surveyed population are age of over 60 years old. There are 3 households headed by woman and widow/widower respectively. There is no project affected people categorized as disable person, chronically ill persons and poor people.


9-80

9.9.3 Eligibility and Cut-off Date

The cut-off-date eligibility refers to the date prior to which the occupation or use of the project area makes residents/users of the same eligible to be categorized as PAP and be eligible for Project entitlements. The cut-off-date is the date stipulated in section 2 notice under LAA.

As per Land Acquisition (Payment of Compensation) Regulations 2013 (Regulations 2013), non-title holders in occupation as at Section 2 notice are also eligible for compensation. Therefore, the Section 2 notice would act as the cut-off-date for the non-title holders also if Regulations 2013 is followed. The current census survey data will be updated by the time of Section 2 notice.

9.9.4 Entitlement Matrix

The Project Proponent was able to obtain a Cabinet decision agreeing to enforce the LARC system to the proposed project. LARC will determine allowances in addition to the statutory compensation decided by the Chief Valuer (CV). One of the main role of LARC is to adjust the compensation cost to be replacement cost. Each Divisional Secretariat`s Division, wherein land acquisition is required, will have an appointed LARC. Under the LARC system, Project affected persons will shall be provided an opportunities to make their representation at the proceedings of the LARC. PMU shall create awareness among the PAPs of the functions and procedure of LARC, and facilitate the PAPs to make effective representations at LARC meetings.

The compensation package primarily follows items stipulated in the Land Acquisition (Payment for Compensation) Regulations of 2013. As an additional component, entitlements for livelihood restoration have been included to comply with JICA Guidelines. Since this is not included in the LARC system, an approval from the Cabinet is required to cover the expenses for these items.

Tabl

e 9.

9.3

Ent

itlem

ent M

atri

x

Item

Ty

pe o

f los

s E

ntitl

ed P

erso

nsE

ntitl

emen

ts

Res

pons

ibili

ty

Rem

arks

A

. A

GR

ICU

LTU

RA

L L

AN

D

A1

Loss

of

Agr

icul

tura

l lan

d (P

addy

)

Ow

ner w

ith ti

tle

deed

or s

imila

r ow

ners

hip

docu

men

t

1.A

ll (c

ash)

pay

men

ts f

or la

nd w

ill b

e at

mar

ket v

alue

ass

esse

d by

CV

with

addi

tiona

l ex

grat

ia p

aym

ents

by

LAR

C. P

refe

renc

e w

ill b

e gi

ven

to A

Psfo

r lan

d fo

r lan

d op

tion

(sim

ilar l

ocat

ion

and

prod

uctiv

e qu

ality

, sub

ject

toav

aila

bilit

y)2.

An

ex g

ratia

pay

men

t sha

ll be

mad

e ba

sed

on th

e di

ffere

nce

betw

een

the

stat

utor

y co

mpe

nsat

ion

and

the

amou

nt e

quiv

alen

t to

10%

of

the

mar

ket

valu

e of

the

land

as c

ompu

ted

by th

e C

V.3.

If th

e re

mai

ning

por

tion

of la

nd a

fter a

cqui

sitio

n is

eco

nom

ical

ly n

ot v

iabl

efo

r con

tinue

d us

e as

det

erm

ined

by

LAR

C, t

hese

opt

ions

will

be

avai

labl

e: -

A)

If o

pted

by

AP,

the

rem

aind

er l

and

will

be

acqu

ired

or in

jury

will

be

paid

at m

arke

t val

ue.

B)

Rea

sona

ble

time

will

be

give

n to

har

vest

cro

ps if

not

pay

men

t will

be

mad

e at

mar

ket v

alue

.4.

Com

pens

atio

n fo

r cro

ps: F

15.

Live

lihoo

d Re

stor

atio

n: H

26.

Spec

ial A

ssis

tanc

e: I1

and

I3

1.C

V a

sses

s al

l val

uatio

ns a

spe

r LA

A

and

LAR

Cde

cide

s ex

grat

ia p

aym

ents

2.La

nd

Acq

uisi

tion

Offi

cer

(DS)

m

anag

es

the

acqu

isiti

on p

roce

ss3.

PMU

pr

ovid

es

fund

s &

impl

emen

t IR

P4.

DS

mak

es

com

pens

atio

npa

ymen

ts u

nder

LA

A a

ndLA

RC

A2

Loss

of

Agr

icul

tura

l lan

d O

wne

r with

title

de

ed o

r sim

ilar

owne

rshi

p do

cum

ent

1.A

ll (c

ash)

pay

men

ts f

or la

nd w

ill b

e at

mar

ket v

alue

ass

esse

d by

CV

with

addi

tiona

l ex

grat

ia p

aym

ents

by

LAR

C. P

refe

renc

e w

ill b

e gi

ven

to A

Psfo

r lan

d fo

r lan

d op

tion

(sim

ilar l

ocat

ion

and

prod

uctiv

e qu

ality

, sub

ject

toav

aila

bilit

y)2.

If th

e re

mai

ning

por

tion

of la

nd a

fter a

cqui

sitio

n is

eco

nom

ical

ly n

ot v

iabl

efo

r con

tinue

d us

e as

det

erm

ined

by

LAR

C, t

hese

opt

ions

will

be

avai

labl

e: -

A)

If o

pted

by

AP,

the

rem

aind

er l

and

will

be

acqu

ired

or in

jury

will

be

paid

at m

arke

t val

ue.

B)

Rea

sona

ble

time

will

be

give

n to

har

vest

pere

nnia

l cro

ps if

not

pay

men

tw

ill b

e m

ade

at m

arke

t val

ue.

3.C

ompe

nsat

ion

for c

rops

: F1

4.Li

velih

ood

Rest

orat

ion:

H2

5.Sp

ecia

l Ass

ista

nce:

I1 a

nd I3

1.C

V a

sses

s al

l val

uatio

ns a

spe

r LA

A

and

LAR

Cde

cide

s ex

grat

ia p

aym

ents

2.La

nd

Acq

uisi

tion

Offi

cer

(DS)

m

anag

es

the

acqu

isiti

on p

roce

ss3.

PMU

pr

ovid

es

fund

s &

impl

emen

t IR

P4.

DS

mak

es

com

pens

atio

npa

ymen

ts u

nder

LA

A a

ndLA

RC

A3

Loss

of

agric

ultu

ral l

and

Tena

nt, u

ser w

ith

leas

e,

Shar

ecro

pper

1.N

o pa

ymen

t for

land

.2.

Com

pens

atio

n fo

r cro

ps: F

13.

Live

lihoo

d Re

stor

atio

n: H

2

1.C

V a

sses

s al

l val

uatio

ns a

spe

r LA

A

and

LAR

Cde

cide

s ex

grat

ia p

aym

ents

2.La

nd

Acq

uisi

tion

Offi

cer

(DS)

m

anag

es

the

acqu

isiti

on p

roce

ss3.

PMU

pr

ovid

es

fund

s &

impl

emen

t IR

P

RD

A, C

V, D

S,

LAR

C.


9-81

Item

Ty

pe o

f los

s E

ntitl

ed P

erso

nsE

ntitl

emen

ts

Res

pons

ibili

ty

Rem

arks

4.

DS

mak

es

com

pens

atio

npa

ymen

ts u

nder

LA

A a

ndLA

RC

A4

Loss

of

agric

ultu

ral l

and

Non

-title

d us

er o

r sq

uatte

r on

priv

ate

land

or s

tate

land

1.N

o pa

ymen

t for

land

.2.

Com

pens

atio

n fo

r cro

ps: F

13.

Live

lihoo

d Re

stor

atio

n: H

2

1.C

V a

sses

s al

l val

uatio

ns a

spe

r LA

A

and

LAR

Cde

cide

s ex

grat

ia p

aym

ents

2.La

nd

Acq

uisi

tion

Offi

cer

(DS)

m

anag

es

the

acqu

isiti

on p

roce

ss3.

PMU

pr

ovid

es

fund

s &

impl

emen

t IR

P4.

DS

mak

es

com

pens

atio

npa

ymen

ts u

nder

LA

A a

ndLA

RC

RD

A, C

V, D

S,

LAR

C.

B.

RE

SID

EN

TIA

L L

AN

D A

ND

ST

RU

CT

UR

ES

B1

Loss

of

Res

iden

tial l

and

and

stru

ctur

e

Ow

ner w

ith ti

tle

deed

or s

imila

r ow

ners

hip

docu

men

t

1.A

ll (c

ash)

pay

men

ts fo

r lan

d w

ill b

e m

ade

at m

arke

t val

ue a

sses

sed

by C

Vw

ith a

dditi

onal

ex

grat

ia p

aym

ents

by L

AR

C.

2.A

ll (c

ash)

pay

men

ts f

or s

truct

ure

will

be

mad

e at

rep

lace

men

t co

stco

nsid

erin

gA

)For

par

ts o

f stru

ctur

e: th

e flo

or a

rea

to b

e co

nsid

ered

for p

aym

ent u

p to

the

stru

ctur

al p

oint

s con

side

ring

struc

tura

l sta

bilit

y.B

)If t

he re

mai

ning

por

tion

of th

e st

ruct

ure

is n

ot s

uita

ble

for f

urth

er u

sage

LAR

C w

ill c

onsid

er to

pay

the

com

pens

atio

n fo

r tha

t par

t as w

ell.

3.A

ll de

mol

ishe

d m

ater

ial o

f the

stru

ctur

e ca

n be

ow

ned

by th

e AP.

For

stru

ctur

es n

ot h

avin

g su

ffic

ient

land

to r

ebui

ld u

pon

will

be

entit

led

to

the

follo

win

g:

1.A

ll (c

ash)

pay

men

ts f

or l

and

at m

arke

t va

lue

asse

ssed

by

CV

with

addi

tiona

l ex

grat

ia p

aym

ents

by

LAR

C.

2.A

ll (c

ash)

pay

men

ts f

or s

truct

ure

will

be

mad

e at

rep

lace

men

t co

stco

nsid

erin

gA

)Fo

r par

ts o

f stru

ctur

e: th

e flo

or a

rea

to b

e co

nsid

ered

for p

aym

ent u

p to

the

stru

ctur

al p

oint

s con

side

ring

struc

tura

l sta

bilit

y.B

)If

the

rem

aini

ng p

ortio

n of

the

stru

ctur

e is

not

sui

tabl

e fo

r fur

ther

usa

geLA

RC

will

con

sider

to p

ay th

e co

mpe

nsat

ion

for t

hat p

art a

s wel

l.3.

All

dem

olis

hed

mat

eria

l of t

he st

ruct

ure

can

be o

wne

d by

the A

P.4.

Ass

ista

nce

from

PM

U

to

loca

te

alte

rnat

ive

plot

fo

r re

loca

tion;

O

Rre

loca

tion

to a

rese

ttlem

ent s

ite if

dev

elop

ed b

y th

e pr

ojec

t and

dec

ided

by

AP

(und

evel

oped

val

ue o

f the

land

plo

t will

be

reco

vere

d by

PM

U fr

om th

eA

P).

1.C

V a

sses

s al

l val

uatio

ns a

spe

r LA

A

and

LAR

Cde

cide

s ex

grat

ia p

aym

ents

2.La

nd

Acq

uisi

tion

Offi

cer

(DS)

m

anag

es

the

acqu

isiti

on p

roce

ss3.

PMU

pr

ovid

es

fund

s &

impl

emen

t IR

P4.

DS

mak

es

com

pens

atio

npa

ymen

ts u

nder

LA

A a

ndLA

RC


9-82

Item

Ty

pe o

f los

s E

ntitl

ed P

erso

nsE

ntitl

emen

ts

Res

pons

ibili

ty

Rem

arks

5.

Paym

ent o

f “S

elf-

relo

catio

n al

low

ance

” w

ithin

the

rang

e of

LK

R 5

00,0

00to

LK

R 1,

000,

000

depe

ndin

g on

the

area

(M

unic

ipal

ity, U

rban

Cou

ncil

&Pr

ades

hiya

saba

h) if

the A

P de

cide

s for

self-

relo

catio

n.6.

Paym

ent f

or tr

ees –

F1

7.R

ehab

ilita

tion

Ass

ista

nce

– G

1, G

28.

Spec

ial A

ssis

tanc

e –

II,I2

, I3

as re

quire

dB

2 Lo

ss o

f ren

tal

acco

mm

odat

ion

Pers

on re

ntin

g in

a

resi

dent

ial

stru

ctur

e

1.N

o pa

ymen

t for

land

and

stru

ctur

e.2.

If th

ere

is p

artia

l los

s of

ren

tal a

ccom

mod

atio

n, A

P ha

s th

e op

tion

to s

tay

with

the

owne

rs a

gree

men

t OR

if th

ere

is a

com

plet

e lo

ss a

nd A

P ch

oose

s to

mov

e ou

t, ex

gra

tia p

aym

ent

for

the

build

ing

shal

l be

the

diff

eren

cebe

twee

n re

plac

emen

t cos

t and

sta

tuto

ry p

aym

ent t

o be

div

ided

bet

wee

n th

eow

ner a

nd th

e oc

cupa

nt o

n th

e fo

llow

ing

basi

s.

Perio

d of

occ

upat

ion

% o

f pay

men

t oc

cupa

nt

owne

r O

ver 2

0 ye

ars

75

25

10-2

0 ye

ars

50

50

05-1

0 ye

ars

25

75

Less

than

05

year

s 10

90

3.R

ehab

ilita

tion

Ass

ista

nce

– H

1, H

2

1.C

V a

sses

s al

l val

uatio

ns a

spe

r LA

A

and

LAR

Cde

cide

s ex

grat

ia p

aym

ents

2.La

nd

Acq

uisi

tion

Offi

cer

(DS)

m

anag

es

the

acqu

isiti

on p

roce

ss3.

PMU

pr

ovid

es

fund

s &

impl

emen

t IR

P4.

DS

mak

es

com

pens

atio

npa

ymen

ts u

nder

LA

A a

ndLA

RC

B3

Loss

of

Res

iden

tial l

and

and

stru

ctur

e

Non

Titl

ed o

wne

r 1.

No

paym

ent f

or la

nd.

2.A

ll (c

ash)

pay

men

ts f

or s

truct

ure

will

be

mad

e at

rep

lace

men

t co

stco

nsid

erin

g.A

)Fo

r par

ts o

f stru

ctur

e: th

e flo

or a

rea

to b

e co

nsid

ered

for p

aym

ent u

p to

the

stru

ctur

al p

oint

s con

side

ring

struc

tura

l sta

bilit

y.B

)If

the

rem

aini

ng p

ortio

n of

the

stru

ctur

e is

not

sui

tabl

e fo

r fur

ther

usa

geLA

RC

will

con

sider

to p

ay th

e co

mpe

nsat

ion

for t

hat p

art a

s wel

l.3.

All

dem

olis

hed

mat

eria

l of t

he st

ruct

ure

can

be o

wne

d by

the A

P.

For

stru

ctur

es n

ot h

avin

g su

ffic

ient

land

to r

ebui

ld u

pon

will

be

entit

led

to

the

follo

win

g:

1.A

ll (c

ash)

pay

men

ts f

or l

and

at m

arke

t va

lue

asse

ssed

by

CV

with

addi

tiona

l ex

grat

ia p

aym

ents

by

LAR

C.

2.A

ll (c

ash)

pay

men

ts f

or s

truct

ure

will

be

mad

e at

rep

lace

men

t co

stco

nsid

erin

gA

)Fo

r par

ts o

f stru

ctur

e: th

e flo

or a

rea

to b

e co

nsid

ered

for p

aym

ent u

p to

the

stru

ctur

al p

oint

s con

side

ring

struc

tura

l sta

bilit

y.B

)If

the

rem

aini

ng p

ortio

n of

the

stru

ctur

e is

not

sui

tabl

e fo

r fur

ther

usa

geLA

RC

will

con

sider

to p

ay th

e co

mpe

nsat

ion

for t

hat p

art a

s wel

l.

1.C

V a

sses

s al

l val

uatio

ns a

spe

r LA

A

and

LAR

Cde

cide

s ex

grat

ia p

aym

ents

2.La

nd

Acq

uisi

tion

Offi

cer

(DS)

m

anag

es

the

acqu

isiti

on p

roce

ss3.

PMU

pr

ovid

es

fund

s &

impl

emen

t IR

P4.

DS

mak

es

com

pens

atio

npa

ymen

ts u

nder

LA

A a

ndLA

RC


9-83

Item

Ty

pe o

f los

s E

ntitl

ed P

erso

nsE

ntitl

emen

ts

Res

pons

ibili

ty

Rem

arks

3.

All

dem

olis

hed

mat

eria

l of t

he st

ruct

ure

can

be o

wne

d by

the A

P.4.

Ass

ista

nce

from

PM

U

to

loca

te

alte

rnat

ive

plot

fo

r re

loca

tion;

O

Rre

loca

tion

to a

rese

ttlem

ent s

ite if

dev

elop

ed b

y th

e pr

ojec

t and

dec

ided

by

AP

(und

evel

oped

val

ue o

f the

land

plo

t will

be

reco

vere

d by

PM

U fr

om th

eA

P).

5.Pa

ymen

t of

“Sel

f-re

loca

tion

allo

wan

ce”

with

in th

e ra

nge

of L

KR

500

,000

to L

KR

1,00

0,00

0 de

pend

ing

on th

e ar

ea (

Mun

icip

ality

, Urb

an C

ounc

il &

Prad

eshi

ya sa

bah)

if th

e AP

deci

des f

or se

lf-re

loca

tion.

6.Pa

ymen

t for

tree

s – F

17.

Reh

abili

tatio

n A

ssis

tanc

e –

G1,

G2

8.Sp

ecia

l Ass

ista

nce

– II

,I2, I

3 as

requ

ired

C.

CO

MM

ER

CIA

L L

AN

D A

ND

ST

RU

CT

UR

E

C1

Loss

of

com

mer

cial

land

an

d st

ruct

ure

Ow

ner

/

oper

ator

of

busi

ness

1.A

ll (c

ash)

pay

men

ts fo

r lan

d w

ill b

e m

ade

at m

arke

t val

ue a

sses

sed

by C

Vw

ith a

dditi

onal

ex

grat

ia p

aym

ents

by L

AR

C.

2.A

ll (c

ash)

pay

men

ts f

or s

truct

ure

will

be

mad

e at

rep

lace

men

t co

stco

nsid

erin

gA

)Fo

r par

ts o

f stru

ctur

e: th

e flo

or a

rea

to b

e co

nsid

ered

for p

aym

ent u

p to

the

stru

ctur

al p

oint

s con

side

ring

struc

tura

l sta

bilit

y.B

)If

the

rem

aini

ng p

ortio

n of

the

stru

ctur

e is

not

sui

tabl

e fo

r fur

ther

usa

geLA

RC

will

con

sider

pay

ing

the

com

pens

atio

n fo

r tha

t par

t as w

ell.

3.A

ll de

mol

ishe

d m

ater

ial o

f the

stru

ctur

e ca

n be

ow

ned

by th

e AP.

4.T

he te

mpo

rary

loss

of i

ncom

e w

ill b

e de

term

ined

by

the

LAR

C.

For

stru

ctur

es n

ot h

avin

g su

ffic

ient

land

to r

ebui

ld u

pon

will

be

entit

led

to

the

follo

win

g:

1.A

ll (c

ash)

pay

men

ts f

or l

and

at m

arke

t va

lue

asse

ssed

by

CV

with

addi

tiona

l ex

grat

ia p

aym

ents

by

LAR

C.

2.A

ll (c

ash)

pay

men

ts f

or s

truct

ure

will

be

mad

e at

rep

lace

men

t co

stco

nsid

erin

gA

)Fo

r par

ts o

f stru

ctur

e: th

e flo

or a

rea

to b

e co

nsid

ered

for p

aym

ent u

p to

the

stru

ctur

al p

oint

s con

side

ring

struc

tura

l sta

bilit

y.B

)If

the

rem

aini

ng p

ortio

n of

the

stru

ctur

e is

not

sui

tabl

e fo

r fur

ther

usa

geLA

RC

will

con

sider

pay

ing

the

com

pens

atio

n fo

r tha

t par

t as w

ell.

3.A

ll de

mol

ishe

d m

ater

ial o

f the

stru

ctur

e ca

n be

ow

ned

by th

e AP.

4.Pa

ymen

t of

“Sel

f-re

loca

tion

allo

wan

ce”

with

in th

e ra

nge

of L

KR

500

,000

to L

KR

1,00

0,00

0 de

pend

ing

on th

e ar

ea (

Mun

icip

ality

, Urb

an C

ounc

il &

Prad

eshi

ya sa

bah)

.5.

Paym

ent f

or lo

ss o

f inc

ome

will

be

base

d on

the

follo

win

g gu

idel

ines

;(A

) Pa

ymen

t for

form

al b

usin

esse

s, if

the

busi

ness

is c

ompl

etel

y lo

ss, 3

year

s ne

t ave

rage

adj

uste

d pr

ofit

of th

e ye

ars

imm

edia

tely

pre

cedi

ng

1.C

V a

sses

s al

l val

uatio

ns a

spe

r LA

A

and

LAR

Cde

cide

s ex

grat

ia p

aym

ents

2.La

nd

Acq

uisi

tion

Offi

cer

(DS)

m

anag

es

the

acqu

isiti

on p

roce

ss3.

PMU

pr

ovid

es

fund

s &

impl

emen

t IR

P4.

DS

mak

es

com

pens

atio

npa

ymen

ts u

nder

LA

A a

ndLA

RC


9-84

Item

Ty

pe o

f los

s E

ntitl

ed P

erso

nsE

ntitl

emen

ts

Res

pons

ibili

ty

Rem

arks

th

e pu

blic

atio

n of

sec

tion

2 of

the

Act

on

prod

uctio

n of

the

tax

de

clar

atio

n do

cum

ents

.

(B)

For

busi

ness

es w

ho d

o no

t m

aint

ain

book

s of

acc

ount

s ca

sh

paym

ent

equi

vale

nt t

o 3

mon

ths

inco

me

OR

Live

lihoo

d as

sist

ance

gr

ant,

whi

chev

er is

the

high

er.

6.Pa

ymen

t for

tree

s – F

17.

Reh

abili

tatio

n A

ssis

tanc

e –

G1

8.Li

velih

ood

Rest

orat

ion

– H

1C

2 Lo

ss o

f ren

tal

acco

mm

odat

ion

Tena

nt /

oper

ator

of

bus

ines

s

1.N

o pa

ymen

t for

land

and

stru

ctur

e.2.

If th

ere

is p

artia

l los

s of

ren

tal a

ccom

mod

atio

n, A

P ha

s th

e op

tion

to s

tay

with

the

owne

rs a

gree

men

t OR

if th

ere

is a

com

plet

e lo

ss a

nd A

P ch

oose

s to

mov

e ou

t, ex

gra

tia p

aym

ent

for

the

build

ing

shal

l be

the

diff

eren

cebe

twee

n re

plac

emen

t cos

t and

sta

tuto

ry p

aym

ent t

o be

div

ided

bet

wee

n th

eow

ner a

nd th

e oc

cupa

nt o

n th

e fo

llow

ing

basi

s.

Perio

d of

occ

upat

ion

% o

f pay

men

t oc

cupa

nt

owne

r O

ver 2

0 ye

ars

75

25

10-2

0 ye

ars

50

50

05-1

0 ye

ars

25

75

Less

than

05

year

s 10

90

3.Pa

ymen

t for

loss

of i

ncom

e w

ill b

e ba

sed

on th

e fo

llow

ing

guid

elin

es;

(A)

Paym

ent

for

form

al b

usin

esse

s, if

the

busi

ness

is c

ompl

etel

y lo

ss, 3

year

s ne

t av

erag

e ad

juste

d pr

ofit

of t

he y

ears

im

med

iate

ly p

rece

ding

th

e pu

blic

atio

n of

sec

tion

2 of

the

Act

on

prod

uctio

n of

the

tax

de

clar

atio

n do

cum

ents

. (B

) Fo

r bu

sine

sses

who

do

not

mai

ntai

n bo

oks

of a

ccou

nts

cash

pa

ymen

t eq

uiva

lent

to

3 m

onth

s in

com

e O

R Li

velih

ood

assi

stan

ce

gran

t, w

hich

ever

is th

e hi

gher

. (ii

i) Th

e te

mpo

rary

loss

of i

ncom

e w

ill b

e de

term

ined

by

the

LAR

C.

4.R

ehab

ilita

tion

Ass

ista

nce

– G

15.

Live

lihoo

d Re

stor

atio

n –

H1

1.C

V a

sses

s al

l val

uatio

ns a

spe

r LA

A

and

LAR

Cde

cide

s ex

grat

ia p

aym

ents

2.La

nd

Acq

uisi

tion

Offi

cer

(DS)

m

anag

es

the

acqu

isiti

on p

roce

ss3.

PMU

pr

ovid

es

fund

s &

impl

emen

t IR

P4.

DS

mak

es

com

pens

atio

npa

ymen

ts u

nder

LA

A a

ndLA

RC

C3

Loss

of

com

mer

cial

land

an

d st

ruct

ure

Non

-title

d us

er,

non-

perm

itted

us

er o

r squ

atte

r

1.N

o pa

ymen

t for

land

.2.

All

(cas

h) p

aym

ents

for

stru

ctur

e w

ill b

e m

ade

at r

epla

cem

ent

cost

cons

ider

ing

A)

For p

arts

of st

ruct

ure:

the

floor

are

a to

be

cons

ider

ed fo

r pay

men

t up

toth

e st

ruct

ural

poi

nts c

onsi

derin

g str

uctu

ral s

tabi

lity.

B)

If th

e re

mai

ning

por

tion

of th

e st

ruct

ure

is n

ot su

itabl

e fo

r fur

ther

usa

ge

1.C

V a

sses

s al

l val

uatio

ns a

spe

r LA

A

and

LAR

Cde

cide

s ex

grat

ia p

aym

ents

2.La

nd

Acq

uisi

tion

Offi

cer

(DS)

m

anag

es

the

acqu

isiti

on p

roce

ss


9-85

Item

Ty

pe o

f los

s E

ntitl

ed P

erso

nsE

ntitl

emen

ts

Res

pons

ibili

ty

Rem

arks

LA

RC

will

con

sider

pay

ing

the

com

pens

atio

n fo

r tha

t par

t as w

ell.

3.A

ll de

mol

ishe

d m

ater

ial o

f the

stru

ctur

e ca

n be

ow

ned

by th

e AP.

4.T

he te

mpo

rary

loss

of i

ncom

e w

ill b

e de

term

ined

by

the

LAR

C.

For

stru

ctur

es n

ot h

avin

g su

ffic

ient

land

to r

ebui

ld u

pon

will

be

entit

led

to

the

follo

win

g:

1.A

ll (c

ash)

pay

men

ts f

or l

and

at m

arke

t va

lue

asse

ssed

by

CV

with

addi

tiona

l ex

grat

ia p

aym

ents

by

LAR

C.

2.A

ll (c

ash)

pay

men

ts f

or s

truct

ure

will

be

mad

e at

rep

lace

men

t co

stco

nsid

erin

gA

)Fo

r par

ts of

stru

ctur

e: th

e flo

or a

rea

to b

e co

nsid

ered

for p

aym

ent u

p to

the

stru

ctur

al p

oint

s con

side

ring

struc

tura

l sta

bilit

y.B

)If

the

rem

aini

ng p

ortio

n of

the

stru

ctur

e is

not

suita

ble

for f

urth

er u

sage

LAR

C w

ill c

onsid

er p

ayin

g th

e co

mpe

nsat

ion

for t

hat p

art a

s wel

l.3.

All

dem

olis

hed

mat

eria

l of t

he st

ruct

ure

can

be o

wne

d by

the A

P.4.

Paym

ent o

f “S

elf-

relo

catio

n al

low

ance

” w

ithin

the

rang

e of

LK

R 5

00,0

00to

LK

R 1,

000,

000

depe

ndin

g on

the

area

(M

unic

ipal

ity, U

rban

Cou

ncil

&Pr

ades

hiya

saba

h).

5.Pa

ymen

t for

loss

of i

ncom

e w

ill b

e ba

sed

on th

e fo

llow

ing

guid

elin

es;

(A)

Paym

ent f

or fo

rmal

bus

ines

ses,

if th

e bu

sine

ss is

com

plet

ely

loss

, 3ye

ars

net a

vera

ge a

djus

ted

prof

it of

the

year

s im

med

iate

ly p

rece

ding

th

e pu

blic

atio

n of

sec

tion

2 of

the

Act

on

prod

uctio

n of

the

tax

de

clar

atio

n do

cum

ents

.

(B)

For

busi

ness

es w

ho d

o no

t m

aint

ain

book

s of

acc

ount

s ca

sh

paym

ent

equi

vale

nt t

o 3

mon

ths

inco

me

OR

Live

lihoo

d as

sist

ance

gr

ant,

whi

chev

er is

the

high

er.

6.Pa

ymen

t for

tree

s – F

17.

Reh

abili

tatio

n A

ssis

tanc

e –

G1

8.Li

velih

ood

Rest

orat

ion

– H

1

3.PM

U

prov

ides

fu

nds

&im

plem

ent I

RP

4.D

S m

akes

co

mpe

nsat

ion

paym

ents

und

er L

AA

and

LAR

C

D.

OT

HE

R P

RIV

ATE

PR

OPE

RT

IES

OR

SE

CO

ND

AR

Y S

TR

UC

TU

RE

S D

1 Pa

rtial

or

com

plet

e lo

ss o

f ot

her p

rope

rty o

r se

cond

ary

stru

ctur

e (i.

e.

shed

, out

door

la

trine

, ric

e st

ore,

an

imal

pen

etc

)

Ow

ners

of

stru

ctur

es

(reg

ardl

ess i

f the

la

nd is

ow

ned

or

not)

All

(cas

h) p

aym

ents

for

affe

cted

stru

ctur

e at

rep

lace

men

t co

st;

OR

Cos

t of

re

pair

of s

truct

ure

to o

rigin

al o

r be

tter

cond

ition

; O

R C

ash

assi

stan

ce f

or

relo

catio

n of

stru

ctur

e.

LAR

C d

ecid

es th

e pa

ymen

t


9-86

Item

Ty

pe o

f los

s E

ntitl

ed P

erso

nsE

ntitl

emen

ts

Res

pons

ibili

ty

Rem

arks

E

. LO

SS O

F IN

CO

ME

OF

EM

PLO

YE

ES

OR

HIR

ED

LA

BO

RE

RS

Tem

pora

rily

Affe

cted

E1

Lo

ss o

f liv

elih

ood

(i.e.

w

hile

bus

ines

ses

are

reor

gani

zing

on

rem

aini

ng

land

or r

eloc

atin

g in

the

sam

e ar

ea)

All

affe

cted

em

ploy

ees,

wag

e or

dai

ly la

bore

rs’

in p

rivat

e or

go

vern

men

t bu

sine

sses

1.A

n al

low

ance

of

LKR

15,0

00 =

or

3 m

onth

s ba

sic

sala

ry w

hich

ever

is

high

er.

2.Li

velih

ood

Rest

orat

ion

– H

1

LAR

C d

ecid

es th

e pa

ymen

t B

usin

esse

s will

be

enc

oura

ged

to

reta

in e

xist

ing

empl

oyee

s Pa

ymen

t for

lost

in

com

e du

ring

busi

ness

re

-est

ablis

hmen

t E2

Lo

ss o

f liv

elih

ood

All

affe

cted

Sel

f em

ploy

ees

1.A

n al

low

ance

of

LKR

15,0

00 =

or

3 m

onth

s ba

sic

sala

ry w

hich

ever

is

high

er.

2 Li

velih

ood

Rest

orat

ion

– H

1

LAR

C d

ecid

es th

e pa

ymen

t Pa

ymen

t for

lost

in

com

e du

ring

empl

oym

ent

re-e

stab

lishm

ent

Perm

anen

tly A

ffect

ed

E3

Job

loss

due

to

relo

catio

n of

bu

sine

ss to

an

othe

r are

a or

bu

sine

ss o

pera

tor

deci

des n

ot to

re

-est

ablis

h

All

affe

cted

em

ploy

ees,

wag

e or

dai

ly la

bore

rs

in p

rivat

e or

go

vern

men

t bu

sine

sses

1.A

n al

low

ance

of

LKR

15,0

00 =

or

3 m

onth

s ba

sic

sala

ry w

hich

ever

is

high

er.

2.Li

velih

ood

Rest

orat

ion

– H

1

LAR

C d

ecid

es th

e pa

ymen

t Pa

ymen

t for

lost

in

com

e,

reha

bilit

atio

n pa

ckag

e to

pr

ovid

e su

ppor

t an

d in

com

e re

stor

atio

n F.

TR

EE

S &

STA

ND

ING

CR

OPS

F1

Lo

ss o

f cro

ps a

nd

trees

Pe

rson

who

cu

ltiva

tes c

rops

an

d/or

t

rees

ow

ns b

y pr

ivat

e /s

tate

; if t

he tr

ees

in p

rivat

e th

e tim

ber g

iven

to

owne

r and

if tr

ees

in st

ate

land

the

timbe

r giv

en to

tim

ber

coop

erat

ion;

(r

egar

dles

s if t

he

land

is o

wne

d or

no

t)

For o

wne

r, pa

ymen

t for

cro

ps a

nd tr

ees

at m

arke

t pric

es; F

or te

nant

, pay

men

t fo

r cro

ps sh

all b

e pa

id to

tena

nt;

For

shar

ecro

pper

, pay

men

t for

cro

ps sh

all b

e sh

ared

bet

wee

n ow

ner

and

shar

ecro

pper

acc

ordi

ng t

o th

e sh

arec

ropp

ing

agre

emen

t; Fo

r al

l -

adva

nce

notic

e to

har

vest

cro

p; A

ND

Pay

men

t fo

r ne

t va

lue

of c

rops

whe

re h

arve

stin

g is

not

pos

sibl

e; A

ND

Cas

h pa

ymen

t for

loss

of

trees

and

sta

ndin

g cr

ops

at m

arke

t pr

ices

; A

ND

Rig

hts

to r

esou

rces

fro

m

priv

atel

y ow

ned

trees

(i.e

. tim

ber

or f

irew

ood)

All

felle

d tre

es w

ill b

e gi

ven

back

to th

e ow

ners

.

LAR

C

deci

des

the

paym

ent

for t

he lo

ss o

f the

cro

p.

Paym

ent f

or

loss

es. P

aym

ent

for t

rees

ca

lcul

ated

on

mar

ket v

alue

on

the

basi

s of l

and

prod

uctiv

ity,

type

, age

, and

pr

oduc

tive

valu

e of

affe

cted

tree

s


9-87

Item

Ty

pe o

f los

s E

ntitl

ed P

erso

nsE

ntitl

emen

ts

Res

pons

ibili

ty

Rem

arks

G

. RE

HA

BIL

ITAT

ION

ASS

ISTA

NC

E

Shift

ing

Allo

wan

ce

G1

Loss

of

resi

dent

ial/c

omm

erci

al st

ruct

ures

Rel

ocat

ing

APs

/ A

Ps re

orga

nizi

ng

or re

build

ing

on

sam

e pl

ot

A s

hifti

ng a

llow

ance

sha

ll be

pai

d to

the

APs

bas

ed o

n th

e flo

or a

rea

of th

e st

ruct

ure

in w

hich

they

wer

e re

side

nt p

rior t

o th

e ac

quis

ition

. Pay

men

ts w

ill b

e as

follo

ws.

Hou

se c

ateg

ory

(on

floor

are

a)

(Sq.

ft)

Paym

ent

(LK

R)

Less

than

500

50

,000

50

0 - 7

50

75,0

00

750

- 1,0

00

100,

000

Mor

e th

an 1

,000

17

5,00

0

LAR

C d

ecid

es th

e pa

ymen

t Pa

ymen

t for

di

stur

banc

e an

d to

ass

ist i

n re

build

ing

Tem

pora

ry A

ccom

mod

atio

n G

2 Lo

ss o

f re

side

ntia

l st

ruct

ures

Rel

ocat

ing

APs

/ A

Ps re

orga

nizi

ng

or re

build

ing

on

sam

e pl

ot

Ren

t allo

wan

ce sh

all b

e pa

id to

the

APs

bas

ed o

n th

e flo

or a

rea

of th

e ho

use

in

whi

ch th

ey w

ere

resi

dent

prio

r to

the

acqu

isiti

on. P

aym

ents

will

be

as fo

llow

s.

Hou

se c

ateg

ory

(on

floor

are

a)

(Sq.

ft)

Mun

icip

al

Cou

ncil

Are

a(L

KR

)

Urb

an C

ounc

il A

rea

(LK

R)

Prad

eshi

ya

Saba

h A

rea

(LK

R)

Less

than

500

50

,000

40

,000

20

,000

50

0 - 7

50

60,0

00

50,0

00

30,0

00

750

- 1,0

00

75,0

00

60,0

00

40,0

00

Mor

e th

an 1

,000

10

0,00

0 75

,000

50

,000

LAR

C d

ecid

es th

e pa

ymen

t Pa

ymen

t for

di

stur

banc

e an

d to

ass

ist i

n re

build

ing

H. L

IVE

LIH

OO

D R

EST

OR

ATIO

N (A

SSIS

TAN

CE

& T

RA

ININ

G)

H1

Perm

anen

t ef

fect

s on

livel

ihoo

d

All

affe

cted

co

mm

erci

al

owne

rs/o

pera

tors

of

bus

ines

ses/

w

orke

rs o

f bu

sine

sses

1.Li

velih

ood

rest

orat

ion

allo

wan

ce to

rees

tabl

ish

a bu

sine

ss2.

Prof

essi

onal

ass

ista

nce

and

advi

ce to

rees

tabl

ish

and

deve

lop

the

busi

ness

3.Vo

catio

nal o

r ski

lled

train

ing

for b

usin

ess o

wne

rs o

r the

ir fa

mily

mem

bers

4.Vo

catio

nal o

r ski

lled

train

ing

for w

orke

rs/d

aily

labo

urs

5.C

redi

t fac

ilitie

s to

inve

st f

unds

to th

e bu

sine

ss o

r to

set

up

a bu

sine

ss a

t aco

mm

erci

ally

via

ble

loca

tion.

6.A

llow

ance

and

inte

rven

tion

to v

ulne

rabl

e fa

mili

es

1.PM

U w

ill se

cure

the

fund

sfo

r the

IRP.

2.PM

U w

ill re

crui

t an

IRP

Spec

ialis

t/Non

-gov

ernm

ent

al o

rgan

izat

ion

(NG

O) t

oim

plem

ent t

he IR

P.3/

4 Th

e IR

P Sp

ecia

list w

ill

cond

uct a

nee

ds a

sses

smen

tsu

rvey

to a

ssis

t APs

indi

vidu

ally

.5.

PMU

and

IRP

Spec

ialis

tw

ill c

oord

inat

e w

ith o

ther

PMU

will

star

t th

e IR

P pr

ior t

o th

e re

loca

tion

of

APs


9-88

Item

Ty

pe o

f los

s E

ntitl

ed P

erso

nsE

ntitl

emen

ts

Res

pons

ibili

ty

Rem

arks

go

vern

men

t and

no

n-go

vern

men

t or

gani

zatio

ns to

ass

ist A

Ps.

H2

Perm

anen

t ef

fect

s on

livel

ihoo

d

All

affe

cted

ow

ners

and

fa

rmer

s of

agric

ultu

ral l

ands

1.Fo

r fa

rmer

s w

ho h

ave

rem

aini

ng l

and

or f

arm

ers

who

cul

tivat

e on

new

land

s w

ill b

e as

sist

ed t

o in

crea

se p

rodu

ctiv

ity (

i.e.

incr

easi

ng c

ropp

ing

inte

nsity

, use

of h

igh

yiel

ding

seed

s, di

vers

ifica

tion

and

intro

duct

ion

of n

ewse

eds o

r cro

ps e

tc) a

nd a

ssis

tanc

e to

acc

ess e

xist

ing

subs

idie

s.2.

Intro

duci

ng

new

liv

elih

ood

oppo

rtuni

ties

for

farm

ers

or

thei

r fa

mily

mem

bers

.3.

Prio

rity

for

APs

for

pro

ject

rel

ated

em

ploy

men

t op

portu

nitie

s du

ring

cons

truct

ion

perio

d.4.

Voca

tiona

l or s

kille

d tra

inin

g fo

r far

mer

s or t

heir

fam

ily m

embe

rs

1.PM

U w

ill se

cure

the

fund

sfo

r the

IRP.

2.PM

U w

ill re

crui

t an

IRP

Spec

ialis

t/NG

O to

impl

emen

t the

IRP.

3.Th

e IR

P Sp

ecia

list w

illco

nduc

t a n

eeds

ass

essm

ent

surv

ey to

ass

ist A

Psin

divi

dual

ly.

4.PM

U a

nd IR

P Sp

ecia

list

will

coo

rdin

ate

with

oth

ergo

vern

men

t and

non-

gove

rnm

ent

orga

niza

tions

to a

ssis

t APs

.

PMU

will

star

t th

e IR

P pr

ior t

o th

e re

loca

tion

of

APs

I. SP

EC

IAL

ASS

ISTA

NC

E

I1

Loss

of

Res

iden

tial

Bui

ldin

g/

Agr

icul

tura

l lan

d

Ow

ner o

f re

side

ntia

l st

ruct

ure

or

Agr

icul

tura

l lan

d.

Ex-g

ratia

pay

men

t w

ill b

e pa

id i

f th

e A

P ha

nded

ove

r th

e po

sses

sion

of

a cu

ltiva

ted

land

or

a re

side

ntia

l bu

ildin

g be

fore

the

dat

e sp

ecifi

ed b

y th

e A

cqui

sitio

n O

ffice

r. Th

e pa

ymen

t will

be

dete

rmin

ed b

y th

e LA

RC.

LAR

C d

ecid

es th

e pa

ymen

t To

enc

oura

ge

APs

to h

ando

ver

the

acqu

ired

prop

ertie

s on

a tim

ely

basi

s. I2

Ef

fect

s on

sub

fam

ilies

Su

b fa

mili

es

livin

g in

the

sam

e ho

use

Ass

ista

nce

from

LA

RC

to lo

cate

alte

rnat

ive

plot

for r

eloc

atio

n; O

R re

loca

tion

to a

rese

ttlem

ent s

ite if

dev

elop

ed b

y th

e pr

ojec

t and

dec

ided

by

AP;

OR

50%

of

the

self-

relo

catio

n al

low

ance

.

LAR

C d

ecid

es th

e pa

ymen

t A

ssis

tanc

e fo

r re

-est

ablis

hmen

t.

I3

Effe

cts o

n vu

lner

able

APs

Vu

lner

able

APs

in

clud

ing

the

fem

ale

- hea

ded

hous

ehol

ds,

elde

rly p

eopl

e an

d di

ffere

ntly

abl

e.

A m

axim

um o

f 15

,000

LK

R o

f sp

ecia

l gr

ant

for

AP

hous

ehol

d to

im

prov

e liv

ing

stan

dard

s of

vul

nera

ble

APs

(su

ch a

s lin

king

to

natio

nal

pove

rty

redu

ctio

n pr

ogra

ms

cond

ucte

d by

va

rious

go

vern

men

t in

stitu

tions

) an

d as

sist

ance

to in

find

ing

suita

ble

land

for r

eloc

atio

n an

d sh

iftin

g.

LAR

C d

ecid

es th

e pa

ymen

t A

ssis

tanc

e, o

ver

and

abov

e pa

ymen

t for

lost

as

sets

, t

o re

duce

impa

cts

of re

settl

emen

t w

hich

can

di

spro

porti

onat

ely

affe

ct th

e al

read

y vu

lner

able

and

to

ensu

re th

at th

e pr

ojec

t doe

s


9-89

Item

Ty

pe o

f los

s E

ntitl

ed P

erso

nsE

ntitl

emen

ts

Res

pons

ibili

ty

Rem

arks

re

-est

ablis

h th

e le

vels

of

vuln

erab

ility

or

mar

gina

lizat

ion

J.

CO

MM

UN

ITY

ASS

ET

S JI

Lo

ss o

f bui

ldin

gs

and

othe

r st

ruct

ures

(s

choo

ls,

tem

ples

, clin

ics,

com

mon

wel

ls

etc)

, in

fras

truct

ure

(loca

l roa

ds,

foot

path

s, br

idge

s, irr

igat

ion,

wat

er

poin

ts

etc)

, co

mm

on

reso

urce

s (B

o tre

es a

nd

shrin

es…

etc.

)

Div

isio

nal

Secr

etar

y of

the

divi

sion

, loc

al

com

mun

ity o

r lo

cal a

utho

rity

owni

ng o

r be

nefit

ing

from

co

mm

unity

pr

oper

ty,

infr

astru

ctur

e or

re

sour

ces

Res

tora

tion

in e

xist

ing

loca

tion

of a

ffect

ed c

omm

unity

bui

ldin

gs,

stru

ctur

es,

infr

astru

ctur

e an

d co

mm

on p

rope

rty r

esou

rces

to o

rigin

al o

r be

tter

cond

ition

; O

R R

epla

cem

ent i

n al

tern

ativ

e lo

catio

n id

entif

ied

in c

onsu

ltatio

n w

ith a

ffect

ed

com

mun

ities

and

rele

vant

aut

horit

ies;

OR

(Cas

h) P

aym

ent a

t ful

l rep

lace

men

t co

st; A

ND

rest

orat

ion

of b

uild

ings

, stru

ctur

es, i

nfra

stru

ctur

e, s

ervi

ces

or o

ther

co

mm

unity

reso

urce

s.

PMU

is

re

spon

sibl

e fo

r re

stor

ing

com

mun

ity re

sour

ces

Full

rest

orat

ion

of b

uild

ings

, st

ruct

ures

, in

fras

truct

ure,

se

rvic

es o

r oth

er

com

mun

ity

reso

urce

s (co

sts

to b

e bo

rne

by

proj

ect)

or

paym

ent f

or su

ch

if ag

reem

ent f

or

loca

l aut

horit

y or

co

mm

unity

to

unde

rtake

the

rest

orat

ion

wor

ks.

K. U

nant

icip

ated

Res

ettle

men

t K

1 A

ny

unan

ticip

ated

ad

vers

e im

pact

du

e to

pro

ject

in

terv

entio

n

Any

una

ntic

ipat

ed c

onse

quen

ce o

f the

pro

ject

will

be

docu

men

ted

and

miti

gate

d ba

sed

on th

e sp

irit o

f the

prin

cipl

es a

gree

d up

on in

this

pol

icy

fram

ewor

k.


9-90


9-91

9.10 Compensation Strategy

It is necessary for PMU to take adequate measures to help project affected persons to relocate their business and houses in a manner that would not disrupt their standard of living and socioeconomic standards. In this regard, PMU has to work closely with respective Divisional Secretaries, Local Councils and other government agencies and the public to promote necessary collaboration from them. In the area covered by the JICA-LRT, the partially affected houses and business establishments could be relocated in the same premises, if sufficient land is available to do so. It would be the most desirable option for the PAPs. However, the decisions in this regard are completely in the hands of PAPs and PMU will have the facilitating role in the implementation of PAPs’ decisions. Prior to this PMU has to be certain that PAPs have sufficient information for their decisions.

For this Project, following project impact is expected.

1) There will be 66 built structures which will be partially and fully affected by the Project. Only one residence at the proposed IT Park Station will be fully affected and the residents may have to be resettled.

2) Livelihood of about 455 employees hired by around 100 businesses will be partially and fully affected by the Project. Among these, 108 employees belong to Carmart (Peugeot and Mazda) and 75 employees belong to Lal and Nihal. Together with Ishara Traders, these businesses are located in Ibbanwala Junction.

3) Forty one (41) paddy land owners and 5 tenant farmers at the depot site will be affected.

In order to ensure that PAPs would not be impoverished or worse off as a result of land acquisition and relocation, there are several allowances included in the entitlement matrix. The shifting allowance and temporary accommodation allowance under rehabilitation assistance is to provide assistance for changing locations due to the project. The self relocation allowance which is provided considering the location of the affected property is also important for businesses establishing in a new location. The allowances under special assistance category look in to the household level special needs like allowances for sub families and vulnerable people.

Although the project entitlement matrix provide these assistance, it is also essential to implement an income restoration program to restore the affected livelihoods of PAPs.

9.10.1 Income Restoration Program

(1) Livelihood and Income Restoration Strategies

The National Involuntary Resettlement Policy (NIRP), World Bank OP.4.12 and JICA guidelines on resettlement recognizes the need for re-establishing livelihoods of affected persons and improving their standard of living; avoiding impoverishment of people as a result of compulsory land acquisition for development purposes; and providing livelihood compensation and development options at the earliest opportunity to PAPs.

Internationally recognized best practices propose a set of principles that guide the planning and implementation processes of income restoration programmes. In terms of these guiding principles, livelihood and income restoration should be integrated into on-going community development processes. The NIRP recognizes and acknowledges this approach by stating that resettlement should be planned as a development activity for the affected people based on the principle that PAPs should be engaged in planning and implementation of income restoration programmes.


9-92

There are different types of livelihood and income restoration strategies. For example, such a strategy could take the form of a short-term or a long-term strategy; or it could be a land-based or non-land based or enterprise-based strategy. International best practices recognized three types of key income restoration strategies.

a) Cash-based assistance: Cash-based assistance is primarily a short-term strategy. It could take different forms according to the context within which it is applied. For example, people who lose their livelihoods and incomes can be offered temporary paid work (e.g. cash-for-work) by the project until they re-establish their livelihoods or initiate new livelihoods. APs can also be given a cash grant to restore their livelihood and income sources as per the Cabinet approval.

b) Other forms of assistance: A variety of assistance can be provided to PAPs under non-cash based income restoration strategy which is usually a long-term strategy. It could provide linkages to Agrarian Services Department, technical and vocational skills development training; access to micro-finance; business development support services such as assistance for product development and quality improvement, business planning, financial management and accounting; support for accessing markets; and linking PAPs with existing government services that provide assistance to businesses.

In order to ensure the feasibility of the livelihood and restoration strategies, the actual experience of the Kelani Bridge Project37 will used as reference particularly in terms of providing micro finance and business development support. The Kelani Project experience demonstrates that it is advisable to engage the PAPs in the Program as early as possible38. It is recognized that there is no blanket solution and that it is important to incorporate the characteristics of the JICA-LRT Project’s PAPs.

(2) Business Owners and Workers

There is a likely affected livelihood for 100 business owners engaged in business activities in the project area. There are 455 employee hired by 100 business. Among these (455 employee), 108 employees belong to Carmart (Peugeot and Mazda) and 75 employees belong to Lal and Nihal. Together with Ishara Traders. These businesses are located in Ibbanwala Junction.

Income restoration for the affected business owners is a straight forward activity looked after by LAA. The LAA and LARC provide compensation for business losses, including losses to land and structure. This is included in the resettlement budget. Regarding employees attached to these business ventures in different grades, they should be compensated for their loss of salaries and wages caused by the Project. Besides, if the PAPs will have permanent effect on his/her livelihood, the PAPs are entitled to obtain professional assistance and advice, to invest funds or to set up a business at a commercially viable location on request basis.

PMU would also assist the households to obtain micro credit facilities to obtain production assets. PMU will recruit Micro Finance Specialist and this program will implement with the participation prevailing local and national level institution such as Samurdhi authority, Central Bank of Sri Lanka and various commercial banks.

37 Based on an interview with the Project Director (Ms. Darshika) of the New Kelani Bridge Project on February 15,

2018, the Income Restoration Program they have implemented (nearing completion) provided opportunities for the affected people to earn more than what they were earning prior to the program.

38 According to Ms. Darshika, the biggest challenge in implementing the Income Restoration Program for the Kelani Bridge Project is dealing with PAPs who were doubtful in joining the program after the resettlement process. In order to address this, they conducted several awareness raising activities and trainings to encourage PAPs’ participation.


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Vocational training shall be provided to the PAPs, if they request. There are several government and non-government institution who conducts various type of vocational training, such as NAITA (National Apprentice and Industrial Training Authority), IDB (Industrial Development Board) and Ministry of Education and Ministry of High Education. PMU will coordinate for the arrangement of vocational training through the discussion with the PAPs.

PMU will work out operational plans to make necessary compensation for personnel who lose their jobs. This resettlement plan provides a frame work for future operations of PMU in support for business owners and workers.

(3) Farmers and Ande Farmers

There are 41 paddy land owners and 5 Ande farmers affected by the Project in Kaduwella DS area. As per the LAA and LARC, these affected groups will get compensation for their loss of land and crops. Further to this, the entitlement matrix for the project has included additional income restoration measures for the farmers losing agricultural land. Besides, if the PAPs will have permanent effect on his/her livelihood, the PAPs are entitled to obtain professional assistance and advice, to invest funds or to set up a business at a commercially viable location, on request basis. PMU would also assist the households to obtain micro credit facilities to obtain production assets. Vocational training shall be provided to the PAPs, if they request. PMU will work out operational plans to make necessary compensation for personnel who lose their jobs. This resettlement plan provides a frame work for future operations of PMU in support for farmers.

(4) Vulnerable Population

During the survey, 15 people have been identified as vulnerable people. These households shall receive a special restoration allowance in addition to other entitlements. In addition to this, PMU will support them to prepare for land acquisition inquiries and other assistance they need for smooth transition. PMU will maintain close contact with vulnerable populations throughout the project implementation.

(5) Other special consideration

Some small shops on public space will be temporally affected during the construction stage. After the completion of the project, affected structures will be properly rebuilt by the project so that operation of the shop can be continued.For development of Income Restoration Plan, it is important to consider comments raised from project affected people during the stakeholder engagements. A summary of key questions raised regarding options for livelihood restoration and the responses provided at the time of engagement, are shown in Table 9.10.1. Engagement activities with affected people will be continued. Comments raised from the PAPs will be further considered in the development of the IRP.


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Table 9.10.1 Comments Raised from Project Affected People

Questions raised/Suggestion Answer /Response Is there any possibility to carry out businesses at the depot premises because many livelihood activities in this area will be affected by the implementation of this project?

No, there are no business activities allowed in the depot area. However, we might be able to provide an opportunity for people or group of land owners around the area to provide parking facilities for the JICA-LRT users. People can use their suitable and balance land premises or other lands they have near this area for this purpose. We will consider giving the opportunity to public during the detail design period.

It takes much longer period to find a safe place as now to carry out the business. What will happen to the employees who work for us during that period of time?

Employees are been paid by the LARC committee until the time they are going to find a place to run the business.

Will the Government make necessary arrangements to relocate businesses that will be damaged through this project? For an example businesses such as factories .

At this instance cannot confirm about providing lands for such ventures. But you could do the following; We are acquiring paddy lands in the Malabe area. In this case, if a person gives away a part from the paddy lands for the project, we give them an opportunity for the rest of the land to be developed as a business model. A business such as a parking area. For this, government is ready to give their fullest support. Also there are 890 job opportunities over this project. In case if an employee loses his/her job they are given the chance of been employed in this project and we will give priority on that regards according the qualifications.

Source: Survey Team

9.10.2 Organization to Implement IRP

PMU will act as a facilitator and a coordinator for the PAPs to obtain the services and inputs available from the respective state and private institutions in the area of entrepreneur development. PMU together with supervision consultant will recruit Micro finance and credit specialist and business development specialist during land acquisition process to develop and implement IRP. IRP will need to be prepared well before the physical land acquisition starts. If required, PMU considers in recruiting suitable NGO to assist the implementation of IRP. PMU provides logistic support and initial funds required to implement the programme.

Whenever required, expertise services for specific areas will be drawn from outside sources to assist PAPs. The restoration plan will have linkages with following institutions:

Banks and other financial institutions Vocational Training Authority Agrarian Services Department National apprentice and Industrial Training Authority Assistance of the NGOs such as Chambers of Commerce All income restoration programs will be undertaken in consultation with individual PAPs and

their associations

Categories of PAPs entitled to Income Restoration Benefits in the Project area are as follows:

PAPs losing businesses. Owners of paddy lands Ande farmers PAPs categorised as Vulnerable Others losing income due to the Project


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9.10.3 Grievance Mechanism

Grievance Redress Mechanism (GRM) is necessary to support genuine claimants to resolve their problems through mutual understanding and consensus reaching process with relevant parties. This is in addition to the available legal institutions for resolving problems and issues faced by the APs due to project activities. The PMU will establish two levels of Grievance Redness Mechanism (GRCs).

(1) Public Complaint Resolving Meetings

The best practice for resolving grievances is to settle issues in the first instance at the grassroots level. All public complaints will be directed to the PMU. The project staff can attend to grievances related to resettlement or land acquisition. If the complaint cannot be resolved at PMU level, it will be referred to the GRC.

During construction, the PMU will establish Public Complaint Resolving Meetings to address construction related grievances of public. The chairman of this PCRMs will be the Team Leader of Supervision Consultant and other members are from PMU and construction firm. There will be a Resettlement Assistant from PMU working as a secretary for this PCRMs. These PCRMs will meet once a month or whenever there is a requirement to settle a complaint. If the complaint cannot be resolved at this level, the complaint will be referred to GRC.

(2) Grievance Redress Committee

The grievances that can’t be addressed at the grassroots level informally have to be taken at a higher level formally for reconciliation. For this purpose, PMU will form GRCs in all four DS Divisions. GRC approach gives an opportunity for public to bring their unsolved grievances caused by the project implementation to the committee established for the said purpose at divisional level. Any disagreed person can bring his/her case to this committee, free of charge (not even stamp duty), for hearing of his/her case. GRC is not the only body which public can approach to solve their grievances. There are series of formal bodies; some are with special focus on certain matters, available for persons to take their unsolved grievances, problems and issues. PMU’s responsibility is to make all persons in the project area familiar and knowledgeable with these institutional arrangements, and play the role of a facilitator if any person wishes to process their grievances and claims through those institutions for better judgments. A GRC can deal with complaints relating to unaddressed losses or social and environment issues resulting from project implementation. It cannot challenge the statutory entitlements of persons and should refrain from making decision relating to designs or engineering matters or on any compensation matters that are pending before the Compensation Review Board39 or courts.

1) Composition of GRC

The GRC will be a six member committee including project affected person and headed by the Divisional Secretary/Assistant Divisional Secretary of the relevant division, Representative of Project Director (Officer from PMU), President of Samatha Mandalaya (Peace Council), Member of a Clergy and Representative from NGO/CBO. The representative officer from the PMU will act as the secretary of the GRC and will be responsible for keeping record of all grievances registered and action taken on them. In case of matters that cannot be solved by the above committee, an expert on the specific area can be invited to the committee.

39 Compensation Review Board is the national institution which address the issue of the compensation.


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Source: RAP Study Team

Figure 9.10.1 Proposed GRC Structure

2) GRC system during operational stage

During the operational stage, O&M company will continue to maintain similar GRC system mentioned in above. The member of GRC is expected to include DS, Representative of O&M company and Civil Society Representative.

(3) Operation of GRC

For Whom: Any person, organization or Civil Society may approach the GRC to seek its assistance in resolution of any problem, complaint or dispute concerning environment and social issues that can arise due to the construction.

Types of Grievances: A GRC can deal with complaints relating to unaddressed losses or social and environment issues resulting from project implementation. During pre construction, the issues can be on resettlement aspects. Grievances of being not able to find schools due to resettlement, grievances of disturbances due to land acquisition, issues with host communities are some examples. During construction, the issues can be on dust, noise, siltation of paddy lands, disturbance to nearby lands…etc. The GRC cannot challenge the statutory entitlements of APs and should refrain from making decision relating to designs or engineering matters or on any compensation matters that are pending before the Compensation Review Board or courts.

How to raise: Complaining boxes will be set up at specifically identified locations (e.g office of DS or local center) along the project route to which people can put their claim. The complaining box will be checked by the designated staff daily. Also, contact information (number and email for GRC) will be displayed at complaining box. Venue of the GRC Meetings: The GRC will meet at the Divisional Secretary office, and will visit the project site if needed keeping in view the convenience of the affected persons. But it will be free to hold its meetings at any other locations in the best interest of the convenience of the complainant.

Working System: The GRC will deal promptly with any issue relating to environment and social that is brought before the Committee. The GRC will make all efforts to see that these issues are also resolved within 2-3 weeks. The GRC will take decisions on the basis of a majority vote.

Powers: The GRC has no authority to deal with cases pending in a court of law. It cannot challenge the legal entitlements of PAPs. The GRC will also refrain from making decisions on issues relating to design and related engineering matters, and on pending compensation cases.

Procedure for Resolution of Disputes: Persons will be free to present their grievances without any fear or pressure from government authorities. They can present their grievance verbally. They can also present their grievances in writing, for which assistance will be provided if so required.

The decisions of the GRC will be conveyed to complainant in writing. Three copies of the decisions will be provided: one for the PAP, second copy for the Project office and the third copy

DS/Assistant DS Chairman

Representative of Project Director

(Officer from PMU)

Representative from Supervision firm

Representative from construction firm

Civil Society Representative

Affected Person


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for the Divisional Secretary. The decisions of the Grievance Redress Committee will be in conformity with the resettlement policy and the entitlement matrix.

Appeal against GRC Decisions: Affected persons not satisfied with the GRC decisions can appeal to higher authorities in the Project, MMWD or to even Courts of Law. The persons who are aggrieved by the decision of GRC will be free to approach higher authorities for grievance redress.

9.10.4 Implementation Mechanism

(1) RAP Approval Process and Responsible Agencies

MMWD is the agency responsible for approving RAPs prepared for development projects under MMWD. Although NIRP has assigned CEA for approval of RAPs in its section on ‘Institutional Responsibilities’, in practical terms this has become a mere policy level broad statement. The Ministry of Land and Parliament Reforms (MLPR) holds the responsibility of implementation of the NIRP and PMU has been assigned with the responsibility for ‘compiling with all the requirements for planning and implementing resettlement according to the NIRP’. Thus the MLPR becomes the premier agency responsible for overall implementation of resettlement plans in the country, as they are within the scope of NIRP. As in the case of CEA, MLPR too doesn’t issue formal approval for RAPs and shows its explicit approval by accepting it for initiating land acquisition process. All land acquisition applications submitted by project implementing agencies have to annex a copy of RAP prepared along the guidelines of NIRP. MLPR doesn’t accommodate land acquisition applications without a RAP approved by the project approving authority.

The reason for MLPR and CEA to keep away from granting administrative level of approval to RAPs is understandable. RAPs are prepared by PMUs/PIAs following guidelines of NIRP and other GoSL policies and procedures. In addition, when projects are funded by external agencies, PMUs/PIAs have to consider donor requirements also in the RAP planning process.

The institutional responsibilities in resettlement process are shown in the Table 9.10.2.

Table 9.10.2 Resettlement Process and Responsible Agencies

Related Activities Responsible AgencySetting up Resettlement Unit (RU) and placement of staff PMU/MMWD Arrangement of relocation for AHs PMU/MMWD Submission of land acquisition application and RAP to MLPR MMWDAcceptance of the land acquisition application MLPRAppointment of DS as the Acquisition Officer MLPRFormal request issued to Survey General DS, Acquisition Officer Employment of Specialist for preparation and implementation of Income Restoration Program

PMU/MMWD

Employment of External Monitoring Agency PMU/MMWD Establishment of GRC PMU/MMWD Formal surveys Dept. of Surveys Assist APs in preparation of land ownership inquiries with necessary documents and proofs

PMU/MMWD

Title inquiries DS, Acquisition Officers, Request for valuation to Department of Valuation DS, Acquisition Officer Valuations Dept. of Valuations (Chief Valuer)


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Related Activities Responsible AgencyUpdating RAP and submit it to JICA for JICA’s approval. PMU/MMWD Pay cash compensation and/or other assistance to APs PMU/MMWD Assist displaced APs to find suitable lands if necessary PMU/MMWD with assistance of DSAssist displaced APs to get approval for new housing construction from local councils, if necessary

PMU/MMWD with assistance of DS

Support physical relocation of APs when necessary PMU/MMWD Support APs in schooling of displaced children in nearby schools if necessary

PMU/MMWD with assistance of DS

Implement income restoration programs PMU/MMWD with assistance of DSImplement day to day monitoring of land acquisition and resettlement activities

PMU/MMWD

Implement monitoring of damages caused during construction PMU/MMWD Prepare monthly progress/monitoring reports and submit them to MMWD

PMU/MMWD

Prepare quarterly internal resettlement monitoring reports and submit MMWD and JICA

PMU/MMWD

Source: Survey Team

(2) Cost Estimation and Budget Allocation

1) Cost Estimation

Computation for the total cost of implementing this RAP is based on the results of the Socio-economic Survey (SES), particularly looking at the number of impacted land parcels and structures, and the number of recipients of compensation for income and allowances. The unit costs of compensation for land and structures are estimated based on the results of the replacement cost survey (RCS). Other unit costs for loss of income and allowances are set based on the LAA 2008 and normal practices in Sri Lanka, which are shown in the Entitlement Matrix. It is also assumed that:

Land within the secured space for the JICA-LRT alignment is to be acquired. All of the land and structure of an affected building are to be acquired when affected Part of the building exceeds 50% of its original area, and can be assumed that the remaining

part of structure/land is no longer viable. Compensations for relocation of utilities and for government land are not included.

Total cost of land acquisition and resettlement is estimated at approximately LKR 5.325 billion, equivalent to US$ 35 million (at an exchange rate of LKR 151.64 for 1US$: base year of cost estimation is November 2017). This amount includes the cost of compensation for land and structures, compensation for loss of income, and relevant allowances. Table 9.10.3 shows the cost estimation for land acquisition and resettlement for the Project.


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Table 9.10.3 Cost Estimation for Land Acquisition and Resettlement

2) Budget Allocation

The budget for RAP implementation shall be secured by the project executing agency, MMWD.MMWD shall allocate the budget for the compensations to the relevant DSs in a timely manner soas to conduct land acquisition and resettlement without any delay due to hampering flow of funds.

(3) Implementation Schedule

A time bound implementation plan is envisaged to be implemented for each activity of land acquisition and resettlement. This implementation schedule is based on the assumption that project related construction works, by which time all resettlement activities need to be completed, will commence four years after the signing of the Loan Agreement. The RAP implementation schedule is presented in Table 9.10.4.

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Tabl

e 9.

10.4

Im

plem

enta

tion

Sche

dule

12

34

56

78

910

1112

12

34

56

78

910

1112

12

34

56

78

910

1112

12

34

56

78

910

1112

12

34

56

78

910

1112

12

34

56

78

910

1112

12

34

56

78

910

1112

12

34

56

78

910

1112

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t Act

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Prep

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Dep

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and

Impl

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tatio

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IRP

PMU

Impl

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tatio

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Inte

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Mon

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men

t of E

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EMA

Impl

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tatio

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Exte

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Mon

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gEM

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RU

: Res

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men

t Uni

tM

LLD

: Min

istry

of L

and

and

Land

Dev

elop

men

MM

WD

Min

istry

Meg

apol

is &

Wes

tern

Dev

elop

men

tPM

U: P

roje

ct M

anag

emen

t Uni

tD

S: D

ivisi

onal

Sec

reta

riat

IRP:

Inco

me

Res

tora

tion

Prog

ram

EMA:

Exte

rnal

Mon

itorin

g Ag

ency

PAH

: Pro

ject

Affe

cted

Hou

seho

ldG

RC

: Grie

vanc

e R

edre

ss C

omm

ittee

2021

2022

2025

Resp

onsi

bilit

y20

1920

2320

2020

1820

24



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9.11 Monitoring and Evaluation

The NIRP indicates about monitoring and evaluation as follows,

A system of internal monitoring should be established by PMU to monitor implementation ofResettlement Action Plan, including budget, schedule, and delivery of entitlements,consultation, grievances and benefits.

PMU should make adequate resources available for monitoring and evaluation. A further system of external monitoring and evaluation by an independent party should be

established to assess the overall outcome of resettlement activities. Monitoring and evaluation reports should be reviewed by the PMU, CEA and MLPR and

action taken to make improvements where indicated. Project Affected persons and other stakeholders should be consulted in monitoring and

evaluation. Lessons thus learned from resettlement experiences should be used to improve resettlement

policy and practice.

It is proposed to implement (1) internal monitoring by PMU and (2) external monitoring by an independent party such as local/international consultants, NGO or university hired by PMU.

The RAP implementation will be supervised by the Project Director of PMU. RU under PMU will conduct the day today activities regarding the RAP implementation with assistance of Construction Supervision Consultant (CSC). RU, with assistance of CSC, will prepare and submit reports on monthly basis as a part of the progress report of whole project.

The objectives of monitoring and evaluation are to:

Collect, analyse, report and use information about progress of resettlement; Ensure that inputs are being provided, procedures are being followed and outputs are

monitored and verified; Ensure timely management action if there appears to be any failure in system due to

management lapse; and Ensure necessary corrective measures at policy level, if it is seen that there is a failure in

system due to flaw in the design i.e. wrong theory, hypothesis or assumption, to ensurenecessary corrective action at policy level; and

To build a benchmark database for the purpose of evaluation; both during course and expositfacto.

9.11.1 Internal Monitoring

Internal monitoring will be undertaken by the PMU through RU with the assistance from Resettlement Expert of Construction Supervision Consultant (CSC).

Indicators of the internal monitoring will include but not limited to the followings;

Process Indicators:

Setting up RU and placement of staff Training of RU staff Census, Inventory of Lost Assets (IOL), baseline socioeconomic survey Placement of funds for land acquisition and resettlement Deployment of independent monitoring agency Procedure of identification of eligible affected persons Procedure of determining loss and entitlements


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Development of livelihood and income restoration program Preparation of disclosure instruments Disclosure and consultation events Formation of GRC Grievance redress procedures in-place and functioning Level of public awareness on RAP policy and provisions Monitoring reports submitted

Output Indicators

Number of households relocated Number of households compensated and assisted Number of farmers assisted Number of businesses assisted Amount of compensation disbursed Amount of resettlement benefits disbursed Number of eligible persons identified for training Number of vulnerable households assisted Number and contents of received complaints and status of solution Implementation of livelihood restoration assistance Number of meetings with PAPs Number of grievance received.

Impact Indicators

Changes in housing Changes in occupation Changes in income and expenditure Changes in vulnerable households and women headed households.

Internal monitoring reports on RAP implementation will be included in the quarterly Project Progress Report (PPR) prepared by RU. The report of RU will contain:

(i) Accomplishments to-date; (ii) Objectives attained and not attained during the period; (iii) Challenges encountered; and measures to be taken (iv) Targets for the next quarter

The internal monitoring report will then be integrated by the PMU with the overall PPR submitted to JICA and/or other agencies associated with implementation. The CSC will assist PMU in preparing the overall PPR for JICA.

9.11.2 External Monitoring

External monitoring will be carried out periodically by an independent party such as local/international consultants, NGO or university for review and assessment of resettlement implementation, verification of the results of internal monitoring in the field and recommending adjustment in delivery mechanisms and procedures, as necessary. The external monitoring will be carried out eight times during the implementation period (refer to Table 9.10.4). Further, mid-term and final evaluations will also be undertaken to assess the achievement of the RAP objectives against the performance impact indictors. The terms of Reference for external monitoring will be prepared by EPC contractor.


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Table 9.11.1 Proposed External Monitoring

Activities to be monitored Basis for Indicators / Check List Possible Input and Output

Indicators Basic information on PAP households

Location Composition and structure Ages Educational and skill levels Gender of household head Ethnic group Access to health, education, utilities and other

social services Housing type Land and other resource owning and using

patterns Occupations and employment patterns Income sources and levels Participation in neighbourhood or community

groups Value of all assets forming entitlements and

resettlement entitlements

Compensation Payments and entitlements

Was compensation as described in the RAP paid on time?

Were other entitlements distributed on time, relocation grants, loss of income support?

Were there additional costs PAP's had to bear? Were adequate funds available to meet the

costs of resettlement?

Output Indicators: The difference / delay of

resettlement activities compared to the original time frame.

The difference of cost of resettlement activities per PAHs compared to the original budget.

Restoration of living standards

Were income restoration activities appropriate to restore or improve living standards?

Were vulnerable groups adequately assisted to improve living standards?

Are the livelihood schemes as described in the RAP being implemented satisfactorily?

Input Indicators: Number and type of income

and livelihood restoration trainings and other activities being implemented.

Outcome Indicator: Number of PAHs who answer

that their income have increased after relocation, compared to the total number of PAHs relocated

Levels of PAP Satisfaction

How much do PAPs know about resettlement procedures and entitlements?

Do PAPs know their entitlements? Do they know if these have been met? How do PAPs assess the extent to which their

own living standards and livelihoods have been restored?

How much do PAPs know about grievance procedures and conflict resolution procedures?

How many PAP's/households were impoverished as a consequence of resettlement?

Outcome Indicators: Number of the grievance

redress procedures filed. Number of the conflicts

resolved, compared to the number of the grievance redress procedures filed

Source: RAP Study Team

Monitoring of RAP implementation will be based on desk review and field visits, meetings with various ministries and local officials, and surveying project affected households. Separate meetings will be held with women and vulnerable households as needed basis.


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At the end of income restoration program or at the end of the Project, the External Monitoring Agency (EMA) will conduct an evaluation study to determine whether or not the objectives of resettlement have been achieved. The methodology for the evaluation study will be based mainly on a comparison of the socioeconomic status of severely affected households prior to and following displacement. If the findings of the survey would indicate that the objectives of the RAP have not been achieved, EMA will propose appropriate additional measures to meet the RAP objectives.

9.12 Stakeholder Engagement

9.12.1 Information Dissemination and Notification

Information dissemination and notification regarding the stakeholder engagement events vary depending on the type of engagement required. Awareness and consultation meetings for government offices have been coursed through official invitations released by MMWD to relevant offices. Public engagement meetings were publicly announced through newspaper announcements, leaflets and posters at DS/GN offices in all three official languages – Sinhala, Tamil and English (see Figure 9.12.1 through 9.12.4 below). For project affected persons like paddy land owners, tenant farmers and business owners, they were contacted individually and were invited to meetings. For the Thalangama EPA Meeting, identified organizations were also contacted directly and invited to MMWD for the meeting.

Source: Survey Team

Figure 9.12.1 Public Engagement Meeting Posters in local/ English Languages posted at the DS/GN Office

The design of leaflets distributed to the public is shown in Figure 9.12.2. Sinhalese and Tamil version are also available. Copies were also provided in the DS/GNs offices.


9-105

Source: Survey Team

Figure 9.12.2 Design of Leaflets

Source: Survey Team

Figure 9.12.3 Newspaper Announcements (Sinhala and Tamil versions) for the Public Engagement Meeting (EIA Scoping)


9-106

Source: Survey Team

Figure 9.12.4 Newspaper announcements (English and Sinhala versions) for the Public Engagement Meeting (Draft EIA stage)

9.12.2 Stakeholder and Public Engagement Activities

Several stakeholders have been conducted by the PMU to ensure an open, inclusive and consultative engagement process. The approach employed takes into account dynamics across the horizontal and vertical spectrum of the government, in order to gather support from relevant government agencies and local governments before reaching out to the public.

Thus, awareness meetings were separately conducted for relevant government agencies (including municipal councils), (Kaduwela) Agrarian Services Department, DS and GNs. Targeted awareness meetings were also held for the people who may be affected by the Project, such as paddy land owners, tenant farmers, property owners, and business owners. Also, four focus group discussions were held targeting specific groups that the Project may have an impact on. For the EIA process, 4 public engagement meetings were conducted per DS during for both the scoping phase and report disclosure. A series of consultation meetings with PAPs were also conducted to present the content of the RAP and obtain their opinions. Besides these, a special stakeholder meeting was conducted to discuss Thalangama EPA.

The summary of all engagement meetings conducted with the corresponding responses on how these have been considered in the Project is collated in Table 9.12.1. The detail of engagement meetings are presented in Appendix 3, Annex J of EIA report.

Tabl

e 9.

12.1

Su

mm

ary

of S

take

hold

er E

ngag

emen

t Mee

tings

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

1 M

ay 1

6, 2

017

10:0

0-13

:00

MM

WD

O

ffice

Initi

al

Stak

ehol

der

Con

sulta

tion

Mee

ting

50C

once

rns

R

DA

: Tra

ffic

durin

g co

nstru

ctio

n pe

riod

(nee

d fo

rtra

ffic

man

agem

ent p

lan)

; Im

pact

on

exis

ting

road

s(n

eed

for r

oad

wid

enin

g)

In

clus

ion

of tr

affic

man

agem

ent p

lan

deve

lopm

ent i

nth

e EM

MP

D

esig

n of

the

elev

ated

stru

ctur

e th

at w

ould

min

imiz

eim

pact

on

exis

ting

road

s; C

onsi

der t

he u

se o

f pre

cast

stru

ctur

es to

redu

ce im

pact

s and

spee

d up

cons

truct

ion

C

lose

coo

rdin

atio

n w

ith R

DA

in te

rms o

f roa

dw

iden

ing

at M

alab

e ar

ea

UD

A: h

ydro

logi

cal i

mpa

cts o

f the

JICA

-LRT

(pro

pose

d tra

ce is

on

flood

inun

datio

n ar

ea)

H

ydro

logi

cal i

mpa

cts o

f the

LRT

hav

e be

en in

clud

edin

the

Impa

ct A

sses

smen

t; M

itiga

tion

and

man

agem

ent m

easu

res h

ave

been

pro

vide

d;C

oord

inat

ion

with

SLL

RD

C re

gard

ing

flood

mod

ellin

g in

dep

ot a

rea

and

Diy

awan

na L

ake

La

nka

Elec

trici

ty C

o. (L

ECO

): Im

pact

s on

pow

erdi

strib

utio

n lin

es a

long

exi

stin

g ro

ads

C

lose

coo

rdin

atio

n w

ith u

tility

age

ncie

s

N

atio

nal T

rans

port

Cou

ncil:

Adv

erse

impa

ct o

npr

ivat

e bu

s ow

ners

Pr

ovis

ions

to m

ake

new

bus

rout

es a

nd sh

uttle

serv

ices

to c

onne

ct st

atio

ns to

mai

n to

wns

D

epar

tmen

t of I

rrig

atio

n: P

oten

tial i

mpa

ct o

n a

plan

ned

hous

ing

deve

lopm

ent n

ear C

otta

Roa

d

The

prop

osed

rout

e is

alon

g th

e ot

her s

ide

of C

otta

Roa

d. T

he p

lann

ed d

evel

opm

ent w

ill n

ot b

e af

fect

ed.

Que

stio

ns

RD

A: A

fford

abili

ty(b

udge

t); P

oten

tial p

ositi

veim

pact

s

Pric

ing

of th

e JI

CA

-LRT

tick

ets a

re se

t at c

ompe

titiv

era

tes w

ith e

xisti

ng m

odes

of t

rans

porta

tion

U

DA

: Ext

ensio

n of

the

JIC

A-L

RT to

Kad

uwel

ain

stea

d of

stop

ping

at M

alab

e; v

isua

l im

pact

of

elev

ated

stru

ctur

e; fa

cilit

ies f

or m

aint

enan

ce a

ndre

pairs

at t

he e

nd p

oint

; pot

entia

l con

nect

ion

with

the

Port

City

Dev

elop

men

t

Ex

tens

ion

to K

aduw

ela

is in

clud

ed in

the

desig

n of

the

LRT

(IT

Park

Sta

tion)

V

isua

l im

pact

s of t

he JI

CA-L

RT h

ave

been

incl

uded

in th

e Im

pact

Ass

essm

ent;

Miti

gatio

n an

dm

anag

emen

t mea

sure

s hav

e be

en p

rovi

ded

C

onstr

uctio

n of

dep

ot a

rea

at th

e en

d of

the

JIC

A-L

RT li

ne (W

est M

alab

e ar

ea)

C

oord

inat

ion

with

the

offic

ials

of t

he P

ort C

ityD

evel

opm

ent P

roje

ct; C

onsid

er p

rovi

ding

a d

edic

ated

line

to/fr

omth

e Po

rt C

ity in

the

futu

re


9-107

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

LE

CO

: Pos

sibili

ty o

f und

ergr

ound

con

stru

ctio

n;Po

wer

requ

irem

ents

of t

he JI

CA

-LRT

C

ondu

ct o

f alte

rnat

ive

anal

ysis

for t

ype

of L

RTst

ruct

ure

JI

CA

Sur

vey

Team

: Iss

ues r

egar

ding

the

cons

truct

ion

of d

epot

on

padd

y fie

lds;

Issu

es re

gard

ing

cros

sing

of

Thal

anga

ma

EPA

;

Dep

artm

ent o

f Irr

igat

ion:

Impa

ct o

n pa

ddy

field

sw

ithin

the

EPA

Av

oida

nce

of th

e Th

alan

gam

a EP

A; C

lose

coor

dina

tion

with

CEA

; Con

duct

of S

take

hold

erM

eetin

g to

dis

cuss

issu

es

Des

ign

of a

n el

evat

ed d

epot

stru

ctur

e; O

pen

com

mun

icat

ion

with

farm

ers/

padd

y la

nd o

wne

rs th

atm

ay b

e im

pact

ed in

the

prop

osed

dep

ot a

rea

JI

CA

Stu

dy T

eam

: Iss

ues r

egar

ding

the

pote

ntia

ldi

stur

banc

e on

the

Pera

hara

fest

ival

hos

ted

byG

anga

ram

aya

Tem

ple

(pro

pose

d JI

CA

-LRT

rout

eal

ong

Pera

hara

Mw

).

Sh

orte

ning

of t

he JI

CA

-LRT

rout

e to

For

t Sta

tion

(exc

ludi

ng S

lave

Isla

nd, K

ollu

pitiy

a, a

nd P

erah

ara

Mw

)

Sr

i Lan

ka T

rans

port

Boar

d: P

lan

for p

arki

ng fa

cilit

ies

near

stat

ions

(e.g

. par

k an

d rid

e)

Con

sider

atio

n of

Par

k an

d R

ide

faci

litie

s in

the

futu

rede

velo

pmen

t of t

he st

atio

ns;

2 M

ay 2

4, 2

017

10:3

0-12

:00

Aud

itoriu

m,

Col

ombo

DS

Awar

enes

s M

eetin

g fo

r C

olom

bo D

S an

d G

Ns

45C

once

rns

G

N-K

etht

hara

ma:

Lan

d ac

quis

ition

in C

olom

bo;

Impa

ct o

n ex

istin

g bu

ildin

gs

Use

of t

he c

entre

line

of th

e ro

ad to

min

imiz

e la

ndac

quis

ition

and

impa

ct o

n ex

istin

g bu

ildin

gs

GN

-Gra

ndpa

ss: I

mpa

ct o

n re

ligio

us p

lace

s

Shor

teni

ng o

f the

LRT

rout

e to

avo

id G

anga

ram

aya

Tem

ple

and

Pera

hara

Mw

(roa

d in

fron

t of A

ltair)

Que

stio

ns

GN

-Gra

ndpa

ss: I

mpa

ct o

n ex

istin

g ra

ilway

trac

ks

LRT

runs

thro

ugh

a tra

ce n

ot c

over

ed b

y ex

istin

g ra

iltra

cks.

D

evel

opm

ent O

ffice

r: D

irect

ion

of tr

acks

; Tic

ket

pric

e; P

asse

nger

cap

acity

Pr

icin

g of

the

LRT

ticke

ts a

re se

t at c

ompe

titiv

e ra

tew

ith e

xist

ing

mod

es o

f tra

nspo

rtatio

n3

May

26,

201

711

:30-

13:0

0 A

udito

rium

Th

imbi

rigas

yay

a D

S O

ffice

Awar

enes

s M

eetin

g fo

r Th

imbi

rigas

yay

a D

S an

d G

Ns

31C

once

rns

D

evel

opm

ent O

ffice

r: En

viro

nmen

tal i

mpa

cts o

f the

proj

ect;

Ris

ks th

at si

mila

r iss

ues f

rom

Um

a O

yaPr

ojec

t may

aris

e

C

ondu

ct o

f an

incl

usiv

e EI

A p

roce

ss. A

s muc

h as

poss

ible

, min

imiz

e th

e po

tent

ial e

nviro

nmen

tal a

ndso

cial

impa

cts a

s ear

ly a

s des

ign

phas

e of

the

proj

ect

G

N-W

ella

wat

ta: S

truct

ures

(bui

ldin

gs) t

hat m

ay b

eaf

fect

ed

Dev

elop

men

t of R

AP

Que

stio

ns

Dev

elop

men

t Offi

cer:

Leng

th o

f pro

pose

d JI

CA

-LRT

;

Exte

nsio

n of

the

LRT

to K

aduw

ela

is c

onsid

ered

inth

e pr

ojec

t des

ign


9-108

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

G

N-W

ella

wat

ta: P

asse

nger

cap

acity

; Tic

ket p

rice

Pr

icin

g of

the

JIC

A-L

RT ti

cket

s are

set a

t com

petit

ive

rate

with

exi

stin

g m

odes

of t

rans

porta

tion

4 M

ay 3

1, 2

017

10:1

5-12

:00

Aud

itoriu

m

Kot

te D

S O

ffice

Awar

enes

s M

eetin

g fo

r K

otte

DS

and

GN

s

35C

once

rns

D

ivis

iona

l Sec

reta

ry: A

dditi

onal

land

acq

uisi

tion

inR

ajag

iriya

flyo

ver a

rea

Pr

opos

e a

cant

ileve

r des

ign

that

wou

ld fi

t with

in th

eR

OW

of t

he fl

yove

r so

that

no

addi

tiona

l acq

uisi

tion

will

be

nece

ssar

y

Dev

elop

men

t Offi

cer 1

: Roa

d de

velo

pmen

ts a

roun

dLR

T st

atio

ns; T

raffi

c im

pact

(fro

m P

agod

a R

oad

toN

awal

a Ro

ad) a

nd p

ropo

sed

solu

tion

C

oord

inat

ion

with

RD

A to

iden

tify

alte

rnat

ive

road

sdu

ring

cons

truct

ion

perio

d

Que

stio

ns

Dev

elop

men

t Offi

cer 3

: Exp

ress

trai

ns; T

icke

tpu

rcha

se m

echa

nism

; Tec

hnic

al tr

aini

ng p

rogr

am fo

rlo

cals

O

pera

tion

of e

xpre

ss a

nd lo

cal t

rain

s are

inco

rpor

ated

in th

e O

&M

Pla

n

Supp

ortiv

e C

omm

ent

D

evel

opm

ent O

ffice

r 2: C

onsi

dera

tion

of c

omm

ents

durin

g M

onor

ail P

roje

ct c

onsu

ltatio

n (r

egar

ding

exte

nsio

n of

the

rout

e to

Mal

abe)

; Sug

gest

par

king

faci

litie

s at s

tatio

ns, c

arpo

olin

g, a

nd d

edic

ated

bus

lane

Not

requ

ired

for r

espo

nse

5 Ju

ne 1

4, 2

017

10:2

0-11

:40

Aud

itoriu

m,

Kad

uwel

a D

S O

ffice

Awar

enes

s M

eetin

g fo

r K

aduw

ela

DS

and

GN

s

58C

once

rns

G

N-M

utht

hettu

goda

: Tra

in e

ngin

es im

porte

d fr

omJa

pan

that

had

to b

e di

spos

ed. R

isks

of s

imila

r cas

efo

r the

JICA

-LRT

N

ot a

war

e of

that

cas

e. JI

CA-L

RT is

ele

ctric

ity d

riven

and

will

not

requ

ire e

ngin

es

D

evel

opm

ent O

ffice

r 1: T

raffi

c du

ring

cons

truct

ion

perio

d (tr

affic

man

agem

ent);

Em

ploy

men

t of f

orei

gnw

orke

rs d

urin

g co

nstru

ctio

n an

d op

erat

ion

D

evel

opm

ent o

f a tr

affic

man

agem

ent p

lan

durin

gco

nstru

ctio

n

Empl

oym

ent o

f loc

al w

orkf

orce

dur

ing

cons

truct

ion

as m

uch

as p

ossi

ble.

For

eign

exp

erts

will

nee

d to

trai

nlo

cal s

taff

durin

g fir

st m

onth

s of o

pera

tion

C

once

rn th

at th

e pr

ojec

t will

not

be

impl

emen

ted

like

the

Mon

orai

l

Con

duct

of a

ltern

ativ

e an

alys

is. L

RT is

mor

e co

stef

fect

ive

and

mor

e su

itabl

e fo

r Sri

Lank

aQ

uest

ions


9-109

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

G

N-K

alap

aluw

awa:

Tic

ket c

ost

Pr

icin

g of

the

JIC

A-L

RT ti

cket

s are

set a

t com

petit

ive

rate

s with

exi

sting

mod

es o

f tra

nspo

rtatio

n

D

evel

opm

ent O

ffice

r 1: F

requ

ency

of t

rain

s(o

pera

tion)

Tr

ain

freq

uenc

y w

ill b

e ev

ery

4 m

inut

es (d

urin

g pe

akho

urs)

and

eve

ry 1

0 m

inut

es (d

urin

g ni

ght t

ime)

D

evel

opm

ent O

ffice

r 2: P

lan

for t

rain

stat

ions

(ele

vate

d or

und

ergr

ound

); En

d to

end

trav

el ti

me

issh

orte

r for

Mon

orai

l

C

ondu

ct o

f alte

rnat

ive

anal

ysis

. Ele

vate

d tra

inst

atio

ns a

re m

ore

cost

effe

ctiv

e

Des

ign

for M

onor

ail i

s diff

eren

t6

June

7, 2

017

11:0

0-12

:30

Kad

uwel

a A

grar

ian

Cen

tre

Awar

enes

s M

eetin

g fo

r K

aduw

ela

Agr

aria

n Se

rvic

e

30C

once

rns

A

gric

ultu

re R

esea

rch

and

Prod

uctio

n A

sses

smen

t(A

RPA

)-M

alab

e W

est:

Leak

age

of w

aste

/was

tew

ater

to su

rfac

e w

ater

(e.g

. Kel

ani R

iver

);

Pr

ovis

ion

of o

ptio

ns fo

r was

tew

ater

dis

posa

l.D

esig

n of

the

was

tew

ater

trea

tmen

t pla

nt th

at w

ould

be c

ompl

iant

with

stan

dard

s set

by

CEA

for

was

tew

ater

A

RPA

-Mal

abe

Wes

t: Im

pact

of d

epot

are

a on

wat

erho

ldin

g ca

paci

ty o

f the

swam

p (w

ater

cat

chm

ent);

Floo

d m

itiga

tion

mea

sure

s

AR

PA-T

huna

ndah

ena:

Hyd

rolo

gica

l im

pact

s of t

hede

pot a

rea

(flo

od m

itiga

tion

plan

); G

rieva

nce

redr

ess

mec

hani

sm o

f pro

ject

pro

pone

nt

In

clus

ion

of fl

ood

mod

ellin

g in

the

EIA

Rep

ort t

okn

ow p

roje

ct im

pact

on

wet

land

s and

cat

chm

ent

area

s; In

clud

e flo

od m

itiga

tion

mea

sure

s in

the

envi

ronm

enta

l man

agem

ent a

nd m

onito

ring

plan

A

RPA

-Tal

diya

wal

a: C

ompe

nsat

ion

for t

enan

t far

mer

san

d la

nd o

wne

rs (g

ap b

etw

een

gove

rnm

ent v

alua

tion

and

mar

ket v

alue

)

Ado

ptio

n of

LA

RC

Sys

tem

for c

ompe

nsat

ion

to p

roje

ct

affe

cted

peo

ple

Que

stio

ns

AR

PA-T

huna

ndah

ena:

Tar

get u

sers

D

esig

n of

JICA

-LRT

in su

ch a

way

it c

an b

e us

ed b

yev

eryo

ne

AR

PA-I

hala

Bom

iriya

: Allo

w c

onst

ruct

ion

ofho

usin

g pr

ojec

t ove

r a w

etla

nd/s

wam

p

Not

aw

are

of th

at p

roje

ct

7 Ju

ly 1

, 201

715

:00-

16:3

0 A

udito

rium

,

Awar

enes

s M

eetin

g fo

r Pa

ddy

Land

23C

once

rns

La

nd O

wne

r 1: I

mpa

ct o

n ex

istin

g ro

ads

JI

CA

-LRT

des

ign

take

s int

o ac

coun

t exi

stin

g ro

adca

paci

ty a

nd m

inim

izin

g th

e ne

ed fo

r lan

d ac

quis

ition


9-110

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

Sana

sa

Dev

elop

men

t B

ank

Ow

ners

and

Te

nant

s

Land

Ow

ner 3

: JIC

A g

uide

lines

rega

rdin

gco

mpe

nsat

ion

for l

and

acqu

isiti

on (E

xper

ienc

edin

adeq

uate

com

pens

atio

n fo

r a ro

ad w

iden

ing

proj

ect

near

the

depo

t are

a); N

oise

impa

cts i

n de

pot a

rea

C

onstr

uctio

n w

ill n

ot st

art u

ntil

com

pens

atio

n ha

vebe

en p

rovi

ded

to p

eopl

e af

fect

ed b

y la

nd a

cqui

sitio

nan

d re

settl

emen

t

Incl

usio

n of

noi

se im

pact

in th

e En

viro

nmen

tal

Impa

ct A

sses

smen

t; Pr

ovis

ion

of m

itiga

tion

and

man

agem

ent m

easu

res i

n th

e En

viro

nmen

tal

Man

agem

ent a

nd M

onito

ring

Plan

Te

nant

Far

mer

1: F

illin

g of

pad

dy la

nds;

Was

tew

ater

impa

ct o

n su

rrou

ndin

g pa

ddy

land

s; Im

pact

of d

epot

elev

ated

stru

ctur

e (li

ght,

stag

nant

wat

er, a

gric

ultu

ral

activ

ities

); A

ltern

ativ

e de

pot a

rea

A

dopt

ion

of L

AR

C sy

stem

for c

ompe

nsat

ion

topr

ojec

t affe

cted

peo

ple

C

lose

coo

rdin

atio

n w

ith th

e Agr

aria

n Se

rvic

eO

ffice

rs; C

are

in u

nder

taki

ng p

roje

ct-re

late

dpr

e-co

nstru

ctio

n ac

tiviti

es

No

fillin

g of

pad

dy la

nds b

ecau

se it

is a

floo

dre

tent

ion

area

. Ins

tead

an

elev

ated

stru

ctur

e w

ill b

ebu

ilt

Con

struc

tion

of a

was

tew

ater

trea

tmen

t pla

n w

ithin

the

depo

t to

treat

was

tew

ater

prio

r to

disc

harg

e.D

isch

arge

will

be

com

plia

nt w

ith re

leva

nt st

anda

rds.

A

ltern

ativ

e an

alys

is h

as b

een

cond

ucte

d fo

r the

dep

otar

ea. T

he p

addy

land

are

a in

Wes

t Mal

abe

was

cho

sen

due

to lo

catio

n an

d av

aila

ble

land

(min

imum

rese

ttlem

ent).

Que

stio

ns

Land

Ow

ner 2

: Sta

tion

at B

atta

ram

ula

Junc

tion;

park

ing/

park

-and

-rid

e fa

cilit

ies

Th

ere

will

be

a st

atio

n in

Bat

tara

mul

la Ju

nctio

n.

Park

ing

faci

litie

s are

con

side

red

in th

e de

velo

pmen

tof

trai

n st

atio

ns a

t a la

ter s

tage

Te

nant

Far

mer

2: I

mpa

ct o

f con

stru

ctio

n of

dep

ot(im

pact

on

built

stru

ctur

es);

envi

ronm

enta

l im

pact

of

was

tes f

rom

the

depo

t are

a (r

isks o

f lea

kage

and

cont

amin

atio

n)

In

clus

ion

of g

rieva

nce

mec

hani

sm d

urin

gco

nstru

ctio

n an

d op

erat

ion

phas

es o

f the

pro

ject

In

clus

ion

of w

aste

and

sew

erag

e m

anag

emen

t in

the

EIA

stud

y.8

July

11,

201

710

:00-

11:1

0 A

udito

rium

K

otte

DS

Offi

ce

Publ

ic

Enga

gem

ent

Mee

ting

(Kot

te)

14Q

uest

ions

O

pera

tion

deta

ils (t

rave

l tim

e, fr

eque

ncy

of tr

ips;

oper

atin

g ho

urs)

O

pera

tion

and

mai

nten

ance

det

ails

are

dec

ided

by

the

O&

M W

orki

ng G

roup

. Clo

se c

oord

inat

ion

with

the

mem

bers

of t

he W

orki

ng G

roup

from

seve

ral

min

istri

es


9-111

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

Tr

aini

ng o

f sta

ff (d

river

s)

Japa

nese

exp

erts

will

trai

n lo

cal s

taff

durin

g th

e fir

stm

onth

s of o

pera

tion

D

etai

ls o

f JIC

A-L

RT st

ruct

ure

A

ltern

ativ

e an

alys

is w

as c

ondu

cted

for t

he su

itabl

eJI

CA

-LRT

stru

ctur

e. In

clud

ed in

the

EIA

Rep

ort

9 Ju

ly 1

2, 2

017

10:1

5-11

:20

Aud

itoriu

m,

Col

ombo

DS

Publ

ic

Enga

gem

ent

Mee

ting

(Col

ombo

)

34C

once

rns

La

nd a

cqui

sitio

n in

Col

ombo

D

esig

n of

the

LRT

that

min

imiz

es la

nd a

cqui

sitio

n in

Col

ombo

; Maj

ority

of l

and

that

nee

ds to

be

acqu

ired

in C

olom

bo is

gov

ernm

ent-o

wne

d.

Tick

et C

ost

Pr

icin

g of

the

LRT

ticke

ts a

re se

t at c

ompe

titiv

e ra

tes

with

exi

stin

g m

odes

oft

rans

porta

tion

Que

stio

ns

Con

nect

ivity

with

Mar

adan

a; C

onne

ctiv

ity o

f sta

tions

C

onne

ctiv

ity w

ith M

arad

ana

thro

ugh

the

prop

osed

Tran

spor

t Sta

tion

Tr

ansp

ort s

yste

m li

nked

to JI

CA

-LRT

stat

ions

Pr

ovis

ions

to m

ake

new

bus

rout

es a

nd sh

uttle

serv

ices

to c

onne

ct st

atio

ns to

mai

n to

wns

10

July

12,

201

713

:30-

15:0

0 A

udito

rium

Th

imbi

rigas

yay

a D

S O

ffice

Publ

ic

Enga

gem

ent

Mee

ting

(Thi

mbi

rigas

yaya

)

29C

once

rns

Im

pact

of J

ICA

-LRT

ope

ratio

n on

oth

er fo

rms o

ftra

nspo

rtatio

n: C

onsu

ltatio

n w

ith S

LTB,

priv

ate

bus

unio

ns, r

ailw

ay d

epar

tmen

t, 3-

whe

el d

river

s(a

ltern

ativ

e in

com

e ge

nera

ting

prog

ram

)

In

clus

ion

of 3

-whe

el d

river

s in

the

focu

s gro

updi

scus

sion;

Con

sulta

tion

with

the

SLTB

, Nat

iona

lTr

ansp

ort C

omm

issi

on, W

este

rn P

rovi

nce

Road

Pass

enge

r Tra

nspo

rt A

utho

rity

at th

e In

itial

Stak

ehol

der M

eetin

g an

d re

pres

enta

tion

at th

eSt

eerin

g C

omm

ittee

Pr

ovis

ions

to m

ake

new

bus

rout

es a

nd sh

uttle

serv

ices

to c

onne

ct st

atio

ns to

mai

n to

wns

Que

stio

ns

Trai

ning

for J

ICA

-LRT

staf

f

Japa

nese

exp

erts

will

trai

n lo

cal s

taff

durin

g th

e fir

stm

onth

s of o

pera

tion

Ti

cket

pric

e

Pric

ing

of th

e LR

T tic

kets

are

set a

t com

petit

ive

rate

sw

ith e

xist

ing

mod

es o

f tra

nspo

rtatio

n

Ope

ratio

n (a

vaila

bilit

y of

exp

ress

trai

ns, f

requ

ency

of

trips

, em

erge

ncy

exits

)

Ope

ratio

n an

d m

aint

enan

ce d

etai

ls a

re d

ecid

ed b

y th

eO

&M

Wor

king

Gro

up. C

lose

coo

rdin

atio

n w

ith th

em

embe

rs o

f the

Wor

king

Gro

up fr

om se

vera

lm

inis

tries


9-112

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

La

nd a

cqui

sitio

n an

d co

mpe

nsat

ion

D

esig

n of

the

JIC

A-L

RT th

at m

inim

izes

land

acqu

isiti

on

Dev

elop

men

t of R

AP

and

adop

tion

of L

AR

C Sy

stem

for c

ompe

nsat

ion

to p

roje

ct a

ffect

ed p

eopl

e11

Ju

ly 1

8, 2

017

10:3

0-12

:00

Aud

itoriu

m,

Kad

uwel

a D

S O

ffice

Publ

ic

Enga

gem

ent

Mee

ting

(Kad

uwel

a)

69C

once

rns

Tr

affic

impa

ct d

urin

g co

nstru

ctio

n pe

riod;

D

evel

opm

ent o

f a tr

affic

man

agem

ent p

lan

C

lose

coo

rdin

atio

n w

ith R

DA

in te

rms o

f roa

dw

iden

ing

at M

alab

e ar

ea

Com

pens

atio

n fo

r lan

d ac

quisi

tion

and

impa

ct o

nbu

sines

ses/

empl

oym

ent

D

evel

opm

ent a

nd im

plem

enta

tion

of a

Liv

elih

ood

Res

tora

tion

Prog

ram

for p

roje

ct a

ffect

ed p

eopl

e

Dev

elop

men

t of R

AP

and

adop

tion

of L

AR

C Sy

stem

for c

ompe

nsat

ion

to p

roje

ct a

ffect

ed p

eopl

e

Opp

ortu

nitie

s for

peo

ple

of K

aduw

ela

DS

Em

ploy

loca

l wor

kfor

ce d

urin

g co

nstru

ctio

n an

dop

erat

ion

phas

es a

s muc

h as

pos

sibl

e

Impa

ct o

n Th

alan

gam

a EP

A

Avoi

danc

e of

the

Thal

anga

ma

EPA

; Con

duct

of E

PA

Stak

ehol

der M

eetin

g to

dis

cuss

issu

esQ

uest

ions

O

pera

tion

(tick

et p

rice,

insu

ranc

e fo

r tra

in u

sers

)

Ope

ratio

n an

d m

aint

enan

ce d

etai

ls a

re d

ecid

ed b

y th

eO

&M

Wor

king

Gro

up. C

lose

coo

rdin

atio

n w

ith th

em

embe

rs o

f the

Wor

king

Gro

up fr

om se

vera

lm

inis

tries

A

ltern

ativ

e po

wer

supp

ly (e

.g. s

olar

)

Alte

rnat

ive

pow

er su

pply

in c

ase

of e

mer

genc

ies h

ave

been

incl

uded

in th

e Fe

asib

ility

Stu

dy

Ass

ocia

ted

faci

litie

s (pa

rk-a

nd-r

ide

faci

lity)

A

ssoc

iate

d fa

cilit

ies w

ill b

e co

nsid

ered

in fu

ture

deve

lopm

ent o

f the

stat

ions

12

Aug

ust 3

1,

2017

14

:30-

16:3

0 18

th fl

oor

Suhu

rupa

ya

Awar

enes

s M

eetin

g fo

r A

ffect

ed

Bus

ines

s O

wne

rs

17C

once

rns

P&

S M

anag

er, N

orita

ke, R

egal

The

ater

, Peo

ple’

sB

ank,

Peu

got &

Maz

da: E

xten

t of p

oten

tial d

amag

e to

our b

uild

ing;

Pot

entia

l im

pact

to o

ur o

pera

tion;

Com

pens

atio

n; S

ched

ule

of c

onstr

uctio

n

D

evel

opm

ent o

f RA

P an

d Li

velih

ood

Res

tora

tion

Prog

ram

; Ado

ptio

n of

LA

RC

Sys

tem

for

com

pens

atio

n to

pro

ject

affe

cted

peo

ple

and

busin

esse

s

Des

ign

of ro

ute

alig

nmen

t with

the

min

imum

requ

irem

ent f

or la

nd a

cqui

sitio

n an

d re

settl

emen

t

CM

C: I

ncom

e re

stor

atio

n pr

ogra

m fo

r aro

und

250

smal

l bus

ines

ses i

n Bo

rella

Sup

erm

arke

t; Ex

tent

of

pote

ntia

l dam

age

to o

ur b

uild

ing

Av

oida

nce

of B

orel

la S

uper

mar

ket


9-113

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

13

Sept

embe

r 6,

2017

14

:20-

16:3

0 11

th F

loor

, Se

thsi

ripay

a St

age

II

EPA

St

akeh

olde

r M

eetin

g

3C

once

rns

Fa

rmer

s’ O

rgan

izat

ion:

Lan

d fil

lings

dur

ing

cons

truct

ion

stag

e; N

o co

nsid

erab

le im

pact

on

the

EPA

; Dem

arca

tions

to p

reve

nt e

ncro

ache

rs; I

mpa

ct o

nan

icut

;

Envi

ronm

enta

l Fou

ndat

ion

Ltd.

: Pill

ars w

ithin

the

EPA

bou

ndar

ies (

num

ber a

nd lo

catio

n); H

eigh

t of t

heJI

CA

-LRT

; JIC

A-L

RT a

s a p

hysi

cal b

ound

ary

(pre

vent

enc

roac

hmen

t in

EPA

); Co

mm

unic

atio

n w

ithla

ndow

ners

who

may

be

pote

ntia

lly b

e af

fect

ed;

Freq

uenc

y of

trip

s

Av

oida

nce

of T

hala

ngam

a EP

A a

nd u

se o

f exi

stin

gro

ads a

t Kos

wat

ta Ju

nctio

n

Que

stio

ns

Cen

tre fo

r Env

ironm

enta

l Jus

tice:

Exa

ct JI

CA-L

RTro

ute;

land

filli

ng in

the

depo

t are

a; H

ydro

logi

cal

impa

cts o

f the

JIC

A-L

RT (r

isks t

o flo

odin

g al

ong

the

rout

e an

d in

the

depo

t are

a); P

ower

supp

ly; T

rave

ltim

e; M

aint

enan

ce a

nd se

rvic

es

H

ydro

logi

cal m

odel

ling

at th

e de

pot a

rea

O

pera

tion

and

mai

nten

ance

det

ails

are

dec

ided

by

the

O&

M W

orki

ng G

roup

. Clo

se c

oord

inat

ion

with

the

mem

bers

of t

he W

orki

ng G

roup

from

seve

ral

min

istri

es14

Se

ptem

ber

2017

B

orel

la

Focu

s Gro

up

Dis

cuss

ion

(FG

D):

Thre

e w

heel

er

driv

ers

7Su

ppor

tive

Com

men

ts (S

ugge

stio

ns)

B

ette

r to

intro

duce

luxu

ry tr

ains

for a

com

forta

ble

ride

Th

e sy

stem

nee

d to

be

doub

le tr

acke

d

Impl

emen

tatio

n pe

riod

need

to b

e pl

anne

d pr

oper

lyw

ith m

inim

al im

pact

s to

publ

ic

Not

requ

ired

for r

espo

nse

15

Sept

embe

r 20

17

Mal

abe

FGD

: Par

ents

an

d st

uden

ts

of A

nand

a V

idya

laya

- M

alab

e

7C

once

rns

Th

ere

need

to b

e eq

ual o

ppor

tuni

ty fo

r adu

lts,

child

ren

and

diffe

rent

ly a

bled

peo

ple

In

corp

orat

ion

of b

arrie

r fre

e co

ncep

t in

the

JIC

A-L

RTde

sign

A

ltern

ativ

e ro

utes

nee

ds to

be

prop

osed

or t

he u

sedu

ring

cons

truct

ion

perio

d

Dev

elop

men

t of a

traf

fic m

anag

emen

t pla

n;co

ordi

natio

n w

ith R

DA

W

etla

nds n

eed

to b

e pr

otec

ted

as th

ose

are

esse

ntia

l to

redu

ce fl

oods

.

Con

sider

atio

n of

hyd

rolo

gica

l (flo

odin

g) im

pact

sdu

ring

cons

truct

ion

perio

dSu

ppor

tive

Com

men

ts

JIC

A-L

RT w

ill re

duce

the

trave

l tim

e an

d tra

velin

gw

ill b

e co

mfo

rtabl

e

Proj

ect w

ill re

duce

traf

fic a

nd la

nd p

rices

will

incr

ease

Not

requ

ired

for r

espo

nse


9-114

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

16

Sept

embe

r 20

17

Tow

n H

all

FGD

: Pe

dest

rians

6

Con

cern

s

Alre

ady,

the

land

s wer

e ac

quire

d fr

om th

e ro

ad si

de o

fR

ajag

iriya

and

Bat

tara

mul

la a

reas

, the

refo

re, t

he la

ndac

quis

ition

nee

d to

be

min

imal

.

D

esig

n of

the

JIC

A-L

RT st

ruct

ure

at R

ajag

iriya

ensu

res t

hat n

o ad

ditio

nal l

and

acqu

isiti

on w

ill b

ere

quire

d in

the

area

.

Ther

e ne

ed to

be

equa

l opp

ortu

nity

for a

dults

,ch

ildre

n an

d di

ffere

ntly

abl

ed p

eopl

e to

use

the

JIC

A-L

RT

In

corp

orat

ion

of b

arrie

r fre

e co

ncep

t in

the

JIC

A-L

RTde

sign

Supp

ortiv

e C

omm

ents

Th

e de

velo

pmen

t is g

ood

as it

will

redu

ce th

e ex

istin

gtra

ffic

situ

atio

n.

LRT

syst

em n

eeds

to b

e ef

ficie

nt a

nd p

rodu

ctiv

ebe

tter t

han

exis

ting

rail

syst

em.

Not

requ

ired

for r

espo

nse

17

Sept

embe

r 20

17

Mar

adan

a

FGD

: Sch

ool

van

driv

ers

6C

once

rns

Th

ere

need

s to

be a

spec

ial e

ntra

nce

for e

lder

s.

Inco

rpor

atio

n of

bar

rier f

ree

conc

ept i

n th

e JI

CA

-LRT

desi

gnSu

ppor

tive

Com

men

ts

Rai

lway

dev

elop

men

t is e

ssen

tial f

or S

ri La

nka.

Th

e tra

ffic

cong

estio

n w

ill b

e re

duce

d an

d th

e tra

vel

time

of c

omm

uter

s will

be

redu

ced.

Tr

avel

safe

ty w

ill b

e in

crea

sed

with

the

Proj

ect.

Th

ere

will

be

tem

pora

ry is

sues

dur

ing

impl

emen

tatio

nbu

t the

pro

ject

will

ulti

mat

ely

bene

fit th

e pe

ople

.

Not

requ

ired

for r

espo

nse

18

Sept

embe

r 20

17

Bor

ella

Tre

e

FGD

: Bor

ella

B

o tre

e de

vote

es

5C

once

rns

Av

oid

impa

ct/d

amag

e on

Bo

tree

D

esig

n JI

CA

-LRT

alig

nmen

t tha

t avo

ids B

o tre

es

Trim

min

g an

d cu

tting

of b

ranc

hes i

s acc

epta

ble

only

if re

ligio

us a

ctiv

ities

are

pro

perly

per

form

ed.

Fo

llow

relig

ious

ritu

als i

f trim

min

g of

bra

nche

s is

nece

ssar

y19

N

ovem

ber 1

1,

2017

10

:35-

12:0

0 A

udito

rium

, C

olom

bo D

S O

ffice

Publ

ic

Con

sulta

tion

Mee

ting:

EIA

D

iscl

osur

e (C

olom

bo)

35C

once

rns

Im

pact

on

shop

s clo

se to

the

prop

osed

JIC

A-L

RTro

ute

(Olc

ott M

awat

ha)

In

form

ing

the

man

agem

ent o

f an

impa

cted

bus

ines

sen

terp

rise

C

ondu

ct o

f aw

aren

ess m

eetin

gsan

d co

nsul

tatio

nsw

ith th

e po

tent

ially

affe

cted

per

sons

/bus

ines

ses;

Dev

elop

men

t of R

AP

Que

stio

ns

Con

cret

e m

itiga

tion

mea

sure

s to

redu

ceen

viro

nmen

tal i

mpa

cts

D

evel

opm

ent o

f EIA

Rep

ort


9-115

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

20

Nov

embe

r 11,

20

17

14:4

5-16

:00

Aud

itoriu

m,

Thim

birig

asy

aya

DS

Offi

ce

Publ

ic

Con

sulta

tion

Mee

ting:

EIA

D

iscl

osur

e (T

him

birig

asya

ya)

19C

once

rns

R

oute

sele

ctio

n; A

dditi

onal

LRT

rout

e

Impa

ct o

n Bo

rella

supe

rmar

ket

Im

pact

on

trans

fer o

f bus

ines

s pre

mis

es, l

and

acqu

isiti

on a

nd re

settl

emen

t

Com

pens

atio

n to

pro

ject

affe

cted

per

sons

and

busin

esse

s

Av

oida

nce

of B

orel

la S

uper

mar

ket

D

evel

opm

ent o

f RA

P an

d ad

optio

n of

LA

RC

Syst

emfo

r com

pens

atio

n to

pro

ject

affe

cted

peo

ple

21

Nov

embe

r 17,

20

17

14:0

0-15

:30

Aud

itoriu

m,

Kad

uwel

a D

S O

ffice

Publ

ic

Con

sulta

tion

Mee

ting:

EIA

D

iscl

osur

e (K

aduw

ela)

60C

once

rns

Ex

tent

of l

and

acqu

isiti

on fo

r the

pro

pose

d de

pot a

rea

Ex

tent

of l

and

acqu

isiti

on w

ill b

e de

term

ined

dur

ing

the

deta

iled

desi

gn p

hase

Fi

lling

of p

addy

land

s

No

fillin

g of

pad

dy la

nds;

Ado

ptio

n of

an

elev

ated

stru

ctur

e fo

r the

pro

pose

d de

pot

Que

stio

ns

Prop

osed

LRT

rout

e; a

dditi

onal

rout

e (e

xten

sion

toK

aduw

ela)

C

onsid

erat

ion

of ro

ute

expa

nsio

n in

futu

rede

velo

pmen

t22

N

ovem

ber 2

1,

2017

10

:20-

12:0

0 A

udito

rium

, W

P/ Ja

ya/

Sirih

ada

Vid

yala

ya,

Raj

agiri

ya

Publ

ic

Con

sulta

tion

Mee

ting:

EIA

D

iscl

osur

e (K

otte

)

12C

once

rns

Pl

an fo

r the

Raj

agiri

ya fl

yove

r are

a

Prop

ose

a ca

ntile

ver d

esig

n th

at w

ould

fit w

ithin

the

RO

W o

f the

flyo

ver s

o th

at n

o ad

ditio

nal a

cqui

sitio

nw

ill b

e ne

cess

ary

C

ompe

nsat

ion

for P

APs

and

nee

d fo

r pol

itica

l will

D

evel

opm

ent o

f RA

P an

d ad

optio

n of

LA

RC

Syst

emfo

r com

pens

atio

n to

pro

ject

affe

cted

peo

ple

C

onstr

uctio

n im

pact

s

Con

duct

of E

IA p

roce

ss to

add

ress

impa

cts f

rom

the

proj

ect

23

Dec

embe

r 20

17

Bat

tara

mul

la

FGD

: Sm

all

busin

ess

owne

rs

5C

once

rns

Th

ere

is c

once

rn o

n re

duce

d ro

ad w

idth

and

land

acqu

isiti

on.

R

ecog

nitio

n of

opi

nion

s of s

mal

l bus

ines

s ow

ners

and

land

ow

ners

; Inv

itatio

n of

pot

entia

lly a

ffect

ed sm

all

busin

ess o

wne

rs in

mee

tings

to d

iscu

ss a

bout

the

prop

osed

RA

P (in

clud

ing

com

pens

atio

n sc

hem

e)Su

ppor

tive

Com

men

ts

Bus

ines

ses w

ill im

prov

e af

ter c

ompl

etio

n of

this

proj

ect

JI

CA

-LRT

is a

n im

porta

nt p

roje

ct fo

r the

cou

ntry

and

futu

re g

ener

atio

ns.

Not

requ

ired

for r

espo

nse


9-116

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

24

Dec

embe

r 20

17

Petta

h

FGD

s:

3-w

heel

er

driv

ers

11C

once

rns

R

educ

tion

of tr

affic

due

to th

e JI

CA

-LRT

can

nega

tivel

y im

pact

live

lihoo

d.

Rec

ogni

tion

of th

e po

tent

ial i

mpa

ct o

f the

JIC

A-L

RTon

the

livel

ihoo

d of

3-w

heel

er d

river

s

Prov

isio

ns to

mak

e ne

w sh

uttle

serv

ices

to c

onne

ctst

atio

ns to

mai

n to

wns

Supp

ortiv

e C

omm

ents

JI

CA

-LRT

is a

n im

porta

nt d

evel

opm

ent p

roje

ct o

f the

coun

try. I

t will

be

bene

ficia

l for

eve

rybo

dy.

Not

requ

ired

for r

espo

nse

25

Dec

embe

r 20

17

Petta

h

FGD

s:

Pede

stria

ns/

com

mut

ers

4C

once

rns

Pa

y m

ore

atte

ntio

n to

the

envi

ronm

enta

l dam

ages

of

this

pro

ject

and

obt

ain

nece

ssar

y ac

tions

to m

inim

ize

them

.

D

evel

opm

ent o

f a c

ompr

ehen

sive

EIA

Rep

ort w

ithEn

viro

nmen

tal M

anag

emen

t and

Mon

itorin

g Pl

an

Supp

ortiv

e C

omm

ents

Th

is p

roje

ct w

ill b

e ve

ry u

sefu

l for

peo

ple

who

trav

elda

ily to

Mal

abe

area

to sa

ve th

eir t

rave

l tim

e.N

ot re

quire

d fo

r res

pons

e

26

Dec

embe

r 20

17

Petta

h

FGD

s: B

us

driv

ers

6Su

ppor

tive

Com

men

ts

JIC

A-L

RT w

ill b

e ve

ry u

sefu

l to

ever

yone

.

Cur

rent

ly, b

uses

can

not m

eet p

asse

nger

dem

and

durin

g ru

sh h

our.

JI

CA

-LRT

will

incr

ease

tran

spor

t fac

ilitie

s and

peo

ple

will

be

able

to tr

avel

com

forta

bly

in a

ny p

ublic

trans

port

syst

em th

ey p

refe

r.

Not

requ

ired

for r

espo

nse

27

Janu

ary

4,

2018

K

aduw

ela

DS

Offi

ce

Con

sulta

tion

with

PA

Ps

rega

rdin

g R

AP

(pad

dy

land

ow

ners

&

tena

nt

farm

ers)

29C

once

rns

A

mou

nt o

f com

pens

atio

n fo

r pad

dy la

nd

Impa

ct o

n liv

elih

ood

of fa

rmer

s; P

ossi

bilit

y of

cond

uctin

g bu

sines

ses a

t the

dep

ot p

rem

ises

.

Tim

efra

me

of la

nd a

cqui

sitio

n

D

etai

ls o

f lan

d ac

quis

ition

and

rese

ttlem

ent a

rein

clud

ed in

the

RA

P an

d Li

velih

ood

Res

tora

tion

Prog

ram

(e.g

. com

pens

atio

n, ti

mel

ine,

elig

ibili

ty)

Ado

ptio

n of

the

LAR

C sy

stem

; Con

side

r obt

aini

ngca

bine

t app

rova

l for

com

pens

atio

n ite

ms n

otst

ipul

ated

in th

e LA

RC

gaz

ette

.

Pote

ntia

l im

pact

s on

surr

ound

ing

envi

ronm

ent (

e.g.

was

te m

anag

emen

t and

disp

osal

, can

al sy

stem

)

Impa

ct o

f lar

ge-s

cale

con

stru

ctin

g on

surr

ound

ing

built

stru

ctur

es

D

evel

opm

ent o

f an

EIA

Rep

ort a

nd E

nviro

nmen

tal

Man

agem

ent a

nd M

onito

ring

Plan

A

sses

smen

t of v

ibra

tion

impa

cts i

nclu

ded

in th

e EI

A

Rep

ort


9-117

No.

D

ate

&

Tim

e/ V

enue

Purp

ose

(Tar

get

Aud

ienc

e)

No.

of

Pax.

C

omm

ents

Rai

sed

Con

side

ratio

n in

the

JIC

A-L

RT

Proj

ect

28

Janu

ary

5,

2018

Se

thsi

ripay

a St

age

II

Con

sulta

tion

with

PA

Ps

rega

rdin

g R

AP

(bus

ines

s ow

ners

)

38C

once

rns

Ex

tent

of l

and

acqu

isiti

on;T

imef

ram

e of

pro

ject

impl

emen

tatio

n

Am

ount

of c

ompe

nsat

ion;

Com

pens

atio

n fo

r bus

ines

sow

ners

and

em

ploy

ees (

incl

udin

g bu

sine

ss o

wne

rsw

ho a

re st

ill p

ayin

g lo

an to

bui

ld th

eir p

rem

ises

)

D

etai

ls o

f lan

d ac

quis

ition

and

rese

ttlem

ent a

rein

clud

ed in

the

RA

P an

d Li

velih

ood

Res

tora

tion

Prog

ram

(e.g

. com

pens

atio

n, ti

mel

ine,

elig

ibili

ty)

D

evel

opm

ent o

f an

Entit

lem

ent M

atrix

for p

roje

ctaf

fect

ed p

erso

ns.

A

dopt

ion

of th

e LA

RC

syst

em; C

onsi

der o

btai

ning

cabi

net a

ppro

val f

or c

ompe

nsat

ion

item

s not

stip

ulat

ed in

the

LAR

C g

azet

te

Seco

nd la

nd a

cqui

sitio

n fo

r a g

over

nmen

t pro

ject

(e.g

.M

alan

junc

tion)

C

oord

inat

ion

with

RD

A re

gard

ing

addi

tiona

l lan

dac

quis

ition

in M

alab

e ar

ea

Vib

ratio

n im

pact

s on

surro

undi

ng b

uilt

stru

ctur

es

Ass

essm

ent o

f vib

ratio

n im

pact

s inc

lude

d in

the

EIA

R

epor

t29

Ja

nuar

y 5,

20

18

Col

ombo

DS

Aud

itoriu

m

Con

sulta

tion

with

PA

Ps

rega

rdin

g R

AP

(bus

ines

s ow

ners

)

15C

once

rns

R

eloc

atio

n of

bus

ines

ses t

hat w

ill b

e af

fect

ed

Prov

isio

n of

doc

umen

ts re

late

d to

com

pens

atio

n an

dpr

esen

ted

info

rmat

ion

Ty

pe a

nd ti

mef

ram

e of

com

pens

atio

n to

bus

ines

sow

ners

who

pay

rent

to S

LR

Com

pens

atio

n fo

r em

ploy

ees o

f affe

cted

bus

ines

ses

D

etai

ls o

f lan

d ac

quis

ition

and

rese

ttlem

ent a

rein

clud

ed in

the

RA

P an

d Li

velih

ood

Res

tora

tion

Prog

ram

(e.g

. com

pens

atio

n, ti

mel

ine,

elig

ibili

ty)

D

evel

opm

ent o

f an

Entit

lem

ent M

atrix

for b

usin

esse

s(in

clud

ing

tem

pora

ry a

nd i

nfor

mal

bus

ines

ses)

and

empl

oyee

s

Ado

ptio

n of

the

LA

RC

sys

tem

; C

onsi

der

obta

inin

gca

bine

t ap

prov

al

for

com

pens

atio

n ite

ms

not

stip

ulat

ed in

the

LAR

C g

azet

te


9-118


10-1

Chapter 10 Findings and Recommendations

10.1 Findings

This section summarizes the results of the Preparatory Survey for JICA-LRT, as requested by GoSL. As the summary of the result, following points are the findings of the project:

The JICA-LRT system, which includes civil structures, a depot, electrical and mechanical systems, and signal and telecommunication system, was designed as a technically, economically suitable and effective solution for the introduction of a new transit system, as proposed by the Megapolis Urban Transport Master Plan for the Colombo Metropolitan Area. The route and stations were selected to capture increasing passenger demand under the constrains within the urban area of Colombo. The Project can help to alleviate traffic congestion, considering the social environment of the urban area.

The project costs for the implementation of the JICA-LRT system will be economically covered by the large amount of benefits from the JICA-LRT system. This means the Project is the economical viable one.

In terms of financial sustainability, the JICA-LRT O&M Company has the possibility to be financially profitable and sustainable when the JICA-LRT fare is set at an affordable level (less than 100 SLR between Fort and Malabe).

In terms of environmental and social aspects, the EIA study revealed that the potential impacts of the proposed project take place mainly during the construction stage, and that impacts during operational stage are minimal. Although impacts from the project during construction stage could be significant, particularly for noise/vibration, traffic and social infrastructure, the impact could be minimised and mitigated to a great extent if appropriate mitigation measures are implemented as suggested in the EIA study. Also, the latest technical solutions for construction method proposed by the Survey Team will help to mitigate these impacts.

The Social study revealed that a certain scale of agricultural land and paddy field is necessary for construction of the depot. However, the number of houses and commercial establishments to be relocated due to the project is relatively low, since the JICA-LRT route traverses mainly through the already existing road network.

Therefore, the project is expected to be implemented as the introduction of the new transit system not only for public transport users but also for all residents of Colombo and its surroundings.

10.2 Recommendations on the JICA-LRT Project

10.2.1 Toward Smooth Implementation of the Project

(1) Capacity Development for PMU in Project Implementation

It is highly appropriated that a dedicated PMU was established during the F/S, and it keeps the number of staff for each field. For the implementation stage, environmental and social safeguards need to be implemented, and the capacity of the PMU to do this becomes crucial. The PMU must be able to address the environmental and social impacts, including the land acquisition process to meet the timeline of the planned implementation schedule before starting


10-2

the construction work. Therefore, it is recommended to set up the PMU with experienced staff, and to seek opportunities to improve the capacity through assistance from other experienced agencies (e.g. RDA).

(2) Branding

With this JICA-LRT being the first urban railway system in Sri Lanka, the "Branding of the JICA-LRT Project" to support the Colombo people in understanding this public transport mode correctly is an essential activity done by the PMU. This effort also helps encourage people to become a "Supporter" who can then accelerate the project implementation to realize the JICA-LRT as soon as possible.

(3) Proper Understanding of Utilities and Preparation of its Diversion/ Relocation

In order to comply with the scheduled construction work, it is crucial to obtain the precise location of underground and overhead utilities along the alignment of the JICA-LRT. Since the MMS was developed and the digitizing work for each utility location was commenced, it is recommended that this information be utilized during the detailed design for the location of the piers/foundations as well as for the diversion/relocation plan.

(4) Minimization of Social and Environmental Impacts due to the Project

It is essential to avoid and minimize social and environmental impacts caused by the JICA-LRT construction to the public. During the detailed design stage, it is recommended to consider the following:

a) reduction of the construction area occupied on the road, and of the construction period,

b) design of the station to minimize required land acquisition,

c) selection of an appropriate construction method to minimize environmental and social impacts,

d) development of a comprehensive traffic management plan, and

e) implementation of measures to minimize air pollution, noise and vibration due to the construction work.

(5) Establishment of O&M Business Company

During the F/S, as mentioned in Chapter 6, the discussion on the O&M scheme and organization have been started within GoSL, and will be continued from the standpoint of an autonomous O&M business company that can be financially and technically sustainable. The proactive specific procedures toward the establishment of the O&M Company are expected within the GoSL. In addition, it is expected that the fare collection method and fare level/types be discussed and arranged, and that the legislative system for the JICA-LRT system will be developed for both this JICA-LRT and extension, and for other RTS lines.

(6) Improved Coordination with Relevant Stakeholders

It is highly important to further improve coordination among relevant stakeholders, particularly with relevant government agencies and the project affected persons, to be able to obtain full support to implement the Project, regardless of the political uncertainties. This can be done through transparency, and continuous and open communication. Gathering support from


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relevant stakeholders is particularly is important for land acquisition/resettlement, relocation of utilities, and road traffic configuration and control.

10.2.2 To Further Increase the Effectiveness of the Project

(1) Introduction of Japanese Technologies through the STEP under Bidding Competitiveness Secured

Since it is crucial to apply the construction method within a narrow section for a more efficient railway system and equipment to meet the conditions in Colombo similar to Japan, it is an optimal opportunity to use the latest Japanese technologies for the first LRT system in Colombo by applying the STEP condition. In order to call for bidders with reasonable bidding prices and latest technologies, the specifications should be further studied to make it clear and attractive to the bidders.

(2) Study on Station Area Development linked to JICA-LRT Project

This Survey only covers the necessary infrastructure for the JICA-LRT system; it is not a comprehensive study to create an urban development plan around the stations.

Since JICA-LRT will have a good opportunity to impact the public transport network and its connectivity in Colombo, especially along the Malabe Corridor, the urban development around public transport, such as TOD, should be recommended to be studied at the next stage with close communication with UDA. This would include a) the development of public services/buildings for education, health, cultural and local/governmental administration offices, as well as large-sized commercial facilities and working offices to be located around the JICA-LRT stations, b) improvement of accessibility to each JICA-LRT station by foot, para-transit and feeder bus services by means of station plaza (bus and para-transit stand, kiss & ride area), MMC (multi-modal centre that links to other public transport modes smoothly), pedestrian bridges with elevators and direct connection to adjustment buildings, which are designed as barrier-free and with universal design principles for all kinds of public transport users.

At the same time, it is carefully examined to decide the strategical stations to provide car parking facilities, namely P&R stations. In the view of urban transport planning, private cars are to be reduced by providing good public transport services for the whole trip from their home, meaning that P&R stations are basically located outside of the CBD. Currently, the potential P&R stations are considered at IT-Park Station and at Robert Gunawardena Station, which has the area for parking facility as described in 4.11.

Furthermore, since the feasibility study on MmTH is envisioned at Fort/Pettah, it is recommended that JICA-LRT will take close communication with MmTH development team to show our design and discuss on smooth connections with other transport modes and urban development around the MmTH.

With consideration of all of above, LRT could be a more attractive public transport mode, and play a fundamental role in urban development.

(3) Introduction of Feeder Bus Service

There is potential for current bus users to shift to the LRT mode because several bus routes are on the same alignment as the route of LRT. Actually, the bus provides much closer service to each residence, so it will be an opportunity to change their current long distance bus route to a shorter route that connects to a JICA-LRT station such as "Feeder Bus Service", to provide more service


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within the resident areas. This would operate more efficiently (reducing the operation cost) and gain more passengers (increasing the fare revenue), which will encourage people to use more public transport.

In the detailed design stage, it is recommended to implement this feeder bus service route and operation to be well coordinated at the JICA-LRT stations with bus stands.

(4) Technical Assistance from the Experience of Japanese Railway Operation

Since the LRT system is new for Colombo, the LRT business company needs training for its operation and maintenance, as described in Chapter 6.

With the perspective of technical sustainability and creating new industry/employment related to LRT, it is recommended to acquire the knowledge and techniques for operation and maintenance from experienced engineers and managers in railway operators of similar size to the JICA-LRT in Colombo. The technical assistance provided should be programmed not only for training the staff of the LRT Company after its establishment, but also for inputting their ideas for improvement of the design with the operational perspectives at even the detailed design stage.

(5) Shaping the New Urban Life with LRT (Education and Promotion Programme)

Before starting a new public transport system, it is difficult to imagine the LRT’s uses and benefits for commuting and weekend activities by the Colombo people. As the result, there are many cases observed in various countries and urban areas where the people needed time to understand how to use and what the benefits are of a new public transport system. In order to fully enjoy the benefit of JICA-LRT by the people of Colombo as soon as possible, the education and promotion programmes should be well-prepared and conducted before starting operation, which includes the proposals of LRT usage and the life with LRT.

In addition, the policies and measures used to promote public transport in Japan should be studied, such as the special company tax exemption system applied only for commuting allowance by public transport. A mechanism to integrate the parking fee at P&R, LRT fare and commercial coupon can be studied before starting operation, to promote more LRT users and reduce private vehicles for urban trips.

Chapter 6 Operation and Maintenance

Documents