kanu or stone wayside pillars (to guide travellers about directions and distances, gavukanu were fixed at 4 mile distances), road junctions, ferries, rural settlements, monastery sites and geographical distribution of tanks. Thus framework regarding the basic principles carried out in the construction of a national and provincial road system could be established by comparing recorded historical data with already available ruins pertaining to road network that existed in the past. Such comparison may reveal features and the mode of construction of a national and provincial road system in the country (Vidanapathirana, 2012, 2016). Identification of such a framework will also express the development of contemporary social and cultural progress along with the political and economic stability of the country during the period. It is also necessary to understand various fluctuations and changers that occurred with respect to road contrition due to political and economic instabilities.
A well-organised road system in a country reflects the political stability economic strength and social as well as cultural development during a certain period of time. Above factors enable us to map out clearly the special distribution of boundaries contemporary urban, provincial and outlying areas. In the study special attention will be focussed on six main roads leading toward six directions from the main city of Anuradhpura during the Anuradhapura period (Vidanapathirana 2012). Along with political stability of Asokan Empire the Royal Highway stating from the city of Pataleputta wound up to Pesarwar (Purushupura) and Takhasila in the eastern boulder of Decan, covering three thousand miles to join the Silk Road (Needhum,1971; Hendrickson, 2010). Construction of such a high way is concurrent with the power and strength of the powerful ruler Emperor Asoka. Modern concept that a systematically constructed well maintained road network reflects the prosperity and developed of such a state is further strengthened by studies carried out on the develop road systems in ancient Rome, China, Angkor in Cambodia and Inkas in South America. Excavations carried out in Rome China and India during the Mauryan period had proved that in constructing and planning major road network attention had been focussed on security tactics too (Needhum,1971) Engineering principals and the geographical expansion patterns were closely integrated in planning road constructing systems in any part of the world during ancient times (Needhum,1971; Kautilya Arthahastra vol.2 )
In this study it is expected to discuss some of the elementary principals followed in the construction of road ways. It is necessary to find out whether the roadways that existed the ancient Sri Lanka had been in use throughout in the past and how this system had contributed to the construction and development of national and provincial roads. There is evidence of a systematic road network that had existed from the 4th century BC. Yet it is doubtful whether this network continued to function for a long time. However certain sections of the ancient road network in north eastern and western parts of the island have crept in to the present national network.
During the British rule when constructing new roads in the Dry Zone there are several instances where they followed the existing ancient road network. It is mentioned that aver in Indian Peninsula the British had followed the same method when constructing new roads. Roads always never existed in the same condition throughout (Vidanapathirana,2012 ; Rahman Dar, 2000). Provincially roads of different types were used by the masses. Thus ridges separating rice fields, tank bunds, irrigation canal bunds too continued to connect villages as roads network. However, in the Dry Zone due to geographical factors water ways were not used a road. When classifying road types and crossing types similar methods were used to cross rivers in order to reach the main cities. Some roads extended up to the provincial areas leading from the main high ways. International sea routes h