gs within the capital city. Road were systematically done even outside the city limits and further away as Cave pointed out in 1887 (Cave,1887).
Ruins of systematically constructed pathway and by-lanes within the monasteries complexes are clear examples of the advanced technical knowledge of those who have constructed them. Expert technical knowledge has been applied to the maximum to build them by preserving the natural environment to maintain the longevity of their systems. Just as in Chinese and Roman civilizations, the construction maintenance and the control of major road network came under the king in India Mauryan empire. Apart from the information to say that the construction of roads in Sri Lanka had been based on town planning because archaeological and historical sources refer to instances about the king’s instructions to the construction of the road network in Sri Lanka. There is evidence to infrastructure that fixing of gavu pillars by the side of main roads, construction of bridges, construction of ambalamas at provincial and distant places, construction of danasala at crossings within the city limits for the benefit of Bikkkus arriving from all four directions, allocation of grants for those who constructed and maintained danasala in different places like Sri Pada to have come under the king supervision. Mahavamsa says that Vijayabahu 1 during his rule in planning the city constructed darmasala in the city of Polonnaruva for Bikkus reaching the city from all four directions. This information proves that the Indian system had been followed in Sri Lanka.
According to Arthasatra it was the duty of the king to contribute to maintain all national and provincial roads including water ways. Road network includes all types of major and minor roads and they had to be constructed to proper standards with standards width. It was the duty of the king to find security to carts carrying goods for trade on trade rout and assign an officer for such duties. To supply water to travellers it was the kindness of the king to dig wells constructs ponds, and minor tanks by the road side. It was his duty to construct security huts at important chine hint plant fixed trees by the road side. In Chang-an city in China it is recorded that trees were at an equal distance of 30 ft. in the 3rd century BC. During the Mauyan Empire resting places were constructed after way 1.5 miles (half korsa) on the Grand trunk road from Pataliputra to Peshawar. Stone pillars were fixed of in every 3 miles. Present Anuradhapura Kurunagala road appears to be the same as the ancient road from Daladagama to Padeniya there were the ambalam after 1.5 miles respectably at Daladagama, Balalla, Kumbukvava, Kudagama and Padeniya. Existing ambalamas and this road belong to the Kandyan period. But there is evidence to say that they existed at the same places for a long period of time.
There is uniformity in the technique of construction among stone bridges as they were done mostly under the royal patronage. When examining the construction of stone bridges at Malvatu Oya, Kala Oya and Yan Oya it is obvious that the height and the strength of stone pillars were decided considering the water level of these rivers. Constructed with technique were the stone bridges at Malvatu Oya connecting northern and eastern high ways.Radatota and Palankadavala Bridges in Kala Oya, and the bridges over Mahakanadarava and Yan Oya connected to main roads. Main Bridges were connected over three stone pillars set across. Bridge across Kal Aru (tributary of Mahakanadara Oya) carrying lesser value of water was constructed only on two stone pillars. The bridges across Kal Aru at Puvarasankulama on the northern high way, across Kantale Ara on Anuradhapura Seruvila Road, across Pulliyanpota at Kayankani are constructed only on two stone pillars. Stone bridge at Mahkanadarava helps us to decide on the time frame and the technique of these stone bridges. Leaving a single stone slab, all remaining sabs survive up to date. This is a bridge constructed across aevince reaching Kanadara Oya. Kanad