ing 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. Kanadaravava as recorded in historical sources is identified as Kanavava and was constructed by king Mahasen. After the construction of the tank the stream was known as van ela(spill) after which the area remained a dry valley for most part of the year. The bridge remained well peeved as it was not to the heavy value of water that ran for centavos with the long and heavy monsoon rains. This shows that the bridge was constructed prior to the construction of the tank. Modern Kanadaravava were seen today had been developed and expanded during historical time and also after the independence with several agricultural projects. This bridge had been constructed applying advanced technology with a saved knowledge in the construction field between1st century BC to 1st century AD (Vidanapathirana,2016).
Information about officials who had administered the maintenance of road is seen in some of the Early Brahmi inscriptions belonging to 3rd century BC. Pareka-adika one of such officers had donated a cave according to the 1st century BC cave inscription at Annaikutti-kanda in Mihintale. Ward paraka-adika has been identified as a road inspector by Paranavitana. In a contemporary inscription at Periyapuliyankulama in Vavuniya district an officer who had donated a cave identified it has official name as asa-adika is defined as the superintendent of horses. The past sivaka-adika is also associated with road administration. This official name is identified as the one who looks after and superintendent of palanquins and the royal chariot. There is evidence up to the 3rd century BC tue that the services related to road administration were conducted and supervised by officers appointed by the road king himself.
Defining the word mag-mahavaridentified in inscription belonging to the 8th century AD to the 10th century AD it could be imposed that they were the officers appointed to administer the work related to roads and high ways. Although the nature of their services is not clearly identified and it may be that they were examine the main