October 2016

Western Region Megapolis Planning Project

Ministry of Megapolis & Western Development
 Western Region Megapolis Planning Project
Ministry of Megapolis & Western Development
Draft I

DRAFT 01
DRAFT 01
DRAFT 01
 LOGISTIC CORRIDOR
The Logistic Magnet of Silk Route

General Overview
 General Overview
The Western Megapolis is envisioned and conceptualized as the prudent Grand Sea Routes around Sri Lanka
Strategy for achieving two decisive interdependent transformations required in Sri
Lankas forward march to achieve the status of A High Income Developed Country,
namely spatial transformation of urban agglomerations in the Western Region is to be
achieved through structural transformation of the National Economy as a whole.

Colombo with its strategic location alongside one of the busiest sea-routes of the
world connecting South-East and East Asia and Oceania to Middle East and Europe,
has the potential of building upon its already prominent standing as an important sea-
port in the region to a Strategic Maritime Hub serving the Southern part of the Indian
sub-continent as well as all neighboring countries bordering the Indian Ocean and
beyond.

Sri Lanka has been a prominent maritime and trading hub in the Indian Ocean for
over two millennia of recorded history, primarily due to its strategic location in the
Indian Ocean. Its potential to re-emerge as a Strategic Maritime and Trading Hub is
further enhanced by re-emergence of the Indian Ocean as the economically most
vital Ocean in the 21st century, having lost its standing to Atlantic Ocean in the 19th
century and to the Pacific Ocean in the 20th century.

The potential for enhanced maritime, trade and logistics activities will be largely
Aviation destination from Sri Lanka
complemented and synergized by parallel development of an Aviation Hub. The
potential as a Maritime, Aviation and Trading Hub would be further strengthened by
the time-zone benefit. Sri Lankas investment friendly policies, its cosmopolitan society,
high education level, good living quality as well as environment at quality has also
positioned the country as a favorable investment destination in South Asia. Considering
the above and looking at the steady economic growth in South Asia, it is
rightful for Colombo and Western Region to position itself as one of main Regional Hubs
in South Asia, serving the southern parts of India and the smaller states in Indian Ocean.

The Proposed Logistics Corridor is aimed at tapping into this strategic opportunity to
grow logistics industries and manage the sporadic existing logistic activities. The
Logistics Corridor is envisioned to be the premier transport and logistics strip of silk route.
The project will consolidate and link existing and potential logistics activities in the
Western Region and the country. Multi modal connectivity such as dedicated roads,
expressways and railway links are proposed for freight handling and transportation.
Industrial clusters will be developed to accommodate different facilities such as
transshipment, dry port, warehousing, cold storage, vehicle repair, and cargo
distribution.

DRAFT 01
 General Overview

Current Location & Socio-Demographic Context

Proposed Logistic Corridor is located beside the Colombo-Negombo main road
(A3) in close proximity to Colombo Port & Katunayaka International Airport.

Internationally connected other nations through Colombo Port & Katunayake

Bandaranayake International Air Port

Locally connected with manufacturing zones and other regions through National Katunayake
Highways , Railway Network, Expressways BIA

Colombo
From Airport to Colombo port travel within 20 min through Expressway ( E 03 ) Port

Close proximity to Katunayake EPZ, Biyagama EPZ, Ekala Industrial Park,

Minuwangoda Industrila Park, Mirigama EPZ and proposed Industrial township

Boundaries
West : Colombo Katunayake Expressway (E 03)
North : Seeduwa - Kotugoda Main Road
East : Rail way Line
South : Wattala Hunupitiya Main Road

Land Extent : 126 Sqkm

The area is mixed with commercials, residential , Industrial uses & etc; congested
along the Colombo Negombo national highways

Key Facts ( Present Status)

Rsident Population Labor force Housing Stock Population Density

380, 000 300,000 95,000 3,050 Person/sqkm

DRAFT 01
 LOGISTIC CORRIDOR
The Logistic Magnet of Silk Route

Contextual Analysis
International ,Regional Context ,Rationale of logistic corridor
& Role of Colombo Port & BIA
 Contextual Analysis - International ,Regional Context
Trade competition between regions across the world has increased significantly, partly due to developments in
globalization and advances in technology. As a consequence, the strategic planning of a region to take
advantage of its position in the context of its connectivity function between key economic centers will play an
important role in the sustainable future of the region. In supporting industry and commerce within a region, relevant
governments will encourage regional investment and will work to align laws and regulations across boundaries to
free up global trade and transportation. This input is essential, because the global connectivity of a country and its
ability to retain and further develop its competitive advantage, requires a significant review of the way in which
the country interfaces physically, virtually and legally with the rest of the world. In addition, predominant strategy is
required that addresses a well-structured and relevant solution to the longer-term sustainability of a regions
economy in the global trading arena.

It is believed that the logistic industry can be seen as a major part of this strategy to sustainability of a regions
economy. From an economic perspective, the function of a logistic sector is to promote both internal and external
trade by providing more efficient transport and logistics services from at least one gateway that acts as the main
interface between the city/region and the international transport system. The reason for designating these routes as
part of a corridor is to focus attention on improving not only the routes in terms of capacity but also the quality of
the transport and other logistic services. Quality is measured in terms of the transit time, cost for shipment of goods
along the corridor, and the reliability and flexibility of the transport services offered on multimodal routes.

It is important to create a single point of coordination given the diversity of stakeholders and the large number of
government agencies that oversee different activities within a corridor. This coordination requires a public-private
partnership to address problems including investment in infrastructure, regulation of transport and trade, facilitating
improvements in private sector transport, and logistics. Integrated logistic services consist of major functions required
for international trade, including the following 5 elements.

Efficient port,
Storage (operation base for logistics industry),
Efficient transport network,
Collection and distribution of goods (international logistics companies), and
Cross-border arrangements.

These 5 elements of functions alone do not guarantee success of an international logistics center. Therefore
integrated logistic service of above five major functions as well as presence of substantial volume of market
demand is required for success of international trade. It was crystal clear that integrated of above key elements are
much needed for success and sustainability of the industry ; when reviewing the world success logistic centers such
as Singapore, Dubai, Shanghai, Rotterdam etc.

DRAFT 01

Singapore
The World Bank ranked Singapore as the No. 1
Logistics Hub in Asia & 5th in the World in the
2014 Logistics Performance Index. Singapores
seaport is linked to 600 ports in 123 countries via
200 shipping lines, with daily sailing to every
major port of call in the world, while its Changi
airport is served by about 6.800 weekly flights
connecting to 280 cities in 60 countries.
Singapore has become the preferred logistics
and supply chain management hub for leading
players across industries such as aerospace,
biomedical science, petrochemical, electronics
and telecommunications. Singapore is also a
global hub for third-party logistics providers
(3PLs), providing large scale services ranging
from air freight, customs brokerage, ocean
freight, local transportation, warehousing and
distribution to customized supply chain solutions
or other value-added services for products in or
transiting Singapore
Contextual Analysis - International ,Regional Context
Dubai United Arab Emirates
The foundation for the development was the
construction of the Jebel Ali harbor at the end
of the 1970s. Together with the adjacent free-
trade zone this harbor forms the heart of the
logistics center in Dubai. Jebel Ali has become
the largest container harbor between
Rotterdam and Singapore. It is ranked as one of
the major container harbors in the World. This
success is based on a good technical
infrastructure such as worlds largest container
cranes, which can load four containers at the
same time.
Today, the UAE and Dubai, in particular, are
trying to duplicate the development in ship and
harbor logistics in aviation. Its geographic
position, the emirate is striving to become the
most important air-freight hub between Asia
and Europe. The major economic centers of
Asia, with many residents and production sites,
are just a few hours flying time from Dubai.
Shanghai China
Shanghai is Chinas largest multi-platform
shipping hub, moving goods through air, sea
and rail. Its Waigaoqiao Port, which handles
over 60 percent of all cargo activity in Shanghai,
and was the first Free Trade Zone (FTZ) to be
approved by the Chinese National
Government.
Waigaoqiao is also renowned for pioneering
paperless customs clearance and streamlined
export procedures. Shanghais two airports
process over three million tonnes of cargo
annually, placing them among the top five in
the world. Their proximity to Shanghais seaports
(less than 40 km) allows products to be shipped
by both sea and air. Goods are also transported
via Shanghais railway system, which handles
over 12.7 million tonnes of freight annually.

The harbor and airport in Dubai are just 10

kilometers from each other and are directly
connected. The shortest transshipping time in a
transit between air and sea freight will be four to
five hours. The UAE has more than 400 logistics
service providers. Many are small agents. But the
number of larger, integrated logistics service
providers is increasing. Some even offer
complete logistics solutions for third parties.

DRAFT 01
 Contextual Analysis - International ,Regional Context

DRAFT 01
 Contextual Analysis - International ,Regional Context
LPI Performance 2014
Logistics Performance Index (LPI)
The Logistics Performance Index (LPI) developed by the
World Bank provides a comprehensive picture of supply
chain performance. LPI reflects perceptions of a country's
logistics based on six areas mentioned below;

Efficiency of customs clearance process

Quality of trade- and transport-related infrastructure
Ease of arranging competitively priced shipments
Competence & quality of logistics services
Ability to track and trace consignments
Frequency with which shipments reach the consignee
within the scheduled time

Top 10 Performers

Regional Performers

The current (2014) Logistic Performance Index Sri Lanka

stands at 89th position while other south Asian nations India
& Pakistan stands in 54th & 72th position respectively out of
160 countries. The other Asian nations such as Singapore,
China, UAE (Dubai) stands in the top 10 ranks in LPI.

DRAFT 01

The current (2014) Logistic Performance Index Sri Lanka stands at 89th position while
other south Asian nations India & Pakistan stands in 54th & 72th position respectively
out of 160 countries. The other Asian nations such as Singapore, China, UAE (Dubai)
stands in the top 10 ranks in LPI. The poor performance of Sri Lanka is due to many
backward effects of several factors such as infrastructure facilities, number of
shipments , custom clearance process etc
Logistics is the management of the flow of things between the point of origin and the
point of consumption in order to meet requirements of customers or corporations.
Value Added Service is a marketing advantage such as storage, inventory and
packaging, repackaging, labeling, assembling, blending and repairing goods. As a
logistics corridor, it performs a critical role in the supply chain of products and
services that involve cargo handling, consolidation of sea-air transit, transportation
and warehousing, distribution and assembling, and value added services, coupled
with comfortable accommodation in a well maintained guest-services can help the
area realize its potential.
With parallel to development of Colombo Port ( South Port & North Port) and
Katunayake Air Port and related other sectors, it is expected that foreign as well as
local investors will have a major role to play in the marine related export services
including such as: ship repairing and ship building, marine support industries,
rigging & offshore engineering, supply of spares, food, water and other goods,
medical evacuation and assistance, bunkering, maintenances services,
transshipment , entrepot trade involving import, minor processing and re-
export, off-shore business where goods can be procured from one country or
manufactured in one country and shipped to another country without bringing
the same into Sri Lanka, providing front end services to clients abroad,
Headquarters operations of leading buyers for management of finance supply
chain and billing operations, logistic services such as bonded warehouse or
multi-country consolidation in Sri Lanka.
With the purpose absorb those opportunities to the county in sustainable manner it is
planned to establish logistic corridor in western region While achieving top 20 rank
in LPI will be ultimate target in 2030.Therefore the logistics corridor can be a key
economic driver of this Western Region Mega polis as well as the country which link
highly competitive global trade.
DRAFT 01
Rationale of Establishing Logistic Corridor
The proposed logistic corridor is located beside the Colombo-Negombo main road
in close proximity to Colombo International Port & Katunayaka International Airport.
Colombo port with its strategic location alongside one of the busiest sea-routes of
the world connecting South-East and East Asia and Oceania to Middle East and
Europe, has the potential of building upon its already prominent standing as an
important sea-port in the region to a Strategic Maritime Hub serving the Southern
part of Indian sub-continent as well as all neighboring countries bordering the Indian
Ocean and beyond. Sri Lanka has been a prominent maritime and trading hub in
the Indian Ocean for over two millennia of record history, primarily due to its strategic
location in the Indian Ocean. The potential for enhanced maritime, trade and
logistics activities will be largely complemented and synergized by parallel
development of an Aero City.
The concept of a Logistics corridors represents a geographical
area with its main function being a logistical platform providing
appropriate logistics infrastructure and physical facilities (roads,
rail tracks, terminals and IT infrastructure) and substantial
existing logistical services (warehousing, distribution and freight
forwarding, consolidation, etc). However, in addition there are
a range of related business, value-added services (Such as
legal, finance and light assembling, packaging , labeling
factories and such light industries ) and social infrastructure
components (Including housing, education, health and
recreation facilities) that are necessary elements for the logistics
corridor to act as an integrated concept.

Role of Colombo Port
Port of Colombo plays a fundamental role in Sri Lankas port sector and economy. It
handles approximately 95% of Sri Lankas international trade. The Port of Colombo,
owing to its close geographic proximity to major arterial global EastWest shipping
lane and, its centric position to the greater Indian Sub-Continent and adjacent
markets, enjoys a unique strategic advantage, marking it as one of the worlds most
lucrative transshipment hubs for liner shipping.
Port of Colombo handled 4.91 million TEU in 2014, ranking among the top 30 ports in
the world. It has achieved 14% growth in annual container throughput in 2014
compared to 2013.
Port of Colombo handles a combination of domestic and transshipment container
cargo. Transshipment has accounted for around 75% of Colombos total container
traffic. Whilst there is almost no effective competition for domestic cargo, Colombo
competes with an extensive range of major hub ports to handle transshipment
traffic. The port has benefitted from its strategic location close to both the main east-
west trade lane and its close proximity to the large and strongly growing Indian
market.
DRAFT 01
Contextual Analysis Colombo Port
Since 2004 the proportion of ISC gateway traffic transshipped at the port (i.e.
including both relay and hub & spoke transshipment) initially increased from 12.9% in
2004 to peak at 15.1% in 2006, but then continuously declined to reach 10.7% in 2013
probably due to delay in upgrade/expansion of container handling facilities in the
Colombo Port. The SLPA executed a port expansion project to build a deep water
harbour basin (Colombo South Port) with space for three container terminals, each
with a capacity of 2.4 million TEUs. Among the three terminals planned there, the first,
South Container Terminal was built on BOT terms in 2013 adding 3 deep draft berths to
the Port of Colombo. This terminal is managed as a private terminal. With this
development, annual increment of container throughput of Port of Colombo was
accelerated from average 3% to 14% in 2014.
SLPA being the main service provider for the logistic activities in the border of the
country, is facilitating transportation and warehousing of cargo , providing
warehousing facilities for Low Container Load (LCL) cargo, Multi Country
Consolidation (MCC) business, bonded warehousing facilities and dangerous cargo
operation. Most of above logistic activities are exclusively vested to the SLPA.

Ports and port related industries are changed day by day with the development and
changes in the fields of technology, economy, environment etc. It generates new
challenges to operation and development of ports and port related industries.
These challenges could be identified as internal and external constrains.
Capacity Constrains :
There has been a long-term trend in the container market towards larger vessels
which provide operators with significant economies of scale. As a result of the trend
towards larger vessels within the global container fleet, hubs has come under
increasing pressure to provide facilities to able to accommodate the largest vessel in
the fleet, as well as ensure that vessels are handled as efficiently as possible, in terms
of quay and yard operations.
Land Constrains
Expansion of cargo operation and logistics in Port of Colombo have been confined
due to limited land availability for port business. In global context, a sufficient land
have been utilized next to the main commercial ports for port and logistic business to
harvest its maximum benefit to the country. This allocation exceeds 4000 ha in
Singapore Port and 9000 ha in Rotterdam Port.
Productivity and Technology
SLPA has a large workforce inconsistent with the throughput and standard of services
provided. As a public sector entity, the SLPA is constrained to some extent with less
autonomy for decision making. Although it employ an experienced, skilled and
qualified workforce the management systems dictated by bureaucratic rules and
regulations are not in consistent with present day corporate governance.
Financial Constraints
As a public enterprise, SLPA has to manage its financial requirements for
developments, operation and maintenance, wages and welfare by its own. At
present, SLPA spends around 40% of its revenue for wages of its employees. Due to
complex nature of port development activities, SLPA has to invest colossal amount of
money for development projects. However, timely development of port facilities is
essential for the Port of Colombo to maintain its hub position in the competitive
regional market. Therefore, SLPA will always has to depend on bank loans to
implement port development projects and need to allocate considerable portion of
its revenue to repay these loans. Therefore, the present Equity to Debt ratio in SLPA is
unhealthy.
DRAFT 01
Contextual Analysis Colombo Port
Development of Regional Hub Ports
Southeast Asian hub ports such as Port Klang, Tanjiung Pelepas, Singapore and Middle
East hub ports such as Salalah, Jebel Ali, Khor Fakkan serving ISC market directly
compete with Port of Colombo for transshipment business. High efficiency, facilities and
offered concessions of these hub ports often challenge the competitive position of Port
of Colombo.
Development of ISC Ports
The Port of Colombos transshipment market is largely depend upon Indian cargo,
especially to/from South and East Indian ports. The Port of Colombo is commonly used for
west bound traffic from the east coast of India, and for east bound traffic from the west
coast of India. The Colombo Port would face increasing competition from Indian Ports
due to increase in direct calls to Indian Ports and also the potential for Indian Ports to
develop as competing regional ports. Direct calls to ISC ports, specially to those on the
west coast, have increased but in response Colombo has developed a role as relay hub
for this market. The east coast ports remain constrained. Congestion at ISC ports has also
seen carriers divert ISC cargo into Colombo so as to avoid congestion at major ports such
as Jawaharlal Nehru Port Trust (JNPT).
Transportation of Containers and Traffic Congestion
Approximately, 25% of the containers handled in the Port of Colombo are domestic
(import and export). Some of imports have value added as part of a Multi Country
Consolidation (MCC) process and are re-exported. The balance domestic cargo
transported from/ to the Colombo Port via national highway network. This has led to
many indirect issues, mainly traffic congestion inside and outside immediate vicinity of
the Colombo Port.
 Contextual Analysis Colombo Port

Annual Capacity
Container Terminal Depth (m) Length (m)
(TEUs)
Jaya Container Terminal -11.3 to -15.0 1200 2.45
Unity Container Terminal -9.0 to -11.0 590 0.30
South Asia Gateway Terminal -15 940 1.95
Colombo South Container Terminal -18 1200 2.40

DRAFT 01
 Contextual Analysis BIA
Role of BIA
Bandaranaike International Airport (BIA) is the main airport in Sri Lanka serving both
domestic and international travels. Currently, the airport has a single runway and
handled 7.7 million passengers per annum in 2014. The total tonnage of cargo BIA
handled in 2014 is 209,417 metric tonnes.

As the Katunauyake - Bandaranayake International Airport (BIA) continues to grow

and evolve as an alone airport till it had been started. With the regional economic,
finance and political potential, and the international recognition as a strategic
airport within the region serving both domestic and international travels have been
the character.

It is evident that the countries like Korea, Singapore, Malaysia, turned around as
they became Asian economic miracles when Sri Lanka disintegrated socially,
politically and economically. This was mainly because Sri Lankas policy framework
failed her despondently to maintain a sustained rate of economic growth. It is this
situation that is often referred to as a lost opportunity. As our countrys economic
policy was based on traditional agro based primary level exports. With the
limitations and non-technological and innovations, on such traditional local
resource based economy has, Sri Lanka fail to drive to an economy of developed
As the global economy grows and becomes more interconnected, Europe, Asia
nation.
pacific, and the Middle East have become higher rate of developing regional airport
cities, with the Sri Lanka is a central location along the trade route of the modern
business world, connecting both East and West.Sri Lankan Airlines is a highly
recognized global carrier, serving 45 destinations in 25 countries across Europe, the
Middle East, South Asia, South East Asia and the Far East.

According to the report of world airport traffic report 2009 done by airport council
international (ACI), BIAs world rank in terms of;

Passenger movements is 259.

Air craft movements rank is 518.
Cargo handling BIA ranked in 107 in world wide
 Current Challenges in Logistic sector Sri Lanka

Cargo de-stuffing delays due to equipment

shortages at the Port for Import cargo

Shortage of warehouse space at the Colombo

port resulting cargo being damaged/pilfered
for LCL shipments

Increase of Cargo scanners needed for fast

turnaround of Import cargo

Transport delays in containers entering the Port

for Export cargo

Airport Cargo village needs to be improved to

cater to faster operation (Infrastructure)

Railroad freight transport to be looked at for

cargo coming from far Zones. Example:
Apparel cargo from the North to Colombo

Look at having Advance shipment clearance

facilities for Imports like in countries like
Singapore

To formalize the Customs 24 hour operation

along with other connected authorities

DRAFT 01
 LOGISTIC CORRIDOR
The Logistic Magnet of Silk Route

Contextual Analysis
Local Context of Planning Area Connectivity & Transport Network,
Land use and Land Cover, Environment, Socio-cultural context & etc
 Current Population & Housing Distribution Pattern
The existing population of Western Current Population Density Pattern Current Housing Density Pattern
Region is around 5.8 million and
represents 28% of Sri Lankas total
population.

According to Census & Statistics

data the Logistic Corridor consist
approx. 380,000 resident
population . It is around 6.5 % of
the Western regions population

Highest Population densities spread

around city center and along the
Colombo Negombo road
corridors & Special residential
areas like Niwasi pura etc

The existing Housing Stock of

Western Region is around 1.4
million and logistic corridor Housing
Stock is around 95,000 which is
represent 8 % of regions housing
Stock.

Same as the population density

pattern; highest housing densities
recorded along the Colombo -
Negombo road.

DRAFT 01
 Current Connectivity & Transport Pattern
To
Road transportation is the dominant mode of travel in the Western Region. Roads form the Negombo

backbone of public transport and connectivity to other modes. Also Railway plays another
important role of passenger transportations daily. To
Minuwangoda

Logistic Corridor has directly connected with E 03 Colombo Katunayaka Expressway, Outer
Circular Highway (OCH) from Kerawalapitiya Kadawatha section which is under construction &
Colombo Negamobo Main Road & several Minor Roads which links with main towncenters of
the area .

Colombo Kandy main railway line and Colombo Chilaw Railway Line has gone through the To
area. Ragama is the key junction of railway from both side which mention above. To
Bopitiya
Gampaha

Railway play a major role of passenger transportation with adjacent regions such as
Gampaha, Negombo etc
Most of Interior minor roads conditions are fairly good

Traffic congestion increased along the Negombo road in peak hours in the morning and
Afternoon
Railway has underutilized in terms of logistic transportation.

To
Kadawatha

DRAFT 01
 Current Land Use Pattern & Green - Blue Areas

DRAFT 01
 Current Social Cultural Facilities
Social Infrastructure such as Health , Education, and Religious facilities has already established
where the population distributed .

Ragama area dominant with health facilities.

Teaching hospitals
Colombo North Teaching Hospital, Ragama
National Hospital for Respiratory Diseases (Welisara Chest Hospital)
Welisara Rheumtology and Rehabilitation Hospital, Ragama

Divisional hospitals (type A)

Kandana Divisional Hospital, Kandana

Primary medical care units

Vijaya Kumaratunga Memorial Hospital, Seeduwa
Ja Ela divisional Hospital

Several private hospital also located around the Ragama area including Hemas, Browns, Lesions &
Peoples

Religious Places such as Walpola temple, Tewaththa church, also located in the area.

Popular school like De mazadons , Kandana, St. Anthanes College etc located in the area.

DRAFT 01
 LOGISTIC CORRIDOR
The Logistic Magnet of Silk Route

SWOT Analysis
Strengths - Weaknesses Opportunities - Threats
 SWOT Analysis

S W
Strategic geographic location in
international shipping route
Colombo is a major port of call for
more than 30 main lines including
almost all the top container carriers
and more than15 feeder carriers.
Strong regional linkages with
industrial cities through highways.
Government is pro-active in opening
doors for businesses through bilateral
and multilateral initiatives e.g. FTAs.
Easy access to CK-Express way, A3
Highway, railway and service roads
Close proximity to main business
centres Banks and financial hub
(CBD) of the region
Close proximity Katunayake
International airport with expansion
potentials
100% coverage of reliable electricity
Significant coverage of land &
mobile telecommunication & high
speed broadband connectivity
Availability of developable lands
close to port, airport and
expressways
Availability of educated labour force
and talented youth
Relatively flat terrain
High Density built-up area along the
high way of proposed corridor
Lack of an appropriate land policy
Relatively high costs of operation
Industry is fragmented and lacks
scale
Ad-hoc land development
Underutilized bandwidth of data
connection
Inadequate technological
capabilities
Traffic congestion during peak hours
Increase of private vehicles on roads
Sitting of industries in ad-hoc manner
Rigid policies and rules
Lack of skilled labourers/ skilled
labour migration/ brain drain
Underutilized economic infrastructure
(Port and Airport)
High land prices due to govt.
institutions interventions
Low-lying areas under seasonal
flooding
Lack of proper drainage system
Land fragmentation
Encroachments of the
environmentally sensitive areas
Political interference
encroachments
Existence of polluting industries
O T
Expansion and development of Construction of Ports in subcontinent
Colombo port Competition with neighbouring
Construction of a city around the countries
Airport (Airport City) Other governments are aggressively
IT/BPO Software Product Engineering improving their logistics infrastructure
and Financial Services outsourcing and marketing themselves as
Potential for Export market oriented logistics hubs, giving rise to intense
industries and value added process competition
Nonpolluting value added Industrial No continuation of national policies
Development No Legally established system for
Leverage on Sri Lankas good national level policy preparation and
connectivity to the Asia Pacific institutionalization/ National think
region tank system
Supporting government foreign Poor law enforcement
policies Local professional are not appraised
Interest of Private sector Investors in development efforts
Establish a reputation as a secure Professionals tempted to migrate out
logistics hub of country
Potential for Direct foreign Deliberate drive for Social unrest
investment Crimes
Encourage migration of population Unskilled youths
into the Province Politically motivated development
Development of compact city efforts
development Land speculation
International shopping malls
Creating a Free Port
World class Higher Education and
on health institutions
Educational and information
technology (IT) hub in Asia
Internationally accepted banking
and securities and exchange system
Tax free and economic instruments
International recognition
Investors choice

DRAFT 01
 LOGISTIC CORRIDOR
The Logistic Magnet of Silk Route

Vision; Goals & Directions

 Vision & Goals

The nation to become premier in logistics with vigorous maritime, aviation,

and land transport capabilities supporting the global economy in 2030

Goals:
Systematically consolidate and link logistics activities to minimize congestion and maximize efficiency.

Develop specific clusters to accommodate transhipment facilities, storage, collection and local level distribution of cargo.
Develop and demarcate areas for ancillary facilities and residential development
 Directions / Strategies

CLEAN & GREEN WELL DEVELOPED

JOBS & HOMES FOR ALL QUALITY LIVING
ENVIRONMENT INFRASTRUCTURE

150 Km of upgraded public transport

620,000 Resident Population &
100, 000 new Jobs by 2030
More than 40% area reserved for Green Parks and Public Facilities within 5-10
corridors, & modernization of railway
and Blue Environment
2030
minute walking distance

Promote large scale logistic clusters Create a network of parks and Plan strategically to allow easy Ensure public transit is within 10 min
which include warehouses , storage greens by integrating the village transfer between different modes of distance for all
facilities , multimodal facilities, light ponds transport ( Expressways, Highways,
industries, etc Railways ) Convenience of neighborhood
Ensure access to park for every center amenities within walking
Create economical benefits & new citizen within easy walking distance Develop a highly efficient road distance
job opportunities through port network which create easy access
expansion Make productive use of natural Safe environment with universal
features on the site without Encourage high percentage of access for all ages
Create opportunities for existing damaging them modal share using public transport
dwellers to upgrade skills Provide opportunities for learning and
Reserve most of the waterfront along To develop an integrated multi- enhancing careers within the City
Encourage home ownership to Ma Oya & Major tributaries for public modal transport and Region
create a sense of identity for citizens use
Expand the port operations & Provide excellent health care
Provide sufficient affordable housing Reserve high value agriculture land infrastructure facilities at quick distance
to cater to the needful ( Middle as no development zone wherever
Income Housings ) possible Ensure ample opportunities to live,
work, learn and play
Phase out logistic clusters strategically Utilize the natural features such as
for long term sustained growth forest and hills to create a regional
green network.
Create a favorable policy framework
to implement and support the Create an image of city sitting within
development the water and greens

DRAFT 01
 LOGISTIC CORRIDOR
The Logistic Magnet of Silk Route

Conceptual Planning Proposal

 Macro Economic Context & Demography Projection
The Western Region is economically the most developed region in the country as demonstrated by a high
concentration of economic activities, services and infrastructure facilities. An important measure of this
concentration is the fact that nearly 42% of the share of the Gross Domestic Product (GDP) is generated within
this region. More than one third of total employment in the country is also generated in this region. Given the
economic significance of the Western Region in relation to the rest of the country, the Western Region has
been considered as more appropriate to accelerate economic growth than spreading development
throughout the country, which is more costly and less effective. This focus is aimed at developing this region to
attract investment, promote economic and business activities, develop international linkages through trade
and information technology and invite people to live and work.

Considering the high growth momentum, the GDP for Western Region is projected to reach over 214 billion
USD & the government targets the per capita income in Sri Lanka to triple to around 12,000 USD by 2030. This
will see per capita income in Western region grow to US $ 24,000 from present US $ 4,500. This is assuming an
average annual growth rate of 7-8%. Western Region Megapolis Plan will expect around US $ 96 bn
investment in 2030 to achieve ultimate vision of the region. According to projected economic scenario under
WRMPP; total investment planned for the development of infrastructure and support services in logistic
corridor, has been estimated as US $ 12.5 billion by 2030. Out of this investment, it is expected that almost 1/3
of investment through foreign private investment and the balance through public sector and local private
investment.

According to views of logistic sector specialists even though high literacy rate in the country; still there has a
shortage of skilled logistic and supply chain professionals. The estimated employment in the Zone would be
approximately 250,000. The employment generation capacity of the zone will be limited due to high
concentration of the use of capital intensive technologies in the provision of production and service provision
activities.

The estimated contribution to GDP of Western Region through logistics corridor is estimated at US $ 20 billion by
2030 indicating per capita income around US $ 25,000 by 2030.

Proposed logistic corridor has comprised around 126 sq. km2 of land of Western Region which is included
several land parcels of Wattala, Ja-Ela, and Minuwangoda DSDs. The projected residence population in
proposed corridor is about 680, 000 which is around 8% of Western Region population. According to census
data current population is approximately 380,000 which is represent 6% of regions population. With the
proposed development across the region, projected economically active employed population of the
logistic corridor is 244,806 in 2030. During the plan period it is expected to create 100,000 new job opportunities
for skilled labors in different fields.
Current housing stock (2012) of the logistic corridor is around 94,588 and it will projected to increase around
200,000 in 2030. The gross housing density of the area will almost double during the plan period. At present it is
750 housing units per sq. km which is almost twice the existing gross housing density of the region. Considering
population & housing distribution pattern of the corridor it is clear that the density is much higher along the
Colombo- Negombo main road (A3).
DRAFT 01
 Concept Plan
Key Strategic Approach :
To
Negombo

To build upon its existing port facilities and expand its services to consolidate cargo
distribution, transshipment and handling activities To
Minuwangoda

Develop a highly efficient road & Rail network which create easy access & link between
Port and logistic centers (including National highways, Expressway Links, Railway links)

Develop specialized large scale logistic clusters

To
To Gampaha
Bopitiya
Develop mini logistics hub with multimodal access

Expand & density the existing town center to cater to future demand to town centers and
other neighborhood centers

Spread out the High density residential areas to low risk livable areas

Establish public green spaces/recreational spaces close proximity to high density residential
area
To
Kadawatha

To
Colombo

DRAFT 01
 Proposed Connectivity Plan
To
The need of an efficient transport infrastructure is mandatory for development and WRMPP Negombo

has identified the need of improving the existing transport systems.

To
Minuwangoda
Transportation management plan consist of integrated approach for road, rail, expressway
modes. Also it is important that efficient link to commercial capital ,Colombo port and
Katunayake international airport through expressway and other modes are necessity for
the functional efficiency of logistic corridor.

The Plan will provide efficient connectivity system for its people to have easy access to
facilities. Employment opportunities in logistic services, industrial sectors will be distributed to
proposed growth areas or townships to ensure that there will be jobs available near home. To
It is anticipated that well-planned essential facilities such as health, education and basic To
Bopitiya
Gampaha

recreational facilities like public spaces; parks, public pool and sport facilities will be
provided in easily accessible distances.

Proposed Logistic Corridor is the one of strategic planning area which identified in WRMPP.

Roads within the logistic corridor are essential for providing easy access to the logistic
centers and port. Heavy container traffic demand which is expected in the future must not
obstruct the existing main roads. The new bonded highway along the railway , railway
transportation has considered for container transportation in 2030. However it must need to
clear through detail feasibility study.

In short term plan it must be considered the container transportation through Expressway
under compensation methods. With huge toll fee container transport has discouraged. Use To
of expressway for that will reduce the traffic congestion on the main roads Kadawatha

Logistic Corridor between Port & air port has proposed to linked with;

National Expressway System (E 03 Expressway/ OCH)

National Railway line ( Colombo Chilaw/ Main Line)
National Highways ( Colombo Negombo road)
Alternative Roads which linked with main urban centers & logistic clusters To
Colombo

DRAFT 01

Proposed Expressway Development
Outer Circular Highway (E02) phase III which link
kadawatha & kerawalapitiya has already started the
construction. It will expected to completion at 2019
June. Total length of this phase is 9.63km and consists
with four lane. This will provide more connectivity to
the region from down south & north east regions.
Proposed Road Development
It will not adequate lane capacity in the main road
corridors where the clusters directly linked. Therefore
it is proposed to developed those identified roads
with parallel to establishing the logistic clusters.
The Aluth Mawatha road which going parallel to
Negombo road ; is proposed to upgrade up to 4
lane up to Bopitiya- Ja Ela & this will linked to
proposed Ekala Logistic cluster. This will also
proposed to link to Kerawalapitiya Interchange &
Wattla town center by upgrading additional two
link roads. This will divert the traffic from Negombo
Colombo main road.
Proposed Connectivity Plan
Proposed Railway Development
WRMP Plan 2030 has identified railway modernization
with electrification and the modern system with
track improvements, station upgrades and signal
system upgrades to attract more ridership for railway.
For the purpose of future logistic transportation, the
proposed logistic zone area proposed to link with
railway line. The feasibility for short distance logistic
transportation through railway has to studied before
its operations. From Thudella Station; diversion has
proposed to Ekala logistic cluster for multi modal
terminal.

Length
Proposed Road Upgrading (Km) Proposed Multimodal center
Proposed Bonded Highway (Tentative) Ragama has proposed to multimodal center
If there is an easy access between Colombo port and Aluth Mawatha Road , B152 Road up to Ja development. Railway station play a vital role in
Katunayake logistics area, it will attract major 21 passenger transportation daily. In addition to
Ela, via Bopitiya up to 4 lane road
investors in the region. Under this project an elevated scattered bus terminals and parking facilities will
highway will be constructed connecting Colombo Kerawalapitiya IC to Bopitiya Road up to 4
5 improved.
Port to the Katunayake airport parallel to the existing lane road
railway line mainly targeting freight transportation. Wattala to Bopitiya road Up to 2 Lane
This will serve only the logistics areas which have been 3
Road
identified in the Megapolis Project and the Port.
Mahabage Kadawatha Road up to 4
11
land road
Ja Ela Kotugoda B111 road up to 4 lane
8
road
Ja Ela Ganemulla road via Niwandama
11
up to 2 lane road
Udammita road up to 2 lane 6
Bopitiya Ekala Link 2 lane 9

DRAFT 01
 Proposed Logistic & Industry Development Plan
The development of logistics zones has been an important component of
globalization because the growth in international trade and the related material
flows requires activities supporting their consolidation, deconsolidation,
transloading, and light transformation. The growth of these functions has
proportionally increased the demand for land. Logistics zones are places that group
activities dealing with freight transportation (freight forwarders, shippers, transport
operators, customs) and related services (storage, maintenance and repair) within
a defined, and often planned, area.

The range of functions of logistics zones ranges from simple cargo consolidation to
advanced logistics services. Many locations not only have assumed a significant
number of traditional cargo-handling functions and services, but also have
attracted many related services, such as distribution centers, shipping agents,
trucking companies, forwarders, container repair facilities, and packing firms. Two
drivers have been particularly prevalent in the emergence of logistics zones:

Complexity of freight distribution.

Due to the long distances over which supply-chain management is being
conducted, intermodal and distribution strategies must be accommodated at
strategic locations, such as gateways. Also, due to complex supply-chain practices,
additional operations need to be performed on the cargo and the loads in transit.
Massification.
The quantity of cargo being handled, as well as its concentration at specific
gateways and along corridors, has favored the emergence of large logistic-zone
complexes at strategic locations.
A typology of logistic zones suggests four major forms:
Port-centric logistics zones,
Inland ports,
Logistics parks, and
Freight villages.
Each fits a specific role and function within a national transportation and freight
distribution system.
Port-centric logistics zone
A port-centric logistics zone is a logistic zone that has been planned in co-location or
in proximity to a port terminal facility. It supports freight distribution activities directly
related to maritime shipping and thus has a dominant international trade orientation.
The common value proposition of port-centric logistics zones is the availability of land
next to a port terminal and the availability of labor, which is generally available in a
port city. The availability of land near the post facilitates freight distribution and
inventory management since the containers can be easily picked up or dropped at
the terminal facility. Empties can immediately be brought back from the terminal,
improving their utilization. Container weights are not bound to national road
restrictions, allowing for higher container load factors and related shipping
economies. The added security at port-centric logistics zones is also a positive factor,
particularly in developing countries. With growing traffic levels, port terminals and
port-centric logistics zones are often complemented by satellite terminals such as
inland ports and logistics parks. These facilities assume functions that either have
become too expensive at the port, such as warehousing and empty container
depots, or that are less bound to a location near a deep-sea quay.

DRAFT 01
 Proposed Logistic & Industry Development Plan
Inland port
An inland port is an intermodal facility typically
located some distance from a seaport gateway
and designed to facilitate international trade by
providing multimodal transportation assets and
value-added services at a single site. Strategically
located inland ports could contribute to increasing
container flow and solving port-related congestion
and pollution problems. Three fundamental
characteristics related to an inland node are listed
An intermodal terminal, either rail or
barge that has been built or expanded.
A connection with a port terminal
through rail, barge, or truck services,
often through a high- capacity corridor.
The connection promotes the
development of scale economies in
inland freight distribution.
An array of logistical activities that
support and organize the freight
transited, often co-located with the
intermodal terminal into logistics parks.
These activities complement
international and domestic transport
services by providing intermodal
connectivity and a wide range of
services related to cargo processing,
storage, consolidation, distribution, and
customs brokerage.
DRAFT 01
Logistics park
A logistics park is a planned zone composed of
distribution centers and light manufacturing activities,
commonly located near an intermodal terminal. It
provides geographical advantages in terms of
accessibility, land availability, and infrastructure, as
well as operational advantages in terms of favorable
regulations and economies of agglomeration. It is
common to see this type of logistic zone emerge after
the construction of an intermodal terminal as a
promoter seizes an opportunity to provide land for
logistics.
Freight village
A freight village is an integrated logistic zone that
includes distribution centers and supports activities
such as office space, hotels, and restaurants. A freight
village focuses on the service and transactional
dimensions of freight distribution and could exist in a
context where limited freight distribution is taking
place. It does not require an adjacent intermodal
terminal, but a terminal is commonly in vicinity. A
freight village can also be linked with an airport
terminal since high- value air freight is intensive in
transactions. The definition of a freight village is
subject to interpretation and, in some cases, logistics
parks are labeled as freight villages, but the term
should be reserved for cases in which a high intensity
of freight-related services are clustered within a
logistics zone.
The development of inland ports and logistical zones is
an emerging paradigm. The growing focus on inland
ports indicates that transport development strategies
are gradually shifting inland to address capacity and
efficiency issues in the light of the establishment of
global supply chains
 Proposed Logistic & Industry Development Plan
To
Port-centric logistics zone Improves use of port real estate. Negombo

Facilitates imports and exports (direct access to port terminal).

To
Reduces local congestion. Minuwangoda

Inland port Promotes modal shift (if connected by rail).

Reduces port congestion (relocation of some port activities; e.g. container
depots).
Facilitates economies of scale in inland distribution (corridors).
Lowers last-mile transport costs (co-location).
Logistics park Creates economies of agglomeration for freight activities.
Lowers operational costs (e.g. joint infrastructures and utilities).
To
To Gampaha
Freight village Promotes the development of logistics services firms. Bopitiya

Proposed Logistic corridor has identified three major clusters for logistic purposes.

Cluster 01 Ja Ela Ekala Logistic Cluster

Cluster 02 - Welisara Mabola Logistic Cluster
Cluster 03 Peliyagoda logistic Cluster
Analyzing the future development pattern &current logistic operations ;It has identified that the
concepts of inland port ; logistic park can be applied in above mentioned areas.

To
Kadawatha

To
Colombo

DRAFT 01
 Proposed Logistic & Industry Development Plan
The most important infrastructures of Logistics parks are the warehouses and the Railway Terminal /multimodal centre
Intermodal terminal. The warehouse is the infrastructure where the transport Container Handling Facility
operator mostly performs his business. There are different types of warehouses, Security & Custom Clearance facilities
depending on the activity the transport operator deals with and the freights it Warehouses / Storage facilities ( Temporary & immediate situations)
handles. Weighing Centre
General warehouses for storage Office Space
Large warehouses (for logistics activities) Parking Facilities
Warehouses with rail-road interchange Sewerage Pumping Station / Treatment Plant
Warehouses with raised docking bays Strom Water Retention Ponds
Air-conditioned warehouses Water Treatment Plant / Water Storage Tank
Intermodal Terminal Solid Waste Management Facility Area
The intermodal terminal is composed of one or more tracks linked to the main
railway arteries and a large area used for dealing with all the train loading and
unloading operations.

Proposed logistic park has consisted with following key component :

Warehouses
Storage facilities
Container depot,
Cooling facilities,
Freight Forwards Zone;
Consolidation
Light industries (Packing, Sorting & labelling etc., )
Administration Centre
Security Office
Banking ,Financial ,Postal & Communication Service Area
Research & Development Centre
Fuel/Gas Station
Vehicle Maintained Centre- Work Shop (Garage/Service Station Etc)
Waste Water Treatment Plant
Fire Fighting/ Rescue Facilities
Medical Centre
Education & Training Centre
Parking Facilities
Grid Substation
Hotel, Restaurants
Convention Centre

DRAFT 01

Government role: To keep competitiveness of industries, the government has to
lead the way to assist the logistics industries. For instance, the idea of freight
village of city logistics provides the environment to promote logistics efficiency
and to reduce operation costs. However it involves large of investments and
some problems relating laws and national policies. Without the lead and support
of government, achieving the plan is difficult.
Growth of international goods transport: The up-growth of international freight
transport is contributed by several factors. Firstly, the blossoming of E-commerce
pushes ahead the international business activities. Secondly, the change of
production strategy need international cooperation, e.g. importing the semi-
finished products from countries with cheaper human resources to those with
higher technology to assemble the final goods.Thirdly, the pressure of globalized
market, such as World Trade Organization (WTO), pushes local industries to
promote themselves to reach an international standard and face the worldwide
competition.
Improvement of services: Providing a good customer service becomes a
necessary requirement of business operation with the intense competition of
global market. The quality of services is the main factor to affect consuming
behavior among the enterprises with high similarity. The service systems involve
several developed techniques now, such as Efficient Consumer Response (ECR)
and Quick Response (QR). In the near future, more new techniques would be
applied in providing better services for customers.
Revolution of logistics operation: IT techniques and its products bring efficiency
and fluency to the logistics systems. Radio Frequency ID (RFID) is one of these
techniques. The main difference between the bar-code system and RFID is that
RFID does not need the action of scanning the barcode on goods. RFID could
save manual operation time dramatically.
Shorter product life cycle: With the current trend, the merchandise design is
changing day by day, and therefore, the product life cycle is shorter and shorter,
especially in computer science. To confront the impacts, logistics system must
improve its efficiency and reliability of goods delivery. Otherwise an inappropriate
logistics system would hinder the competitiveness of new products and the
business profits.
DRAFT 01
Proposed Logistic & Industry Development Plan
Improvement of logistics facilities: The advancement and development of
logistics are based on several techniques and complete theories. High-tech
facilities and systems, e.g. ITS, could bring more possibilities and advantages to
logistics. For example, the improvement of related facilities, e.g. Forklift Trucks, is
necessary for transport efficiency. In the future, factory automation is the main
target for the whole supply chain procedures. It could help to improve efficiency
and also reduce the operation costs.
Channel cooperation between companies: In order to save the logistics costs,
a key concept is to maximize the usage of available transport capacity.
Integrating the logistics demands between numerous departments helps achieve
this purpose. In practice, a conglomerate could develop its own logistics service
for the branches. For some medium size companies, they could cooperate
transport channels with others.
Specialized logistics delivery: One of the notable trends of logistics industries is
specialized delivery service. For instance, delivering fresh food from the place of
origin needs low-temperature containers. Compute chips, gases and petroleum
need particular conveyances to carry. These demands are rising since the
products became more and more delicate.
Logistics centers: The development of logistics centers is good for industry
promotion and the development of national economic system. Logistics centers
could successfully shorten the distance between production and marketing
vertically and also integrate various industries horizontally, and thus decrease the
costs. Governments can propose special areas for storehouses and logistics to
reduce land acquisition. The future logistics will cooperate e-commerce, the
Internet and the newly door-to-door service to create new business prospects.
Freight transport: The alliance between middle-small size delivery companies is
an important trend in the future. The strategy could help to expand service areas
and increase service quality, and meanwhile raise the loads of single trips to
reduce delivery costs.
 Proposed Port Development
Port Development Plan : Phase 01
Completion of East Container Terminal (ECT)

Commencement of construction of West

Container Terminal - I (WCT- I)

Construction of Port and Shipping Business

Center

Development of Bandaranayake Quay as a

Passenger Terminal

Shifting of conventional cargo to JCT I & II

Establishment of CFS for LCL in JCT I & II

Allocation of SAGT and JCT III & IV for feeder

handling

Establishment of Cargo Inspection Facilities

close to the Port of Colombo

Development of CFS Operations and Cargo

Value added Services in Land adjacent to
Colombo.

DRAFT 01
 Proposed Port Development

Port Development Plan : Phase 02

Extension of Colombo South Harbour (CSH)

Breakwater

West Container Terminal II

Improvements to UCT, PVQ and Guide Pier for

conventional cargo operation

Commercial developments in JCT I & II

Development of Yacht Terminal

DRAFT 01
 Proposed Port Development

Port Development Plan : Phase 03

Improvements to UCT, PVQ and Guide Pier for

conventional cargo operation

Commercial developments in JCT I & II

Development of Yacht Terminal

Development of Colombo North Port A

Development of LNG terminal and Oil berth

Extension of Feeder Handling Area

Real Estate Developments in SLPA Lands around

Beira Lake

Construction of High-rise Quarters for SLPA

Employees

DRAFT 01
 Proposed Port Development

North Port Development : Phase III Port B

Phase Three includes the CESMA International, Megapolis Plan 2003, New North Port
Phase Three proposal.

The subsequent phase of the New North Harbour B development will involve an area
of 350 ha. About 250 ha on new reclaimed land can be dedicated to port related
operations and another 100 ha on land side will be for port related commercial and
mixed developments.

The proposed reclaimed areas in this phase have the capacity to accommodate 9
main container berths and two feeder berths.

Projected TEU Handling Capacity (Mn)

Projected TEU Handling

Project Phase
Capacity ( Mn)
Current TEU handling Capacity 7.1

After completion of WCT extension 14.3

After completion of ECT SAGT back to back terminal 25

If North Port A Implemented 35

If North Port B Implemented 50

DRAFT 01
 Proposed Air Port Development

Proposed Aero city development targeted 100,000 Mt air

cargo handing in 2030.

Following key component proposed in Aero city 2030 plan

Northern Runway
Business City
Aeronautical University
Eco Park
Logistic site
MMTH
Shopping Complex
Road Development (Newly onstruction/Expansion)
Monorail/ Light rail Development

A proposed Aero city development has identified logistic

site
Storage facilities
Offices
Light commercial
Warehousing
Airside-groundside logistics
Air cargo terminal
Freight forwarders zone / facility management zone
Dedicated on-site parking

DRAFT 01
 Proposed Urban Hierarchy & Commercial Development Plan
To
As a result of Development Pressure Analysis and Environmental Negombo
Sensitivity Analysis of logistic Corridor, following town centers are
identified for the improvement in hierarchical order which divided To
Minuwangoda
in to 4 strata considering above facts.

1st Level City 1st Level City Ja Ela; Wattala

Mixed use commercial developments have largely been planned
along main road corridor.

2nd Level 2nd Level Town Centers Seeduwa, Ekala, Ragama, Welisara,
Town Centers
Kandana, Peliyagda
To
To
3rd Level
Town Centers
3rd Level Town Centers Kotugoda, Niwandama, Bopitiya
Gampaha

Batuwatta,Walpola, Niwandama

Neighborhood centers
Neighborhood
centers

As illustrated in the township model, small-scale village

neighborhood centers and markets are proposed within the
existing residential areas. These centers will provide daily need
shops. and act as a gathering point and interaction space for
those communities

To
Kadawatha

To
Colombo

DRAFT 01
 Proposed Green & Blue Network Plan
To

Existing paddy fields and water bodies are essential for the urban design features, flood retention and Negombo

agriculture use in the area. Also the network of paddy fields and river banks have the potential to use
To
for public purposes and transportation. The following uses are proposed in line with the green blue Minuwangoda
plan.

Use of river banks and paddy fields as green connectors (public paths) Wetland Park

Use of paddy network for eco tourism purposes

Utilize abandoned paddy lands for other crops

Use Cannel and marshy areas to create wetland park close to residential areas To
To
Gampaha
Bopitiya

Wetland Park
Compatible uses with green- blue network; Wetland Park

Bird watching
Jogging track
Piers
Boating Services
Cycling facilities
Cafeterias/restaurants
Parking
Visitor centers
Resting areas
Walking ways Wetland Park
Shuttle services
To
Kadawatha

Wetland Park

To
Colombo

DRAFT 01
 Proposed Residential Plan
To
Negombo
The Western Megapolis has a broad goal of Creating Smart Livable Places to its all
community while providing adequate affordable and quality housing, develop safe, healthy To

and livable neighborhoods in designated compact cities, promoting sustainable Minuwangoda

neighborhoods that have mixed-income housing, jobs, amenities, services and transit. Also it
has a direction of fulfilling the present demand for housing in the designated areas for
human settlements in the proposed Megapolis plan.

The plan proposes 3 main residential typologies for the western region.

R1 Special Residential Zone

The proposed land use plan safeguards 2 % of total developable land for Special residential To
To
Gampaha
Bopitiya
developments, which corresponds to 3.5 % of the total residential area within the city. These
special residential clusters primarily comprise of high rise apartments or villa type residential
developments with integrated community facilities. These facilities include a common
playground, Community centers, Commercial spaces, Recreational spaces, multi-purpose
hall, car park etc. At a maximum height of G+10,the development density of such
developments would be approximately 100 dwelling units per acre of land.

R2- Mixed Residential Zone ( Medium Density )

22% of developable land is proposed for medium density residential developments,
corresponding to 37% of the total area has proposed for Medium density mixed residential
zone. The medium density residential use also encourages mid rise multifamily public/private
apartments with common facilities within its compound. Medium density residential clusters
have been planned close to city center & industrial base where short traveling distance is
prime importance. Area around city center such as Kandalama, Kal eliya , Palawela, Nalla To
Kadawatha
& Kotadeniyawa.

R3- Mixed Residential Zone ( Low Density )

Proposed Low Density Mixed Residential zone comprise 35.5% of total land area &
neighborhood centers have been proposed with these areas & supported civic facilities
such as schools, clinic, , community center, retails etc.

To
Colombo

DRAFT 01
 Proposed Social Infrastructure Plan
Western Region holds a widespread network of healthcare To
Negombo
institutions by both state and private sector ensuring easy
access to a reasonable level of healthcare throughout the
To
Region. A healthcare facility can be found on an average Minuwangoda

not further than 1.4Km from any home. Free Western type
government health care services are available within 4.8km
of a patients home. A shortage of qualified paramedical
staff, such as Pharmacists, Medical Laboratory, Technicians,
Radiographers, Physiotherapists and ECG technicians still
exists in the region. Ja Ela base hospital and regional
medical centers must be upgrade & hospital capacity must
be increased.
To
To Gampaha
Bopitiya

Educational services in the country must play a vital role in

next decades for achieving the targets which set by
Western Megapolis plan. Educational services in the
peripheral areas of the region, in particular in the proposed
regional cities (must developed with level of schools in
Colombo.

Establishment of model schools with all facilities or

improvement of existing schools must be a future
investment for the region as well as country. From the grass v
root level of the education system from primary to tertiary ;
skills , research capacity, innovations, experiments
knowledge must be improve the younger generation of
the country. To
Kadawatha

Among the 120,000 -150,000 school age population in the

area have right to education in the region. Therefore it is
proposed to upgraded all the primary schools in the area
and developed several secondary schools in the area that
should be well equipped with Laboratories, a computer
center with Internet facilities, a playground, school farm,
handicraft center, a swimming pool and library, with
experienced and qualified teachers. To
Colombo

DRAFT 01

ELECTRICITY/ ENERGY
Total Energy Use of Logistics Corridor (monthly average) is about 93,000
MWh (average) in 2016. This is expected to raise up to 120,000 MWh per
month by 2030:
To facilitate the electricity demand of Logistics Corridor, following Grid
Substations are expected to upgrade under Megapolis Energy Plan
Katunayke Grid Substation (132/33kV)
Kotugoda Grid Substation (220/132/33kV)
Aniyakanda Grid Substation (132/33kV)
Kelaniya Grid Substation (132/33kV)
Other than electricity demand of projects under Logistics Corridor,
energy has to be provided for following projects.
Railway Electrification of Puttlam Line (Ragama to Negombo)
Electric Vehicle (EV) charging centres for each development zone
Waste water treatment plants and waste to energy projects
Proposed Utility Plan
WATER SUPPLY & WASTE WATER
Total Water Demand by 2030 for Logistic Corridor is estimated as 135,000 m3
per day.
To facilitate the water demand of Logistics Corridor, following projects are
proposed.
Kelani River Right Bank Water Supply Project (Augmentation)
Mabima Water supply Project
Sewage Treatment is mandatory for the proposed projects where every
development cluster is expected to use sewage & waste water treatment
and reuse for various purposes. In line with that, following projects are
proposed.
Ja Ela - Ekala Waste Water Treatment Project
Waste Water Treatment Plants for Ragama and Peliyagoda town
centres

Western Region Megapolis Plan has identified some national level energy
supply projects which will also provide required energy demand of the region.

Sapugaskanda Oil Refinery Expansion and Modernization (SOREM) 600 Mw

Natural Gas Combined Cycle Power Plant
Kerawalapitiya Conversion of 300 MW Combined Cycle Power Plant to
Natural Gas
Kerawalapitiya Conversion of 450 MW Combined Cycle/ GT Power Plant
to Natural Gas, Kelanithissa Transmission of Natural Gas From Mannar Basin
to Kerwalpitiya
Enhancing the Capacity of Non-Conventional Renewable Energy Through
Net-Metering

DRAFT 01
SOLID WASTE
Daily Solid Waste Generation of Logistics Corridor is estimated as 80 Metric
Tons by 2030:
To facilitate the Solid Waste Management, following projects are proposed
within Logistics Corridor
Keralawapitiya Waste to Energy Project (ongoing) 700 MT
Ja Ela Waste to Energy Project (20 MT Capacity)
STROM WATER MANAGEMENT
Logistic Corridor is located in the Aththanagalu oya basin & flood impact is a
common phenomenon of the north part of area. Low land area in kotugoda
and Seeduwa area has vulnerable to flood.
Strom water management plan has proposed to logistic clusters & main town
centers. Concrete drainage network & Natural cannel system of the area must
be upgraded. Wet land reclamation must be prohibited in the area. Low Land
area between expressway & Negombo road corridor has highly vulnerable to
reclamation.

Solid Waste Management of Western Province has few solutions within

Western Province, other than waste to energy projects, following types of Flood inundated area of Attanagalu Oya / Dandugam Oya

waste management facilities are proposed within Logistics Corridor

Medical Waste Incineration Facility at Ragama
Hazardous Waste Management Facility
E-Waste Management Facility

DRAFT 01
 Proposed Master Plan
To
Negombo

To
Minuwangoda

To
To Gampaha
Bopitiya

To
Kadawatha

To
Colombo

DRAFT 01
DRAFT 01
 LOGISTIC CORRIDOR
The Logistic Magnet of Silk Route

Planning, Zoning , Environment & Building

Regulations , SEA Guidelines & Recommendations
 Planning, Zoning , Environment & Building Regulations
Planning, Zoning, Environmental and Building regulations describe the Efficient and orderly development of the built environment incorporating
procedure of how to undertake developments, requirements for approval, design elements and quality landscape while preserving buildings of historic
Terms and conditions of approval, the recommendations of committees, significance.
appeals, validity of permit, development in accordance with permit,
certificate of conformity, purposes specified in the permit, removal of Creation of vibrant and civic-conscious neighborhoods and ensure housing
unauthorized constructions and legal actions. for all income levels with recreational facilities and amenities.

The special guidelines had designed for the proposed industrial town area.
These guidelines and regulations proposed to promote special users in each
selected zone. Further it guides to maintain and promote existing social and
physical characters of the proposed industrial zone. It is necessary to identify
a suitable land for proposed development without any contradiction with
other users. Further needs to protect and conserve the environment of the
region which is more concern for sustainable development.
Further describes proposed zoning and its Guidelines/ Regulations, General
guidelines/ Regulations for Industrial Zone, permitted activities for none
polluting industries, sanitation & health requirements, water supply, facilities
for workers, commercial zone, residential zone, agricultural zone including
permitted uses and minimum land extend for these three zones.
Economic opportunities, health, safety and security to all the residents.
Protection of natural, historic, cultural and scenic attractions of the region
and encourage environment-friendly technologies and conservation.
Control, protection, and abatement of pollution of air, water and noise.
Prevention of soil erosion, fire hazards, tidal waves, flood damage, and
other natural or man-made disasters.
Preservation and promotion of agricultural production, forestry, aquaculture
and mineral resources

Further Megapolis Regulations provide for the following: Detail of Planning, Zoning,
Environmental and Building
Development of the Western Region as a national gateway, trading port, regulations Mirigama Industrial
urban economic base, job-creator, and travel destination. township and Western Region
Megapolis can observed in the
Promotion of an orderly and balanced economic development of the report which published as
region while enhancing the environmental quality. Megapolis Regulation & Guideline -
Planning, Zoning, Environmental and
Adequate public investment in transportation, communication and Building regulations Western Region
infrastructure. Megapolis Plan

Integration of industrial potential, market-responsive skilled workforce and

creative entrepreneurship for business ventures.

DRAFT 01
 Planning, Zoning , Environment & Building Regulations

DRAFT 01
 Planning, Zoning , Environment & Building Regulations
Zone Color
Zone Sub Zone FAR Permissible Uses
Code Code
C1 Mixed Development Zone 1 50 - Commercial - Hotels,
C2 Mixed Development Zone 2 35 Offices
C3 Mixed Development Zone 3 25 - Residential - Public
Mixed Development
1 C4 Mixed Development Zone 4 10 facilities
Zone
. C5 Mixed Development Zone 5 7.5 - Institutional - Playgrounds
(C )
- Small Scale Industries - Parks/Green
C6 Mixed Development Zone 6 4 areas

- All Industries, - Workers

Industry dormitory,
I1 2.5 - Public facilities - Institutional
- Park/Green areas -
2 Infrastructure
Industrial Zone ( I )
. - Research based/clean industries
I2 Science/Business Park 10 - Public facilities - Institutional
- Park/Green
- Storage - Commercial -
I3 Logistics 6
Logistic
Special Primary Residential
R1 2.4 - Residential - Public facilities
Zone
3 - Institutional - Park/Green
Residential Zone ( R ) Medium Density Residential
. R2 10 areas
Zone
- Commercial
R3 Low Density Residential Zone 6
4
Administration Zone ( A ) A - 15 - Administration related
.
Conservation and
G1 1 -
5 Preservation Zone
Green Zone ( G )
. G2 Park and open area 1 -
G3 Agriculture 1 -
6
Coastal Zone ( S ) S - 4
.
- Tourism related Activities
7
Marine Zone ( M ) M - 2
.
8
Utility Zone (U) U - 2 - Transport related activities
.

Note: The above broad zoning classification is subject to other zoning overlay such as the height
restriction around the airport and fire safety requirements, environmental protection requirements,
heritage building control, urban design control and other statutory requirements.

DRAFT 01
 Planning, Zoning , Environment & Building Regulations
. Industrial Zone I1 I1 ; Industry zone comprise of all kind of
Industries, workers dormitory, public facilities ,
Institutional Park/Green areas & developments with integrated community
Infrastructure. FAR is 2.5
Logistic I3 Port related activities , Banks and offices,
Departmental stores, wholesale shops,
supermarkets and retail shops, Customer care
services, Industries, Hotels and Restaurants,
Dwelling houses/Units, Apartment buildings,
Health institutions, Educational institutions,
Indoor amusement and entertainment
establishments, Places of public worship, Socio-
cultural institutions, Public outdoor recreational
spaces, Car parks, Petrol filling stations
Mixed Development C1 The Mixed Development Zone (C2) is an area
Zone established to create a predominantly
commercial zone within the Regional centers in
Western Region Megapolis. The C2 is an area
to be used mainly for mixed residential and
commercial purposes including public facilities
, Institutional , small scale Industries which can
have up to 35 FAR used for commercial
purpose.
Special Residential R1 Special residential zone primarily comprise of
Zone high rise apartments or villa type residential
facilities. These facilities include a common
playground, community centers, commercial
spaces, recreational spaces, multi-purpose hall,
car park etc
Medium Density R2 The R2 Zone established to develop medium
Residential Zone density residential developments with public
facilities, institutional ,park/green areas &
commercial facilities. Maximum Floor Area
Ratio (FAR) is 10.
Low Density R3 The R3 Zone established to develop low density
Residential Zone residential developments. The Zone allows
development of detached and semi detached
houses and complementary public facilities as
needed. FAR 6
Conservation and G1 All Paddy lands, marsh areas, Water bodies,
Preservation Zone tributaries , forest patches, and other special
conservation and preservation areas belong to
this zone. The preservation and conservation of
those areas are expected through this zoning.

Mixed Development C3 The Mixed development Zone (C3) is medium

Park & Open Area G2 Parks, open areas, buffer zones are belongs to
Zone rise commercial area which established to
G2 Zone
create a medium rise commercial centers ( 2nd
level & 3rd level town centers) within the
Regional center. FAR 25

DRAFT 01
 SEA Guidelines & Recommendations
Strategic Environmental Assessment (SEA) - Recommendations

Environmental Conservation has been a priority during the preparation of the Western Region
Megapolis Plan. The environmentally sensitive areas within the Province were identified prior to
development of the plan, with the intention of safeguarding these areas during the plan
implementation stage.

The Strategic Environmental Assessment (SEA) for the Western Region Megapolis Plan was
undertaken with the intention of ensuring that the proposed plan was environmentally and socially
sustainable and that potentially adverse impacts are avoided altogether or minimized to the
extent possible during plan implementation.

It also poses a major human health and environmental issue as industrialists do not have a facility
where such waste could be treated rendering them harmless, at a reasonable cost. It is strongly
recommended that the proposed Integrated Hazardous Management Facility is established
without further delay, in order to facilitate industries to dispose of hazardous waste in an
environmentally safe manner.

Detail of SEA Recommendations, assessment details &

environment guidelines for Mirigama Industrial township and
Western Region Megapolis can observed in the report which
published as Strategic Environment Assessment Western
Region Megapolis Plan

DRAFT 01
 LOGISTIC CORRIDOR
The Logistic Magnet of Silk Route

Action Projects , Urban Designs

& Phasing Plan
 Action Projects , Urban Designs & Phasing Plan
Logistic Park - Ekala

Proposed Site: Ekala SLBC

Lands/ Adjoining Land

Extent : 82 Acres

Proposed Activities :
Warehouses
Storage facilities
Container depot,
Cooling facilities,
Freight Forwards Zone,
Consolidation
Light industries cluster
Administration Centre
Security Office
Banking ,Financial Service Area
Research & Development Centre
Fuel/Gas Station Weighing Centre
Vehicle Maintained Centre- Work Shop Office Space
Waste Water Treatment Plant Parking Facilities
Fire Fighting/ Rescue Facilities Sewerage Pumping Station /
Medical Centre Treatment Plant
Education & Training Centre Strom Water Retention Ponds
Parking Facilities Water Treatment Plant / Conceptual Layout of Logistic Park - Ekala
Grid Substation Water Storage Tank
Hotel, Restaurants Solid Waste Management
Convention Centre Facility Area
Railway Terminal /multimodal centre
Container Handling Facility
Security & Custom Clearance facilities
Warehouses / Storage facilities

DRAFT 01
 Action Projects , Urban Designs & Phasing Plan
Multimodal centre- Ragama

Proposed Sites: Ragama Railway station, Bus

terminal, Market area

Extent : 16 Acres

Proposed Activities :

Integrated of Bus terminal, Station

building, Commercial activities, parking
facilities , taxi park

Option 01 : Ragama MMTC Option 02 : Ragama MMTC

DRAFT 01
 Action Projects , Urban Designs & Phasing Plan
Wetland Parks Land 01 - Ragama Land 02 Ja Ela
Objectives
Ensure good access to attractive parks and green spaces
Ensure a broad range of sports fields and sports facilities across
Protect and improve the citys ecological infrastructure

Key Activities Project areas :

Bird watching Ragama, Ja Ela ,Seeduwa, Niwaandama,
Jogging track Wattala
Piers
Boating Services
Cycling facilities
Cafeterias/restaurants
Parking
Visitor centers
Resting areas
Walking ways
Shuttle services

Land 03 - Seeduwa Land 04 - Wattala

DRAFT 01
 List of Action Projects
Logistic Park Development Ekala/ Ja Ela

Logistic Parks Logistic Park Development - Welisara

Logistic Park Development - Peliyagoda

Ja Ela Town centre development

Commercial center /
Township Projects Wattala Town centre development

Ragama Town center / multimodal center development

Ja Ela- Ekala middle Income Housing Development ( Phase I - Ekala)

Housing
Development
Ja Ela- Ekala middle Income Housing Development ( Phase II- Niwasi pura)
Projects

Ja Ela middle Income Housing Development ( Phase III- Ja Ela )

Aluth Mawatha Road , B152 Road Upgrading up to Ja Ela, via Bopitiya up to

4 lane road
Kerawalapitiya IC to Bopitiya Road Upgrading up to 4 lane road

Wattala to Bopitiya road Upgrading to 2 Lane Road

Mahabage Kadawatha Road Upgrading up to 4 land road

Infrastructure Ja Ela Kotugoda B111 road upgrading up to 4 lane road
Projects Ja Ela Ganemulla road via Niwandama Upgrading up to 2 lane road
Mabima Water supply Project

Ja Ela - Ekala Waste Water Treatment Project

Waste Water Treatment Plants for Ragama and Peliyagoda town centres

Wet land Park Development ( Ja Ela, Seeduwa, Ragama, Wattala,

Niwandama)

DRAFT 01
DRAFT 01