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RATMALANA – in Emperor’s New Clothes

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A few days ago, I read in the newspapers that Sri Lanka had opened another International Airport (RML) at Ratmalana on the 27 March. There was also a photograph of the arrival of the first plane, a Maldivian Airline Dash-8, twin turboprop 50-seater that flew from the Velana Airport, in Hululle, to Ratmalana. The aeroplane was welcomed with arches of water cannon salutes created by the fire engines of the Airport Fire Brigade. There were Kandyan dancers in attendance, too, plus a VVIP contingent to celebrate the grand opening of the new International Airport. Of course, the day’s fanfare must have cost millions; that is what the newspapers said.

The Ratmalana (RML) Airport has a remarkable history. It came into being as a cleared grass patch of 600 sq. feet, which had galvanised roofing sheds, on the side which was the terminal. This was in 1935 when the first plane, a Puss Moth flown by Flt/Lt Tyndale-Biscoe, landed on levelled grass, making it a soft opening for the new airport. There was no marked runway, only a black and white striped windsock that stood like a sentinel to tell the pilot which direction to land or take off.

The official opening of the airport was on 28 February 1938 when a Tata Airways mail plane, a Waco, took off from Ratmalana.

In between Tyndale-Biscoe’s Puss Moth and the Tata Airways mail plane there were people learning to fly on the Ratmalana grass-patch which included expatriates as well as locals. They were the aviators of the Ratmalana Flying Club.

Then came the RAF, followed by commercial planes and Ratmalana had its glory days. Prominent airlines such as TWA, BOAC and KLM landed and took off from Ratmalana. They flew their Lockheed Constellations, de Havilland Comets and DC-4 Skymasters using Ratmalana as a ‘pit stop’ to operate their long haul flights. Then in 1948 the national carrier, Air Ceylon took over Ratmalana as its operating base.

I have seen Ratmalana from the first day I flew a little aeroplane as a fledgling pilot. I learnt to fly there, taking off and landing on the grass strip. I did my first commercial flight on a DC-3 from Ratmalana and trained a host of student pilots at Ratmalana. Yes, I have fond memories and cherished moments of flying aeroplanes from this wonderful old airstrip that laid the foundation for my flying career. Remembrance swells with admiration, not just for me but to all those who had some connection with this ancient hallmark aerodrome.

So, what are they doing to Ratmalana? Bad enough we have the magnificent mistake in Mattala. Do we need another fiasco contributing to our country’s financial woes? Mattala is known as the emptiest airport in the world. Are we making attempts to take the runner-up prize, too, with Ratmalana?

Ratmalana can be a very good airport to cater to internal flights. It is good to operate Airforce planes too that fly to all the airfields in Sri Lanka. Ratmalana had its day and faithfully served Sri Lanka and now needs to give way to Katunayake and Mattala to handle international arrivals and departures. RML has ONLY a 1400-metre runway which cannot take even the smallest of passenger jets, a Boeing 737 or an Airbus 320. How to fly international or for that matter even regional from such a short runway? Extending the length is not financially viable as you either have to send the Galle Road under-ground or go towards Diyawanna Oya on the other side.

Yes, maybe it can handle a business jet, but one must remember a business jet does not bring loads of passengers. They are used by the rich and the famous and to have 50 passengers in the airport terminal one would need at least 10 business jets. That brings in a parking problem. Somebody sure did not count his marbles when he decided to play this game.

Yes, I saw the paved great approach road to the new-look RML Almost like the four-lane highway we have in Mattala. Ratmalana, too, would be another ‘all-hat-and-no-cattle’ story. Someone whispered that it cost 200 million to construct the road and re-furbish the terminal. Maybe whoever was in charge of the project took that money and did something to improve the navigational facilities of the Ratmalana runway. That is an uncompromisable safety factor that has been totally ignored.

On the 27 of March 2022, when the first international flight came in to land there were no landing aids functioning except a set of PAPI lights (Precision Approach Path Indicators) on the north/east side of runway 22 and nothing on runway 04.

PAPI lights will help a pilot to adjust his final approach path, but it does not assist him in any way to make an instrument ‘Let-Down’ to locate the runway in bad weather.

Let’s take a look at that business of landing aids. On 11 December 2014, a Sri Lanka Airforce Antonov aeroplane flew from Katunayake to Ratmalana in the morning. The visibility was marginal with mist and low clouds and the aeroplane on approach phase hit the ground 10 miles before the runway threshold and crashed. Of course, the voices that had power blamed the pilots. No one mentioned that the Ratmalana Airport at that time had no landing aids at all. No ILS, No VOR/DME, and the Non-Directional beacon was unserviceable. The crash was said to be Pilot Error. But I don’t think it was the correct conclusion. Pilot Error may not be Pilot’s Error. There is a mile-long difference between Pilot Error and Pilot’s Error. (sorry I have no space to explain) Sdn/Ldr Abeywardena and Flt/Lt Jayatunge, plus three others died in vain, simply because there were no landing aids at Ratmalana on that fateful December day. If there was at least one good operable landing aid that unfortunate accident could have been avoided. And today in 2022, we have the same runway rated as an international airport. Can you believe that the same landing aids that were not there in 2014 are still not there in 2022? I am not whistling Dixie, here. I checked the NOTAM for Ratmalana on 27 March 2022. NO LANDING AIDS FOR THE RUNWAY. That sure is tempting providence. Pity, when they were thinking of upgrading Ratmalana to an international airport, they completely forgot why the Airforce Antonov had gone down in Hokandara.

Who makes these colossal mistakes of opening new international airports without evaluating safety or seeking and confirming marketability? Only Diyawanna Oya would do that! And Yahapalanaya too was guilty of the same mortal sin. Let us not forget it is the Yahapalana brethren who opened the Jaffna International Airport with a 1400- metre runway and brought Alliance Air ATR -72-600 twin turboprop aircraft which were to operate a daily Chennai-Jaffna-Chennai service. What happened to those promised flights is the same thing that happened to the hoards that were to come to Mattala.

As for Ratmalana, the Maldivian operator has already done the first flight with a flamboyant arrival ceremony that cost several millions. Then they made a U turn and cancelled the next flights for lack of passengers. No doubt, there would have been some brilliant planning and marketing done to achieve a fascinating result like that.

Let’s be realistic, Mr Diyawanna Oya. We along with the whole world got bashed by Covid. As we started raising our heads, we had the wicked dollar pandemic. Today, the people of our beautiful paradise are suffering multiple calamities with not even a mirage in sight. And we open an International Airport that at best will only have a propeller plane arriving from Male. That, too, only if they can find passengers.

Of course, business jets would be fighting to come – That is the hope? If wishes were horses, beggars would ride!

We have Katunayake, Mattala, Jaffna and now Ratmalana designated as international airports. Do not do the same to Batticaloa, too! Leave that to the next lot who will win at Diyawanna Oya musical chairs and get their seats to serve the nation. Let them open the Batticaloa International Airport. They too might want to get some coins to jingle in their pockets.

As for aviation answers, let me be serious. We are definitely coming to the capacity limits of air-traffic in Katunayaka. Maybe we have already exceeded that and are operating on borrowed time and pleaded tolerances. We need a 2500-metre second parallel runway at Katunayake. This length is adequate for smaller passenger jets such as A320s and Boeing 737s. If a twin runway concept can be achieved the authorities can use Katunayake as an international hub handling all the international flights (including business jets) that will arrive in Sri Lanka. Then we can use our so-called international airports-Ratmalana and Jaffna plus all the small local airfields such as Ampara, Batticaloa, China Bay, Weerawila, Anuradhapura, Minneriya, Sigiriya and Katukurunda for twin- engine propeller planes to operate and run an efficient internal flying service.

As for Mattala, for years the authorities have tried to sell or lease it without any success. Why not give it to the Airforce? Give it lock, stock and barrel and make them the custodians of Mattala. They sure can take care of any civil aeroplane movements and share with them the aerodrome. There is space for both and more.

Whatever you do Mr Diyawanna Oya, don’t make a mockery of Ratmalana; she deserves better.



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Citizenship, Devolution, Land and Language: The Vicarious Legacies of SJV Chelvanayakam

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From left GG Ponnambalam, SJV Chelvanayakam and M. Tiruchelvam

SJV Chelvanayakam, the founder leader of the Ilankai Thamil Arasu Kadchi, aka Ceylon Tamil Federal Party, passed away 49 years ago on 26 April 1977. There were events in Sri Lanka and other parts of the world where Tamils live, to commemorate his memory and his contributions to Tamil society and politics. His legacy is most remembered for his espousal of the cause of federalism and his commitment to pursuing it solely through non-violent politics. Chelvanayakam’s political life spanned a full 30 years from his first election as MP for Kankesanthurai in 1947 until his death in 1977.

Under the rubric of federalism, Chelvanayakam formulated what he called the four basic demands of the Tamil speaking people, a political appellation he coined to encompass – the Sri Lankan Tamils, Sri Lankan Muslims and the hill country Tamils (Malaiyaka Tamils). The four demands included the restoration of the citizenship rights of the hill country Tamils; cessation of state sponsored land colonisation in the North and East; parity of status for the Sinhala and Tamil languages; and a system of regional autonomy to devolve power to the northern and eastern provinces.

High-minded Politics

Although the four basic demands that Chelvanayakam articulated were not directly delivered upon during his lifetime, they became part of the country’s political discourse and dynamic to such an extent that they had to be dealt with, one way or another, even after his death. So, we can call these posthumous developments as Chelvanayakam’s vicarious legacies. There is more to his legacy. He belonged to a category of Sri Lankans, Sinhalese, Tamils and Muslims, who took to politics, public life, public service, and even private business with a measure of high-mindedness that was almost temperamental and not at all contrived. Chelvanayakam personified high-minded politics. But he was not the only one. There were quite a few others in the 20th century. There have not been many since.

Born on 31 March 1898, Chelvanayakam was 49 years old when he entered parliament. He was not an upstart school dropout dashing into politics or coming straight out of the university, or even a hereditary claimant, but a self-made man, an accomplished lawyer, a King’s Counsel, later Queen’s Counsel, and was widely regarded as one of the finest civil lawyers of his generation. He was a serious man who took to politics seriously. Howard Wriggins, in his classic 1960 book, “Ceylon: Dilemmas of a New Nation”, called Chelvanayakam “the earnest Christian lawyer.”

Chelvanayakam’s professional standing, calm demeanour, his personal qualities of sincerity and honesty, and his friendships with men of the calibre of Sir Edward Jayatilleke KC (Chief Justice, 1950-52), H.V. Perera QC, P. Navaratnarajah, QC, and K.C. Thangarajah, were integral to his politics. The four of them were also mutual friends of Prime Minister SWRD Bandaranaike and they played a part in the celebrated consociational achievement in 1957, called the B-C Pact.

Chelvanayakam effortlessly combined elite consociationalism with grass roots politics and mass movements. He led the Federal Party both as a democratic organization and an open movement. Chelvanayakam and the Federal Party used parliament as their forum to present their case, the courts to fight for their rights, and took to organizing non-violent protests, political pilgrimages and satyagraha campaigns. He was imprisoned in Batticaloa, detained in Panagoda, and was placed under house arrest several times. His Alfred House Gardens neighbours in Colombo used to wonder why the government and the police were after him, of all people, and why wouldn’t they do something about his four boisterous, but studious, sons!

He was a rare politician who filed his own election petition when he was defeated in the 1952 election, his first as the leader of the Federal Party, and was rewarded with punitive damages by an exacting judge. He had to borrow money from Sir Edward Jayatilleke to pay damages. The common practice for losing candidates was to file vexatious petitions in the name of one of their supporters with no asset to pay legal costs. Chelvanayakam was too much of a principled man for that. As a matter of a different principle, the two old Left parties never challenged election losses in court, but Dr. Colvin R de Silva singled out Chelvanayakam’s uniqueness for praise in parliament, in the course of a debate on amendments to the country’s election laws in 1968.

Disenfranchisement & Disintegration

Although he became an MP in 1947, Chelvanayakam had been associated with GG Ponnambalam and the Tamil Congress Party for a number of years. GG was the flamboyant frontliner, SJV the quiet mainstay behind. Tamil politics at that time was all about representation. In fact, all politics in Sri Lanka has been all about representation all the time. It started when British colonial rulers began nominating local (Sinhala, Tamil, Muslim) representatives to quasi legislative bodies, and it became a contentious political matter after the introduction of universal franchise in 1931.

Communal representation was conveniently made to look ugly by those who themselves were politically communal. Indeed, under colonial rule, if not later too, Sri Lankans were a schizophrenic society where most Sinhalese, Tamils and Muslims were socially friendly, but politically communal. The underlying premise to the fight over representation was that British colonialists were not leaving in a hurry and they were there to stay and rule for a long time. Hence the jostling for positions under a foreign master. It was in this context that Ponnambalam made his celebrated 50-50 pitch for balanced representation between the Sinhalese, on the one hand, and all the others – Tamils, Muslims, Indian Tamils – combined on the other. It was a perfectly rational proposition, but it was also perfectly poor politics.

But independence came far sooner than expected. The Soulbury Constitution was set up not for a continuing colonial state, but as the constitution for an independent new Ceylon. So, the argument for balanced representation became irrelevant in the new circumstances. The new Soulbury Constitution was enacted in 1945, general elections were held in 1947, a new parliament was elected, and Ceylon became independent in 1948. SJV Chelvanayakam was among the seven Tamil Congress MPs elected to the first parliament led by GG Ponnambalam.

The Tamil Congress campaigned in the 1947 election against accepting the Soulbury Constitution and for a vaguely formulated mandate “to cooperate with any progressive Sinhalese party which would grant the Tamil their due rights.” But what these rights are was not specified. In a Feb. 5, 1946 speech in Jaffna, Ponnambalam specifically proposed “responsive cooperation between the communities” – not parties – and advocated “a social welfare policy” to benefit not only the poor masses of Tamils but also the large masses of the Sinhalese.

So, when Ponnambalam and four of the seven Tamil Congress MPs decided to join the government of DS Senanayake with Ponnambalam accepting the portfolio of the Minister of Industries, Industrial Research and Fisheries, they were opposed by Chelvanayakam and two other Tamil Congress MPs. The immediate context for this split was the Citizenship question that arose soon after independence when DS Senanayake’s UNP government introduced the Ceylon Citizenship Bill in parliament. The purpose and effect of the bill was to deprive the estate Tamils of Indian origin (then numbering about 780,000) of their citizenship. Previously the government had got parliament to enact the Elections Act to stipulate that only citizens can vote in national elections. In one stroke, the whole working population of the plantations was disenfranchised.

GG Ponnambalam and all seven Tamil Congress MPs voted against the two bills. Joining them in opposition were the six MPs from the Ceylon Indian Congress representing the Malaiyaka Tamils and 18 Sinhalese MPs from the Left Parties. The Citizenship Bill was passed in Parliament on 20 August 1948. Ponnambalam called it a dark day for Ceylon and accused Senanayake of racism. But less than a month later, on September 3, 1948, he joined the Senanayake cabinet as a prominent minister and the government’s principal defender in parliamentary debates. Dr. NM Perera once called Ponnambalam “the devil’s advocate from Jaffna.”

Chelvanayakam remained in the opposition with two of his Congress colleagues. A little over an year later, on December 18, 1949, Chelvanayakam founded the Ilankai Tamil Arasu Kadchi, Federal Party in English. Not long after, joining Chelvanayakam in the opposition was SWRD Bandaranaike, who broke away from the UNP government over succession differences and went on to form another new political party, the Sri Lanka Freedom Party. As was his wont as a Marxist to see trends and patterns in politics, Hector Abhayavardhana saw the breakaways of Chelvanayakam and Bandaranaike, as well as the emergence of Thondaman as the leader of the disenfranchised hill country Tamils, as symptoms of a disintegrating society as it was transitioning from colonial rule to independence.

Abhayavardhana saw the Citizenship Act as the political trigger of this disintegration in the course of which “what was set up for the purpose of a future nation ended in caricature as a Sinhalese state.” Chelvanayakam may have agreed with this assessment even though he was located at the right end of the ideological continuum. “Ideologically, SJV is to the right of JR,” was part of political gossip in the old days. He saw “seeds of communism” in Philip Gunawardena’s Paddy Lands Act. For all their differences, Chelvanayakam and Ponnambalam were united in one respect – as unrepentant opponents of Marxism.

The Four Demands

Chelvanayakam had his work cut out as the leader of a new political party and pitting himself against a formidable political foe like Ponnambalam with all the ministerial resources at his disposal. Chelvanayakam may not have quite seen it that way. Rather, he saw his role as a matter of moral duty to fill the vacuum created by what he believed to be Ponnambalam’s betrayal, and to provide new leadership to a people who were at the crossroads of uncertainty after the unexpectedly early arrival of independence.

He set about his work by expanding his political constituency to include not only the island’s indigenous Tamils, but also the Muslims and the Tamil plantation workers from South India – as the island’s Tamil speaking people. It was he who vigorously introduced the disenfranchised Indian Tamils as hill country Tamils. In the aftermath of the Citizenship Act and disenfranchisement, restoring their citizenship rights became an obvious first demand for the new Party.

Having learnt the lesson from Ponnambalam’s failed 50-50 demand, Chelvanayakam territorialized the representation question by identifying the northern and eastern provinces as “traditional Tamil homelands,” and adding a measure regional autonomy to make up for the shortfall in representation at the national level in Colombo. To territorialization and autonomy, he added the cessation of state sponsored land colonization especially in the eastern province. Chelvanayakam and the Federal Party painstakingly explained that they were by no means opposed to Sinhalese voluntarily living in Tamil areas, either as a matter of choice, pursuing business or as government and private sector employees, but the nuancing was quite easily lost in the political shouting match.

The fourth demand, after citizenship, regional autonomy, and land, was about language. Language was not an issue when Chelvanayakam started the Federal Party. But he pessimistically predicted that sooner or later the then prevailing consensus, based on a State Council resolution, over equality between the two languages would be broken. He was proved right, sooner than later, and language became the explosive question in the 1956 election. As it turned out, the UNP government was thrown out, SWRD Bandaranaike led a coalition of parties to victory and government in the south, while SJV Chelvanayakam won a majority of the seats in the North and East, including two Muslims from Kalmunai and Pottuvil.

After the passage of the Sinhala Only Act on June 5, 1956, the Federal Party launched a political pilgrimage and mobilized a convention that was held in Trincomalee in the month of August. The four basic demands were concretized at the convention, viz., citizenship restoration for the hill country Tamils, parity of status for the Sinhala and Tamil languages, the cessation of state sponsored land colonization, and a system of regional autonomy in the Northern and Eastern Provinces.

The four demands became the basis for the Bandaranaike-Chelvanayakam agreement – the B-C Pact of 1957, and again the agreement between SJV Chelvanayakam and Dudley Senanayake in 1965. The former was abrogated by Prime Minister Bandaranaike under political duress but was not abandoned by him. The latter has been implemented in fits and starts.

The two agreements which should have been constitutionally enshrined, were severely ignored in the making of the 1972 Constitution and the 1978 Constitution – with the latter learning nothing and forgetting everything that its predecessor had inadvertently precipitated. The political precipitation was the rise of Tamil separatism and its companion, Tamil political violence. Ironically, Tamil separatism and violence created the incentive to resolve what Chelvanayakam had formulated and non-violently pursued as the four basic demands of the Tamils.

After his death in 1977, the citizenship question has finally been resolved. The 13th Amendment to the 1978 Constitution that was enacted in 1987 resolved the language question both in law and to an appreciable measure in practice. The same amendment also brought about the system of provincial councils, substantially fulfilling the regional autonomy demand of SJV Chelvanayakam. The land question, however, has taken a different turn with state sponsored land colonisation in the east giving way to government security forces sequestering private residential properties of Tamil families in the north, especially in the Jaffna Peninsula.

Further, the future of the Provincial Council system has become uncertain with the extended postponement of provincial elections by four Presidents and their governments, including the current incumbents. The provinces are now being administered by the President through handpicked governors without the elected provincial councils as mandated by the constitution. Imagine a Sri Lanka where there is only an Executive President and no parliament – not even a nameboard one. “What horror!”, you would say. But that is the microcosmic reality today in the country’s nine provinces.

by Rajan Philips

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Application of AI in Logistics in Sri Lanka can improve efficiency, reduce cost and enhance decision making

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KIVA robots in Amazon Warehouses

“AI increases profits while reducing un ethical intervention which is proven by Successful Global Business Models”

Artificial Intelligence(AI) is still only a buzz word in the Sri Lankan society, though many wanted to have an awareness of the concept the resources are scares, even still the IT industry has not formulated any awareness programs or a Degree yet to cope with the development. But world education warns that there want be any IT based jobs in future without learning the AI. AI has multiple use in any discipline and it has the ability to increase the efficiency of the work intern cut down the product or the service cost. Below description is how the application of AI can smoother the function of Logistic or the Supply Chain Management.

AI Integrating Procedure for Distribution Systems

Using Artificial Intelligence (AI) in logistics can greatly improve efficiency, reduce costs, and enhance decision-making in simple enhance the profit margins. Below is a structured overview of how AI can be used in logistics, including key applications, tools, and real-world examples. Machine Learning(ML) is the foundation to AI but subsequently develops the capability of absorbing the information from the cloud (IT environment) and produce future behavior or trends by analyzing the fed data to the computers on a certain period of time. In some occasions vendors offer unbelievable discounts by using ML or AI, because it clearly understands the market behavior, human behavior, expiration and many other variables that gives the profits or losses to the product or the service.

Key Areas Where AI is Used in Logistics;

· Demand Forecasting

· Route Optimization

· Warehouse Automation

· Predictive Maintenance

· Inventory Management

· Supply chain Management

· Customer Service with Chat bots

· Fraud Detection and Risk Management

1. Demand Forecasting

AI can analyze historical data, market trends, and external factors (like weather or news) to:

· Predict product demand more accurately

· Optimize inventory levels

· Reduce stockouts or overstocking

Tools: Machine learning models (e.g., time series forecasting) and IT platforms/software like Amazon Forecast, Prophet by Meta. These are the software applications that helps to understand the future trends.

Amazon Forecasting software

Traditional forecasting methods typically rely on statistical modeling, but software like “Chronos” that treats time series data (data collected during a certain period of time) as a language to be modeled and uses a pre-trained FM (forecast Models) to generate forecasts, which similar to how “Large Language Models” (LLMs) generate texts helps you achieve accurate predictions faster, significantly reducing development time compared to traditional methods.

Prophet by Meta

Prophet is a very efficient and accurate procedure for forecasting time series data based on an additive model where non-linear trends are fit with yearly, weekly, and daily seasonality, plus holiday effects. It works best with time series that have strong seasonal effects and several seasons of historical data. This software adds many social, cultural and geographical variables other than internal information to decision making.

2. Route Optimization

AI-powered systems can calculate the most efficient delivery routes in real-time using:

· Traffic data

· Weather conditions

· Delivery time windows

· Vehicle capacity and fuel usage

Example: UPS (one of the largest Logistic companies in the world) uses its ORION system (AI-based) to save millions of gallons of fuel per year.

IT Tools: Google OR-Tools, Route4Me, Mapbox with ML integration.

IBM Maximo is a multi-facet coordinator

The “Route4Me” IT platform automates and integrates mission-critical last mile workflows, empowering route planners, dispatchers, drivers, and managers to take the business to the next level. Distribution networks, passenger transportation networks can achieve much cost reduction by using above platforms. This is a good platform for the Sri Lanka passenger industry to reduce the overheads for the population. In Sri Lanka “Pick me” and “Uber” uses similar platforms in their transportation industry. Whole three wheeler industry can be regulating with this kind of software and transfer benefits to the passengers.

3. Warehouse Automation

AI enables:

· Robotics for picking, packing, and sorting

· Vision systems for scanning and inventory management

· Autonomous forklifts and drones for internal transport

Example: Amazon’s use of “Kiva robots” in fulfillment(distribution) centers.

Kiva Robots in Warehouses

Traditionally, goods are moved around a distribution center using a conveyor system  or by human-operated machines (such as forklifts). In Kiva’s approach, items are stored in portable storage units. When an order is entered into the Kiva database system, the software locates the closest automated guided vehicle to the item and directs it to retrieve it. The mobile robots navigate around the warehouse by following a series of computerized bar-code stickers on the floor. Each drive unit has a sensor that prevents it from colliding with others. When the drive unit reaches the target location, it slides underneath the pod(Pallet) and lifts it off the ground through a corkscrew action. The robot then carries the pod to the specified human operator to pick up the items or subsequently hand over to the “drone” to deliver to the customer. Human intervention is minimal and accordingly overheads are reduced, Sri Lanka needs to achieve this kind of operational level in order to par with the international markets.

4. Predictive Maintenance

Traditionally Sri Lankans are week in maintenance, they basically wait until the machine stops in the other way bureaucratic too are much restrict on the maintenance and the procurement procedure. Applying this kind of maintenance software will eradicate all of these lethargies and the bureaucratic blocks. Subsequently continuing the smooth operations and productions.

AI monitors equipment (vehicles, conveyor belts, etc.) to:

· Predict when they will fail

· Schedule maintenance proactively

· Reduce downtime and repair costs

Tools: IoT(internet of things as cameras, sensors, GPS etc.) sensors + ML models (e.g., anomaly detection), IT platforms like IBM Maximo.

IBM Maximo is a multi-facet coordinator

“From equipment to factories, from fleets to infrastructure, Maximo Application Suite empowers users across verticals to coordinate maintenance and management for a broad range of asset classes”.

5. Supply Chain Visibility

AI can analyze data across the supply chain to:

· Track shipments in real-time

· Identify delays or bottlenecks

· Provide predictive ETAs

📦 Example: DHL (Logistic Company) uses AI to forecast transit delays and offer dynamic ETA updates.

This is an ideal tool for cargo management, ideal for sea ports and the air ports in Sri Lanka. This is one of the grave gray areas in the port system, though the port system is lacking the required information due to that the client has to pay the demurrages and warehouse cost for the ports. Also, cut down unnecessary delays and reduce bribes and corruption at all levels.

6. Inventory Management

AI helps optimize:

· Stock levels across multiple warehouses

· Replenishment timing

· Safety stock calculation

Tools: ERP (Entrepreneur Resource Planning) systems with embedded AI (e.g., SAP, Oracle), custom ML models.

These systems drastically reduce the human intervention and speedup the Supply management process.

7. Customer Service & Chatbots

AI-powered chatbots and virtual assistants can:

· Handle customer queries 24/7

· Track orders

· Provide personalized delivery updates

Tools: Dialogflow, Microsoft Bot Framework, ChatGPT API

Dialogflow

“Dialogflow” is a natural language understanding IT platform that makes it easy to design and integrate a conversational user interface into the mobile app, web application, device, bot, interactive voice response system, and so on. Using Dialogflow, establishments can provide new and engaging ways for users to interact with the product. Dialogflow can analyze multiple types of input from the customers, including text or audio inputs (like from a phone or voice recording). It can also respond to the customers in a couple of ways, either through text or with synthetic speech.

AI Conversational Chatbots Platform

Above IT platforms control the human intervention and reduce the cost of employees. Chatbots are basically efficient than the humans due to the high memory power for the standard customer inquiries. Application to Government sector will reduce the burden for the general public.

8. Fraud Detection & Risk Management

AI detects unusual patterns in:

· Orders

· Transactions

· Supplier behavior

Helps prevent:

· Cargo theft

· Counterfeit goods

· Financial fraud

*”KPMG Clara” for Supply Chain Risk Management

“KPMG Clara” is an AI-powered IT platform offering supply chain analytics, risk detection, and compliance management.

Key Features:

· AI-driven risk modeling

· ESG (Environmental, Social and Governance) and compliance monitoring

· Predictive analytics for disruptions

· Supplier risk scoring

“Geo Analysis” (AI based) IT platform in Supply Chain Access Control

Above IT platform Monitor access patterns across cross-border freight hubs, regional warehouses, and remote carrier logins. “Geo analysis” for supply chain authentication identifies impossible travel, geo-inconsistencies, and spoofed IPs to reduce credential abuse and unauthorized entry into logistics systems. This important IT platform can reduce corruption and many unethical practices, ideal tool for the Sri Lankan Government sector that can curb the mal practices.

Artificial Intelligence (AI) is a remarkable IT tool which can apply in almost all the sectors that can reap the Efficiency and Accuracy. In above paragraphs I have described the application in different stages of the Logistic or the Supply Chain Management. Application of AI tools can be done on stages as initially find the specific pain points pertaining to the supply chain and then, prepare data from the GPS, inventory systems, sales forecasts and supplier records. Subsequently can understand the specific AI platforms and ML models to suit the SCM operation. Further, can apply in a small scale as a pilot project and analyze impact as cost savings or efficiency gains. Once understand the model can roll out to other areas of operations in the establishment.

Final outcome will be “15% reduction in fuel cost, 20% faster deliveries, Increased customer satisfaction”

There may be many negative lobbies since this is new to the many sectors in the country and further ability to proof the corruption but proper education and understanding the world AI based business models, establishments can reach the required goal.

(Writer can be reached at, chandana_w@yahoo.com)

by Lt Col. Chandana Weerakoon.
Chartered Logistician

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Motherhood is not ‘giving up’

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Since having my baby, I have been regularly met with the question, “Are you back at work?”

“No,”

I reply. “I am doing my PhD from home.”

Several emotions arise. I feel guilty that I am not back at work, that somehow I should be. I also feel relieved that I can justify my time at home by offering up the PhD as a worthy endeavour. Sometimes, the person responds in surprise, “Oh, so no work?” Other times, they are approving, “How lucky for you and your baby.” Occasionally, there is the advice, “Don’t give up work.”

At the back of my mind are certain thoughts. “Am I not ‘working’? Isn’t the work of motherhood also considered ‘work’? If it isn’t, shouldn’t it be?”

Although the questions, comments, and advice about returning to work are made innocently enough, mostly benevolently, they have prompted me to reflect on the idea of work and motherhood, and how mothers and society view both.

Motherhood, I believe, is a full-time, highly skilled, unpaid job that never ends. All mothers work at least two jobs. They do the work of mothering, and also work in either a paid or unpaid additional role. Many women will do even more. They mother, care for their elderly parents, work a paid job, voluntarily contribute to community building, and try to fit in creative pursuits, hobbies, or ‘self-care’ when they can.

Motherhood requires many skills. You are, effectively, the CEO of your family and home (with hopefully a supportive co-CEO by your side). There is the work of child-rearing, which requires patience, energy, creativity, presence, flexibility, courage, fortitude, knowledge, and the ability to research, learn, and unlearn. You are raising the future. Then there is the work of home and family life, which requires skills in leadership, organisation, prioritisation, delegation, negotiation, financial management, crisis management, and conflict resolution. There is also the internal work of being self-aware, forgiving yourself and others, practicing compassion, and accepting the inherent imperfections of ‘doing it all’.

This work of motherhood is now recognised as ‘unpaid caregiving and domestic work’ and ‘invisible labour’ by international organisations such as the United Nations. It includes physical labour, direct care labour, mental or cognitive labour, and emotional labour, and is mostly the work of women.

I am not complaining. Men have their own unpaid labour. I love being a mother and wife. I view it as a privilege and a blessing. Ideally, the job can also be supported by paid or unpaid help. My point is that the work of women, and specifically mothers, should be recognised and respected, not only by society, but also by women and mothers themselves.

I know it is not just me who has experienced conflicting emotions about ‘giving up’ traditional work to focus on family life. Within my social circle and more widely, mothers describe a loss of self-worth and identity unless they are ‘working mothers’, and feeling embarrassment and guilt when asked the dreaded question, “What do you do?” There is the loss of financial dignity that comes with taking on an unpaid job, no matter how important you may think it is. Dynamics with husbands also need to shift, where both members are viewed as equally valuable to making the business of ‘home’ successful.

Neha Ruch, the author of The Power Pause, is an American brand strategist-turned-full-time stay-at-home mother and home maker, who addresses this very issue. Many of my thoughts for this article are based on her book. She argues that the time a woman wishes to invest in this phase of life, motherhood and family life, is valuable, not just for the children or family unit, but for the mother herself. It is a time for growth, skill-building, and expanding networks and connections.

Often, it leads women in new, creative, and more fulfilling directions, and provides an opportunity for them to re-enter the workforce on their own terms. She also points out that ‘the pause’ is not a luxury for a lucky minority, as many women become the default caregiver for their children if childcare is too costly, or not the preferred option. Through the movement she has created, Ruch provides legitimacy, validation, and structure to this phase of life (because, after all, it is only a phase, not forever) that is often spoken of as mindless, monotonous, and unglamorous, and I am grateful for it.

I suppose what I am saying is, next time you meet a mother, consider asking her, “How are you?”, and next time I am asked what I do, I should proudly declare (using Ruch’s script), “Right now, I am on a career pause and get to be home with my baby, and I am exploring possibilities for the future.”

(Lihini Wijeyaratne Cooray

Lihini is rediscovering her love for writing while embracing first-time motherhood and her ‘Power Pause’. She is also navigating her roles as a doctor and PhD researcher. She hopes that her writing can inspire a fresh perspective on motherhood as being valuable, powerful, and exciting.)

by Lihini Wijeyaratne Cooray

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