Features
Fiftieth anniversary of Martinair pilgrim flight crash near Maskeliya
by Capt Elmo Jayawardena
On December 4, 1974 a DC-8 aircraft belonging to Martinair crashed into the Anjimalai mountain range also known as the Seven Virgins. The accident happened around 10.15 PM and the location was in the vicinity of Maskeliya. This was the worst air disaster that had taken place in Sri Lanka. As many as 191 lives were lost with no survivors. That is how December 4 became a sad night to remember.
Corona curfews give us time to read and in my isolation at home at that timeI have been pulling out ‘bucket-listed’ stories to reflect on. Most articles I browsed through about the Martinair DC-8 crash had covered all aspects of this horrible disaster. Adequate details were available to re-construct the story and come to reasonable conclusions of what may have happened.
We all know the easy way out on most aeroplane crashes has been the first-choice of the hit-parade – PILOT ERROR. The captain is buried beneath the Seven Virgins hills in shamed silence. So is his First Officer and the Flight Engineer. The case is closed and forgotten. I have no defense to rub on behalf of the crew to give even a shallow coating of an excuse.
But and there is a ‘BUT’ I need to mention here. On one side we have technology inundated with fancy aviation jargon. Add to that a half-burnt Black Box and communication tapes between the pilot and the controller. Plus, all the details of the flying records of the crew and what they have done and what they have not done. Then comes a hundred titbits of aeronautical specifics that act as tinsel to an investigation.
All that is fine, valid to be used at round table conferences where aviation-related head umpires and leg umpires, third umpires plus match referees discuss and make decisions taking all the time in the world. It is not the same for the Captain and his crew. No doubt they are professionally competent aircrew. Yet, some decisions to be made in an aeroplane are instant. You win some and you lose some and the ones you lose may have devastating repercussions.
Worst is you may not even be living to tell your side of the story. A few seconds make the difference between life and death. In such calamitous situations we tend to forget that the most lethal ingredient in an aviation disaster is – The Human Factor.
The Captain is not an infallible demi-god who jumped from Mount Olympus and sat in the cockpit of his aeroplane. He is human and so are his crew. They are no different to the ordinary you and me. I have been a Captain for a considerable number of years. I have made many mistakes flying aeroplanes. I humbly say I was lucky I escaped without an accident. There is nothing courageous or brilliant about that, it is simply the way fate rolled the dice. Such would be the story of any Captain. Admitted or not, it is the truth, the absolute truth.
The scales of justice in an aviation accident investigation is handled by competent authorities. In the case of the Martinair DC-8 crash there were three Civil Aviation Departments associated with the inquiry. Sri Lanka, The Netherlands, and Indonesia. Plus, there would have been the McDonnell Douglas Company that built the aeroplane and insurance companies that were present to protect their dollar.
There had been whispers about the Doppler system in this aeroplane having errors which resulted in inaccuracies in the ‘distance to go’. It was also said that the crew were not informed of this. There is nothing to substantiate such statements and as such, it is best that I leave them out and keep them buried along with the aeroplane. I also read that the co-pilot had a traumatic childhood and that could have affected his behavior when approaching to land. I make no comment on such absurdities.
Let me now take you to the story of the DC 8 that crashed into the Seven Virgins mountain range. The accident tragically killed 191 innocent people (182 passengers + 9 crew). It sure is a terrible night to remember.
The flight was from Surabaya, Java, to Jeddah via Colombo which was a re-fueling stop. This was Muslim pilgrimage time to Mecca for the Haj. Devotees came from all parts of the world. Some flew in on private jets but most travelled on chartered aeroplanes. The flight that took off from Surabaya was a DC-8 55CF aeroplane owned by Martinair of The Netherlands which had been leased by Garuda Indonesia to fly the Haj charters.
In command was Capt Hendrik Lamme, 58 years old, a very experienced pilot who had flown 27,000 plus flying hours of which 4,000 were on DC-8s. The First Officer Robert Blomsma had 2,480 hours and was new on the DC-8 type with 47 hours. The third crew member, the flight engineer was Johannes Wijnands who had flown 3,000 hours on DC-8 type aeroplanes. Back in the cabin there were six crew members, four were Dutch and two were from Indonesia. The aircraft had a Dutch registration of PH-MBH and was less than 10 years old. The flight plan filed call-sign for the flight was MP 138.
Here I must explain to the reader something about the navigational instruments that the aeroplane had. I want to make it as simple as possible for a non-aviator to understand.
The route from Surabaya to Sri Lanka is mostly oceanic. It starts with an airway called Red-61 and extends on a North-Westerly direction till it reaches the Sri Lankan Flight Information Region (FIR – 92 East longitude) and follows route Golf-462 to cross the coast at a way-point located over Yala. This reporting point unfortunately had no Radio Aid for the pilots to cross-check their navigation when flying overhead.
The primary navigation system that was in use by Martinair was called Doppler. This was operated worldwide by many airlines and during that era it was a primary navigational aid for jet aeroplanes flying long haul sectors. Doppler gave the pilots a digital reading of the distance to go to the way-point it was heading to. However, Doppler system was not overly accurate when flying over water for a long period and had to be updated over a radio beacon or a known geographical position (maybe a river or town) to maintain its accuracy.
Flight MP 138’s route initially had radio beacons to update the Doppler. But the final ocean crossing before coast of Sri Lanka had no radio beacon for the crew to update the Doppler position. That was a long leg, too long to fly without an update.
The last point the DC-8 could have done a navigational cross-check would have been at a way-point closer to Banda Archi airport which was about 135 miles right of their track. From there Capt. Lamme still had to fly close to two hours to reach the coast of Sri Lanka. He was navigating now purely by rudimentary ‘dead-reckoning’ and Doppler ‘distance to go’ readouts without any cross-check to update his position.
Flight MP138 crossed the FIR (Flight Information Region) at 8.27 pm local time – six minutes earlier than the estimate. Calculating its speed by distance between two way-points and time taken, the ground speed would be 478. That is at eight miles a minute. Six minutes would be almost 50 miles. The FIR was about 850 miles from the Sri Lankan coastal way-point. Maybe Capt. Lamme and his crew were getting a wrong ‘distance to go’ reading from their Doppler. It is difficult to fathom whether it was because of the reported fault in this particular aeroplane Doppler or it was because of a very long sea track flown without an update. It could even have been both.
Already there had been a six-minute (50 miles) correction made. Was it correct or was it a Doppler error? There was no way to cross check and update. If it was a Doppler fault that could have been the cause the Martinair DC-8 flew all the way to its death in Maskeliya.
Flight MP 138 first contacted Colombo Air Traffic Control located at Ratmalana at 9.52 PM and reported 130 miles out at 35,000ft. They were only going by the Doppler. The controller answered ‘MP-138 clear descend 10,000 when ready and call 50 miles from Katunayake.” When Capt. Lamme commenced his descent by what his Doppler reading displayed his actual position would have been 50 miles east of where he thought he was. Unfortunately, Katunayake Airport at that time did not have Approach Radar nor a Distance Measuring Equipment (DME) which would have digitally told the pilot exactly how far he was from the airfield.
Few minutes later the DC-8 called “50 miles” and was cleared to 6000 and handed over to Colombo Approach Control at Katunayake. The First Officer who was doing the radio called Colombo Approach at 10.08 PM and reported he was ‘one four” (14) miles from the Katunayake airport passing 7,000 for 6,000. Approach Control had no Radar to see him. The controller had to go purely by the MP 138’s estimate of 14 miles from the airfield. He cleared MP 138 to 2000 ft and told him to call “field in sight” or overhead the KAT radio beacon.
“Roger, cleared 2,000, to KAT or field in sight.” This was at 10.10 by the first Officer.
That sadly was the last communication.
On descent the DC-8 hit the fifth of the Seven Virgins mountains at a height of 4,354 feet. The impact place was about 65 miles from Katunayake. When F/O Blomsma reported 14 miles from the airport, he was most certainly giving the distance from the cockpit Doppler. He had no other instrument to read from other than a possible error-tainted Doppler. If you add 14 miles to the error of 50 miles on the Doppler the answer is 64. Give or take a few miles for the random calculation I am doing and then perhaps the 64 coincides with the distance from Katunayake to where the crash occurred in the Anjimalai (Seven Virgins) hills.
The only other explanation for Capt. Lamme to initiate an early descent could have been a wrongly interpreted weather radar sighting of the eastern coast. These were black and white radar displays and it is possible that a low cloud could have been mistaken for the coast maybe 50 miles before ALGET.
I, in no way can say what I have written is the gospel truth. I have no crystal-clear facts to ponder on. It is just my opinion I am stating. I do have some knowledge on Doppler matters as I have flown these routes in similar aeroplanes using Doppler navigation. Many opinions are expressed by journalists about this disaster. How true such inferences are, is another side of the coin. I was greatly assisted by Sri Lankan Air Traffic Controllers and communication officers, some who handled MP 138 arrival. I am deeply grateful for their first-hand information.
The possibility remains that Capt. Lamme may have commenced his descent approximately 50 miles before the planned point to leave 35,000.
The aeroplane crashed, there were many mitigating factors that left room and would have contributed to human error.
Capt. Hendrik Lamme was guilty of being a human being.
—- —–
Today people driving past Norton Bridge town see a strange sight. A structure displaying a large tyre. It is a wheel from the DC-8 that crashed in the Seven Virgins mountains. It could be all that is left of that magnificent aeroplane owned and flown by the Dutch. If one’s interest is kindled, on the road from Norton Bridge to Maskeliya there is a place where one should stop.
A plaque of remembrance is there, erected in memory of those who are buried around this place at the foot of this hill. The Martinair crew and the Indonesian pilgrims who died on the slopes of the mountain were buried in a common grave by the roadside. People say flowers do get placed off and on at the memorial. In remembrance of who we know but by whom is a question mark?
Up in the mountain is the main memorial, a stone pillar-like monument erected at the actual crash site. Wind-swept and rain-soaked it stands in its forgotten loneliness. Perhaps it whispers its sadness amidst the Seven Virgins mountain range. The column had been erected in remembrance of the 191 innocent people who died there on a sorrowful December night, a long time ago.
(Elmojay1@gmail.com)
Features
Kondachchi wind farm and battery storage project to boost energy security, says Power Ministry Secretary
The Power and Energy Ministry’s drive towards energy security and renewable energy expansion received a major boost yesterday with the signing of a tripartite cooperation agreement for the development of the 150 MW Kondachchi Wind Power Project and an integrated Battery Energy Storage System (BESS) in Mannar.
The agreement was signed at the Ministry of Power auditorium under the patronage of Power Minister Anura Karunatilaka and Deputy Power Minister Arkam Ilyas.
Speaking at the event, Ministry Secretary G. M. R. D. Aponsu described the project as a transformative investment that would strengthen the country’s electricity network while supporting Sri Lanka’s transition towards cleaner energy sources.
“The Kondachchi Wind Power Project represents a significant milestone in Sri Lanka’s renewable energy journey. By combining large-scale wind generation with advanced battery energy storage technology, we are creating a more resilient and reliable power system capable of meeting future energy demands while reducing dependence on imported fossil fuels,” Aponsu said.
The project will be developed at Silavathurai in the Kondachchi area of Mannar on lands owned by the Sri Lanka Cashew Corporation. It is expected to utilise some 31 modern wind turbines with a total installed capacity of at least 150 MW.
Aponsu said the inclusion of an integrated battery storage facility would help address the variability associated with wind power generation and ensure stable electricity supply to the national grid.
“The battery energy storage component is a key feature of this project. It will enable the efficient integration of renewable energy into the grid and enhance overall system stability, which is essential as Sri Lanka increases the share of renewables in its energy mix,” he said.
According to the Ministry, the wind farm is expected to generate nearly 525 gigawatt-hours of electricity annually, significantly reducing the country’s expenditure on imported fuel and strengthening national energy security.
The project is also expected to contribute to Sri Lanka’s climate commitments by reducing carbon dioxide emissions by an estimated 372,750 tonnes annually.
“This investment delivers both economic and environmental benefits. It will reduce greenhouse gas emissions, support sustainable development objectives and help Sri Lanka move closer to achieving its renewable energy and climate targets,” Aponsu noted.
The project will be implemented under a Public-Private Partnership (PPP) arrangement using the Build, Own and Operate (BOO) model. The Asian Development Bank is providing technical and financial advisory support through its Transaction Advisory Services programme.
The signing ceremony was attended by Pradeep Perera, Chairman of the National System Operator (Pvt) Ltd., and Takeyo Koike, Head of Market Development and Public-Private Partnership Division of the ADB, among other distinguished guests.
The Ministry said comprehensive Environmental Impact Assessments and avifaunal studies have been undertaken to ensure minimal impacts on bird populations, nearby communities and agricultural lands. A dedicated 220-kilovolt transmission system will also be constructed to connect the project to the national grid.
“The Kondachchi Wind Farm is a strategic national project that will help secure Sri Lanka’s energy future while accelerating the country’s transition towards sustainable and affordable electricity generation,” Aponsu said.
Energy sector experts view the project as one of the most important renewable energy initiatives currently being pursued in Sri Lanka, combining utility-scale wind generation with modern energy storage technology to enhance grid reliability and long-term energy sustainability.
By Ifham Nizam
Features
Saudi Arabia sets new benchmark in Hajj management as 1.7 million pilgrims complete sacred journey
Interview with Khalid Hamoud Al-Kahtani, Ambassador of the Kingdom of Saudi Arabia to Sri Lanka
Saudi Arabia has once again demonstrated its unparalleled capacity to manage one of the world’s largest annual religious gatherings, with this year’s Hajj pilgrimage concluding successfully despite extreme temperatures and the immense logistical challenge of accommodating more than 1.7 million pilgrims from around the world.
In an exclusive interview with The Island, Khalid Hamoud Al-Kahtani, Ambassador of the Kingdom of Saudi Arabia to Sri Lanka, described the 2026 Hajj season as a resounding success, crediting the achievement to the visionary leadership of the Custodian of the Two Holy Mosques, His Royal Highness the Crown Prince and Prime Minister, and the coordinated efforts of multiple government agencies working around the clock to serve pilgrims.
The Ambassador noted that nearly 3,500 Sri Lankan pilgrims participated in this year’s Hajj under the quota allocated to Sri Lanka, benefiting from enhanced healthcare services, sophisticated crowd-management systems, expanded shaded areas and cutting-edge digital solutions introduced by the Kingdom.
With Saudi Arabia continuing to invest heavily in infrastructure, technology and pilgrim services under Vision 2030, Ambassador Al-Kahtani said the Kingdom remains committed to ensuring that pilgrims from around the world perform their religious duties in safety, comfort and tranquility.
The Saudi envoy also highlighted the growing partnership between Saudi Arabia and Sri Lanka, emphasising expanding cooperation not only in Hajj affairs but also in trade, investment, education, culture and institutional exchanges.
Following are excerpts of the interview:
Q: How do you assess this year’s Hajj season?
Ambassador Al-Kahtani: This year’s Hajj season was a resounding success, thanks to the Almighty Allah and the integrated efforts of the government of the Kingdom of Saudi Arabia, led by the Custodian of the Two Holy Mosques and His Royal Highness the Crown Prince and Prime Minister. This success was reflected in the efficiency of crowd management, the quality of services provided to the Hajj pilgrims and the effective coordination among the various relevant authorities, which enabled pilgrims to perform their rituals in an atmosphere of security, tranquility and ease.
Q: How many Sri Lankan pilgrims performed Hajj this year?
Ambassador Al-Kahtani: The number of Hajj pilgrims from the Democratic Socialist Republic of Sri Lanka reached approximately 3,500, within the quota allocated to Sri Lanka for this season.
Q: Are there any discussions regarding increasing Sri Lanka’s quota in the future?
Ambassador Al-Kahtani:Hajj quotas are determined according to approved regulatory mechanisms that take into account a range of considerations. The relevant authorities in the Kingdom continue to study various aspects related to developing Hajj services and accommodating the allocated numbers for all countries, in coordination with the concerned parties.
Q: What were the most prominent special arrangements implemented this year?
Ambassador Al-Kahtani: The operational plans for this season focused on enhancing the safety and comfort of the Hajj pilgrims, especially given the climatic conditions and high temperatures. Measures included expanding shaded areas, increasing water distribution points and enhancing health and ambulance services, in addition to developing the transportation system and traffic management within the holy sites.
Q: What are the most prominent digital systems and smart services that were provided?
Ambassador Al-Kahtani:The Kingdom continues to implement its digital transformation objectives for the Hajj and Umrah system. The scope of electronic services offered through the Nusuk platform and application has been expanded, along with the development of digital systems for issuing permits, managing crowds, guidance and health services. This contributes to increasing the efficiency of services and improving the pilgrim’s experience at all stages of their journey.
Q: How were the challenges of overcrowding and heat addressed?
Ambassador Al-Kahtani: The relevant authorities adopted an integrated crowd-management system based on modern technologies and real-time data analysis. This was coupled with intensified health-awareness campaigns, expanded organised movement routes and increased deployment of field, medical and emergency teams. These measures support the safety of the Hajj pilgrims and reduce the risks associated with crowd density and climatic conditions.
Q: Were there special services for the elderly and sick?
Ambassador Al-Kahtani: Yes. The Kingdom paid special attention to the elderly and people with special health needs by providing specialized medical services, assistive transportation and facilities equipped to meet their needs, in addition to field teams working to provide humanitarian support and necessary healthcare throughout the Hajj period.
Q: How successful was the Kingdom in combating irregular Hajj permits?
Ambassador Al-Kahtani: The relevant authorities in the Kingdom continued to rigorously implement the regulations and instructions governing Hajj, utilising modern technologies and advanced monitoring procedures to reduce violations related to irregular Hajj. These efforts contributed to enhancing the safety of pilgrims, improving crowd-management efficiency and maintaining the smooth flow of movement within the holy sites.
Q: How would you describe Saudi-Sri Lankan cooperation in organising Hajj?
Ambassador Al-Kahtani: Cooperation between the Kingdom of Saudi Arabia and the Republic of Sri Lanka is characterised by continuous and constructive coordination in all matters related to Hajj. The relevant authorities in both countries work jointly to ensure the provision of the best services for Sri Lankan pilgrims and enable them to perform their rituals with ease and peace of mind.
Q: How many Hajj pilgrims were there globally, and what were the main challenges?
Ambassador Al-Kahtani: According to official statistics, the number of Hajj pilgrims this year reached 1,707,301 from various countries around the world. The main challenges included managing large crowds, ensuring public safety and providing health, transportation and accommodation services within a specific geographical and temporal scope. These challenges were addressed through advanced and integrated operational plans, which contributed to the smooth and successful completion of the Hajj season.
Q: Are there any future expansion projects?
Ambassador Al-Kahtani: The Kingdom continues to implement strategic development projects within the framework of Vision 2030, including developing the infrastructure in Makkah and the Holy Sites, and enhancing transportation networks and smart services. This contributes to raising the quality of services provided to pilgrims and Umrah performers and improving their long-term experience.
Q: How are Saudi-Sri Lankan relations strengthened outside the context of Hajj?
Ambassador Al-Kahtani: Relations between the Kingdom of Saudi Arabia and the Republic of Sri Lanka are witnessing continuous development in many areas, including political, economic, trade, cultural and educational cooperation, in addition to developing exchanges between institutions and the private sector. This reflects the two countries’ keenness to strengthen the bilateral partnership and achieve common interests.
Q: What message would you like to convey to Sri Lankan Muslims?
Ambassador Al-Kahtani: We extend our sincere congratulations to the Hajj pilgrims who have completed their Hajj rituals, and we ask Almighty Allah to accept their pilgrimage. We also assure Muslims in Sri Lanka that the Kingdom of Saudi Arabia places serving the Two Holy Mosques and the guests of Almighty Allah at the forefront of its priorities and continues to develop the Hajj and Umrah system to achieve the highest standards of quality and safety.
By Ifham Nizam
Features
‘The Thursday Murder Club’
Tales of Mystery and Suspense 4
Though murder mysteries that are also comic novels are not very common, I have read quite a few of them recently, in two separate series. The first was the books by Caryl Brahms and S J Simon, the first book in which I described a couple of weeks back.
The second series of murders and comedy together is a recent one by a television personality called Richard Osman. The first book is called The Thursday Murder Club and gives its title to the series, of which I believe about five books have appeared already. The Club is a group of friends in a retirement home who meet once a week to look at unsolved cases, and soon find themselves trying to solve those which have loose ends which they feel
they will be able to tie up.
The story of the first book begins with the recruitment of a retired nurse, Joyce, to take the place of a retired police officer, Penny, whose mind and body were in terminal decline. Penny and her friend Elizabeth, a retired spy, had set up the club, with an accountant called Ibrahim and a trade unionist called Ron. They had worked on Penny’s old files, and tried to work out the murderer in unsolved cases, but the one with which the story opens, as to which Joyce was called on to help, was new to them. It was about a girl who had bled to death in her boyfriend’s arms, and Joyce’s account of how long this would have taken seemed to confirm the view that the boyfriend had done it, not a burglar who had got away.
The boyfriend had vanished, getting away from Penny’s squad car when he was being taken for questioning, and was never seen again, though the consensus of the Club was that he would not have been convicted anyway. But before they have decided to move on to something else, they are confronted with a murder in their midst, of the builder, Tony Curran, who had worked for the developer of the Rest Home, Ian Ventham. This happens after an argument, which Ventham does not admit to, but which was about him dismissing Tony, having decided that the partnership on the basis of which they had worked lost him too much of the profits he anticipated.
The writer, Richard Osman, moves between third person narratives and Joyce’s first-person account in a diary, and he had told us that Ian was frightened that Tony, who had a criminal record, might kill him. Though the argument ends without any violence, we move to Tony going home and planning Ian’s death, but then he himself is murdered. The killer leaves with the body an old picture of Tony with Ron’s son Jason, a professional wrestler who had been involved in minor criminal activity, and another hireling of Tony, Bobby Tanner, who had vanished.
The first suspect is of course Ian, but then he too is murdered. This is during a fracas when he sent his new builder, Bogdan, and diggers, to destroy the cemetery where the nuns, who had occupied the site of the home previously, were buried. The residents have gathered to protest, and some have chained themselves to the gate into the cemetery, but when he pushes a priest who had come to see him earlier, and he falls, all the residents pile onto him. And one of them pushes a needle into him, to inject him with fentanyl, so that he dies almost immediately.
At the time of the second murder, that of the property developer Ian Ventham, a third murder is discovered. His builder Bogdan, who had thought to make a start on digging up the graves while the fracas with the mechanised diggers went on at the gate, had found a body in the oldest grave of all. He covers this up, but in time he reveals the fact to Elizabeth, with whose husband Stephen he had begun to play chess when he called on her. Stephen, her third husband, is losing his wits, but he still has plenty of them left, and in fact he works out
who killed Curran, on the basis of what he had heard from Elizabeth.
After she has established, with the help of a forensics expert, that the body in the grave dates from fifty years back, and is that of a male with a gunshot injury in his leg, Elizabeth informs the police of its existence. The Detective in charge of the case, Chris Hudson, is furious, but realizes there is nothing he can do. He has grown to be graceful about the involvement of the club, and is even grateful when they trace Bobby Tanner.
Tanner has a new life, and the Club maintains secrecy but brings him in to see Hudson, who sees no case against him. By now he is convinced that Ventham’s killer was Matthew Mackie, the priest whom Ventham had pushed, and who Elizabeth has discovered is not a priest. By summoning him to the old chapel, to hear a confession, though she does not mention whose this will be, she gets from him the reason for his obsession with the graveyard. She confesses to having murdered someone and put the body in the grave, but he tells her he does not believe her, and when she tells him she knew he had worked there in 1870, he relates his own rather sad but not criminal story.
Another red herring has been provided by Bernard, whom Joyce rather fancies, though he seems impervious to anyone, committed as he is to his dead Indian wife. But the Club finds out the reason for his obsession with a bench near the graveyard, from which he could see what was going on there, though it turns out that it was the bench that was more important to him.
When the Club finds someone else who had been near the site in the seventies, they realise they have solved the case. This was Penny’s husband John Gray, who tells them that, having put a horse out of its misery, he did the same for its owner who was also in a state of despair. But Elizabeth does not believe him, and then the truth comes out, taking the novel back to its beginnings, and the boyfriend who had been invalided out of the army, because he had a gunshot wound in his leg.
Far too many coincidences to be plausible, far too many guilty secrets to be credible, but that is not the point. The book is a splendid romp, and the manoeuvers of the Club to get information, including through helping a constable who found routine work tiresome to be put on the murder case – where she is a source of great comfort to Hudson – are delightful. I can only hope I get to see the film, which has a stellar cast.
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