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Improvements to Kelani Valley Railway – A response from a laymon

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BY Dr Janaka Ratnasiri

This piece is written in response to a letter published by a former General Manager of Sri Lanka Railways (SLR) in The Island of 29.10.2020 under the heading “Improvements to Kelani Valley Railway”, highlighting a difference of opinion as to whether the stretch up to Homagama should be elevated or not.

PREVIOUS PROPOSALS FOR IMPROVING THE KV RAILWAY

In response to an Island Editorial titled “Ailing Railways” which appeared on 02.12.2015, the writer wrote a piece proposing a solution to ailing railways which was published in The Island of 08.12.2015. This piece may be accessed via: http://archive.island.lk/index.php?page_cat=news-section&page=news-section&code_title=49. In the Budget for 2016, the government has allocated a sum of LKR 1.5 billion to modernize the Kelani Valley (KV) railway line. The writer proposed that once the KV line is modernized, it could be leased to a private party to provide an upgraded railway service as a public-private venture.

He also said in this piece that “With the increase of frequency of trains, one problem one could envisage is the congestion that could be created due to frequent closure of railway crossings. The solution for this is to build fly-overs at every point where a major highway crosses a railway line. The government could get the assistance of the private sector here too by getting them to build metal flyovers similar to what has been erected at Nugegoda and Dehiwala. They have to just copy what is installed”. However, there was no news that any action was taken to spend this money for improving the KV line.

 

BROADGUAGING THE KV RAILWAY LINE

In the writer’s piece referred to above, he said that “A few decades ago, the narrow gauge of KV line was broadened to the standard gauge at Sri Lankan Government expense but the service was not improved concurrently. Only the dilapidated aged coaches and power sets operate on this line which run infrequently. According to the railway schedules posted in the Railway Dept. (RD) website, only four trains operate from Avissawella to Fort daily, three in the morning and one in the afternoon, while five trains operate from Fort to Avissawella, three in the morning and two in the evening. It takes about two and half hours to cover the distance of 61 km, which is running at an average speed of 24 km/h.

At such operating conditions, it is not surprising that most passengers, except those travelling on cheap government season tickets, prefer to travel by bus despite they are crowded and the service is poor. The High Level Road (HLR) is almost saturated with buses and there is no room to increase their number plying on this road, without slowing down the existing traffic further. Hence, shifting of bus commuters to railway is necessary. However, even after any modernization of the track envisaged after spending the allocated Rs. 1.5 billion, there is no guarantee that the KV line will be provided with additional rolling stock and a better service to the commuters”. This situation has not improved during the last five years.

 

CURRENT PROJECT FOR IMPROVING RAILWAYS

Sri Lanka sought a loan from the Asian Development Bank (ADB) in 2016 for assistance to modernize the Colombo Suburban Railways covering stretches from Colombo up to Rambukkana, Kalutara, Negombo and Awissavella. The ADB agreed to lend USD 160 million on concessionary terms and the agreement was signed in July 2016 to undertake feasibility studies and detailed design of the system.

Already a sum of USD 10 million has been mobilized for preliminary work. The segment on the KV line included rehabilitation, capacity upgrade, modernization, and electrification of the KV line between Maradana and Padukka with double tracks in this section. After studying several options, it has been decided to have the section of 20 km from Maradana to Malapalla elevated. The section between Padukka and Avissawella will remain as a single track, following mostly the existing track. (See https://www.csrp.lk/kelani_vallay_line.php?id=3)

Under this programme, the design of infrastructure including railway stations, tracks and other facilities including electrification and communications are underway according to a video clip available in the above site. The preparation of detailed designs and bid documents are expected to be completed in December 2020. A copy of the final feasibility report of the project is available on https://www.csrp.lk/backend/documents/Kelani%20Valley%20Railway%20Final%20Feasibility%20Study%20Report%20-%202019-04-11.pdf.

Further, a detailed socio-economic survey has been conducted to identify affected families living on railway reservation land between Maligawatte and Malapalla and their resettlement is planned including construction of multi-story housing for them, both in Colombo and in Malapalla. The Cabinet approval was granted for the project on 17.10.2017 and to set apart houses built by the Urban Development Authority to resettle the families encroaching the lands to be used for the development of the KV Railway Line.

 

PROPOSED OPERATION OF THE NEW SYSTEM

According to the above feasibility report, electric multiple units (EMU) will operate during peak hours at seven minutes intervals between Maradana and Makumbura North (a new station) and at 14 minutes intervals between Makumbura North and Padukka. Diesel multiple units (DMU) will operate at 30 min intervals between Padukka and Avissawella until such time this section is electrified. The travel time from Padukka to Maradana during peak hours is estimated to be 64 minutes with stopping at all stations.

Each coach could accommodate 200 passengers, but only 40 seating capacity will be provided in each coach. Seats are fitted longitudinally leaving more room for standing passengers. Each EMU will comprise 10 or 12 coaches, with capacity of 2,000 and 2,400 passengers respectively. So, most passengers will have to keep standing during their entire travel. There is provision to operate express trains with stops only at a few major stations.

For the regular traveler, a more desirable option is to have a combination of coaches with longitudinal seats and transverse seats. With the latter, seating capacity will be increased but overall capacity reduced. The coaches with transverse seats could be offered at a higher fare in a different class. Passengers may not mind paying extra fare if they are assured seating for over an hour-long ride from Padukka to Maradana.

The EMUs will be powered by electricity supplied through an overhead catenary system (OCS) operating at 25 kV connected by a pantograph to the coaches using rails as the return path. The project proposes to feed power to the OCS system from the 132 kV grid substations at Pannipitiya and Kosgama. During day time, the national grid has adequate capacity to feed the EMU operations. However, one risk factor is the unexpected power failures in the national grid encountered occasionally, in which event the EMUs will get stranded until power is restored. Perhaps the CEB may be asked to give priority to these two GSSs when restoring power.

 

IMPROVEMENTS TO THE TRACK UP TO AVISSAWELLA

The original KV line was built mostly following the contour of the highlands and hence comprised many bends with short radius of curvature. This is unlike the HLR built in late forties by American contractors which was mostly a cut and fill exercise. If one examines the present trace of the KV line up to Makumbura, there are several places where the track could be straightened. According to the Final Feasibility Report, the curves at many of the places seem to have been straightened or curves realigned with larger radii of curvature.

In addition, straightening the stretch between Hokandara Road crossing and Athurugiriya Road crossing will avoid several bends and reduce the distance from 1.83 km to 1.56 km. Further straightening the stretch between the Malabe Road crossing and Makumbura will reduce the distance from 1.56 km to 0.85 km, resulting in an overall reduction of about one km distance.

The stretch between Padukka and Avissawella is supposed to follow the existing track. The railway line between Kosgama and Avissawella crosses the A4 highway at four places. Since it is expected to run trains at 30 min intervals during peak time in this stretch in one direction or at every 15 min if both directions are considered, there will be congestion on the highway unless fly overs are built at these crossings. Alternatively, the track could be re-laid to avoid the crossings altogether.

There is also the ambiguity with regard to the section to be elevated. The Final Feasibility Report says it is up to Kottawa in some places and as Makumbura North in other places. The project website gives it as Malapalla. The former GM says that the railway line to be elevated is up to Homagama.

 

OPERATION AND MAINTENANCE OF THE NEW LINE

Once the new system is built by the foreign contractors, it has to be operated and managed by a competent organization. Being the owner of the project, SLR may want to do that, particularly because all trains operating in Sri Lanka are required to be driven and guarded by SLR staff according to the law. However, the question is are they the most suitable for the job? The archaic rules and regulations, the attitude of staff, lack of interest in passenger care, low level of maintenance and neglect of existing tracks, dominance of trade unions in operative matters would necessitate the government to rethink on who should be entrusted with the task of operating and managing the new system.

The SLR is dominated by Mechanical Engineers. Their inability to operate and maintain electronically controlled trains was amply demonstrated in the case of the 10 Locomotives from Alstom of France imported in 2000. After a short spell of operation, they developed various problems and efforts made to get them attended to by the manufacturers were not successful. Though the manufacturer trained the SLR staff in maintenance and gave them maintenance kits, it was reported that they did not have the background knowledge to assimilate the training given and as a result most of the locomotives had to be taken off service (Ceylon Today, 08.02.2014). Although SLR found these locomotives unsuitable here, India entered into a contract with Alstom to manufacture 800 locomotives in India, delivering 100 units annually.

It is therefore imperative that the new train system be leased to a private party to operate jointly with SLR drivers and guards, and the private party given the full responsibility for its operation and management including maintenance. The private party could be even a foreign company having the experience in managing similar railway systems in their own countries. This could be tried out at least initially until such time a local company staff are trained and ready to take over.

 

PLANS FOE FUTURE EXTENSION OF KV LINE

The former GM speaks about “the new infrastructure provided should be able to be utilized for any future extensions beyond Avissawella”. The website of the Colombo Suburban Railway Project (https://www.csrp.lk/about-us.php) has described several new railway lines to be built in the foreseeable future. One is the construction of a railway line from Kurunegala to Habarana via Dambulla, a distance of 81 km, for which the Feasibility Study has been completed. Another is the extension of KV line from Padukka to Nonagama via Ingiriya, Ratnapura and Embilipitiya to link with the Southern railway line. It is noteworthy that this trace bypasses Avissawella.

The KV line was first built from Colombo to Yatiyantota via Avissawella during 1900–1902 to serve the plantation community in Sabaragamuwa. It was branched off at Avissawella and extended up to Opanayaka via Ratnapura in 1912 (Wikipedia). Hence, today there is no necessity to retrace the old track to Ratnapura via Avissawella when there is a shorter route available via Ingiriya.

Furthermore, this stretch is heavily encroached and it will be a difficult task to claim it back. Even the Ruwanpura Expressway is planned to traverse via Ingiriya to Ratnapura. However, such investment on building new tracks is justified only if investments are made to acquire the necessary rolling stock to maintain a regular service.

 

FUNDING OF THE PROJECT

The project feasibility report gives the estimated investment required for the project as USD 1,424 million (M) comprising USD 700 M for track construction, USD 250 M for rolling stock, and USD 300 M for other infrastructure development and feasibility studies. Financial analysis of the project shows that project cash flows are not sufficient to fully recover the investment cost of USD 1.42 billion or LKR 263 billion.

According to the feasibility report, even though the Project cash flows are not sufficient to fully recover the total investment and associated cost of funding, it could recover approximately 21% of the investment cost and related cost of funding under 30-year analysis and it can go up to 27% with 50-year financial evaluation. Recovering the rest of the investment costs and paying the related cost of funding could not be made with project cash flows generated thus the government needs budgetary allocation from common public funds for the same which is the usual case with public sector railway projects in many countries.

On the other hand, the project operational and maintenance costs and replacement costs can easily be recovered with railway tickets and other income of the KV line. Accordingly, the project does not require government subsidies for meeting operating costs. It is also expected to generate wide economic, environmental and social benefits which cannot be monetized directly. It is therefore envisaged that funding could be raised through loans from commercial financial institutions and multilateral agencies in addition to government contributions.

 

RESERVATIONS EXPRESSED AGAINST THE PROJECT

Some independent consultants, including the former GM, are now questioning the desirability of elevating of the stretch from Maradana to Malapalla. It is surprising why these professionals are now making objections for elevating the track up to Malapalla at this late stage. He seems to be concerned about the high cost of the project, “the return on investment, and the impact of the solution to the country as a whole, in relation to financing of foreign loans”.

 

The former GM says “I believe there were two main excuses to recommend elevation; one was the acquisition of land or let me mention in a more prudent way, it is relocation of encroachments presently occupying railway land, and the second is the number of level crossings presently at-grade”. He goes to great length explaining how level crossings could be built economically in the event the tracks are laid on the surface including building fly overs and under passes quoting practices in other countries.

One excuse he gives against elevated line is that elevation “requires the provision of escalators and elevators for stations in the elevated sections required to be maintained, and in case they are not maintained, the general public will suffer when they have to climb 7m (the height of two floors of a building) to the station platform”. Escalators are used world over for mass transport of people between different elevations, though the former Railways GM thought they are not good enough for Sri Lanka. That may be the reason why none of our railway stations have any escalators installed.

Some experts are of the view that the electrification of sections on the main and coastal lines should have been given priority rather than developing the KV line. See http://www.themorning.lk/railway-project-on-hold-rs-40-b-dent-on-state-coffers/. The lobby against the project is so strong that they were trying to influence the ADB which certainly does not sound ethical for professionals. A more appropriate course of action would have been to get it sorted out internally (http://www.themorning.lk/after-jica-govt-removes-adb/). It appears that these moves have resulted in getting the project stalled.

 

CONCLUSION

A loan of USD 160 million from the ADB has enabled the SLR to study modernization of its suburban railway lines including their electrification which has been long overdue. Under this project the KV line up to Makumbura North will be elevated, with double tracks up to Padukka. The track beyond Padukka up to Avissawella will remain single track without electrification but with improvements. Detailed designs are being carried out including resettlement of displaced families. It is expected that the project will be implemented soon despite objections raised by some professionals on frivolous grounds.

It is also important to hand over the operation and management of the new railway to an experienced and competent party until such time the local personnel are trained and ready to take over. With objections raised against the project by certain quarters, it is sincerely hoped that the government will not abort the project, the way the Light Rail Transit project was aborted recently. It is expected the government will be able to secure funding for the project through offers made by foreign ambassadors from friendly countries and various visiting foreign dignitaries for assistance to develop the country.



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Human dignity comes centre stage in Afghan refugee deportation crisis

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Afghan refugees in bordering countries: ‘Long-suffering’ . Copyright: AFP or licensors, Credit

The mounting mute and unmitigated suffering of the ordinary people of Afghanistan is coming to the fore once again in ongoing efforts by some neighbouring states to deport tens of thousands of Afghan refugees to their country of origin. As in the case of the majority of refugees the world over the Afghan refugees too are caught up in cataclysmic wars and conflicts not at all of their making.

International reports indicate that some six million Afghan refugees have been virtually pressured, to date, to return to Afghanistan by Pakistan and Iran, for instance, on the basis apparently of stringent policies on refugees adopted by the latter. Many refugees are on record that although they are officially identified as of Afghan origin this is the first occasion on which they are seeing the inside of Afghanistan, since thus far they have been living, particularly in Pakistan, as virtual natives of the latter.

‘They are part of the biggest cross border movement of people in recent history, a UNHCR source was quoted saying. However, barring the latter UN agency and a few well wishers, the refugees are being seen as a virtual parasitic and unwanted presence by sections of the publics who have thus far been compelled to have the refugees among them.

The refugees’ haplessness is compounded by the fact that they have been reduced to almost destitution. Having possessed virtually nothing by way of material assets they are getting back to Afghanistan a dis-empowered, dispossessed people.

For well over a century Afghanistan has been at the centre of the big power rivalries of South Asia. The country has been intensely coveted by the majority of major extra-regional powers from the turn of the last century primarily on account of its strategic geographical location, besides some of its natural resources.

Those powers that gain a military foothold in the country would be enabled to bring the majority of Afghanistan’s neighbours within their sphere of influence and power. Some of these are, China, Pakistan, Iran and India. Besides there are the one time Soviet Central Asian Republics, control over whom would be of considerable value, from a number of viewpoints, to expansionist powers.

These attractions account for the appeal Afghanistan has continued to exercise over the majority of extra-regional powers whose presence has proved decisive in the shaping of international politics over the decades. Those powers who have featured majorly and are continuing to do so are, the US, Russia, China and the UK to a lesser degree.

However, the Afghan refugee issue or the ‘Long- suffering’ of the ordinary people of Afghanistan could be considered as having gained exceptional prominence with the Soviet invasion of Afghanistan of 1979.

The latter event needs to be seen as a notable turning point in the last century’s international politics. The initial disintegrative cracks in the Soviet Union were beginning to appear and Islamic fundamentalism was seen by the Soviet authorities as making divisive inroads into their Central Asian Republics.

The influence of Islamic fundamentalism had to be stymied following the Islamic Revolution in Iran in 1979 and Afghanistan came to be seen by the Soviet authorities as a potential hotbed of such religious revolutionary fervour. Thus came about the Soviet invasion of Afghanistan and its subsequent degeneration into a military quagmire for both the Soviet Union and the US.

Thus it was only a matter of time before Afghan refugees began to swell in numbers in neighbouring states. They were haplessly caught up in the ‘cross-fire’ between the Soviet backed Afghan security forces and the Afghan militant resistance which evolved into the Taliban.

As is known, the Afghan resistance came to be armed and backed by the US subsequent to Afghanistan being over-run by the Soviet Union. Thus, Afghanistan became the last proxy war theatre in the long -running Cold War between the US and the Soviet Union. More than a decade of blood-letting convinced the Soviets that there was no choice but to quit Afghanistan.

Thus, to a considerable extent, the Afghan refugees are the victims of big power armed rivalries which are continuing to render the world a most ‘dangerous place’ for ordinary people. The UN agencies seem to be doing their best for the refugees of Afghanistan and most other refugee categories but the continued humiliation of such victims of war would need to be mitigated by the international community to the extent possible. Forcible deportation of refugees in particular may need to be eschewed and outlawed.

Being subjected to an acid test at this juncture is the Universal Declaration of Human Rights (UDHR). It is the latter seminal convention that made the protection of human dignity a cardinal value for the world community.

All those sections that subscribe to international humanitarian law and democratic opinion world wide need to come together, may be under the aegis of the UN, to work out how primacy could be attached to the UDHR and its principal mandate of protecting and perpetuating human dignity and worth.

This is no easy challenge to meet but it needs to be addressed urgently before currently rampant ‘international disorder’ grows well out of control.

The US and Russia are especially obliged to go to the rescue of the Afghan refugees since the Afghan crisis is of their making to a considerable extent but no help could be expected from them because their governments are strongly right wing in orientation. It would be far-fetched to expect of them a strong social conscience.

However, the UN and like-minded organizations need to dialogue strongly with the Taliban regime in Afghanistan with a view to bettering the well being of Afghan civilians. No longer could the lot of the latter be allowed to be dismissed by the Taliban government as ‘an internal matter.’

If the Taliban regime is being assisted by the UN, the former is strongly obliged to be accountable to the international community. The UN would need to non-obtrusively convince the Taliban government that it cannot ignore the essential needs of its civilian populace and the empowering of women forms a central component of this broad programme of work. The UN’s diplomatic finesse needs to come to figure here in a major way.

Refugees everywhere should ideally be re-accommodated in their countries of origin or native lands. However, unless and until their dignity is ensured by governments and other quarters that matter such endeavours would prove to be self-defeating.

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A Defence Minister after 38 years: Partnership without capture

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President Dissanayake with Indian Defence Minister Rajnath Singh

Indian Defence Minister Rajnath Singh’s arrival in Colombo is not a ceremonial call. It is the political face of a security relationship that has been rebuilt, layer by layer, since 2024. Sri Lanka should take the capability on offer, and keep the right to say no.

by Mahil Dole
Senior Superintendent of Police (Retd.)

Indian Defence Minister Rajnath Singh is in Colombo for a three-day official visit, the first by an Indian Defence Minister in 38 years. The last such call was by K. C. Pant in 1988. That long silence itself tells a story. For nearly four decades, defence business between the two neighbours was handled by service chiefs, training colleges and quiet staff talks. New Delhi has now chosen to put a political minister at the centre of the relationship, and to do so immediately after a dense sequence of Indian visits and against a harder contest in the Indian Ocean.

The visit will be read, in Delhi, Beijing and Washington, as a signal. Our task in Colombo is narrower and more serious: to convert the signal into national capability without converting the island into a platform.

Not an isolated visit

Singh’s programme is the latest layer in an unusually concentrated Indian engagement since President Anura Kumara Dissanayake assumed office in September 2024. Prime Minister Narendra Modi’s state visit in April 2025 was the first by any foreign head of government after the new presidency. Seven documents were signed. Among them was the first comprehensive India–Sri Lanka Defence Cooperation Memorandum of Understanding, a five-year umbrella covering joint exercises, training, port calls, humanitarian assistance and disaster relief, information exchange and possible defence-industry cooperation. Either side may terminate it with three months’ notice. That exit clause is not a detail. It is the difference between a structured partnership and a treaty alliance.

What followed was a rhythm, not a one-off. The eighth Annual Defence Dialogue was held in Colombo in June 2025. The Indian Navy Chief called in September 2025. After Cyclone Ditwah, India arrived as a first responder and later announced a reconstruction package of some 450 million US dollars; External Affairs Minister S. Jaishankar came as Special Envoy. In January 2026 the Indian Army Chief, General Upendra Dwivedi, handed over vehicles and training aids, opened a friendship corner at the Defence Services Command and Staff College, and laid a wreath at the IPKF memorial in Battaramulla. The Indian Vice-President visited in April. Foreign Secretary Vikram Misri was in Colombo on 5 August with rupee lines of credit for railways and other priorities. Later that month, Sri Lanka’s Navy Commander, Vice-Admiral Damian Fernando, made his first overseas visit in command, to New Delhi, and met the Chief of Defence Staff, the Defence Secretary and the Navy Chief.

Singh therefore arrives not as a stranger opening a file, but as the political seal on work already in motion. He met President Dissanayaie, who holds the defence portfolio, the Prime Minister and the Defence Secretary. The itinerary also takes in the IPKF memorial, the Defence Ministry, the parliamentary precincts, Gangaramaya Temple, a likely reception on an Indian Navy ship, the National Defence College, and the Sita Amman Kovil in Nuwara Eliya. Indian High Commissioner Santosh Jha has said relations have “never been better” in decades. The visit calendar, at least, is not an invention.

What already stands on the defence floor

It is important to be precise about what already exists, so that we do not mistake institutionalisation for a sudden tilt.

Training is the deepest bond. India is the largest foreign trainer of the Sri Lankan armed forces, offering on the order of a thousand to twelve hundred vacancies a year. One naval accounting records more than two thousand Sri Lankan naval personnel passing through Indian courses over nine years. Shared classrooms produce shared language, shared drills and personal networks that outlast any single government. Reports ahead of this visit point to three new memoranda, one likely on air-defence guns, one on cadet-corps links, and one on cooperation between the Sri Lanka Defence College and Indian defence institutions. If signed, those instruments would push the relationship into the next generation of officers, not only today’s operators.

Exercises are now routine rather than ceremonial. The twelfth edition of SLINEX, the bilateral naval exercise, was held in Colombo from 14 to 18 August 2025, with a harbour phase of professional exchanges and a sea phase of gunnery, boarding, replenishment and communications. MITRA SHAKTI, the army exercise with air elements, held its eleventh edition in Belagavi last November. A fourth bilateral diving exercise was conducted in Colombo in April 2026. The two navies and coast guards continue International Maritime Boundary Line meetings. An Indian Navy Dornier was based here for maritime surveillance from August 2022 to August 2025. A Maritime Rescue Coordination Centre was commissioned with an Indian grant of about six million dollars. INS Vikrant and INS Udaygiri took part in the International Fleet Review marking the Sri Lanka Navy’s seventy-fifth anniversary.

None of this is trivial. None of it, by itself, is alignment. Hardware, hours at sea and staff-college seats are instruments. What they become depends on command, data and political purpose.

National security questions that matter

Three questions should govern Colombo’s handling of the Indian Defence Minister’s visit.

The first is maritime domain awareness. Sri Lanka’s core security geography is not a land frontier. It is the exclusive economic zone and the sea lanes that pass our shores. The live threats are narcotics, people-smuggling, illegal fishing, and the possible relocation of cyber-fraud compounds. Conventional naval war is not on this year’s operational list. Indian help with sensors, hydrography, diving, boarding drills and search-and-rescue is therefore rational. The test is who owns the picture. Shared awareness is useful. Exclusive dependence on one partner’s fusion centre is a vulnerability. Australia’s Disi Rela programme against irregular maritime movement, Japanese passage exercises, and the United States capacity support, cutters, aircraft, humanitarian exercises, already exist. They should remain in the mix. Maritime security should be a Sri Lankan-led coalition of convenience, not an Indian franchise.

The second is the air and coastal defence gap. Talk of Indian air-defence guns is not abstract after the 2026 conflict in West Asia reached our own waters, the sinking of the Iranian frigate IRIS Dena off Galle, and later Iranian hulls lingering near the exclusive economic zone. The government’s public line was the correct one: no combat use of our territory, airspace or waters by any party; humanity first; sailors rescued. That posture only works if the state can see, and if necessary contest, its approaches. Accepting guns, radars or training is compatible with an independent foreign policy if command, basing and rules of engagement remain Sri Lankan. Integrating them into another country’s kill-chain would not be.

The third is internal security. Easter Sunday accountability, narcotics networks that run through ports and prisons, and communal peace are not separate from geopolitics. Partners price political risk. A state that cannot govern its harbours, its financial system and its extremist ecosystems will be offered “help” that looks like tutelage. India’s interest in counter-terror coordination and drugs overlaps with genuine Sri Lankan needs. The discipline required is the same as in any sound intelligence relationship: cooperate on targets; do not outsource the service.

The wreath at the IPKF memorial will be watched, as it was when the Indian Army Chief stood there in January. The years 1987 to 1990 remain raw in our political memory. The only stable line is professional honour to the dead, not a political rehabilitation of an intervention that divided this country.

How the region will read Colombo

India’s motive is not mysterious. Sri Lanka sits on the approaches to India’s southern seaboard. Chinese commercial and dual-use presence at Hambantota and Colombo Port City, and continuing engagement with the People’s Liberation Army Navy, is the backdrop. Pakistani naval units calling at Colombo, including a Chinese-built Hangor-class submarine earlier this year, only sharpen New Delhi’s preference for a denser security habit with us. Neighbourhood First and MAHASAGAR, Mutual and Holistic Advancement for Security and Growth Across Regions, are the language. The operational aim is that extra-regional navies do not treat Sri Lankan harbours as a default logistics base against Indian interests.

Our motive should be equally clear, and different. Geography makes India the permanent neighbour. Crisis behaviour, liquidity and fuel in 2022, the cyclone in 2025, the energy and remittance shock of 2026, has already shifted public sentiment. That is a political fact. It does not require Colombo to adopt India’s threat picture of China, or to freeze other relationships.

A workable posture is polyalignment with a spine. India is the deepest security and connectivity partner, domain awareness, disaster response, training, Trincomalee energy cooperation, grid links and rupee credit, on the condition that ports, exclusive economic zone access and intelligence fusion remain under Sri Lankan law. China remains a major economic and infrastructure partner; new exclusive strategic footholds should not be created, and debt and operational control must stay visible. The United States, Japan, Australia and Europe matter for markets, green shipping, extra training pipelines and non-traditional maritime threats. Ordinary naval diplomacy with Pakistan and others is manners, not signalling.

The government’s stated doctrine, an independent policy that does not favour any country, and territory that will not be used against a third party, is the right public frame. This week will test whether that frame can coexist with deeper, more structured Indian defence cooperation. It can, if the new memoranda are capability contracts with exit clauses, not political alignment documents.

Take help. Keep the choice

Colombo should treat the expected instruments as a capability audit.

On air defence, welcome sensors and guns that Sri Lanka can man, maintain and switch off. Reject any arrangement that requires foreign crews, foreign rules of engagement, or data that only flows one way. In cadet corps and staff colleges, take the training and keep a parallel pipeline with other professional schools so that the officer corps is not a single-source product. On the 2025 Defence Memorandum, measure implementation by Sri Lankan readiness, hours of maritime coverage, time-to-rescue, interdiction rates in the exclusive economic zone, disaster lift, not by the number of Indian ship-days in harbour.

Joint training should emphasise humanitarian assistance, counter-narcotics, hydrography, diving and lawful boarding. Those are the missions that serve the public and do not lock us into someone else’s contingency. Scenarios that only make sense in an India–China or India–Pakistan crisis should be declined politely and firmly.

Defence talks must also be bound to the prosperity agenda. Trincomalee as an energy and industrial node, electricity interconnection, port productivity and cyclone reconstruction are where security cooperation either pays the citizen or looks like militarisation. A Defence Minister’s visit that produces only wreaths and signed paper will be read in the region as alignment. A visit that also moves energy storage, disaster systems and maritime safety will be read as statecraft.

I write as a former police officer who spent a working lifetime on intelligence, counter-terrorism and the unglamorous work of keeping a multi-religious island in one piece. Geography gave us a seat at the table of Indian Ocean commerce and security. Institutions, energy policy, port performance and social cohesion will decide whether that seat produces prosperity, or merely more invitations to other people’s contests.

Singh’s visit should be received with courtesy, used with discipline, and remembered for what it adds to Sri Lanka’s ability to stand on its own water. Take the neighbour’s hand. Keep the island’s choices. Make sure every exercise, every gun and every training slot leaves us more able to say no the next time a great power asks to use our sea, our air or our soil. (18 sources)

This analysis is offered in the interest of national security, institutional reform, and public safety)

The writer is a retired Senior Superintendent of Police. He served as Deputy Director in charge of the Counter Terrorism Desk, State Intelligence Service, and later as Intelligence Coordinator to the Inspector General of Police. He is the author of Security Beyond Enforcement: Practical Approaches for a Safer Nation.

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Lost for 90 years: Rare Goby resurfaces in Jaffna

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Discovery site Karainagar, Karaitivu Island

Rediscovery highlights rich, unexplored aquatic biodiversity in Northern Province

By Ifham Nizam

A small fish that vanished from Sri Lanka’s scientific records for nearly 90 years has resurfaced in the waters of Jaffna, providing researchers with a remarkable rediscovery and fresh evidence that the Northern Province still holds significant, unexplored aquatic biodiversity.

The Yellow-stripe Goby, Mugilogobius chulae (Smith, 1932), was recently found in the Karainagar area of Karaitivu Island during a biodiversity survey, almost nine decades after it was last scientifically recorded from Sri Lanka.

The discovery is particularly significant because the species had previously been known from the country only through a single historical specimen collected from Pedduru Thuduwa, Jaffna.

Discovery moment

Research scientist Janamina Bandara, a member of the team that made the discovery, told The Island that the fish was not initially identified as the long-lost species.

“We came across an unidentified Goby during our fieldwork, and it was only after a detailed examination of its external morphology that we were able to establish its identity as Mugilogobius chulae,” Bandara said.

“For us, it was an exciting moment because this species had not been confirmed from Sri Lanka for almost 90 years.”

The fish has a particularly interesting history in Sri Lankan ichthyology.

In 1936, renowned Sri Lankan zoologist P. E. P. Deraniyagala described a new fish from Pedduru Thuduwa in Jaffna in his paper,

“Two New Fishes from Ceylon”, published in The Ceylon Journal of Science.

He named the species Vaimosa valigouva. Subsequent taxonomic revisions established that Vaimosa valigouva was a synonym of Mugilogobius chulae, the currently accepted scientific name of the Yellow-stripe Goby.

However, no further confirmed records emerged from Sri Lanka for decades.

With the species absent from subsequent surveys and inventories, it eventually disappeared from the country’s national fish lists and from much of the scientific literature relating to Sri Lankan fishes.

The prolonged lack of records was also closely linked to the difficulties of conducting biological research in northern Sri Lanka.

Yellow-stripe Goby, Mugilogobius chulae

For decades, the civil conflict, restricted access, security concerns and limited opportunities for field surveys prevented scientists from systematically investigating many of the region’s aquatic habitats.

Consequently, while considerable advances were made in documenting biodiversity elsewhere in the island, northern Sri Lanka remained comparatively poorly explored.

Bandara said the rediscovery should, therefore, be viewed in a much wider context than the finding of a single fish.

He told The Island: “An absence of records does not necessarily mean that a species is absent. In the case of northern Sri Lanka, there have been enormous gaps in field data because large areas could not be studied systematically for many years.”

“This finding demonstrates how important it is to return to these habitats and carry out detailed surveys. There could be many more species, range extensions and rediscoveries waiting to be documented.”

The research team’s findings did not end with the Yellow-stripe Goby.

During the same study, the researchers also documented the Black-spotted Snubnose Goby, Pseudogobius melanostictus (Day, 1876), providing what they describe as the first confirmed northernmost record of the species in Sri Lanka.

The species had previously been reported mainly from lagoonal and brackish coastal environments in the western part of the country, while recent verified records were limited.

The new finding consequently extends the known geographical range of Pseudogobius melanostictus and adds an important northern record to Sri Lanka’s fish fauna.

Together, the two findings significantly expand the known distribution of both Goby species within Sri Lanka.

They also highlight the importance of small and often overlooked coastal, tidal and inland aquatic habitats in documenting the island’s biodiversity.

Goby species are generally small fishes that occupy a variety of marine, brackish and freshwater environments. Their habitats can include rocky shores, tidal pools, lagoons, estuaries, mangroves and other transitional aquatic ecosystems.

Black-spotted Snubnose Goby, Pseudogobius melanostictus

Because of their small size and preference for habitats that are often overlooked during large-scale biodiversity surveys, some Goby species can remain undocumented for long periods.

The latest research is, therefore, particularly relevant to understanding the aquatic biodiversity of the Jaffna Peninsula and surrounding islands.

According to Bandara, the discovery also demonstrates the importance of combining historical scientific literature with modern field research.

“The old records gave us an important historical reference, while the current fieldwork allowed us to connect that history with what is actually present in these habitats today,” he said.

The rediscovery of Mugilogobius chulae effectively reconnects modern Sri Lankan ichthyological research with Deraniyagala’s 1936 record.

It also establishes the new finding as the westernmost known occurrence of the species in the Indian Ocean, according to the researchers.

The study’s authors — Janamina Bandara, Sahan Randeniya and Aravind Manoj — say their findings underline the need for continued biological surveys in northern Sri Lanka.

The region’s aquatic ecosystems remain insufficiently studied, particularly in areas that were inaccessible or difficult to investigate for extended periods.

Bandara said the team expected that further exploration could produce more unexpected findings.

“We should not assume that we have a complete picture of Sri Lanka’s fish diversity. Particularly in the north, there are habitats that have received very little scientific attention,” he said.

“Every field survey can potentially change what we know about the distribution of a species. That is why continued exploration and proper documentation are so important.

The researchers have expressed particular concern about the need to document such species before changes to their habitats make future identification more difficult.

Coastal development, changes in water quality, habitat degradation and other pressures can affect small aquatic ecosystems, making baseline biodiversity information increasingly important for conservation planning.

The latest study, therefore, provides not merely two new distribution records but also a reminder of the value of maintaining and updating national biodiversity inventories.

The researchers thanked Dr. Helen Larson, Rohan Pethiyagoda, Madhura de Silva, Dr. Kasun Bandara and Neluka Fernando for their assistance with various aspects of the study.

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