Features
Proposal for a shorter alternative route

Improvements to Kelani Valley Railway:
By Dr Janaka Ratnasiri
The writer’s article on the above which appeared in The Island of 09.11.2020 brought some responses among which is reference to the Megapolis Transport Master (MTM) Plan released in November 2016, prepared by the Ministry of Megapolis and Western Development under the former regime. This Master Plan has forecasted future demand for transport in the Western Province up to 2035 and proposed ways and means of meeting the demand by road, rail and water transport systems.
Though the terms of reference for undertaking the feasibility study of the Colombo Suburban Railway Project (CSRP) discussed in the writer’s above mentioned article said “Collect and review all available relevant studies, reports, materials, documents, and information including findings from the project preparatory team”, it appears that no reference whatsoever has been made to the MTM Plan in the CSRP Feasibility Study.
NEW RAILWAY LINES PROPOSED IN THE MEGAPOIS MASTER PLAN
The MTM Plan has proposed two new railway lines in the Western Province, one from Kottawa to Horana and a second from Kelaniya to Kosgama linking with the KV railway line. Regarding the first, the Plan says “The detailed design and implementation of Kottawa–Horana new rail line (22km) is planned to be commenced after six months and before three years to be completed on or before 2020. The estimated project duration for the whole project is three years and the cost is estimated to be USD 309 million”. Once completed (if at all), this railway could draw passengers now using the 120 bus route for travelling from Horana to Colombo. The proposed Ruwanpura Highway will also have an exit at Horana which will be an alternative route to travel from Horana to Colombo via the proposed elevated highway from the New Kelani Bridge to Athurugiriya via Rajagiriya. This could affect the forecasted traffic expected to use the railway from Horana.
The more relevant new railway line is the second option, that is from Kelaniya to Kosgama. The MTM Plan has marked out this railway line shown as a crow-flying path, touching Sapugaskanda and Biyagama Export Processing (BEP) Zone. About the line, the MTM Plan says “The Kelaniya to Kosgama via Biyagama, and Dompe (30km) to be constructed which gives access to the proposed plantation city at Avissawella. This project is to be commenced as a long-term intervention. A feasibility study needs to identify the demand and finalize the trace. This can be either electrified or use the locomotives that are taken out due to electrification on other lines”. It will be necessary to build a bridge across Kelani River close to Pugoda for this railway line.
ECONOMIC BENEFITS OF THE PROPOSED NEW RAILWAY LINE
The railway line from Kelaniya to Kosgama targets both passengers as well as freight transportation. The line passes the Sapugaskanda oil refinery which makes it possible to use it for oil transportation as well. As a matter of fact, a railway line up to Sapugaskanda was planned several decades ago, and land acquired, but the project was abandoned and the land slowly got occupied by encroachers.
The present refinery built in 1969 meets only 25% of the country’s oil requirement, producing about 1.6 Mt of refined products annually (Petroleum Ministry website). Presently, the refinery is served by two pipelines built in 1969 to transfer crude oil from the Port and refined products to the Kolonnawa Petroleum Storage Complex (PSC). However, the design life span of these petroleum pipelines is only 25 years and hence these need replacements. However, with problems of land and environment clearance, laying of new pipelines is no easy task. Efforts to replace leaky pipelines from the Port to Kolonnawa PSC have been planned for over a decade but still nothing could be realized for various reasons.
As an alternative to a new pipeline, transport of oil to and from the refinery in bowsers could be considered. Assuming one road bowser could hold 20,000 litres, transfer of 16 Ml of oil a day will require 800 bowsers a day. However, if rail wagons are used for transporting oil, using 50,000 litres capacity wagons, a day’s output could be transported in about 320 wagons. If all this oil is transported to the Kolonnawa Complex by pipelines or wagons it will saturate the storage capacity there. Instead, it will be more convenient if this amount could be transported directly to consumer points.
PLANS FOR EXPANDING THE REFINERY CAPACITY
Plans for the expansion and modernization of the refinery were made over the last decade, and according to Petroleum Ministry’s Performance Report for 2012, the cost of such modernization was estimated to be USD 500 million in 2010. However, the matter was not pursued that time as the technology offered when bids were called was found unsuitable. It is very likely that the cost of the project with the latest technology would exceed USD 1 billion today. The Cabinet approval was granted on 02.11.2020 to call for fresh bids for modernizing the refinery and expanding its capacity to 100,000 barrels (16 Ml) per day or 5.0 Mt per year. This is about three times the present capacity. However, it appears that authorities have not given thought to the optimum way to transport away the expanded output of the refinery.
Currently, the Corporation maintains 11 bulk depots island-wide out of which 10 are built adjoining railway stations, and oil is transported to them from the Kolonnawa Complex by railway. If a railway line is available to the refinery, refined products could be transported direct to regional depots from the refinery itself. This could be done by using several trains each carrying about 20 wagons. This will ease the congestion at the Kolonnawa Complex in handling the entire oil distribution to the country by itself. The proposed railway link to the refinery will meet this requirement.
In addition, the containers presently transporting goods from the Biyagama EPZ as well as Seethawaka EPZ on road vehicles to the Port for export, could use this railway line after building suitable facilities for loading containers on to the railway carriages at the Zone. This will ease the congestion on highways presently experienced when a large fleet of containers use the highways through the city.
AVAILABILITY OF A NEW RAILWAY TRACK TO AVISSAWELLA
A more significant factor is that the new route proposed in the MTM Plan will reduce the distance to Kosgama from Maradana by at least 17 km compared to the route via Padukka. If the Kelaniya–Kosgama trace is taken as a base line, the route via Padukka appears to be a semi-circle. So, naturally, it is about 50% longer. The British moved the original trace via Padukka because a direct route via Hanwella would be over flood-prone land. In building the High Level Road, considerable amount of land filling had to be done to avoid inundation by floods.
The stretch between Padukka and Kosgama is special in that there is no roadway parallel to the railway line along this stretch. Hence to cater to the villagers living in this area, Sri Lankan Railways (SLR) operates a rail-bus service from Padukka to Kosgama at regular intervals. This is an ingenious system developed by a SLR engineer, comprising two normal road buses coupled back-to-back with the road wheels replaced by rail wheels and driven by the normal bus engine. This is a much cheaper system apparently not to the liking of fellow engineers who preferred more expensive conventional locomotive system.
Under the project undertaken for the improvement of the Kelan Valley Railway line as a part of CSRP, it is proposed to build an elevated double track electrified line from Maradana up to Makumbura and from Makumbura to Padukka, build a double track electrified line at grade. The segment from Padukka to Avissawella will be a single track at-grade following the existing line with certain improvements. The total distance of the existing line from Maradana to Avissawella is 58 km. On the other hand, the proposed new track from Maradana to Avissawella via Kelaniya, Biyagama, Dompe and Kosgama will be about 41 km, thus saving 17 km.
AMENDING THE PROPOSED IMPROVEMENTS TO KV RAILWAY LINE
The development of the KV railway line up to Padukka may be undertaken as proposed in the CSRP. The stretch between Padukka and Kosgama could remain as it is with slight improvements where necessary to be serviced by rail-buses as done presently. If necessary, the frequency of this service could be increased with additional units introduced. It will be cheaper to use these than using diesel multiple units (DMU) at higher costs. However, if the rail-buses are not fast enough, DMUs may be introduced.
Under the CSRP, a passenger travelling to Avissawella from Maradana will have to alight from the electric train at Padukka and get into a diesel train to continue his journey to Avissawella. The entire journey is expected to take about two hours, excluding the waiting time at Padukka while changing trains. This does not look attractive enough for a bus passenger to shift to a train ride. The SLR also proposes to extend the KV line from Padukka to Nonagama via Ingiriya, Ratnapura and Embilipitiya. Hence, the KV line up to Padukka may be developed with this plan in mind rather than as a continuation of service to Avissawella, which could be serviced by the new line from Kelaniya to Kosgama.
ADOPTION OF A NEW RAILWAY LINE TO AVISSAWELLA
It is proposed that the Government adopts the new track via Kelaniya, Biyagama and Kosgama as the main railway line to Avissawella and include it in the SLR programme as a priority project. It is the shortest route with a distance of only 41 km compared to 58 km via Padukkaka. People will not want to waste their time travelling in a railway going on a circuitous track. This area North of the Kelani River has less population and less traffic flow than those covered by the present KV line. The new track between Maradana and Kosgama via Biyagama could be double track and electrified, but need not be elevated and hence built at lower cost.
The stretch between Kosgama and Avissawella could be developed as a part of the development of the new line proposed in the MTM Plan up to Kosgama. The topography of the area does not allow moving the track away from the present track very much as the A4 highway runs close to the railway line along this stretch and also the presence of hilly terrain. Also, the railway line crosses the A4 highway at four places and this should be avoided either with flyovers or re-laid tracks as decided by experts after studying the terrain.
If the new line up to Kosgama is built with double tracks and electrified, it is necessary to continue this system up to Avissawella, so that passengers will not have to change trains at Kosgama. The distance between Maradana and Avissawella along this new line being about 41 km and with a fewer number of stations, EMUs will be able to cover this distance in about an hour compared to two hours via Padukka even after improvement. If trains are available in short intervals, people will not hesitate to take a train ride rather than a bus ride to travel to Colombo, even if the fare is slightly high. The freight trains could be operated at night time when there is less demand for passenger transport. Spurs could be laid to link with the refinery for transport of oil as described previously and with the Biyagama EPZ as well as the Seethawaka EPZ enabling transport of containers between the EPZs and the Port or the Airport. This will ease the congestion of traffic on the highways.
CONCLUSION
It is a pity that the CSRP Feasibility Report has not looked at the MTM Plan prepared during the previous regime which had proposed a shorter track from Maradana to Kosgama via Biyagama. It will reduce the travel time from Avissawella to Colombo to about one hour compared to two hours with the trains proposed in the CSRP, and has the advantage to be able to distribute the oil production from the expanded refinery and transport containers from the EPZs at Biyagama and Seethawaka. The Government may give priority to develop this railway line and limit developing the present KV railway line under CSRP only up to Padukka.
The Western Region Megapolis Transport Master Plan was developed encompassing all aspects of transportation to provide a framework for urban transport development in Western Region up to 2035. It included recommendations for improving the bus transport system, railway electrification of main, coastal and KV lines and introducing the light rail transit system.
It is unfortunate that this master plan developed at great cost by local experts appears to have been discarded in favour of a plan developed by foreign consultants costing hundreds of millions of Dollars, yet found unsuitable for reasons described above. This just is one example where plans developed by one regime at great cost are discarded by the succeeding regime despite the fact that some of them have merit. Naturally, the country cannot show any progress if this is the accepted practice.
Features
Tree planting along road reservations and banks of streams

Reservations of Roads & Natural Streams which extend to about 10 to 20 on either side are not actively protected in Sri Lanka though it is very common in other countries. Those reservations are owned by the government. Therefore, public use of this land can be considered as a fair use of the land. Main purpose of this proposal is to introduce an intervention to connect the Forest Patches in urban areas such as Gampaha using the reservations of roads and natural streams, by planting trees so that those strips could also act as Urban Bio Corridors while enhancing the tree cover at national level. These trees also absorb the fumes emitted by vehicles while addressing global warming caused due to lack of tree cover. It also serves as a roof top for pedestrians who use reservations along public roads while adding aesthetic value to the area. Enhancing the community awareness about BioDiversity of Sri Lanka and the importance of maintaining a clean environment along road reservations is also another objective of this type of intervention. This intervention also addresses the needs of all sectors of the local communities.
Concept
The Green Road is a relatively new concept for roadway design that integrates transportation functionality and ecological sustainability. This project addresses the transport sector also because it facilitates Environmentally Sustainable Transport (EST) for local people. Therefore, Provincial Road Development Authority (PRDA) is the ideal institute to implement this project. It is also possible to introduce cycle tracks along stream banks as short cuts by improving the banks of natural streams as roads. This intervention would reduce vehicle congestion in main public roads while supporting Clean Sri Lanka programme because local communities themselves become watch dogs against culprits who pollute road reservations and water bodies of natural streams.
Already implemented projects in Mahaweli Areas
In Sri Lanka, the concept of Bio Corridor was introduced in 1988 under a Project called Mahaweli Agriculture and Rural Development project implemented in System B under an USAID funded programme. Similar to highways which connect main cities, in this case the Bio Corridors were introduced as “Bio Highways” connecting fragmented forest patches (“Bio Cities”) in paddy field areas. At the same time those corridors were improved as Cycle Tracks for the local farmers.
Figure 1 indicates the present status of a tree plantation programme implemented in Mahaweli Area (Thambuttegama) in the 1980s along newly introduced roads.
Past Experience of PRDA (WP) related to similar interventions
In 2010, similar intervention was introduced in Gampaha District in parallel with a flood mitigation project implemented by the Provincial Road Development Authority (WP). For example, while Uruwal Oya running adjacent to Gampaha Urban Area was improved to mitigate floods, riparian tree belt areas were also introduced. Later, parts of that stream running adjacent to Gampaha Town were improved as Recreational purposes such as jogging tracks for urban communities. As an additional benefit, it was expected that the shades provided by riparian tree cover would discourage growth of invasive plants such as Japan Jabara, which clogs the drainage outlets resulting in floods in urban areas.
by Eng. Mahinda Panapitiya
Features
Has Compass lost direction?

Sri Lankan voters have excelled in the art of changing governments in executioner style, which they did in many elections including that of 1977,1994, 2015, 2019 and, of course, 2024. They did so, giving massive majorities to parties in opposition that had only a few seats, because the preceding governments were so unpopular. It invariably was a negative vote, not a positive vote-endorsing policies, if any, of the incoming governments, the last election being no exception. NPP, contesting under the compass symbol, was essentially a revamp of the JVP and their main strategy, devoid of any specific policies, was throwing mud at opponents and promising a transparent, corruption free government. They made numerous promises on the hoof. Have they stood up to the challenges?
What the vast majority of the public wanted was a significant reduction in the cost of living, which has spiralled out of control due to the misdeeds of the many preceding regimes, resulting in near starvation for many. The NPP promised to renegotiate the deal with the IMF to give relief to the masses but soon found, to their dismay, that it was a non-starter. Of course, the supporters portrayed it as a display of pragmatism! They promised that the price of fuel could be slashed overnight as it was jacked up by the commission earned by the previous minister who was accused of earning over Rs 100 for every litre! It has not happened and the previous minister has not received the apology he deserves. The cost of living remains unbearable and all that the government continues to do effectively is slinging mud at opponents.
To the credit of the NPP government, financial corruption has not set in, but it cannot be forgotten that most previous governments, too, started this way, corruption setting in later in the cycle of government. However, corruption in other forms persist contrary to the promises made. Had the government sacked the former speaker, the moment he could not justify the claimed PhD, it could have claimed high ground and demonstrated that it would not tolerate corruption in any form. For some reason, unknown to the public, he seems to have a strong hold on the party and he seems indispensable!
As for bringing to justice those previously corrupt, only baby steps have been taken. During the election campaigns AKD promised to get Arjun Mahendran from Singapore within 24 hours of his election and now they are blaming the Singapore government! It looks as if promises were made without any idea as to the practicality of implementation. According to social media posts circulated, the list of assets held by Rajapaksas would have made them richer than Elon Musk! A lady lawyer who described in detail, during the election campaign, the wealth amassed in Uganda by Rajapaksas admitted, after her election, that there was no basis. Her justification was that the NPP government ensured free speech; even to tell lies as the truth.” Government media spokesman has just admitted that she lied about the cost of new year text messages sent by previous presidents and she remains an ‘honourable’ MP!
As far as transparency is concerned, Compass is directionless. MoUs/Pacts signed with India, during the recent visit of PM Modi shines bright with opaqueness! After giving various excuses previously, including that those interested could obtain details by making requests under the Right to Information Act, the official cabinet spokesman’s latest is that it needs the permission of India to release details. This makes one wonder whether there is a lot to hide or it may be that, de facto, we are already under the central government of India and that AKD is just the Chief Minister of the 29th state!
Whilst accusing the predecessors of misuse of power, the NPP does the same thing. AKD’s statements that he would be scrutinizing allocation of funds to local bodies, if opposition parties are elected, surely is an indirect threat to voters. Perhaps, it is not an election offence as the Elections Commission has not taken any action despite complaints!
Whether the exposition of the Tooth Relic, which was done in a mighty hurry, to coincide with the mini-election campaign would backfire remains to be seen. As it was done in a hurry, there was no proper planning and even the basic amenities were not provided to the thousands who queued for days. AKD, as usual, was quick with a political gesture by the unplanned visit meeting those in the queue. What he and his government should have done is proper planning but, instead, government supporters are inundating social media blaming the public for bad behaviour!
To cap this all is the biggest faux pas of all; naming the mastermind of the Easter Sunday attack. AKD built up expectations, and the nation was waiting for the exposure on 21 April, which never materialised. His acolytes are doling out excuses. Dr Nalinda Jayatissa was as evasive as possible during his post-cabinet meeting briefing. Perhaps, there is no mastermind other than those identified by all previous investigations including that by the FBI. All that the president did was handing over the Presidential Commission of Inquiry report to the CID. The acting IGP appointed a committee of three to study, but the next day a fourth person was added, a person who is named as one of those who did not act on intelligence received!
Perhaps, as an attempt to give credence to the allegations made in the Channel 4 programme, Pillayan was arrested. Though it was on a different offence, the alleged abduction of the former chancellor of the Eastern University, Minister Wijepala had the audacity to state in the parliament otherwise. Pillayan has been detained under the PTA, which the NPP promised to abolish! The worst is the campaign of character assassination of Udaya Gammanpila who has decided to represent Pillayan. Dr Jayatissa, who has never practised his profession, took exception that Gammanpila, who has not practiced as a lawyer, is representing Pillayan. Gammanpila has corrected him by listing the cases he had been involved in. In any case, Gammanpila need not be in court but get a set of lawyers to defend, if and when, a case is filed. It begs clarification, the ministerial comment that Gammanpila should be ashamed to represent Pillayan! Has the government already decided the guilt of Pillayan?
Compass has lost direction, indeed, and far too soon!
By Dr Upul Wijayawardhana
Features
Canada holds its own as Americans sour on Trump

On Monday, April 28, Canadians gave the Liberal Party its fourth successive mandate, albeit as another Minority Government but much stronger than in the last two elections, and, more importantly, with a different Prime Minister. Justin Trudeau who had been Prime Minister from 2015 was forced to resign in January 2025 on account of his perceived electoral unpopularity. Trudeau was succeeded by Marc Carney, 60 year old former Governor of the Bank of Canada and later the Bank of England, who dramatically revived the falling fortunes of the Liberal Party and secured its fourth mandate in 10 years.
The Liberal Party and Prime Minister Mark Carney owe their good fortunes to the presidential madness that is going on south of the border, in the United States of America. With his mercurial obsession over tariff’s and recurrent musings about making Canada America’s 51st State, President Trump painted the backdrop to the Canadian election. Trump’s antics did not go down well with the Canadian public and in a rare burst of patriotism the people of Canada overarched their diversities of geography, language, culture, religion and ethnicity, and rallied round the Maple Leaf national flag with utmost determination to stick it to Trump and other Ugly Americans of his ilk.
People and businesses in Canada shunned American products, stopped travelling to US holiday destinations and even took to booing the US national anthem at sporting events involving US and Canadian teams. The threat of economic pain due to a tariff war is real, but Canadians are daring to suffer pain rather than become a part of the US. And Justin Trudeau showed his best leadership in his last days as Prime Minister. Combining diplomatic skill and splendid teamwork with eloquent defiance, Trudeau succeeded in forcing Trump into what has since become Trump’s modus operandi in implementing his idiosyncratic tariff policy: tariff, one day; pause, the next day; and uncertainty, extended indefinitely.
100 Days of Disaster
What he began with Canada and Mexico, Trump has since writ large upon the whole world. His second term is already a term of chaos not only for America but also for the whole world economy. The US economy is officially in first quarter contraction. Another four months, it could be a man made recession of what was in January an economy that was humming sound and was easily the best performing one in the world. It’s only 100 days of the second term, and what is left of it is looming as eternity. “Only 1,361 Days to Go,” is the cover page heading of the latest issue of the Economist. That sums up America’s current state of affairs and their global spillover effects.
Americans are beginning to sour on Trump but there is no way for them to channel their frustrations and anger to force an immediate executive retreat. Trump has reduced the Republican Party to be his personal poodle and with Republics holding slender majorities in both the Congress and the Senate, the Legislative Branch of the US is now wholly beholden its Executive. The traditional wait is for the midterm Congress elections in two years. But Trump has no respect for traditions and conventions, and it would be two years too much before a Democratic majority in the two houses could bestir the Congress to check and balance the runway president.
The Judicial Branch is now playing catch up after the Supreme Court had given Trump near absolute immunity and enabled his second coming. The lower courts are applying the law as they should and stymieing Trump’s palpably illegal orders on everything from deporting immigrants, to downsizing government, and gutting the country’s university system. The tariff cases are slowly making their way to courts and they will add more confusion to the running of the economy before some kind of sanity is restored. Overall, by upending a system of government that has been constitutionally evolving over 200 years, Trump is providing a negatively sobering demonstration that no system is foolproof if a capable fool is elected to take over the reins of government.
Fortunately for the world, other governments and polities have been quick in drawing the right lessons from the demonstration effects of Trump on their American cousins. Trump’s excesses have had a dampening effect on right wing populism in other countries. The Canadian elections are one such demonstration. Another is expected in Australia where national elections are scheduled for Saturday, May 3. In Europe, right wing populist parties are scaling down their rhetoric to avoid facing local backlashes to Trump’s American excesses.
No populist leader anywhere wants to go where Trump is blindly heading, and no one is mad enough like him to think that imposing tariffs is the way to grow a national economy. In Hungary, its strongman Viktor Orbán after securing super majorities in four elections since 2010, is facing the real possibility of defeat in the national elections next year. Orban is regressively anti-Eu while 86% of Hungarians want to strengthen their EU ties, and they are naturally getting tired of Orban’s smearing of the EU just like all Europeans are getting tired of Trump’s and his VP Vance’s anti-European rhetoric.
Canada Holds its Own
Canada, despite its proximity to the US, has never been a haven for Trump’s right wing populism. Yet there have always been and continue to be pockets of support for Trumpism in Canada, and they have found their sanctuary within the Conservative Party of Canada and behind its leader Pierre Poilievre, a 45-year old career politician who entered parliament in 2005 at the age of 25 and became Leader of the Conservative Party and Leader of the Opposition 18 years later, in 2023.
Clever and articulate with an ability to spin rhyming simplistic slogans, Poilievre cultivated his political base by feeding it on a diet of vitriolic and vulgar personal attacks and advertisements denigrating then Prime Minister Justin Trudeau. Poilievre identified himself with the 2022 truck convoy protest that stormed Ottawa, cheered on by MAGA America, and he came to be seen as Canada’s Trump-lite (not unlike Peter Dutton, the Leader of the Opposition in Australia). Nonetheless, Poilievre’s attacks on Trudeau worked in the post-Covid climate of economic hardships and Trudeau’s popularity sank to the point that his own MP’s started calling for his resignation.
Alas for Poilievre, Trudeau’s resignation in January took away the one political foil or bogeyman on whom he had built his whole campaign. In addition, while his attacks on Trudeau diminished Trudeau’s popularity, it did not help enhance Mr. Poilievre’s image among Canadians in general. In fact, he was quite unpopular outside his base of devotees. More people viewed him unfavourably than those who viewed him favourably. Outside his base, he became a drag on his party. He would even go down to defeat in his own electorate and lose his seat in parliament that he had held for 20 years.
Mr. Poilievre’s troubles began with the emergence of Mark Carney as the new Liberal Leader and Prime Minister – looking calm, competent and carrying the ideal resume of experience in dealing with the 2008 financial crisis as Governor of the Bank of Canada, and calming market nerves after the 2016 Brexit referendum as Governor of the Bank of England. Carnie, who had never been in formal politics before, seemed the perfect man to be Prime Minister to weather the economic uncertainties that President Trump was spewing from Washington. Almost overnight Liberal fortunes shot up and after resigning themselves to face a crushing defeat with Trudeau at the helm, Liberals were suddenly facing real prospects of forming a majority after two terms of minority government.
In the end, thanks to the quirky genius of the electorate, Liberals ended with 168 seats with 43.7% of the vote, and four seats short of a majority in the 343 seat national parliament, while the Conservative Party garnered 144 seats with 41.3% vote share. Both parties gained seats from their last election tallies, 15 new seats for Liberals and 16 for Tories, and, unusual in recent elections, the two parties garnered 85% of the total vote. The increases came at the expense of the two smaller but significant parties, the left leaning New Democratic Party (reduced from 24 to seven seats); and the Bloc Québécois (reduced from 45 to 23 seats) that contests only in the French majority Province of Quebec. The Green Party that had two MPs lost one of them in the election.
In the last parliament, the New Democrats gave parliamentary support to the minority Trudeau government in return for launching three significant social welfare initiatives – a national childcare program, an income-based universal dental care program, and a pharmacare program to subsidize the cost of prescription drugs. These are in addition to the system of universal public health insurance for hospitals and physician services that has been in place from 1966, thanks again to the programmatic insistence of the New Democratic Party (NDP).
But the NDP could not reap any electoral reward for its progressive conscience and even its leader Jagmeet Singh, a Sikh Canadian, lost his seat in the election. The misfortune of the NDP and the Bloc Québécois came about because even their supporters like many other Canadians wanted to entrust Mark Carney, and not Pierre Poilievre, with the responsibility to protect the Canadian economy from the reckless onslaughts of Donald Trump.
Yet, despite initial indications of a majority government, the Liberals fell agonizingly short of the target by a mere four seats. The Tories, while totally deprived of what seemed in January to be the chance of a landslide victory, managed to stave off a Liberal sweep under Mark Carney. The answers to these paradoxes are manifold and are part of the of reasonably positive functioning of Canadian federalism. The system enables political energies and conflicts to be dispersed at multiple levels of government and spatial jurisdictions, and to be addressed with minimal antagonism between contending forces. The proximity to the US helps inasmuch as it provides a demonstration of the American pitfalls that others should avoid.
by Rajan Philips
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