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Ratmalana: An international airport without modern navigational and landing aids

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Image 1: Behaviour of smoke during a temperature inversion

History

In 1934 the State Council of Ceylon decided that an airport with easy access to Colombo was a necessity and declared that Ratmalana was the best site available. Accordingly, an airfield was built, and the first landing took place on 27 November 1935 at what became Ceylon’s first dedicated aircraft landing ground. During World War II the airport expanded, and a ‘hard’ runway was built.

 To assist aircraft landing in bad weather and resulting bad visibility, a transmitter was built at Talangama to generate a radio signal beam, called a ‘radio range’, directed along the extended centreline of the Ratmalana runway. If the aircraft was tracking along the correct path, pilots would hear a continuous tone in their headsets. However, if they were left of the desired track, they would hear the letter ‘A’ transmitted in Morse Code (‘dit-dah’); or if right of the beam, the Morse letter ‘N’ (‘dah-dit’). The objective was to hear a continuous signal guiding them toward Ratmalana along the extended centreline of the runway.

 Later, a low-frequency Non-Directional Radio Beacon (NDB) transmitter was installed at Attidiya in the vicinity of the airport, and used in conjunction with an Automatic Direction Finder (ADF) onboard the aircraft. A needle on a compass dial in the aircraft pointed to Attidiya, giving directional guidance. Although this system was useful, when most needed, for example during thunderstorm activity, there was static interference and the needles pointed toward the storm instead of at Attidiya. So, a Very High Frequency Omni Directional Radio Range (VOR) was installed for more accuracy and reliability.

 After WW2 Ratmalana Airport was served by a few international airlines such as Air Ceylon, Indian Airlines, BOAC (British Overseas Airways Corporation) and TWA (Trans World Airlines). But in 1968 the airport lost its ‘international’ status when Bandaranaike International Airport opened and all international operations moved to Katunayake. Subsequently, the equipment at Ratmalana was allowed to deteriorate; radio navigational let-down aids were no longer operative, and there was no proper control tower. The civil training aircraft of the government’s flying school had neither radios nor radio aids to navigation.

 Even the runway lights didn’t work, and domestic flights had to depend on kerosene lamps to demarcate the runway limits. Flares from oil lamps were the guiding light for all traffic landing at Ratmalana Airport. One redeeming grace, in the night, in those days, was that the Sapugaskanda Oil Refinery was in full production and a giant flare of the burning gasses was the guiding light to all domestic traffic landing at the Ratmalana Airport. The Pilots spotted the flare from far away and flew over the Refinery and then turned on the runway heading and could see the runway edge kerosene flares, flickering dimly in a dark patch that was the Ratmalana airport!

 Post-1977 and the Dharmista government, another problem was created for Ratmalana operations. Sri Lanka’s capital was moved to Sri Jayewardenepura, Kotte, and a new Parliament complex built there. Unfortunately, the parliamentary precinct was only 3.6 nautical miles (NM) from the end of the Ratmalana runway ‘as the crow flies’, and less than 1 NM from the Talangama transmitters. In most countries overflying the Parliament is prohibited, and Sri Lanka decreed it wouldn’t be an exception to the rule.

 This decision was detrimental to freedom of aircraft movements to the Ratmalana runway, preventing longer, safer, conventional landing approaches. At the time Air Ceylon, the Sri Lanka Air Force (SLAF) and other domestic flights were still using Ratmalana airport. Many professionals observed that it was akin to someone building a house near an existing railway line and then complaining that it was too noisy and requiring the railway to divert. This is not unlike the widely-known ‘NIMBY’ phenomenon: Not In My Back Yard.

 Consequently, aviators had to accept the non-availability of precision navigational aids at Ratmalana as the Talangama transmitters lost their significance. The Urban Development Authority (UDA) eventually took vacant possession of the Talangama precinct, and the Sri Lanka Army’s Gemunu Watch infantry regiment established a camp there.

During December’s clear nights and cooler mornings, temperature inversions combined with the northeasterly winds blowing smoke from the Sapugaskanda Oil Refinery seriously compromise visibility on the final approach to Ratmalana airport. (See image 1)

    On the morning of 14 December 2014, a SLAF Antonov An-32 transport aircraft on a ferry flight from Katunayake attempted to approach for landing at Ratmalana airport and crashed. This prompted the then Air Force Commander to write to the then Director General of Civil Aviation (DGCA) to reinstall navigational facilities (see letter below). Now, after almost 11 years, Airport and Aviation Sri Lanka (AASL) is slowly realising that not only the ‘seen’ but also ‘unseen’ facilities at Ratmalana should be brought up to international standard in the name of air safety. Wide publicity was given to the fact that the government’s intention was to make Ratmalana an international business aircraft hub by way of regaining its past importance. In fact, it is now known as the Colombo International Airport Ratmalana (CIAR). (See image 2)

Image 2

Meanwhile, another security-sensitive building has been erected and commissioned on vacant land at the former site of the Talangama transmitters, barely 1 NM from the Parliament and 4.4 NM from the Ratmalana runway end. That is the Akuregoda Military Head Quarters, which has created an effective manmade barrier to limit operation of legitimate air traffic to Ratmalana, consequently imposing more restrictions on inbound operations. Furthermore, it appears that there was no ‘master plan’ for Ratmalana International Airport, in a case of the left hand not knowing what the right hand was doing. (See image 3)

   Air safety dictates that jet aircraft should have at least an 8 mile straight-in (no turns) final approach. Now it is not possible to do that with the unplanned presence of sensitive buildings on the final approach to Ratmalana. Ideally, as in other countries, all three parties – the local municipality town planner; Civil Aviation Authority/ Airport and Aviation Ltd (CAASL/ AASL); and building developer – must make these long-term decisions. In Australia, for instance, the Civil Aviation Safety Authority and relevant airports authorities have control of manmade obstacles for a radius of 25 miles. In Sri Lanka, unplanned buildings, called ‘man-made relief’ as against ‘geographic relief’ (terrain), have compromised feasibility of the intended city airport.

 Another example is the General Sir John Kotelawala Defence University (KDU), the tallest building in the vicinity of Ratmalana Airport that should never have been allowed to be built that high. This is symptomatic of a malady the entire country is suffering from: people in the know are afraid to speak up. Subsequently, no one is held accountable for these poor, uncoordinated decisions without true professionals being consulted, resulting in tunnel vision. As a pithy Sinhala saying goes, “ledaa malath, bada suddai” (‘although the patient died, the bowels were clean’).

Accommodating ‘business jets’ (‘bizjets’, or executive jets) at Ratmalana Airport will be a good source of revenue, and a step in the right direction. Putting aside criticism of how Ratmalana Airport was allowed to run down, I write to offer a practical solution to mitigate the adverse effects of unplanned buildings. While the Akuregoda military base is working around the clock, the overflying prohibition may be justified. But Parliament sits only on certain days and for limited hours.

Therefore, the authorities should provisionally allow air traffic, inbound to Ratmalana, to overfly the Parliament complex on days and times when there are no sittings. A Notice to Airmen (NOTAM) to that effect could be issued as and when necessary.

 The over-flight of the Parliament would become ‘Restricted Airspace’, not ‘Prohibited Airspace’. With airspace thus shared for the benefit of all users, longer and therefore safer approaches could be designed to facilitate those small but fast bizjets from overseas operating in and out of Ratmalana Airport.

 The differences in airspace regulation and restrictions are as published by the International Civil Aviation Organisation (ICAO).

 Restricted Area/Airspace is defined as an area of airspace where flight is permitted only under certain conditions. These conditions may include obtaining permission from the airspace’s controlling authority, flying at a certain altitude, or following a specific route. Restricted airspace is typically used for military training, testing, or other activities that require special precautions.

A restricted area is an airspace of defined dimensions above the land areas or territorial waters of a state, within which the flight of aircraft is restricted in accordance with specific conditions. (ICAO Annex 2: Rules of the Air)

 Prohibited Area/Airspace is an area of airspace where flight is completely prohibited. This type of airspace is typically established for national security reasons, such as protecting sensitive government facilities or military bases. In some cases, prohibited airspace may also be established for safety reasons, such as around airports or other areas with high levels of air traffic.

 A prohibited area is an airspace of defined dimensions, above the land area or territorial waters of a state, within which the flight of aircraft is prohibited. (ICAO Annex 2: Rules of the Air)

 Furthermore, Ratmalana Airport lacks a proper Control Tower with a 360-degree range of visibility of the airport area. It is time to ‘think out of the box’. A new Control Tower could be sited in the highest point in the vicinity. Perhaps at the KDU building to mitigate the situation. At Wellington Airport, serving the capital of New Zealand, the control tower is on top of a shopping mall! (See image 4)

Image 4: Wellington Airport, New Zealand, control tower above a shopping Mall

A, research shows that light training aircraft and other small aircraft of the size and mass of business jets cannot create catastrophic destruction to strong buildings such as our Parliament or the Akuregoda military base, similar to what happened on September 11, 2001 in the USA with large passenger jets. (See image 5)

 The Current Status at Colombo International Airport Ratmalana.

 A map of Ratmalana Airport with heights of significant obstacles. The height above Mean Sea Level (MSL) is the first figure. The height above the airport reference point is within brackets. Note: The KDU is 212 ft. above MSL, standing at a height of 190ft. (See image 5)

 Although publicised as an ‘international airport’, Ratmalana does not even have a ground-based precision electronic navigation or landing aid such as a Very high Frequency (VHF) Omnidirectional Radio range (VOR) or an Instrument Landing System (ILS). An excuse for that lack is that unplanned buildings such as the Sri Lanka Air Force Museum are obstructing navigational signals. Even if ground-based radio navigational aids are not available, modern satellite-based navigational aids such as a Global Positioning System (GPS) could be used.

 India has already launched satellites into space and positioned a Geo-Augmented Navigation (‘GAGAN’) satellite for GPS navigation over this part of the world. Unfortunately, Sri Lanka has failed to request India to share use of the system. In the above map ‘RM’ (top left) is the NDB situated at Attidiya, and is not aligned with the extended centreline of the existing runway.

 The Ratmalana terminal building was built in the likeness of many ‘colonial’ airports in the 1950s. It was often used for international movie backdrops. Unfortunately, the airport administration demolished parts of this historic terminal to accommodate an ugly temporary structure.

 There is still no air traffic control tower conforming to international standards with a 360-degree view. From the building that is being used, air traffic control officers cannot see the south side of the airport and the runway at the Galle Road end.

The author (5ft 6in tall) beside the controversial hazardous wall at Colombo International Airport, Ratmalana

Speaking of the Galle Road end, there is still that concrete (or cement brick) wall which is considered a hazard by all experienced pilots, yet the authorities continue to ignore demands for its removal. To clarify, a hazard, according to EASA (European Union Aviation Safety Agency), is “a condition or an object with the potential to cause or contribute to an aircraft incident or accident.”

 The EASA goes on to state that one way of identifying a ‘hazard’ is accepting the opinion of experts with professional knowledge. Accordingly, 22 very experienced pilots with experience totalling 330,500 hours petitioned the then Director of Civil Aviation to remove the concrete wall at Colombo International Airport Ratmalana and replace it with a frangible fence. The letter is produced below.

2nd  November ‘18

 The Director General,

Civil Aviation Authority,

Minuwangoda Road,

Katunayake.

Dear Sir,

The Concrete Wall at the Galle Road End at the Ratmalana Airport

Attached herewith is a petition signed by 22 very experienced pilots, who feel strongly about the presence of the concrete wall at the Galle Road end of the Ratmalana Airport.

The petitioners have a total of 330,500 hours and consist of a cross-section of some of the most experienced pilots in the land.

It is hoped that you will heed their call and at least get the process going.

Thanking you in anticipation.

Yours truly,

Capt. G A Fernando

The author (5ft 6in tall) beside the controversial hazardous wall at Colombo International Airport, Ratmalana

 But the airport authorities couldn’t care less. I believe that the main reason for this sad situation is that none of the present airport administrators are or have been aviators.

 “If you think that Air Safety is expensive, try an accident” Jerome Lederer, President, Flight Safety Foundation, USA

 gafplane@sltnet.lk

The Writer is Immediate past President, Aircraft Owners and Operators Association (AOAOA)

RCyAF/ SLAF, Air Ceylon, Air Lanka, Singapore Airlines (SIA), SriLankan Airlines

President, Colombo Flying Club.

President, UL Club (an Association of Former Air Lanka and SriLankan Airlines Employees)

Life Member of the Organisations of Professional Associations (OPA)

by Capt G A Fernando
MBA (UK)



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Opinion

Open letter to PUCSL on proposed electricity tariff revision

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Although the Public Utilities Commission of Sri Lanka (PUCSL) has appropriately invited public consultation on the proposed electricity tariff revision from 27 February to 18 March, the online submission portal appears to contain a non-functioning submission tab. If this technical issue persists, it risks undermining the integrity and effectiveness of the entire consultation process. Consequently, I have chosen to present this letter openly for public consideration, including by the PUCSL.

Current geopolitical tensions in the Middle East underscore the urgent need for Sri Lanka to minimise its dependence on imported fossil fuels and prioritise the development of domestic renewable energy resources, including solar, hydro, and wind power. Such a transition is essential to securing a stable and independent energy supply. Regrettably, the Ceylon Electricity Board (CEB) appears to be moving in the opposite direction.

Promoting solar-powered electric vehicles supported by home-based renewable charging systems would strengthen national energy security and reduce pressure on imported fuel supplies. The fuel queues witnessed during periods of crisis, most notably in 2022, serve as a stark reminder of the risks associated with excessive dependence on external energy sources and the national anarchy that can follow.

As a small nation operating within a volatile global economy, Sri Lanka must remain as non-aligned and self-reliant as possible. Strengthening self-sufficiency in strategic sectors is critical to avoiding collateral damage amid escalating geopolitical rivalries among major powers. India has made steady progress along this path; Sri Lanka would be well-advised to do the same.

Raising electricity tariffs — a measure repeatedly adopted over the past decades to offset the high cost of fossil-fuel-based power generation — places an unfair burden on debt-ridden households and struggling businesses. Resorting once again to tariff increases, rather than addressing structural inefficiencies and fuel dependency, reflects a failure of long-term planning. The nation must instead pursue sustainable energy solutions that reduce costs over time.

As a debt-burdened country, Sri Lanka urgently requires pragmatic, forward-looking strategies that ease the pressure on citizens while strengthening resilience in times of geopolitical instability. Energy pricing is not a peripheral issue; it is a central pillar of economic stability and national security, demanding serious and immediate attention.

Established on 1 November 1969, the CEB was entrusted with the responsibility of generating and distributing electricity across the island while promoting social and economic development through the optimal use of national resources.

Recent developments suggest that the Ceylon Electricity Board has fallen short of these foundational objectives. Over the past two decades, electricity tariffs have been increased repeatedly under various justifications yet supply reliability has not consistently improved. The current proposed revision appears to perpetuate the same pattern: continued dependence on imported fossil fuels, directly contradicting the principle of optimally utilising national resources. This trajectory risks returning the country to recurring crises, including the prolonged fuel shortages and power cuts experienced in recent years.

Energy is not an ordinary commodity confined to a single sector; it affects every dimension of national life. High energy costs increase the cost of living by inflating expenses related to food production, transportation, manufacturing, and consumer goods. Ultimately, these costs are borne by citizens.

Moreover, elevated energy prices undermine national competitiveness by discouraging foreign investment and constraining local entrepreneurship, technological advancement, industrial expansion, and job creation. High-cost energy impedes national development.

Low-cost energy should therefore be formally adopted as a national policy objective. The CEB must adhere to its original mandate of optimising national resources for cost-effective electricity generation. Any deviation from this principle must be fully transparent and supported by clear, evidence-based justification.

Even in the sphere of renewable energy, concerns arise about the apparent preference for large-scale solar and battery storage projects that require substantial public funding. Previous claims of “grid instability” attributed to household rooftop solar generation were used to justify policy shifts. If electricity generated by rooftop solar during daylight hours was considered problematic, how would significantly larger solar installations differ in principle? Without systematic and transparent grid modernisation, such projects risk becoming costly stopgap measures rather than sustainable long-term solutions.

Poorly planned initiatives could once again expose the country to high delivery costs, reflected in elevated tariffs. They may also increase the risk of power disruptions due to battery limitations, spare-part shortages, infrastructure weaknesses, or maintenance failures. Sri Lanka has previously endured six- to ten-hour power outages, with severe economic and social consequences. The nation cannot afford a return to such instability.

It must also be recognised that rooftop solar installations, financed by homeowners — often through personal loans — have provided a crucial safety net for many families. By purchasing surplus energy from these “prosumers,” the system has functioned in a mutually beneficial manner for both households and the nation. Rather than discouraging decentralised generation, Sri Lanka should modernise its grid and meaningfully integrate citizen-led energy production. Short- and medium-term grid improvements could be facilitated through structured private-sector participation, including by prosumers themselves.

Globally, affordable energy underpins economic growth. Countries such as China, the United States, Norway, Brazil, and Canada have leveraged domestic energy resources to produce cost-effective power and accelerate development.

Sri Lanka must adopt a clear national policy centred on low-cost energy, fully utilising its natural endowments — solar, hydro, wind, and emerging technologies. Proposals prioritising imported fuels should be considered secondary and strictly transitional.

A nation that endures long queues for essential energy supplies cannot reasonably expect its citizens and businesses to remain productive and resilient. These realities are fundamentally incompatible.

Encouraging decentralised energy production would:

* Reduce the cost of living

* Improve national resilience

* Attract foreign investment

* Create employment

* Enhance export competitiveness

The people have entrusted the government with this responsibility. The time has come for a decisive, transparent, and forward-looking policy shift.

Chula Goonasekera

(cgoonase@sltnet.lk)

A concerned citizen

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Opinion

Need for well-designed contracts and their implementation

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The purchase of substandard coal using a faulty tendering process has become news lately. This enormous financial loss to the country indicates the urgent need for the Government to pass stronger contract laws and have their proper implementation in Sri Lanka by professionals. It is recommended that “Model” contracts need to be drawn up as typical examples and these made available to governmental departments who may need to enter into similar contracts. Do not ask a busy manager to design a contract, a legal document from scratch! Perhaps a whole department should be set up to monitor (police?) government and local government administration of contracts under English Contract Law and contracts under the United Nations Convention for International Sale of Goods (CISG). Perhaps now, it seems that anyone in government can draw up a contract and design it to suit his own whims and fancies!

I suggest here models of typical contracts, useable for different cases are made available for anyone or any department required to enter into a contract to enable them, or at least assist them to first formulate, and draw up an effective contract which must have certain important clauses. Contract administrators and supervisors need to be well trained, motivated and independent in order to administer Government contracts as the law of Sri Lanka should demand.

Contract Management

In the West, mutually agreed contracts are considered legal agreements enforceable by law under a given jurisdiction. There is the initiator of the contract named the Owner and a Main Contractor who agrees to implement the work for a price consideration, and who may delegate part, or all of the work to sub-contractors.

Contracts must provide all the information required by a contractor to complete the work. Contract clauses must incorporate all foreseeable eventualities. For example, the acceptance, as agreed and signed between the contacting parties by the supplier or lead contractor, needs to have clauses that allow for design changes (change orders), additional time and the formulation of related costs and profit accordingly. Such ‘in progress’ changes have procedures which are given in clauses dealing with ‘change orders’ which require assessing the cost of the change order implementation. Change order management may best be done by a firm of Quantity Surveyors.

The main contractor agrees with the owner to supply labour, materials and specialist equipment to fulfil the terms of the agreement or contract for a price. Special tax concessions, customs clearances and other legal requirements can fall on the shoulders of the Owner, or as negotiated from the outset. All these matters need to be clarified from the outset of any contract.

Time is of the essence. The time value of money is always at the forefront of the contract manager’s mind. The work is usually expected to be carried out to a time frame set by the owner. Therefore, the implementation of an agreement should be set in an agreed time frame with easily defined milestones marking progress and marking when appropriate payments become due.

Of course, contract administrators must make payments only when the work is verified as satisfactorily completed at each of previously agreed stages of the contract. Usually, there are time limitations, with penalties for time overruns. Owners want their goods delivered on time and to meet all contractual specifications on quality and performance. There should be clauses stipulating quality and quantity guarantees and guarantees of remedial repairs, continuing service agreements to be settled before an official handover and signing on completion of a contract. Final payment should be withheld until the guarantee period has expired. Preparing for these events needs computers, foresight and experience.

Small contracts are usually managed by the owner, but large, multimillion dollar contracts may be administered by an independent organisation. A contract is enforceable by law, with stated financial penalties for failures to abide by the terms of the contract, but all is subject to “Force Majeure.” This is when progress of the work is seriously impeded or impossible due to events totally outside the control of the Subcontractor.

Contract implementation is a large area, well catered for by laws in the English language. This letter can only raise questions about the quality of contract administration in Sri Lanka. Unfortunately, so few legislators have sufficient knowledge of English, resulting in loopholes allowing manipulation which may result in Sri Lankan public having to pay through the nose, pay dearly for incompetent practice.

I can suggest these improvements, but my actual experience is that all my letters, in English, to officialdom go unanswered and ignored.

Roger. O. Smith

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Opinion

Sri Lanka Cricket needs a bitter pill

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A systemic diagnosis of a fading legacy

The outcome of the 2026 T20 World Cup, coupled with the trajectory of the sport in recent years, provides harrowing evidence that Sri Lankan cricket is suffering from a terminal malignancy.The Doomsday clock for Sri Lankan cricket has not just started ticking—it has reached its final hour.

Therefore this note is written to call the attention of the cricketing elite who love the sport.

The current state of affairs suggests a pathology so deep-seated that conventional remedies—be it revolving-door coaching changes or fleeting, opportunistic victories—can no longer arrest its spread.

What we are witnessing is not a mere slump in form or a temporary lapse in rhythm; it is a profound systemic collapse that threatens the very foundation of our national pastime.

The Illusion of Recovery: The “Sanath Factor” as Palliative Care:

Since late 2024, the appointment of Sanath Jayasuriya as Head Coach injected a much-needed surge of adrenaline into the national side.

Statistically, the highlights were historic: a first ODI series win against India in 27 years, a Test victory at The Oval after a decade, and a clinical 2-0 whitewash of New Zealand.

However, a data-driven autopsy reveals that these will be “palliative” successes rather than a cure.

Under Jayasuriya’s tenure, the team maintained a win rate of approximately 50 percent (29 wins in 60 matches).

While analysts optimistically labeled this a “transitional phase,” the recent T20 series against England and Pakistan exposed the raw truth: in high-pressure “crunch” moments, the team’s performance metrics—specifically Strike Rate (SR) and Fielding Efficiency—regress to amateur levels.

We are not transitioning; we are stagnating in a professional abyss.

The Scientific Gap:

Why India and Australia Lead

The disparity between Sri Lanka and global giants such as the BCCI and Cricket Australia (CA) is now rooted in High-Performance Science and Algorithmic Management.

Predictive Analytics & Biometrics

In Australia, fast bowlers utilise wearable sensors to monitor workload and biomechanical stress.

AI models analyse this data to predict stress fractures before they occur.

Sri Lanka, conversely, continues to cycle through injured pacemen with no predictive oversight.

Virtual Reality (VR) Training

While Australian batters use VR to simulate the trajectories of elite global bowlers, Sri Lankan players remain tethered to traditional net sessions on deteriorating domestic tracks.

Data-Driven Talent Identification:

India’s “transmission system” utilises automated data analysis across thousands of domestic matches to identify players who thrive under specific pressure indices.

In Sri Lanka, 85 percent of national talent still originates from just four districts—a statistical failure in talent scouting and geographic expansion.

Infrastructure vs. Intellect:

A Misallocation of Capital

Sri Lanka Cricket (SLC) boasts massive reserves, yet its investment strategy is fundamentally flawed.

Capital is funneled into “bricks and mortar”—grand stadiums and administrative buildings—rather than the human capital of the sport.

We build colosseums but fail to train the gladiators.

The domestic structure remains a “spin trap.”

By producing “rank turners” to suit club politics, we have effectively de-skilled our batters against elite pace and rendered our spinners ineffective on the flat, true wickets required for international success.

The Leadership Deficit:

A Failure of Succession Planning

The crisis of leadership post-Sangakkara and Mahela is a byproduct of poor “Succession Science.”

Australia maintains a “Culture of Continuity,” backing leadership even through lean periods to ensure stability.

India employs a rigid “Succession Roadmap,” ensuring the next generation is integrated into the system long before the veterans depart.

In contrast, SLC operates on a “carousel of convenience,” changing captains and coaches to distract from administrative failures.

This lack of imaginative management stems from a low literacy in modern Sports Governance.

From a philosophical perspective, our established cricketing traditions have failed to absorb the antithesis of the modern, hyper-professionalized global game.

As a result, a truly modern Sri Lankan brand of cricket has failed to materialise.

Instead, we are trapped in what is called a “Static Synthesis,” where the administration clings to the glories of 1996 and 2014 as a shield against the necessity of change.

This is not a transition; it is a refusal to evolve

We are witnessing the alienation of the sport from its people, where the “Master” (the administration) has become detached from the “Slave” (the grassroots talent and the fans).

The Verdict:

A National Emergency

The “cancer” in Sri Lankan cricket is a trifecta of political interference, irrational management, and a refusal to embrace the Fourth Industrial Revolution (AI, VR, and Big Data).

As someone who contributed to the formation of the Sri Lankan Professional Cricketers’ Association, I see the current trajectory as a betrayal of the players’ potential and the nation’s heritage.

Sri Lanka Cricket does not need another “review committee” or a new coach to act as a human shield for the board.

It needs a “Bitter Pill”—an aggressive, independent restructuring that prioritises scientific professionalisation over cronyism.

Without this, our cricket will remain at the bottom of the well, looking up at a world that has moved light-years ahead.

Shiral Lakthilaka

LLB, LLM/MA
Attorney-at-Law
Former Advisor to H.E. the President of Sri Lanka
Former Member of the Western Provincial Council
Executive Committee member of the Asian Social Democratic Political Parities

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