Features
“TRAVEL SAFE – TRAVEL CHEAP – TRAVEL BY RAIL.”
By Rohan Abeygunawardena
ACMA, CGMA: Financial and Management Consultant.
abeyrohan@gmail.com
(This article is dedicated to all those officers and other employees who worked under the late Mr. Rampala, during “Golden Era “of the CGR from the late 1940s’ to 1970 including my father the late Mr. G.A.V. Abeygunawardena)
Above was a marketing campaign slogan based on a concept of the legendary leader of Ceylon Government Railway (CGR) B.D. Rampala to attract passengers for train travel.
Rampala was the first Ceylonese Chief Mechanical Engineer from 1949 and then was appointed to the newly created post of General Manager of Railway (GMR) in 1955. He joined CGR in 1934 as a Junior Mechanical Engineer after completing his engineering apprenticeship at the Colombo University College. In 1956, the Institution of Locomotive Engineers in London recognised him as the finest diesel engineer in Asia at the time (Wikipedia.)
History of Sri Lanka Railway
It was the coffee planters who first felt the need to construct a railroad system in Sri Lanka (then Ceylon) in 1842. Under pressure from this elite group of the crown colony, Ceylon Railway Company (CRC) was established in 1845 under the Chairmanship of Phillip Anstruther, the Chief Secretary of Ceylon. The contractor William Thomas Doyne was selected for constructing the 79-mile (123 km) Colombo Kandy railway line and later it was realised that the project could not be completed within the original estimate of £856,557. In 1861, Ceylon Government Railway (CGR) was established as a department and took over the construction work. Guilford Lindsey Molesworth, an experienced railway engineer from London, was appointed as the Director General of the CGR.
It took nearly 22 years to build the first stretch of railroad and run the first train from Colombo to Ambepussa in December 1864. It was then extended to Kandy in 1867, the main request of British Planters. Thereafter to Nawalapitiya, Nanuoya, Bandarawella, and Badulla by 1924. However by 1928, the Matale line, the Kankasanturai (Northern Line), the Southern Coast Line, the Mannar Line, the Kelani Valley Line, the Puttalam Line, the Batticaloa and Trincomalee lines were added to the network.
Golden Era of Sri Lanka Railway
Visionary Rampala had a helicopter view of the organisation. During his tenure as the GMR many modernisation programmes were introduced. He had systematically planned to replace British-built steam locomotives with Diesel locomotives over a 20-year period. Five G12 Diesel locomotives, gifted by the Canadian Government, in 1954, were utilised to run Sri Lanka’s most famous trains, the Udarata Menike, the Yal Devi, and the Ruhunu Kumari, the three sisters on rails.
Emphasising punctuality and comfort, major stations outside Colombo were upgraded during the Rampala era. He also introduced an electronic signal system controlled by a centralised traffic control panel in Maradana, which greatly improved safety. In order to popularise rail travel he carried out a marketing exercise of the railway service through a slogan “Travel Safe – Travel Cheap – Travel by Rail.” The objective of this marketing campaign was to attract non-traditional rail passengers, such as women and children, and increase the market share of travellers and improve income of CGR.
Rampala tenure is considered as the ‘Golden Era of Sri Lanka Railways.’ He successfully conducted the grand Centenary Celebrations held in 1964. The main highlight was a refurbished old steam engine driven train, with old carriages, operating from the Colombo Terminus station of Olcott Mawatha to Ambepussa, carrying passengers, driver and guard dressed in late 19th century attire. The train left around 8 a.m. followed by a diesel engine, driven modern train carrying CGR employees and their immediate family members. The writer who was just 14 years was lucky enough to travel in that train with his father who was an officer in the CGR. An exhibition of model trains was also held at Maradana head office for the public. Some of the models were locally made by railroad enthusiasts and CGR engineers while others were imported models owned by locals and foreigners.
In spite of an economic decline in the country Sri Lanka Railways (SLR) continued with the numbers of its passenger services and enjoyed nearly 38% of freight transportation in the early seventies.
But with the introduction of the open economy, the road transportation systems improved and private road transport services that provided door-to-door or warehouse-to-warehouse service captured a bigger chunk of the freight service market of the country. The three-decades-long civil war, non-introduction of technological innovations that improved railway travel worldwide, issues of travel time, reliability, and comfort plagued Sri Lanka Railways said the Chief Engineer (Signal and Telecomunications) Dhammika Jayasundara who delivered the B.D. Rampala memorial lecture in 2017.
US the world leader of railway
transportation:
The US had the best railway transportation system in the world, prior to World War II, with an operating route length over 250,000 km. But after the war, the American auto industry owners came out with a new concept ‘’Freedom on Wheels’’ to get people to use cars. This concept was to promote motor car industry and propagated by the companies in the auto and oil industries to enhance their profits. Initially, they bought up all the street cars i. e. trolleybuses and Tramcars relegating them to junkyards, and embarked on increasing the motor car production.
The government under President Eisenhower, signed a Bill to create the “The National Interstate System’’ and allocated funds for the construction of 41,000 miles of highways and the US shifted from a rail served country to auto dependent nation by the mid-sixties. They dedicated a huge amount of dollars to the construction of automobile infrastructure.
By 2019, the US averaged about 850 cars per one thousand inhabitants. Many countries in the west and Asia emulated the US and constructed highways. Indians, on the other hand continued to improve the railroad transportation system over the years. The Average Sri Lankan was dreaming of owning a car and when the economy was opened up in the late seventies, an influx of motorcars, motorcycles and other vehicles, both brand new and used, invaded the country.
Similarly, the expansion of air travel took place since the fifties, not only in the US but also in other countries. In the US internal air service systems were expanded rapidly for travel between cities.
In Sri Lanka too the government embarked on a project to improve road transport. During the Civil War it was on a low profile but increased construction of highways or express ways after the war from 2009.
Recent developments;
An efficient transport system is an indispensable component of a modern country, no doubt. They provide economic and social opportunities and benefits that result in positive multiplier effects such as better accessibility to markets, employment, and additional investments. Recently, this writer was approached by a group of industrialists to draw up a concept note to obtain land and other facilities from the authorities to set up new factories. One important requirement they emphasised was that location of the land should be close to an expressway. Since they have been into exports this is a fair request as their finished products should be moved to ports and airports as quickly as possible for shipping.
With the development of highways, especially expressways, Sri Lanka Railways (SLR), the market share of passenger and goods transportation has considerably dropped. Chief Engineer Dhammika Jayasundara in his 2017 lecture stated that while SLR’s share of passenger transportation market was only about 5% and goods transportation market share was around 0.3%. It would definitely have deteriorated further by now.
An opportunity for SLR:
The US is reassessing its transport systems at present. They have realised that the country is running out of space to expand the highways. There are limits at airports and aviation congestion is also an acute problem. Looking out for a solution, the US has now realised a better railway system is the best option.
But in today’s global economy ‘’time-saving methods” and “reduction of greenhouse gases” are two important factors when considering development projects. Therefore, electrified high-speed train is the best option to switch from air traffic and vehicles. A survey conducted indicates 71% of the younger generation (18 to 44) in the US prefer travelling by high-speed trains if available. Train systems reaching top speed of over 175 to 240 km per hour is generally considered high-speed. A plan is now in place to build a 27,000 km national high-speed rail system in four phases by 2030. The first project is to connect San Francisco to Los Angeles (about 613km) in less than three hours at a speed of about 350km/h by 2033.
When a high-speed train was introduced between Madrid–Barcelona in Spain in 2008, it took 46% of the traffic, grounding fuel-guzzling, carbon-emitting aircrafts across Spain. This high-speed train pulled by an aerodynamic engine with noses shaped like a duck-billed platypus covers 621km trip in two and half hours at a maximum speed of 350 km/h. The train has the capacity to carry 430 passengers per trip and operates four trips a day. This is an eye-opener to the Americans as well as transport authorities of other countries.
The first high-speed train the Tōkaidō Shinkansen, began operations in Japan in 1964 and was widely known as the ‘bullet train’. France commenced their first high-speed train in 1981 and as of June 2021 had a network 2,800 km.
In many developed countries, faced with issues such as aging population, rising fuel prices, increasing urbanization, increasing traffic congestion, rising roadway expansion costs, changing consumer preferences and increasing health and environmental concerns are shifting travel demand from automobile to alternative modes. Motor vehicles are the greatest contributor to urban air pollution, leading to health problems, worse than smoking and the other factor is deaths through road accidents.
Likely alternative is the high-speed train. This is the most cost-effective transportation mode for moving large numbers of people and compared to road and air transportation less risky as far as accidents are concerned. Today, high-speed train systems are being introduced all over the world in countries like India, Saudi Arabia, Russia, Iran and Morocco. China is the world leader in the construction of high-speed railway systems. By the end of 2020, the Chinese had 37,900 km of high-speed rail lines in service, the longest in the world.
Long-term- plan for SLR
Sri Lanka Railways should study the changing nature of transportation system in developed countries. Since our island nation does not have to cover distances like in the countries mentioned above, railway authorities benchmark a country like Denmark with an area of 42,933 sq. km and a population of 5.8 million. The first ever high-speed train on Copenhagen–Ringsted line commenced on the 31st May 2019 covering 60 km. It has a maximum speed of 250 km/h and covers the trip within 35 minutes. The project received approval from the Danish Parliament in 2010 and was completed in 2019 at a cost of US$ 1.83 billion.
In Sri Lanka, the fastest train service is between Colombo and Beliatta covering 158 km with a maximum speed of 120 km/h. The fastest train ‘Galu Kumari’ takes three and a half hours to cover this distance.
Future generation of sophisticated and knowledgeable Sri Lankans are bound to switch over to train travel and will demand much faster mobility between cities. For example,
if Colombo Jaffna (304 km) travelling can be completed within two hours, instead of present eight hours, there will be lot of economic and social benefits to the country including communal harmony through better interaction. Such speedy travel can only be achieved by rail road or costly air travel, not by motor road vehicles.
However, the capital cost of introducing a High-Speed Railway (HSR) project is very high. The cost structure is mainly divided into costs associated to the infrastructure, and the ones associated with the rolling stock. While infrastructure costs include investments in construction and maintenance of the railroad, the cost of acquisition, operation and maintenance of rolling stock is determined by its technical specifications. SLR engineers and other experts should work out specification suitable for Sri Lanka.
It is necessary for SLR official to take into account the impact on wildlife when planning high-speed train track which British planners had not taken into account during colonial period. As a result, many elephants collide with fast moving trains and perish. According to the Department of Wildlife figures, 15 elephants were killed by trains in 2018, almost more than double the previous year (Mark Saunokonoko – 07 Jan., 2019.) It may be possible for trains to run on cement pillars where the elephant corridors are located.
Taking into consideration the distance from Colombo to Beliatta (158km), Jaffna (304 km) and Kandy (120km) SLR should plan for a total distance of 582 km of high-speed train service. A ballpark figure extrapolated on the basis of Copenhagen–Ringsted line construction, the total cost would be approximately US$ 18 billion. If planned for 20 years this is an average investment of about US$ 900 million per year. The government could approach funding agencies such as the World Bank (WB), the Asian Development Bank (ADB),, and the Japan International Cooperation Agency (JICA) funding of the project and to carry out a feasibility study.
The implementation of this project depends on the development of the energy sector. Best option is the development of solar power which can provide free electricity to all, according to renowned Sri Lankan scientist, Prof. Ravi Silva, Director, Advanced Technology Institute at the University of Surrey, who was awarded a CBE for his services to Science, Education and Research. (Reference below)
President Gotabaya Rajapaksa is also keen to attract large scale investments in renewable energy, particularly in solar, wind and biomass, over the coming decades.
One may ask whether a country facing economic problems and borrowing crisis should embark on a project of this nature. The answer is in the affirmative. As Asia is expected to rebound faster compared to other regions after the global recession and the pandemic, Sri Lanka has an opportunity to attract investment in the long term. But such investment should be futuristic and in projects that have a greater payoff in the future. The ‘Mahawali Project’ was to be completed in 35 years, but it was telescoped into five years. Similarly, the speed-train project should be a national policy long-term plan, and depending on the economy can be accelerated.
The development of high-speed train does not mean that the government and the Road Development Authority should abandon the development plan of the High Mobility Network or construction of Expressways. It is necessary at present for better connectivity. But a futuristic plan for Sri Lanka Railways should be based on changes taking place, world over.
The implementation of such a modernisation project will help realise the vision of the late B.D. Rampala ‘Travel Safe – Travel Cheap – Travel by Rail’. It will also justify the need to continue with the railway services without heavy subsidies and be a burden on taxpayers’ money.
References;
(Let the Sun Shine: Do not let a photon go to waste without benefit to mankind https://www.timesonline.lk/opinion/let-the-sun-shine-do-not-let-a-photon-go-to-waste-without-benefit-to-mankind/158-1120004 .)
Features
Trump’s tariffs, AKD’s gazette and Sri Lanka’s diplomatic slumber
“We are rather respectable in Colombo. We go to bed fairly early, and we remain there till morning. “
According to Sri Lanka’s diplomatic folklore, the late S.W. R. D. Bandaranaike uttered these words while explaining the reasons for Sri Lanka’s abstention on the UN resolution condemning the Soviet invasion of Hungary. Apparently, SWRD’s foreign ministry officials were asleep at home when the diplomatic cable seeking instructions was received from New York. In those days, there were no cell phones, Internet, or even fax or telex machines. The diplomatic cables were sent through post offices. Decoding them was a slow and time-consuming process. Thus, the government could not provide appropriate instructions to our mission in New York in time, and the Sri Lankan delegation abstained on that sensitive UN vote.
Sri Lanka’s Absence from Section 301 Consultations
But then, how does one explain Sri Lanka’s absence from the crucial bilateral consultation held in Washington by the Office of the United States Trade Representative (USTR) during March-April on “Forced Labour” under the Section 301 of the US Trade Act of 1974? Didn’t our foreign and trade ministries send appropriate instructions to Washington in time? Even if the instructions from the foreign ministry were transmitted to our embassy in Washington by pigeon carriers, there was enough time for Sri Lanka to participate in those meetings.
In March, the USTR initiated these 301 investigations on 60 trading partners, and invited all of them for confidential consultations. Out of the 60, 46 participated in these consultations. Sri Lanka was not one of them. Other countries that didn’t participate in these consultations included China, Russia, and Venezuela! In addition to that, the Section 301 Committee conducted a public hearing with interested parties on April 28 and 29. Washington-based diplomats, representatives from few trade ministries as well as representatives from many foreign trade associations and chambers participated in these hearings. Sri Lanka was once again conspicuously absent.
As a result, when the USTR published the proposed forced labour tariffs on June 2nd, Sri Lanka ended up with a 12.5% duty. Pakistani and Indonesian diplomats participated in these consultations and took appropriate follow-up measures, and managed to enter the 10% duty category. As even a threat of a modest tariff hike could disrupt supply chains and reduce competitiveness, particularly in an industry such as garments, I discussed this issue on 15 June and underscored the importance of Sri Lanka’s participation at the next hearing, which was scheduled to be held from July 7th .
Awakening from Diplomatic Slumber and AKD’s Gazette
Fortunately, Sri Lanka finally awoke from weeks of diplomatic slumber, and Ambassador Mahinda Samarasinghe participated in the public hearing on 9 July, and promised, “…. · We have agreed to the text in our negotiations with the USTR on forced labour, …. The gazette as we speak is being printed and I’m getting the gazette tomorrow morning, and the gazette will be shared with USTR as I get it“.
As promised, President Anura Kumara Dissanayake issued a gazette on 10 July banning the imports of goods produced by forced labour. These new regulations are very similar to what Pakistan and Indonesia enacted in April, after their consultations with USTR in March. Why couldn’t we do it in April? Why did we wait till the very last minute?
Challenges ahead
“War is too important to be left to generals alone,” is a famous saying attributed to former French Premier Georges Clemenceau. Similarly, monitoring our main markets is too important to be left to diplomats alone. The United States is the largest single-country market for Sri Lanka. Therefore, Sri Lankan trade chambers and associations should become more proactive in these markets and participate in these events. For example, the chairman of the Pakistani apparel exporters association participated in the April hearings. Similarly, representatives from the Indian Agricultural and Processed Food Products Export Development Authority, the Federation of Indian Chambers of Commerce and Industry, the Confederation of Indian Industry, and Reliance Industries also participated in July hearings. At an event where each speaker is given only five minutes (strictly enforced), having a number of speakers from a country is an advantage. The presence of industry representatives in these kinds of events also help them understand the market dynamics and the future challenges. This is important, particularly because there will be many more challenges with Trump’s tariffs.
With the gazette issued on 10 July, Sri Lanka has imposed a prohibition on the importation of goods produced with forced labour. Now, the challenge will be to effectively enforce the prohibition. And what are the goods produced with forced labour? The USTR list only focuses on aluminum, cotton, electronics, lithium-ion batteries, rice, and tobacco. However, according to the U.S. Department of Labour, the list is much longer. Hence, this list may change continuously during the next two years and tariffs may fluctuate once again.
So, this is definitely not the time to slumber.
(The writer, a retired public servant, can be reached at senadhiragomi@gmail.com)
by Gomi Senadhira ✍️
Features
Tales of Mystery and Suspense 10 Casino for Sale
After the overwhelming grotesquerie of J K Rowling’s latest Cormoran Strike novel (written, I should have noted, as the others were, under the pseudonym Robert Galbraith), I thought I should return to the world of fun, and also a much shorter description since this thriller moves quickly without the layers of detail that Rowling engages in.
I then move to the second comic thriller by Caryl Brahms and S J Simon. This, their second story to feature Vladimir Stroganoff and Adam Quill, was Casino for Sale, as lunatic a romp as the first, though without the emphasis on the ballet that characterized A Bullet in the Ballet.
This one begins with the impresario Stroganoff buying a casino cheap from Baron Sam de Rabinovich, only to find that it was a rundown place, not the grand casino of La Bazouche, a resort on the Frenc+h Riviera, as he had initially thought. The grand one belonged to Lord Buttonhooke, and Stroganoff could not compete, until he thought of bringing the Ballet Stroganoff to the casino – which of course leads to Buttonhooke deciding to have ballet performances in his Casino too.
Stroganoff invites Quill to visit him, which Quill decides to do since he has left Scotland Yard, having come into a legacy. No one believes this, and he has to face questions as to what he did to have been sacked, with sympathy for having been found out.
The day he arrives in La Bazouche there is a murder, of a vitriolic critic called Citrolo, in Stroganoff’s office. He had been going to write a damning review of the opening night of the ballet and Stroganoff, when he realizes Citrolo cannot be swayed, drugs him and dictates the review himself to the papers. He leaves Citrolo sleeping and finds him shot the next morning, whereupon he decides to muddy the waters and leave a suicide note and lots of other murder weapons. So much overkill, as it were, of course ensures that he is arrested.
But the excitable French detective who makes the arrest follows up his suggestion that Buttonhooke was also involved, and so the two casino owners find themselves in cells next door to each other, with the detective Gustave quite happy to provide creature comforts for a fee.
Quill decides he must investigate, and finds Gustave most cooperative, since he has a laid back attitude to work. So it is Quill that finds a notebook which makes it clear Citrolo is an accomplished blackmailer, and that there are lots of possible murderers, including Stroganoff’s croupier, who was crooked, Rabinovich, who was now working for Buttonhooke, a confidence trickster called Kurt Kukumber, whose prospectus for a dud gold mine was found in the office and Prince Alexis Artishok who was engaged in a deal to buy diamonds from the ballerina Dyra Dyrakova.
Stroganoff had been trying to get Dyrakova to dance for him, but having done so previously she had refused. But then to Stroganoff’s chagrin she agreed to dance for Buttonhooke. The clearly crooked Artishok had told Buttonhooke’s mistress Sadie Souse, who was not very bright, that Dyrakova possessed diamonds she was willing to sell cheap, and Sadie was determined to have them.
Quill meanwhile finds out that there was a secret passage to Stroganoff’s office, the obvious solution to what had begun as a locked room mystery, and that this was known by almost everyone apart from Stroganoff himself. And then Rabinovich is murdered, just after Gustave had released his two original suspects, leading him to blame Quill for having insisted on that and thus allowing them to kill again.
Soon afterwards Dyrakova arrives, and the town is full of posters announcing that she will appear in the casinos, elaborate posters for either one, since Stroganoff is determined that she will dance for him, and if she does not come willingly, he has devised a scheme to make her do so unwillingly. So, though Buttonhooke has her taken off to his yacht immediately she arrives at the station, Quill along with Arenskaya gets her into a launch and to Stroganoff’s casino, where she performs to tumultuous applause, not knowing for whom she is dancing.
When Quill asked her about the diamonds, she said she had sold them long ago, and that gave Quill the solution to the mystery. Rabinovich had known about this, and Artishok had killed him to prevent Sadie learning it from him, he had killed Citrolo who had recognized him for an accomplished card sharper, not a Russian prince at all. But before he is arrested, he gets away in a boat, and the police launch that pursues him is on the point of catching him up when it runs out of petrol.
Again, lots of excitement, and entertaining references – Gustave grows marrows – and if not quite as brilliant as its predecessor, Casino was certainly a delightful read.
Features
The challenge of being positive about SAARC
It was a few years back that a former President of Sri Lanka took it on himself to pronounce SAARC ‘dead’. Since then there have been other sections of Sri Lankan opinion that have joined the critics of SAARC and taken the solemn stance that SAARC has indeed died what may be called a natural death.
Their fatalism is understandable. SAARC has failed to meet at heads of government or state level for the past several years to take the SAARC process notably forward. Regional cooperation has more or less been only an appealing idea. No substantive concrete projects have taken off to make the idea a hard reality. ‘Inner paralysis’ seems to be SAARC’s lot. Hence the fatalism in these circles.
However, being one of the worst cash-strapped regions of the world and a teemingly populated one with people virtually left to their devices, what choices do the ‘SAARC Eight’ have other than to try their best to band together and continue with their cooperation efforts, however small they may be?
There is no escaping the mounting debt trap for many of these countries and bankrupt Sri Lanka is a glaring example, but ‘throwing in the towel’ and abandoning themselves entirely to the diktats of the strongest economies and their agencies will prove a ‘living death’ for many countries in the SAARC fold.
The gains may be meagre but giving-up on SAARC cooperation in full would prove self-defeating for the organization and South Asia. Right now, the collective intention ought to be to salvage what the region could from the tenuous cooperative efforts. Moreover, such initiatives could go some distance to generate a degree of goodwill among the Eight and help in sustaining a dialogue process.
Given this backdrop it proved ‘a stich in time’ for the Regional Centre for Strategic Studies (RCSS), Colombo, to recently host the SAARC Secretary General Ambassador Md. Golam Sarwar to a round table discussion on the unifying potential of SAARC and its future possibilities, besides other related issue areas.
Held on June 24th and moderated by RCSS Executive Director and former ambassador Ravinatha Aryasinha, the forum brought together a vibrant, wide ranging audience comprising academicians, diplomats, senior public servants, civil society activists and many others. Following the presentation by Ambassador Golam Sarwar titled, ‘Reigniting SAARC: Achievements, Challenges and the Way Ahead’, a lively Q&A followed.
The above forum could be described as an act of lighting the proverbial ‘candle’ rather than ‘cursing the darkness.’ It surely is a ‘darkness’ that could be seen as daunting considering that the region’s pivotal powers, India and Pakistan, are failing to act in a spirit of accord but are engaged in bitter finger-pointing on a number of questions of vital importance to SAARC.
On the other hand, what is the rest of the region doing to bring the above sides together? It is disappointing that to date the rest of SAARC has failed to launch a major diplomatic drive to bring peace between the feuding regional heavyweights. It needs to act without delay and establish its earnestness and this effort would need to prove SAARC’s staying power in the unfolding months and even years.
In assessing SAARC’s seeming failure local opinion in particular has failed to factor in what could be described as weak leadership. Since Sheikh Mujibur Rahman of Bangladesh, the founding father of SAARC, the region has failed to produce a visionary leader who could advance the SAARC cause with charisma and drive.
Among other reasons, weak leadership accounts considerably for the faltering and stuttering status, as it were, of SAARC. Badly needed are leaders who could go the extra mile, think less of narrow national interests and work diligently towards the collective well being of the region but SAARC’s millions of ordinary people have been made to wait in vain for leaders of such stature. Instead, they have been burdened with politicians who seem to be relishing the apparently moribund state of SAARC.
Looking back, it could be said that it was the dynamic leadership factor that led to the launching of the Non-Aligned Movement and for its sustenance for a few decades. True, it could be seen in some quarters that NAM is no more, but as in the case of SAARC, the former too has been unfortunate to be burdened over the years with politicians who lack the vision and drive to unflaggingly advance the fortunes of the South. NAM and SAARC lack the dynamism and vision of leaders of the stature of Jawaharlal Nehru, for example, to give them the required guidance and intellectual depth.
The reasons are complex for there not being among us currently political leaders with the vision and the steadfast commitment to advance the legitimate interests of the South. However, it could be stated with conviction that the majority of Southern leaders have too easily caved in to the demands of the global North and its financial agencies.
These leaders have failed to see, for instance, that the largely market economy oriented Northern governments would not view with favour a centrist economic model that attaches priority to the interests of the dis-empowered publics of the South. This realization ought to have dawned on the current government in Sri Lanka, for instance, some while ago but it has no choice but to abide by IMF dictates since economic survival at present is unthinkable without the latter’s succour.
Accordingly for SAARC this should be the time for some soul-searching. Priority needs to be attached to ending the feuding between India and Pakistan since at present the material fortunes of the region hinge largely on these regional giants giving peaceful relations among them a try. This is no easy challenge to meet but some daring, visionary diplomacy needs to take hold among the rest of SAARC.
There is some sense in SAARC bringing the peoples of the region together through programs that address their best collective interests. A meeting of minds among SAARC nations could enable SAARC and its agencies to build a region-wide people’s movement for progressive political and economic change that could in turn lead to the region’s political leaders sensitizing themselves more to the neglected needs of their publics.
However, the time is ‘now’ for the initiation of these progressive changes and the voice of SAARC well wishers would need to drown out those of their critics.
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