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Port City Project – Will it generate confidence amongst investors?



By Raj Gonsalkorale

Sri Lankan politics has not witnessed bi-partisan agreement amongst the major political parties on key issues that impact on the people of the country, the present generations and many more to come.

There has never been bi-partisan agreement on foreign policy, on education, on health at least at the highest policy levels. Personality politics has dominated the political landscape and it has always been about the plaudits, or damage, a policy-decision might make on a personality and as a consequence on the party or parties that person represents, and eventually whether or not that individual or the party would win the next election, and ones after that.

This absence of bi-partisan agreement has now extended to one of Sri Lanka’s most daring, controversial to many and an out of the box venture, the Port City project. The absence of such agreement, and the statements made by the current Opposition that they will amend the Port Commission Bill is bound to unsettle many would-be investors. They will be wondering what would happen to their investments if the current regime is defeated at the next election and the terms and conditions in which they invested should change after four years or so. The investment period horizon would then be four years. It does not need an Einstein to conclude that investors would be very hesitant to invest in any long term project in such a climate.

The statement of the Opposition is not being questioned here as they have rightly said that although the constitutionality of the bill has been adjudicated by the Supreme Court, amendments made, but the policy contentions had not been addressed and amendments they had brought in had been rejected by the government. It is also not clear whether the amended bill, incorporated with the Supreme Court determined amendments, had been presented to the Parliament. The public certainly has not seen the amended bill.


Bona fides of Opposition

The bona fides of the current Opposition of course is questionable, as they were the government in 2016 when they signed a tripartite agreement with the China Harbour Engineering Company and the UDA to develop the Port City into what they termed the “Colombo International Financial City, which will be in the centre of the maritime city, will be one of the key phenomenon which will decide the future development of Sri Lanka” according to the then Megapolis Minister Champika Ranawaka at the signing of the tripartite agreement. He added that the project would also fuel the planned Maritime city, Aero city, Tech city, Industrial cities and Tourist cities. That agreement has not been made public to the best of the writer’s knowledge.

The Port City project and the Port City Commission are major undertakings that will bind many future generations to its positives, but more importantly to any possible negatives as well. It would not be out of place to say that the politics associated with this futuristic project could have been handled better in a more transparent and consultative manner.

In the first place, the origin of this project, the agreement signed with China, signed by the Presidents of China and Sri Lanka in 2014, to reclaim an area of the sea and to create a Port City, was not tabled in Parliament for discussion as far as can be ascertained.

Reports indicate that the project concept goes back to 2011 and construction was set to begin in March 2011 but due to several circumstances the project had been stopped. In mid-2012, the Sri Lankan Port Authority (SLPA) announced that the construction of the then Colombo Port City project would commence on 17 September 2014. The budget was estimated to be $15 billion.

The reclamation was to be carried out by China Harbour Engineering Corporation, who has been engaged by the investor. The land given to the government was 125 hectares (310 acres), as well as 88 hectares (220 acres), while owned by the government, was planned to be leased for 99 years to the Chinese company. Twenty hectares (49 acres) was planned to be given freehold to the Chinese company.

Construction of the Colombo Port City project was launched on 17 September 2014 by Sri Lankan President Mahinda Rajapaksa and Chinese President Xi Jinping.


Sirisena-Wickremesinghe administration

The Sirisena-Wickremesinghe government that was elected in 2015 suspended the project on environmental grounds, but it is understood that this was granted approval again in 2016 having agreed to pay a penalty of USD 100 million to the Chinese company for the delay encountered in proceeding with construction as per a country to country agreement. It is learnt that in exchange for not paying this penalty, the Hambantota Harbour was sold or given on a long term 99-year lease virtually on a platter.

On August 12, 2016 the tripartite pact to construct a mega port city was signed between Sri Lanka’s Urban Development Authority, the Ministry of Megapolis and Western Development and the China Harbour Engineering Company, and as far as known, this agreement too has not been tabled before the Parliament.

With the signing of the agreement, the Colombo Port City Development Project was newly renamed the Colombo International Financial City with the government stating that the project would transform Sri Lanka into an international financial hub in the Indian Ocean region.

It is still not very clear as to the extent of land involved in this project as different extents have been mentioned in different agreements. It is also not clear whether whatever land extent has been registered with the land registry. Clarity on these will be useful.

While there is no indication that any of these two agreements had been tabled and ratified by Parliament, these two occasions are not the first time Parliament had not ratified binding agreements, if indeed they had been tabled in Parliament. The Ceasefire Agreement that Prime Minister Wickramasinghe signed with LTTE Leader Prabakaran in 2002 was not tabled in Parliament, and in fact not even known to the Executive President of the country at that time Chandrika Kumaratunga who saw the agreement after it had been signed by Wickramasinghe and Prabakaran. The consequences of that agreement are well known today.

In this backdrop comes the Port City Commission bill. While it is true that there was an opportunity for litigants to go before the Supreme Court to ascertain the validity of the bill with the Constitution, the people’s representatives, however low they are in their credibility in the eyes of the people, and neither the business community, and civil society leaders, were given an opportunity to consider the policy aspects of the bill in some depth and to work together to make it a national project of great importance to the country.

The SJB, and the residue of the UNP, as well as those who supported the Yahapalanaya government in 2016, cannot afford to oppose this bill in principle while they have the right to oppose sections of it if they differ with what they agreed to in 2016. As stated earlier, the writer stands corrected if the government and the Opposition could clarify to the public whether these important agreements were in fact discussed in Parliament and whether any attempt was made to have bi-partisan agreement on them. Besides being an important consideration for the public in Sri Lanka, it would be vital to generate confidence amongst would-be investors in the Port City project, for long term projects. Unless there can be such a bi-partisan agreement, it is unlikely that the objective of large and long term investments will be met in this project.


Philosophical arguments

While some may entertain philosophical arguments against the concept of the Port City, and suspicions and fears about China getting an extended foothold in Sri Lanka, it is also true that Sri Lanka needs to raise its economic platform if the future generations are to enjoy the opportunities they need and deserve in years to come. The current economic platform, based on Tea, Rubber, Coconut and other agricultural exports, Apparel and IT products and services exports, foreign remittances, and tourism, is very volatile and inadequate to meet future challenges associated with investments required for infrastructure development, service improvements and social upliftment.


Need for different approach

The longer term future of tea and rubber is uncertain, and foreign remittances may not be long lasting even once the COVID-19 pandemic subsides. Sri Lanka needs a different approach and lateral thinking on economic policies if it is to free itself from debt and generate enough revenue to service its infrastructure development and service improvements. Besides the Port City project, there is no other innovative project that has been presented for discussion that would address the future economic needs of the country. While the management of its politics has left much room for improvement and some policy aspects may need adjustment, the fact remains that there is nothing else on the table to compare it with.

While it is not a critique of the bill itself, as the writer feels that should be left to the politicians as well as experts who are more competent to do so, there are a few questions pertaining to the clauses 64 and 65 in the agreement that needs some clarification as there appears to be a legal provision in the bill to extend the authority of the Port Commission to land associated with projects approved by the Commission, beyond the reclaimed land area that constitutes the Port City. In addition, these clauses appear to make the Board of Investments (BOI) irrelevant and an unnecessary entity as all its activities, past, present and future could easily be managed by the Port Commission.

A. Firstly, what does section 65. (1) mean? It says, “from and after the date of commencement of this Act, all land comprising the Area of Authority of the Colombo Port City, shall be vested with the Commission in the manner set out in subsection (3)”. Subsection (3) reads as follows. “For the avoidance of doubt, it is hereby stated that on the coming into operation of this Act, the President may, issue a Land Grant under the Crown Lands Ordinance (Chapter 454) in the name of the Commission, in respect of all land comprising the Area of Authority of the Colombo Port City as set out in Schedule I to this Act.”


It is understood that President Sirisena by way of a gazette notification granted a land deed for the reclaimed land in favour of the UDA as mentioned by Presidents counsel Jayantha Weerasinghe at a recent press conference. The land given to the UDA on this grant apparently was leased out to the Chinese company by the UDA in 2016.

Is it to be understood that as per section 65, the present President is giving another grant of the same land to the Port Commission under section 65 when the land is owned by the UDA and leased to the Chinese company? This convoluted situation may not be accurate, and it would be good if the government could clarify this.

None of these land deeds have been registered as far as known and therefore no one has been able to peruse them and ascertain the status of the grants and deeds. No wonder the Public is confused. It is also understood that the gazette which contains the deed signed by President Sirisena has the new plan as per the tripartite agreement under Cadastral system. It would be helpful if these documents are made available to the public. If the above confusion could be cleared, this subsection and what is referred to in Section 65 of the gazette notification looks harmless and innocuous if it is read as it is without any reference to any other Section.

B. However, a question does arise as to what this Section (65) and Subsection (3) mean in effect?

Is it that only the reclaimed land area referred to as the Port City, will be vested with the Commission? If not, what other land?

Some confusion and doubt does occur when it is read in conjunction with Section 64 which reads as follows. Clause 64

(1) The Commission may, where it considers necessary to do so, as an interim measure, permit an authorised person to engage in business from a designated location in Sri Lanka, outside the Area of Authority of the Colombo Port City, as may be approved by the President or in the event that the subject of the Colombo Port City is assigned to a Minister, such Minister, for a period not exceeding five years from the date of commencement of this Act. Such business shall, for such period of five years be entitled to all the privileges accorded to, and be deemed for all purposes to be, a business situated within and engaged in business, in and from, the Area of Authority of the Colombo Port City.

(2) Where an authorised person has been permitted to engage in business from a designated location in Sri Lanka, outside the Area of Authority of the Colombo Port City in terms of subsection (1), such business shall be subject to the provisions of this Act and any regulations made hereunder.

This Section raises two questions

1. Would such a project have to be approved by the Authority, meaning, will it have to be a new project and not an existing project? Does this not virtually open any part of the country for such a project to be located for five years? If so, effectively, the Authority has islandwide authority for five years for approved projects. In this event, what is the role of the BOI, and why should projects seek approval from the BOI?

2. When this is read in conjunction with Section 65 and subsection (3) does it mean that not only the reclaimed land but also any land allocated for an approved project for five years under clause 64 could also be vested with the Authority for five years with President issuing a Land Grant under the Crown Lands Ordinance (Chapter 454) in the name of the Commission?

C. Section 65, subsection (2) reads as follows – “Where any deed of transfer, indenture of lease, agreement or other similar document has been executed in respect of any land situated within the Area of Authority of the Colombo Port City, prior to the date of commencement of this Act, by the Urban Development Authority, established under the Urban Development Authority Law, No. 41 of 1978, such deed of transfer, lease, agreement or other similar document shall, from and after the date of the commencement of this Act, be deemed for all purposes to be a document executed by the Commission, in terms of the provisions of this Act and be valid and effectual as if executed hereunder.”

The Port Commission Act has just been passed by the Parliament. In relation to this clause, besides the land that was leased to the Chinese company by the UDA in 2016, is it to be understood that there are projects approved by the UDA or any other body on land within the Area of the Authority? Is this clause to be understood as extending to projects already approved by the UDA, with some projects located outside the Port City precincts (as per Section 64) the benefits referred to in Section 65?

It would be useful if the government tables a list of such projects so approved and their operational locations as the country has a right to know which project, located where, is to benefit from terms in Section 65.

These clauses, their meaning and effects need clarification as confusion does arise about the extent of authority the Port Commission has over land outside the Port city itself, even if it’s for five years. The potential does exist for the Port Commission to approve investment projects with say the headquarters office located in the Port City, but actual projects located anywhere else in the country, and enjoying all privileges and benefits accorded to the project irrespective of where its operations are located. Theoretically, far-fetched it may be, the possibility exists for hundreds of foreign companies to have their projects approved by the Port Commission, with their operations located in any part of the country. The consequences of this possibility needs to be considered especially from the point of view of the impact on local farmers (if the projects are agriculture based) or industrialists who will not enjoy the benefits enjoyed by projects registered with the Port Commission.

Considering all of above, the extraordinary powers granted to the President of the country to make far reaching and binding decisions on what may turn out to be a sizeable component of the country’s economy could have the potential to be detrimental rather than beneficial to the long term interests of the country should the Presidency be in the hands of a person not entirely suitable to hold that office. Avenues for greater accountability of decisions made by the Port Commission and the President of the country have to be considered from this point of view.


Preventing the Preventable; Preserving healthcare services



Recent address by
Dr. Sarath Gamini De Silva
to the Galle Medical Association

It is indeed my privilege and pleasure to be given this opportunity to address the members of the Galle Medical Association (GMA). I am grateful to the President and the Council of the GMA for inviting me as the guest of honour at the inauguration ceremony of your annual academic sessions.

Coming here today is like getting back to my roots again. I was born and bred in Galle and had my entire primary and secondary education at Richmond College. Between 1982 and 1995 I was associated with the GMA in my capacity, first as a senior lecturer in medicine for two years and then for nine years as a Consultant Physician at the Teaching Hospital, Karapitiya.

I was the President of the Galle Medical Association in 1994.My colleague Prof. Ariyananda and I were the first two senior lecturers in the Dept. of Medicine, with Prof. Hettiarachchi as the head. We knew almost every student in the first few batches by name, taking a personal interest in their welfare, to make sure that they did well as doctors.

The academic and non-academic staff took it up as a personal challenge to prove that the Ruhuna Medical Faculty, though rather hastily established, was second to none in the island. Looking back, we can be happy that all did very well, most of them becoming very competent specialists in various fields, later on, and are providing an exemplary service here and abroad.

We started in the dilapidated buildings at Mahamodera and then moved into modern facilities at Karapitiya, which at that time was still a building site. The long-established Galle Clinical Society later merged with the relatively new Galle Medical Association under the presidency of the late Prof. Tommy Wickremanayake, the Dean of the Medical Faculty, at that time. This wonderful auditorium, named after him, is a tribute to the late Professor’s energy and determination to see that we had the best facilities in the Southern Province. He took me round this building site on several occasions, and I once nearly had an accidental fall trying to mount this stage, only half built at that time. Today I feel quite confident standing here on a firm foundation, a podium graced by many medical luminaries over more than 40 glorious years, in the service of medical education.

The Galle Medical Association has done justice to the ideals and aspirations of its founders. As a life member, I receive regular information of your activities. The Association is meeting amply the academic and non-academic needs of its membership. Your lecture series on beyond medicine; religious and sports activities, musical programmes, leisure trips, etc., would provide much relaxation outside the exhausting routine of medical practice. Your annual academic programme is not second to that of many professional Colleges and Associations based in Colombo or elsewhere in the country. This wide array of activities is indicative of an Association keen on providing an all-round service to its members and their families, as well as to the medical students. My congratulations to all concerned.

Your theme this year, “Preventing the Preventable,” is very timely. With the economic crisis we are experiencing, the age old saying “Prevention is better than cure” is more relevant today than ever before. Certainly, true in the case of prevention of diseases, I am concentrating today on other aspects of healthcare the doctors have overlooked and to a great extent failed to prevent their decline.

Preventing the Preventable; Preserving the Healthcare Services is my concern today.

All the remarkable achievements in the fields of communicable and non-communicable diseases, with world acclaimed health indices, are now being nullified by the economic crisis in which the healthcare services appear to be caught unawares. The shortage of drugs and other equipment, costing more and more with every passing day, has made it near impossible to give proper treatment to needy patients. I will not be surprised to hear of deaths due to lack of treatment in the near future. We already hear allegations, though authorities keep refusing to accept their responsibility, of deaths due to poor quality of drugs hastily imported to overcome shortages in a poorly planned system.

This is compounded by poor household incomes, high transport costs and other difficulties the patients experience in seeking medical care.

While most of the blame for this unfortunate situation falls on poor planning and corruption by the rulers, the medical profession, too, has failed in preventing this calamity. They have contributed by their irrational prescription habits, doing unnecessary investigations and the like, leading to a high cost in the delivery of healthcare. Irrational prescriptions contribute in a big way to multidrug resistance to antibiotics, as well. Poorly regulated private practice by doctors needs an overhaul. Exorbitant fees charged by some specialists are the talking point in the society. I need not bore you with details which should be well known to all of you by now.

We as a profession should not allow ourselves to be exploited by the profit-oriented private healthcare services and the pharmaceutical industry. The patients are compelled to pay a heavy price for our shortcomings in this regard. Thus, by our inaction in dealing with such, we have failed to prevent the gradual deterioration of the respect the society has for the profession.

Has the medical profession knowingly or unknowingly colluded with the misdeeds of the politicians? As an example, I wish the institutions, like the drug regulatory authority, NMRA, did more to prevent corruption and irregularities in the procurement of drugs. They have remained mostly silent knowing very well how their decisions regarding the registration of drugs are overruled or circumvented by politicians and administrators with ulterior motives.

Functioning of the Sri Lanka Medical Council is being looked down upon by many in the profession itself. The amendments to the Act governing the SLMC has been proposed over many years to broad base its membership to include non-medical professionals and make it more effective in its primary duties of regularizing medical practice, maintaining discipline in the profession and maintaining good standards of medical education. Politicians have so far failed to enact them. With poor standards of medical education, due to shortages in staff and other facilities in hastily established new medical schools, SLMC has been largely silent on these aspects. At present it appears that the medical trade unions and indirectly the political influence are hampering its proper functioning. As a result the SLMC remains mainly a body for holding the ERPM for foreign medical graduates and registering the medical practitioners. Our professional associations should be more involved in its affairs and add their voice for reforms.

I have been a member of the SLMC for 10 years in the past. But your chief guest as its immediate past president, who was removed from the post in a most unprofessional way by the politicians, with perhaps the connivance of our own colleagues, will be in a better position to address these issues. That action initiated by our own professional colleagues has now established a precedent for the Health Minister to have a bigger say in the SLMC affairs, seriously undermining its autonomy.

In my address to the Colombo Medical Congress a year ago, I stressed how our Professional Colleges and Associations kept a blind eye without getting involved and having their say in the administration of the health service. Even when there was an uprising asking for a system change, the medical profession remained largely silent without adding their voice. This was in stark contrast to the legal profession who stood up with the people asking for justice. By remaining ‘respectable’, confining ourselves to academic activity only, we have allowed our efforts at improving services to the public and training postgraduates to become meaningless. As a result, we are now spending tax payers’ money for training specialists for service abroad. With an unprecedented exodus of locally trained doctors and other healthcare staff, we are helping richer countries to serve their citizens better. The world-acclaimed health indices we have achieved by hard work over the years are becoming irrelevant with rampant malnutrition and other maladies affecting a significant proportion of the people.

Even the few medical men who dared to warn the authorities publicly on impending childhood malnutrition in their area had to face disciplinary action. The services of an alumnus of the Ruhuna medical faculty have been terminated as a result. Unfortunately, there is hardly any protest heard from the trade unions or other medical organizations against such action, at a time when elsewhere numerous unlawful activities and rampant corruption remain unpunished.

As much as the people are asking for all 225 in the Parliament to be thrown out, there are loud whispers in the society that the medical profession, too, is corrupt exploiting the people in various ways. There is no use in our grumbling about any shortcomings of doctors and incidents of medical negligence being highlighted in mass media regularly. Naturally, the good work done by the doctors will not be talked about with praise as that is the minimum the society expects from us.

It is high time our annual conferences and other meetings had a regular session or symposia on various aspects of the doctor in society, discussing our own faults and ways of rectifying them. All Colleges, especially those dealing with clinical disciplines coming into direct contact with the public daily, should communicate regularly with their members on these issues. They should also keep a close watch on the activities of health-related institutions like the SLMC and the NMRA already referred to, and intervene where necessary, without waiting till it is too late.

Thus, prevention in broader terms involves not only prevention of diseases but also prevention of other irregularities in the administration of health and questionable practices of our own colleagues that have a direct bearing on the health of the people. The medical profession, despite its many shortcomings, is still respected and influential. Our strong voice will be heard by the rulers, medical administrators and the general public.With these thoughts let me conclude by wishing you all a very successful and enjoyable annual sessions. I wish you all a very good evening.

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Ambiguity of National Evaluation Policy?



President Ranil Wickremesinghe at the recent inauguration of the National Evaluation Policy.

By Dr Laksiri Fernando

For the second time, Ranil Wickremesinghe has inaugurated a National Evaluation Policy (NEP) for Sri Lanka. The first one was in 2018 and also in September at the Global Parliamentarians Forum for Evaluation (GPFE) held in Colombo. As its website said, “The National Evaluation Policy (NEP) of Sri Lanka, was launched by Prime Minister Ranil Wickremesinghe at ‘EvalColombo 2018,’ the first ever global conference on evaluation organized by the Global Parliamentarians Forum for Evaluation (GPFE).”

Blocked Website?   

He inaugurated the same or a different one as the President of Sri Lanka on 8 September 2023 at Temple Trees with the participation of some key Ministers, Officials and Foreign Delegates. The Presidential Secretariat’s website quite genuinely titled the posting of the speech as “Sri Lanka’s long-awaited National Evaluation Policy finally commences after seven years.” However, there was no policy document posted on the website. When I searched on the President’s website ( the following was the message I got.

“Sorry, you have been blocked. You are unable to access”

It is still difficult for me to figure out why I have been blocked. Is it a technical error or a political decision? Is the website closed to everyone or only for me? My primary objective was to see the details of what they called ‘National Evaluation Policy Implementation Framework.’ That is what the President mentioned in the Speech.

However, on the website of the Ministry of Finance, Economic Stabilization and National Policies, (Ministry of Finance – Sri lanka ( there was a pdf titled, the ‘National Evaluation Policy of Sri Lanka.’ It is only a four-page document even without page numbers or a date. Two pages were devoted to a long glossary and references. There were five references all being websites accessed in 2017. This is quite intriguing.

For Good Governance

A National Evaluation Policy (NEP) is part of good governance. In the case of Sri Lanka, such evaluations should particularly address corruption and misuse of funds. Without an NEP, governance accountability to the people and to the international community cannot be achieved. In 2009, the UNDP (United Nations Development Program) said, “There is general consensus that evaluating the performance of public policy is an important instrument for good governance. There is, however, a gap between this general agreement and the actual implementation, use and sustainability of monitoring and evaluation (M&E) systems, processes, and tools on the ground.”

This was after an international conference held on the subject in Casablanca (Morocco) in December 2009. Sri Lanka participated at the conference represented by the Director General of the Ministry of Finance and Planning, Velayuthan Sivagnanasothy. He presented a well-prepared paper, titled “Sri Lanka: National Monitoring and Evaluation System: Experiences, Challenges and the Way Forward.”  As Sivagnanasothy assured, there was a national monitoring and evaluation system in Sri Lanka at that time. I also can remember its existence participating at several meetings and conferences as the Director of the National Centre for Advanced Studies (NCAS) and a Director of the Colombo Stock Exchange (CSE).

It is possible that the above situation changed when unreliable persons like Mahinda Rajapaksa and Basil Rajapaksa became controlling the country’s Ministry of Finance. A large number of projects were undertaken with foreign loans without an evaluation of the project plans and the progress of their implementation. When countries like Norway, Canada, Japan, and Australia gave aid, grants, or loans to Sri Lanka, they themselves conducted their independent evaluations. However, there were some other countries and agencies who didn’t want this requirement. This is one reason why and how Sri Lanka became heavily indebted and failed to repay loans.

Avoiding politicisation  

There is no question that national evaluation policies can easily become politicised. The best way to avoid the infection is to develop these policies independently and as part of management science/studies. There can be an independent commission on national evaluation. Project planning, management, monitoring, and evaluation are already subjects taught in universities. There are a good number of Sri Lankan people who are qualified in this field at least at the graduate level. What is needed is to introduce postgraduate degrees and develop the subject to be useful to the country and others.

Various sectors in Sri Lanka should have clear national policy/policies. In 2012 the World Bank published a book titled ‘Building Better Policies’ focusing mainly on monitoring and evaluation. It is fully available online (Building Better Policies – Google Books).  It says in the foreword, “This book is useful to anyone who cares about the quality of public policies and who wants to learn and understand how public policies and programs can be shaped with the objective of improving people’s welfare.”

The report in the Presidential Secretariat’s website on the so-called inauguration says, “The President acknowledged a significant void in Sri Lanka’s governance system – the absence of a national policy.” This is very true as the immediate circumstances categorically revealed the situation.

On the day of ‘inauguration of NEP,’ it was reported “Sri Lanka will be transformed into an education hub in South Asia,” an assertion made by the Minister of State for Education, Dr. Suren Raghavan. People are not unknown to various dreams of ‘hubs’ declared by different politicians from time to time. Raghavan cannot be the same type given his educational and professional background. Yet, he has also stated “the focus of the new education reforms is on creating a system that enables students studying in the arts stream to attain a bachelor’s degree in science.” This is completely intriguing and no further information was given on how it could be done.

Four days later, Dr Wijeyadasa Rajapakshe made a similar declaration about educational reforms and said, “vocational institutions to be given the same recognition as universities.” Wijeyadasa Rajapakshe primarily is the Minister of Justice, Prison Affairs and Constitutional Reforms. However, he is also the Chairman of the Parliamentary Special Committee on the Expansion of Higher Education and perhaps he made this statement in that capacity.


What is clear from these statements and declarations is that the present government or politicians in general in the country do not have any idea of expanding the university or higher education system. Renaming vocational institutions like Technical Colleges as universities is not a solution. Quality of higher education and integrity should be preserved. Also, giving the arts students just BSc degrees is not a solution for the problems associated with that stream. Sciences and social sciences should be promoted and developed. Immediate evaluation of the whole educational system is necessary. There can be an independent commission on the subject with capable people. Most important is the promotion of the English medium in higher education without discriminating against anyone who wants to study in the Sinhala or Tamil medium.

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Aviation safety and human element



By Capt. G A Fernando
RCyAF/ SLAF, Air Ceylon, Air Lanka, SIA and SriLankan Airlines.
Former Crew Resource Management (CRM) Facilitator, Singapore Airlines Ltd.
Member, Independent Air Accident Investigation Pool 

(The first part of this article appeared in The Island of 18 Sept., 2023)

In 1982, an Air Florida Boeing 737 crashed into the Potomac River, Washington D.C., after takeoff from Washington National Airport in icing conditions. Erroneous engine thrust readings (higher than actual), and the co-pilot’s lack of assertiveness in communicating his concern and comments about aircraft performance during the take-off run were among the factors cited (NTSB/AAR 82- 08).

Experts say that one needs to be ‘aggressively’ safe. All communications (verbal or written) and standard operating procedures (SOPs) should be proactive, predictive and preventive. Some of the accidents mentioned could have been prevented.

As can be seen in the diagram shown, the SHELL boundaries are not smooth but inherently full of serrations, and much effort is needed to interact efficiently and seamlessly. Some experts stress that it is Communication in the form of SOPs that ‘lubricate’ the system for smooth interaction between elements’ while the captain (team leader) sets the tone. In fact, where air safety is concerned, Capt. Tony Kern, a human factors expert, says in his book Redefining Airmanship that to maintain air safety, it is imperative that the team leader knows himself, knows his team, knows his aircraft and equipment, knows his mission and, above all, evaluates the risks involved with the task at hand.There can be problems with the interaction within the team (Liveware and Liveware). Sometimes the Captain (Leader) has to be an expert in conflict resolution! (See Figure 01)

Threats and Hazards

Almost every situation in life is full of ‘threats’. When it involves one personally, it becomes a ‘hazard’. In the aviation context, if there is a flock of birds in the vicinity of an aircraft, they constitute a ‘threat’. However, if that flock of birds starts crossing the flight path of the aircraft, it becomes a ‘hazard’ and avoidance action needs to be taken. Remember the ‘Miracle on the Hudson’? The engines failed because of bird ingestion.

 Many airports, too, contain manmade threats and hazards which are usually eliminated only after an accident. In fact, pilots say that blood has to be spilt for changes for the better to occur. At many airports high-rise or security-sensitive buildings are built without planning, and no consideration given to air safety, thus violating the law.

The Ratmalana International Airport is a case in point. On the landing approach from the Attidiya side there is the Parliament and Akuregoda Military Headquarters which are prohibited over flying areas. In the vicinity of the Ratmalana International Airport, there is the Kotelawala Defence Academy and Hospital. At the Galle Road end a solid wall creates a hazard for landing and departing aircraft. Elsewhere, at the Puttalam-Palavi airbase a cement factory is in line with the runway, whilst at China Bay-Trincomalee the silos of a flour mill obstruct landing and take-off paths. These hazards at the latter two airports render them useless as ‘alternate’ (alternative) international airports. If sufficient thought had been given to air safety planning, the loss-making Mattala Rajapaksa International Airport in the Hambantota District would never have been built.

The Swiss Cheese Model

Just as one proverbial swallow doesn’t make a summer, one error alone will not create an incident or an accident. Rather, it will be caused by a chain of unsafe events not picked up by the system. The triviality of one such potentially disastrous cause or lapse is echoed in the words of a poem from the 17th century, later popularised by Benjamin Franklin in his Poor Richard’s Almanac: (See Figure 02)

Reasons for accident occurrences are similar. In fact, the Toyota Corporation asks ‘why’ at least five times when determining the ‘root cause’ of a problem.Aircrew members are regularly taught to recognise unsafe patterns highlighted in past accident investigations, so as to nip them in the bud if and when identified.

Professor James Reason postulated the ‘Swiss Cheese’ model, which states that in any organisation, the layers of safety and security controls in place should be able to block, or cover, one another, to prevent accidents. But unfortunately, there are random holes of all sizes in these layers, like slices of Swiss cheese. Hence, the possibility that with the presence of latent conditions and active failures, these holes will align and allow a potentially dangerous situation or practice to go through without being trapped, thus creating an accident or incident. (See Figure 03)

As illustrated in Reason’s ‘Swiss Cheese’ diagram, latent failures of the system are those that compromise safety, having existed and been taken for granted for short or long periods of time; active failures are immediate, unsafe human acts. In fact, the crew (human element) is the last line of defence before an accident or incident occurs.

To illustrate these points, I shall revisit the 9-foot/3-meter concrete wall that was erected several years ago at the Galle Road end of the runway at Ratmalana International Airport.

This wall could be regarded as a man-made hazard. The runway is 1,833 metres (6,014 feet) in length, not long enough by worldwide standards for a so-called ‘international airport’. By international law, at a pre calculated critical speed (known as the go/no-go speed) pilots are allowed only two seconds in which to make a critical decision whether to stop or continue the take-off. According to calculations by the Boeing Company, a decision to stop any later than two seconds (called ‘dither time’) will result in an aircraft reaching the end of the runway at a speed of 60 knots (69 mph).

On a rainy day, if pilots of a medium-sized aircraft decide to abort the take-off three seconds late, they are unable to stop within the paved runway, with deployment of maximum braking and other stopping devices such as reverse thrust, and the aircraft will ‘overrun’. Because the grass in the overrun area is wet and slippery, the brakes are rendered ineffective. Consequently, in the case of Ratmalana, the aircraft will definitely impact the wall and perhaps catch fire as fuel tanks are usually full during departure.

So, the delay in making a decision to reject the take-off rather than continue would be an ‘active’ failure by the crew. The presence of a solid wall at Ratmalana is the presence of a ‘latent’ condition caused by the Airports Authorities. Although the wall is an ‘accident waiting to happen’, the Sri Lanka Air Force (SLAF), which earns ‘welfare’ money from advertisements on the wall, stubbornly refuses to replace it with a frangible fence, that would break on impact and reduce damage to an over-running aircraft and even vehicular traffic on the Galle Road.

Returning to Reason’s ‘Swiss Cheese’ postulation, air accident investigators usually work backwards from the incident/accident, using the ‘model’ to find the root cause, unsafe acts and any failed defences. The best witnesses are, of course, the crew themselves, although they may not want to voluntarily give information if a punitive attitude is adopted by accident investigators and the authorities. It is a long-held belief that the crew involved are damned if they tell the truth and damned if they don’t. In the recent past in Sri Lanka, the Law and the Police were quick to ‘criminalise’ air accidents. Almost two years ago the accountable manager and chief engineer were arrested and remanded for failure to prevent an accident. That is another story.

The protocol should be for an independent team to do a non-punitive inquiry, and if and only if elements of negligence are highlighted in the final accident report, then the law should take its course under the direction and oversight of the Attorney-General. In short, the authorities in Sri Lanka need to get their act together and conduct themselves in a professional, impartial, fair-minded manner.

Accidents don’t only happen to “other people”, and with threats everywhere we have to learn to mitigate and manage them. While it is human to err, could we eliminate error completely? I think not. But pilots can learn to trap and minimise their ability to make errors by using their team effectively, including pre- and post-flight briefings. A common question that should continue to be asked is: “Could we have (as a team) done things better?”

Will automation of some tasks help? Instructors often repeat the adage, “Fly the aircraft and don’t allow the aircraft to fly you.” Conversely, “The aircraft flies by itself. You assist it to fly”. I believe it is the level of automation that matters, depending on circumstances.Bernard Ziegler, a French pilot and engineer who served in Airbus Industrie as senior vice president for engineering – and was the son of Airbus founder Henri Ziegler – was well known for his evangelical zeal for the application of computerised control systems in Airbus airplanes, commencing with the revolutionary A320 airliner. Bernard Ziegler attempted to design the human out of the flight deck in Airbus’s so-called ‘fly-by-wire’ airplanes, which in their early days were involved in a series of incidents and fatal accidents, due mainly to the mismatch of the man/machine interface. So much so that the A320 was called the ‘Scare-bus’ in jest. Even today many Airbus pilots are heard to ask while flying, in perplexed tones: “What is it doing now?” or “I have never seen this happen before.”

A more recent story is that of the Boeing 737 MAX. When I flew the basic Boeing 737-200 many years ago, our Irish instructor called it the ‘thinking man’s aircraft’, a perfect match between man and machine. Somehow, due to design quirks in the newly designed 737 MAX, an automatic system called MCAS (Manoeuvring Characteristics Augmentation System) was incorporated. If the aircraft got into an unusual and unsafe nose-up attitude, MCAS would be automatically activated and lower the nose to a safer angle.

Unfortunately, during the somewhat rushed introduction of the 737 MAX onto the market, many airline crews were not sufficiently trained in how to override the system – if MCAS was activated due to false indications from, say, a computer or instrument malfunction. Worse still, some airlines’ pilots were not even told that their new airplanes were fitted with such a system, and therefore unaware of what to do if and when MCAS became activated for no apparent reason. This ignorance, through no fault of the pilots, resulted in two disastrous MAX crashes, in Indonesia and Ethiopia, with a total loss of 346 lives.

As the ‘cold hard facts’ later emerged, it became apparent that although the ‘MAX’ was arguably a totally new type of aircraft, it was designated as a Boeing 737-800 to minimise legal crew-training time on the type. This extra training was seen as an undesirable burden for Boeing’s customer airlines, who would have to withdraw captains and first officers from the line for training, thus incurring loss of productivity and revenue for the airlines.

Boeing’s intent was, therefore, for the training (non-productive) period to be as short as possible. But in practice corners were dangerously cut. The US regulator, the Federal Aviation Administration (FAA) – in this case the ‘human element’ – went along with the manufacturer’s sales and training programme, which ultimately resulted in incidents, accidents, and loss of life.

In summary, statistics show that although accidents have decreased to a small percentage in terms of flights and hours flown, the number of certified air operators is also increasing, which causes the number of accidents to increase. Difficult as it is to contemplate, it wouldn’t be wrong to say that the potential exists for more human factor-based accidents to occur in future.

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