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