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
‘Lord Edgware Dies’
It has been some time since I read an Agatha Christie, the plot of which I cannot remember. So, I was delighted to find on the shelves of a friend Lord Edgware Dies, which I had a vague memory of, but no certainty about who had done it.
When I read it, I found that my memory of who was probably the killer was correct, but I could not be certain and the red herrings Christie threw in were so diverting that until almost the very end I wondered if I had been wrong.
The plot is very simple. Jane Wilkinson, who is married to Lord Edgware, tells him that she is desperate for a divorce since she is in love with a very proper Anglo-Catholic peer, Lord Melton, but Edgware refuses to divorce her. She asks Poirot to talk to him, which he does, and is surprised to find that Edgware has told Jane he is prepared to give her a divorce. This was, after he had categorically refused, through a letter, which Jane said she had not received.
That night Edgware is murdered, after Jane had been to see him, or so the butler said, and also Edgware’s secretary. But Jane had been that evening at a grand dinner many miles away, where a dozen fellow guests could swear to her presence.
There was a solution however to the mystery of two Jane Wilkinsons, namely a skilful impersonator called Carlotta Adams who, in the opening chapter had impersonated Jane Wilkinson, who had also been at the performance. But when Poirot goes to see her, he finds that she had been found dead on the morning after Edgware had been killed, of an overdose. And in her bag was a gold case, with a strange inscription, that contained the drug, along with a pair of pince-nez.
Her maid said she had written a letter to her sister in America and posted it the previous night. Poirot asks Inspector Japp to get the letter, and a transcript is received from America, and in it the name of Edgware’s nephew Ronald Marsh is mentioned; he had taken Carlotta to dinner after her performance, with which the book opens, and had then set her a challenge. Japp arrests Marsh, but Poirot is not happy and asks for the original of the letter, which the sister sends him. That shows that a page is missing, and the tear is obvious, though that raises the question as to why it had not simply been cut.
Matters are further complicated by the fact that Marsh had gone in a taxi to the Edgware house, along with Edgware’s daughter Geraldine, in the interval of an opera which had previously seemed to provide them with cast iron alibis. Geraldine had gone in to fetch her pearls so that Marsh could raise money he needed, and thus had an opportunity to kill Edgware, as did Marsh, for the driver said he had got out of the taxi while waiting and gone into the house.
Marsh explained why he had gone to the house on the night of the murder as having followed Bryan Martin, an American actor, who had been in love with Jane, whom he saw go into the house with a key. But there was no one visible when he entered, and Geraldine almost immediately came down and they left together. And Martin too has become an object of suspicion to Poirot, for he had been to see him before the murders were discovered with a story of being followed by a man with a gold tooth – a story Poirot immediately realized was false when he was asked how old the man was, and was told he was young, for young people did not have gold teeth.
A heap of French money Edgware had got for a trip to Paris was missing, but since Marsh had no need for it after his cousin’s offer of help, Poirot deduces that it must have been taken by the butler, who has disappeared. Christie has stressed that he is astonishingly handsome, unusual in a butler, and Poirot notes a resemblance to Martin, so he thinks the mysterious man going into the house must have been him.
Incidentally, later Poirot assumes that Edgware’s change of mind was because he was involved in some scandal, and I believe Christie intends us to see the cause of this in his handsome butler, though this is not specified.
Meanwhile, Poirot has asked Japp to find out the provenance of the case found in Carlotta’s handbag, and it turns out to have been made in Paris, specially commissioned, and collected by a woman with pince-nez.
But then another murder occurs—that of another guest at the grand dinner, which provided Jane with her alibi. The victim is an actor who had been bemused when Jane, at a lunch, thought the Judgment of Paris referred to the city. He told Hastings he wanted to see Poirot, but was killed before he could get to the appointment. Poirot had rushed there when told about his request, but it was too late.
Meanwhile, Poirot has tried out the pince-nez on Edgware’s secretary, but she could not see through these. It was only a chance remark heard outside the theatre that led him to try them out on Wilkinson’s maid Ellis, a spare pair that had been appropriated for the night of the murders.
Poirot then lays things out, having summoned Martin and told him that he probably suppressed Edgware’s letter, as he had been dropped by then and he did not want Jane to marry another. But after teasing Martin, Poirot says that Jane was in fact the murderer, and she got Carlotta to impersonate her at the dinner while she went to the house and killed her husband. After meeting Carlotta later and checking with her through a call that she had
not been rumbled, Jane had gone ahead with the murder – she put veronal into her drink and the case with veronal into the handbag. She forgot to take out the pince-nez she had used earlier to imitate an American. Carlotta had registered as the American in a hotel and Jane had gone to see her, and there they exchanged identities. After seen the letter, she made use of it by tearing off the page that referred to her, and the S of She, so that the person who had challenged Carlotta to impersonate her seemed to be a man.
There is a coda in which Jane, condemned to death, writes to Hastings, still full of pride at her ingenuity hoping she will be remembered.
Features
Desilt reservoirs, learn from our ancient irrigation systems
by Prof. O. A. Ileperuma
Silting of reservoirs is a major problem today affecting our hydropower production and irrigation systems. The main Mahaweli reservoirs are silted to a considerable extent reducing the water holding capacity of them. Due to poor soil management practices, floodwaters deposit large amounts of silt in these reservoirs. When the Polgolla reservoir was fully drained about two years back, one could see mountains of silt in the lower reaches of the reservoir. A rough estimate is that 50% of the total capacity of these reservoirs has been lost to siltation. This is a serious issue which affects not only power and agriculture but also flood control.
Our ancient irrigation systems ensured that desilting of reservoirs took place under royal decree where all users of the reservoirs were ordered to carry out desilting of reservoirs during the dry season. The clay thus collected was used in making bricks for the construction of great stupas which dot the landscape of our ancient kingdoms. This ensured that the reservoirs had their full capacity filled with water for the next cultivating season. Our ancient kings were clever enough not to construct reservoirs by blocking main rivers such as the Mahaweli. A classic example is the Minipe left canal where they tapped only the surface water of Mahaweli. Even the bigger tanks such as Nuwara Wewa and Parakrama Samudraya were fed with minor rivulets. There were also other ingenious features in the cascade irrigation systems built by the ancient kings, such as mud sluice canals and forest reservations between the reservoirs in the cascade system. These reservations helped trap silt and remove excess nutrients, which could otherwise contribute to increasing salinity as water flowed from one reservoir to another.
- Parakrama Samudraya
- Kalawewa
- Kotmale
A classic engineering marvel is the former Yoda Ela, which carries water from Kalawewa to Nuwara Wewa and Tissa Wewa. It is 87 km long although the straight distance between these points is only about 40 km. The gradient of this canal is about 10 cm per km or 6 inches per mile. Yodha Ela functions as a moving reservoir and feeds about 4,600 hectares of paddy lands. It is a winding canal with about 120 smaller reservoirs on its way. It was constructed during the reign of King Dhatusena around 459 AD and later expanded by King Parakramabahu by connecting more reservoirs to the network. Unfortunately, during the Mahaweli project our modern-day engineers constructed a concrete canal replacing the winding path of this Yoda Ela also called Jaya Ganga. This effectively removed the ability of the old Yoda Ela to remove silt and nutrients. The bank of this Ela has wet zone trees such as jak and areca nut growing well. They take up the nutrients from the flowing stream making the water suitable for irrigation later.
Ancient Mesopotamian civilisations depended on dams constructed along the two main rivers, Euphrates and Tigris. After continuous irrigation of their fields over several thousand years, salinity of the irrigated lands increased making them unsuitable for agriculture. People died due to famine and this clearly illustrates the danger of blocking main rivers for agriculture. There is scientific evidence that the salinity of paddy soils in the Mahaweli C area is increasing.
We saw the devastation caused by Cyclone Ditwah. The sluice gates of the Kotmale Reservoir were opened, and Kandy and Peradeniya were flooded. If the reservoir had had greater storage capacity, couldn’t the opening of the gates have been delayed? This may not be an argument that modern-day engineers would readily accept, and I am not an irrigation expert. These ideas may well be naïve. But most of us tend to think of reservoirs mainly in terms of hydropower generation and irrigation, while their role in flood control receives much less attention. The question therefore deserves serious consideration. Could restoring lost reservoir capacity through desilting help improve our ability to manage extreme rainfall and reduce flood risks?
Desilting our reservoirs should be considered a national priority.
Features
Losing out to Ethiopia
Export diversification – Missing the wood for the trees – Part III
by Gomi Senadhira
In Sri Lanka, the word “Ethiopia” is often used as disparaging slang to describe individuals or areas experiencing extreme poverty, starvation, or severe economic hardship. This linguistic habit originated in the 1980s with the Western media coverage of the devastating Ethiopian famine of 1983-85. That media coverage shocked the world but also left an outdated and offensive global stereotype that the country is permanently starving. Much has changed since then. By now, with an annual growth rate of around 9%, it is the fastest-growing economy in sub-Saharan Africa. Ethiopia has also emerged as a highly competitive exporter and is challenging not only its competitors in the region but also countries like Sri Lanka. This article is on how Sri Lanka has lost ground to Ethiopia (and a few other countries) in the GCC markets for agricultural and floricultural products.
Sri Lanka – A Pioneer in the Agriculture and Floricultural Market in the GCC
As discussed in Part II of this article, by the mid-1980s Sri Lanka had established a strong foothold in the GCC’s fruit, vegetable, and floricultural market. Geographical proximity and well-established shipping and air links gave Sri Lanka a strong comparative advantage over Southeast Asian and African nations. Thailand, Vietnam, and Kenya were not even in the market. At that time, Ethiopia was experiencing (as BBC news reports described) “a biblical famine”.
The market was not very large, but it was lucrative and growing. Trade Minister Lalith Athulathmudali as well as the Chairman of the Export Development Board, Victor Santiapillai, who visited Kuwait (and the GCC countries), recognised the market potential for these products and encouraged us to continue with our work. The minister was particularly keen to further develop links between the market for these products, exporters, and his Export Production Villages (EPVs). So, it was becoming a successful case not only for export diversification but also for transferring gains from exports directly to rural households.
From Trailblazer to Tailender
As a result, even by the beginning of this century Sri Lanka had a larger market share than most of its competitors from Asia or Africa. But since then, our competitiveness has weakened significantly. The tables below provide a comparative snapshot of Sri Lanka’s performance vis-à-vis Thailand, Vietnam, Kenya and Ethiopia in the GCC market for vegetables, fruits and floricultural products. As illustrated therein, in 2001 Sri Lanka was ahead of Thailand, Kenya and Ethiopia in this small but rapidly growing market. Since then, we have fallen behind Thailand, Kenya and many other countries in that lucrative market. If this trend continues, Sri Lanka will fall behind Ethiopia within the next few years. (See Table 1)
In the GCC market for vegetables (covered in HS chapter 07), Sri Lanka was ahead of most other competitors in 2001. As illustrated in Table 1 , Sri Lanka had failed to develop this market, while Thailand, Kenya, and even Ethiopia had very efficiently increased their market shares. The GCC is a market to which Sri Lanka can supply some vegetables, like cabbages, by sea. It appears Sri Lanka had also failed to exploit this mode of supply.
We can see a similar trend in the market for fruits. Vietnam, Kenya, and Thailand have emerged as major players, while exports from Sri Lanka have staggered on slowly. In this segment, Vietnam has emerged as a leading player during the last twenty years and the GCC imports from Viet Nam have shot up from US$44 thousand in 2001 to US$346 million by 2024. In part one of these articles, I discussed the remarkable increase of jackfruit exports from Vietnam “…just $3 million in 2015 to an impressive $236.8 million in 2023” while most of our jackfruit production rots under the trees. This explains how countries develop their markets, geographically and product-wise. (See Table 2)
Sri Lanka’s performance has been weakest in the market for floricultural products (HS Chapter 06), which groups live trees, cut flowers, and ornamental foliage. When we first entered the market in the 1980s, the market was dominated by the Netherlands, and Kenya and Ethiopia were not even in the market. At that time, we identified the Gulf states as a market where Sri Lanka could have a dominant presence due to geographical proximity. Even in 2001, Sri Lanka was ahead of Kenya, Ethiopia, and Thailand. But by now, Kenya has emerged as the dominant supplier. Ethiopia is also expanding its market share and is the third-largest exporter. (See Table 3)
Missing the Wood for the Trees
In the mid-1980s, Sri Lanka first established its foothold in the GCC market. Since then, Thailand, Vietnam, Kenya, and even Ethiopia have moved well ahead of us and have become leading players. Why did we lag behind in our export diversification efforts in general and, more particularly, in the GCC market?
The reasons are very clear. After the initial attempts in the 1980s and early 1990s, Sri Lanka has not been proactively involved in identifying, developing, and promoting new products and markets, or protecting and further developing new markets already established. The focus has simply been on traditional exports: tea, coconut, cinnamon, and garments, while other products were almost ignored. In essence, we have been and continue to focus intensely on a narrow group of products and markets, and we have lost sight of the bigger picture.
(The writer can be reached at senadhiragomi@gmail.com)
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