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“TRAVEL SAFE – TRAVEL CHEAP – TRAVEL BY RAIL.”

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By Rohan Abeygunawardena
ACMA, CGMA: Financial and Management Consultant.
abeyrohan@gmail.com

(This article is dedicated to all those officers and other employees who worked under the late Mr. Rampala, during “Golden Era “of the CGR from the late 1940s’ to 1970 including my father the late Mr. G.A.V. Abeygunawardena)

Above was a marketing campaign slogan based on a concept of the legendary leader of Ceylon Government Railway (CGR) B.D. Rampala to attract passengers for train travel.

Rampala was the first Ceylonese Chief Mechanical Engineer from 1949 and then was appointed to the newly created post of General Manager of Railway (GMR) in 1955.  He joined CGR in 1934 as a Junior Mechanical Engineer after completing his engineering apprenticeship at the Colombo University College. In 1956, the Institution of Locomotive Engineers in London recognised him as the finest diesel engineer in Asia at the time (Wikipedia.)

History of Sri Lanka Railway

It was the coffee planters who first felt the need to construct a railroad system in Sri Lanka (then Ceylon) in 1842. Under pressure from this elite group of the crown colony, Ceylon Railway Company (CRC) was established in 1845 under the Chairmanship of Phillip Anstruther, the Chief Secretary of Ceylon. The contractor William Thomas Doyne was selected for constructing the 79-mile (123 km) Colombo Kandy railway line and later it was realised that the project could not be completed within the original estimate of £856,557. In 1861, Ceylon Government Railway (CGR) was established as a department and took over the construction work. Guilford Lindsey Molesworth, an experienced railway engineer from London, was appointed as the Director General of the CGR.

It took nearly 22 years to build the first stretch of railroad and run the first train from Colombo to Ambepussa in December 1864. It was then extended to Kandy in 1867, the main request of British Planters. Thereafter to Nawalapitiya, Nanuoya, Bandarawella, and Badulla by 1924. However by 1928, the Matale line, the Kankasanturai (Northern Line), the Southern Coast Line, the Mannar Line, the Kelani Valley Line, the Puttalam Line, the Batticaloa and Trincomalee lines were added to the network.

Golden Era of Sri Lanka Railway

Visionary Rampala had a helicopter view of the organisation. During his tenure as the GMR many modernisation programmes were introduced. He had systematically planned to replace British-built steam locomotives with Diesel locomotives over a 20-year period. Five G12 Diesel locomotives, gifted by the Canadian Government, in 1954, were utilised to run Sri Lanka’s most famous trains, the Udarata Menike, the Yal Devi, and the Ruhunu Kumari, the three sisters on rails.

Emphasising punctuality and comfort, major stations outside Colombo were upgraded during the Rampala era. He also introduced an electronic signal system controlled by a centralised traffic control panel in Maradana, which greatly improved safety. In order to popularise rail travel he carried out a marketing exercise of the railway service through a slogan “Travel Safe – Travel Cheap – Travel by Rail.” The objective of this marketing campaign was to attract non-traditional rail passengers, such as women and children, and increase the market share of travellers and improve income of CGR.

Rampala tenure is considered as the ‘Golden Era of Sri Lanka Railways.’ He successfully conducted the grand Centenary Celebrations held in 1964. The main highlight was a refurbished old steam engine driven train, with old carriages, operating from the Colombo Terminus station of Olcott Mawatha to Ambepussa, carrying passengers, driver and guard dressed in late 19th century attire. The train left around 8 a.m. followed by a diesel engine, driven modern train carrying CGR employees and their immediate family members. The writer who was just 14 years was lucky enough to travel in that train with his father who was an officer in the CGR. An exhibition of model trains was also held at Maradana head office for the public. Some of the models were locally made by railroad enthusiasts and CGR engineers while others were imported models owned by locals and foreigners.

In spite of an economic decline in the country Sri Lanka Railways (SLR) continued with the numbers of its passenger services and enjoyed nearly 38% of freight transportation in the early seventies.

But with the introduction of the open economy, the road transportation systems improved and private road transport services that provided door-to-door or warehouse-to-warehouse service captured a bigger chunk of the freight service market of the country. The three-decades-long civil war, non-introduction of technological innovations that improved railway travel worldwide, issues of travel time, reliability, and comfort plagued Sri Lanka Railways said the Chief Engineer (Signal and Telecomunications) Dhammika Jayasundara who delivered the B.D. Rampala memorial lecture in 2017.

US the world leader of railway

transportation:

The US had the best railway transportation system in the world, prior to World War II, with an operating route length over 250,000 km. But after the war, the American auto industry owners came out with a new concept ‘’Freedom on Wheels’’ to get people to use cars. This concept was to promote motor car industry and propagated by the companies in the auto and oil industries to enhance their profits. Initially, they bought up all the street cars i. e. trolleybuses and Tramcars relegating them to junkyards, and embarked on increasing the motor car production.

The government under President Eisenhower, signed a Bill to create the “The National Interstate System’’ and allocated funds for the construction of 41,000 miles of highways and the US shifted from a rail served country to auto dependent nation by the mid-sixties. They dedicated a huge amount of dollars to the construction of automobile infrastructure.

By 2019, the US averaged about 850 cars per one thousand inhabitants. Many countries in the west and Asia emulated the US and constructed highways. Indians, on the other hand continued to improve the railroad transportation system over the years. The Average Sri Lankan was dreaming of owning a car and when the economy was opened up in the late seventies, an influx of motorcars, motorcycles and other vehicles, both brand new and used, invaded the country.

Similarly, the expansion of air travel took place since the fifties, not only in the US but also in other countries. In the US internal air service systems were expanded rapidly for travel between cities.

In Sri Lanka too the government embarked on a project to improve road transport. During the Civil War it was on a low profile but increased construction of highways or express ways after the war from 2009.

Recent developments;

An efficient transport system is an indispensable component of a modern country, no doubt. They provide economic and social opportunities and benefits that result in positive multiplier effects such as better accessibility to markets, employment, and additional investments. Recently, this writer was approached by a group of industrialists to draw up a concept note to obtain land and other facilities from the authorities to set up new factories. One important requirement they emphasised was that location of the land should be close to an expressway. Since they have been into exports this is a fair request as their finished products should be moved to ports and airports as quickly as possible for shipping.

With the development of highways, especially expressways, Sri Lanka Railways (SLR), the market share of passenger and goods transportation has considerably dropped. Chief Engineer Dhammika Jayasundara in his 2017 lecture stated that while SLR’s share of passenger transportation market was only about 5% and goods transportation market share was around 0.3%. It would definitely have deteriorated further by now.

An opportunity for SLR:

The US is reassessing its transport systems at present. They have realised that the country is running out of space to expand the highways. There are limits at airports and aviation congestion is also an acute problem. Looking out for a solution, the US has now realised a better railway system is the best option.

But in today’s global economy ‘’time-saving methods” and “reduction of greenhouse gases” are two important factors when considering development projects. Therefore, electrified high-speed train is the best option to switch from air traffic and vehicles. A survey conducted indicates 71% of the younger generation (18 to 44) in the US prefer travelling by high-speed trains if available. Train systems reaching top speed of over 175 to 240 km per hour is generally considered high-speed. A plan is now in place to build a 27,000 km national high-speed rail system in four phases by 2030. The first project is to connect San Francisco to Los Angeles (about 613km) in less than three hours at a speed of about 350km/h by 2033.

When a high-speed train was introduced between Madrid–Barcelona in Spain in 2008, it took 46% of the traffic, grounding fuel-guzzling, carbon-emitting aircrafts across Spain. This high-speed train pulled by an aerodynamic engine with noses shaped like a duck-billed platypus covers 621km trip in two and half hours at a maximum speed of 350 km/h. The train has the capacity to carry 430 passengers per trip and operates four trips a day. This is an eye-opener to the Americans as well as transport authorities of other countries.

The first high-speed train the Tōkaidō Shinkansen, began operations in Japan in 1964 and was widely known as the ‘bullet train’. France commenced their first high-speed train in 1981 and as of June 2021 had a network 2,800 km.

In many developed countries, faced with issues such as aging population, rising fuel prices, increasing urbanization, increasing traffic congestion, rising roadway expansion costs, changing consumer preferences and increasing health and environmental concerns are shifting travel demand from automobile to alternative modes. Motor vehicles are the greatest contributor to urban air pollution, leading to health problems, worse than smoking and the other factor is deaths through road accidents.

Likely alternative is the high-speed train. This is the most cost-effective transportation mode for moving large numbers of people and compared to road and air transportation less risky as far as accidents are concerned. Today, high-speed train systems are being introduced all over the world in countries like India, Saudi Arabia, Russia, Iran and Morocco. China is the world leader in the construction of high-speed railway systems. By the end of 2020, the Chinese had 37,900 km of high-speed rail lines in service, the longest in the world.

Long-term- plan for SLR

Sri Lanka Railways should study the changing nature of transportation system in developed countries. Since our island nation does not have to cover distances like in the countries mentioned above, railway authorities benchmark a country like Denmark with an area of 42,933 sq. km and a population of 5.8 million. The first ever high-speed train on Copenhagen–Ringsted line commenced on the 31st May 2019 covering 60 km. It has a maximum speed of 250 km/h and covers the trip within 35 minutes. The project received approval from the Danish Parliament in 2010 and was completed in 2019 at a cost of US$ 1.83 billion.

In Sri Lanka, the fastest train service is between Colombo and Beliatta covering 158 km with a maximum speed of 120 km/h. The fastest train ‘Galu Kumari’ takes three and a half hours to cover this distance.

Future generation of sophisticated and knowledgeable Sri Lankans are bound to switch over to train travel and will demand much faster mobility between cities. For example,

if Colombo Jaffna (304 km) travelling can be completed within two hours, instead of present eight hours, there will be lot of economic and social benefits to the country including communal harmony through better interaction. Such speedy travel can only be achieved by rail road or costly air travel, not by motor road vehicles.

However, the capital cost of introducing a High-Speed Railway (HSR) project is very high. The cost structure is mainly divided into costs associated to the infrastructure, and the ones associated with the rolling stock. While infrastructure costs include investments in construction and maintenance of the railroad, the cost of acquisition, operation and maintenance of rolling stock is determined by its technical specifications. SLR engineers and other experts should work out specification suitable for Sri Lanka.

It is necessary for SLR official to take into account the impact on wildlife when planning high-speed train track which British planners had not taken into account during colonial period. As a result, many elephants collide with fast moving trains and perish. According to the Department of Wildlife figures, 15 elephants were killed by trains in 2018, almost more than double the previous year (Mark Saunokonoko – 07 Jan., 2019.) It may be possible for trains to run on cement pillars where the elephant corridors are located.

Taking into consideration the distance from Colombo to Beliatta (158km), Jaffna (304 km) and Kandy (120km) SLR should plan for a total distance of 582 km of high-speed train service. A ballpark figure extrapolated on the basis of Copenhagen–Ringsted line construction, the total cost would be approximately US$ 18 billion. If planned for 20 years this is an average investment of about US$ 900 million per year. The government could approach funding agencies such as the World Bank (WB), the Asian Development Bank (ADB),, and the Japan International Cooperation Agency (JICA) funding of the project and to carry out a feasibility study.

The implementation of this project depends on the development of the energy sector. Best option is the development of solar power which can provide free electricity to all, according to renowned Sri Lankan scientist, Prof. Ravi Silva, Director, Advanced Technology Institute at the University of Surrey, who was awarded a CBE for his services to Science, Education and Research. (Reference below)

President Gotabaya Rajapaksa is also keen to attract large scale investments in renewable energy, particularly in solar, wind and biomass, over the coming decades.

One may ask whether a country facing economic problems and borrowing crisis should embark on a project of this nature. The answer is in the affirmative. As Asia is expected to rebound faster compared to other regions after the global recession and the pandemic, Sri Lanka has an opportunity to attract investment in the long term. But such investment should be futuristic and in projects that have a greater payoff in the future. The ‘Mahawali Project’ was to be completed in 35 years, but it was telescoped into five years. Similarly, the speed-train project should be a national policy long-term plan, and depending on the economy can be accelerated.

The development of high-speed train does not mean that the government and the Road Development Authority should abandon the development plan of the High Mobility Network or construction of Expressways. It is necessary at present for better connectivity. But a futuristic plan for Sri Lanka Railways should be based on changes taking place, world over.

The implementation of such a modernisation project will help realise the vision of the late B.D. Rampala ‘Travel Safe – Travel Cheap – Travel by Rail’. It will also justify the need to continue with the railway services without heavy subsidies and be a burden on taxpayers’ money.

References;

(Let the Sun Shine: Do not let a photon go to waste without benefit to mankind https://www.timesonline.lk/opinion/let-the-sun-shine-do-not-let-a-photon-go-to-waste-without-benefit-to-mankind/158-1120004 .)



Features

El Niño and Sri Lanka: Safeguarding food security in uncertain times

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El Niño

by Prof. Janaka Wijesinghe, Dr. Nishala Wedamulla and Gayathma Weerawanni

As climate variability becomes an increasing challenge for nations worldwide, Sri Lanka faces growing concerns over the impact of El Niño, a natural climate phenomenon that can disrupt rainfall patterns, increase temperatures, and place additional pressure on agricultural production. For a country where agriculture remains a vital part of the economy and rural livelihoods, preparing for climate uncertainty has become essential to safeguarding food security. Food security includes not only the availability of food but also access to nutritious and affordable food.

Climate-induced disruptions to agricultural production can affect all dimensions of food security. Vulnerable populations, including low-income households and rural communities, are often the most affected by fluctuations in food supply and market prices.

Cause of the phenomenon

El Niño occurs when sea surface temperatures in the central and eastern Pacific Ocean become unusually warmer than normal, influencing global weather patterns. Although the phenomenon originates thousands of kilometres away, its effects are felt across many regions, including South Asia. According to experts, in Sri Lanka, El Niño events can contribute to irregular rainfall, prolonged dry periods, higher temperatures, and changes in the timing and intensity of monsoon rains.

Sri Lanka’s agriculture sector is particularly vulnerable to these climate fluctuations and faces increasing challenges from climate variability, with the El Niño phenomenon emerging as one of the most significant threats to national food security. As global temperatures continue to rise, understanding and preparing for the impacts of El Niño has become essential for ensuring a stable food supply and protecting the livelihoods of millions of Sri Lankans. Mainly, rice, the staple food of Sri Lanka, depends heavily on reliable water availability.

Reduced rainfall during critical cultivation periods can lead to drought conditions, lower reservoir levels, and can affect paddy yields, while excessive rainfall at unexpected times can damage the crop through flooding, diseases, and poor field conditions. In addition, other crops, including vegetables, fruits, and plantation crops, may also experience productivity losses due to heat stress and water shortages. These impacts can result in food shortages, rising food prices, and reduced incomes for farming communities.

The consequences of climate-related agricultural disruptions extend beyond farmers. Reduced crop production can lead to increased food prices, greater dependence on imports, and challenges in maintaining a stable food supply. For vulnerable communities, especially small-scale farmers and low-income households, these impacts can significantly affect nutrition and livelihoods.

Need to reduce postharvest losses

In such circumstances, reducing postharvest losses becomes a critical component of national food security strategies. Food that is produced but lost after harvesting represents wasted land, water, energy, labour, and financial resources invested in the production. In Sri Lanka, significant quantities of fruits, vegetables, grains, and other agricultural commodities are lost due to inadequate harvesting practices, poor postharvest handling, unsuitable storage conditions, inefficient transportation, and limited processing facilities. During periods of climate stress, such as El Niño-induced droughts, these losses become even more serious because the available food supply is already under pressure. Minimising postharvest losses can, therefore, increase food availability without requiring additional land or agricultural inputs. Hence, strengthening postharvest management can make a major contribution to climate resilience. Improved harvesting techniques, better packaging, temperature-controlled storage, efficient transportation systems, and modern processing technologies can extend the shelf life of agricultural products and reduce wastage.

How to face challenges

Promoting small-scale processing and value addition can also help farmers preserve surplus production and maintain income during periods of market fluctuations. Achieving food security in an era of climate uncertainty requires a comprehensive approach that considers both production and preservation. Increasing agricultural productivity alone is not sufficient if a significant portion of harvested food is lost before reaching consumers. Reducing postharvest losses should be recognised as one of the most practical, cost-effective, and sustainable solutions for ensuring food availability.

Moreover, Sri Lanka has opportunities to strengthen its resilience against El Niño-related challenges. Improving climate forecasting systems and ensuring that farmers receive timely weather information can help communities make better decisions on planting dates, crop selection, and water management. Climate-smart agricultural practices, such as drought-tolerant crop varieties, efficient irrigation methods, soil conservation, and improved water storage, can reduce risks associated with changing weather patterns. Water management remains one of the most important strategies for climate resilience. Expanding rainwater harvesting, maintaining irrigation systems, and protecting watersheds can help communities manage water shortages during dry periods.

Importance of climate-smart agriculture

At the same time, Sri Lanka must continue to promote climate-smart agricultural practices. The use of drought-tolerant crop varieties, efficient irrigation systems, soil conservation methods, and improved weather forecasting services can help farmers adapt to changing climate conditions. Providing timely climate information enables farmers to make informed decisions regarding crop selection, planting schedules, and resource management.

Investment in research and innovation will also play a key role. Agricultural institutions and researchers can support farmers by developing technologies and practices suited to changing climatic conditions. Promoting crop diversification can further reduce dependence on a limited number of crops and provide alternative sources of income during periods of climatic stress.

Food security in the face of climate change requires cooperation among government agencies, farmers, researchers, private-sector stakeholders, and communities. Early warning systems, disaster preparedness plans, and supportive agricultural policies can help minimise the effects of extreme climate events. As climate uncertainty becomes the new normal, proactive measures are essential to protect Sri Lanka’s food future. While El Niño presents significant challenges, strategic planning, innovation, and collaboration can help the nation build resilience and ensure that every citizen has access to safe, nutritious, and affordable food. More importantly, policy support is crucial in building a resilient food system. Government agencies, research institutions, and the private sector must work together to develop sustainable agricultural practices and strengthen food supply chains. Diversifying food production and reducing post-harvest losses can also contribute to greater food security.

El Niño as a stark reminder

El Niño is a reminder that climate challenges do not respect geographical boundaries. While Sri Lanka cannot control global climate phenomena, it can strengthen its ability to adapt and respond. By combining scientific knowledge, sustainable farming practices, and effective planning, the nation can protect its food systems and ensure a more secure future in an era of increasing climate uncertainty.

As the climate continues to change, preparedness is no longer an option; it is a necessity for protecting Sri Lanka’s food security and the livelihoods of generations to come.

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Getting organised for the new arrival

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BY Dr B. J. C. Perera
MBBS(Cey), DCH(Cey), DCH(Eng), MD(Paediatrics), MRCP(UK), FRCP(Edin), FRCP(Lond),
FRCPCH(UK), FSLCPaed, FCCP, Hony. FRCPCH(UK), Hony. FCGP(SL)
Specialist Consultant Paediatrician and Honorary Senior Fellow,
Postgraduate Institute of Medicine, University of Colombo, Sri Lanka.

An independent freelance medical correspondent

KEY POINTS

=Being parents of a newborn baby is a tremendous responsibility.

=To attend to the necessary chores and duties at home, the home set-up must be well organised.

=The routine care of a baby, throughout 24 hours, is a demanding one. But if things are well looked after and prearranged, it would make the task that much easier.

=It is a joint responsibility of the mother, as well as the father, and all other inmates of the same household.

At long last, the baby has arrived, and the parents will be taking him or her home. Usually in uncomplicated deliveries, even after Caesarean operations, the baby is sent home in a couple of days. It is generally a hectic time, and if steps have not already been taken to get things organised at home, it can be quite difficult for new parents. Getting things in shape should have started well before the baby’s birth, but even if he or she arrives earlier and unexpectedly, getting organised at that stage is important to make life easier for both parents. This is perhaps easier said than done, especially for a young couple, but it is a process that would pay dividends. All that is required is plenty of common sense. Getting organised for the newborn baby well in time will make life that much easier in the subsequent months and years to come.

An important thing to do is to arrange everything in the bedroom so that the ‘baby things’ are easily accessible and you know where to find each item. As an example, it should not be necessary to look high and low for nappy pins once a nappy has been put on the baby. What is advocated today is to keep the baby in the same bed as the parents, and this means an extra cot may not always be necessary. It would also provide a little more space in the room, which would otherwise have been taken up by a cot. However, a small baby cot is sometimes useful to put the baby to sleep and provide some rest and relaxation to the mother.

If the baby is kept on the same bed as the mother, there is no danger of the mother rolling over the baby during sleep, as the natural in-built maternal instincts would wake her up at the slightest touch from the baby or the tiniest noise from the baby.

Clothes and nappies

The clothes and nappies of the baby should be easily accessible and available at all times. It is not necessary to buy a new almirah or a cupboard for the baby. A couple of shelves of a cupboard that is already in the bedroom would do nicely. Even a small separate wooden or cane rack with shelves too would be more than adequate for this purpose. The secret is to still have sufficient room in your own bedroom to move about even after getting the baby’s things organised. Sweeping and cleaning the bedroom should be done every day. Some people elect to wet-mop the floor, which is a really good thing. These tasks should not take too much time and could be quickly attended to when the baby is resting quietly after a feed.

Other people in the household and perhaps the father of the baby could help in this regard. Battery torch lights and emergency lights for power failures should be kept in places that are easily accessible, even in the dark. It is no joke to start looking for these things when there is a loss of electrical power. One needs to be prepared, as such unexpected power failures are so very frequent in certain areas of the country. Incidentally, there is nothing against the use of electric fans in the bedroom where the baby is.

During very warm days, it will only make the baby more comfortable. It will not cause any illness. The same applies to air conditioners, provided they are maintained well and serviced regularly. If there is a telephone in the house, it would be worthwhile getting a cordless extension so that the mother does not have to run around in circles to answer the phone while attending to the needs of the baby. This is of course minimised completely today with the use of modern mobile phones.

Feeding the baby should not cause any problems at all. The need of the hour is to exclusively breastfeed for the first six months. THERE IS NO OTHER MILK THAT COMES EVEN CLOSE TO THE GOODNESS OF MOTHER’S MILK – FULL STOP; NO ARGUMENTS AND NO BUTS. There is extremely convincing and overriding scientific evidence for breast milk being the very best form of nutrition for a new arrival. It is the golden elixir of life, and there is nothing else, absolutely nothing else, that is as good as mother’s milk for a baby. The infant milk-food companies can even shout from the rooftops but they have no chance, whatsoever, against proven scientific medical evidence. It is also important to stress that babies need to be fed on demand and very definitely NOT BY THE CLOCK. All babies will indicate by various actions when they are hungry and feel the need to be fed.

Breastfeeding obviates need for bottles, etc.,

Exclusive breastfeeding would obviate the need for bottles, teats, cups, spoons, formula milk powder, sterilising equipment, etc. There is no extra cost involved as well. Government legislation has provided working mothers with sufficient maternity leave to feed their babies with human milk for at least the first four months. If there are ways of getting a little bit more leave to stretch it to six months, this should be explored to the fullest, as the benefits of exclusive breastfeeding are worth a lot more than money could buy. There are added benefits of breastfeeding such as control of the mother’s weight and figure as she burns up a significant number of calories in producing her milk.

When it is time to give the baby a bath, arrange everything you need around the place where you are going to bathe the baby. Towels, soap, etc., should be at arm’s length. If there is help available at home in the form of members of the extended family or domestic aides, this is the time you could really make use of them. When the mother gets used to the procedure, bathing a baby is no big deal. In most instances, it is a thing that both mother and baby would enjoy. Get the baby used to bathing as early as possible. This will prevent him or her from making an almighty fuss at bath time later on. Almost all babies love to be in water provided they are introduced to bathing very early in their lives.

The mother must arrange her mealtimes and resting periods to coincide with the times when the baby is quiet or is sleeping. Mother’s meals just need to be nutritious, and everyday foods are more than adequate. It is not necessary to go out of the way to provide her with expensive supplementary foods or additional forms of nutrition. There is no scientific evidence to say that certain foods are not good for nursing mothers. The notions of “heaty” foods and “cooling” foods have no scientific rationale.

Most authorities believe that a nursing mother could and should eat anything and everything. The only thing necessary is to provide a nicely balanced and adequate diet. The mother needs to get a sufficient and acceptable amount of sleep, especially during the day. This is particularly important because she may have to get up several times during the night to feed and change clothes of the baby. Steps must be taken to provide her with these essential periods of rest. Organising a routine to help her with this aspect would be most desirable.

Father’s work schedule

It is also advantageous for the father to get his work schedules and duties rearranged as much as possible and in such a manner so as to provide sufficient time at home to help in caring for the baby. This, of course, depends on the exact type of work that he is involved in. In each and every case, a genuine effort should be made to have quality time with the mother and the baby. This is particularly useful for the first few months of the baby’s life. As far as possible, the father should be equally involved with the rearing practices of the baby. Looking after a baby should be a shared responsibility. This process also enhances the baby developing a very beneficial and desirable bond with both parents.

The arrival of a new baby should not lead to a complete social embargo for the family. One could travel outside the home with the baby, especially if the times of travel are carefully planned to suit the requirements of the baby, such as feeding times. Even then, if the baby is breastfed, he or she could be fed almost anywhere. Some babies are, however, prone to throwing up while travelling immediately after a feed. It is generally better to avoid intensely overcrowded social gatherings, but social visiting, attending weddings and parties, with the baby in tow, are quite in order, even when the baby is just a few weeks old.

If the parents own a car, it is a good idea to get a commercially available baby car seat that is fitted to the rear seat of the car. The sooner you get the baby used to travelling in this baby seat, the better it is for all around. It is the safest way to take the baby in the car. In some of the Western countries, newborn babies are not discharged from the hospital till a car seat is fitted to the car. Unfortunately, baby car seats are not that popular in this country, but it must be pointed out that they contribute a great deal towards the safety of a baby in the case of a traffic accident.

Unnecessary expenditure

Many parents spend unnecessary amounts of money on a baby. All kinds of expensive items, such as perfumes, colognes, powders, etc., are not quite essential for a baby. The natural milky smell of a baby is quite unique. The clothes that one buys for a baby should be simple, uncomplicated, light and preferably of cotton origin. Their design should be very safe for the baby. It is best to remember that babies grow up very fast, especially in the first two years of life and tend to outgrow clothes in next to no time. Even the toys for the baby should be appropriately selected and should be very safe and eminently affordable.

There is no reason whatsoever that the expenses for a little newborn baby should be more than what one would normally need to spend on an adult.

A newborn baby should be such a joy for the entire family, including the extended family. Grandparents would usually dote on the baby. If there are other children, it is important to provide the necessary attention to them as well so that they would not feel neglected. It would prevent sibling rivalry, and the other kids would go on to love the new arrival. All newborn babies are quite a delight and not a burden, and it is definitely their right to be treated as such.

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Shouldn’t foreign expert be appointed MD of SLP?

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by J. A. A. S.R anasinghe,
Productivity Specialist
rathula49@gmail.com

The recent appointment of Vipul Misra, an Indian national, as Acting Chief Executive Officer of Sri Lankan Airlines deserves to be viewed from a much broader perspective than simply as an appointment to a vacant position. In my view, it is a sensible and courageous decision by the Government.

Sri Lankan Airlines is a national asset operating in an intensely competitive international aviation industry. It requires specialised aviation knowledge, commercial acumen, operational discipline and international exposure. According to the report on his appointment, Misra brings more than two decades of aviation engineering and leadership experience, including experience with major Indian carriers such as Air India, Vistara, IndiGo, SpiceJet, Kingfisher Airlines and Air Deccan.

Dr. Sarath Obeysekera, a high-profile CEO and the former Managing Director of Colombo Dockyard PLC contends the appropriateness of filling senior corporate positions of the public sector from foreign nationals, when positions of high-calibre CEOs are not locally available. He says that Sri Lankan Airlines has previously benefited from expatriate professional leadership. During the Emirates management period from 1998 to 2008, British aviation professional Peter Hill led the airline through rebranding, fleet modernisation, network expansion and improvements in service standards.

The airline reported profits during several of those years, although later analysis showed that gains from aircraft sales and leaseback transactions contributed significantly to some results. Nevertheless, the airline was run with greater commercial discipline, clearer accountability and considerably less day-to-day political interference.

Following the end of Emirates management, due to direct intervention by the then President, Sri Lankan Airlines faced turbulent situations and passed through numerous chairmen, chief executives, restructuring proposals, procurement controversies and political interventions while taxpayers continued to carry its debts and losses.

It would be unfair to suggest that every Sri Lankan chairman or CEO was incompetent or corrupt. Sri Lanka has produced many outstanding aviation professionals. The deeper problem has been a governance system in which even capable executives can be weakened by political appointments, interference in commercial decisions, frequent leadership changes and the absence of measurable accountability. He says that the arrival of Indian professional leadership is not limited to aviation.

Colombo Dockyard presents another significant example. Following the acquisition of a controlling interest by India’s state-owned Mazagon Dock Shipbuilders, Capt. Jagmohan was appointed its non-executive chairman. He is a naval architect with extensive experience in warship design, naval dockyards, shipbuilding and major maritime projects. (Mazagon Dock leadership)⁠

This partnership could give Colombo Dockyard access to capital, technology, Indian and international orders, specialised naval work and a much larger supply chain. However, because the Dockyard is an important national maritime asset, success must be measured by the creation of skilled Sri Lankan employment, expansion into commercial and offshore engineering, growth in exports, transfer of technology and development of local managerial successors—not merely by a change of ownership or boardroom nationality.

The rise of Indian professionals should not surprise us. Sundar Pichai leads Alphabet and Google, while Indian-born executives have led several other globally important technology and industrial corporations. India has built an enormous pool of engineers, scientists, accountants and managers through technical education, English-language capability, exposure to large competitive markets and international professional mobility.

India’s formal national ambition is Viksit Bharat 2047—to become a developed nation by the centenary of its independence. The target is 2047 rather than 2040, and its vision specifically combines economic growth, skills, social progress, sustainability and good governance. (Government of India)

The important lesson is that nationality should not be the principal criterion for selecting the person to lead a strategically important State enterprise. Competence should be, according to Dr. Obeysekera. This principle should now be extended to another equally important national institution — the Sri Lanka Ports Authority (SLPA), as this post has fallen vacant and an advertisement has appeared in the newspapers calling for applications from suitable applicants.

The recent discussion surrounding the vacant substantive post of Managing Director of the SLPA, including Dr. Sarath Obeysekera’s call for the appointment of a “developer, not merely an administrator”, raises a fundamental question: Are we looking for someone merely to administer the existing machinery of the Ports Authority, or someone capable of transforming Sri Lanka’s ports into major engines of investment, industry, employment and foreign-exchange earnings?

The distinction is crucial. On the other hand, one should not be over excited for the manner in which foreign nationals are employed not in hundred perhaps in thousands in manual operational activities in heavy industries in Sri Lanka. In the case of Shipbuilding and Construction industries, the deployment of welders and skilled workers have now become a norm rather than an exception.

Sri Lanka possesses enormous maritime advantages. Colombo is strategically located on one of the world’s busiest shipping routes, while Hambantota and Trincomalee offer substantial possibilities for future development. Yet the challenge is no longer simply to operate ports efficiently. The country must develop the ecosystem around them — logistics, ship repair, shipbuilding, offshore services, maritime industries, warehousing, bunkering, technology, investment and related export-oriented activities.

This requires a different type of leadership. The government should therefore consider applying the same bold thinking demonstrated in the Sri Lankan Airlines appointment to the SLPA. If the best person to transform the Ports Authority is a Sri Lankan, appoint that person. If the best candidate is an internationally recognised professional from India, Singapore, Dubai, Europe, Japan or elsewhere, why should nationality become a barrier?

Indeed, the Sri Lanka Ports Authority Act itself provides that the Minister shall appoint a “competent and experienced person” as Managing Director, whose responsibility includes directing the business, exercising the Authority’s functions and controlling its employees. That statutory emphasis on competence and experience should guide the selection.

What Sri Lanka needs is not another appointment based primarily on seniority, institutional familiarity or traditional public-sector credentials. It needs a leader with a proven international track record in port development, maritime logistics, commercialisation, investment attraction and large-scale project execution. Such a person should be given clear targets and held accountable for delivering them.

The appointment of an international professional should not be regarded as an admission of failure on the part of Sri Lankan professionals. On the contrary, it would demonstrate confidence in the principle that Sri Lanka’s national assets deserve the best available talent, wherever that talent may be found.

The government has already demonstrated this new approach through the Sri Lankan Airlines appointment. I respectfully suggest that it should now have the courage to apply the same principle to the Sri Lanka Ports Authority.

Our national assets are too valuable to be confined to a search for talent within national boundaries. The best person for the job should be given the job irrespective of nationality.

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