Features
“TRAVEL SAFE – TRAVEL CHEAP – TRAVEL BY RAIL.”
By Rohan Abeygunawardena
ACMA, CGMA: Financial and Management Consultant.
abeyrohan@gmail.com
(This article is dedicated to all those officers and other employees who worked under the late Mr. Rampala, during “Golden Era “of the CGR from the late 1940s’ to 1970 including my father the late Mr. G.A.V. Abeygunawardena)
Above was a marketing campaign slogan based on a concept of the legendary leader of Ceylon Government Railway (CGR) B.D. Rampala to attract passengers for train travel.
Rampala was the first Ceylonese Chief Mechanical Engineer from 1949 and then was appointed to the newly created post of General Manager of Railway (GMR) in 1955. He joined CGR in 1934 as a Junior Mechanical Engineer after completing his engineering apprenticeship at the Colombo University College. In 1956, the Institution of Locomotive Engineers in London recognised him as the finest diesel engineer in Asia at the time (Wikipedia.)
History of Sri Lanka Railway
It was the coffee planters who first felt the need to construct a railroad system in Sri Lanka (then Ceylon) in 1842. Under pressure from this elite group of the crown colony, Ceylon Railway Company (CRC) was established in 1845 under the Chairmanship of Phillip Anstruther, the Chief Secretary of Ceylon. The contractor William Thomas Doyne was selected for constructing the 79-mile (123 km) Colombo Kandy railway line and later it was realised that the project could not be completed within the original estimate of £856,557. In 1861, Ceylon Government Railway (CGR) was established as a department and took over the construction work. Guilford Lindsey Molesworth, an experienced railway engineer from London, was appointed as the Director General of the CGR.
It took nearly 22 years to build the first stretch of railroad and run the first train from Colombo to Ambepussa in December 1864. It was then extended to Kandy in 1867, the main request of British Planters. Thereafter to Nawalapitiya, Nanuoya, Bandarawella, and Badulla by 1924. However by 1928, the Matale line, the Kankasanturai (Northern Line), the Southern Coast Line, the Mannar Line, the Kelani Valley Line, the Puttalam Line, the Batticaloa and Trincomalee lines were added to the network.
Golden Era of Sri Lanka Railway
Visionary Rampala had a helicopter view of the organisation. During his tenure as the GMR many modernisation programmes were introduced. He had systematically planned to replace British-built steam locomotives with Diesel locomotives over a 20-year period. Five G12 Diesel locomotives, gifted by the Canadian Government, in 1954, were utilised to run Sri Lanka’s most famous trains, the Udarata Menike, the Yal Devi, and the Ruhunu Kumari, the three sisters on rails.
Emphasising punctuality and comfort, major stations outside Colombo were upgraded during the Rampala era. He also introduced an electronic signal system controlled by a centralised traffic control panel in Maradana, which greatly improved safety. In order to popularise rail travel he carried out a marketing exercise of the railway service through a slogan “Travel Safe – Travel Cheap – Travel by Rail.” The objective of this marketing campaign was to attract non-traditional rail passengers, such as women and children, and increase the market share of travellers and improve income of CGR.
Rampala tenure is considered as the ‘Golden Era of Sri Lanka Railways.’ He successfully conducted the grand Centenary Celebrations held in 1964. The main highlight was a refurbished old steam engine driven train, with old carriages, operating from the Colombo Terminus station of Olcott Mawatha to Ambepussa, carrying passengers, driver and guard dressed in late 19th century attire. The train left around 8 a.m. followed by a diesel engine, driven modern train carrying CGR employees and their immediate family members. The writer who was just 14 years was lucky enough to travel in that train with his father who was an officer in the CGR. An exhibition of model trains was also held at Maradana head office for the public. Some of the models were locally made by railroad enthusiasts and CGR engineers while others were imported models owned by locals and foreigners.
In spite of an economic decline in the country Sri Lanka Railways (SLR) continued with the numbers of its passenger services and enjoyed nearly 38% of freight transportation in the early seventies.
But with the introduction of the open economy, the road transportation systems improved and private road transport services that provided door-to-door or warehouse-to-warehouse service captured a bigger chunk of the freight service market of the country. The three-decades-long civil war, non-introduction of technological innovations that improved railway travel worldwide, issues of travel time, reliability, and comfort plagued Sri Lanka Railways said the Chief Engineer (Signal and Telecomunications) Dhammika Jayasundara who delivered the B.D. Rampala memorial lecture in 2017.
US the world leader of railway
transportation:
The US had the best railway transportation system in the world, prior to World War II, with an operating route length over 250,000 km. But after the war, the American auto industry owners came out with a new concept ‘’Freedom on Wheels’’ to get people to use cars. This concept was to promote motor car industry and propagated by the companies in the auto and oil industries to enhance their profits. Initially, they bought up all the street cars i. e. trolleybuses and Tramcars relegating them to junkyards, and embarked on increasing the motor car production.
The government under President Eisenhower, signed a Bill to create the “The National Interstate System’’ and allocated funds for the construction of 41,000 miles of highways and the US shifted from a rail served country to auto dependent nation by the mid-sixties. They dedicated a huge amount of dollars to the construction of automobile infrastructure.
By 2019, the US averaged about 850 cars per one thousand inhabitants. Many countries in the west and Asia emulated the US and constructed highways. Indians, on the other hand continued to improve the railroad transportation system over the years. The Average Sri Lankan was dreaming of owning a car and when the economy was opened up in the late seventies, an influx of motorcars, motorcycles and other vehicles, both brand new and used, invaded the country.
Similarly, the expansion of air travel took place since the fifties, not only in the US but also in other countries. In the US internal air service systems were expanded rapidly for travel between cities.
In Sri Lanka too the government embarked on a project to improve road transport. During the Civil War it was on a low profile but increased construction of highways or express ways after the war from 2009.
Recent developments;
An efficient transport system is an indispensable component of a modern country, no doubt. They provide economic and social opportunities and benefits that result in positive multiplier effects such as better accessibility to markets, employment, and additional investments. Recently, this writer was approached by a group of industrialists to draw up a concept note to obtain land and other facilities from the authorities to set up new factories. One important requirement they emphasised was that location of the land should be close to an expressway. Since they have been into exports this is a fair request as their finished products should be moved to ports and airports as quickly as possible for shipping.
With the development of highways, especially expressways, Sri Lanka Railways (SLR), the market share of passenger and goods transportation has considerably dropped. Chief Engineer Dhammika Jayasundara in his 2017 lecture stated that while SLR’s share of passenger transportation market was only about 5% and goods transportation market share was around 0.3%. It would definitely have deteriorated further by now.
An opportunity for SLR:
The US is reassessing its transport systems at present. They have realised that the country is running out of space to expand the highways. There are limits at airports and aviation congestion is also an acute problem. Looking out for a solution, the US has now realised a better railway system is the best option.
But in today’s global economy ‘’time-saving methods” and “reduction of greenhouse gases” are two important factors when considering development projects. Therefore, electrified high-speed train is the best option to switch from air traffic and vehicles. A survey conducted indicates 71% of the younger generation (18 to 44) in the US prefer travelling by high-speed trains if available. Train systems reaching top speed of over 175 to 240 km per hour is generally considered high-speed. A plan is now in place to build a 27,000 km national high-speed rail system in four phases by 2030. The first project is to connect San Francisco to Los Angeles (about 613km) in less than three hours at a speed of about 350km/h by 2033.
When a high-speed train was introduced between Madrid–Barcelona in Spain in 2008, it took 46% of the traffic, grounding fuel-guzzling, carbon-emitting aircrafts across Spain. This high-speed train pulled by an aerodynamic engine with noses shaped like a duck-billed platypus covers 621km trip in two and half hours at a maximum speed of 350 km/h. The train has the capacity to carry 430 passengers per trip and operates four trips a day. This is an eye-opener to the Americans as well as transport authorities of other countries.
The first high-speed train the Tōkaidō Shinkansen, began operations in Japan in 1964 and was widely known as the ‘bullet train’. France commenced their first high-speed train in 1981 and as of June 2021 had a network 2,800 km.
In many developed countries, faced with issues such as aging population, rising fuel prices, increasing urbanization, increasing traffic congestion, rising roadway expansion costs, changing consumer preferences and increasing health and environmental concerns are shifting travel demand from automobile to alternative modes. Motor vehicles are the greatest contributor to urban air pollution, leading to health problems, worse than smoking and the other factor is deaths through road accidents.
Likely alternative is the high-speed train. This is the most cost-effective transportation mode for moving large numbers of people and compared to road and air transportation less risky as far as accidents are concerned. Today, high-speed train systems are being introduced all over the world in countries like India, Saudi Arabia, Russia, Iran and Morocco. China is the world leader in the construction of high-speed railway systems. By the end of 2020, the Chinese had 37,900 km of high-speed rail lines in service, the longest in the world.
Long-term- plan for SLR
Sri Lanka Railways should study the changing nature of transportation system in developed countries. Since our island nation does not have to cover distances like in the countries mentioned above, railway authorities benchmark a country like Denmark with an area of 42,933 sq. km and a population of 5.8 million. The first ever high-speed train on Copenhagen–Ringsted line commenced on the 31st May 2019 covering 60 km. It has a maximum speed of 250 km/h and covers the trip within 35 minutes. The project received approval from the Danish Parliament in 2010 and was completed in 2019 at a cost of US$ 1.83 billion.
In Sri Lanka, the fastest train service is between Colombo and Beliatta covering 158 km with a maximum speed of 120 km/h. The fastest train ‘Galu Kumari’ takes three and a half hours to cover this distance.
Future generation of sophisticated and knowledgeable Sri Lankans are bound to switch over to train travel and will demand much faster mobility between cities. For example,
if Colombo Jaffna (304 km) travelling can be completed within two hours, instead of present eight hours, there will be lot of economic and social benefits to the country including communal harmony through better interaction. Such speedy travel can only be achieved by rail road or costly air travel, not by motor road vehicles.
However, the capital cost of introducing a High-Speed Railway (HSR) project is very high. The cost structure is mainly divided into costs associated to the infrastructure, and the ones associated with the rolling stock. While infrastructure costs include investments in construction and maintenance of the railroad, the cost of acquisition, operation and maintenance of rolling stock is determined by its technical specifications. SLR engineers and other experts should work out specification suitable for Sri Lanka.
It is necessary for SLR official to take into account the impact on wildlife when planning high-speed train track which British planners had not taken into account during colonial period. As a result, many elephants collide with fast moving trains and perish. According to the Department of Wildlife figures, 15 elephants were killed by trains in 2018, almost more than double the previous year (Mark Saunokonoko – 07 Jan., 2019.) It may be possible for trains to run on cement pillars where the elephant corridors are located.
Taking into consideration the distance from Colombo to Beliatta (158km), Jaffna (304 km) and Kandy (120km) SLR should plan for a total distance of 582 km of high-speed train service. A ballpark figure extrapolated on the basis of Copenhagen–Ringsted line construction, the total cost would be approximately US$ 18 billion. If planned for 20 years this is an average investment of about US$ 900 million per year. The government could approach funding agencies such as the World Bank (WB), the Asian Development Bank (ADB),, and the Japan International Cooperation Agency (JICA) funding of the project and to carry out a feasibility study.
The implementation of this project depends on the development of the energy sector. Best option is the development of solar power which can provide free electricity to all, according to renowned Sri Lankan scientist, Prof. Ravi Silva, Director, Advanced Technology Institute at the University of Surrey, who was awarded a CBE for his services to Science, Education and Research. (Reference below)
President Gotabaya Rajapaksa is also keen to attract large scale investments in renewable energy, particularly in solar, wind and biomass, over the coming decades.
One may ask whether a country facing economic problems and borrowing crisis should embark on a project of this nature. The answer is in the affirmative. As Asia is expected to rebound faster compared to other regions after the global recession and the pandemic, Sri Lanka has an opportunity to attract investment in the long term. But such investment should be futuristic and in projects that have a greater payoff in the future. The ‘Mahawali Project’ was to be completed in 35 years, but it was telescoped into five years. Similarly, the speed-train project should be a national policy long-term plan, and depending on the economy can be accelerated.
The development of high-speed train does not mean that the government and the Road Development Authority should abandon the development plan of the High Mobility Network or construction of Expressways. It is necessary at present for better connectivity. But a futuristic plan for Sri Lanka Railways should be based on changes taking place, world over.
The implementation of such a modernisation project will help realise the vision of the late B.D. Rampala ‘Travel Safe – Travel Cheap – Travel by Rail’. It will also justify the need to continue with the railway services without heavy subsidies and be a burden on taxpayers’ money.
References;
(Let the Sun Shine: Do not let a photon go to waste without benefit to mankind https://www.timesonline.lk/opinion/let-the-sun-shine-do-not-let-a-photon-go-to-waste-without-benefit-to-mankind/158-1120004 .)
Features
Trade preferences to support post-Ditwah reconstruction
The manner in which the government succeeded in mobilising support from the international community, immediately after the devastating impact of Cyclone Ditwah, may have surprised many people of this country, particularly because our Opposition politicians were ridiculing our “inexperienced” government, in the recent past, for its inability to deal with the international community effectively. However, by now it is evident that the government, with the assistance of the international community and local nongovernmental actors, like major media organisations, has successfully managed the recovery efforts. So, let me begin by thanking them for what they have done so far.
Yet, some may argue that it is not difficult to mobilise the support for recovery efforts from the international community, immediately after any major disaster, and the real challenge is to sustain that support through the next few weeks, months and years. Because the recovery process, more specifically the post-recovery reconstruction process, requires long-term support. So, the government agencies should start immediately to focus on, in addition to initial disaster relief, a longer-term strategy for reconstruction. This is important because in a few weeks’ time, the focus of the global community may shift elsewhere … to another crisis in another corner of the world. Before that happens, the government should take initiatives to get the support from development partners on appropriate policy measures, including exceptional trade preferences, to help Sri Lanka in the recovery efforts through the medium and the long term.
Use of Trade Preferences to support recovery and reconstruction
In the past, the United States and the European Union used exceptional enhanced trade preferences as part of the assistance packages when countries were devastated by natural disasters, similar to Cyclone Ditwah. For example:
- After the devastating floods in Pakistan, in July 2010, the EU granted temporary, exceptional trade preferences to Pakistan (autonomous trade preferences) to aid economic recovery. This measure was a de facto waiver on the standard EU GSP (Generalised Scheme of Preferences) rules. The preferences, which were proposed in October 2010 and were applied until the end of 2013, effectively suspended import duties on 75 types of goods, including textiles and apparel items. The available studies on this waiver indicate that though a significant export hike occurred within a few months after the waiver became effective it did not significantly depress exports by competing countries. Subsequently, Pakistan was granted GSP+ status in 2014.
- Similarly, after the 2015 earthquakes in Nepal, the United States supported Nepal through an extension of unilateral additional preferences, the Nepal Trade Preferences Programme (NTPP). This was a 10-year initiative to grant duty-free access for up to 77 specific Nepali products to aid economic recovery after the 2015 earthquakes. This was also a de facto waiver on the standard US GSP rules.
- Earlier, after Hurricanes Mitch and Georges caused massive devastation across the Caribbean Basin nations, in 1998, severely impacting their economies, the United States proposed a long-term strategy for rebuilding the region that focused on trade enhancement. This resulted in the establishment of the US Caribbean Basin Trade Partnership Act (CBTPA), which was signed into law on 05 October, 2000, as Title II of the Trade and Development Act of 2000. This was a more comprehensive facility than those which were granted to Pakistan and Nepal.

What type of concession should Sri Lanka request from our development partners?
Given these precedents, it is appropriate for Sri Lanka to seek specific trade concessions from the European Union and the United States.
In the European Union, Sri Lanka already benefits from the GSP+ scheme. Under this arrangement Sri Lanka’s exports (theoretically) receive duty-free access into the EU markets. However, in 2023, Sri Lanka’s preference utilisation rate, that is, the ratio of preferential imports to GSP+ eligible imports, stood at 59%. This was significantly below the average utilisation of other GSP beneficiary countries. For example, in 2023, preference utilisation rates for Bangladesh and Pakistan were 90% and 88%, respectively. The main reason for the low utilisation rate of GSP by Sri Lanka is the very strict Rules of Origin requirements for the apparel exports from Sri Lanka. For example, to get GSP benefits, a woven garment from Sri Lanka must be made from fabric that itself had undergone a transformation from yarn to fabric in Sri Lanka or in another qualifying country. However, a similar garment from Bangladesh only requires a single-stage processing (that is, fabric to garment) qualifies for GSP. As a result, less than half of Sri Lanka’s apparel exports to the EU were ineligible for the preferences in 2023.
Sri Lanka should request a relaxation of this strict rule of origin to help economic recovery. As such a concession only covers GSP Rules of Origin only it would impact multilateral trade rules and would not require WTO approval. Hence could be granted immediately by the EU.
United States
Sri Lanka should submit a request to the United States for (a) temporary suspension of the recently introduced 20% additional ad valorem duty and (b) for a programme similar to the Nepal Trade Preferences Programme (NTPP), but designed specifically for Sri Lanka’s needs. As NTPP didn’t require WTO approval, similar concessions also can be granted without difficulty.
Similarly, country-specific requests should be carefully designed and submitted to Japan and other major trading partners.
(The writer is a retired public servant and can be reached at senadhiragomi@gmail.com)
by Gomi Senadhira
Features
Lasting power and beauty of words
Novelists, poets, short story writers, lyricists, politicians and columnists use words for different purposes. While some of them use words to inform and elevate us, others use them to bolster their ego. If there was no such thing called words, we cannot even imagine what will happen to us. Whether you like it or not everything rests on words. If the Penal Code does not define a crime and prescribe a punishment, judges will not be able to convict criminals. Even the Constitution of our country is a printed document.
A mother’s lullaby contains snatches of sweet and healing words. The effect is immediate. The baby falls asleep within seconds. A lover’s soft and alluring words go right into his or her beloved. An army commander’s words encourage soldiers to go forward without fear. The British wartime Prime Minister Winston Churchill’s words still ring in our ears: “… we shall defend our Island, whatever the cost may be, we shall fight on the beaches, we shall fight on the landing grounds, we shall fight in the fields and in the streets, we shall fight in the hills; we shall never surrender …”
Writers wax eloquent on love. English novelist John Galsworthy wrote: “Love is no hot-house flower, but a wild plant, born of a wet night, born of an hour of sunshine; sprung from wild seed, blown along the road by a wild wind. A wild plant that, when it blooms by chance within the hedge of our gardens, we call a flower; and when it blooms outside we call a weed; but flower or weed, whose scent and colour are always wild.” While living in a world dominated by technology, we often hear a bunch of words that is colourless and often cut to verbal ribbons – “How R U” or “Luv U.” Such words seem to squeeze the life out of language.
Changing medium
Language is a constantly changing medium. New words and forms arrive and old ones die out. Whoever thought that the following Sinhala words would find a place in the Oxford English Dictionary? “Asweddumize, Avurudu, Baila, Kiribath, Kottu Roti, Mallung, Osari, Papare, Walawwa and Watalappan.” With all such borrowed words the English language is expanding and remains beautiful. The language helps us to express subtle ideas clearly and convincingly.
You are judged by the words you use. If you constantly use meaningless little phrases, you will be considered a worthless person. When you read a well-written piece of writing you will note how words jump and laugh on the paper or screen. Some of them wag their tails while others stand back like shy village belles. However, they serve a useful purpose. Words help us to write essays, poems, short stories and novels. If not for the beauty of the language, nobody will read what you write.
If you look at the words meaningfully, you will see some of them tap dancing while others stand to rigid attention. Big or small, all the words you pen form part of the action or part of the narrative. The words you write make your writing readable and exciting. That is why we read our favourite authors again and again.
Editorials
If a marriage is to succeed, partners should respect and love each other. Similarly, if you love words, they will help you to use them intelligently and forcefully. A recent survey in the United States has revealed that only eight per cent of people read the editorial. This is because most editorials are not readable. However, there are some editorials which compel us to read them. Some readers collect such editorials to be read later.
Only a lover of words would notice how some words run smoothly without making a noise. Other words appear to be dancing on the floor. Some words of certain writers are soothing while others set your blood pounding. There is a young monk who is preaching using simple words very effectively. He has a large following of young people addicted to drugs. After listening to his preaching, most of them have given up using illegal drugs. The message is loud and clear. If there is no demand for drugs, nobody will smuggle them into the country.
Some politicians use words so rounded at the edges and softened by wear that they are no longer interesting. The sounds they make are meaningless and listeners get more and more confused. Their expressions are full of expletives the meaning of which is often soiled with careless use of words.
Weather-making
Some words, whether written or spoken, stick like superglue. You will never forget them. William Vergara in his short essay on weather-making says, “Cloud-seeding has touched off one of the most baffling controversies in meteorological history. It has been blamed for or credited with practically all kinds of weather. Some scientists claim seeding can produce floods and hail. Others insist it creates droughts and dissipates clouds. Still others staunchly maintain it has no effect at all. The battle is far from over, but at last one clear conclusion is beginning to emerge: man can change the weather, and he is getting better at it.”
There are words that nurse the ego and heal the heart. The following short paragraph is a good example. S. Radhakrishnan says, “In every religion today we have small minorities who see beyond the horizon of their particular faith, not through religious fellowship is possible, not through the imposition of any one way on the whole but through an all-inclusive recognition that we are all searchers for the truth, pilgrims on the road, that we all aim at the same ethical and spiritual standard.”
There are some words joined together in common phrases. They are so beautiful that they elevate the human race. In the phrase ‘beyond a shadow of doubt’, ‘a shadow’ connotes a dark area covering light. ‘A doubt’ refers to hesitancy in belief. We use such phrases blithely because they are exquisitely beautiful in their structure. The English language is a repository of such miracles of expression that lead to deeper understanding or emphasis.
Social media
Social media use words powerfully. Sometimes they invent new words. Through the social media you can reach millions of viewers without the intervention of the government. Their opinion can stop wars and destroy tyrants. If you use the right words, you can even eliminate poverty to a great extent.
The choice of using powerful words is yours. However, before opening your mouth, tap the computer, unclip a pen, write a lyric or poem, think twice of the effect of your writing. When you talk with a purpose or write with pleasure, you enrich listeners and readers with your marvellous language skills. If you have a command of the language, you will put across your point of view that counts. Always try to find the right words and change the world for a better place for us to live.
By R. S. Karunaratne
karunaratners@gmail.com
Features
Why Sri Lanka Still Has No Doppler Radar – and Who Should Be Held Accountable
Eighteen Years of Delay:
Cyclone Ditwah has come and gone, leaving a trail of extensive damage to the country’s infrastructure, including buildings, roads, bridges, and 70% of the railway network. Thousands of hectares of farming land have been destroyed. Last but not least, nearly 1,000 people have lost their lives, and more than two million people have been displaced. The visuals uploaded to social media platforms graphically convey the widespread destruction Cyclone Ditwah has caused in our country.
The purpose of my article is to highlight, for the benefit of readers and the general public, how a project to establish a Doppler Weather Radar system, conceived in 2007, remains incomplete after 18 years. Despite multiple governments, shifting national priorities, and repeated natural disasters, the project remains incomplete.
Over the years, the National Audit Office, the Committee on Public Accounts (COPA), and several print and electronic media outlets have highlighted this failure. The last was an excellent five-minute broadcast by Maharaja Television Network on their News First broadcast in October 2024 under a series “What Happened to Sri Lanka”
The Agreement Between the Government of Sri Lanka and the World Meteorological Organisation in 2007.
The first formal attempt to establish a Doppler Radar system dates back to a Trust Fund agreement signed on 24 May 2007 between the Government of Sri Lanka (GoSL) and the World Meteorological Organisation (WMO). This agreement intended to modernize Sri Lanka’s meteorological infrastructure and bring the country on par with global early-warning standards.
The World Meteorological Organisation (WMO) is a specialized agency of the United Nations established on March 23, 1950. There are 193 member countries of the WMO, including Sri Lanka. Its primary role is to promote the establishment of a worldwide meteorological observation system and to serve as the authoritative voice on the state and behaviour of the Earth’s atmosphere, its interaction with the oceans, and the resulting climate and water resources.
According to the 2018 Performance Audit Report compiled by the National Audit Office, the GoSL entered into a trust fund agreement with the WMO to install a Doppler Radar System. The report states that USD 2,884,274 was deposited into the WMO bank account in Geneva, from which the Department of Metrology received USD 95,108 and an additional USD 113,046 in deposit interest. There is no mention as to who actually provided the funds. Based on available information, WMO does not fund projects of this magnitude.
The WMO was responsible for procuring the radar equipment, which it awarded on 18th June 2009 to an American company for USD 1,681,017. According to the audit report, a copy of the purchase contract was not available.
Monitoring the agreement’s implementation was assigned to the Ministry of Disaster Management, a signatory to the trust fund agreement. The audit report details the members of the steering committee appointed by designation to oversee the project. It consisted of personnel from the Ministry of Disaster Management, the Departments of Metrology, National Budget, External Resources and the Disaster Management Centre.
The Audit Report highlights failures in the core responsibilities that can be summarized as follows:
· Procurement irregularities—including flawed tender processes and inadequate technical evaluations.
· Poor site selection
—proposed radar sites did not meet elevation or clearance requirements.
· Civil works delays
—towers were incomplete or structurally unsuitable.
· Equipment left unused
—in some cases for years, exposing sensitive components to deterioration.
· Lack of inter-agency coordination
—between the Meteorology Department, Disaster Management Centre, and line ministries.
Some of the mistakes highlighted are incomprehensible. There is a mention that no soil test was carried out before the commencement of the construction of the tower. This led to construction halting after poor soil conditions were identified, requiring a shift of 10 to 15 meters from the original site. This resulted in further delays and cost overruns.
The equipment supplier had identified that construction work undertaken by a local contractor was not of acceptable quality for housing sensitive electronic equipment. No action had been taken to rectify these deficiencies. The audit report states, “It was observed that the delay in constructing the tower and the lack of proper quality were one of the main reasons for the failure of the project”.
In October 2012, when the supplier commenced installation, the work was soon abandoned after the vehicle carrying the heavy crane required to lift the radar equipment crashed down the mountain. The next attempt was made in October 2013, one year later. Although the equipment was installed, the system could not be operationalised because electronic connectivity was not provided (as stated in the audit report).
In 2015, following a UNOPS (United Nations Office for Project Services) inspection, it was determined that the equipment needed to be returned to the supplier because some sensitive electronic devices had been damaged due to long-term disuse, and a further 1.5 years had elapsed by 2017, when the equipment was finally returned to the supplier. In March 2018, the estimated repair cost was USD 1,095,935, which was deemed excessive, and the project was abandoned.
COPA proceedings
The Committee on Public Accounts (COPA) discussed the radar project on August 10, 2023, and several press reports state that the GOSL incurred a loss of Rs. 78 million due to the project’s failure. This, I believe, is the cost of constructing the Tower. It is mentioned that Rs. 402 million had been spent on the radar system, of which Rs. 323 million was drawn from the trust fund established with WMO. It was also highlighted that approximately Rs. 8 million worth of equipment had been stolen and that the Police and the Bribery and Corruption Commission were investigating the matter.
JICA support and project stagnation
Despite the project’s failure with WMO, the Japan International Cooperation Agency (JICA) entered into an agreement with GOSL on June 30, 2017 to install two Doppler Radar Systems in Puttalam and Pottuvil. JICA has pledged 2.5 billion Japanese yen (LKR 3.4 billion at the time) as a grant. It was envisaged that the project would be completed in 2021.
Once again, the perennial delays that afflict the GOSL and bureaucracy have resulted in the groundbreaking ceremony being held only in December 2024. The delay is attributed to the COVID-19 pandemic and Sri Lanka’s economic crisis.
The seven-year delay between the signing of the agreement and project commencement has led to significant cost increases, forcing JICA to limit the project to installing only one Doppler Radar system in Puttalam.
Impact of the missing radar during Ditwah
As I am not a meteorologist and do not wish to make a judgment on this, I have decided to include the statement issued by JICA after the groundbreaking ceremony on December 24, 2024.
“In partnership with the Department of Meteorology (DoM), JICA is spearheading the establishment of the Doppler Weather Radar Network in the Puttalam district, which can realize accurate weather observation and weather prediction based on the collected data by the radar. This initiative is a significant step in strengthening Sri Lanka’s improving its climate resilience including not only reducing risks of floods, landslides, and drought but also agriculture and fishery“.
Based on online research, a Doppler Weather Radar system is designed to observe weather systems in real time. While the technical details are complex, the system essentially provides localized, uptotheminute information on rainfall patterns, storm movements, and approaching severe weather. Countries worldwide rely on such systems to issue timely alerts for monsoons, tropical depressions, and cyclones. It is reported that India has invested in 30 Doppler radar systems, which have helped minimize the loss of life.
Without radar, Sri Lanka must rely primarily on satellite imagery and foreign meteorological centres, which cannot capture the finescale, rapidly changing weather patterns that often cause localized disasters here.
The general consensus is that, while no single system can prevent natural disasters, an operational Doppler Radar almost certainly would have strengthened Sri Lanka’s preparedness and reduced the extent of damage and loss.
Conclusion
Sri Lanka’s inability to commission a Doppler Radar system, despite nearly two decades of attempts, represents one of the most significant governance failures in the country’s disastermanagement history.
Audit findings, parliamentary oversight proceedings, and donor records all confirm the same troubling truth: Sri Lanka has spent public money, signed international agreements, received foreign assistance, and still has no operational radar. This raises a critical question: should those responsible for this prolonged failure be held legally accountable?
Now may not be the time to determine the extent to which the current government and bureaucrats failed the people. I believe an independent commission comprising foreign experts in disaster management from India and Japan should be appointed, maybe in six months, to identify failures in managing Cyclone Ditwah.
However, those who governed the country from 2007 to 2024 should be held accountable for their failures, and legal action should be pursued against the politicians and bureaucrats responsible for disaster management for their failure to implement the 2007 project with the WMO successfully.
Sri Lanka cannot afford another 18 years of delay. The time for action, transparency, and responsibility has arrived.
(The views and opinions expressed in this article are solely those of the author and do not necessarily reflect the policy or position of any organization or institution with which the author is affiliated).
By Sanjeewa Jayaweera
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Features5 days agoFinally, Mahinda Yapa sets the record straight
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News6 days agoCyclone Ditwah leaves Sri Lanka’s biodiversity in ruins: Top scientist warns of unseen ecological disaster
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Features5 days agoHandunnetti and Colonial Shackles of English in Sri Lanka
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Business4 days agoCabinet approves establishment of two 50 MW wind power stations in Mullikulum, Mannar region
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News7 days agoJetstar to launch Australia’s only low-cost direct flights to Sri Lanka, with fares from just $315^
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News4 days agoGota ordered to give court evidence of life threats
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Features6 days agoAn awakening: Revisiting education policy after Cyclone Ditwah
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Features4 days agoCliff and Hank recreate golden era of ‘The Young Ones’
