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What to do with Mattala Rajapaksa International Airport?

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Mattala airport

By GUWAN SEEYA 

First, there was the China Bay airport nominated as a possible alternative to the Bandaranaike International Airport (BIA). The advantage was that since Sri Lanka was mainly affected by two Monsoons namely the South West and the North East, during that time the opposite coast has generally had good weather. For example, when the South-West monsoon was in full swing, the North-East was clear, and vice versa. The Air Ceylon Pilots’ Guild was pushing for that airport to be made an Alternative International Airport for BIA, but their request came too late as the Sri Lanka Air Force (SLAF) in its wisdom had stated that they had no objection to tall silos to be built for the Prima Flour Mill, on the takeoff and landing path of the single runway.

Soon another place was suggested and that was somewhere near Nilaveli, 20 miles north of Trincomalee. In the 1970s, Nilaveli was developing fast into a tourist area. This idea too was dropped, perhaps due to the LTTE problems brewing up. The need for an alternate international airport in the island was felt necessary as all aircraft landing at BIA were required by the Ceylon Air Navigation Regulations (ANRs) to carry fuel for Madras (the nearest alternative international airport to BIA,

that could accept large jets) plus fuel for another half an hour. If a second International Airport was established in Sri Lanka, airlines operating to BIA could arrive with less fuel. The problem was that all aircraft ‘burn fuel to carry fuel’. For example, if an aircraft needed to have 10,000 kilos of fuel when overhead BIA, the crew will have to uplift 12,000 kg at the point of departure! (Depending on the flying time). Therefore, carrying less fuel was a saving.

With the operation of the Lockheed L 1011 TriStars in the Airline, Air Lanka got involved with Air Canada on operational procedures. In the Canadian Operations Manual it was stated that it was not necessary to always have fuel onboard to a designated alternate airport and it permitted the Captain to arrive at the destination with a lesser amount of fuel, provided the destination airport predicted good weather and had at least two runways.

The theory behind the thinking was that even if one runway becomes unusable due to some reason, a second runway was available, as a backup for the landing. Interestingly, even today, when a new airline requests permission from the Civil Aviation Authority of Sri Lanka (CAASL) to operate to BIA, they have to show that they are capable of removing any disabled aircraft as soon as possible, so as not to obstruct and leave the single runway unserviceable for an unnecessarily long time.

The Air Navigation Regulations of the developed countries were all updated with the advance of aviation, while in contrast, Sri Lanka was still using ANRs promulgated in 1955! Unfortunately, even though the Aviation Act was amended in 2014, the supplementary regulations in force are still the 1955 version. But that’s another story. Getting back to our story, in the early eighties, it was felt that the original concrete runway built by the Canadians was now getting too old and a new runway should be built at BIA with Japanese aid. The plan was that the new runway was going to be parallel to and north of the existing one which will be converted (narrowed down) to a taxiway.

It was then that the Air Line Pilots’ Guild of Sri Lanka got activated and approached General S.Attygalle and requested him to retain the old runway as a second runway, so that the concept of carrying extra fuel during times of good weather, was not necessary. Even an International Civil Aviation Organization (ICAO) expert was called in. He declared that the new tall Air Traffic Control Tower that had already been built was too close to the old runway, making its use illegal. On the other hand, what the Airline pilots wanted was a runway that needed to be used as a ‘one off’ case, in case of an emergency and not on a regular basis. However, the plan fell through. They were back to square one.

The next possible place suggested for an alternative was Hingurakgoda Airport. There was Australian financial aid in the offing. There was a very good possibility of becoming a reality. In fact, Singapore Airlines constructed Boeing 747 performance charts for the proposed runway! However, some decision makers thought that the estimated costs were too high and based on Australian labour rates. Other critics said that the same weather affecting BIA will also affect the Hingurakgoda site. Eventually, that idea too was dropped.

Then the SLAF decided to move its Jet fighter Base to Sigiriya Airport which, after extension, could have also accepted big passenger jets diverting from BIA, due to bad weather or runway unserviceability. The Archeology Department objected to that move as noise and vibration produced by the jet exhaust noise will affect the Sigiriya Rock. At this point the then President Chandrika gave the exclusive use of an SLAF, Bell 412 helicopter to the Director General of Archeology Dr. Roland Silva and Chairman Urban Development Authority, Eng. Gemunu Silva, for two weeks to travel the length and breadth of the Island looking for a suitable site for an Alternate International Airport for BIA. In fact, they found a suitable site (250 Hectares, within the triangle of Kekirawa, Dambulla and Habarana) that consisted mainly of crown land needing no major acquisition from the farmers. A report was submitted to the then President. Sadly, it never saw the light of day. (Money down the drain?)

The Second Runway at BIA

Meanwhile, many experts thought that the best option was to construct a second runway at BIA. I am told that the International Air Transport Association (IATA) and Dayantha Athulathmudali, a former Deputy Director of CAASL, did an extensive study. The Attanagalu Oya, relocating the SLAF Base, the effect on the Free Trade Zone (FTZ) and how the presence of a number of churches and temples in the area may be affected were considerations. The question was whether the new, second Runway would be North or South of the existing one (built with Japanese aid.)

Going Down South

It was then that suddenly a decision was made to go south to the Hambantota District, on the instruction of the then Secretary to Ports and Civil Aviation. Initially, three possible sites were identified. They were Udamaththala, Gannoruwa and Weerawilla. In 2007, an Environmental Impact Assessment (EIA) was done at the behest of the ‘Project Proponent’ Airport and Aviation Services (Sri Lanka) Ltd, on behalf of the ‘Project Approving Agency’, Central Environmental Authority (CEA), by the Central Engineering Consultancy Bureau (CECB). The Report surmised that since there was an Airport already in existence at Weerawilla that, it that was the most cost-effective place to site the 2nd International Airport. According to the report, it was the most preferred site from all three options. Weerawilla was constructed by the Department of Civil Aviation, with the assistance of Banduladasa, a private pilot and the son of ‘Reliable Mudalali’ owner of Reliable Motors of Tissamaharama. That’s another story!

When the government announced that the 2nd International Airport was to be built at Weerawila, many aviation ‘experts’ wrote to the newspapers that priorities were mixed up and that the best option was to build a second runway at BIA and someone even said that Weerawilla was “One of the best examples of an ill-conceived project and chronic waste of tax-payers’ money.” The same sentiments were expressed in 1975, of the Mirabel Airport in Montreal, Canada which was meant to be the largest airport in the world and built to coincide with the summer Olympics of 1976, in Canada. After being built, it existed in a state of disuse for 27 years.

Mirabel Airport Montreal, Quebec, Canada

There were many experts who thought that the Weerawila International Airport will go the same way. When the farmers discovered that the Government preferred site was Weerawila airport and that their paddy lands would have to be acquired, their organizations resorted to legal action and the government then was forced to go to the second preference, clearing 800 hectares (almost 2,000 acres) of elephant habitat by cutting 44,000 hardwood trees, and it was just 13 km away from the original Weerawilla site. It was common knowledge that this site was in the middle of an elephant corridor. No one spoke up.

The Chairman of the Central Environmental Authority (CEA), Sri Lanka has gone on record saying “Since there was no objection from any stakeholders, we gave permission to the Mattala project. I refute the allegations leveled against this institution by the Environmentalists. Those allegations are made to mislead the people.” He could have read the whole story in his own CEA Library (Report 98).

The Mattala airport project started in 2009. Sadly, the Airline Pilots, being the end users, were not even consulted. No wind studies in the new site were done. (The International Civil Aviation Organization recommendations are that there has to be a wind study for at least five years with readings taken at least eight times daily at frequent intervals.) The flight conditions in the area in terms of turbulence must also be studied, as recommended by Annex 14 to the ICAO Convention. The officers of CAASL didn’t even know or didn’t care to find out the relative location of the Bundala Bird Sanctuary, Yala Sanctuary and the proposed site.

They didn’t even possess a detailed map!  (Yours truly donated a 1: 50,000 map of the area to the CAASL) In March 2007, the Sri Lanka Aeronautical Society (SLAeS) was formed, to be a ‘think tank’ on aviation matters. All aspects of Aviation came under its purview.  When the first President of the SLAeS, who was an Airline Captain not working in Sri Lanka, pointed out the embarrassing truth that Mattala was going to be a bad investment and that it was SLAeS’ duty to make it known, it was not received well by the ‘yes men’ of the CAASL, and a parallel Association was formed to take over some of the functions of the SLAeS to deliberately wind down the SLAeS which then died an unnatural death because the ‘Mattala Project’ had to go through at all costs.

Everyone, including the officers of CAASL were afraid to speak up. So much so that the Aviation Minister declared in 2017 to the members of the CAASL “Ogollo apata kewwe na” (You never told us!). There were many other acts of omission. In fairness to CAASL in 2007, its Management was in a fluid state. The CAASL Chairman’s contract wasn’t renewed and the Director General had taken a leave of absence from CAASL as he had had a difference of opinion with the then Chairman of Mihin Lanka. The officials managing the show were all in ‘acting positions’.

Today, there are days that the air is extremely turbulent on the final approach and it is a struggle even for the big Jet Pilots to fly in there. There have been some days when it is so turbulent that lighter aircraft are unable to land. Ironically, today the very same farming organizations which took out an ‘interim injunction’ on the development of the Weerawila airport are affected by the displaced elephants from Mattala. To add insult to injury, trees at the Sooriyawewa Cricket Grounds were also cleared in the name of progress.

That again is in neglect. Director, Environment Conservation Trust, Sajeewa Chamikara is reported to have said, “All attempts to educate the Aviation Ministry of the consequences that have to be faced in future when plans were drawn to construct an international airport at Mattala were ignored. Since this area is populated with migrant birds throughout the year, we told the government to shift the location to a place with less vulnerability, but their failure to listen to us has now brought several consequences,” (as reported by Nirmala Kannangara of the Sunday Leader). During the run up to the project, many frontline professionals also wrote about the dire consequences the aircraft, passengers and crew will have to face in the event of bird strikes.

After building a new airport, the authorities have to continuously maintain it at great expense. It has to meet high safety standards in inspection, servicing, overhaul and repair. Otherwise time will take its toll. Some of the areas that this will apply pertains to maintenance of visual aids, provision of spare parts, providing and implementing a ‘Lights Maintenance Schedule’ for general and basic maintenance for Approach, Runway and Taxiway lighting systems. Aircraft docking systems including light maintenance procedures, cleaning procedures for lights, light intensity measurements, lamp replacement, removal of water (condensation).

Maintaining signs and markings. (Just to paint the Centre line only on the runway over 1,000 gallons of white paint are needed!) Continuous maintenance of Airport Electrical Systems is another area, power cables and distributors in field, transformers and regulators (including standby units), transformer stations for electric power supply relay and switch cabinets (including switch cabinets in substations), control cables, monitoring units, control desk, secondary power supplies (generators), fixed 400 Hz ground power supplies and apron floodlighting. Maintenance of Pavements such as surface repair, cement concrete pavements, bituminous pavements, Repair of joints and cracks.

That is, joints in concrete pavements, joints in bituminous pavements, cracks in concrete pavements and cracks in bituminous pavements. Maintenance of grass and unpaved areas. Maintenance of all buildings inclusive of lighting and electric equipment, communication facilities, air conditioning system, automatic doors, baggage conveyor belts (fixed installations), baggage claim units, passenger boarding bridges, people lifts (elevators), people movers (escalators, etc.), Fixed fire protection installations and logistics of holding of regular safety department meetings. The list goes on.

If the authorities had built a second runway at BIA, there was little or no advantage in having a second International Airport in the island as there are only two or three days per year, when aircraft need to divert to another airport due to bad weather. BIA can also accommodate Airbus 380 aircraft in an emergency, if necessary. Operators are now retiring the A380 anyway! So, did the authorities get their priorities mixed up?  MRIA earning money by being there for overflying traffic is a big myth. BIA can satisfy the same requirement. With the advent of a pandemic such as Covid 19, the objective should be to reduce the points of entry to Sri Lanka and have a good Domestic Air Service, for tourists and local passengers. Jaffna, Batticaloa, Ratmalana, Sigiriya, Anuradhapura, Hingurakgoda and Weerawilla could be regional airports, serviced by smaller aircraft. That again is another story.

It has now been a few years since Mattala Rajapaksa International Airport (MRIA) commissioned and it continues bleeding taxpayers’ money. The ‘aviation experts’ of the day have not been able to give an acceptable solution to put MRIA to good/ profitable use. That is the bitter truth.  Doesn’t the whole sad scenario sound like the Hans Christian Anderson’s story “The Emperor’s new Clothes”? The country needs to conserve every dollar it spends in continuous maintenance of MRIA.

Even with the electrical fencing, there are more elephants that trespass into the airport premises and the runway, than fare paying passengers. In the seventies, the Canadians were considered the best of the best airport builders. (They even built BIA). Yet it took the Canadian experts twenty-seven long years to realise that the Mirabel Airport project was a failure. It was built on a ‘political whim’ of the Pierre Trudeau Government. All the coaxing and big incentives given to attract the international airlines didn’t work. Every airline preferred the Duval Montreal International Airport. Then in 2012 they admitted their mistake and demolished the terminal buildings at last and gave (sold) the land back to the farmers.

What are we going to do with MRIA? Will the Airport and Aviation Sri Lanka (AASL) and the environmentalists be able to resolve this expensive problem and face the situation squarely? Or, will we have to wait another 20 years like Mirabel International Airport, Montreal. Quebec, Canada?



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Features

Sustaining good governance requires good systems

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A prominent feature of the first year of the NPP government is that it has not engaged in the institutional reforms which was expected of it. This observation comes in the context of the extraordinary mandate with which the government was elected and the high expectations that accompanied its rise to power. When in opposition and in its election manifesto, the JVP and NPP took a prominent role in advocating good governance systems for the country. They insisted on constitutional reform that included the abolition of the executive presidency and the concentration of power it epitomises, the strengthening of independent institutions that overlook key state institutions such as the judiciary, public service and police, and the reform or repeal of repressive laws such as the PTA and the Online Safety Act.

The transformation of a political party that averaged between three to five percent of the popular vote into one that currently forms the government with a two thirds majority in parliament is a testament to the faith that the general population placed in the JVP/ NPP combine. This faith was the outcome of more than three decades of disciplined conduct in the aftermath of the bitter experience of the 1988 to 1990 period of JVP insurrection. The manner in which the handful of JVP parliamentarians engaged in debate with well researched critiques of government policy and actions, and their service in times of disaster such as the tsunami of 2004 won them the trust of the people. This faith was bolstered by the Aragalaya movement which galvanized the citizens against the ruling elites of the past.

In this context, the long delay to repeal the Prevention of Terrorism Act which has earned notoriety for its abuse especially against ethnic and religious minorities, has been a disappointment to those who value human rights. So has been the delay in appointing an Auditor General, so important in ensuring accountability for the money expended by the state. The PTA has a long history of being used without restraint against those deemed to be anti-state which, ironically enough, included the JVP in the period 1988 to 1990. The draft Protection of the State from Terrorism Act (PSTA), published in December 2025, is the latest attempt to repeal and replace the PTA. Unfortunately, the PSTA largely replicates the structure, logic and dangers of previous failed counter terrorism bills, including the Counter Terrorism Act of 2018 and the Anti Terrorism Act proposed in 2023.

Misguided Assumption

Despite its stated commitment to rule of law and fundamental rights, the draft PTSA reproduces many of the core defects of the PTA. In a preliminary statement, the Centre for Policy Alternatives has observed among other things that “if there is a Detention Order made against the person, then in combination, the period of remand and detention can extend up to two years. This means that a person can languish in detention for up to two years without being charged with a crime. Such a long period again raises questions of the power of the State to target individuals, exacerbated by Sri Lanka’s history of long periods of remand and detention, which has contributed to abuse and violence.” Human Rights lawyer Ermiza Tegal has warned against the broad definition of terrorism under the proposed law: “The definition empowers state officials to term acts of dissent and civil disobedience as ‘terrorism’ and will lawfully permit disproportionate and excessive responses.”  The legitimate and peaceful protests against abuse of power by the authorities cannot be classified as acts of terror.

The willingness to retain such powers reflects the surmise that the government feels that keeping in place the structures that come from the past is to their benefit, as they can utilise those powers in a crisis. Due to the strict discipline that exists within the JVP/NPP at this time there may be an assumption that those the party appoints will not abuse their trust. However, the country’s experience with draconian laws designed for exceptional circumstances demonstrates that they tend to become tools of routine governance. On the plus side, the government has given two months for public comment which will become meaningful if the inputs from civil society actors are taken into consideration.

Worldwide experience has repeatedly demonstrated that integrity at the level of individual leaders, while necessary, is not sufficient to guarantee good governance over time. This is where the absence of institutional reform becomes significant. The aftermath of Cyclone Ditwah in particular has necessitated massive procurements of emergency relief which have to be disbursed at maximum speed. There are also significant amounts of foreign aid flowing into the country to help it deal with the relief and recovery phase. There are protocols in place that need to be followed and monitored so that a fiasco like the disappearance of tsunami aid in 2004 does not recur. To the government’s credit there are no such allegations at the present time. But precautions need to be in place, and those precautions depend less on trust in individuals than on the strength and independence of oversight institutions.

Inappropriate Appointments

It is in this context that the government’s efforts to appoint its own preferred nominees to the Auditor General’s Department has also come as a disappointment to civil society groups. The unsuitability of the latest presidential nominee has given rise to the surmise that this nomination was a time buying exercise to make an acting appointment. For the fourth time, the Constitutional Council refused to accept the president’s nominee. The term of the three independent civil society members of the Constitutional Council ends in January which would give the government the opportunity to appoint three new members of its choice and get its way in the future.

The failure to appoint a permanent Auditor General has created an institutional vacuum at a critical moment. The Auditor General acts as a watchdog, ensuring effective service delivery promoting integrity in public administration and providing an independent review of the performance and accountability. Transparency International has observed “The sequence of events following the retirement of the previous Auditor General points to a broader political inertia and a governance failure. Despite the clear constitutional importance of the role, the appointment process has remained protracted and opaque, raising serious questions about political will and commitment to accountability.”

It would appear that the government leadership takes the position they have been given the mandate to govern the country which requires implementation by those they have confidence in. This may explain their approach to the appointment (or non-appointment) at this time of the Auditor General. Yet this approach carries risks. Institutions are designed to function beyond the lifespan of any one government and to protect the public interest even when those in power are tempted to act otherwise. The challenge and opportunity for the NPP government is to safeguard independent institutions and enact just laws, so that the promise of system change endures beyond personalities and political cycles.

by Jehan Perera

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General education reforms: What about language and ethnicity?

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A new batch arrived at our Faculty again. Students representing almost all districts of the country remind me once again of the wonderful opportunity we have for promoting social and ethnic cohesion at our universities. Sadly, however, many students do not interact with each other during the first few semesters, not only because they do not speak each other’s language(s), but also because of the fear and distrust that still prevails among communities in our society.

General education reform presents an opportunity to explore ways to promote social and ethnic cohesion. A school curriculum could foster shared values, empathy, and critical thinking, through social studies and civics education, implement inclusive language policies, and raise critical awareness about our collective histories. Yet, the government’s new policy document, Transforming General Education in Sri Lanka 2025, leaves us little to look forward to in this regard.

The policy document points to several “salient” features within it, including: 1) a school credit system to quantify learning; 2) module-based formative and summative assessments to replace end-of-term tests; 3) skills assessment in Grade 9 consisting of a ‘literacy and numeracy test’ and a ‘career interest test’; 4) a comprehensive GPA-based reporting system spanning the various phases of education; 5) blended learning that combines online with classroom teaching; 6) learning units to guide students to select their preferred career pathways; 7) technology modules; 8) innovation labs; and 9) Early Childhood Education (ECE). Notably, social and ethnic cohesion does not appear in this list. Here, I explore how the proposed curriculum reforms align (or do not align) with the NPP’s pledge to inculcate “[s]afety, mutual understanding, trust and rights of all ethnicities and religious groups” (p.127), in their 2024 Election Manifesto.

Language/ethnicity in the present curriculum

The civil war ended over 15 years ago, but our general education system has done little to bring ethnic communities together. In fact, most students still cannot speak in the “second national language” (SNL) and textbooks continue to reinforce negative stereotyping of ethnic minorities, while leaving out crucial elements of our post-independence history.

Although SNL has been a compulsory subject since the 1990s, the hours dedicated to SNL are few, curricula poorly developed, and trained teachers few (Perera, 2025). Perhaps due to unconscious bias and for ideological reasons, SNL is not valued by parents and school communities more broadly. Most students, who enter our Faculty, only have basic reading/writing skills in SNL, apart from the few Muslim and Tamil students who schooled outside the North and the East; they pick up SNL by virtue of their environment, not the school curriculum.

Regardless of ethnic background, most undergraduates seem to be ignorant about crucial aspects of our country’s history of ethnic conflict. The Grade 11 history textbook, which contains the only chapter on the post-independence period, does not mention the civil war or the events that led up to it. While the textbook valourises ‘Sinhala Only’ as an anti-colonial policy (p.11), the material covering the period thereafter fails to mention the anti-Tamil riots, rise of rebel groups, escalation of civil war, and JVP insurrections. The words “Tamil” and “Muslim” appear most frequently in the chapter, ‘National Renaissance,’ which cursorily mentions “Sinhalese-Muslim riots” vis-à-vis the Temperance Movement (p.57). The disenfranchisement of the Malaiyaha Tamils and their history are completely left out.

Given the horrifying experiences of war and exclusion experienced by many of our peoples since independence, and because most students still learn in mono-ethnic schools having little interaction with the ‘Other’, it is not surprising that our undergraduates find it difficult to mix across language and ethnic communities. This environment also creates fertile ground for polarizing discourses that further divide and segregate students once they enter university.

More of the same?

How does Transforming General Education seek to address these problems? The introduction begins on a positive note: “The proposed reforms will create citizens with a critical consciousness who will respect and appreciate the diversity they see around them, along the lines of ethnicity, religion, gender, disability, and other areas of difference” (p.1). Although National Education Goal no. 8 somewhat problematically aims to “Develop a patriotic Sri Lankan citizen fostering national cohesion, national integrity, and national unity while respecting cultural diversity (p. 2), the curriculum reforms aim to embed values of “equity, inclusivity, and social justice” (p. 9) through education. Such buzzwords appear through the introduction, but are not reflected in the reforms.

Learning SNL is promoted under Language and Literacy (Learning Area no. 1) as “a critical means of reconciliation and co-existence”, but the number of hours assigned to SNL are minimal. For instance, at primary level (Grades 1 to 5), only 0.3 to 1 hour is allocated to SNL per week. Meanwhile, at junior secondary level (Grades 6 to 9), out of 35 credits (30 credits across 15 essential subjects that include SNL, history and civics; 3 credits of further learning modules; and 2 credits of transversal skills modules (p. 13, pp.18-19), SNL receives 1 credit (10 hours) per term. Like other essential subjects, SNL is to be assessed through formative and summative assessments within modules. As details of the Grade 9 skills assessment are not provided in the document, it is unclear whether SNL assessments will be included in the ‘Literacy and numeracy test’. At senior secondary level – phase 1 (Grades 10-11 – O/L equivalent), SNL is listed as an elective.

Refreshingly, the policy document does acknowledge the detrimental effects of funding cuts in the humanities and social sciences, and highlights their importance for creating knowledge that could help to “eradicate socioeconomic divisions and inequalities” (p.5-6). It goes on to point to the salience of the Humanities and Social Sciences Education under Learning Area no. 6 (p.12):

“Humanities and Social Sciences education is vital for students to develop as well as critique various forms of identities so that they have an awareness of their role in their immediate communities and nation. Such awareness will allow them to contribute towards the strengthening of democracy and intercommunal dialogue, which is necessary for peace and reconciliation. Furthermore, a strong grounding in the Humanities and Social Sciences will lead to equity and social justice concerning caste, disability, gender, and other features of social stratification.”

Sadly, the seemingly progressive philosophy guiding has not moulded the new curriculum. Subjects that could potentially address social/ethnic cohesion, such as environmental studies, history and civics, are not listed as learning areas at the primary level. History is allocated 20 hours (2 credits) across four years at junior secondary level (Grades 6 to 9), while only 10 hours (1 credit) are allocated to civics. Meanwhile, at the O/L, students will learn 5 compulsory subjects (Mother Tongue, English, Mathematics, Science, and Religion and Value Education), and 2 electives—SNL, history and civics are bunched together with the likes of entrepreneurship here. Unlike the compulsory subjects, which are allocated 140 hours (14 credits or 70 hours each) across two years, those who opt for history or civics as electives would only have 20 hours (2 credits) of learning in each. A further 14 credits per term are for further learning modules, which will allow students to explore their interests before committing to a A/L stream or career path.

With the distribution of credits across a large number of subjects, and the few credits available for SNL, history and civics, social/ethnic cohesion will likely remain on the back burner. It appears to be neglected at primary level, is dealt sparingly at junior secondary level, and relegated to electives in senior years. This means that students will be able to progress through their entire school years, like we did, with very basic competencies in SNL and little understanding of history.

Going forward

Whether the students who experience this curriculum will be able to “resist and respond to hegemonic, divisive forces that pose a threat to social harmony and multicultural coexistence” (p.9) as anticipated in the policy, is questionable. Education policymakers and others must call for more attention to social and ethnic cohesion in the curriculum. However, changes to the curriculum would only be meaningful if accompanied by constitutional reform, abolition of policies, such as the Prevention of Terrorism Act (and its proxies), and other political changes.

For now, our school system remains divided by ethnicity and religion. Research from conflict-ridden societies suggests that lack of intercultural exposure in mono-ethnic schools leads to ignorance, prejudice, and polarized positions on politics and national identity. While such problems must be addressed in broader education reform efforts that also safeguard minority identities, the new curriculum revision presents an opportune moment to move this agenda forward.

(Ramya Kumar is attached to the Department of Community and Family Medicine, Faculty of Medicine, University of Jaffna).

Kuppi is a politics and pedagogy happening on the margins of the lecture hall that parodies, subverts, and simultaneously reaffirms social hierarchies.

by Ramya Kumar

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Features

Top 10 Most Popular Festive Songs

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Certain songs become ever-present every December, and with Christmas just two days away, I thought of highlighting the Top 10 Most Popular Festive Songs.

The famous festive songs usually feature timeless classics like ‘White Christmas,’ ‘Silent Night,’ and ‘Jingle Bells,’ alongside modern staples like Mariah Carey’s ‘All I Want for Christmas Is You,’ Wham’s ‘Last Christmas,’ and Brenda Lee’s ‘Rockin’ Around the Christmas Tree.’

The following renowned Christmas songs are celebrated for their lasting impact and festive spirit:

*  ‘White Christmas’ — Bing Crosby

The most famous holiday song ever recorded, with estimated worldwide sales exceeding 50 million copies. It remains the best-selling single of all time.

*  ‘All I Want for Christmas Is You’ — Mariah Carey

A modern anthem that dominates global charts every December. As of late 2025, it holds an 18x Platinum certification in the US and is often ranked as the No. 1 popular holiday track.

Mariah Carey: ‘All I Want for Christmas Is You’

*  ‘Silent Night’ — Traditional

Widely considered the quintessential Christmas carol, it is valued for its peaceful melody and has been recorded by hundreds of artistes, most famously by Bing Crosby.

*  ‘Jingle Bells’ — Traditional

One of the most universally recognised and widely sung songs globally, making it a staple for children and festive gatherings.

*  ‘Rockin’ Around the Christmas Tree’ — Brenda Lee

Recorded when Lee was just 13, this rock ‘n’ roll favourite has seen a massive resurgence in the 2020s, often rivaling Mariah Carey for the top spot on the Billboard Hot 100.

*  ‘Last Christmas’ — Wham!

A bittersweet ’80s pop classic that has spent decades in the top 10 during the holiday season. It recently achieved 7x Platinum status in the UK.

*  ‘Jingle Bell Rock’ — Bobby Helms

A festive rockabilly standard released in 1957 that remains a staple of holiday radio and playlists.

*  ‘The Christmas Song (Chestnuts Roasting on an Open Fire)’— Nat King Cole

Known for its smooth, warm vocals, this track is frequently cited as the ultimate Christmas jazz standard.

Wham! ‘Last Christmas’

*  ‘It’s the Most Wonderful Time of the Year’ — Andy Williams

Released in 1963, this high-energy big band track is famous for capturing the “hectic merriment” of the season.

*  ‘Rudolph the Red-Nosed Reindeer’ — Gene Autry

A beloved narrative song that has sold approximately 25 million copies worldwide, cementing the character’s place in Christmas folklore.

Other perennial favourites often in the mix:

*  ‘Feliz Navidad’ – José Feliciano

*  ‘A Holly Jolly Christmas’ – Burl Ives

*  ‘Let It Snow! Let It Snow! Let It Snow!’ – Frank Sinatra

Let me also add that this Thursday’s ‘SceneAround’ feature (25th December) will be a Christmas edition, highlighting special Christmas and New Year messages put together by well-known personalities for readers of The Island.

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