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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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Iain Douglas-Hamilton: Science, courage, and the battle for elephants

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Iain Douglas-Hamilton

Passing of Iain Douglas-Hamilton, a man who dedicated his life to conservation and whose life’s work leaves a lasting impact on our appreciation for, and understanding of, elephants.

– Prince William

In Africa on 08 December, 2025, when the sun slipped below the horizon, it did not only give an end for that day, but it also marked the end of a man whose knowledge and courage saved Africa’s elephants. This gentleman was none other than Iain Douglas-Hamilton! There is a beautiful African proverb that says, “When an old man dies, a library burns to the ground,” and it resonates well with Iain’s demise.

Iain pioneered behaviour research on elephants, and he was the first to highlight the elephant poaching crisis in Africa. Also, the adventures he went through to save the elephants will inspire generations.

From Oxford to Africa

The Life of the Last Proboscideans: Elephants”, authored by Muthukumarana, stands as an awardwinning, comprehensive study that integrates elephant evolution, anthropology, biology, behaviour, and conservation science.

Iain was born on 16 August, 1942, into an aristocratic family, the son of Lord David Douglas-Hamilton and Ann Prunella Stack. His parents were a distinguished couple in Britain: his father, a Scottish nobleman, served as a squadron leader in the Royal Air Force, while his mother was a pioneering figure in physical fitness and a prominent advocate for women’s rights. After finishing his school, Iain was admitted to Oxford University to study zoology. At the age of 23, for his PhD, Iain travelled to Tanzania to study the behaviour of elephants at Lake Manyara National Park. This was a daring and humble beginning that would change how the world understood elephants. He learnt to recognise individual animals based on their tusks and ears. He observed their family bonds, their grief, and their intelligence. These findings made the scientific community identify elephants as sentimental beings. During this period, he married Oria Rocco, and together they had two children, Saba and Mara.

Battle for the elephants

When ivory poaching swept across Africa and devastated elephant populations, Iain did not withdraw in despair. He confronted the crisis head-on, guided by science, rigorous data, and unwavering resolve. Through extensive aerial counts and field studies, he laid bare the scale of the tragedy—revealing that Africa’s elephant numbers had collapsed from an estimated 1.3 million to just about 600,000 in little more than 10 years.

It was largely thanks to his work that the global community saw—perhaps for the first time—the full scope of the crisis. His efforts played a pivotal role in pushing forward the 1989 international ban on ivory trade, a landmark moment for wildlife conservation.

In 1993, Iain founded Save the Elephants (STE), an organisation that would become the heart of elephant conservation efforts in Kenya and across Africa.

At STE, he pioneered the use of GPS-tracking and aerial survey techniques to monitor elephant movements, protect them from poaching, and plan safe corridors for them in increasingly human-dominated landscapes. These methods have since become standard tools in wildlife conservation worldwide.

Beyond technology and science, Iain was a mentor. He inspired — and continues to inspire — generations of conservationists, researchers, and everyday people who care deeply about wildlife. Through his books (such as Among the Elephants and Battle for the Elephants), documentaries, lectures, and personal example, he invited the world to see elephants not as trophies or commodities, but as sentient beings — worthy of awe, study, and protection.

Iain and Sri Lanka

In 2003 Iain came to Sri Lanka for the first time to attend the “Symposium on Human-Elephant Relationships and Conflict” as the keynote speaker. On that day he concluded his address by saying, “When I hear the talk of Problem Animal Control, I always wonder whether our species has the capacity for its own self-regulation or Problem Human Control in a humane and wise manner. HEC stands for Human Elephant Conflict, one of our focuses of this conference. How I wish it could come to stand for Human Elephant Coexistence, based on a recognition that other beings also need their space to live in. We are a long way from that, but I am sure that many of the findings of the talented body of researchers in this room will begin a stepwise progress in answering some of these fundamental problems.”

A few years ago Iain’s organisation STE collaborated with the Sri Lankan Wildlife Conservation Society for research activities aimed at reducing human-elephant conflict. In 2016 when the Sri Lankan government was going to destroy the confiscated illegal African elephant ivory, I made a request for Iain to write a congratulatory message to Sri Lanka’s President and Prime Minister for the wise decision they had taken. Iain sent me a four-page meaningful letter written by him, and he was joined by 18 other conservation organisations. In his letter he mentioned, “I want to offer my congratulations to the government of Sri Lanka for the laudable decision to destroy ivory stocks…” Sri Lanka is sending a message to the world that ivory should be without worth; elephants have value when alive. This is a critical message to send, particularly to the religious world, as they are sensitised about the threat religious ivory poses to elephant populations in Africa.”

Fortunately, Iain’s conservation is taken up by his children, especially his eldest daughter, Saba. In 2016 and 2024 she came to Sri Lanka for a lecture hosted by the Galle Literary Festival. Also in 2019, for the Wildlife and Nature Protection Society’s 125th Anniversary, Saba and her husband visited a gala dinner that was held to fundraise for conservation projects.

A difficult path

Iain’s path was never easy. He endured personal peril many times: from hostile terrain and unpredictable wild animals to being shot at by poachers while conducting aerial patrols over war-torn national parks.

Yet despite the danger, despite setbacks — flooded camps, lost data, shifting political tides — his conviction never wavered. His was a life marked by resilience. He refused complacency. He refused to surrender. And through every hardship, he remembered why he began: to give elephants a future.

Iain was also a pilot, and as the old English saying goes, “Pilots don’t die; they simply fly higher.” In that spirit, I wish the same peaceful ascent for Iain. My heartfelt condolences are with Iain’s family.

by Tharindu Muthukumarana ✍️
tharinduele@gmail.com
(Author of the award-winning book “The Life of Last Proboscideans: Elephants”)




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Awesome power of gratitude

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When you hear the word gratitude the first impression you get is a tail-wagging dog. If you feed a dog one day, it will wag its tail even if you meet it after a few years. That is gratitude. In addition, dogs are great teachers. They are at home in the world. They live in the moment and they force us to stay with them. Dogs love us and remain grateful unconditionally not for our bodies or bank accounts.

Small children are taught to say ‘Thank you’ for any favour they receive from others. They do not know that the two words can have positive effects on your health and the well-being of others.

Some time ago I had to call emergency services as I found one of my family members was unconscious. Within minutes an ambulance arrived and the paramedics whisked the patient away to the nearest hospital. He was in intensive care for a few days and returned home. We were marvelled at the impact of a handful of strangers who took charge of the patient at a critical time. I immediately wrote thank you notes to those who saved the patient’s life. I knew that it was a small gesture on my part. However, it was the only way I could express my gratitude to a dedicated team.

Selfless people

Later I realized that there are a large number of selfless people who do life-saving work, but they never expect anything in return. How volunteers saved a large number of flood victims is a case in point. The flood victims may not have expressed their gratitude in so many words. However, they would have felt a deep sense of gratitude to the volunteers who saved them.

Why do people come forward to help those facing natural disasters and other dangerous situations? A recent research in the United States shows that sharing thoughts of gratitude and performing acts of kindness can boost your mood and have other positive effects on your health. Almost all religions teach that gratitude does have a good impact on your happiness. Professor of Psychology Willibald Ruch says that gratitude is among the top five predictors of happiness.

By showing gratitude you can make positive changes in your own life. If you feel a sense of gratitude whenever you receive something that is good for you, it will be a healthy sign. You cannot get such a feeling in a vacuum because others have to play their roles. They can be your loved ones, friends, strangers or even people in authority. Gratitude is how you relate to them when you see yourself in connection with things larger than yourself.

Gratification lifestyle

Strangely, many people do not pause to appreciate what others are doing for them. For this you have to blame your gratification lifestyle. With the popularity of social media the young people feel that they are the centre of the universe. They seem to think there is no necessity to thank those who help them.

Why should we thank others even for minor favours? Recent studies show that those who express gratitude increase their own happiness levels. They also lower their blood pressure levels to a great extent. On the other hand, they will be able to sleep well and improve their relationships. They are also less affected by pain because of the positive impact on their depression.

They may not know that positive effects of gratitude are long lasting. Research shows that those who write thank you notes improve their mental health. There was also a decrease in their bodily pains. What is more, they feel more energetic in completing their daily activities. Unfortunately, schools and universities do not teach the value of gratitude since it is fairly a new field of study. Researchers are still trying to find out its cause and effect relationship. We know that those who perform acts of gratitude can sleep well. However, we do not know the reason for it. Researchers are wondering whether gratitude leads to better sleep or sleep leads to more gratitude. They also probe whether there is another variable that leads to gratitude and improved sleep.

Children

Despite such controversies, we know for certain that gratitude can benefit people at any stage of life. Most elderly people remain grateful for their children and grandchildren who support them. Elderly people cannot regain their physical strength or mental agility. Therefore they focus on gratitude. They are thankful to their children and grandchildren for their present situation.

How do gratitude recipients react? Research shows that those who receive thank you notes or acts of kindness experience positive emotions. You feel happy when someone holds a door open for you. Similarly, you are happy if you receive some unexpected help. Recently I was pleasantly surprised to see that someone has credited a big sum of money to my bank account in appreciation of a small favour I had done.

When you thank someone they are more likely to return the favour or pay kindness forward. Psychologically, people feel very happy when you thank them. However, some people hesitate to say thank you. The give-and-take of gratitude deepens relationships. In a close relationship husbands and wives do not thank each other. However, there are other ways of showing gratitude. A wife can make her husband feel appreciated. Such a feeling of appreciation will go a long way to strengthen their relationship.

Some people are ungrateful by nature. However, they can learn the art of being grateful. Such people will do well to maintain a gratitude journal. It is something similar to Pinpotha maintained by Buddhists in the past. They can record positive events in the journal. At the beginning this may not be easy. With practice, however, you can do it well. I knew of a man who kept a gratitude journal. Although his family members laughed at him, he did not give up the habit. When he was diagnosed with a terminal disease he used to read his gratitude journal very happily.

By R.S. Karunaratne ✍️

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Another Christmas, Another Disaster, Another Recovery Mountain to Climb

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In line with its overall response to Cyclone Ditwah that devastated many parts of Sri Lanka, India has undertaken to set up temporary Bailey Bridges at selected locations. Work on the first such bridge has begun in Kilinochchi on the Paranthan–Karaichi–Mullaitivu A35 road. Indian Army engineers are working with their counterparts. The Indian HC said that 185 tonnes of Bailey Bridge units were airlifted to restore critical connectivity, along with 44 engineers (Pic courtesy IHC)

The 2004 Asian Tsunami erupted the day after Christmas. Like the Boxing Day Test Match in Brisbane, it was a boxing day bolt for Indonesia, Thailand, Sri Lanka, India and Maldives. Twenty one years later, in 2025, multiple Asian cyclones hit almost all the old victims and added a few more, including Malayasia, Vietnam and Cambodia. Indonesia and Sri Lanka were hit hard both times. Unlike the 2004 Tsunami, the 2025 cyclones made landfalls weeks before Christmas, during the Christian Season of Advent, the four-week period before Christmas preparing for the arrival of the Messiah. An ominously adventus manifestation of the nature’s fury.

Yet it was not the “day of wrath and doom impending … heaven and earth in ashes ending” – heavenly punishment for government lying, as an opposition politician ignorantly asserted. By that token, the gods must have opted to punish half a dozen other Asian countries for the NPP government’s lying in Sri Lanka. Or all those governments have been caught lying. Everyone is caught and punished for lying, except the world’s Commander in Chief for lying – Donald J. Trump. But as of late and none too sooner, President Trump is getting his punishment in spades. Who would have thought?

In fairness, even the Catholic Church has banished its old hymn of wrath (Dies irae, dies illa) that used to be sung at funerals from its current Missals; and it has on offer, many other hymns of peace and joy, especially befitting the Christmas season. Although this year’s Christmas comes after weeks of havoc caused by cyclonic storms and torrential rains, the spirit of the season, both in its religious and secular senses, will hopefully provide some solace for those still suffering and some optimism to everyone who is trying to uplift the country from its overflowing waterways and sliding slopes.

As the scale of devastation goes, no natural disaster likely will surpass the human fatalities that the 2004 Tsunami caused. But the spread and scale of this year’s cyclone destruction, especially the destruction of the island’s land-forms and its infrastructure assets, are, in my view, quite unprecedented. The scale of the disaster would finally seem to have sunk into the nation’s political skulls after a few weeks of cacophonic howlers – asking who knew and did what and when. The quest for instant solutions and the insistence that the government should somehow find them immediately are no longer as vehement and voluble as they were when they first emerged.

NBRO and Landslides

But there is understandable frustration and even fear all around, including among government ministers. To wit, the reported frustration of Agriculture Minister K.D. Lalkantha at the alleged inability of the National Building Research Organization (NBRO) to provide more specific directions in landslide warnings instead of issuing blanket ‘Level 3 Red Alerts’ covering whole administrative divisions in the Central Province, especially in the Kandy District. “We can’t relocate all 20 divisional secretariats” in the Kandy District, the Minister told the media a few weeks ago. His frustration is understandable, but expecting NBRO to provide political leaders with precise locations and certainty of landslides or no landslides is a tall ask and the task is fraught with many challenges.

In fairness to NBRO and its Engineers, their competence and their responses to the current calamity have been very impressive. It is not the fault of the NBRO that local disasters could not be prevented, and people could not be warned sufficiently in advance to evacuate and avoid being at the epicentre of landslides. The intensity of landslides this year is really a function of the intensity and persistence of rainfall this season, for the occurrence of landslides in Sri Lanka is very directly co-related to the amount of rainfall. The rainfall during this disaster season has been simply relentless.

Evacuation, the ready remedy, is easier said than socially and politically done. Minister Lal Kantha was exasperated at the prospect of evacuating whole divisional secretariats. This was after multiple landslides and the tragedies and disasters they caused. Imagine anybody seriously listening to NBRO’s pleas or warnings to evacuate before any drop of rainwater has fallen, not to mention a single landslide. Ignoring weather warnings is not peculiar to Sri Lanka, but a universal trait of social inertia.

I just lauded NBRO’s competence and expertise. That is because of the excellent database the NBRO professionals have compiled, delineating landslide zones and demarcating them based on their vulnerability for slope failure. They have also identified the main factors causing landslides, undertaken slope stabilization measures where feasible, and developed preventative and mitigative measures to deal with landslide occurrences.

The NBRO has been around since the 1980s, when its pioneers supplemented the work of Prof. Thurairajah at Peradeniya E’Fac in studying the Hantana hill slopes where the NHDA was undertaking a large housing scheme. As someone who was involved in the Hantana project, I have often thought that the initiation of the NBRO could be deemed one of the positive legacies of then Housing Ministry Secretary R. Paskaralingam.

Be that as it may, the NBRO it has been tracking and analyzing landslides in Sri Lanka for nearly three decades, and would seem to have come of age in landslides expertise with its work following 2016 Aranayake Landslide Disaster in the Kegalle District. Technically, the Aranayake disaster is a remarkable phenomenon and it is known as a “rain-induced rapid long-travelling landslide” (RRLL). In Kegalle the 2016 RRLL carried “a fluidized landslide mass over a distance of 2 km” and caused the death of 125 people. International technical collaboration following the disaster produced significant research work and the start of a five-year research project (from 2020) in partnership with the International Consortium on Landslides (ICL). The main purpose of the project is to improve on the early warning systems that NBRO has been developing and using since 2007.

Sri Lankan landslides are rain induced and occur in hilly and mountainous areas where there is rapid weathering of rock into surface soil deposits. Landslide locations are invariably in the wet zone of the country, in 13 districts, in six provinces (viz., the Central, Sabaragamuwa, Uva, Northwestern, Western and Southern, provinces). The Figure below (from NBRO’s literature) shows the number of landslides and fatalities every year between 2003 and 2021.

Based on the graphics shown, there would have been about 5,000 landslides and slope failures with nearly 1,000 deaths over 19 years between 2003 and 2021. Every year there was some landslide or slope failure activity. One notable feature is that there have been more deaths with fewer landslides and vice-versa in particular years. In 2018, there were no deaths when the highest number (1,250) of landslides and slope failures occurred that year. Although the largest number in an year, the landslides in 2018 could have been minor and occurred in unpopulated areas. The reasons for more deaths in, say, 2016 (150) or 2017 (250+), could be their location, population density and the severity of specific landslides.

NBRO’s landslide early warning system is based on three components: (1) Predicting rainfall intensity and monitoring water pressure build up in landslide areas; (2) Monitoring and observing signs of soil movement and slope instability in vulnerable areas; and (3) Communicating landslide risk level and appropriate warning to civil authorities and the local public. The general warnings to Watch (Yellow), be Alert (Brown), or Evacuate (Red) are respectively based on the anticipated rainfall intensities, viz., 75 mm/day, 100 mm/day; and 150 mm/day or 100 mm/hr. My understanding is that over the years, NBRO has established its local presence in vulnerable areas to better communicate with the local population the risk levels and timely action.

Besides Landslides

This year, the rain has been relentless with short-term intensities often exceeding the once per 100-year rainfall. This is now a fact of life in the era of climate change. Added to this was cyclone Ditwah and its unique meteorology and trajectory – from south to north rather than northeast to southwest. The cyclone started with a disturbance southwest of Sri Lanka in the Arabian Sea, traversed around the southern coast from west to east to southeast in the Bay of Bengal, and then cut a wide swath from south to north through the entire easterly half of the island. The origin and the trajectory of the cyclone are also attributed to climate change and changes in the Arabian Sea. The upshot again is unpredictability.

Besides landslides, the rainfall this season has inundated and impacted practically every watershed in the country, literally sweeping away roads, bridges, tanks, canals, and small dams in their hundreds or several hundreds. The longitudinal sinking of the Colombo-Kandy Road in the Kadugannawa area seems quite unparalleled and this may not be the only location that such a shearing may have occurred. The damages are so extensive and it is beyond Sri Lanka’s capacity, and the single-term capacity of any government, to undertake systematic rebuilding of the damaged and washed-off infrastructure.

The government has its work cutout at least in three areas of immediate restoration and long term prevention. On landslides warning, it would seem NBRO has the technical capacity to do what it needs to do, and what seems to be missing is a system of multi-pronged and continuous engagement between the technical experts, on the one hand, and the political and administrative powers as well as local population and institutions, on the other. Such an arrangement is warranted because the landslide problem is severe, significant and it not going to go away now or ever.

Such an engagement will also provide for the technical awareness of the problem, its mitigation and the prevention of serious fallouts. A restructuring could start from the assignment of ministerial responsibilities, and giving NBRO experts constant presence at the highest level of decision making. The engagement should extend down the pyramid to involve every level of administration, including schools and civil society organizations at the local level.

As for external resources, several Asian countries, with India being the closest, are already engaged in multiple ways. It is up to the government to co-ordinate and deploy these friendly resources for maximum results. Sri Lanka is already teamed with India for meteorological monitoring and forecasting, and with Japan for landslide research and studies. These collaborations will obviously continue but they should be focused to fill gaps in climate predictions, and to enhance local level monitoring and prevention of landslides.

To deal with the restoration of the damaged infrastructure in multiple watershed areas, the government may want to revisit the Accelerated Mahaweli Scheme for an approach to deal with the current crisis. The genesis and implementation of that scheme involved as many flaws as it produced benefits, but what might be relevant here is to approach the different countries who were involved in funding and building the different Mahaweli headworks and downstream projects. Australia, Britain, Canada, China, Italy, Japan, Sweden and Germany are some of the countries that were involved in the old Mahaweli projects. They could be approached for technical and financial assistance to restore the damaged infrastructure pieces in the respective watershed areas where these countries were involved.

by Rajan Philips ✍️

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