Features
What to do with Mattala Rajapaksa International 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.
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?
Features
Another Christmas, Another Disaster, Another Recovery Mountain to Climb
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 ✍️
Features
Feeling sad and blue?
Here is what you can do!
Comedy and the ability to have a good laugh are what keep us sane. The good news to announce is that there are many British and American comedy shows posted up and available on the internet.
They will bring a few hours of welcome relief from our present doldrums.
Firstly, and in a class of its own, are the many Benny Hill shows. Benny is a British comedian who comes from a circus family, and was brought up in an atmosphere of circus clowning. Each show is carefully polished and rehearsed to get the comedy across and understood successfully. These clips have the most beautiful stage props and settings with suitable, amusing costumes. This is really good comedy for the mature, older viewer.
Benny Hill has produced shows that are “Master-Class” in quality adult entertainment. All his shows are good.
Then comes the “Not the Nine o’clock news” with Rowan Atkinson and his comedy team producing good entertainment suitable for all.
And then comes the “Two Ronnies” – Ronnie Barker and Ronnie Corbett, with their dry sense of humour and wit. Search and you will find other uplifting shows such as Dave Allen, with his monologues and humour.
All these shows have been broadcast in Britain over the last 50 years and are well worth viewing on the Internet.
Similarly, in The USA of America. There are some really great entertainment shows. And never forget Fats Waller in the film “Stormy Weather,” where he was the pianist in the unforgettable, epic, comedy song “Ain’t Misbehavin”. And then there is “Bewitched” with young and glamorous Samantha Stevens and her mother, Endora who can perform magic. It is amazing entertainment! This show, although from the 1970s was a milestone in US light entertainment, along with many more.
And do not overlook Charlie Chaplin and Laurel and Hardy, and all the Disney films. Donald Duck gives us a great wealth of simple comedy.
The US offers you a mountain of comedy and good humour on Youtube. All these shows await you, just by accessing the Internet! The internet channel, ‘You tube’ itself, comes from America! The Americans reach out to you with good, happy things right into your own living room!
Those few people with the ability to understand English have the key to a great- great storehouse of uplifting humour and entertainment. They are rich indeed!
by Priyantha Hettige
Features
Lalith A’s main enemy was lack of time and he battled it persistently
Presidential Mobile Service at Matara amid JVP terror
Like most Ministers, Mr. Athulathmudali over programmed himself. In this respect his was an extreme case. He was an early riser and after his morning walk and the usual routines of a morning, was ready for business by 6.30 a.m. In fact he once shocked an IMF delegation by fixing the appointment with it at this hour. The delegation had to be persuaded that they had heard right, and that the appointment was indeed for 6.30 a.m. and not 6.30 p.m. This desire to get through much as possible during a day inevitably led to certain imbalances. Certain matters which needed more time did not get that time, whilst at the level of officials, we felt that we needed more time with him, and quality time at that.
I had spoken to him several times on this subject. He always had good intentions and wanted to give us more time. But with his political, social and even intellectual responsibilities in regard to speaking engagements of a highly professional nature, it was not often possible to find this time. This situation was highlighted in a comic way, when one day on hearing that the minister had arrived in office for a short time, I grabbed some important papers which I wanted to discuss with him, and made for his room. When I entered, I found three officers, with files in their hands milling outside the door of the washroom. The minister was inside.
I suggested that we might as well form a queue outside the door, a queue which I also joined. An official who came after me also joined the queue. When the minister opened the door, to his great astonishment, and then to his amusement, he found five senior officials, including his Secretary lined up outside the bathroom door! It was funny and we made it funny. But the underlying intentions were quite serious, and we wanted to send him a message that we wanted more time with him. We had to however grab moments such as these in order to keep the flow of work going.One day he good humouredly said, “You all swamp me as I come in,” to which I lightly replied “As a distinguished lawyer you should know that possession is nine-tenths of the law, and now we are in possession of both your room and your attention.” Mr. Athulathmudali chuckled.
An important requirement under Mr. Athulathmudali was a report that had to be submitted to him if any official under his Ministry went abroad on official business. The report had to be reasonably brief, more analytical than descriptive and wherever possible or relevant contain specific recommendations in regard to the betterment of the officer’s area of work. Since the Ministry was quite large, a considerable number of officials went abroad for seminars, study tours, research collaboration, conferences, negotiations and so on. There were, therefore a significant number of reports coming to him. Many of these he read, and on some, he commented or asked questions or sought clarifications. What amazed us was how he found the time. His main enemy was time and he battled it with persistence and determination. Most of us were also in a similar position, and in this, his powerful example was a source of encouragement.
Duties not quite pleasant
As mentioned in several places in these memoirs, a senior public servant’s or a Secretary’s job is not always a pleasant one. At the level of the hierarchy of officials the buck stops with you. Thereafter, when necessary, battling the minister becomes your business. I used to insist to my officials that I needed a good brief. I was not prepared to go and start an argument with a minister unless I was in possession of the full facts. Interpretation was my business. But I needed verifiable facts and authentic figures. Officers who worked with me were soon trained to comply with these requirements. After that was done, if there was any flak, it was my business to take it upon myself. On one such occasion, I had to speak rather firmly to the acting Minister, Mr. G.M. Premachandra. He was young, energetic and even aggressive and was somewhat of a “stormy petrel.” He was an effective speaker in the Sinhala e and could be a formidable debater.
When he became State Minister for Food, he took it upon himself to probe everything. He started getting involved in administrative matters, the implications of which he did not understand, and the details of which he had no time for. During the course of these he not only started criticizing officials liberally, but also employed innuendo to suggest that they were corrupt. When interested parties got to know this, they fed him with halftruths and sometimes plain lies. This naturally confirmed the suspicions in his own mind. He blindly felt around and got hold of some tail and thought that was the elephant. The State Secretary, Mr. Sapukotana, an experienced and balanced official tried his best to advice the minister of the consequences of his actions.
Senior officials in the Food Department were being kept off balance much of the time. Paralysis as creeping into the decision making process. No one was taking decisions because taking decisions risked misinterpretation, suspicion and innuendo. The Deputies were pushing papers up to the Food Commissioner, and soon the Food Commissioner was pushing papers up to the State Secretary. Matters were getting really serious, because delays in calling for and deciding on tenders, attending to commercial disputes and so on were bound to have a serious effect on the availability of timely food supplies, and the maintaining of food security.
Mr. Sapukotana kept me informed from time to time of the developing situation. He tried his best to handle it without disturbing me. But it gradually came to a point that we were both of the view that my intervention was necessary. I took an opportunity that presented itself after a “mini cabinet” meeting which Mr. Premachandra chaired as Acting Minister. I asked him whether he would stay back for a moment. His Secretary seemed embarrassed to stay, but I asked him also to sit. Thereafter, I politely but firmly explained to the minister, the consequences of his actions.
I asked him whether he was aware that nobody was prepared to take a decision in the food sector. I pointed out that should disaster strike, Minister Athulathmudali would certainly ask him for an explanation. I told him further, that in such a contingency, that we as officials will have to tell the truth to the minister. The acting minister listened in silence. I wondered as to what forces of counter attack were gathering in his breast. He did not have the reputation of bowing meekly to a challenge and here I was calling into question his entire approach to his work.
Ultimately when he spoke, he said something that we least expected and which took us completely by surprise. He said that he listened carefully to me; he said that until now he had not realized the gravity of the situation that his actions were precipitating. Then to my great astonishment he said: “You have given me advice like a parent, like a father. Even parents don’t always give such good advice. I will act according to your advice.” Mr. Sapukotana and I were rendered speechless. This was one more of the many experiences I had in public service, where the totally unexpected had occurred.
Through my experience I have been convinced that one should not shirk one’s duty to advice ministers. This duty has to be performed in the public interest and one should not be deterred by possible consequences. However, there is a way and manner of giving this advice. One has to be polite. One should not adopt a confrontational attitude. In my experience, some of these “consequences” which people fear are more imagined than real, and ministers and politicians do not always act according to their perceived public characteristics. On this occasion Mr. Premachandra was a case in point.
Presidential Mobile Service – Matara
The second Presidential Mobile Service was to be held at Matara on November 3, 1989. This was a time of intense JVP activity when the country was gripped by fear. The decision to hold the service in Matara in the deep south was it a sense a challenge to the JVP. Rumours were rife that they would disrupt activities. We were to leave during the early morning of Nov. 3 and this itself was scary. In fact the country had reached a stage where there was very little traffic on the roads after about 9 p.m. We had now to leave for Matara to face an unknown situation leaving home around 4.30 in the morning.
When we left, we noticed that there was hardly any traffic on the roads. All around was in pitch darkness. Even some of the street lights were not functioning. It was quite eerie. We made our way past numerous check points at a couple of which we were stopped.
All this was not a comfortable experience. One felt apprehension. I was booked at the Weligama rest house but when I reached it I found that the power had been disrupted by the JVP during the previous night. We would have to be without lights or fans. But what was far worse was that the disruption of power had affected the pumping of water and the toilets could not be flushed.
The rest house was in short uninhabitable. The authorities there informed us that power would be restored by evening. But none of us had confidence that this would be done or if done, that it would not be disrupted again during the night. Some of us therefore decided to make alternative arrangements, which were not easy to make. Most of the hotels in the vicinity of Matara and even somewhat beyond had already been booked. Eventually, after a diligent search and with the assistance of friends, I found myself a room at Koggala Beach hotel.
This was an immense relief. In fact, it turned out to be much more than mere relief because of the interesting crowd of public servants in occupation. They were a jolly group of story tellers who had a variety of the most hilarious anecdotes to retail, which spared no one. When we reached the hotel at the end of a tiring day, we were able to forget the grim reality outside. Perhaps we really needed to laugh our cares away. Most of us had been subjected to considerable strain for a significant period of time.
At the mobile service itself in the Rahula College premises where the service was held was almost completely deserted on the first day. People were afraid to defy a JVP ban on attending. On the second day however the dam burst. People flocked in from all quarters and directions jamming the space and facilities available. Long queues formed outside areas allocated to all Ministries. The people themselves had suffered due to the disruption of their lives and activities, and when some relief seemed available, one day was all they could contain themselves however dire the threat. They voted with their feet.
On that second day we couldn’t finish at 5 p.m. There were so many people that hours were extended till 6.30 p.m. By the time we got back to our hotels, it was well past 8 p.m. Usually, the third day of the service was a half day, where we finished by 1 p.m., had lunch and started for home. But because of the lost first day and the crowds, the third day was extended to 5 p.m. But that was the official time. Many of us were stuck till about 7 p.m. We did not want to abandon the people still in the queue and who were now looking pretty desperate that they would not be attended to. They had suffered much. This meant once again traveling in the dark, this time to get home.
(Excerpted from In Pursuit of Governance, autobiography of MDD Peiris)
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