Letters
View(s):Pampering politicians
As a strong supporter of this government I cannot help feeling concerned at the total lack of empathy our leadership is showing in showering benefits on MPs. At a time when no one can gainsay that the vast majority of our populace is struggling to survive, why is it necessary to provide permits for ‘Luxury vehicles’ to MPs? Are ordinary cars not good enough?
Does the leadership not realize that MPs are about the most despised group in society? They are largely (with some exceptions) uneducated and boorish. Their recent behaviour in Parliament has reinforced this view. The bulk of them would not be able to find employment in the private sector even as junior executives. Why must they be encouraged to have luxury cars? It would never happen in India which is much better off economically than us.
Our leadership does not seem to realize that as a country we are almost bankrupt. What is the need to keep on bribing MPs? Does the leadership not realize that such behaviour can only infuriate the public? Is it determined to commit political hara-kiri?
Charitha P. de Silva
Via email
Getting the facts on track: The state of our rails
With reference to the letter on May 8, as an ex-railway employee, in defending the management of the Sri Lanka Railway, I wish to clarify certain issues raised by Mr. Liyanage.
1. Unlike in the 60’s and 70’s, the General Manager, Railways’ wings are clipped- he does not have disciplinary powers the GMRs of yesteryear had in dealing with staff. The last to enjoy this privilege was B.D.Rampala, at which time, the Railway Department was a government within the government. The GMR at present can neither impose a fine of Rs 10 nor can he punish an employee for indiscipline even after a disciplinary inquiry.
2. Follwing Mr.Rampala’s retirement there were political divisions amongst trade unions to red, blue and green. Political victimisation crept in. When the ministers were corrupt managers too followed suit. This led to a few of the employees becoming shirkers, slackers, and truants.
3. Restructuring programmes aimed at “Privatisation of Railway” were introduced during the late 80s. Public Administration Circular PA 44/90 led to mass retirement of the cream of the skilled and trained senior staff; filling up of such vacancies was prohibited. The approved cadre which had been 27,600+ now stands at 15,500+. The Treasury’s Managerial Service Department officers who never travel by train prevent filling up of vacancies.
4. Vacancies in the approved lower ranks which require tedious and laborious work in the hot sun and rain on the rail track or in workshops are being filled up with women by the Ministers in charge and they are allowed to hang around in offices instead of working on the track or the workshop.
5. Most of the vacancies in the Middle Level grades- drivers, guards, inspectors are being filled with retired officers who are allowed to work until 67 years of age at half the salary drawn at retirement. They carry a heavy burden being responsible for passenger lives. It’s a case of exploitation of the innocents. There appears no value addition to these senior citizens who assist the government in maintaining the rail services. Their dutifulness, unblemished and untarnished records (checked up at re-employment) deserve better appreciation.
6. With regard to the stress and strain undergone by the passengers inside a carriage of “Samudra Devi”, “Fowzie” or Meen Gaya” (12 passenger compartments – with around 200 commuters each amounting to 2400 in each train), this is a result of non-allocation of funds by the Treasury and politicians (who never travel by train) for regular purchase of carriages, locomotive or DMU’s which stands at 50 passenger carriages for a year.
7. In relation to operational losses incurred by S.L.R., don’t blame the Railway Management and the staff, it is not their folly at all. I shall explain some technicalities.
a) The pioneers laid a rail network in Ceylon from 1864 – 1925 for a “Plantation Railway”and not for a“Passenger Railway”. The specifications used – the sharp curves with low side check rails, the steep gradients, uncompensated curves, reverse curves with short straights, insufficient transition lengths need to be mentioned. Colombo to Rambukkana has 22 permanent speed restrictions (P.S.Rs) and Colombo to Matara 67 PSRs; none of which were eradicated with the Rehabilitation and Upgrading project Matara to Kalutara South – undertaken by the Indian firm “IRCON” even though they boasted of a high technology and high speed track.
b) The stretch from Rambukkana to Kadugannawa and Nawalapitiya to Badulla (106 miles out of a 129 mile stretch) the speed is 20 Mph or 32 Kmph. In railways the world over this speed is used only for railways used for mining purposes, agricultural, military, tourism, safari, heritage and industrial railways not for passenger railways.
c) The British in 1947 – 1948 pre-independence, pasted P.S.O. status to C.G.R. (Public Service Obligation) status when they left the country, and subsequently proposed closing down some of the sections through multilateral financial agencies to cover up their sins.
d) Neither the GMR nor the Ministry of Transport is allowed to fix rates and fares.
8. What needs to be done (better facilities for travelling public) is all very well known by the past and present Transport Ministry officials and Rail Managers who have to go with a begging bowl to the fiscal authorities in the Treasury.
Dear commuter, we agree that out-sourcing is a necessity of the hour but for the lacklustre performance do not blame the Transport Ministry, Rail Management and the staff. Remember that after the tsunami, they completed the repairs in a record 57 days. For the last 68 years after Independence, the Railway in Sri Lanka has had no investment unlike in other sectors such as Mahaweli development, airport, seaport development, health, housing, telecommunications and Highways.
Ranjith L. Dissanayake
Pannipitiya
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