Features
Improvements to Kelani Valley Railway – A response from a laymon
BY Dr Janaka Ratnasiri
This piece is written in response to a letter published by a former General Manager of Sri Lanka Railways (SLR) in The Island of 29.10.2020 under the heading “Improvements to Kelani Valley Railway”, highlighting a difference of opinion as to whether the stretch up to Homagama should be elevated or not.
PREVIOUS PROPOSALS FOR IMPROVING THE KV RAILWAY
In response to an Island Editorial titled “Ailing Railways” which appeared on 02.12.2015, the writer wrote a piece proposing a solution to ailing railways which was published in The Island of 08.12.2015. This piece may be accessed via: http://archive.island.lk/index.php?page_cat=news-section&page=news-section&code_title=49. In the Budget for 2016, the government has allocated a sum of LKR 1.5 billion to modernize the Kelani Valley (KV) railway line. The writer proposed that once the KV line is modernized, it could be leased to a private party to provide an upgraded railway service as a public-private venture.
He also said in this piece that “With the increase of frequency of trains, one problem one could envisage is the congestion that could be created due to frequent closure of railway crossings. The solution for this is to build fly-overs at every point where a major highway crosses a railway line. The government could get the assistance of the private sector here too by getting them to build metal flyovers similar to what has been erected at Nugegoda and Dehiwala. They have to just copy what is installed”. However, there was no news that any action was taken to spend this money for improving the KV line.
BROADGUAGING THE KV RAILWAY LINE
In the writer’s piece referred to above, he said that “A few decades ago, the narrow gauge of KV line was broadened to the standard gauge at Sri Lankan Government expense but the service was not improved concurrently. Only the dilapidated aged coaches and power sets operate on this line which run infrequently. According to the railway schedules posted in the Railway Dept. (RD) website, only four trains operate from Avissawella to Fort daily, three in the morning and one in the afternoon, while five trains operate from Fort to Avissawella, three in the morning and two in the evening. It takes about two and half hours to cover the distance of 61 km, which is running at an average speed of 24 km/h.
At such operating conditions, it is not surprising that most passengers, except those travelling on cheap government season tickets, prefer to travel by bus despite they are crowded and the service is poor. The High Level Road (HLR) is almost saturated with buses and there is no room to increase their number plying on this road, without slowing down the existing traffic further. Hence, shifting of bus commuters to railway is necessary. However, even after any modernization of the track envisaged after spending the allocated Rs. 1.5 billion, there is no guarantee that the KV line will be provided with additional rolling stock and a better service to the commuters”. This situation has not improved during the last five years.
CURRENT PROJECT FOR IMPROVING RAILWAYS
Sri Lanka sought a loan from the Asian Development Bank (ADB) in 2016 for assistance to modernize the Colombo Suburban Railways covering stretches from Colombo up to Rambukkana, Kalutara, Negombo and Awissavella. The ADB agreed to lend USD 160 million on concessionary terms and the agreement was signed in July 2016 to undertake feasibility studies and detailed design of the system.
Already a sum of USD 10 million has been mobilized for preliminary work. The segment on the KV line included rehabilitation, capacity upgrade, modernization, and electrification of the KV line between Maradana and Padukka with double tracks in this section. After studying several options, it has been decided to have the section of 20 km from Maradana to Malapalla elevated. The section between Padukka and Avissawella will remain as a single track, following mostly the existing track. (See https://www.csrp.lk/kelani_vallay_line.php?id=3)
Under this programme, the design of infrastructure including railway stations, tracks and other facilities including electrification and communications are underway according to a video clip available in the above site. The preparation of detailed designs and bid documents are expected to be completed in December 2020. A copy of the final feasibility report of the project is available on https://www.csrp.lk/backend/documents/Kelani%20Valley%20Railway%20Final%20Feasibility%20Study%20Report%20-%202019-04-11.pdf.
Further, a detailed socio-economic survey has been conducted to identify affected families living on railway reservation land between Maligawatte and Malapalla and their resettlement is planned including construction of multi-story housing for them, both in Colombo and in Malapalla. The Cabinet approval was granted for the project on 17.10.2017 and to set apart houses built by the Urban Development Authority to resettle the families encroaching the lands to be used for the development of the KV Railway Line.
PROPOSED OPERATION OF THE NEW SYSTEM
According to the above feasibility report, electric multiple units (EMU) will operate during peak hours at seven minutes intervals between Maradana and Makumbura North (a new station) and at 14 minutes intervals between Makumbura North and Padukka. Diesel multiple units (DMU) will operate at 30 min intervals between Padukka and Avissawella until such time this section is electrified. The travel time from Padukka to Maradana during peak hours is estimated to be 64 minutes with stopping at all stations.
Each coach could accommodate 200 passengers, but only 40 seating capacity will be provided in each coach. Seats are fitted longitudinally leaving more room for standing passengers. Each EMU will comprise 10 or 12 coaches, with capacity of 2,000 and 2,400 passengers respectively. So, most passengers will have to keep standing during their entire travel. There is provision to operate express trains with stops only at a few major stations.
For the regular traveler, a more desirable option is to have a combination of coaches with longitudinal seats and transverse seats. With the latter, seating capacity will be increased but overall capacity reduced. The coaches with transverse seats could be offered at a higher fare in a different class. Passengers may not mind paying extra fare if they are assured seating for over an hour-long ride from Padukka to Maradana.
The EMUs will be powered by electricity supplied through an overhead catenary system (OCS) operating at 25 kV connected by a pantograph to the coaches using rails as the return path. The project proposes to feed power to the OCS system from the 132 kV grid substations at Pannipitiya and Kosgama. During day time, the national grid has adequate capacity to feed the EMU operations. However, one risk factor is the unexpected power failures in the national grid encountered occasionally, in which event the EMUs will get stranded until power is restored. Perhaps the CEB may be asked to give priority to these two GSSs when restoring power.
IMPROVEMENTS TO THE TRACK UP TO AVISSAWELLA
The original KV line was built mostly following the contour of the highlands and hence comprised many bends with short radius of curvature. This is unlike the HLR built in late forties by American contractors which was mostly a cut and fill exercise. If one examines the present trace of the KV line up to Makumbura, there are several places where the track could be straightened. According to the Final Feasibility Report, the curves at many of the places seem to have been straightened or curves realigned with larger radii of curvature.
In addition, straightening the stretch between Hokandara Road crossing and Athurugiriya Road crossing will avoid several bends and reduce the distance from 1.83 km to 1.56 km. Further straightening the stretch between the Malabe Road crossing and Makumbura will reduce the distance from 1.56 km to 0.85 km, resulting in an overall reduction of about one km distance.
The stretch between Padukka and Avissawella is supposed to follow the existing track. The railway line between Kosgama and Avissawella crosses the A4 highway at four places. Since it is expected to run trains at 30 min intervals during peak time in this stretch in one direction or at every 15 min if both directions are considered, there will be congestion on the highway unless fly overs are built at these crossings. Alternatively, the track could be re-laid to avoid the crossings altogether.
There is also the ambiguity with regard to the section to be elevated. The Final Feasibility Report says it is up to Kottawa in some places and as Makumbura North in other places. The project website gives it as Malapalla. The former GM says that the railway line to be elevated is up to Homagama.
OPERATION AND MAINTENANCE OF THE NEW LINE
Once the new system is built by the foreign contractors, it has to be operated and managed by a competent organization. Being the owner of the project, SLR may want to do that, particularly because all trains operating in Sri Lanka are required to be driven and guarded by SLR staff according to the law. However, the question is are they the most suitable for the job? The archaic rules and regulations, the attitude of staff, lack of interest in passenger care, low level of maintenance and neglect of existing tracks, dominance of trade unions in operative matters would necessitate the government to rethink on who should be entrusted with the task of operating and managing the new system.
The SLR is dominated by Mechanical Engineers. Their inability to operate and maintain electronically controlled trains was amply demonstrated in the case of the 10 Locomotives from Alstom of France imported in 2000. After a short spell of operation, they developed various problems and efforts made to get them attended to by the manufacturers were not successful. Though the manufacturer trained the SLR staff in maintenance and gave them maintenance kits, it was reported that they did not have the background knowledge to assimilate the training given and as a result most of the locomotives had to be taken off service (Ceylon Today, 08.02.2014). Although SLR found these locomotives unsuitable here, India entered into a contract with Alstom to manufacture 800 locomotives in India, delivering 100 units annually.
It is therefore imperative that the new train system be leased to a private party to operate jointly with SLR drivers and guards, and the private party given the full responsibility for its operation and management including maintenance. The private party could be even a foreign company having the experience in managing similar railway systems in their own countries. This could be tried out at least initially until such time a local company staff are trained and ready to take over.
PLANS FOE FUTURE EXTENSION OF KV LINE
The former GM speaks about “the new infrastructure provided should be able to be utilized for any future extensions beyond Avissawella”. The website of the Colombo Suburban Railway Project (https://www.csrp.lk/about-us.php) has described several new railway lines to be built in the foreseeable future. One is the construction of a railway line from Kurunegala to Habarana via Dambulla, a distance of 81 km, for which the Feasibility Study has been completed. Another is the extension of KV line from Padukka to Nonagama via Ingiriya, Ratnapura and Embilipitiya to link with the Southern railway line. It is noteworthy that this trace bypasses Avissawella.
The KV line was first built from Colombo to Yatiyantota via Avissawella during 1900–1902 to serve the plantation community in Sabaragamuwa. It was branched off at Avissawella and extended up to Opanayaka via Ratnapura in 1912 (Wikipedia). Hence, today there is no necessity to retrace the old track to Ratnapura via Avissawella when there is a shorter route available via Ingiriya.
Furthermore, this stretch is heavily encroached and it will be a difficult task to claim it back. Even the Ruwanpura Expressway is planned to traverse via Ingiriya to Ratnapura. However, such investment on building new tracks is justified only if investments are made to acquire the necessary rolling stock to maintain a regular service.
FUNDING OF THE PROJECT
The project feasibility report gives the estimated investment required for the project as USD 1,424 million (M) comprising USD 700 M for track construction, USD 250 M for rolling stock, and USD 300 M for other infrastructure development and feasibility studies. Financial analysis of the project shows that project cash flows are not sufficient to fully recover the investment cost of USD 1.42 billion or LKR 263 billion.
According to the feasibility report, even though the Project cash flows are not sufficient to fully recover the total investment and associated cost of funding, it could recover approximately 21% of the investment cost and related cost of funding under 30-year analysis and it can go up to 27% with 50-year financial evaluation. Recovering the rest of the investment costs and paying the related cost of funding could not be made with project cash flows generated thus the government needs budgetary allocation from common public funds for the same which is the usual case with public sector railway projects in many countries.
On the other hand, the project operational and maintenance costs and replacement costs can easily be recovered with railway tickets and other income of the KV line. Accordingly, the project does not require government subsidies for meeting operating costs. It is also expected to generate wide economic, environmental and social benefits which cannot be monetized directly. It is therefore envisaged that funding could be raised through loans from commercial financial institutions and multilateral agencies in addition to government contributions.
RESERVATIONS EXPRESSED AGAINST THE PROJECT
Some independent consultants, including the former GM, are now questioning the desirability of elevating of the stretch from Maradana to Malapalla. It is surprising why these professionals are now making objections for elevating the track up to Malapalla at this late stage. He seems to be concerned about the high cost of the project, “the return on investment, and the impact of the solution to the country as a whole, in relation to financing of foreign loans”.
The former GM says “I believe there were two main excuses to recommend elevation; one was the acquisition of land or let me mention in a more prudent way, it is relocation of encroachments presently occupying railway land, and the second is the number of level crossings presently at-grade”. He goes to great length explaining how level crossings could be built economically in the event the tracks are laid on the surface including building fly overs and under passes quoting practices in other countries.
One excuse he gives against elevated line is that elevation “requires the provision of escalators and elevators for stations in the elevated sections required to be maintained, and in case they are not maintained, the general public will suffer when they have to climb 7m (the height of two floors of a building) to the station platform”. Escalators are used world over for mass transport of people between different elevations, though the former Railways GM thought they are not good enough for Sri Lanka. That may be the reason why none of our railway stations have any escalators installed.
Some experts are of the view that the electrification of sections on the main and coastal lines should have been given priority rather than developing the KV line. See http://www.themorning.lk/railway-project-on-hold-rs-40-b-dent-on-state-coffers/. The lobby against the project is so strong that they were trying to influence the ADB which certainly does not sound ethical for professionals. A more appropriate course of action would have been to get it sorted out internally (http://www.themorning.lk/after-jica-govt-removes-adb/). It appears that these moves have resulted in getting the project stalled.
CONCLUSION
A loan of USD 160 million from the ADB has enabled the SLR to study modernization of its suburban railway lines including their electrification which has been long overdue. Under this project the KV line up to Makumbura North will be elevated, with double tracks up to Padukka. The track beyond Padukka up to Avissawella will remain single track without electrification but with improvements. Detailed designs are being carried out including resettlement of displaced families. It is expected that the project will be implemented soon despite objections raised by some professionals on frivolous grounds.
It is also important to hand over the operation and management of the new railway to an experienced and competent party until such time the local personnel are trained and ready to take over. With objections raised against the project by certain quarters, it is sincerely hoped that the government will not abort the project, the way the Light Rail Transit project was aborted recently. It is expected the government will be able to secure funding for the project through offers made by foreign ambassadors from friendly countries and various visiting foreign dignitaries for assistance to develop the country.
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There’s an ill more dangerous and pervasive than the Coronavirus that’s currently sweeping Sri Lanka. That is the fear to express one’s convictions. Across the public sector of the country in particular many persons holding high office are stringently regulating and controlling the voices of their consciences and this bodes ill for all and the country.
The corrupting impact of fear was discussed in this column a couple of weeks ago when dealing with the military coup in Myanmar. It stands to the enduring credit of ousted Myanmarese Head of Government Aung San Suu Kyi that she, perhaps for the first time in the history of modern political thought, singled out fear, and not power, as the principal cause of corruption within the individual; powerful or otherwise.
To be sure, power corrupts but the corrupting impact of fear is graver and more devastating. For instance, the fear in a person holding ministerial office or in a senior public sector official, that he would lose position and power as a result of speaking out his convictions and sincere beliefs on matters of the first importance, would lead to a country’s ills going unaddressed and uncorrected.
Besides, the individual concerned would be devaluing himself in the eyes of all irrevocably and revealing himself to be a person who would be willing to compromise his moral integrity for petty worldly gain or a ‘mess of pottage’. This happens all the while in Lankan public life. Some of those who have wielded and are wielding immense power in Sri Lanka leave very much to be desired from these standards.
It could be said that fear has prevented Sri Lanka from growing in every vital respect over the decades and has earned for itself the notoriety of being a directionless country.
All these ills and more are contained in the current controversy in Sri Lanka over the disposal of the bodies of Covid victims, for example. The Sri Lankan polity has no choice but to abide by scientific advice on this question. Since authorities of the standing of even the WHO have declared that the burial of the bodies of those dying of Covid could not prove to be injurious to the wider public, the Sri Lankan health authorities could go ahead and sanction the burying of the bodies concerned. What’s preventing the local authorities from taking this course since they claim to be on the side of science? Who or what are they fearing? This is the issue that’s crying out to be probed and answered.
Considering the need for absolute truthfulness and honesty on the part of all relevant persons and quarters in matters such as these, the latter have no choice but to resign from their positions if they are prevented from following the dictates of their consciences. If they are firmly convinced that burials could bring no harm, they are obliged to take up the position that burials should be allowed.
If any ‘higher authority’ is preventing them from allowing burials, our ministers and officials are conscience-bound to renounce their positions in protest, rather than behave compromisingly and engage in ‘double think’ and ‘double talk’. By adopting the latter course they are helping none but keeping the country in a state of chronic uncertainty, which is a handy recipe for social instabiliy and division.
In the Sri Lankan context, the failure on the part of the quarters that matter to follow scientific advice on the burials question could result in the aggravation of Islamophobia, or hatred of the practitioners of Islam, in the country. Sri Lanka could do without this latter phobia and hatred on account of its implications for national stability and development. The 30 year war against separatist forces was all about the prevention by military means of ‘nation-breaking’. The disastrous results for Sri Lanka from this war are continuing to weigh it down and are part of the international offensive against Sri Lanka in the UNHCR.
However, Islamophobia is an almost world wide phenomenon. It was greatly strengthened during Donald Trump’s presidential tenure in the US. While in office Trump resorted to the divisive ruling strategy of quite a few populist authoritarian rulers of the South. Essentially, the manoeuvre is to divide and rule by pandering to the racial prejudices of majority communities.
It has happened continually in Sri Lanka. In the initial post-independence years and for several decades after, it was a case of some populist politicians of the South whipping-up anti-Tamil sentiments. Some Tamil politicians did likewise in respect of the majority community. No doubt, both such quarters have done Sri Lanka immeasurable harm. By failing to follow scientific advice on the burial question and by not doing what is right, Sri Lanka’s current authorities are opening themselves to the charge that they are pandering to religious extremists among the majority community.
The murderous, destructive course of action adopted by some extremist sections among Muslim communities world wide, including of course Sri Lanka, has not earned the condemnation it deserves from moderate Muslims who make-up the preponderant majority in the Muslim community. It is up to moderate opinion in the latter collectivity to come out more strongly and persuasively against religious extremists in their midst. It will prove to have a cementing and unifying impact among communities.
It is not sufficiently appreciated by governments in the global South in particular that by voicing for religious and racial unity and by working consistently towards it, they would be strengthening democratic development, which is an essential condition for a country’s growth in all senses.
A ‘divided house’ is doomed to fall; this is the lesson of history. ‘National security’ cannot be had without human security and peaceful living among communities is central to the latter. There cannot be any ‘double talk’ or ‘politically correct’ opinions on this question. Truth and falsehood are the only valid categories of thought and speech.
Those in authority everywhere claiming to be democratic need to adopt a scientific outlook on this issue as well. Studies conducted on plural societies in South Asia, for example, reveal that the promotion of friendly, cordial ties among communities invariably brings about healing among estranged groups and produces social peace. This is the truth that is waiting to be acted upon.
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By Sanjeewa Jayaweera
It was on 3rd January 1972 that our family arrived in Karachi from Moscow. Our departure from Moscow had been delayed for a few weeks due to the military confrontation between Pakistan and India. It ended on 16th December 1971. After that, international flights were not permitted for some time.
The contrast between Moscow and Karachi was unbelievable. First and foremost, Moscow’s temperature was near minus 40 degrees centigrade, while in Karachi, it was sunny and a warm 28 degrees centigrade. However, what struck us most was the extreme warmth with which the airport authorities greeted our family. As my father was a diplomat, we were quickly ushered to the airport’s VIP Lounge. We were in transit on our way to Rawalpindi, the airport serving the capital of Islamabad.
We quickly realized that the word “we are from Sri Lanka” opened all doors just as saying “open sesame” gained entry to Aladdin’s cave! The broad smile, extreme courtesy, and genuine warmth we received from the Pakistani people were unbelievable.
This was all to do with Mrs Sirima Bandaranaike’s decision to allow Pakistani aircraft to land in Colombo to refuel on the way to Dhaka in East Pakistan during the military confrontation between Pakistan and India. It was a brave decision by Mrs Bandaranaike (Mrs B), and the successive governments and Sri Lanka people are still enjoying the fruits of it. Pakistan has been a steadfast and loyal supporter of our country. They have come to our assistance time and again in times of great need when many have turned their back on us. They have indeed been an “all-weather” friend of our country.
Getting back to 1972, I was an early beneficiary of Pakistani people’s love for Sri Lankans. I failed the entrance exam to gain entry to the only English medium school in Islamabad! However, when I met the Principal, along with my father, he said, “Sanjeewa, although you failed the entrance exam, I will this time make an exception as Sri Lankans are our dear friends.” After that, the joke around the family dinner table was that I owed my education in Pakistan to Mrs B!
At school, my brother and I were extended a warm welcome and always greeted “our good friends from Sri Lanka.” I felt when playing cricket for our college; our runs were cheered more loudly than of others.
One particular incident that I remember well was when the Embassy received a telex from the Foreign inistry. It requested that our High Commissioner seek an immediate meeting with the Prime Minister of Pakistan, Mr Zulifikar Ali Bhutto (ZB), and convey a message from Mrs B. The message requested that an urgent shipment of rice be dispatched to Sri Lanka as there would be an imminent rice shortage. As the Ambassador was not in the station, the responsibility devolved on my father.
It usually takes about a week or more to get an audience with the Prime Minister (PM) of a foreign country due to their busy schedule. However, given the urgency, my father spoke to the Foreign Ministry’s Permanent Sectary, who fortunately was our neighbour and sought an urgent appointment. My father received a call from the PM’s secretary around 10 P.M asking him to come over to the PM’s residence. My father met ZB around midnight. ZB was about to retire to bed and, as such, was in his pyjamas and gown enjoying a cigar! He had greeted my father and had asked, “Mr Jayaweera, what can we do for great friend Madam Bandaranaike?. My father conveyed the message from Colombo and quietly mentioned that there would be riots in the country if there is no rice!
ZB had immediately got the Food Commissioner of Pakistan on the line and said, “I want a shipload of rice to be in Colombo within the next 72 hours!” The Food Commissioner reverted within a few minutes, saying that nothing was available and the last export shipment had left the port only a few hours ago to another country. ZB had instructed to turn the ship around and send it to Colombo. This despite protests from the Food Commissioner about terms and conditions of the Letter of Credit prohibiting non-delivery. Sri Lanka got its delivery of rice!
The next was the visit of Mrs B to Pakistan. On arrival in Rawalpindi airport, she was given a hero’s welcome, which Pakistan had previously only offered to President Gaddafi of Libya, who financially backed Pakistan with his oil money. That day, I missed school and accompanied my parents to the airport. On our way, we witnessed thousands of people had gathered by the roadside to welcome Mrs B.
When we walked to the airport’s tarmac, thousands of people were standing in temporary stands waving Sri Lanka and Pakistan flags and chanting “Sri Lanka Pakistan Zindabad.” The noise emanating from the crowd was as loud and passionate as the cheering that the Pakistani cricket team received during a test match. It was electric!
I believe she was only the second head of state given the privilege of addressing both assemblies of Parliament. The other being Gaddafi. There was genuine affection from Mrs B amongst the people of Pakistan.
I always remember the indefatigable efforts of Mr Abdul Haffez Kardar, a cabinet minister and the President of the Pakistan Cricket Board. From around 1973 onwards, he passionately championed Sri Lanka’s cause to be admitted as a full member of the International Cricket Council (ICC) and granted test status. Every year, he would propose at the ICC’s annual meeting, but England and Australia’s veto kept us out until 1981.
I always felt that our Cricket Board made a mistake by not inviting Pakistan to play our inaugural test match. We should have appreciated Mr Kardar and Pakistan’s efforts. In 1974 the Pakistan board invited our team for a tour involving three test matches and a few first-class games. Most of those who played in our first test match was part of that tour, and no doubt gained significant exposure playing against a highly talented Pakistani team.
Several Pakistani greats were part of the Pakistan and India team that played a match soon after the Central Bank bomb in Colombo to prove that it was safe to play cricket in Colombo. It was a magnificent gesture by both Pakistan and India. Our greatest cricket triumph was in Pakistan when we won the World Cup in 1996. I am sure the players and those who watched the match on TV will remember the passionate support our team received that night from the Pakistani crowd. It was like playing at home!
I also recall reading about how the Pakistani government air freighted several Multi Barrell artillery guns and ammunition to Sri Lanka when the A rmy camp in Jaffna was under severe threat from the LTTE. This was even more important than the shipload of rice that ZB sent. This was crucial as most other countries refused to sell arms to our country during the war.
Time and again, Pakistan has steadfastly supported our country’s cause at the UNHCR. No doubt this year, too, their diplomats will work tirelessly to assist our country.
We extend a warm welcome to Mr Imran Khan, the Prime Minister of Pakistan. He is a truly inspirational individual who was undoubtedly an excellent cricketer. Since retirement from cricket, he has decided to get involved in politics, and after several years of patiently building up his support base, he won the last parliamentary elections. I hope that just as much as he galvanized Sri Lankan cricketers, his political journey would act as a catalyst for people like Kumar Sangakkara and Mahela Jayawardene to get involved in politics. Cricket has been called a “gentleman’s game.” Whilst politics is far from it!.
Author
Believe me, seeing certain videos, on social media, depicting action, on the dance floor, at some of these entertainment venues, got me wondering whether this Coronavirus pandemic is REAL!
To those having a good time, at these particular venues, and, I guess, the management, as well, what the world is experiencing now doesn’t seem to be their concerned.
Obviously, such irresponsible behaviour could create more problems for those who are battling to halt the spread of Covid-19, and the new viriant of Covid, in our part of the world.
The videos, on display, on social media, show certain venues, packed to capacity – with hardly anyone wearing a mask, and social distancing…only a dream..
How can one think of social distancing while gyrating, on a dance floor, that is over crowded!
If this trend continues, it wouldn’t be a surprise if Coronavirus makes its presence felt…at such venues.
And, then, what happens to the entertainment scene, and those involved in this field, especially the musicians? No work, whatsoever!
Lots of countries have closed nightclubs, and venues, where people gather, in order to curtail the spread of this deadly virus that has already claimed the lives of thousands.
Thailand did it and the country is still having lots of restrictions, where entertainment is concerned, and that is probably the reason why Thailand has been able to control the spread of the Coronavirus.
With a population of over 69 million, they have had (so far), a little over 25,000 cases, and 83 deaths, while we, with a population of around 21 million, have over 80,000 cases, and more than 450 deaths.
I’m not saying we should do away with entertainment – totally – but we need to follow a format, connected with the ‘new normal,’ where masks and social distancing are mandatory requirements at these venues. And, dancing, I believe, should be banned, at least temporarily, as one can’t maintain the required social distance, while on the dance floor, especially after drinks.
Police spokesman DIG Ajith Rohana keeps emphasising, on TV, radio, and in the newspapers, the need to adhere to the health regulations, now in force, and that those who fail to do so would be penalised.
He has also stated that plainclothes officers would move around to apprehend such offenders.
Perhaps, he should instruct his officers to pay surprise visits to some of these entertainment venues.
He would certainly have more than a bus load of offenders to be whisked off for PCR/Rapid Antigen tests!
I need to quote what Dr. H.T. Wickremasinghe said in his article, published in The Island of Tuesday, February 16th, 2021:
“…let me conclude, while emphasising the need to continue our general public health measures, such as wearing masks, social distancing, and avoiding crowded gatherings, to reduce the risk of contact with an infected person.
“There is no science to beat common sense.”
But…do some of our folks have this thing called COMMON SENSE!
