3
country contributed in larger measure to the prosperity of the districts they governed tnan the canai-cuus com missioned by their hydraulic en gineers to link up streams, lakes and lagoons. The most noted among these of course was the 02 mile long Colombo-Puttalam waterway whicn continued to be In regular use upto tne early 19o0s. In Feoruary, ls**y, the D. K. Rutnam Transport Commission reporting on "Transport Conditions In Ceylon" posed a very relevant Issue, in this regard, thus: "the present gen eration should examine the problem of appropriate future use of these waterways from the standpoint of whether there are public advantages In the maintenance of this system In a reasonable state of efficiency. If there are, we are able to preserve to posterity some advantages from this free legacy from the past, it is not a question altogether of whether or not, if we had a free choice, we would now dig such a canal system: but rather should we keep the system go ing, and if so on what a scale". This same issue, is even more relevant today, and has been investi gated in great detail over recent years, Several committees have ex amined this question since 1970 (see box on page 9). and one consequence was that as far back as 1975 a sepa rate Canal Development Division was set up to undertake the rehabi litation and maintenance of the Negombo was one of the areas that canal system. This Division has since Its Inception expended nearly Rs. 20 developed facilities faster from Dutch million, up to the end of June. 1981, colonial times and the old canal built for its work on the Colombo-Puttalam under the supervision of their hydrau canal and has plans for even greater expenses. Meanwhile, a local expert lic engineers, which linked up streams, Canal Study Committee is now final- lakes and lagoons that traversed this sing its report on the current fea re&lon, contributed in no small mea sibility of the canal development plans under consideration; while, two trans sure to the prosperity of these dis port economists from the Nether tricts. Boats were the usual mode of lands Economic Institute. Invited to transport and the "padda boat", which assess the transport economic feasi bility of rehabilitation of the Col became a part of this scene, was in ombo-Puttalam canal, reported In troduced by them, maintains R. L. 3ro- June this year that all efforts at making use of this canal for trans hier in his book on "Dutch Ceylon". Pic port purposes should be abandoned tured here art sections of the old Dutch forthwith. Canal through Negombo. The top illu In many parts of the world canals stration also shows the type of barge and waterways have been recognis ed as an economical and convenient (provided with a thatched roof) which means of transport and as an Integral the Dutch introduced to Ceylon for use part of development? from early times. In certain countries, particularly on their Canals. It is called locally: where the terrain has been below sea- "padda boat" and was towed using a tow- level, or subject to flooding, hydraulic path on the bank or poled or sailed. engineering, with particular reference tn canals, has been developed to a high degree. A good example in this res pect is the Netherlands In Bri tain. France. Germany. Beleium. Fin INLAND WATERWAYS land, USSR, USA, Canada and China major rivers and man-made canals linking them, have been utilised exten ThAn eovervie Colombo.Puttalaw of the heyday and the Thougm han thed Hamilto othen canar l canalcame latesr sively as inland waterways recent Committee proposals in the British period, and the main During the 17th and 18th centu A significant legacy left to Sri system started earlier under Portu ries particularly, a number of canals Lanka by the Dutch was a network guese and Sri Lanka patronage, the have been cut linking waterways MJ of waterways most of which were con substantalal engineering was Dutch accelerate the process of industriali ceived, designed and built under su planned. It has been observed that sation In these countries. Subsequ pervision of their colonial engineers. few Dutch engineering projects In this ently the development of railways and 'ECONOMIC RKVUW, AUGUST 1081 and Kalu Ganga and some of their tributaries (e.g. Gin Oya and Lunu Oya of Maha Oya). Spread of the Canal Network Similar water-ways, as in the' many of which he ensured were Im Western maritime districts, were credi Canals and waterways ' in Sri ted to the Dutch in the South and East, Lanka are closely associated with the plemented. of Sri Lanka. In Galle District the Dutch. While the Dutch, (themselves These water-ways which the Dutch Kapu Ela (literally meaning in Sinha planned and developed, along with a lese the "cut water-ways") takes off natives of a country situated below few innovations by the British are the, sea-level and nurtured in hy from Gin Ganga and provide passage shown in the map on the inside cover, over twenty miles with many outlets draulic, skills and systems) were sub canal The first credited to into the sea. Minuwangoda Ela Is stantially responsible for the system the Dutch was in the north of Colombo part of this system of canals in the of waterways that had emerged in from the Kelani Ganga. This was the Galle District. In Matara a canal link colonial Sri Lanka, yet waterways as a one commenced by the Portuguese. The ed Polatumodera Ganga at Weligama means- of transport was not unknown Dutch completed it and by 1706 it to the Nilwala Ganga at Matara. On in pre-colonial times in this country. was extended to connect with the the Eastern coast, the Batticaloa lagppn road facilities, the Public Works De Siddharama-Ratnavaliya records that Maha Oya. Within the next two de which stretched over a number of rftiles partment was annually spending a con rivers were an easy mode of trans cades they had taken it upto Put was made use of by the Dutch by a siderable sum of money on inland talam and thence via the Puttalam la series of canal links to provide a water port with the use of rafts. Tradi goon • etc. to Kalpitiya, a further IS navigation. By 1880 as much as 167 tion also has it that the Arab or way from Samanthurai. 31 miles south . miles of canals were in use especially miles away. Possibly within that de of Batticaloa to Vanderloos Bay 26 Moor peddlars used rivers as a means cade,, cuts had been made linking in the Western and North Western miles north of Batticaloa. It was link Provinces." of access into the interior of Sri rivers,--, backwaters and lagoons which ed to the two ports in this region in Lanka, and this explains partly why established a 120 mile network between Dutch times — Batticaloa and Kalku- most Moor settlement villages in the Colombo and Puttalam. In the south dah It was only with the advent of interior of the country are along of OGlornbD»ohce again the Portuguese motor lorry transportation in the 1920's. that canals as a means of trans rivers and streams. There is also evi are^cre^affed with a canal from Kotte, The British realised^ifche-^rjjrport- dence that "the Portuguese had taken via'fKIriUapone to Nedimala and then port began declining in importance. : ance of water-ways for transport in By 1930 there were over 2,960 lorries the first initiative to introduce man- to |Bbrgt«ia :'Lake. This was restored andjimproved: by thei-Dutch Governor the 19th century as well as for flood constituting a major challenge even to made waterways or canals for purpose van /imhoff; who also .planned a short protection and continued- to' maintain the railway. Since then a character of transport. They started a net $M$y'^t^^a.t^^iir-^Stgta Kotte to them and also make additions arid in istic of transportation in Sri Lanka was work of canals in the Colombo area Nedimlia via'^GangGdawlia, - and com novations. The Hamilton Canal link the battle between . the Railway and leading towards Hendala in the North, menced work on it, but it was never ing the Kelani Ganga to Pamunugama Motor Road, transport. The strong and linking the Bolgoda Lake in completed. Further South Van Imhoff Lagoon; and Anstruther canal linking lobbying position of the motor trans the South to the Kotte Lake. The . planned and commenced building a Bolgoda Lake to the Kalu Ganga are port sector in the political economy innovations or alternative links, built' FIGUER 2. RAILWAY CONSTRUCTION 1865 - 1935 of Sri Lanka has given them an edge Dutch Governor Van Imhoff in his ' water-way to link Moran Ela in Pasdun under the aegis of..the .British. Layards J over the Railway even though the latter memoirs refers to "an old Portuguese Korale to the Port at Barberyn (Beru- folly, linking the' Kotte-Kirillapone- water-way which flows from the lake of wala). This too, however, was not Source: University of Ceylon, History of Ceylon.-Vol. 3, ^^312 was itself a Government run con Nedimala Canal to the sea at Wella- cern. The rapid emergence of completed. An alternate link of the watte was intended to be a flood outlet In the British period, particularly Kaluganga to Bentota Ganga was also the 19th century, the water-ways pro motor transport and the acute competi Nedimala to the river or stream of the Kelani Ganga. jAi earned the 2aO(33 SzSdzrf' Cfdocosi ©CDQE) ®2adj. En tion between Rail and Road led to commenced and abandoned by the nime* Layards Polly,-(after C. P.! Lay- vided a useful transport system for the r,f Kotte". R. L. Brohier an authority Dutch. Inspite of these few incom fl?C3
J 46NOMIC REVIEW, AUGUST 1981 5 petuated myths and broadcast mis table for economic backwardness, in geous economically, both In relation conceptions about inland water tran tensively use and further expand It to short term profits from cargo sport which has militated against its today?" transport and to the lunger term be development. For instance the Asso The reasons for the neglect of nefits which could result from tho ciation was of the view that: waterways are far more deep rooted, development of marshy areas and "There is a continuing allusion to as tne box below will illustrate. neglected lands adjacent to the canals. Britain's narrow canals and the era The possibilities of restoring and It was therefore proposed to develop or narrow boats and refusal to ack developing this mode of transport in the Colombo-Puttalam canal, as a first nowledge the extent of our wider Sri Lanka were again actively persued step, because this waterway had the waterways and the tonnage they ac at the beginning of 1970 and has been biggest cargo potential as compared tually carry — in essence an Implica the subject of discussion from time to to any other canal. It was evident tion that inland water transport is time over the past 10 years. that large quantities of cement, co old fashioned. Yet, many countries In 1970 the State Engineering conut produce, salt, foodstuffs and notably the most economically ad Corporation's Research and Develop other cargo needed to be transported vanced, are building big new water ment Division undertook a feasibility between the canal catchment area ways now It is said that Inland study on the development of canals and Colombo. It was argued that if water transport is too slow to compete for transport, purposes in this coun the real economic potential of this with other forms of surface transport. try. There was a firmly held view waterway could be realised, from its If It was. would countries like Ger that developing and cleaning profits other canals could also be many, Prance, Holland. Belgium, Rus •the inland waterways extending rehabilitated in an order of priority sia and the United States, none no- from Colombo could prove advanta- (the potential of the Colombo-Oruwa- la Canal was also being investigated at this time and a feasibility, report Why have canals been neglected was prepared see box on page 7) un J. Diandas til the entire network of canals In the Western sector of the country was (SOURCE: A Paper read at a Seminar Donald Rntnam's developed. The first feasibility re in 1975) findings in 1949 port on the development of canals, Their economics seem bad by the A clear example of neglect was the prepared by the R&D Division of the accounting that has been done for Colombo-Puttalam canal. The Donald State Engineering Corporation In De them particularly in UK where little Rutnam Transport Commission repor cember, 1970, maintained this view. canal traffic still flows. For example, ted in February 1949 as follows: "Gene rally speaking, the canal system is This report pointed out that there C. D. Foster, one of the foremost Bri was a total of 78 miles from Colombo tish University Transport Economists, suffering from considerable neglect. Between Chilaw and Topu Bridge I to Palavl along the waterway — the mentions "canal" only twice in his actual length of canal and canalised book "The Transport Problem". UK understand that practically nothing has been spent on the tow-path in the river being about 01 miles, the bal has only 260 miles of canals still in ance 17 miles being made up of estu use. last ten years. The Executive Engineer cannot inspect the canal easily as the aries, uncanalised rivers, lagoons and Yet Inland waterways account for engine of his launch has not been re lakes. The Committee recommended around 15% of all inland freight in paired or replaced. In many places the various measures for Improvement USA and 5% in USSR. Also, of course tow path is completely non existent, and development of the canal includ France, Holland etc. where a little bit of expenditure on ing (1) dredging; (2) a fleet of boats and barges; (3) an additional length Highways are all-purpose tracks, clearing the bushes and other under of canal to be cut to the Puttalam which carry four principal traffics, growth by the side of the canal would Cement Factory site; (4) existing namely: give the padda boat men considerable streams to be cleared and widened to (a) Goods in lorries and carts assistance in their pursuance of a most the Government Food stores at Well- (b) Persons in buses arduous calling". sara; (5) strengthening of canal (c) Persons in private vehicles This stretch of waterway had fall banks; (6) widening and raising the (d) Persons on foot and bicycles. en into considerable neglect during the bridges; (7) constructing stations and war years. The Donald Rutnam Com Except for the last, these catego mission quoted the official PWD view loading points along the canal and ries have been wooed by salesmen of In 1949 that practically nothing had larger capacity go-downs at certain the oil, auto, tyre and ancilliary in been done towards maintenance of key points. These seven Items were dustries all of which in the world are the canal system in this area. The estimated to cost a total of Rs. 32.4 multinational giants. Their propaganda PWD's engineer could not inspect the million at that time. No definite has been intense, effective and un canal easily as the engine of his estimates of the volume of cargo to obtrusive. launch had not been repaired or re be carried were worked out at that placed. It was not surprising therefore stage. It was therefore not pos-, The third group, those who travel that the canal system had been so slble to work out the likely return on highways in cars are rather insig neglected. from this investment, though It was' nificant volume-wise, yet are the deci vaguely stated that the return "will] sion-makers. Many an economic feasi Looking back it Is clear that if a be directly dependent on the quan-j bility report that pushes a road-widen comparatively little money and trou tity of material that will be carried". 1 ing, a new road, a new highway fly ble had been spent at that time, as over or even the filling of a pothole, recommended by Donald Rutnam 32 The Committee recommended a. Is readily appreciated and passed for years ago, we would not need so much crash programme for dredging the action because the problem is known, money and effort to restore the canals canal, manufacturing concrete boats, seen and felt to be urgent by those now. As Diandas, drawing on the situa and barges, and constructing exten who make or Influence the decision. tion highlighted by Rutnam: com sions to the Cement Factory at Put-, mented cryptically at a seminar in talam and the Government Food But what about money for canals, 1975, "In 1949 It seems the Executive Stores at Wellsara. , whether for maintenance or for im Engineer could not inspect the canal provement? Which decision-maker sees because his boat engine had conked. I As in the case of many future the canals or knows where they are? believe then as now the roads under reports too the indirect benefits -were A highway improvement justified his jurisdiction would not have lacked emphasised, though hardly quantified by cargo needs will make for better inspection in similar circumstances. The savings due to canal transport car running too. But canal improve Because both then and now If hts car as compared with road and rail tran ment is strictly for goods. Nobody ap engine conked, Jthe repair would be sport were said to be greater on de pears to get visible spin-off benefits. done in an hour or so." preciation and maintenance and alsi on fuel costs. The foreign exchangi 6 ECONOMIC REVIEW, AUGUST 1981 component and expenditure involved In the respective transport methods also showed that canal transport was cheaper. Other possibilities such as COLOMBO—ORUWELA CANAL a reduction in the price of consumer articles as a result of cheap transport provided on the water-way; cutting SOURCE: Feasibility Report on the (just beyond Kaduwela) and then ' down costs further in export items by Development of Canals in Ceylon for along the proposed new canal along making use of barges themselves as Transport Purposes. Preliminary Stage Maha Ela and Pallewella Oya to the temporary stores within the harbour; I-Cchmbo-Oriiwala Ccnal. Research and Steel Factory at Oruwela. It may be relieving the road passenger trans Development Division of the State Eng necessary to construct locks at Bo port services of part of their load; ineering Corporation—December. 1970 miriya and higher up the Pallewella facilities for tourist traffic and busi Oya In order to obtain an adequate ness associated with it; an increase Developing the ancient San Se draft throughout the year. bastian Canal (which serves as an im of land values in areas bordering the portant link between the Colombo Har Due to constrictions along the canals; and reclaiming marshy land bour and the Kelani Ganga) and the route to Oruwela, specially at San In these areas for housing and other Kelani Ganga for navigation during Sebastian lock which is 16 ft. wide, commercial purposes were also listed the dry season up to Bomiriya (near 50-ton barges are recommended for in this report. There was also the Kaduwela) and the Pallewella Oya In immediate use. Subsequently, with potential for large scale labour em to a new canal from Bimiriya to Oru- the development of the overall canal ployment during the period of deve wela. would prove economical from the transport system this lock would be lopment of the canal. An estimated point of view of the Steel Corporation. widened, but for the present 46 ft. 2,100 workers were directly required Their present annual expenditure on long x 12 ft. wide x 3 ft. 6 ins. deep for this work and a further 800 In transport between the Colombo Har draft barges would suffice. Using these directly were to be employed on basic bour and the Steel Factory site would sizes, 16 barges and 7 tugs will be re materials production units. be drastically reduced when this canal quired so that a "shipload of 10,000 is developed into a satisfactory mode tons is unloaded without any delays Over three years later (in April, of transport nr double handling at the harbour 1974) the Government approved in and the optimum practical number principle a proposal for the develop Investments of convoys arrive at Colombo. ment of the Colombo-Puttalam canal and other canals; and decided to ap There is a total investment of The operational time for a com point an inter-minlsterlal committee about Rs. 8,000,000/- which should plete cycle of a convoy Is assumed as to carry out investigations and report be invested in full, since this is a com 5 hours to load into the barges at the on this subject. This committee re paratively small investment and the harbour. 9 hours for passage through commended, in August 1974, a preli fact that the canal is developed for locks and along Kelani to Oruwela, minary stage of development of the the use of the Steel Corporation only. 3 hours for unloading at Oruwela and Colombo-Puttalam canal for trans Investgating the economics of a 9 hours for the return journey, port. The extent of the work envis water transport system for the trans making a total of 24 hours. aged Included deepening the canal port of raw material from the Col iipto a depth of 4 feet from Wattala to ombo Harbour to the Steel Factory at The current (1969) expenditure by Puttalam: while reverting the bank Oruwela — the major items to be con the Steel Corporation on transporting and repairing existing damage to sidered are steel billets, scrap iron, 60.000 tons from Harbour to Fac structures where necessary. Also, Iron ore, wood charcoal or coal, tory is Rs. 1.000,000/-. In addition a the destltine of the St. Sebastian canal limestone and fuel oil. heavy storage bill is also paid from the from Kelaniya to St. Sebastian lock; At present annually 60,000 tons of Steel Corporation to CP.C. on ac renovation to St. Sebastian lock and steel billets are Imported and trans count of delays in transport. With deepening the area of the Belra Lake. ported from the harbour to the fac the commissioning of the canal trans At this time the preliminary stage of tory by road on a tonnage charge. port system, the expected return on development was estimated to cost Rs. This could easily be handled by the investment on the above basis is Rs. 25 million of which Rs. 15 million was proposed Kelani-Pallewella canal sys 700.000 (i.e. deducting a running cost to be spent on manual dredging and tem using locally manufactured bar ot Rs. 300,000/-) not allowing for the disposal of soil. ges and tugs as outlined later on expenditure on demurrage payment. in the report. This amounts to a nett return of 11 percent on the capital invested in the In 1975 a separate Canal Deve Method of Operation lopment Division was set up to under canal system and barge fleet. However take this project. A third draft It is proposed that the imported by making optimum use of the trans report prepared by a Committee of this raw materials be unloaded from the port fleet, the spare capacity could be Division in August, 1975 worked out ship directly into barges. Sufficient developed to bring an additional re details for re-development of this barges are made available wherever turn of 60 percent on the caoltal In canal for transport and envisaged a possible, so that an entire ship load vested. total investment of Rs. 50 million. The of 10,000 tons is transferred from ship report dealt with the other benefits to barges without any delays, double With the development of Phase II of the Steel Factory the total cargo from this investment and considered handling or payment of excessive taking up the development of the Col harbour dues for storage. The barges from Colombo will increase from 60,000 tons per year to 251,000 tons per year ombo-Puttalam Canal in three stages, are towed off Immediately after load to a depth of 4.0 ft. They were: ing and unloading at the factory (consisting of iron ore, coal, lime making optimum use of tugs and bar stone and scrao). This increase could be handled with more barges which Stage I Re-development of the ges. If necessary the billets received existing Colombo-Put in barges may be stored in the Kelani require a comparatively small capital investment. It would also be possible talam Canal from Col or Beira which would be very much ombo to Kochchlkade. cheaper than storage within the har for barges, on their return journey tc bour where high storage rates have to Colombo, to bring back pay loads of Stage H — Re-development of the be paid. bricks, sand and ohter products of existing canal from that area, thereby Improvlne the re Kochchlkade to Ban- Depending on the demand at the turn on Investment. Further, during gadeniya. factory, the barges are towed off, 2 at the slack periods, barges could be a time, along the Kelani to Bomiriya hired out to private users. Stage in - - Re-development of the Canal from Bangade- nlya up to Puttalam. ECONOMIC REVIEW, AUGUST 1981 Thls Committee decided to con fine Its examination to the first stage THE KAPU ELA of transport. Tnis is because there only, on the basis of the proposals are numerous other benefits on which of the Canal Development Division, for (Cut Waterway) the restoration and the development the transport of building materials, of a canai like Kapu Ela can be G- K. K. S. De Silva food cargo and coconut produce bet justified. The most elementary are ween Kochchikade and Colombo. (1) Drainage, (2) Flood control, (3) Ir The waterway which links the Bol In September. 1975. a Committee goda Lake to the Kalu Ganga and rigation. (4) Aesthetic value, (5) Tour- Ism, and (6) Transport. consisting of the Director, Canal De provided communication to Kalutara velopment of the Ministry of Housing is even today called the Kapu Ela In addition to all these a perhaps and Construction: Deputy Food Com (literally — "Cut Waterway"). This more important reason for development missioner (Supplies): and Deputy Dir waterway was constructed at the time of Kapu Ela lies in the fact that It ector. Ministry of Planning and Eco the foreign powers ruled the Maritime could contribute in no small measure nomic Affairs was appointed to make provinces, but there is no definite evi to the desalination of a large span of detailed recommendations for the re dence to indicate whether the Por water close to the Moratuwa region. development of the section of the tuguese or the Dutch were responsible The informal information available in Colombo-Puttalam canal upto Koch for its construction. In later years dicates that the levels of salinity in chikade. Working on the basis, at however, the British appreciably re this area are rather high and practi that time that the cost of manually duced the distance from the Bolgoda cally the water is of little need for hu Lake to Kalutara along the Kapu Ela man utilisation. If Kapu Ela can by a more direct cut. (This was call be develooed to effect the desalination veloped, it can be put to use for tran ed Anstruther Canal, named after Phil process of the canal at certain points, sport of various non-trading commo lip Anstruther who was Collector of this span of water would be of im dities, including machinery and equip Colombo in 1829). mense use in agriculture particularly ment, which could be moved on up to the home gardens which are located on Kalutara, from warehouses in Colombo. The history of the canal abounts either side of the canal in this heavily Although It no longer has the same with folk-lore and stories of romance, populated area. historical function it can serve as a adventure and even the woes and wor useful substitute to the road system ries of the people in the area. This Development of Kapu Ela also can from Colombo to Kalutara which has waterway in its broadest uses can be perform more important functions of to t\ke a heavy wearing and is over considered to link the Kelani Ganga bulk transport where quick delivery is flowing with traffic at present. with the Kalu Ganga. It extends no consideration. Particularly, if de- over a distance of about 30 kilome tres. However, the canal had been cut only at various points linking the natural water spans. Hence from Kalutara cutting of the canal had been continued up to a point where It meets the Bolgoda Lake. Even up to date without much maintenance and repair the canal is in a satisfactory state for transport and navigation. Prom Bol goda Lake the connecting canal which Joins the Beira Lake is the most neg lected and the most impassable. At points the canal has been filled up in Two views of the the recent times and even permanet Kapu Ela. The structures built over this canal, thus transport poten obstructing a renewed use of this water way for economic purpose. tial is evident, as Waterways were a fairly dominant seen in the top mode of transport during the Dutch picture, where times and undoubtedly Kapu Ela would boats ply this have had its economic uses. Histori cal records dating back to the early water way with Dutch period indicate that transport of passengers. Pic trading commodities and even move ment of forces were facilitated by these ture at bottom, canals. is a closer view of However, the economic use of this river at Kalu waterways in recent times has been tara where It sub'ect to a more critical assessment finally leads up to as the other modes of transport have developed with various comparative the sea. and competitive advantages. Canal development in Third World countries, particularly a canal like Kapu Ela, should not be based entire ly on the western oriented economic feasibility studies. It must be em phatically said that inland waterways should be developed for their own sake. Irrespective of whether it effici ently performs the economic functions of an alternative or a substitute mode
8 ECONOMIC REVIEW, AUGUST 1981 propelled canal transport was about tbe commercial cost of transporting gued. The foreign exchange savings 25 cents per ton mile they regarded by canal was 25 cts. whereas by road per diverted ton was estimated at 30 operating costs of canal transport to It was Rs. 1 per ton mile, for building cents on the assumption that the be low when compared to other costs materials: therefore a saving of 75 cts. break even level of cargo was esti of transport. They recommended could be affected by shifting from road mated at 875,000 ton miles per that. it would be profitable for the haulage to canal haulage. - This bene annum. national economy to employ such fit could be transferred to consumers This Committee also listed other transport for whatever cargo that by helping in the reduction of the benefits that could accrue from the could be taken. They argued that price of building materials they ar- dredging of the canal. They sug gested that there could be a benefi cial Impact on the hinterland of the A CHRONOLOGY OF Early in 1978, the Secretary to canal enabling land development and COMMITTEES AND the Ministry of Local Government reclamation, resettlement, agricultural Housing and Construction appointed a production, development of the fish EXPERTS FINDINGS six member committee under the ing industry and promotion of re Chairmanship of the Director Canal creational activities In the area. The In December, 1970 a feasibility re Development Division of the Ministry Committee made a case for proceed port on the development of the canals and representatives of the Ministry of ing with Stage I Phase A (upto in Ceylon far transport purposes was Irrigation, Power and Highways, the Wattala) of the project, which was prepared by the Research and Deve Ministry of Plan Implementation, the then estimated to cost Rs. 6.5 million, lopment Division of the State Engi Ministry of Transport, the Ministry of with half of this sum to be spent in neering Corporation. This investigation Finance and Planning and the Minis 1976. ' studied for development purposes only the Colombo Puttalam Canal, since this try of Local Government, Housing and The Canal Development Division length of waterway had the highest Construction. This Committee which thus started with the execution of cargo potential as compared to the undertook an economic feasibility study Stage I, Phase A. comprising recon nther waterways in the country. of the Colombo Puttalam Canal Deve struction between Kochchlkade and lopment Project reported in June 1978 Wattala. The Government approved In September, 1972, the same Com that Stage I Phase A of the Colombo an expenditure of Rs. 6.5 million on mittee from the R&D Division of the Puttalam Canal project (Hekkita to this section, for Infra-structural works State Engineering Corporation report Pamunugama) should be completed and barge construction. ed oh the preliminary Stage I of the according to its recommendations. Also Meanwhile, a team from the Colombo — Oruwala Canal, having in studies on the potential for develop Netherlands arrived in the island in vestigated the economy of raw mate ment of Stage I Phase B (Wattala to March 1976. to report on possibilities rials transport to the Steel Corporation Colombo Harbour) Stage II (Kochchl of technical co-operation on the re from the Colombo harbour. kade to Bangadeniya) and Stage III habilitation of the Colombo-Puttalam In October 1974 a Committee of (Bangadeniya to Puttalam) of the Col canal. The team submitted two re representatives of various Ministries ombo Puttalam Canal Project should ports; the first on Phase I in July, submitted an interim report on the be carried out as early as possible. 1976. and the second on Phase n In development of the Colombo Puttalam September, 1977. IThese reports dealt '"'anal and other canals. In 1980 another Committee was mainly with the engineering and In September 1975, at a meeting appointed to report on the current technical aspects of transportation on chaired by the Secretary to the Min feasibility of implementing this project. this water-way: canal bank protec istry of Planning and Economic In 1980 the Ministry of Local Gov tion: barge design and construction; Affairs, to discuss the implementa ernment, Housing and Construction and the management and organisa tion of the Canal Development Pro through its Canal Development Divi tional aspects. Including the setting gramme it was decided to appoint sion requested the Directorate Gene up of a Canal Development and Trans a Committee consisting of the Direc ral of International Co-operation (DG- port Authority. tor, Canal Development Division, Min IC) of the Netherlands Ministry of Further, at the beginning of 1977. istry of Housing and Construction and Foreign Affairs to provide transport the Canal Development Division com representatives of the Food Depart economic advice with regard to the missioned one of the members of the ment and the Ministry of Planning envisaged rehabilitation of the Colom original 1970 Committee to carry out to work out the details of the redeve bo Puttalam Canal. a transport and marketing study on lopment of the sections of the Colombo Two transport economists from Phase A Stage I (Hendala to Kochchl Puttalam Canal upto Kochchlkade. The the Netherlands Economic Institute kade) of the Colombo-Puttalam Canal. Committee submitted its report in therefore visited Sri Lanka for a period His report made several recommenda February, 1976. of about two weeks in mid May and tions regarding the cargo to be In March. 1976. a team of four ex submitted to the Canal Development transported along this canal and also perts from the Netherlands carried out Study Committee (which is continuing on providing of facilities to do so.
a study for the 1st phase of the Tech its sittings) its report In early June. Once again in June. 1978 a seven nical Co-operation on the re-develop These two consultants were firmly of member official Committee was ap ment of the Colombo Puttalam Canal the view that "from a national econo pointed by the Secretary to the Min In Sri Lanka. A report "Technical Co mic point of view, the re-develop istry of Local Government, Housing operation Phase I" was submitted In ment of the Colombo Puttalam Canal and Construction, to undertake an July 197*5 to the government. economic feasibility study of the Col must be considered wholly unfeasible ombo-Puttalam Canal Development in January/February 1977 a Trans i.e. contrary to Sri Lanka's economic port and Marketing Study on Phase I Project. They recorded that about Stage I of the Colombo Puttalam Canal interest". Their view was that for trans Rs. 7.3 million had been spent by fHendala — Kochchlkade) was pre port economic reasons it would not be the Canal Development Division, since pared by a Consulting Engineer, Hemal justifiable to rehabilitate the Colombo Its inception In 1975. (From then Peirls. Puttalam Canal. upto date a further Rs. 12.5 million approx. has been spent on this pro In September 1977 a team of con The Canal Feasibility Study Com ject). This Committee recommended sulting Engineers from the Nether mittee is in the meantime finalising its that the originally estimated costs for lands submitted their second report on report and it Is Believed that the re Stage I Phase A. of Rs 6.5 million, rehabilitation of the Colombo Puttalam port of this Study Committee is not had to be revised to Rs 23.1 million. Canal for Phase n Stage I of the as pessimistic as that of the Dutch eco This was mainly due to inflation and Technical Co-operation. nomists. the extra cost of canal bank protec tion amounting to Rs 400,000 provld-
ECONOMZC REVIEW. AUGUST 1981 Lets travel by moonlight FOLK SONGS OF THE WATERWAYS Lets stop over at an ambalama. 8 anil Sarath Ferera Lets share the eight pence worth of treacle Down the ages, waterways have On the cloud-like waves made by And then punt the barge chewing been in use for transportation in Sri the divine nymphs play in the betel. Lanka. No doubt with the changes rivers of the heavens. Social anthropologists consider tra that occured in economic activities fol (•Mythical characters). ditional folk poems and songs as in lowing the advent of the European valuable to understanding social at This folk poem, which tradition titudes of various societies and cultures. colonizers, this mode of transportation dates to the Kotte era, suggests that gained even greater importance. But The paru kavi, which comprise a part the area covering Colombo, Wattala of our traditional folk-song reportolre it appears/as folk and religious tradi and Putturuwa (which may be the pre tion would have it. that even before the has' much liveliness and meaning even to sent Mattakuliya) were areas with day because of some of its unique char arrival of the European colonial pow heavy traffic In paru was or boats. ers in this country, man-made water acteristics. Although these folk songs ways had been used to extend river In the waterways transportation evolved in the context of a particular transport. This tradition claims that technology "pahura" or barge was an occupation, mobility of the boatmen 'Alagakkonara' (circa 1312 AD) built important element. The word 'pahura' and their not being restricted to a a canal connecting Kalu Ganga and the (the raft —( 0500" ) referred to a ves specific place or a geographical area Panadura lagoon for the purpose of sel used to transport loads of logs (as in the case of 'pal-karl') has given transportation, and also had a canal along' the river) while the word them very definite characteristics. For cut near a cemetery called Oorakane 'paruwa' denotes a comparatively instance a wider variety can be no Bahlnatota along the Panadura river. larger vessel also used for journeys ticed not only in the language used down the rivers. The origin of the but also In the experiences related In Nevertheless it was the Dutch who word 'paruwa' can be traced back to them songs. developed and made maximum use of the word 'pakuru" ( tntQdi ) which in We observed earlier that barges or waterways or canals for transportation. the Sinhala language, means 'float paruwas travelled mostly at night When.the British took over from the ing. Over a period of time the word While, the boatmen's folk songs, like Dutch in 1798 there were hardly any 'pakuru' changed to 'paruwa'. In the the folk songs of the field watchmen trunk roads and most transportation Sinhala literary work 'Hansa Sande- (oitfcftSsftm). may have helped them shaya' w come across the word "pa were by waterway. e to keep awake, it also appears to have ruwa' for the first time. Sri Lanka has a rich store house been functional by way of making of folk songs, and a good many are The 'paruwa' which contains a lot known their movements to other barges work songs and hence have acquired of space Is built with safety in mind and so avoid collisions in the dark. a definite occupational character and and provision to carry a large quantity Even though there appear to be association. Among the more tradi of goods. Although it has a slow move occasions when the folk songs of the tional of these are 'Nelum KavT (folk ment and was used in journeys that barge men reflect a sense of solitude; songs sung by groups of women while lasted a number of days, it carried a or work wearines. and had also been transplanting paddy) and'Kamath Gee' variety of goods such as tea. rubber, a mode of entertainment — these folk (sung by men while threshing paddy). copra, graphite, arecanut. timber and songs have also served the purpose of Many occupational folk songs In Sri other items that were to be brought information media, during the hey day Lanka were sung to relieve the mono to the Port of Colombo. It took back of waterway transportation. tony of toll. The peasant in his field goods such as salt, bricks, tiles, pottery For the mobility of the barges, watch-hut (Pala) sang folk songs and etc. that were needed in the villages. meant also the facility to disseminate philosophising on life kept himself The journey down the river, that took news over the terrain they traversed awake in the process; a graphite miner long spells of time, required the 'pa via the waterways. This folk song sang of bis labours as he endlessly kept ru was' to be eauipped with a roof or a perhaps illustrates this. on turning the dabare (windlass) to canopy generally made out of cadjan 8 o(3 ©®d 8>iSS ®c> manually hoist up from the pits, the to safeguard its occupants from the bucket of extracted graphite etc. and hot sun or the torrential rains. The the boatman sang to bis mistress and preparation of food for the journey (Reg os»§0 Sisf^S IS8E?-C63 @&(* maidens fair on his river journeys was done on the vessel Itself, facili as he punted his barges or paru. tated by a hearth set on it Even Like the thamblli from the thamblU today, one could find elders In our vil trees flower 0 ® ECONOMIC REVIEW, AUGUST 1981- 11 ed for this item in 1975. The ex estimated at Rs 15.9 million. The that the canal be completed. It's tent of Canal Bank erosion that was Committee concluded that the "net reasons for completion of this project likely to take place, after dredging cash inflow during the economic were for those other than economic- operations and Increased depth, period of the project does not match transport, such as improved possibi brought about by faster speeds, had the investment". For this purpose the not been anticipated in the first in economic period was taken at only 20 lities of drainage and irrigation, stance. This expenditure was there years. Its recommendation, however, tourism, development of the hinter fore, not foreseen In its full implica was: "although the financial return land etc. This Committee may not tions at the early stages. The Canal on investment from transporting have been able to quantify In money Development Division was now of the building materials and coconut pro terms these other benefits but. the firm opinion that the entire length ducts is marginal, the Committee re reasons were obvious. This will, how should be reinforced, on both banks commends going ahead with the'Stage ever, remain a much disputed issue. of the canal sections, from Hekitta I Phase A of the Project. Investment to Famunugama and from Negombo on redevelopment of the canal should With over seven reports, covering to Kochchikade. The Committee be considered to be an Infra-struc economic and technical feasibility of emphasised that in by-gone days canal tural element, servicing: Transport, this project, the Ministry decided to transport was manually operated. Drainage, Improved Irrigation due to appoint another Canal Development Hence, there was little consequent better drainage. Tourism and the De bank erosion through wave.action. At velopment of the hinterland. Being Study Committee in July, 1980 to re the present moment, however, the an infra-structure element with a view the feasibility of this project. mechanised nature of operating multi-purpose function it should not This was the sequel to a Government crafts, as well as the tendency for be expected that the financial result decision of March 1980 that a feasibi greater speeds (made possible by ad of one part, (viz. transport) of the lity study based on 'current costs' equate depths of canal obtained activities will cover all cost of invest be undertaken. Perhaps with fuel through dredging operations), were ment as well as all maintenance costs and other economic conditions con eroding the canal banks. Therefore, and the operation of the canal." stantly changing a periodical review suitable action needed to be taken to protect the canal banks A strong criticism made subsequ of the situation seemed necessary. This ently by two foreign exoerts was that six member Committee, however, This Committee too listed a range despite the fact that this committee started its sittings only in 1981 as it of other benefits that could accrue arrived at negative results (i.e. initial was expected that foreign expertise from this project. (See box below on investment could not be covered by would join the committee in its sit this page). future revenues over 20 years and this tings. Of the estimated Rs 23.1 million implied a negative rate of return) the balance work yet to be done was that it should have recommended Meanwhile, at the invitation of the Ministry of Local Government, Housing and Construction two trans BENEFITS (OTHER THAN FOR As a result of the re-development port economists from the Netherlands GOODS TRANSPORT) FROM of the canal better Irrigation facili visited Sri Lanka for about two RE-DEVELOPMENT OF THE ties will be provided for the Muthu- weeks in mid May this year and they COLOMBO-PUTTALAM CANAL rajawela area. decided to submit their own report in June 1981. Their findings were There is also much scope for the Since the inauguration of the based mainly on the numerous docu Introduction of passenger boats to ments already available and they Project in August, 1975, not only has ply on the lagoon and canal for re it provided employment to a large stated that in view of all the previ creational purposes. • The General ous investigations only a short study labour force, but the work has also Manager of the Ranwell Tourist Hotel brought about:— would be sufficient to reach the de with whom the Committee had an op sired results. Their main finding, (a) better drainage facilities, portunity to discuss this matter In was that trying to promote canal (b) easier movement to fishing formed the Committee that his hotel Is transport at the cost of other trans crafts, planning to operate a weekly boating port modes (road and rail) would be (c) secure protection to the ad trip from Ranweli to Colombo. This uneconomical and Inefficient. They joining public road as a re Indicates, that there Is a consider were of the firm opinion that from a sult of canal bank protection able scope for developing the canal transport economic point of view re which in turn prevents the area and Negombo lagoon for plea habilitation of the Colombo-Puttalam erosion of this road. sure transport purposes. canal is considered wholly unfeasible; and they recommended that all fur (d) increased tourist promo The C.T.B. has also indicated to the tional activities in the canal. ther efforts In this direction should Canal Development Division that they be discontinued. Their report was In view of the widespread un are looking into the possibility of submitted to the Canal Development employment prevailing in the coun providing boat- trips for tourists. Al Study Committee which is now final try at the moment it is useful to note. though this aspect of additional re ising its own report. The outcome that this project which. Is predomi creation to tourists has hot been quan of this committee's deliberations are . nantly labour Intensive will give, tified, its importance in the back eagerly awaited and can decide the steady employment for over 600 per ground of the extra efforts of the Gov future of the entire project. The sons in the next 2 years. ernment to promote tourism cannot question as stated at the outset, is now With the canal being operational be overlooked. that the canal system is already there; there will be a rapid development of SOURCE: Report of the Com should we keep the system going, the hinterland. Re-development of the mittee appointed by the Secretary and if so on what scale. • The ans canal will enhance the beauty and. to the Ministry of Local Govern wer may be found to an extent In the cleanliness or the area and will faci ment Housing & Construction to accompanying paper by John Dian- : litate better, drainage facilities, eli undertake an economic feasibili das a well informed student of trans minate land erosion, and generally ty Study of the Colombo — Putta port who has written several papers improve the quality of life in the lam Canal Development Project. on waterways: over the last decade hinterland. . . ..':-.•' June 1978. and Is also serving with the current Study Committee. 12 ECONOMIC REVIEW, AUGUST 1981 surviving waterways, especially To have or not to have inland waterways those connecting the River Humber J. Diaudas FCA to the big industrial areas centering on Leeds and Sheffield. 1. One of the fundamental aspects of 8. However, even in the days of air- 10. This- rather international introduc the first commercial growth of in cargo, 70 mph freight trains, and tion serves as a useful background land waterway transport was its door-to-door lorry service, waterways to a discussion of inland waterways association with energy constraints. still retain from 15% to 25% of in Sri Lanka because many of the Energy in pre-industrial Europe and inland transport in most of the attributes are similar. In this America was supplied by man and big industrial countries. The techno discussion the term 'Inland waterway' animal, so that goods and people logy has progressed. Diesel Push- is preferred to 'canal' even were hauled or carried by horses, tugs propel upto 15 barges lashed though rivers do not play a big role mules and men. The fundamental rigidly together, with payloads upto in Lanka. thing about a waterway was that it 15.000 tons. Radar is employed at 11. In fact the 82 miles of the climb- enabled the same horse or man night. Radio connects vessels to free Colombo-Puttalam waterway is to move much heavier loads for the headquarters. Containers reduce the only half canal, being made up of same effort. dwell-time of barges at inland ports. lagoons and rivers with short 2. A second, fascinating aspect of 7. Even so 80% of European firms links of pure man-made canals: early commercial waterway trans engaged in water transport Sections Mis port was the conflict in the use were one-boat-owner-operators and 6 stretches of canal 46 of water between two of the cata 14% of the vessels had capa 4 lengths of lagoon 20 lysts of the industrial revolution, cities of less than 250 tons. Thus Gin & Lunu Oyas 13 namely water-power and transport. in Europe, inland waterway trans Kelani River 3 Watermills were there first on port holds its share of inland every river, and their owners built freight over a considerable range Total 82 local dams to impound and chan of goods, boat-size, and length of nelise the water to turn their haul. Typically in Netherlands, in primitive waterwheels. Their dams ternational traffic moves an average 12. The somewhat derelict Sri Lanka were impediments to river naviga of 100 miles by waterway, and in West coast inland waterways in tion. On the other hand the dams ternal traffic, mostly building fact consist of three connected but ensured upstream stretches of level materials, move typically between different infrastructure systems water which was good for naviga 10 and 40 miles. namely: tion. Colombo-Puttalam waterway 8. Modern 50-ton multi-axle highway Colombo-Bentara waterway 3. The conflict was resolved by pound trucks, moving over autobahns Port-Belra-interconnecttlng system. locks which enabled boats to pass and motorways have made con the dams or weirs with the least siderable inroads into freight that 13. The Colombo internal system of "less" of water for the miller. It be formerly moved by rail or water, yet waterways Is in some senses a came useful, other things being water holds its present share of mere extension of the harbour to equal, for highway river crossings the market. Recent studies by the warehouses situated around the and factories to be located adja OECD (Organisation for Economic two Belras. Each of the cent to the dams, locks and mills. Co-operation and Development) and warehouses has access from the road on one side and a Beira wharf 4. Thereafter river navigation and ECMT (European Conference of Min isters of Transport) have shown that on the other. This system also has man-made canals proliferated, and two large basins for direct inter industry too proliferated at water the biggest factor in choosing the water-way mode is not cheapness or change from lighter to railway side locations. The need to move freight wagon or vice versa. At San goods uphill in one direction was energy-thrift or length of haul, but location of origin and/or destination Sebasian lock the Belras are also met by the lock which enabled connected to the San Sebastian downflowlng water to raise the of goods alongside the waterway. In fact, modern industry and ware canal. Thus this system, though canal boats. So long as water was underused today has the potential available from a higher elevation, housing tends to locate abreast of water, rail and road so as to to relieve the city of Colombo of even climbing was energy-free. All much congestion arising from lorry that was needed was a little push provide future flexibility as to choice of transport mode for raw materials trips between harbour and ware (or pull) from man or animal on houses, between harbour and rail the tow-path, or from poles pressed and finished goods Moreover, most seaports are at river estuaries, and way, and between warehouse and against the bed of the waterway, or warehouse. from sails. The limit to speed was hence by definition are alongside Imposed by the ability of water to inland waterways. 14. The San Sebastian Canal joins part at the boat's helm, and this the Kelani River 3 miles away, and .9. The significant European country near Orugodawatta Joins the net was a function of the Interaction where waterways have all but of energy applied, boat shape size work of local canals to Kolonnawa, closed down, as in Sri Lanka, is Kotte, Wellawatte. Dehlwala, and and load, and the waterway's Great Britain, where the canal draught and width. In practice mania of the 1790's led to prolifera the long waterway south to Bentara speeds of 2 to 3 miles per hour tion of marginal, ill-planned, un- which, like that to Puttalam con were general, but with teamed standardised waterways which could sists partly of cut canals and partly horcss even 12 mph was achievable not stand the competition of the of natural waterways. for special cargo or for passenger early railways, let alone the high 15. The basic advantages of inland boats. ways and motorways of the present waterway transport, some of which era. The factors weighing against have already been mentioned in the i 5. An important aspect was that the waterways In England included introductory paragraphs, and which goods moved were not, as and for carrying 30 tons or less, differing will be discussed below, are:— themselves, in a hurry. Such size constrictions (length, width and . 1 Much less energy required cargo tended to wait long periods at draught) from one canal to the than other modes for the source, or at destination, and the next, lack of co-ordination between same load. time duration of the journey was owners of adjoining canals, and in . 2 Keeps traffic off congested of little consequence. Until the ad sufficiency of water supplies to keep roads (by grade separa vent of steam railways, from 1825 the upper reaches navigable. How tion) onwards, there were no faster prac ever, just now there Is a vigorous . 3 Freedom from serious acci tical means of transporting goods. program to revive and expand the- dents. [ECONOMIC REVIEW, AUGUST 1981 13 . 4 Smooth travel with, low gineerlng Research -and Develop- 23. The damage caused to the high damage risk In movement. ment Centre) could devise way by the passage of lorries, In . 5 Low maintenance cost of the unsophisticated hoists, or chutes or conjunction with rain and weather vessel and the waterway. other transhandllng devices, this induced damage, is the subject of . 6 Multipurposeful (transport, cost should be reducible to a half much world-wide controversy. or a third. Generally it is thought that on drainage, water-supply, fish roads built to adequate design- etc.) 19. Where vehicle crews are concerned, assuming daylight navigation only, standards, the damage effect, and . 7 Enhance environmental qua hence the repair and maintenance lity. a barge round-trip at 4 mph giving allowance for locks and other de cost, is a function of the fourth 16. The corresponding disadvantages power of the load on the axle. . include:- lays, and for loading and unloading, will require 5, 4 or 3 days for Thus a recent study by the US . 8 Probable need for . trans- Federal Highway Administration 50, 40 or 30 miles. Taking four days, shows that a lorry axle carrying 10 handling at one end of the and a crew of two, each 25 tons water Journey. tons causes 7,550 tons as much da of copra will employ 8 man-days of mage as a motor-car axle carrying . 9 Slowness of the Journey and 12 hours on the barge and at least one ton. On the Puttalam road consequent high crew cost. two more man-days for the feeder most lorry axles carry between 4 •10 Loss of control of the cargo trips. By comparison 5 lorries per and 8 tons. Even so the damage by the consignor or con forming one round-trip per day for they cause, along with that of a signee. the whole journey will employ 10 much lesser number of buses, on .11 Consequent higher risk of man-days of eight hours. In this a reputedly under-designed and in deterioration or pilfarage of case of copra, the extra man adequately constructed road, would the goods. power cost consists of the longer probably cause very much more , .12 Unavailability of the barge day, amounting to 10 half-days or damage than that caused by motor for sundry tasks en route 5 man-days which at say Rs 50/- cars. In fact the great bulk of the or on return. per day comes to Rs 250/- or Rs 10/- annual maintenance cost would be 17. Energy: a typical 5-ton lorry should per ton. For 10,000 tons per year lorry-induced. At an estimated cost . obtain an average 13J miles per this extra employment generation of -/15 cents per axle-mile, 1000 gallon of diesel laden with a five and consequent distribution to lorries per day (500 in each direc ton payload one-way and returning labour amounts to another tion) over 25 miles from Maha Oya Rs 100.000/-. to Colombo would cause Rs 7,500 empty. But the canal barge,: with a 25 ton pay-load one way and re 20. Hence, looking only at energy and worth of damage per day or Rs. 2 turning empty, should perform 20 labour, and looking at copra, the million per year on this stretch. miles per gallon of diesel-oil in its energy saving of Rs. 270,000 more By comparison the damage to the outboard motor. One and a half than pays for the extra labour of «• waterway caused by the passage of times the mileage is obtained with both the Journey (Rs 100,000) and boats is nil in lagoons and rivers five times the load, giving a factor the handling (Rs 100,000/-). If, and minimal in canals provided the of 74 advantage. Thus 25 tons of however, one were to look at speed is appropriate to the design copra moving from Chilaw to the heavier or denser cargo, such as of the canal banks. However, bank BCC canal-side warehouses at cement, or bricks, where the lorry damage and maintenance cost Hulftsdorf would need 5 gallons of carries 10 tons of cargo, the barge rises in proportion to the square of diesel for the 100 miles round trip energy saving is less at .008 gal/ton- speed. Thus a diesel powered boat by barge and 37 gallons for five mile as against .013 gal/ton-mile moving at 4 mph causes wave lorries doing the same round trip. for copra (i.e. a factor of 5 instead action on the banks four times as At Rs 27/- per gallon the energy of 7J) and the extra crew labour powerful as that caused by manual cost would be Rs 135/- by barge but is considerably more.. ly propelled boats at 2 mph. The Rs 1000/- by lorry. For a feeder 4 mph boat has been estimated to lorry trip of five to ten miles from a 21. Reverting to advantages of water need -/10 cents worth of bank main*' copra mill to the canal- at Chilaw transport, a recent survey at tenance per barge-mile, which the energy cost, and all other Kochchikade showed about 1000 works out to 0.8 cents per payload- costs, would be the same as for the • lorries per day were plying in ton-mile as against 8 cents highway extra mileage of the main haul . each direction over the Maha Oya damage by lorries. However, fishing lorry running direct from copra mill boats travelling unrestricted at 5 bridge. For a highway which has mph — 6 mph can cause bank to BCC. Hence, the economic issue a capacity of over 500 lorries (or is whether the energy saving of 33 damage which may be difficult to 1500 cars) per hoar per direction recover from them. gallons and Rs 865/- per 25 tons of this Is not a big number. Yet if copra (1.3 gal/ton and Rs 35/ton) As with the maintenance of the together with any other half the lorries could be removed way, so with maintenance of the savings and benefits of water by transfer of their cargo to water 25.. vehicle, the smooth movement of , transport, (or with equal effect to the barge through water compared _j transport will cover the trans- 1 handling cost at Chilaw and the the railway) it could relieve some to the uneven movement of lorry on higher labour cost due to the congestion at bottlenecks like Vic variable quality highway surfaces, - slowness of the barge's Journey. For toria Bridge and Divulgas Junction, and of the lorry wheels and all the - an annual movement of 10,000 tons not to speak of early morning lorry associated moving parts, leads to i covering an average 40 miles the queues, outside BCC near the Ferry very different costs. Barge main- i energy saving would be about tenance has been estimated at 16 '• Street-Sangaraja Mawatha Junc cents/ton-mile against a range from; 10,000 gallons, which at - Rs 27/- tion. , amounts to Rs 270,000/-. 44 cents to 88 cents for lorry. 1 22. Whether the removal of 1000 lorry Summing up all the cost factors, 18. To deal straightaway with trips per day (500 in each direc after taking account of feeder] transhandllng at the canal bank, tion) on the stretch between Ne- 26. lorries to the canal, for every 10,000 j . whether at Chilaw of Nattandiya gombo and Colombo would help to tons of copra transferred from1 or Lunuwila or Kochchikade, at a materially. reduce risk of accident road to water over an average dis piece-work rate of Rs 10/- per ton is a matter for' . statisticians to tance of 40 miles, the net annual (Rs 50/- per lorry-load) the annual work out. Based on per-mite statis savings to the national economy cost would be Rs 100,000/-. If how tics - lorries are less accident-prone 'would be in the following order of: ever continuous monthly or daily than cars, but with lorries the magnitude:- . . paid labour could be used, and damage to life or property per acci NERD (Sri Lanka's National En- dent is likely to be greater. 14 ECONOMIC .REVIEW, AUGUST 1981' Gallons of dlesel oil 10,000 transport. Moreover, urban canals porters pay for produce delivered Value of diesel saving Rs 270,000 can be useful suppliers of non- to their warehouses. Will they take Other resource saving Rs 370,000 potable industrial water supply. In on a transport problem external to Total resource saving Rs 64U,uu0 some countries urban canals serve their gates for the sake of a few less extra labour cost Rs (120,000) as sources of water to fire brigades. rupees extra margin per ton? They Canals with their tow-paths also too have management problems net saving Rs wu.uoO serve as linear parks. All waterways enough within their doors. 27. If man-propelled barges were used, serve as fishing grounds. In 38. Who should own and operate the the resource cost saving would be Negombo and Hendala-Usweti- boats? If a large transport company 12% greater, but extra labour would keiyawa the recently rehabilitated (whether state or private), there will Cost nearly three times as much, canal serves as a way home for be extreme difficulty in managing leaving a net saving of about fishermen and parking space for boats and crews far in distance and Rs 360,000/-. their boats. time from base and in agreeing on 28. At this point it is relevant to ask 32. That it is difficult to quantify the overtime and subsistence rates for whether similar savings could not value of all these uses and benefits crews. If operation is by one-boat- be achieved by the railway. After is no reason to ignore them when . owner-operators, working for negotla- all the railway is there. It is reput considering the return on invest ated tariffs or even acting as traders ed to be underutilised not only in ment for rehabilitation. buying and selling the goods they regard to trains per day per section transport, who will finance the of track and use of yards and 33. Calculating the return on invest ment is indeed fraught with diffi vessels and the cargoes, and which sidings, but also, nowdays, in regard boat-owner will idle in times (as in to wagons. Furthermore railways, culties because any computation is extremely sensitive to variation in Europe in recent decades), when ex like waterways, are inherently cess capacity competes for declin thrifty in energy, maintenance and many of the assumptions that have to be made for such unknowns as ing volumes of cargo. These are depreciation because of the smooth some of Institutional and operating movement of steel wheels on steel cost of barge operation, actual energy consumption of barges, problems for which easy answers rails. Trains are also man-power are not available, and which will thrifty in that a crew of 3 or 4 can trains and lorries, future costs of barges and many other factors. reinforce inertia in the existing pat move several hundred tons of cargo. terns of trade in the relevant cargos. Finally, railways relieve highways of 34. For example two Dutch transport „ Although clear cut overall advan congestion, accidents and air pollu economists who reported recently tion. It is true the railway does tages may be difficult to prove to were unfortunate in picking on two the market, if not to economists and not have an unloading point at the less suitable commodities, bricks and BCC or any other coconut oil mill, cement, both of which have neither planners, there Is a future for the nor alongside loading potential for origin nor destination at water existing waterways (and even for Palavl salt. But it does have direct side, compounded it by obtaining extensions through the lagoon sys feed from the Puttalam Cement outdated size and weight of local tems to Galle and Matara) which will Factory's packing plant conveyors, bricks', and came up with an ad become more apparent as the real and a cement warehouse Inside verse set of figures which fortified price of oil tends to increase with Maradana yard. their own native conception that diminution of world-wide supplies barges as small as 25 ton of this finite commodity. A decision 29. If one could extrapolate from the payload over short distances cannot to release monies for rehabilitation copra example and guesstimate that needs considerable foresight and be economic. They furthermore faith. Yet in purely resource terms intensive canal transport could drew on international experience as save resources to the tune of say to equality of energy-intensiveness the Investment is largely in em Rs 5 million yearly, and that this between rail and water which is ployment of unskilled labour to would necessitate an investment In valid for 12 mph barges.but not for dredge the bed. obtain and crush rehabilitation of over Rs 100 million, 4 mph barges as proposed In rock and reconstruct bank and tow then would not a like modal trans Lanka. path. fer from road to rail save like re fl This need not be a once and for all sources with no Investment need at 35. However a complete examination of massive short term project, but all. The sensible answer is that the all possible cargos for Inland water could be gradually done over the railway ought to take on all that transport. Including bricks, tiles, years with available local resources, it can, that even a lesser saving clay, sand, coconuts, copra, fibre, with the proviso that transport in the order of Rs 2 million is dessicated coconut, cement and salt benefits do not accrue mile by mile, worthwhile capturing, and that in can produce varying degrees of but only when the Colombo sections vestigation is needed of why so economic advantage and disad are made navigable and specific much cement travels from Palavl vantage for each one depending on origins, such as Waikkal or Nattan- to Colombo at a road cost of the assumptions made. diya are reached. Certainly the in Rs 4/- to Rs 6/- per bag in the 36. Morover, even if an undoubted vestment already made on original face of a quoted railway rate of economic transport advantage could construction, and recently on only Rs 1/50. be proved, to which should be added rehabilitation from Hekitta to 30. This fact of life leads on to inquiry some value for non-transport bene Negombo cannot be put to use un as to what non-cost factors inhibit fits, it does not follow that cargo less, at a minimum, the section to cement from moving cheaply by will rush to waterside as soon as the Maha Oya is made navigable. rail, and whether similar factors the boats are afloat. 41. Finally, if present acclaimed diffi would Inhibit cement, or copra, or 37. At present cement, salt, bricks and culties force postponement, as it bricks or any other commodity from tiles are sold at place of manufac has to the Mahaweli Railway, it is moving by canal. ture to lorries which come to collect of fundamental importance that the .31. But before discussing these Inhibi a lorryload. Why should the manu right-of-way of all the canal sections tors, one should also look at the facturers bother how they are and their branches is legally protect non-transport advantages and transported? Even if they could get ed from encroachment. Better would functions of canals. In urban areas a higher price in Colombo, more be to allow reasonable annual sums I rain water drainage is an impor- than sufficient to cover the cost of for maintenance of what has already i tant function, so much so that most water transport, will they take on been done and for slow steady of the Colombo canal network added problems when all of them progress into Colombo and north ; ought to be dredged and bank- have enough problems inside their ward toward Chilaw. so that ' protected for reasons of drainage own premises. At present coconut something will be available when • and civic amenity without regard to oil mills, and fibre and DC ex the real energy crunch comes. -ECONOMIC REVIEW, AUGUST 1981 15