By Adolf

The Sri Lankan government’s latest attempt to rescue SriLankan Airlines from its staggering Rs. 340 billion balance sheet hole raises one glaring question: Could the AKD administration really not find better people than Duminda Hulangamuwa and Hans Wijayasuriya?

The decision to appoint a new Restructuring Committee, supported by the World Bank’s IFC, signals a welcome shift from sterile debates over ownership toward long-term commercial viability. Yet this strategic pivot is fatally undermined by the personnel chosen to steer it. The committee is chaired by Dr. Hans Wijayasuriya (Presidential Adviser on Digital Economy) and includes Duminda Hulangamuwa (Senior Presidential Economic Adviser) and Deshal De Mel. For those paying attention, these names are not symbols of reform; they are relics of the catastrophic Gotabaya Rajapaksa administration.

Let us not rewrite history. During the Gotabaya era, Hulangamuwa and Wijayasuriya served as key economic and digital advisers while the nation careened toward bankruptcy. They were at the table when the treasury—with Deshal De Mel playing a role in the Finance Ministry’s SOE restructuring unit—oversaw the infamous waste of Rs. 200 million of public money on a consultancy-driven restructuring process that produced zero privatizations. Not a single state-owned enterprise was successfully divested. The exercise was a masterclass in bureaucratic failure: millions spent on reports, foreign advisers, and internal workshops, yet the fiscal hole only deepened. To appoint the same individuals who presided over that fiasco to now fix the airline is not reform; it is a ritualistic repetition of error.

The government defends this move by citing the need for expertise in corporate strategy and public administration. But what expertise did Hulangamuwa and Wijayasuriya demonstrate last time? Hulangamuwa has still not answered for the NDB Bank fraud amounting to Rs. 13 billion. The EY brand in Sri Lanka is now a joke. Without retiring gracefully, he looks for more positions. These advisers witnessed the collapse of Sri Lankan debt, the paralysis of state enterprises, and the exodus of foreign reserves. Their “strategic review” under Gotabaya produced no tangible restructuring, no improved governance standards, and certainly no fiscal relief. Now, the same failed professionals are tasked with patching a Rs. 340 billion hole in SriLankan’s balance sheet.

Tragedy of Governance

The contrast is stark. While the airline’s operational performance has improved—EBIT rose 13.8% to Rs. 26.4 billion—legacy debt and forex losses have widened the net loss to Rs. 23.2 billion. The task requires fresh, untainted financial engineering, not the recycled ideas of those who previously wasted public funds. The government claims this committee will work with the IFC to evaluate strategic partnerships and capital reorganisation. Yet how can investors or the public trust a process led by individuals whose last major assignment ended in a Rs. 200 million waste and zero results? Furthermore, the committee’s mandate extends beyond diagnosis to execution oversight. Given Hulangamuwa and Wijayasuriya’s record—oversight failed, money vanished, and not a single asset was privatised—there is little confidence they can now navigate the treacherous waters of airline restructuring.

Sri Lanka does not need another high-powered committee of familiar failures. It needs accountability and fresh talent. Until the government stops recycling the architects of past disasters, the Rs. 340 billion hole will remain not just an airline problem, but a crisis of credibility. Gotabaya was buried by them. They will do the same to President AKD.

While the United Nations has formally concluded its emergency response to Cyclone Ditwah, officials warn that Sri Lanka is only at the beginning of a far more complex and costly recovery phase. The disaster, which tore through the island in December 2025, has left behind extensive destruction requiring an estimated $3.4 billion for resilient reconstruction and long-term rehabilitation.

The cyclone triggered widespread flooding and landslides across all 25 districts, severely damaging infrastructure, homes, and livelihoods. Government assessments indicate that around 113,000 houses were either damaged or completely destroyed, leaving tens of thousands of families still displaced months after the event. Women, children, plantation communities, and informal-sector workers were among those most severely impacted, with many continuing to struggle to regain stable housing and income.

Although the emergency phase provided critical relief to over half a million people, humanitarian officials stress that recovery needs are now significantly broader in scope. Many displaced households are still living in temporary shelters or with host communities, while unresolved issues around land ownership and permanent resettlement continue to slow rebuilding efforts.

The UN has stated that while immediate humanitarian operations have ended, its engagement in Sri Lanka will continue through support for reconstruction, housing initiatives, and community resilience programmes. The focus is expected to shift toward rebuilding safer infrastructure, restoring livelihoods, and strengthening disaster preparedness systems to reduce future risk.

Cyclone Ditwah has also renewed concerns about the increasing intensity of climate-related disasters in the region. Officials warn that extreme weather events are becoming more frequent and severe, placing additional pressure on vulnerable island nations like Sri Lanka. The UN has called for greater investment in climate resilience, early warning systems, and disaster risk reduction strategies to prevent similar large-scale devastation in the future.

The recovery effort is expected to require close coordination between government agencies, international partners, and local communities. Authorities emphasise that rebuilding must not simply restore what was lost but improve resilience against future shocks, particularly in high-risk districts that experienced repeated flooding and landslides.

Despite the end of the emergency phase, both national and international stakeholders acknowledge that the humanitarian impact of Cyclone Ditwah will be felt for years. The transition now underway marks a shift from immediate survival needs to long-term reconstruction challenges that will test financial capacity, governance, and community resilience across the country.

The Government’s decision to appoint Dr. Hans Wijayasuriya as Chairman of the Strategy and Restructuring Committee of SriLankan Airlines has triggered both optimism and debate among aviation, corporate governance and public policy observers.

Widely regarded as one of Sri Lanka’s most successful corporate executives, Dr. Wijayasuriya built his reputation through the telecommunications sector, leading Dialog Axiata’s transformation into the country’s dominant telecom and digital services provider. More recently, he has played a central role in the National People’s Power (NPP) Government’s digital transformation agenda while also serving as a Presidential Adviser.

Supporters of the appointment argue that SriLankan Airlines’ biggest challenge is not aviation expertise but strategic reform. The national carrier has accumulated years of financial losses, operational inefficiencies and governance concerns. In this context, they say, the Government requires a proven transformation specialist rather than a traditional airline executive.

Dr. Wijayasuriya’s experience in restructuring large organizations, introducing technology-driven efficiencies and managing complex stakeholder environments is viewed as a valuable asset. Proponents note that airlines worldwide are increasingly becoming technology-intensive businesses where data analytics, digital customer experiences, automation and operational integration play critical roles.

His supporters also point to his international corporate exposure through the Axiata Group, arguing that SriLankan Airlines needs fresh thinking rather than approaches that have failed repeatedly under aviation insiders.

 However, critics question whether telecommunications experience can be directly translated into the highly specialized aviation industry. Airlines operate under complex international regulatory frameworks, fleet management requirements, route economics and safety standards that differ significantly from telecommunications.

Another concern relates to workload and potential overextension. Dr. Wijayasuriya is already heavily involved in the Government’s ambitious digital transformation programme, one of the most extensive public sector reform initiatives undertaken in recent years. As Presidential Adviser, he is expected to contribute to multiple strategic national projects.

Industry observers privately question whether one individual can effectively devote sufficient time to both a demanding national transformation agenda and the restructuring of SriLankan Airlines, itself a full-time challenge.

The issue of age has also entered the discussion. While supporters argue that experience and institutional knowledge are invaluable, critics suggest that the Government should simultaneously cultivate younger leadership capable of driving long-term reforms in state-owned enterprises.

Questions have also emerged regarding governance and concentration of influence. Some analysts argue that assigning multiple strategic responsibilities to a single individual risks creating dependence on a limited pool of decision-makers.

Nevertheless, many acknowledge that SriLankan Airlines requires urgent intervention. Whether Dr. Wijayasuriya’s appointment becomes a turning point may ultimately depend less on his telecommunications background and more on his ability to assemble a strong team of aviation, finance and restructuring specialists.

For now, the appointment represents a high-profile experiment in applying digital-era leadership to one of Sri Lanka’s most challenging state-owned enterprises.

A parliamentary inquiry into the theft of $2.5 million from public funds has uncovered alarming shortcomings in the Government’s digital infrastructure, exposing vulnerabilities that cybersecurity experts say should never have existed within a key financial institution.

The revelation emerged during recent proceedings of the Committee on Public Finance (copf), which examined the circumstances surrounding the cyber theft of Treasury funds reserved for servicing government debt obligations.

Among the most troubling findings was evidence that the Finance Ministry had reportedly been operating an email server without cybersecurity support for nearly five years a deficiency that investigators believe may have contributed to the successful execution of the fraudulent transactions.

Committee Chairman Dr. Harsha de Silva described the discovery as a major warning sign, particularly at a time when cyberattacks targeting public institutions are becoming more sophisticated and frequent worldwide.

The fraudulent transfers are believed to have originated through email communications, placing renewed focus on the security standards governing government digital systems. Experts have long warned that unsupported or outdated email infrastructure can create opportunities for phishing attacks, credential theft, and unauthorized access to sensitive financial information.

Dr. De Silva questioned how a critical state institution responsible for handling public finances could continue using technology lacking adequate cybersecurity protection in an era of escalating digital threats.

The issue surfaced as lawmakers examined broader failures linked to the incident. Testimony before the committee suggested that weaknesses extended beyond technology and included procedural gaps, unclear reporting structures, and uncertainty over decision-making responsibilities once suspicious activity was detected.

The investigation has also revealed disagreements between the Treasury and the Central Bank regarding accountability for the theft. However, committee members emphasized that the focus should extend beyond assigning blame and address the systemic vulnerabilities that made the fraud possible.

Several agencies are now involved in efforts to recover the stolen funds and identify those responsible. Investigations are being conducted by the Criminal Investigation Department (CID), police authorities, and independent forensic auditors specializing in cybercrime and financial fraud.

While recovery efforts continue, officials have acknowledged the possibility that some or all of the funds may never be recovered. If that occurs, taxpayers will ultimately shoulder the financial burden.

Evidence presented before the committee indicated that unrecovered losses would need to be absorbed by the Government through future budgetary adjustments, effectively transferring the impact of the theft to the public purse.

The incident has reignited concerns about cyber resilience across Sri Lanka’s public sector, particularly as government agencies increasingly rely on digital platforms for treasury operations, debt management, and financial transactions.

Lawmakers now face mounting pressure to strengthen cybersecurity frameworks, modernize outdated systems, and establish clear accountability mechanisms. As the Committee on Public Finance prepares for further hearings and awaits additional submissions from relevant institutions, the case is increasingly being viewed not merely as a financial crime but as a wake-up call about the state of cybersecurity within government.

The committee’s eventual recommendations are expected to shape future reforms designed to prevent similar breaches and restore confidence in the protection of public funds.

While Sri Lanka’s Bandaranaike International Airport faces growing passenger demand and increasing pressure on its single-runway operations, some aviation experts argue that the real challenge lies not in infrastructure shortages but in operational inefficiencies.

Former Civil Aviation Authority Director General Themiya Abeywickrama believes that BIA’s existing runway is capable of handling significantly more traffic than it currently accommodates. According to him, institutional shortcomings, outdated operational practices, and inadequate supporting infrastructure are limiting the airport’s performance far more than runway capacity itself.

At the centre of the debate is the airport’s approach to air traffic management. Abeywickrama notes that aircraft at BIA are often separated by approximately seven minutes during landing operations, a figure he describes as excessively conservative compared with international standards. Major airports around the world routinely manage aircraft movements at much shorter intervals while maintaining safety requirements.

To support his argument, he points to London’s Gatwick Airport, one of the world’s busiest single-runway airports. Despite operating primarily with a single runway, Gatwick handles hundreds of thousands of aircraft movements annually and can manage dozens of departures and arrivals within a single hour.

The comparison has fueled questions about whether BIA’s capacity limitations are being overstated. Aviation specialists suggest that improvements in air traffic control procedures, staff training, and operational confidence could substantially increase runway utilization without requiring expensive new infrastructure.

Another critical issue identified by experts is the absence of high-speed exit taxiways, commonly known as rapid-exit taxiways. These specialized connectors allow aircraft to leave the runway quickly after landing, reducing occupancy time and enabling the next aircraft to use the runway sooner.

At BIA, aircraft often have to slow dramatically before making sharp turns toward terminal areas. This process keeps aircraft on the active runway longer than necessary, creating congestion and reducing overall operational efficiency.

Abeywickrama argues that investing in rapid-exit taxiways and other targeted improvements would generate immediate benefits while costing only a fraction of what would be required to construct a completely new runway. He also cautions that a second parallel runway would only be effective if adequate separation distances are maintained. A runway built too close to the existing one, he warns, may deliver limited operational advantages despite its enormous expense.

These observations come as the government considers recommendations from an international airport master plan that advises against constructing a second runway before 2055. The proposal instead focuses on modernizing the current runway and improving supporting infrastructure.

The debate highlights a broader question confronting Sri Lanka’s aviation sector: should billions be spent on new construction projects, or should authorities first maximize the efficiency of existing assets? For now, policymakers appear to be favouring operational improvements, but industry experts say the effectiveness of those reforms will ultimately determine whether BIA can meet future demand without a second runway.

Deputy Minister of Environment Anton Jayakody told Parliament that proposed amendments to the National Environmental Act (NEA) will introduce an Extended Producer Responsibility (EPR) framework, placing greater responsibility for waste management on manufacturers and importers.

Speaking in Parliament, the Deputy Minister said the new framework is based on the internationally recognized “polluter-pays principle”, which shifts the responsibility for collecting and recycling waste from the public sector to producers.

Under the proposed system, manufacturers, importers, and brand owners will be required to collect and recycle a specified percentage of the plastic and polythene products they place on the market. Current proposals envisage collection and recycling targets increasing progressively, potentially reaching 50% in the first year, 60% in the second year, and 80% in the third year.

Jayakody emphasized that the legislation is designed to ensure that producers bear the financial and operational costs of waste management rather than passing those costs directly onto consumers.

To facilitate implementation, the Environment Ministry plans to provide a three-year grace period for companies to establish the necessary collection and recycling infrastructure before strict enforcement measures and penalties take effect.

As part of the new framework, producers will be required to participate in a Mandatory Reporting and Collect-Back (MRCB) system, through which they must regularly report their waste collection and recycling performance to the Central Environmental Authority (CEA).

The Deputy Minister noted that consumers will not be charged directly for standard municipal waste disposal services. However, households will continue to be responsible for properly managing their waste, including separating biodegradable and non-biodegradable garbage and handing it over to local authorities for collection.

He further stressed that improper disposal methods such as dumping, burning, or littering waste in public places will remain prohibited.

The amendments form part of a comprehensive revision of the National Environmental Act No. 47 of 1980, which has now been submitted to Parliament, marking the most significant overhaul of the legislation in more than two decades.

An indictment has been filed in the Colombo High Court against former Economic Development Deputy Minister S. M. Chandrasena over the alleged misuse of government-imported seed maize intended for low-income farmers.

The indictment was filed by the Commission to Investigate Allegations of Bribery or Corruption (CIABOC), which alleges that Chandrasena unlawfully influenced public officials in the Anuradhapura District to divert seed maize stocks purchased with public funds from their intended beneficiaries.

According to the charges, the alleged offence took place between January 1 and December 31, 2014. CIABOC claims that 36,000 kilograms of seed maize, imported for distribution to low-income farmers at concessionary prices, were instead distributed among associates of the former minister.

The prosecution further alleges that Chandrasena exerted undue influence over public officials, including the Director of Planning attached to the Anuradhapura District Secretariat, to facilitate the distribution.

CIABOC has filed two charges against the former deputy minister under Section 70 of the Bribery Act in connection with the alleged incident.

The case is expected to proceed before the Colombo High Court.

Sri Lanka has successfully reduced its daily expenditure on vehicle imports from an average of USD 5.27 million to USD 3.9 million through measures introduced to curb imports amid ongoing economic pressures, Deputy Minister of Finance and Planning Dr. Anil Jayantha Fernando told Parliament.

Speaking yesterday (12), the Deputy Minister said that vehicle imports had averaged USD 5.27 million per day under normal conditions in 2025.

However, he noted that uncertainty surrounding the economy and public concerns had triggered a surge in vehicle imports, pushing daily spending to as high as USD 6.8 million as importers rushed to bring in vehicles.

Dr. Fernando said the ongoing conflict in the Middle East has created economic challenges for Sri Lanka, particularly through higher fuel prices and increased pressure on foreign exchange markets.

In response, the government introduced several measures to manage the situation, including appealing to the public to limit vehicle imports and implementing mechanisms to control the volume of imports entering the country.

According to the Deputy Minister, these efforts have already yielded positive results. During the first eight working days of June, excluding public holidays, Sri Lanka spent USD 31.72 million on vehicle imports, bringing the daily average down to USD 3.9 million.

“This demonstrates that vehicle imports have fallen to a level even lower than what we initially expected,” he said.

Dr. Fernando further warned that if the Middle East conflict continues to intensify, the government will need to closely monitor its impact on the domestic economy, particularly with regard to foreign exchange demand, import expenditure, and overall economic stability.

The Ministry of Education has informed students sitting for the 2026 G.C.E. Advanced Level Examination that schools will remain open until August 7, providing additional time for revision and final examination preparation.

According to the 2026 school calendar, the first phase of the third school term for Sinhala and Tamil medium schools will run from July 27 to August 7, offering a total of nine school days ahead of the examination.

The Ministry has urged candidates to make full use of the remaining classroom sessions and maintain regular attendance to maximize their preparation for the national examination.

The 2026 G.C.E. Advanced Level Examination is scheduled to be held from August 10 to September 5, 2026.

Meanwhile, education authorities stated that all necessary arrangements for the conduct of the examination have been finalized, with thousands of candidates expected to sit the examination across the country.