An engineering perspective of the past, present and future of Railways

December 25, 2011, 12:00 pm 

Eng. B. D Rampala Memorial Lecture

The 9th Eng. B.D Rampala Annual Memorial Lecture organised by the Institution of Engineers, Sri Lanka (IESL), was held at the Wimalasurendra Auditorium of the institution on 20th December 2011. This year’s lecture was on the theme ‘An Engineering perspective of the past, present and future of Railways’ delivered by Eng (Prof) Amal Kumarage (Senior Professor of Civil Engineering, Department of Transport & Logistics Management, University of Moratuwa).

The significance of the theme and contents of the lecture that follows would surely be not lost on policy makers, administrators, professionals etc. and who could help revive the Sri Lanka Railways at the present times. The late Eng.B.D Rampala, as General Manager, Sri Lanka Railways (1955 -70) had risen up to the occasion when the country needed its sons to decide its own destiny. His sterling performance in that seat won acclaims both within and beyond the shores of our country and set an example to all others.

The IESL is the premier professional body, incorporated by an Act of Parliament, to serve the science and practice of engineering in Sri Lanka. It piously commemorates the engineering greats of the past who gave invaluable service to the country during their lifetime, with memorial lectures on themes that are relevant to the present times. The IESL which has over 14,000 members on its roll currently had the honour of having the late Eng. B.D Rampala as its President in 1958.

Continued from Saturday

Again it could be argued that many GMRs and railway men have tried in more recent times many innovations, improvements and developments. But sadly the processes that are needed to complete such initiatives were not in place. The professional judgment was not allowed freedom to implement. Political considerations have over ridden engineering considerations. A good example of this is the attempt to double track the track between Kadugannawa, Gampola and Kandy to run a suburban train service. However this was not allowed due to issues raised on regaining railway reservation required for double tracking. Thus the space available for engineering leadership and leadership of engineering institutions to perform as technical institutions has almost become non-existent.

Thirdly Eng. B.D. Rampala was a man with the People’s welfare in mind

Even though he planned and implemented many technological advancements Mr. Rampala was one who also realized that the needs of the people must also be met through these developments. It was during this period that the construction of new stations that were more spacious with better facilities such as retiring rooms, canteens, long platforms with roof covers were carried out in Anuradhapura, Jaffna, Kandy, Nawalapitiya, Galle and Trincomalee under priority. Eng. Rampala also led the localization of the CGR from very British practices. For example the new station building did not follow British Architecture. He also started giving Sinhala and Tamil names to trains and locomotives.

One Mr Senguttava wrote to the press in 2010, about Eng B.D. Rampala following his 100th Centenary lecture that ‘many benefits to commerce, social cohesion and mobility have flown from his altruistic thoughts. …. and that his name will be remembered along with the immortal Yal Devi for a long time to come ‘. Such is the fondness with which he is remembered by people who felt he was sensitive to the culture and needs of all the people of Sri Lanka.

Rampala appears to have been a servant of the people in the true spirit. He is often remembered as one who never took credit for his many innovation or his successes. He was never shy of publicly giving credit to his juniors. It is said that such instances never failed to inspire his juniors to even greater heights. Their welfare and potential seem to have been his pre-occupation.

Yet he was firm and tolerated no slack or bluff. Eng ARP Wijesekera recounts his experience with Mr. Rampala as his boss where he states that ‘good understanding of one’s work led to advice and guidance from Eng. Rampala. Bluff on the other hand received short shrift’. In other words he appreciated the hard work and commitment and took to task anyone who did not demonstrate these qualities adequately. ‘He knew about every branch of engineering and no one could pull wool over his eyes’ is what Mr. Paul Senarathne also a former railway engineer and one of the most illustrious Executive Secretaries of IESL, wrote about him in the IESL Felicitation volume on Eng B.D. Rampala in 1989.

In fact he nurtured many of his juniors to great heights. Eng. ARP Wijesekera who was one of them, recounts that ‘on his first week of the job as the newly promoted Deputy Chief Mechanical Engineer where he had keenly reported on his progress on solving a problem of a burner in one of the engines. To which Rampala’s cold reply has been ‘you seem to be able to do only one job at a time’. Wijesekera who himself went on to become Chairman of the CTB and several other organisations says those were the words that had the biggest impact and shaped his life most thereafter. How such words have changed and shaped his juniors has been seen in the life of many railway men such as Mr P. Rajgopal, Mr. N.A. Vaityalingam, Mr Paul Senaratne, Mr L.S. de Silva and Mr A .Chanmugarajah almost all of whom went on to become leaders in both the railways and in engineering with many of them holding position at the IESL also.

In 1982 he addressed the 76th Annual Sessions of the IESL as its Chief Guest possibly the only time in the history of the IESL that one of its own members was invited as the Chief Guest. He observed how Sri Lanka needed to move on towards industrialization and the need for establishing a global reputation for quality products so that could compete effectively in the international market. His knowledge of world markets and of international trade was to me, deep and profound. He has spoken with strong views on the need but yet caution of getting foreign investment and obtaining international credit and of joint ventures at a time when even experts in financing were yet to be fully conversant with these financial instruments. It is no wonder that he tried to and understood the forces that shaped the society in which the people he served lived. This is so very important for engineering leaders of today and tomorrow to think outside of mere engineering technology and in fact be competent in doing so. Their thinking and actions must be shaped by world affairs, economics, culture and even philosophy. We can only serve the people we work for when we understand, appreciate and can stand up against the forces that shape their world and lives.

It has been said that it was not due to lack of logic in asking that railways did not get enough funding, from the Treasury but due to lack of logic in national priorities. But it needs to be said here that engineers need to rise about technical logic to economic, financial and even political logic. This is where it appears Rampala was a maestro.

Finally, Eng. B.D. Rampala, what can we learn from his life and work?

Another former GMR Mr D.C. Lelwela who served in the late 1980s notes in the Felicitation volume put out in honour of Eng. Rampala in 1989 that Mr Rampala ‘rose above all his contemporaries and his predecessors. He moved like a Colossus. None could and none ever had challenged him in matters of Engineering because of his masterly techniques of handling engineering problems and his profound knowledge of the theory and practice of the science of engineering.

It is clear that Mr. Rampala practiced his engineering with ease and pleasure. He was comfortable in the cab of a locomotive, the workshop or the board room. It was not cheap popularity that he sought but application to real life problems to work shoulder to shoulder with all ranks. He did not compromise his professionalism just for acceptance by people at different levels. In fact professional aptitude appears to have been the basis and the only basis for his work and leadership.

It is also clear that Eng. B.D. Rampala was recognized as an engineer and a leader of engineering. In a country where engineers have had little or no public recognition for the vast contributions they have made, where few if any, streets, stamps or buildings have been named or issued after them. Neither are there any noteworthy commemorations or memorials of engineering or of engineers. Few engineers are known in the public domain. Fewer still are considered national leaders. Eng B.D. Rampala was certainly such of his times and possibly even now. Engineers and in fact professionals of any walk who have commanded such recognition from the general public have only been a handful. This further exemplifies the contribution that Eng Rampala made.

He was truly a leader both within and outside the railways. He was not a big fish in a small pond. His leadership saw him venture out from the railways to other engineering sectors and institutions. He was one of 9 railway men who went on to become President’s of IESL.

His leadership was inspirational to junior staff. He was able to respond to emergencies as well as provide leadership for long term institutional capacity building. He understood the people he served and put country, people and the institution well above his personal interests or even that of the political masters of that time.

Mr. John Diandas former Chairman of Chartered Institute of Transport and of the National Transport Commission is another that could be spoken of as highly as Mr. Rampala. John says of Rampala, ‘that he was a leader par excellence and that he had everything going for him. Rampala was learned and scholarly, tall and wealthy, respected in the engineering profession and by the administrative and political communities’.

It is only in the writing of John Diandas that I find any material on the debit side of the account on Mr. Rampala. Mr. Diandas states that his weaknesses were the anti-pathy for electrification and over enthusiasm for diesel-mechanical locomotives, presumably a reference for his decision to import W1 and W2 diesel-hydraulic locomotives in 1968/69. But even heros are human. However he did not allow any professional weakness to bring him down where he was strong.

In every way he was a legend of that time. In fact I can confidently say that the legend lives on. In fact he can be called a living legend. He example stands before us to challenge us as to how each of us responds to the situation we are in. His life begs for followers. His work invites emulation. Each of us no matter what our profession is, needs to think of what legend we ourselves will leave behind. Are they stronger institutions and a better country? Or would it be something weaker than when we first joined.

His influence on the railways so powerful that people in the railways divide time itself into a pre-Rampala era, the Rampala era and the post-Rampala era. Such was the impact of a single life on the institution he led. May each of you find the will and the strength to become true professionals in your own vocation. May you be a blessing to others as Eng. B.D. Rampala was to the whole of this country.

The chips maybe down for the railways even though the future opportunities are many. It may seem that the railway era is over. It seems that even a Colossus such as Eng. B.D. Rampala may not have found a way out of the current situation the railway finds itself.

Mr B.B. Perera a former Railway Engineer has recorded that the many achievements during the time of Mr. Rampala were possible due to high standard of discipline and dedication to work displayed by all railway men. This again is another problem facing the current railways and in fact in all of society in general. There is a lack of adherence to discipline or the desire to be committed to any cause or concern other than one’s own welfare.

This is where engineers should learn yet again from Eng. Rampala, that we should love what we do so that it grows in value and appreciation in the eyes of others. During Eng. Rampala’s time he truly converted the railways from being just an economic asset to a national symbol. We therefore cannot simply treat it or right it off as a bad account or a bad investment or a loss making institution. It is true that there are many areas the railway can and should become more effective. It should also become more efficient. By doing these they should reduce the burden that is placed on the taxpayers and the very people it strives to serve. The innovation for cost reduction, downsizing of staff with modernization such as what happened with electrical signaling during Mr. Rampala’s time have to be carried out to make it economically and financially viable.

However, the bigger threat is forget that it is a national asset. With rapid motorization imposing constraints on road transport and consequent issues of congestion and pollution, railways world over are making a comeback in different forms. Rail based rapid transit through different from conventional rail is yet another more modern extension of the technology. The high speed trains in Japan, France and now in China are a competition to air transport. Freight railways in North America and in fact many parts of the world are making profits and challenging trucking. Thus the return of the railways to Sri Lanka is possible though daunting. The railway needs to meet this challenge head on. There is not much time to lose before the impatience of those who have a lesser understanding of its potential will demand more drastic action.

It will not be as easy as it was for Eng. Rampala who had the processes and the people to support him. Now is perhaps the time for many Rampala’s to bloom not just in the railways but in the field of engineering in Sri Lanka. The task will be harder and the risks higher. But it is just possible that the cost of not doing anything maybe even higher.

We need Sri Lankans to learn to love what we should preserve. Can one imagine for a moment that India would allow its prestigious Indian Railways to be managed by another country- however neighborly or friendly? Eng. B.D. Rampala showed how to develop the railway for Sri Lanka and for Sri Lankans. It is a pity that we have since then prevented just that from happening.

One may find many faults with what I have spoken. In the first instance I am not a railway man . Perhaps someone may even term me as a competitor as I have been a promoter of bus transport, but that has been mostly to curb motorization. One could also say that I have not make a technical presentation as would have been expected from me. I could have. But reading the life and work of Eng. Rampala, I decided that there were more things of importance than the technical innovations he introduced. His leadership, his vision, his commitment, his integrity and his attitude of service are of much greater relevance for the challenges the railways and indeed many other engineering institutions are faced with today.

Thus I wish to conclude my lecture expressing my sincere appreciation to the Chairman of the Institution of Engineers Sri Lanka, Dr Ananda Ranasinghe and the Mechanical Engineering Sectional Committee for the invitation extended to me to deliver this lecture. I also wish to acknowledge with gratitude the authors of many articles I have referred to in preparation for this presentation as well as former GMRs and several other railway men who have shared insights and information.

Concluded