A New Dawn for Human Rights in Sri Lanka?

June 6th, 2009

S W R de A Samarasinghe

May 2009, hopefully, could be a major watershed in Sri Lanka’s human rights history. The conclusion of the war with the LTTE in itself should help improve human rights in the country for more than one reason. First, war-related deaths – an estimated 80,000 to 100,000 died in the conflict – have come to an end and the right to life is the most basic of human rights. Second, the war resulted in the enactment of laws and regulations that would not be acceptable in a democracy in normal times. The Prevention of Terrorism Act (PTA) was originally enacted in 1979 for three years and was made permanent in 1982 to fight terrorism. It has provisions such as the right of police to arrest, search and seize without a warrant, the power to detain a person under ministerial order that cannot be challenged in a court of law and several other such provisions that do not conform to police and judicial practices in a democracy. The country has been under emergency rule for much of the time from July 1983. Now that terrorism has been defeated it will be hard to justify such laws when peace returns. Third, in some quarters the war was used as a cover or the fight against terrorism was used as a convenient excuse to undermine human rights. That will be harder to do in the future.

But the month also will be remembered for the intense violence that the concluding phase of the war generated in a narrow patch of sea coast in the north-east of Sri Lanka. There is no need to recount here the details of the battles that were fought. From a human rights perspective the major issue concerned civilian casualties. First some facts not in serious dispute. The LTTE used tens of thousands of civilians as a human shield. In late April the Sri Lankan forces publicly assured the international community that it would not use heavy weapons to dislodge the remaining LTTE fighters who were holed up together with the civilians in a few sq km of land. But beyond this the facts are in dispute. The government is adamant that it kept its promise and accused the LTTE of firing heavy artillery to blame the government and to prevent the civilians escaping. But this was disputed by the LTTE. The government has adamantly maintained that what it did was to mount a massive “rescue” effort to free those held forcibly by the LTTE. Some members of the international community have claimed that both parties continued to use heavy weapons disregarding the welfare of the civilians.

There is also considerable dispute over the number of civilian deaths in the final few weeks of the war. The government maintains that casualties were few in number. But estimates ranging from about 7,000 to as many as 20,000 have also been mentioned. What is clear is that most of the claims, denials and counter-claims probably have partisan motives and bias. In all likelihood the truth will never be ascertained. A special session of the United Nations Human Rights Council (UNHRC) in Geneva was convened at the request of Germany made on behalf of some mainly western and Latin American member nations to discuss Sri Lanka. However, the resolution sponsored by them calling for Sri Lanka to investigate the abuse of human rights and violation of humanitarian law and to allow aid agencies freer access to IDP camps was not even take up for discussion. AS few prominent international human rights organizations such as Human Rights Watch and Amnesty International also supported the resolution. Sri Lanka strongly opposed the resolution and presented a counter resolution that, inter alia, drew attention to the principle of non-interference in the internal affairs of member countries and urged the international community assist Sri Lanka to provide humanitarian aid to IDPs. The Council passed this resolution without amendments 29 to 12 with six abstentions. It was notable that the countries that backed Sri Lanka were, with the exception of the Russian Federation, exclusively from the developing world and every western member country voted against the resolution.

The conditions under which about 275,000 IDPs live in camps in Vavunia have also given rise to human rights concern. The government strongly asserts that it is doing its best under difficult circumstances and with few resources. The government also justifies the strict security measures in the camps as a necessary precaution to weed out LTTE cadres who may mingle with the civilians. Several prominent international officials including the UN Secretary General who visited the camps in May have generally accepted the position of the government while pointing out the need for improvement of facilities and the importance of quick resettlement of the IDPs in their home villages. But critics of the government, notably some western countries who wanted an independent investigation of the conduct of the last phase of the war and voted against Sri Lanka at the UNHRC meeting and international human rights groups, point out that the camps are in effect detention centres that deny freedom of movement to the IDPs. They also note that access to INGOs and NGOs have been restricted and the media is not allowed free access to report on the conditions in the camps. They see these as violations of international humanitarian law and restriction on human rights.

Outside the war area human rights violations in the form of killing, abduction, disappearance and arrest that appeared to be arbitrary or politically motivated continue to be reported in significant numbers largely from the north and east. These have become so common that they no longer command public attention. The exception in recent weeks was the abduction of the prominent journalist Poddala Jayantha who was beaten up and dumped in an isolated place by his abductors. Harassment, physical torture and killing of journalists have become quite common in the past three years. The negative human rights implications of these incidents go beyond the violation of the rights of one individual to undermining media freedom in the country.

Finally, President Mahinda Rajapakse in his address opening the fourth session of the parliament asserted that “We have removed the word minorities from our vocabulary three years ago. No longer are the Tamils, Muslims, Burghers, Malays and any others minorities. There are only two peoples in this country. One is the people that love this country. The other comprises the small groups that have no love for the land of their birth. Those who do not love the country are now a lesser group.” If the government actually follows this policy of not recognizing ethnicity it would imply a paradigm shift in the way that human rights are complied with in this country. Ethnic group rights will no longer be of any consequence. The question of ethnic quotas in employment, university admissions and ethnic representation in commissions, boards, and other official bodies will be a thing of the past. Indeed all rights will be ethnicity blind. Theoretically, even devolution is of no consequence because devolving power to satisfy ethnic aspirations is moot in such a scenario. In other words the country will have to transit to a classic liberal individual rights framework. This should bring cheer to those who believe in liberal democracy. It will be interesting to watch if this is really possible in a country where ethnic divisions run deep and have been further strengthened by a quarter century of bloodletting and the political culture is anything but liberal.

Don’t Mess with Three Wheeler Fares

May 12th, 2009

S W R de A Samarasinghe

The web edition of today’s Daily Mirror (Tuesday May 12th, 2009) carries a news item captioned “Standardization for three-wheelers.”  The report says that the “Rates charged by three-wheeler drivers are to be standardized, streamlined, and made applicable countrywide.” by the Transport Ministry.  The National Transport Commission (NTC) is to be entrusted with the task, the report further states.

There are plenty of pressing issues in the transport sector that need the urgent attention of the Transport Ministry and the NTC. But trying to enforce standardized country-wide three wheeler fares is not one of them. Consider the ground reality.

There is free entry and exit from the industry. In other words anyone who can raise the relatively modest sum of capital can buy a three-wheeler and hire it as owner-driver or get a driver for a wage or, as mostly happens rent it to an operator.  There is no official regulation of three wheeler numbers permitted that we are aware of even in the major cities such as Colombo, Kandy and Galle. The only ‘regulation” that exists is the informal one on the part of those who already use a given location as a three-wheeler “park” who regulate entry of  newcomers to the park. When an existing park is “full” a new park is established in the next best spot available.

This laissez faire policy is strongly backed by politicians who see it a means of providing employment at a relatively low cost. Most important the three wheeler industry is also an important vote bank (very roughly about 3% to 4% of the voters in Sri Lanka depend directly or indirectly on three-wheelers for a living).

The Department of Census and Statistics on its website (Statistical Abstract) reports that 362,000 three wheelers were registered with the Registrar of Motor Vehicles as at the end of December 2007. Between 2003 and 2007 the total number of three wheelers registered annually has risen by a little over 40,000 except in 2006 when the number rose by 65,000. Thus it is reasonable to assume that today over 400,000 three wheelers would be on the RMV’s register. Even if we allow one quarter to one-third of them to be scrapped or unfit for use the total number in operation would be around 300,000. There is one three-wheeler for every 67 people, men, women and children, (or one for every 13 families) in the county.

What these figures tell us is that the three wheeler industry is highly competitive in most locations and at most times where the service is available. The exception may be late at night when only a few three wheelers are available. As we know from personal experience the average Sri Lankan who uses a three wheeler has a reasonable idea of the going rate. If an unreasonable rate is demanded typically one can walk away and get another three-wheeler.

Now consider what the proposal of the Ministry implies. First, it may require meters, each of which would cost tens of thousands of rupees. The passengers will have to pay for this with higher fares. Somebody will probably collect a fat commission selecting a particular brand. But more importantly, will the meters help standardize, let alone lower the rates? The answer is a definite no. Meters can be tampered with – recall the taxi meters we used to have in the 1950s and 1960s. Meters also break down adding to the cost of maintenance.

In any event who will enforce the rates? If government officials are appointed as “inspectors” they have to be paid with tax money or their salaries and overheads have to be added to the three-wheeler fare and recovered through a registration fee or an annual tax on the industry. No matter what the enforcement mechanism is, it will lead to additional expenses or bribery or both and higher fares.

Finally, does it really make sense to standardize fares, let alone throughout the country even in one town? The answer is an emphatic no. The nature of the journey and what can be considered a reasonable fare will vary depending on several factors. Short distances should cost more per KM than long distances for obvious reasons. The day and time also matter in determining the fare. Evenings, nights and weekends should cost more than regular work hours because the service provider sacrifices more in terms of alternative things he could do (sleeping, spending time with family, weekend off and so on) during that time. The terrain also matters because the cost of running on a flat paved road is not the same as running on a hilly byroad full of pot holes. Even the location from which one hires a three wheeler matters. It is legitimate for a three wheeler that operates from a location that has little business and more idling time to charge more for a trip because the “service” that is provided includes the ready availability of the vehicle in that location that has less business. It is a matter of covering the overhead. Moreover, the fare structure needs to be flexible to respond to frequent changes in cost, especially oil prices.

The misguided officials may think that a regulated fare structure would help the passengers. The above analysis suggests that it is likely to have the opposite effect. The cost is bound to rise for many reasons including the cost of meters, bribes to inspectors and so on. That will cause fares to increase harming the poorer users of three wheelers while also reducing the income of the operators.

The quality of the service will deteriorate if the fare structure is rigidly enforced. Private bus operators are not allowed to charge higher fares on more difficult routes and on off hour service to cover additional costs such as higher maintenance, overtime, greater turnaround time and lower passenger density. So they shun such routes. If the community concerned is lucky enough the state-owned buses may provide the service with a subsidy from the Treasury. There is no such parallel service in three wheelers. The result is predictable. Either three wheeler services will not be available or the operators will flout the law. The Sri Lanka government is very good at creating laws and regulations that nobody adheres to breeding disrespect for the rule of law. This will be another of those. Or perhaps the Ministry plans to start its own three wheeler service to serve the underserved areas that its own rule would create.

What all of the above means is that the Transport Ministry is well advised to leave the three wheeler industry alone when it comes to passenger fares. The current system is a good example of the market doing quite well in regulating fares taking into account all the complexities that underpin the determination of fares. Bureaucrats do not know everything and they cannot devise foolproof methods for everything. If they really want to do a service to the industry and to the community at large they should make a serious effort to regulate the total number of three wheelers that are allowed to be put on the road in each town and city. There is a gross over-supply in many places that obstructs the smooth flow of traffic and takes valuable parking space. A fewer number would raise the average income of three wheeler operators. It may even help lower the fares because the current excess supply possibly creates a floor price below which fares cannot fall because of the fixed overheads. The Ministry in collaboration with the local government authorities can also address the issue of parking space of three wheelers.   But please leave the fares alone.

PS: if the Ministry sincerely wants to keep three wheeler fares in check they should run a very efficient state bus (and rail) service that charges a reasonable fare. The three wheeler operators will get the message because being the good entrepreneurs that they are, they know who their competition is.