• Expressways - solution to heavy traffic congestion
• Roads for Cyclists
• The boy who reveals his previous birth
• Shakespeare as he is spoke
• Gospel truth or hoax?
  - is science winning over religion?
• Little known Books on Ceylon - 3
  The Veddha language
• Recipe
  Melt-in-the-mouth French toast

According to a recent survey carried out by the Transport Division of the University of Moratuwa, approximately 840,000 people enter the city limits on an average day. This is to a city already populated with approximately 640,000 persons.

The survey has further revealed that an estimated 1.5 million passenger trips are made exclusively within the city limits, while approximately 275,000 vehicles cross the Colombo Municipal Council boundary in a typical week day between 6 am and 7 pm. 180,000 of this number is reported to enter the commercial city per day.

On top of all this is an ever increasing number of the vehicle fleet expected to grow at a 4% annually. An average growth of 12% of diesel vehicles, 4% of petrol vehicles, 8% of motorized vehicles and 5% of trucks is estimated to effect an average traffic growth of 8% according to this survey.

An addition to an already dull picture it would seem would be the reported 2.5-5% growth in the rate of vehicle ownership within the next 20 years. It is further revealed that 98%of freight is presently being carried by the roads.

The scenario cannot expect an overnight solution given the deplorable state of the existing road system and the limited number. Attributed highly to an unplanned city which has seen minimum improvement in the road network, little hope seems available to the traveller especially one who wishes to get from point A to B on time.

To say that the country is on the verge of facing a crisis in the traffic situation would be an understatement, given the rate of increase in the number of vehicles in the city of Colombo as opposed to the limited number of existing roads.

Despite many ambitious road construction schemes proposed by successive governments, little if any, seems to have been achieved in actually implementing what seems mostly to lay as mere promises made during when the tax- payers votes are supreme.

Various reasons such as the lack of sufficient funding, environmental considerations and fundamental rights violations caused by relocation of people are attributed as to why effective action has not been forthcoming. Lack of commitment by those in authority towards arriving at a viable solution however seems the core reason behind this inaction.

Proposed road networks
The proposed Colombo-Katunayaka expressway was among three other expressways proposed as a solution to the heavy traffic congestion travellers from the different parts of the country to Colombo and back face each day. These travellers spend hours stuck at one point on an average day. Added to this is those travelling from the city to the Katunayaka International airport. Unless it's a late night flight, one has to leave for the airport at least four hours in advance. Visitors to the country to are subject to the same fate. If this is to be looked from the point of view of foreign investors who would not like to spend hours in traffic jams the picture seems very bleak indeed. Such an investor would undoubtedly need more than mere assurances of proposed schemes to encourage his money into the country. It is in this scenario that the authorities need to do more than to just propose projects.

The government's proposal for the Colombo- Katunayaka super highway, by its Road Development Authority (RDA) proposed first in the early 1990's has been continuously criticised for a multitude of reasons.

Firstly it has been criticised on environmental grounds because the highway is a threat to the eco system - running over a wetland. A number of residents have also resorted to legal action against the project on grounds of the violation of their fundamental rights due to the acquisition and relocation of over a 1,000 residents the proposed project entails.

The proposal which is expected to cost an estimated Rs.15 billion also faces the problem of funding, there being lack of investors.

The Expressway lost an offer by the Japanese International Co-operation Agency (JICA) following financial crisis in Asia. The crisis also resulted in the pulling out of the support of another Malaysian company which expressed its interest in funding the project and subsequently signed a Memorandum of Understanding with the Sri Lankan government in the mid 1990's.

These incidents led to a decision being taken by the government to fund the project by itself. The government proposes the construction of the expressway with its own funding and then privatizing the venture as a means of creating a revenue from the project. It is proposed for the levying a Rs. 200 toll for the use of the expressway.

Following this decision the Minister of Transport and Highways, A. H. M. Fowzie, early last month, called for international tenders to carry out the construction work. The Minister further denied that the project was faced with a dearth of funds.

Alternate Proposal
However the refusal by the authorities to consider an alternate proposal for the expressway, claimed as being more viable, is causing controversy.

Despite it being proposed by eminent architect and town planner, Surath Wickramasinghe University of Moratuwa, Prof. Willie Mendis, it has not been considered by the authorities.

The proposers claim they have succeeded in securing financial commitment from the CITI National Investment Bank to the tune of US$ 500,000 to carry out a feasibility study.

Their proposal they claim will also not entail the high rate of land acquisition as much as the RDA, while also minimizing the number of residents to be relocated.

The proposal if implemented, says Surath Wickramasinghe would also provide access to a very large population in a North-South and South-East direction.

"Due to the rapid movement of vehicles, including containers, it will greatly ease the traffic congestion within the city.

"We are convinced that the viability of our proposal is based on it being a BOO/BOT public/ private sector partnership, wherein the government equity is envisaged only to comprise the railway land and the lands at specific locations for the Urban Development, container yards and other income generating activities at road/ rail links at locations like Seeduwa, Ja-ela, Kandana, Ragama, etc. up to Colombo and thereafter at Kirulapone, Nugegoda, Maharagama, Homagama up to Avissawella with a link to the Seethawake Free Trade Zone.

At Kottawa the expressway could link to the Southern highway. The Northern highway to Trincomalee and Jaffna could be extended from Katunayaka," adds Mr. Wickramasinghe.

The justification of the elevated expressway claims, Wickramasinghe, is primarily due to the Bandaranaike Airport, Free Trade Zone, Industrial Developments of Ja-Ela, Ekala, Ragama and the Free Trade Zone at Biyagama and Seethawaka.

All of these being to the East of the railway line and a system of communication for transport of people and goods becoming a vital necessity," he adds.

Land utilization will also be to a minimum according as all centers such as Katunayaka, Ja-Ela, Ragama, Maradana, Borella, Kirulopone, Nugegoda up to Avissawella will be planned with urban development to take place in an organized manner.

Land acquisition he claims will be at a minimum due to the reservation of a 60 ft on either side of the existing railway and the demolition of houses at a minimum.

Container yards too he says can be located along both sides of the expressway at convenient locations.

"The railway could be electrified and rail/road transport links established at different centers." he says.

He adds that the expressway could easily be turned to an income earning venture where aside of the toll, the land on the container yards could also be franchised.

"This land can be put to multiple use which would not only be advantages to the country and the people but economical to the government. We must create a market condition but we can't do it in isolation. There is the need to create that vital link between the private and the public sector too. The vital need to transform our cities," he adds.

He is also critical of the decision by the authorities to venture into the project minus the required carrying out of a feasibility study.

"As no feasibility study has been done to determine the viability of the project it may be suicidal to proceed if project funds are not found to supplement the government funding," he adds.

Meanwhile Prof. Willie Mendis states that such a project was necessary to be encouraged taking the time factor into consideration and adds that behind the refusal to consider it is the public sector reluctance to accept the private sector participation in the development of the country.

"Nowhere in the world does an investor want to waste time in the streets. Elevated means no blocks, a save on the time spent on the street, which is crucial to a container needing to arrive at the harbour or the airport on time. And this proposal is able to help this situation, so what is wrong with it being considered? There is a need to change the mindset of the public servant. They must come to the realization that the private sector too has ideas worthy of coming to the decision making process of the country. There is no way that the private and the public sectors can be integrated in this country. We are yet to realize that it is difficult to function in our different capacities without co-operation," he added.

If cycling to be considered as a major means of transport, the proper planning for the future and the necessary groundwork should be carried out in advance. Encouragement of cycling as a means of transport requires comprehensive planning and the development of complementary programs dealing with education, enforcement, engineering and encouragement so that people chose to cycle. In addition to cycling as a means of transport, it also can play an important part in recreation within the community. It contributes to the general health and well being of the people and is an excellent family activity for persons of all ages. Hence for cycling to be a safe and efficient means of transport and also attractive recreation activity the future roads should be designed with the cyclist in mind. When designing roads more favourable to cyclists, certain road design criteria should be followed; irrespective of designing new roads or carrying out a road rehabilitation projects.

Road design criteria for Cyclists
In this country most of the bicycle riding is done on roads which have been designed essentially to provide for the movement of motor vehicles. The vertical and horizontal alignment standard adopted on roads to serve the needs of motorists will normally be satisfactory for bicycle riding provided that the following operational aspects of cycling are understood by road planners and designers. When designing roads with the cyclists in mind should carefully consider the factors such as gradients, cross sections, road surface and cycle lanes etc.

Gradients
Motor vehicles have little difficulty climbing most hills, but bicycle riders prefer to avoid hills wherever possible. Cyclists normally select the flattest alternative route to minimise the amount of climbing. In climbing steep hills experienced cyclists work the bicycle from side to side whilst the inexperienced tend to wobble. In situations where a steep gradient is unavoidable additional pavement width may be provided to allow for this operating characteristic. Because excessive gradients on hills can be exhaustive to cyclists and act as a deterrent to bicycle riding road planners and designers should strive to minimise gradients on all new works including those in new constructions where it may be possible to achieve flatter grades on roads at no additional cost.

Cross section
As some Bicycle Guideline states, on roads carrying less than 300 vehicles per hour, bicycle riders and motor vehicles can share the road space. However, where this volume is exceeded and where speeds are high, motor vehicles will constantly pass bicycle riders and hence the width of the left lane should be at least sufficient for cars and bicycles to travel safely side by side. This requirement applies equally along the road and at intersections.

Proper guidelines should be followed, in determining appropriate lane widths to cater for motor vehicles and in assessing whether inner lanes can be narrowed and kerbside lanes widened to better provide for cyclists. In establishing the minimum width required for the inner lanes, traffic speeds, the number of large vehicles and the road alignment must be taken into account. In congested urban areas, 3.0 metres is generally accepted as the absolute minimum lane width at mid-block locations and 2.7 metres at intersections. In terms of the side "wind" force exerted on bicycle riders from heavy vehicles it is desirable that roads be designed to provide satisfactory clearances between the bicycle and the vehicle. Suitable clearances to vehicles are desirable in order that cyclists do not feel unduly threatened by general motor traffic. However, the inability to achieve these clearances should not prevent the provision of a facility having a lesser clearance.

A dangerous habit by the local cyclists, when riding in groups or pairs, the tendency to ride abreast has resulted in many nasty accidents with motorists. The risk involved in riding in abreast should be conveyed to the cyclists.

Road surface
Whilst it is not a factor in geometric design the quality of the road surface is critical to the comfort and safety of bicycle riders and to the satisfactory utilisation of the space provided. Pot holes, broken surfaces and other surface irregularities put cyclists at risk when they avoid them by swerving toward the adjacent motor traffic. Properly maintained road surfaces are necessary for the safety of cyclists. In preparing designs for bicycle facilities a smooth surface such as asphalt, concrete or a sand-seal surfaces can be adopted. Drainage grates, exposed man-hole lids and other carriageway furniture should be designed so as to remain flush with the road carriage way.

Traffic lanes for cyclists
Traffic lanes for cyclists should be viewed as part of a bicycle network providing the connectivity required to enhance the convenience and safety of journeys by bicycles. As per some guidelines, where the total traffic volume on a road is less than 300 vehicles per hour, bicycle and motor vehicles can share the available road space. Where the volume exceeds 300 vehicles per hour it is desirable that additional space be provided through one of the following treatments.

Shared bicycle car parking lanes
Installation of shared bicycle/car parking lanes provide a means of improving conditions for cyclists where parking occurs. Such a lane should enable a cyclist to ride with adequate clearance to moving vehicles in the adjacent traffic lane and also avoid an opening of a vehicle door without the cyclist having to enter the adjacent traffic lane. Collisions between cyclists and doors of parked cars can cause a significant number of bicycle accidents and may result in serious injury to cyclists, therefore measures should be taken to avoid this.

Bicycle/car parking lanes are generally used where parallel parking is permitted but may also be used in conjunction with angle parking (although angle parking is rare in this country). Whilst an opening car door does not pose a threat to cyclists in the case of angle parking, cyclists have to be alert to vehicles reversing into their path. It is most important in cases where parallel parking is being converted to angle parking that the needs of cyclists are given adequate consideration. The adjacent road lanes or manoeuvre area should be wide enough to satisfactorily accommodate cyclists.

A bicycle/car parking lane is created by carriageway markings, which allocates space for cycling and for car parking, and by signs which give the lane its legal status. Motor vehicles should be prohibited by regulations from travelling within the lane except to access property, to turn at intersections, or to park. Cyclists are required by law to travel in the lane. It is therefore important that the surface is smooth and well maintained including sweeping to remove debris. If the lane is not maintained cyclists are likely not to use it or to swerve suddenly out of the designated lane in order to avoid surface irregularities thus creating a hazardous situation. It is also very important the cyclists should be properly educated the importance of riding within the designated lane.

Bicycle/car parking lanes are only appropriate where road space and capacity requirements allow parking through out the day or where the street is wide and there is a moderate demand for parking (eg. residents do not have off-street parking or vehicles parked for commercial purposes). They may be achieved by reducing the widths of other traffic lanes where space is available on existing roads. A shared bicycle/parking lane should not be provided where parking demand is low unless kerb extensions are built to prevent the use of the lane by through traffic.

Wide kerbside lanes
A wide kerbside lane is a normal traffic lane on the left side of the carriageway of sufficient width to allow cyclists to travel beside the main traffic stream and to permit motorists to overtake cyclists without having to effectively change lanes. This sharing of lanes is generally only appropriate in 60 km/h or more speed zones. Because special signs and pavement markings are not required, wide kerbside lanes are a very cost effective way of providing space for cyclists, particularly on arterial roads where there is limited space available to meet the requirements of all road users, and where clearways apply during peak hours. They are often readily achievable by replacing lane lines in a different location as a part of road marking maintenance operations and hence have potential for large scale usage. Wide kerbside lanes are appropriate on all major traffic routes, whether divided or undivided, on sections of road where parking is either minimal or prohibited during peak periods.

Sealed shoulders
This will be an appropriate treatment for most of the existing rural roads in the country where high proportion of cycling is taking place. When a road is unkerbed and provision for cyclists is required, as smooth sealed shoulder is a preferred treatment. Sealed shoulders are often provided to reduce road edge maintenance and repair costs and improve safety for motorists, while benefiting the cyclists. Although warrants do not exist specifically for the provision of sealed shoulders for cyclists there are many instances on rural type roads where the sealing of shoulders is justified specifically to make roads safer for cycling.

An edge line should always be marked between the shoulder and the traffic lane. Bicycle logos may be painted on the shoulder to warn motorists of the likely presence of cyclists and to suggest to cyclists that they should use the shoulder. If sufficient cyclist demand exists the shoulder may be marked and signed an exclusive bicycle lane so that the shoulder takes on the legal significance of such a lane under the traffic regulations.

Some important aspects relating to the use of sealed shoulders by cyclists are:
* The surface should be at least as smooth as the adjacent traffic lane free of debris or cyclists may choose to ride in the traffic lane rather than on the shoulder.

* Each section of sealed shoulder should continue over a significant distance, say 500 metres. It is undersirable to have intermittent shore sections sealed with cyclists being "squeezed" at the end of each.

* Where a sealed shoulder is closed for maintenance adequate advance warning of the closure should be provided to cyclists. This is especially important on high speed rural roads. Consideration should be given to providing a temporary side track for cyclists or a detour via a reasonable alternative route.

* An initial treatment could be to provide shoulder sealing on vertical crests and tight horizontal curves of two-way roads where double lines prevent motorists from allowing satisfactory clearance to cyclists when overtaking.

* The edge of the shoulder pavement should be flush with the adjacent ground.

Exclusive bicycle lane
Although some may argue exclusive bicycle lanes may be too luxurious for this country, but when new roads are constructed (such as roads in Mahaweli Development areas where a considerable bicycle population can be expected) these lanes may be well justified. An exclusive bicycle lane is a lane created by pavement marking and signs. It is the preferred treatment where motor traffic speeds exceed 60 km/h. Motor traffic is prohibited by traffic regulations from traveling in the lane except to access property or to turn at intersections. An exclusive bicycle lane may be provided where parking is banned, where the demand for kerbside car parking is minimal or where the facility is mainly required in peak periods and parking is allowed in the off peak period. On high speed roads in rural or outer urban areas sealed shoulders may be utilised but should be appropriately surfaced for use by bicycles.

An exclusive bicycle lane may be appropriate where:
* Bicyle traffic is concentrated, eg. near schools or along major routes near city or town centres.

* An existing or potential significant demand for bicycle travel can be demonstrated, eg. where present traffic volumes and speeds discourage cyclists from using an otherwise favourable route.

* It is needed to provide continuity of a route within a bike way network.

* The road is carrying or is likely to carry more than 300 vehicles per hour and/or a significant percentage of heavy vehicles.

Other important aspects relating to exclusive bicycle lanes are that they:
* Should be provided on both sides of the road so that use is in the same direction a motor vehicle traffic.

* Should not be placed between the kerb and parked cars as there is no escape for cyclists should a car door be opened suddenly.

* Should only be used where there is little demand for parking throughout the day or where parking can be prohibited during certain designated hours to suit the peak travel demands of cyclists and motor vehicles (eg. clearway times, school journey hours). Action should be taken under traffic regulations against motorists who disregard parking prohibitions thus placing cyclists in conflict with moving motor traffic. When cyclist demand is mainly in peak periods and parking is required throughout the day the exclusive lane and adjacent traffic lane will provide enough width for the lane to act as a bicycle/parking lane;

* Should preferably not be delineated with raised pavement markers or raised barriers as these are hazardous to cyclists;

* Are of considerable advantage on long uphill grades where there is a higher speed differential between motor vehicles and cyclists and cyclists tend to weave about whilst working their way uphill.

* Are also advantageous on long downhill grades where extra room to manoeuvre is desirable.

* Because debris from the adjacent lanes tends to accumulate in exclusive bicycle lanes and they are not "swept" by motor traffic traveling in them, it is important that they are regularly swept as part of routine road maintenance.

The width adopted for exclusive bicycle lanes will vary depending on the number of cyclists, the speed of motor traffic, the volume of large vehicles and the ability to make space available given the needs of other road user groups, physical constraints and budgetary constraints.

If significant numbers of people are to be encouraged to use bicycles instead of cars they need to be convinced that it is a reasonably safe, convenient, healthy and enjoyable way of travel. Further the cyclists need to get the feeling that they are personally secure and the roads are designed in such a way that they provide the necessary protection for the riders from the motorised vehicles.

Personal security is related to many aspects of society in addition to those as associated with engineering and planning, but these disciplines should also consider the personal security of cyclists in the design and maintenance of facilities. This may relate to the provision of adequate lighting, maintenance of landscaping along paths, direction signs and the provision of frequent exit points from off-road paths to the street system. It is also very important the bicycles on the road should be properly equipped with accessories such as head-lights reflectors for night visibility, brakes and good tyres for a safer cycling environment. Before concluding this article it should be stressed that proper rider discipline and behaviour are very important to create pleasant conditions to the cyclists as well as other road users in addition to well designed roads.

The Buddhists believe in re-birth after death when they would be born as human beings once again or as higher spirits in the many Heavens named by Lord Buddha. They can be born as evil spirits or perethayas and or even as animals according to their actions prevailed on this earth. They believe that good actions in previous births or merit gained thereby help them to be born as human beings or as Devas in the heavens. This is the story of a re-birth in Sri Lanka in the recent past.

Shama is a woman of middle age living at Vilegoda in Ambalangoda, a southern coastal town. Her eldest child is a boy, now a youth and the other two children are girls. The mother confesses that the boy during his young days always spoke of his previous birth father. He had even mentioned the name of the father as one Adikari and the village he had lived as Mirigama.

Children talk to their parents all what the mind says. In fact, parents are first in their list. This boy had said that he died in a railway accident along with his step-mother at Mirigama and that one of his legs was broken. He recalled that he was fond of poultry and therefore reared some birds as hobby, did gardening where he grew plantain trees. The mother had not paid much attention on his revelations. However, she disclosed that the boy in his young days dreaded to see a train and would fret and shiver when he saw an approaching train. The boy grew up and after completing his education married at the age of twenty seven. He lived on the income derived from their coconut plantation off Mirigama. One day, while the three children were travelling by car to their estate which was a distance of hundred miles from Ambalangoda the car in which they were travelling was puncture. The place was close to Mirigama. Leaving the brother to repair the wheel, the two sisters had walked forward keeping in mind the often spoken words of their brother. As they were then in the heart of Mirigama they had asked few people whether there was one Adikari living in that area. Adikari being a well-known person in the area, people had directed the two girls to the house of Adikari. The two girls having confronted Adikari had questioned him whether he knew of a railway accident which had taken place at Mirigama railway station two decades ago, where a young boy and a woman had met their death. The man with a heavy heart and expressing sorrow had replied that it was his teenage son and wife who succumbed to the fatal accident. The two girls being shocked at the news believed that Adikari must be the previous father of their brother.

They Soon conveyed this news to their brother, who had by then repaired the wheel. The sisters accompanied him to see the man whom they had traced. When the trio called on Adikari, who was seated on a chair on the verandah of his house at once recognised the likeness of his dead son in the young man's face and likewise the re-born son realised that it was his father of last birth. They was gazing at each other and suddenly embraced each other. The son fell at the feet of his father and worshipped him in the oriental fashion clasping both his palms together. The father was overjoyed that his lost son had been born again and has come in search of him. This was witnessed by many onlookers who were in tears.

In Sri Lanka there are doctors and professors who carry out research on re-birth. When this occurrence reached the ears of the research panel, they carried out investigations which were televised live so that all could see. It was a doctor of medicine who carried out the investigations. The boy was under hypnosis. In deep sleep the boy answered all the questions asked by the doctor. The boy spoke about the accident revealed how it all happened. He said he and his step-mother were travelling in a train and when the train reached the Mirgiama platform, instead of getting down onto the platform, they both got off on to the rail track so that they could go home quickly. Just then a train arrived on the adjoining line from the opposte direction, and these two had no time to cress the rails but were sandwiched between the foot boards of the two trains. The teenage boy had died of the leg injuries while he lay dead the step-mother who had still been breathing had been removed to hospital but had died on the way to the hospital. The hynotised boy also revealed many other incidents related to the previous life. He spoke of his friends including his former girl friend, the head master of the school which he had attended. Written evidence such as the school records and examination results of the boy was found true. The station master who handled the situation at that accident and even the hospital staff who cared for the injured persons were interrogated.

While in deep sleep the doctor, questioned the boy and commanded him saying - 'Now you are four years old. You are now three years, two years one year. Now you are 9 months in your mother's womb, Now 8 months, 7 months' and so on. It was seen that the boy huddled himself in two symbolising the position in the mother's womb. When asked whether he saw his dead body on the platform, he answered in the affirmative. 'I saw my dead body from above' and 'what did you do after that' asked the doctor. The boy replied 'I went through the air to Anuradhapura to worship the Sacred Bo Tree there.' 'And how long did you wait there' asked the doctor. The boy replied 'I waited there as long as I found a suitable mother to be born again.'

The pungent smell of sawdust and fresh pinewood greeted us as we approached the newly renovated Globe Theatre at Bankside, London.

There is stood, exactly as I had visualized - a circular white structure, with wooden beams and small square windows. Its flag was fluttering in the breeze.

Our seats were way up on the third tier, but I had a good view of the stage. The pit was full of people standing around munching sandwiches-just as I had imagined - except that the 'peasantry' were now dressed in jeans, T shirts and Nike shoes. Women with babies in strollers were chatting with one another and fathers were busy initiating their offspring into the intricacies of the Shakespearean stage.

The play we had come to see in the height of the summer, was "The Winter's Tale," but who cared? It was superb. With a minimum of props and no curtain changes, each act flowed into the next with effortless precision.

We had tried to read the play aloud, the day before, for the benefit of the younger fry, who said, after the first three pages -

"Can't understand any of that language"

"Well, that's how they spoke in Shakespeare's day, I guess..."

"So, you read it and tell us the story."

Which is what I did. But, I have to tell you that once the action began on the stage, the kids were spellbound. They understood the dialogue well enough, so masterfully was it done.

The pit co-operated with great gusto whenever the players addressed them, just as they must have in old times. Soft Elizabethan music was provided by a bunch of musicians in the loft above the stage. The costumes were authentic and discreet and the actors' voices could be heard in every corner of the auditorium which is more than one can say of a performance in our own theatres. There were no gimmicks either, though it must be said that gimmicks on stage are not the sole property of our theatre folk.

I am trying hard to forget a performance of "Two Gentlemen of Verona" in New York when ridiculously modern dress and stage props like transistor radios were used on stage, which quite likely made the Bard - to use a well-worn cliche-turn somersaults in his grave. The Director's explanation in the programme was that it was time to bring Shakespeare to the masses in a way they would understand and appreciate. Well, I suppose the highly explicit action on the part of the principals and, of course, the transistor, would be something very familiar to present-day audiences.

But let me tell you that when I got up half-way through and left in disgust, I was gratified to see a fair number of people leaving, no doubt for the same reason.

To get back to the Globe. All the time I was there, a thought was nagging in my mind. It was that Shakespeare could never and should never be attempted by players who were trying to run before they could walk, making such a sorry spectacle of themsleves in their bumbling efforts.

Perhaps I am old-fashioned. (I can hear a chorus of voices screaming from the Motherland 'You are, dammit, YOU ARE") But tell me, who in his right mind would take the Beethoven 9th or the Mass in B Minor and score them for an electronic keyboard with a sax, trumpet and jazz set in the background? Who, in his right mind would play Hamlet or Othello wearing battle fatigues and a steel helmet? Come to think of it, I guess there are people who would: people whose uncertainty in such matters matches their professional vanity.

As for me, I want to see a Shakespere play the way I believe he intended it to be played. I want to feel the special magic of his words that will only be credible if they are delivered with an honest and sincere respect for their author.

I was lucky enough to have that experience that afternoon, at the Globe. That was indeed, Shakespeare as he was spoke!

First, there was the ‘apparition’; now, there are the ‘miracles’.

Last Wednesday, Fr. Edward Revel, parish priest of the now-well-known Queen of Angels’ Church in Rawatawatte, Moratuwa, had a visit from an Air Force officer with a story of faith.

The young officer had been diagnosed with lung cancer after a biopsy had revealed a large patch on one of his lungs. The distraught man had prayed for healing at the Queen of Angels’ church (which was now receiving a large number of visitors due to an ‘apparition’ of Mother Mary on one of its walls). Then, according to the account given to Fr. Revel, a ‘miracle’ had happened. A subsequent medical test had revealed that the patch on the officer’s lung had disappeared. To some people at least, it was an affirmation of the power of Virgin Mary - the power that had resulted in her likeness appearing inexplicably on the space of church wall between the crucifix and the tubelight.

But to some - Catholics and others - it was baloney. Scientifically attributable, perfectly comprehensible baloney.

It is (they repeatedly warn us) dangerous to mess around with people’s faiths and beliefs. Dangerous to question or argue - downright dangerous to challenge. Challenging the God-given explanation of things would result in nothing outside of concordia discors, most admired disorder. Wars have been fought, and much blood shed over theological issues. Many are those who have learned the bitter way to shut up after questioning the gospel truth.

But when apparitions/reflections or the like take place - as they reportedly did on August 16 at the Queen of Angels Church - one wonders if there is not a slight change in the attitude of the masses towards religion. One is tempted to ask, albeit in a hushed and furtive whisper, whether a dash of rationalism has not taken over their minds. And whether this rationalism has not led to a querying on scientific lines of the religious explanations to what the eye can see.

The Queen of Angels Church apparition is a case in point. To refresh one’s memory, a small account of what happened within the walls of this holy edifice: according to a leaflet now being distributed among visitors to the church, it all happened during the celebration of the feast of Corpus Christie. It was about 8.40 am on August 16. The parish priest, Fr. Edward Revel, had just exposed the Most Blessed Sacrament for public adoration. According to eyewitness accounts of a scattering of people in the huge congregation present on that day, there occurred at that moment several things. As listed in the leaflet, rays of bright light spread out from the Monstrance; some clouds came down from above; through these a sort of miraculous reflection appeared in the wall just behind the main altar where the Most Blessed Sacrament was exposed.

"Since the main thrust was on the feast of the Corpus Christie, not much attention was paid to this incident on that day," said the leaflet. It was on the morning of the following day that devotees flocked back to the Church to see what was amiss.

What was amiss, as seen by this writer, was a hardly perceptible (but present, nevertheless) image/reflection of a female figure with a shawl draped about her head and arms outstretched. No features were evident. The figure was long. Towards the bottom of this reflection, the figure’s feet seemed to be nailed together - as Jesus’ was on the cross.

Some believe it to be Virgin Mary, some believe it to be Jesus. Some believe it to be a pretty effective drawing. Although the rumour is that the image can be seen only by chosen people, it is always present on the wall. It may, however, require some people more imagination to figure it out.

Let’s take the faithfuls first. Church volunteers and Fr. Revel says thousands flocked to witness the apparition for themselves. Many were those who stood in ardent prayer, awestruck by the sight before their eyes. Numberless are those who wordlessly accepted the miraculous explanation to the whole incident. Those present at the church on that day were among these. A lady who was waiting in line to receive blessings from Fr. Revel said her ten-year-old daughter had seen the image of Jesus and had said he had been turning his head from side to side. She herself saw the Virgin Mary. This lady said she had been present on August 16 but had not seen the clouds or the flashes of light. But, "We believe it," she said. Her faith was strong and touching. Not for her were the heretical ravings of the scientifically accurate.

A considerable number (though not thousands) were observed at the church deep in prayer even last week. Many were there out of curiosity, too. For those in trouble, those sick and lonely, for those with unquestionable trust in the Church, and for others difficult to categorise, the reflection needed no explanation. It was Mary’s gentle way of telling them that, yes, she’s there.

Then, there were - are - the others. It is hardly appropriate to label them as ‘unfaithfuls’, as opposed to ‘faithfuls’, since their faith in God (and Mother Mary, in the case of Catholics) remains unshaken. It is their (God and Mother Mary’s) method of manifestation to the masses that puzzles them and leaves a niggling doubt.

A large proportion of people interviewed - not in or around the vicinity of the church - expressed doubt as to whether the ‘apparition’ was the real thing. What would be the ‘real thing’ anyway? Apparitions, reflections and miracles are a dime a dozen in these modern times. Take the weeping statue of Mother Mary in Negombo, the milk-drinking Hindu idols the world over, halos appearing over botrees in parts of the island and appearance of Buddhist relics from ‘nowhere’. How much of these can you believe? That is the question.

Most people (some may call them cynics thoroughly undeserving of God’s good grace) consider these apparitions and miracles to be purely money-making, pulling-wool-over-the-eyes sort of venture. Any enterprising businessman can come up with it. Religion, after all, is still a sensitive issue with the masses. Sensitive and saleable. In these times of hardship, many would give their eye-teeth to have someone or something tell them that God is watching. Funds come flowing into religious organisations that confess to some sort of miracle - be it Buddhist, Hindu, Christian, etc. But the Queen of Angels’ Church begs to differ. There is no money-making. No till, no platters passed around.

So then, the cynics turn to the scientific explanation. Every miracle has one. The milk-drinking idols, they said, were made of porous material that absorbed moisture. Or maybe there was some contraption linked to the portion of the idol through which the milk is fed. Sometimes, they said, the milk simply trickled down the sides but people were fooled into believing it was otherwise. And so on. The weeping statue of Our Lady, the cynics debated, was made of plaster of Paris which absorbed moisture throughout the year and merely released it when the temperature changed.

Thus, the Queen of Angels apparition, too, was subject to scrutiny under the scientific eye. Fr. Revel said it had not, in fact, been examined by any scientists and that it was not likely to be done. "Experiments will only be allowed if the Church instructs us to do so," he said. A spokesperson for the Archbishop noted, however, that they have not even informed any higher levels of the Catholic Church on an international level and was not likely to do so. "The Church has no comments on these matters," he said adamantly. Why? "Because we can never be one hundred per cent sure whether such things are real".

Tragically, therefore, the layman is let loose to speculate as he wishes. One says a statue had been moved from its fixed position on the wall of the church, thereby leaving a mark. One wonders whether a mural had been present on the wall before it received its fresh coat of paint - a mural that was now resurfacing. One points out that quite plainly it has been drawn. None of these - and many other - explanations seem to bother either Fr. Revel or the ‘faithfuls’. They never do bother the true believers.

The interesting fact that has surfaced is the death of blind belief in religious institutions. In the ‘old days’, what the temple or church said stood. The saffron robe or the padre’s habit invoked respect and if they said a miracle happened, then by all that’s divine, a miracle HAPPENED. So what’s up doc? When did it change? There are hundreds out there who are willing to dismiss a priest’s word for their scientific musings. "I don’t know about others, but I personally don’t believe it," said many of those interviewed. Most had seen it for themselves. It is the case in many of these dime-a-dozen miracles. The numbers that believe are still considerably larger - but the disbelievers are growing.

Still, it is difficult, dangerous and unfair to generalise. It is always the so with religion. Religion is personal - it is as personal as it gets. There are those who argue that miracles - be it milk-drinking idols, reflections or Buddha relics - refocus the wandering attention of people towards religion. A segment of the population argues that so long as it is not orchestrated to earn a quick buck, a miracle or two may be a good thing. Religion, this segment says, is essential for the preservation of the world’s order. Another segment argues that religion often causes much of the world’s disorder. Never a clear answer - always a for and against. It is the type of thing that makes most sociologists want to bang their head against a wall and go into a blissful concussion.

The Queen of Angels’ Church reflection, according to Fr. Revel, led to an immediate increase in devotees. Another volunteer noted that he had never seen so many young couples visit the church for prayer. The church, itself, asks only that people pray more and give first place to Eucharist Christ. Its leaflet requests the population to "make Christ the centre of our lives in our prayer and then in all our problems, pains, sufferings and miseries seek the mediation of Our Blessed Lady and make the Mother of Christ our mediatrixt". (The ‘cynics’ would call this another attempt at proselytism). This refocuses our attention on the religion debate: whether such advice would encourage dependence on the divine; or whether every human being needs to depend on the divine to keep sane.

It seems endless - the arguments, the deliberations, the explanations. Oftentimes, even futile. As far as the Queen of Angels’ apparition is concerned, perhaps the best would be to take everything at face value, as advised by a wise Methodist Priest. "If it is an act of God, we will know in good time," he smiled serenely. All in good time - but fast, please, before science makes a complete conquest.

This book of 32 pages has been written by A. J. W. Marambe President V.T. with the cooperation of G. W. Bibile, who is described as a former student of Trinity College, Kandy. Printed in 1896 by Clifton Press it is a translation of the author's Sinhalese work on the same subject.

The book is dedicated by permission to the Hon. Allanson Balley CCS Govt. Agent, Central Province, Kandy.

The first chapter deals with the origin of Veddhas followed by a chapter on the habits, manners and the language of the Veddhas. The class of Veddhas are described as follows.

Unappane Peruva
Morane Peruva
Uru Peruva
Namudana Peruva

The names of the Veddhas are given as follows:

* Poramola
* Randunu Vanniya
* Ran Mini Vanniya
* Vemala handa
*Vanniya handa

The words of the Veddha language are listed in the alphabetical order beginning with Ammile for Mother and ending with Veboma handa for wild boar. This listing is followed by Vedi Expressions and some sentences.

The books ends with 15 Vedi Songs, 4 invocations' a few lullabies and 4 charms used against wild animals.

The origin of the book appears to be in Kandy as the Prefatory Note by the author is dated 6th October 1896, Kandy.

* 1 loaf day-old french bread * 4 eggs * 1/4 cup sugar * 1-2 teaspoons vanilla essence * 1 1/2 cups milk * 60g unsalted butter * Icing sugar, for dredging * Strawberries

STEP 1 Cut the bread into 8 thick slices. In a shallow bowl, beat the eggs with a fork then beat in sugar and vanilla essence, then the milk. Add the bread slices and soak them, turning a few times until all the custard mixture is absorbed.

STEP 2 Melt the butter in a large frying pan and fry the bread slices, 4 at a time, until golden on both sides. They should be puffed and still moist. Dredge with icing sugar and serve immediately with strawberries and blueberries. Serves 4.

This is a favourite way of preparing french toast.

Combine the eggs, sugar, milk and vanilla essence and soak thick bread slices thoroughly before frying them gently in butter. The french toast becomes light, fluffy and delicious and, needs no accompaniment in the form of sauce.