Features
Toward a people-friendly transport system in Sri Lanka
Professor Mohamed Maheesh’s inquiry into reducing fuel waste amidst a failing public transport system and chronic congestion he discussed in a YouTube on Facebook (https://www.facebook.com/reel/892342193673092) strikes a chord because it addresses a structural crisis with a call for individual agency. While the lack of a robust transit network often makes private vehicle use feel like a forced choice, rather than a luxury, the ‘unnecessary’ waste, he mentions, is often fuelled by a combination of outdated driving habits and a lack of collaborative transit solutions. In a country where idling in gridlock is a daily tax on both the wallet and the environment, the response must be a tactical shift toward high-occupancy behaviour—such as organised carpooling—and a conscious adoption of ‘smooth’ driving techniques that minimise the fuel-heavy cycles of rapid acceleration and braking. Ultimately, while we wait for the systemic overhaul of our railways and bus lanes, the most immediate way to curb waste is to decouple our movement from peak-hour bottlenecks through better route planning and, where possible, advocating for decentralised work models that remove the need for the commute entirely.
Reducing fuel waste
The question raised by Prof Mohamed Maheesh, regarding the feasibility of reducing fuel waste in a country plagued by gridlock and a weak public transport system, is a modern dilemma with deep historical irony. For a nation currently tethered to expensive, imported fossil fuels, the ‘unnecessary consumption’ mentioned by Prof Mohamed Maheesh is not just a personal inconvenience but a macroeconomic burden. While individual driving habits and the adoption of carpooling are immediate sticking points for reform, the core of the issue lies in the structural abandonment of high-capacity, electrified transit—a system that Sri Lanka actually pioneered over a century ago. Between 1892 and 1900, Colombo transitioned from a horse-drawn era to a modern electrical one. Following the call for tenders by the Colombo Municipal Council, the Colombo Electric Tramway was established, with the first lines—the Grandpass and Borella routes—opening on January 11, 1900. This was a period where the city’s movement was decoupled from the price of oil, powered, instead, by a dedicated station in Pettah. At its zenith, the system operated 52 tram cars, providing a reliable, fixed-rail alternative that kept the city’s arteries clear of the chaotic private vehicle growth we see today.
However, the decline of this ‘strong public transport’ began not with a lack of demand, but through labor and management friction. The historic Tramcar Strike of January 23, 1929, led by A.E. Goonesinha, marked a shift in the operational viability of the private firm, Boustead Brothers. Although the Municipal Council took over operations on August 31, 1944, the post-war global trend toward ‘flexible’ rubber-tired vehicles led to the system’s eventual demise. The last tramcar ran on June 30, 1960, and by 1964, even the electric trolley buses, that replaced them, were scrapped.
Importance of railway
This historical trajectory confirms Prof. Maheesh’s underlying point: the current waste is a result of moving away from a system that once worked. To reduce fuel consumption today, we are effectively trying to ‘tech’ our way out of a problem that was solved in 1900. Until we reintegrate the efficiency of rail-based or electrified mass transit, the ‘unnecessary’ waste of fuel in traffic remains an inevitable tax on a society that traded its electric tracks for a congested, oil-dependent future.
The modern Light Rail Transit (LRT) proposals for Colombo, primarily the Japan-funded project that reached advanced stages before its cancellation in 2020, represent a massive technological and spatial leap from the original 1900 tram system. While the original Colombo Electric Tramway operated at street level on narrow 12 km routes like the Grandpass and Borella lines, modern LRT plans envision a 75 km network across seven main lines, utilising elevated tracks to entirely bypass the ‘unnecessary traffic’ Prof. Mohamed Maheesh describes. Unlike the streetcars of the past, which were often accused of causing road congestion and operated among pedestrians and horse-drawn carriages, the proposed LRT is designed for high-speed, high-capacity movement—capable of carrying over 30,000 passengers per hour in a single direction, compared to the 52 modest tram cars that served a much smaller, slower-moving Colombo.
Despite these advancements, the two systems share a core philosophy: the electrification of public transport to reduce reliance on fossil fuels. The original trams were powered by a dedicated station in Pettah, a localised energy model that modern LRT would mirror on a much larger scale to insulate the city’s transport costs from global oil prices. However, the modern project has faced significant political and financial hurdles that the British-era system avoided during its first few decades. As of early 2026, although the Sri Lankan government has attempted to revive the project, the Japan International Cooperation Agency (JICA) has maintained that approval depends on the successful completion of ongoing multimodal transport hubs. This delay leaves a century-old gap in Colombo’s infrastructure: we have moved from an era of functional electric tracks to one of aspirational elevated rails, while the daily reality remains the fuel-wasting gridlock Prof. Maheesh highlights.
A mirror of values
A transport system is more than a set of roads, buses, and trains. It is a mirror of how a society values its people—their time, their safety, their dignity, and their ability to participate fully in national life. In Sri Lanka, mobility is a daily struggle for millions, yet it is also the foundation upon which economic opportunity, social inclusion, and national cohesion depend. If we are to imagine a more humane and efficient future, we must begin by rethinking transport, not as a technical sector, but as a social contract.
Sri Lanka’s current transport landscape is a paradox. The country possesses a long-established railway network, an extensive road system, and a vibrant culture of movement that keeps even remote communities connected. Yet the lived experience of travel is often stressful, unpredictable, and unsafe. Congestion in urban areas has reached unsustainable levels. Public transport, though essential, suffers from fragmentation, poor coordination, and declining quality. Pedestrians navigate hostile streets, and vulnerable groups—women, elders, children, and disabled people—face daily risks that should be unacceptable in a modern society. A peoplefriendly transport system must, therefore, address not only infrastructure but the deeper structural and cultural issues that shape mobility.
Fundamental requirement
Safety is the most fundamental requirement of a humane transport system. Sri Lanka’s road fatality rates remain among the highest in the region, and these tragedies are not random misfortunes; they are the predictable outcomes of systemic neglect. Treating road safety as a public health priority rather than a policing matter is essential. This means designing roads that slow vehicles where people walk and live, enforcing speed limits consistently, improving driver training, and ensuring that vehicles meet basic safety standards. It also means recognising that certain groups—children walking to school, elders crossing busy roads, women travelling at night—face disproportionate risks. A society that protects its most vulnerable road users creates a safer environment for everyone.
Yet safety alone does not create dignity. A peoplefriendly system must also guarantee accessibility. In Sri Lanka, mobility is often shaped by inequality: urban residents enjoy more options than rural villagers, men feel safer travelling at night than women, and those with private vehicles enjoy privileges that public transport users do not. A humane system ensures that all citizens, regardless of income, gender, age, or physical ability, can travel with dignity. This requires lowfloor buses that elders can board without struggle, stations with ramps and handrails, clear signage for those with visual impairments, and reliable services that do not force women to choose between harassment and immobility. Accessibility is not an optional feature; it is a measure of a society’s moral maturity.
Public transport remains the backbone of mobility for the majority of Sri Lankans. Buses and trains carry millions of passengers daily, yet the system is undermined by fragmentation and outdated operational models. Private buses compete aggressively for passengers, SLTB struggles with limited resources, and rail serv
ices are hampered by ageing infrastructure. A peoplefriendly system requires a shift from competition to coordination. Instead of treating each bus owner as an independent entrepreneur, Sri Lanka must adopt a unified service model in which routes, schedules, and standards are centrally planned. Operators should be paid for service quality rather than passenger volume, eliminating the reckless race for passengers and ensuring that socially necessary routes are maintained even if they are not profitable.
Railway underutilised
The railway system, though historically significant, remains underutilised. Modernising key commuter corridors, upgrading signalling, improving rolling stock, and integrating bus services with rail stations can transform the railway into a reliable, highcapacity alternative to private vehicles. When trains run frequently, on time, and in coordination with buses, they become not only a mode of transport but a catalyst for economic development and urban regeneration. The potential is enormous; what is lacking is a coherent strategy and sustained investment.
A peoplefriendly system must also begin at the most basic level: the street. Walking is the most fundamental mode of transport, yet Sri Lanka’s urban and semiurban areas often treat pedestrians as afterthoughts. Sidewalks are narrow, broken, or non-existent. Crossings are dangerous. Shade is scarce. A humane transport system must reclaim the street as a shared space where pedestrians are respected. Continuous, wellmaintained sidewalks, safe crossings near schools and hospitals, shaded walkways, and trafficcalmed residential zones are essential. When walking becomes safe and pleasant, it reduces the need for short vehicle trips, eases congestion, and improves public health.
Cycling in mobility ecosystem
Cycling, too, deserves a place in the mobility ecosystem. Although not everyone will cycle, those who do reduce pressure on roads and public transport. In cities like Colombo, Kandy, Galle, and Jaffna, even a modest network of protected cycling lanes can encourage more people to choose bicycles for short trips. Cycling infrastructure is relatively inexpensive compared to road widening or flyovers, yet its social and environmental benefits are substantial. A peoplefriendly system recognises that mobility is not only about speed but about choice, and cycling expands the range of choices available to citizens.
Governance is perhaps the most overlooked dimension of transport reform. Sri Lanka’s current system is characterised by institutional fragmentation: the national ministry, provincial councils, local authorities, the police, SLTB, private operators, and various regulatory bodies all play roles, often without coordination. A peoplefriendly system requires a single, empowered regional transport authority for major urban areas—especially the Western Province—that can plan, regulate, contract, and monitor all modes of transport. Such an authority must be insulated from political interference, guided by data, and accountable to the public. Without coherent governance, even the best-designed policies will fail.
Technology can support this transformation, but it must serve people rather than dictate their behaviour. Integrated ticketing systems that allow passengers to use a single card or QR code across buses and trains reduce friction and make transfers seamless. Realtime information through apps, SMS, and digital displays reduces uncertainty and improves the perceived quality of service. Open data policies allow universities, startups, and civil society to analyse performance and propose improvements. Technology should not be a shiny distraction but a tool that enhances reliability, transparency, and user experience.
Cultural change is equally important. Sri Lanka’s transport culture is shaped by impatience, competition, and a sense of individual survival on the road. Changing this culture requires education, enforcement, and the redesign of physical spaces to encourage cooperation rather than conflict. When roads are designed to slow vehicles, when public transport is reliable, when pedestrians are protected, and when drivers are trained and held accountable, behaviour begins to change. Culture follows structure; people behave differently when the environment supports different behaviours.
Economic sustainability
Economic sustainability is another essential pillar. Public transport cannot rely solely on fare revenue; it requires stable, predictable funding. This can come from a mix of government budgets, modest fuel or parking charges, and land value capture around major stations. When public transport improves, land values rise; capturing a portion of this increase allows the system to fund itself sustainably. A peoplefriendly system is therefore not only socially just but economically rational.
Transforming Sri Lanka’s transport system will require a phased, realistic approach. Quick improvements—such as enforcing speed limits, repairing sidewalks near schools, improving lighting at stations, and piloting unified bus contracts—can build public trust. Mediumterm reforms—such as establishing regional transport authorities, modernising rail corridors, and implementing integrated ticketing—create structural change. Longterm goals—such as nationwide integration, transitoriented development, and sustained reductions in road deaths—require patience and political commitment. A peoplefriendly system is not built overnight; it is built through consistent, incremental progress guided by a clear vision.
Ultimately, the question of transport is a question of what kind of society Sri Lanka aspires to be. A society that values human dignity will design systems that protect and empower people. A society that values time will create reliable, efficient services. A society that values equality will ensure that mobility is not a privilege but a right. A peoplefriendly transport system is, therefore, not merely an engineering project but a moral project. It reflects a belief that every person—whether a schoolchild in Monaragala, a garment worker in Katunayake, an elder in Kurunegala, or a commuter in Colombo—deserves to move through the country safely, comfortably, and with dignity.
SL at a crossroads
Sri Lanka stands at a crossroads. The old model of endless road widening, unregulated competition, and privatevehicle dominance has reached its limits. Congestion grows, pollution worsens, and the social costs of unsafe roads continue to mount. The alternative is not a utopian dream, but a practical, achievable vision grounded in global best practices and local realities. It is a vision in which buses and trains form an integrated network; in which walking and cycling are safe and pleasant; in which women and children travel without fear; in which rural communities remain connected; and in which the daily journey becomes not a burden but a reflection of a society that values its people.
We urge the Minister of Transport to give urgent attention to the insights shared here and the historical precedents of Colombo’s transit system. It is vital that the Ministry recognises the transition from a once-functional electrified network to our current oil-dependent gridlock as a call to action. By prioritising the revitalisation of high-capacity, integrated, sustainable public transport, the government can directly address the unnecessary fuel waste and economic drain that currently burden the nation, and make the system a passenger friendly system.
by Professor M.W. Amarasiri de Silva
Features
Putting people back into ‘development’ – a challenge for South
Should Sri Lanka consider an 18th IMF programme? Some academicians exploring Sri Lanka’s development prospects in depth are raising this issue. It is yet to emerge as a hot topic among policy and decision-making circles in this country but common sense would sooner rather than later dictate that it be taken up for discussion by the wider public and a decision arrived at.
The issue of an 18th IMF programme was raised with some urgency locally by none other than Dr. Ganeshan Wignaraja,Visiting Senior Fellow, ODI Global London, one of whose presentations, made at the Regional Centre for Strategic Studies (RCSS), Colombo, was highlighted in this column last week, May 7th. An IMF programme is far from the ideal way out for a bankrupt country such as Sri Lanka but a policy of economic pragmatism would indicate that there is no other way out for Sri Lanka. Such a programme is the proverbial ‘Bird in the hand’ for Sri Lanka and it may be compelled to avail of it to get itself out of the morass of economic failures it is bogged down in currently.
While local economic growth possibilities are far from encouraging at present, such prospects globally are far from bright as well. Some of the more thought-provoking data in the latter regard were disclosed by Dr. Wignaraja. For example, ‘The IMF’s April 2026 World Economic Outlook projects global growth slowing to 3.1 percent in 2026; with downside risks dominating: prolonged conflict, geopolitical fragmentation, renewed trade tensions, bearing down hardest on emergent and developing economies.’
However, as is known, an ‘IMF bailout’ is fraught with huge risks for the people of a developing country. ‘The Silver Bullet’ brings hardships for the people usually and they would be required by their governments to increasingly ‘tighten their belts’ and brace for perhaps indefinite material hardships and discontent. For Sri Lanka, the cost of living is unsettlingly high and 20 percent of the population is languishing below the poverty line of $ 3.65 per day.
These statistics should help put the spotlight on the people of a country, who are theoretically the subjects and beneficiaries of development, and one of the main reasons, in so far as democracies are concerned, for the existence of governments. Placing people at the centre of the development process is urgently needed in the global South and shifting the focus to other considerations would be tantamount to governments dabbling in misplaced priorities.
Technocrats are needed for the propelling of economic growth but a Southern country’s main approach to development cannot be entirely technocratic in nature. The well being of the people and how it is affected by such growth strategies need to be prime focuses in discussions on development. Accordingly, discourses on how poverty alleviation could be facilitated need urgent initiation and perpetuation. There is no getting away from people’s empowerment.
In the South over the decades, the above themes have been, more or less, allowed to lapse in discussions on development. With economic liberalization and ‘market economics’ being allowed to eclipse development, correctly understood, people’s well being could be said to have been downplayed by Southern governments.
The development issues of Southern publics could be also said to have been compounded over the years as a result of the hemisphere lacking a single and effective ‘voice’ that could consistently and forcefully take up its questions with the global powers and institutions that matter. That is, the South lacks an all-embracing, umbrella organization that could bring together and muster the collective will of the South and work towards the realization of its best interests.
This columnist has time and again brought up the need for concerned Southern sections to explore the potential within the now virtually moribund Non-Aligned Movement to reactivate itself and fill the above lacuna in the South’s organizational and mobilization capability. In its heyday NAM not only possessed this institutional capability but had ample ‘voice power’ in the form of its founding fathers, with Jawaharlal Nehru of India, for example, proving a power to reckon with in this regard. The lack of such leaders at present needs to be factored in as well as accounting for the South’s lack of power and presence in the deliberative forums of the world that have a bearing on the hemisphere’s well being.
The Executive Director of the RCSS, Ambassador (Retd) Ravinatha Aryasinha, articulated some interesting thoughts on the above and related questions at a forum a couple of months back. Speaking at the launching of the book authored by Prof. Gamini Keerewella titled, ‘Reimagining International Relations from a Global South Perspective’, at the Bandaranaike Centre for International Studies, Colombo, Amb. Aryasinha said, among other things: ‘Historically, there is a precedent that has been realized by the Non-Aligned group of countries – unfortunately, rather than being reformed and modified at the end of the Cold War, it has been tossed away.’
The inability of the nominally existent NAM to come out of its state of veritable paralysis and voice and act in the name of the South in the current international crises lends credence to the view that the organization has allowed itself to be ‘tossed away.’ The challenge before NAM is to prove that it is by no means a spent force.
As indicted, NAM needs vibrant voices that could advocate value-based advancement for the global South. Moral principles need to triumph over Realpolitik. Such transformative changes could come to pass if there is a fresh meeting of enlightened minds within the South. Pakistan by offering to mediate in the ongoing conflict between the US and Iran, for instance, proved that there are still states within the South that could look beyond narrow self-interest and work towards some collective goals. Hopefully, Pakistan’s example will be emulated.
Along with Pakistan some Gulf states have shown willingness to work towards a de-escalation of the present hostilities in West Asia. This could be a beginning for the undertaking of more ambitious, collective projects by the South that have as their goals political solutions to current international crises. These developments prove that the South is not bereft of visionary thinking that could lay the basis for a measure of world peace. That is, there are grounds to be hopeful.
NAM needs to see it as its responsibility to make good use of these hopeful signs to bring the South together once again and work towards the realization of its founding principles, such as initiating value-based international politics and laying the basis for the collective economic betterment of Southern people.
Features
Artificial Intelligence in Academia: Menace or Tool?
(The author is on X as @sasmester)
I have often been told by university colleagues how soulless and dangerous ‘artificial intelligence’ (AI) is to academia and humanity. They lament that students no longer read anything as they can now get various AI programmes to summarise what is recommended which is mostly in the English language to Sinhala or Tamil or get easier versions in English itself. They get their assignments and even dissertations fully or partially written by AI. And I am led to believe that universities do not have reliable detection software to assess plagiarism and academic fraud that have been committed using AI beyond the software freely available on the internet with their own limitations. This is due to financial restrictions in these institutions. Even these common malpractices have been done mostly with the aid of free AI programmes which are readily available, which means cheating in this sense is free and mostly safe. For teachers, this is a ‘menace’ in the same way ‘copying’ once was. But its implications are far worse.
But given the global investments made over AI, it cannot be wished away despite the enormous negative impact its use has on the environment, particularly due to its massive demand for energy. So, AI is with us to stay, and it has a considerable role to play in human civilisation even though like most innovations and inventions, this too carries its own burden of negativity. In this context, instead of demonising AI and lamenting its replacement of human agency and ingenuity, one needs to think seriously about how to deal with and engage with it reflectively and pragmatically as there is much it can offer if people are intelligent enough to make rational and sensible choices.
When I am making these observations, I am restricting myself to a handful of practices involving only writing both in university-based examination processes and in the fields of creative writing.
My initial introduction to AI was through the Research Methods class I used to teach in New Delhi. In 2022, this class was supposed to go to Dharmshala in Uttar Pradesh for fieldwork training, and we needed to write a funding proposal quickly. One of the students in the class, already familiar with ChatGPT introduced by OpenAI as a free programme in 2022, did the proposal with its help before the two-hour class was over. I edited it soon after and sent it off to the university administration for funding which we received. That stint of field work was completed in five days and was the most detailed work undertaken as a training programme up to that time in the university which had considerable output ranging from a documentary film to a detailed ethnography based on the findings.
While the technical details, the format of the proposal and its basic writing were done by AI due to the time constraints the class faced, its fine-tuning was done by me and a few students. AI could not then and even now cannot undertake that level of specificity without close human intervention. But the film, the ethnography and the actual process of research had nothing to do with AI. It was the result of human labour, thinking, planning and at times creativity and ingenuity. This was an early example of how AI could coexist in an academic environment if its technical usefulness was clearly understood and potential for excesses was also understood. But this was a time, easily accessible AI was just emerging, and we did not know much about it. But I was fortunate enough to have intelligent students in my class who gave me a crash course into this kind of AI use, which I followed up with my own reading and experimentation later on. As a result, I am keener now to see how it can be used for the betterment of academic practice rather than taking an uncritically demonising position, which I know will not lead anywhere.
But how is this possible? The lamentations of my colleagues about the abuse of AI in academic practice is not unfounded. It is a serious threat that remains mostly unaddressed not only in our country but almost everywhere else in the world too. This is mostly because the advancements of AI even in day-to-day free usage have far exceeded any thoughts for actionable codes of ethics to ensure its practice is sensible and ethical. At the same time, I cannot see why a student should not use AI to correct his spelling and grammar in assignments. I also cannot see why a student cannot seek AI’s help to secure research material from secondary sources available online which I have been doing for years. For instance, the originals of specific books and rare manuscripts might not be available in any repositories in our part of the world. In such situations, what AI might find us is all we have access to in a world where we are restricted in our mobility due to semi-racist visa regimes of failed empires and former superpowers as well as our own lack of ability to travel due to our own unenviable economic conditions. But unfortunately, the materials we need are often only available in research centers and libraries in those nations.
Similarly, when it comes to academic prose, it makes no sense now to take years to translate works from multiple languages to Sinhala and Tamil. This has always been a time-consuming, cumbersome and expensive process. Non-availability of Sinhala and English translations of core originals in languages such as English, French, German and so on has been a long-term problem for our country. But this can now be done well – at least from English to our languages – quite quickly and with a very low margin for error by using specific AI programmes which are meant to do precisely this. What this means is a quick expansion of knowledge in local languages which would have ordinarily taken years to achieve or might not have been possible at all. But still, this needs significant human intervention and time towards perfection. However, I do not think AI-based translations work as well for fiction and poetry or creative works more generally. But the ability for AI to emulate nuance and feeling in language is fast emerging. These are two clear examples of improving technical abilities in research and writing in which AI can be of help.
But looking for sources of information with help the help of AI or using it as a tool to undertake essential translations from one language to another is quite different from simply using it without ascertaining the accuracy of collected information, getting AI to do all your work without any reflection or without any hard work at all, including engaging AI to do the final product in a writing assignment — be that a term paper or a work of fiction. If one proceeds in this direction, as many unfortunately do nowadays, then, our ability to think and be creative as a species will become diminished over time and our sense of humanity itself will take a toll. This is what my colleagues worry about when they say AI is making younger generations soulless.
It is here that ethical practices on how to use AI responsibly without compromising our sense of humanity must play a central role. But these ethical practices must be formally written and taught, followed by viable programmes for detection and publication if unethical practices are followed. This needs to be the case particularly in teaching institutions as well as the broader domain of creative writing. After all, what is the fun in reading a novel or a collection of poetry written by AI?
It is time people began to think about what AI can do in their own fields without falling prey to its power and their own laziness. This brings to my mind Geoffrey Hinton’s words: “There is no chance of stopping AI’s development. But we need to ensure alignment; to ensure it is beneficial to us …” Similarly, as Yann LeCun observed, “AI is not just about replicating human intelligence; it’s about creating intelligent systems that can surpass human limitations.” In this sense, it is up to us to find our edge in creativity and common sense to find the most sensible way forward in using AI.
Features
Engelbert’s 90th birthday bash
The legendary Engelbert Humperdinck, who is known for his hit songs such as ‘A Man Without Love’, ‘Release Me’, ‘Spanish Eyes’, ‘The Last Waltz’, ‘Am I That Easy To Forget’, ‘Ten Guitars’ and ‘I Can’t Stop Loving You’, turned 90 on 02 May, 2026, and there were some lovely Hollywood-related celebrations.
Before his birthday, Engelbert’s new single ‘I’ve Got You’ was released – on 23 April – and Engelbert had this to say: “‘I’ve Got You’ is especially close to my heart. It speaks to love, loyalty, and the quiet strength we find in one another”.
The main birthday event was held at The Starlight Cabaret, in Los Angeles, California, and Sri Lankan Raju Rasiah, now based in the States, and his wife Renuka, who are personal friends of Engelbert, were invited to participate in the celebrations, along with Ingrid Melicon – also a Sri Lankan, now domiciled in America.
The invitation said “An evening of music, memories and celebration. Let’s make it a night to remember!” And it certainly turned out to be a night never ever to be forgotten!

Invitees experienced a “magical entrance” with Engelbert’s name lighting up the screen and showing him performing his hit songs.
The invitees were also presented with a unique gift – a necklace with Engelbert’s face, engraved with the words “Remember, I Love You.”
Engelbert’s son, Bradley Dorsey, sang a tribute song ‘Only You’ for his dad, while Eddy Fisher’s daughters, Tricia and Joely, also got on stage to entertaining the distinguish gathering.
Engelbert didn’t perform but got on stage for the cutting of the birthday cake.
There was also a video compilation of birthday wishes from fellow celebrities, and the lineup included Gloria Gaynor, Micky Dolenz, Wayne Newton, Pat Boone, Lulu, Judy Collins, Deana Martin, Angélica María, Rupert Everett, Matt Goss, and more.

Birthday boy Engelbert Humperdinck
At 90, Engelbert is still performing. He’s on THE CELEBRATION TOUR for his 90th year, with over 50 international dates in 2026, including Australia, Germany, the US, and Canada. He’ll be at Massey Hall in, Toronto, on 06 October, 2026. He said: “The stage is my home… Canada has always been a highlight”.
He performed 60+ concerts, worldwide, in 2025, and says karaoke keeps his songs fresh: “Most of my songs are on karaoke because people love to sing them”.
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