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Toward a people-friendly transport system in Sri Lanka

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Image courtesy Sri Lanka Railways

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like a forced choice, rather than a luxury, the ‘unnecessary’ waste, he mentions, is often fuelled by a combination of outdated driving habits and a lack of collaborative transit solutions.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



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Features

Trump’s tariffs, AKD’s gazette and Sri Lanka’s diplomatic slumber

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“We are rather respectable in Colombo. We go to bed fairly early, and we remain there till morning. “

According to Sri Lanka’s diplomatic folklore, the late S.W. R. D. Bandaranaike uttered these words while explaining the reasons for Sri Lanka’s abstention on the UN resolution condemning the Soviet invasion of Hungary. Apparently, SWRD’s foreign ministry officials were asleep at home when the diplomatic cable seeking instructions was received from New York. In those days, there were no cell phones, Internet, or even fax or telex machines. The diplomatic cables were sent through post offices. Decoding them was a slow and time-consuming process. Thus, the government could not provide appropriate instructions to our mission in New York in time, and the Sri Lankan delegation abstained on that sensitive UN vote.

Sri Lanka’s Absence from Section 301 Consultations

But then, how does one explain Sri Lanka’s absence from the crucial bilateral consultation held in Washington by the Office of the United States Trade Representative (USTR) during March-April on “Forced Labour” under the Section 301 of the US Trade Act of 1974? Didn’t our foreign and trade ministries send appropriate instructions to Washington in time? Even if the instructions from the foreign ministry were transmitted to our embassy in Washington by pigeon carriers, there was enough time for Sri Lanka to participate in those meetings.

In March, the USTR initiated these 301 investigations on 60 trading partners, and invited all of them for confidential consultations. Out of the 60, 46 participated in these consultations. Sri Lanka was not one of them. Other countries that didn’t participate in these consultations included China, Russia, and Venezuela! In addition to that, the Section 301 Committee conducted a public hearing with interested parties on April 28 and 29. Washington-based diplomats, representatives from few trade ministries as well as representatives from many foreign trade associations and chambers participated in these hearings. Sri Lanka was once again conspicuously absent.

As a result, when the USTR published the proposed forced labour tariffs on June 2nd, Sri Lanka ended up with a 12.5% duty. Pakistani and Indonesian diplomats participated in these consultations and took appropriate follow-up measures, and managed to enter the 10% duty category. As even a threat of a modest tariff hike could disrupt supply chains and reduce competitiveness, particularly in an industry such as garments, I discussed this issue on 15 June and underscored the importance of Sri Lanka’s participation at the next hearing, which was scheduled to be held from July 7th .

Awakening from Diplomatic Slumber and AKD’s Gazette

Fortunately, Sri Lanka finally awoke from weeks of diplomatic slumber, and Ambassador Mahinda Samarasinghe participated in the public hearing on 9 July, and promised, “…. · We have agreed to the text in our negotiations with the USTR on forced labour, …. The gazette as we speak is being printed and I’m getting the gazette tomorrow morning, and the gazette will be shared with USTR as I get it“.

As promised, President Anura Kumara Dissanayake issued a gazette on 10 July banning the imports of goods produced by forced labour. These new regulations are very similar to what Pakistan and Indonesia enacted in April, after their consultations with USTR in March. Why couldn’t we do it in April? Why did we wait till the very last minute?

Challenges ahead

“War is too important to be left to generals alone,” is a famous saying attributed to former French Premier Georges Clemenceau. Similarly, monitoring our main markets is too important to be left to diplomats alone. The United States is the largest single-country market for Sri Lanka. Therefore, Sri Lankan trade chambers and associations should become more proactive in these markets and participate in these events. For example, the chairman of the Pakistani apparel exporters association participated in the April hearings. Similarly, representatives from the Indian Agricultural and Processed Food Products Export Development Authority, the Federation of Indian Chambers of Commerce and Industry, the Confederation of Indian Industry, and Reliance Industries also participated in July hearings. At an event where each speaker is given only five minutes (strictly enforced), having a number of speakers from a country is an advantage. The presence of industry representatives in these kinds of events also help them understand the market dynamics and the future challenges. This is important, particularly because there will be many more challenges with Trump’s tariffs.

With the gazette issued on 10 July, Sri Lanka has imposed a prohibition on the importation of goods produced with forced labour. Now, the challenge will be to effectively enforce the prohibition. And what are the goods produced with forced labour? The USTR list only focuses on aluminum, cotton, electronics, lithium-ion batteries, rice, and tobacco. However, according to the U.S. Department of Labour, the list is much longer. Hence, this list may change continuously during the next two years and tariffs may fluctuate once again.

So, this is definitely not the time to slumber.

(The writer, a retired public servant, can be reached at senadhiragomi@gmail.com)

by Gomi Senadhira ✍️

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Tales of Mystery and Suspense 10 Casino for Sale

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After the overwhelming grotesquerie of J K Rowling’s latest Cormoran Strike novel (written, I should have noted, as the others were, under the pseudonym Robert Galbraith), I thought I should return to the world of fun, and also a much shorter description since this thriller moves quickly without the layers of detail that Rowling engages in.

I then move to the second comic thriller by Caryl Brahms and S J Simon. This, their second story to feature Vladimir Stroganoff and Adam Quill, was Casino for Sale, as lunatic a romp as the first, though without the emphasis on the ballet that characterized A Bullet in the Ballet.

This one begins with the impresario Stroganoff buying a casino cheap from Baron Sam de Rabinovich, only to find that it was a rundown place, not the grand casino of La Bazouche, a resort on the Frenc+h Riviera, as he had initially thought. The grand one belonged to Lord Buttonhooke, and Stroganoff could  not compete, until he thought of bringing the Ballet Stroganoff to the casino – which of course leads to Buttonhooke deciding to have ballet performances in his Casino too.

Stroganoff invites Quill to visit him, which Quill decides to do since he has left Scotland Yard, having come into a legacy. No one believes this, and he has to face questions as to what he did to have been sacked, with sympathy for having been found out.

Caryl and Simon

The day he arrives in La Bazouche there is a murder, of a vitriolic critic called Citrolo, in Stroganoff’s office. He had been going to write a damning review of the opening night of the ballet and Stroganoff, when he realizes Citrolo cannot be swayed, drugs him and dictates the review himself to the papers. He leaves Citrolo sleeping and finds him shot the next morning, whereupon he decides to muddy the waters and leave a suicide note and lots of other murder weapons. So much overkill, as it were, of course ensures that he is arrested.

But the excitable French detective who makes the arrest follows up his suggestion that Buttonhooke was also involved, and so the two casino owners find themselves in cells next door to each other, with the detective Gustave quite happy to provide creature comforts for a fee.

Quill decides he must investigate, and finds Gustave most cooperative, since he has a laid back attitude to work. So it is Quill that finds a notebook which makes it clear Citrolo is an accomplished blackmailer, and that there are lots of possible murderers, including Stroganoff’s croupier, who was crooked, Rabinovich, who was now working for Buttonhooke, a confidence trickster called Kurt Kukumber, whose prospectus for a dud gold mine was found in the office and Prince Alexis Artishok who was engaged in a deal to buy diamonds from the ballerina Dyra Dyrakova.

Stroganoff had been trying to get Dyrakova to dance for him, but having done so previously she had refused. But then to Stroganoff’s chagrin she agreed to dance for Buttonhooke. The clearly crooked Artishok had told Buttonhooke’s mistress Sadie Souse, who was not very bright, that Dyrakova possessed diamonds she was willing to sell cheap, and Sadie was determined to have them.

Quill meanwhile finds out that there was a secret passage to Stroganoff’s office, the obvious solution to what had begun as a locked room mystery, and that this was known by almost everyone apart from Stroganoff himself. And then Rabinovich is murdered, just after Gustave had released his two original suspects, leading him to blame Quill for having insisted on that and thus allowing them to kill again.

Soon afterwards Dyrakova arrives, and the town is full of posters announcing that she will appear in the casinos, elaborate posters for either one, since Stroganoff is determined that she will dance for him, and if she does not come willingly, he has devised a scheme to make her do so unwillingly. So, though Buttonhooke has her taken off to his yacht immediately she arrives at the station, Quill along with Arenskaya gets her into a launch and to Stroganoff’s casino, where she performs to tumultuous applause, not knowing for whom she is dancing.

When Quill asked her about the diamonds, she said she had sold them long ago, and that gave Quill the solution to the mystery. Rabinovich had known about this, and Artishok had killed him to prevent Sadie learning it from him, he had killed Citrolo who had recognized him for an accomplished card sharper, not a Russian prince at all. But before he is arrested, he gets away in a boat, and the police launch that pursues him is on the point of catching him up when it runs out of petrol.

Again, lots of excitement, and entertaining references  – Gustave grows marrows – and if not quite as brilliant as its predecessor, Casino was certainly a delightful read.

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The challenge of being positive about SAARC

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The RCSS forum addressed by SAARC Secretary General Ambassador Md. Golam Sarwar in progress. (Pic courtesy RCSS)

It was a few years back that a former President of Sri Lanka took it on himself to pronounce SAARC ‘dead’. Since then there have been other sections of Sri Lankan opinion that have joined the critics of SAARC and taken the solemn stance that SAARC has indeed died what may be called a natural death.

Their fatalism is understandable. SAARC has failed to meet at heads of government or state level for the past several years to take the SAARC process notably forward. Regional cooperation has more or less been only an appealing idea. No substantive concrete projects have taken off to make the idea a hard reality. ‘Inner paralysis’ seems to be SAARC’s lot. Hence the fatalism in these circles.

However, being one of the worst cash-strapped regions of the world and a teemingly populated one with people virtually left to their devices, what choices do the ‘SAARC Eight’ have other than to try their best to band together and continue with their cooperation efforts, however small they may be?

There is no escaping the mounting debt trap for many of these countries and bankrupt Sri Lanka is a glaring example, but ‘throwing in the towel’ and abandoning themselves entirely to the diktats of the strongest economies and their agencies will prove a ‘living death’ for many countries in the SAARC fold.

The gains may be meagre but giving-up on SAARC cooperation in full would prove self-defeating for the organization and South Asia. Right now, the collective intention ought to be to salvage what the region could from the tenuous cooperative efforts. Moreover, such initiatives could go some distance to generate a degree of goodwill among the Eight and help in sustaining a dialogue process.

Given this backdrop it proved ‘a stich in time’ for the Regional Centre for Strategic Studies (RCSS), Colombo, to recently host the SAARC Secretary General Ambassador Md. Golam Sarwar to a round table discussion on the unifying potential of SAARC and its future possibilities, besides other related issue areas.

Held on June 24th and moderated by RCSS Executive Director and former ambassador Ravinatha Aryasinha, the forum brought together a vibrant, wide ranging audience comprising academicians, diplomats, senior public servants, civil society activists and many others. Following the presentation by Ambassador Golam Sarwar titled, ‘Reigniting SAARC: Achievements, Challenges and the Way Ahead’, a lively Q&A followed.

The above forum could be described as an act of lighting the proverbial ‘candle’ rather than ‘cursing the darkness.’ It surely is a ‘darkness’ that could be seen as daunting considering that the region’s pivotal powers, India and Pakistan, are failing to act in a spirit of accord but are engaged in bitter finger-pointing on a number of questions of vital importance to SAARC.

On the other hand, what is the rest of the region doing to bring the above sides together? It is disappointing that to date the rest of SAARC has failed to launch a major diplomatic drive to bring peace between the feuding regional heavyweights. It needs to act without delay and establish its earnestness and this effort would need to prove SAARC’s staying power in the unfolding months and even years.

In assessing SAARC’s seeming failure local opinion in particular has failed to factor in what could be described as weak leadership. Since Sheikh Mujibur Rahman of Bangladesh, the founding father of SAARC, the region has failed to produce a visionary leader who could advance the SAARC cause with charisma and drive.

Among other reasons, weak leadership accounts considerably for the faltering and stuttering status, as it were, of SAARC. Badly needed are leaders who could go the extra mile, think less of narrow national interests and work diligently towards the collective well being of the region but SAARC’s millions of ordinary people have been made to wait in vain for leaders of such stature. Instead, they have been burdened with politicians who seem to be relishing the apparently moribund state of SAARC.

Looking back, it could be said that it was the dynamic leadership factor that led to the launching of the Non-Aligned Movement and for its sustenance for a few decades. True, it could be seen in some quarters that NAM is no more, but as in the case of SAARC, the former too has been unfortunate to be burdened over the years with politicians who lack the vision and drive to unflaggingly advance the fortunes of the South. NAM and SAARC lack the dynamism and vision of leaders of the stature of Jawaharlal Nehru, for example, to give them the required guidance and intellectual depth.

The reasons are complex for there not being among us currently political leaders with the vision and the steadfast commitment to advance the legitimate interests of the South. However, it could be stated with conviction that the majority of Southern leaders have too easily caved in to the demands of the global North and its financial agencies.

These leaders have failed to see, for instance, that the largely market economy oriented Northern governments would not view with favour a centrist economic model that attaches priority to the interests of the dis-empowered publics of the South. This realization ought to have dawned on the current government in Sri Lanka, for instance, some while ago but it has no choice but to abide by IMF dictates since economic survival at present is unthinkable without the latter’s succour.

Accordingly for SAARC this should be the time for some soul-searching. Priority needs to be attached to ending the feuding between India and Pakistan since at present the material fortunes of the region hinge largely on these regional giants giving peaceful relations among them a try. This is no easy challenge to meet but some daring, visionary diplomacy needs to take hold among the rest of SAARC.

There is some sense in SAARC bringing the peoples of the region together through programs that address their best collective interests. A meeting of minds among SAARC nations could enable SAARC and its agencies to build a region-wide people’s movement for progressive political and economic change that could in turn lead to the region’s political leaders sensitizing themselves more to the neglected needs of their publics.

However, the time is ‘now’ for the initiation of these progressive changes and the voice of SAARC well wishers would need to drown out those of their critics.

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