Features
Proposal for a shorter alternative route

Improvements to Kelani Valley Railway:
By Dr Janaka Ratnasiri
The writer’s article on the above which appeared in The Island of 09.11.2020 brought some responses among which is reference to the Megapolis Transport Master (MTM) Plan released in November 2016, prepared by the Ministry of Megapolis and Western Development under the former regime. This Master Plan has forecasted future demand for transport in the Western Province up to 2035 and proposed ways and means of meeting the demand by road, rail and water transport systems.
Though the terms of reference for undertaking the feasibility study of the Colombo Suburban Railway Project (CSRP) discussed in the writer’s above mentioned article said “Collect and review all available relevant studies, reports, materials, documents, and information including findings from the project preparatory team”, it appears that no reference whatsoever has been made to the MTM Plan in the CSRP Feasibility Study.
NEW RAILWAY LINES PROPOSED IN THE MEGAPOIS MASTER PLAN
The MTM Plan has proposed two new railway lines in the Western Province, one from Kottawa to Horana and a second from Kelaniya to Kosgama linking with the KV railway line. Regarding the first, the Plan says “The detailed design and implementation of Kottawa–Horana new rail line (22km) is planned to be commenced after six months and before three years to be completed on or before 2020. The estimated project duration for the whole project is three years and the cost is estimated to be USD 309 million”. Once completed (if at all), this railway could draw passengers now using the 120 bus route for travelling from Horana to Colombo. The proposed Ruwanpura Highway will also have an exit at Horana which will be an alternative route to travel from Horana to Colombo via the proposed elevated highway from the New Kelani Bridge to Athurugiriya via Rajagiriya. This could affect the forecasted traffic expected to use the railway from Horana.
The more relevant new railway line is the second option, that is from Kelaniya to Kosgama. The MTM Plan has marked out this railway line shown as a crow-flying path, touching Sapugaskanda and Biyagama Export Processing (BEP) Zone. About the line, the MTM Plan says “The Kelaniya to Kosgama via Biyagama, and Dompe (30km) to be constructed which gives access to the proposed plantation city at Avissawella. This project is to be commenced as a long-term intervention. A feasibility study needs to identify the demand and finalize the trace. This can be either electrified or use the locomotives that are taken out due to electrification on other lines”. It will be necessary to build a bridge across Kelani River close to Pugoda for this railway line.
ECONOMIC BENEFITS OF THE PROPOSED NEW RAILWAY LINE
The railway line from Kelaniya to Kosgama targets both passengers as well as freight transportation. The line passes the Sapugaskanda oil refinery which makes it possible to use it for oil transportation as well. As a matter of fact, a railway line up to Sapugaskanda was planned several decades ago, and land acquired, but the project was abandoned and the land slowly got occupied by encroachers.
The present refinery built in 1969 meets only 25% of the country’s oil requirement, producing about 1.6 Mt of refined products annually (Petroleum Ministry website). Presently, the refinery is served by two pipelines built in 1969 to transfer crude oil from the Port and refined products to the Kolonnawa Petroleum Storage Complex (PSC). However, the design life span of these petroleum pipelines is only 25 years and hence these need replacements. However, with problems of land and environment clearance, laying of new pipelines is no easy task. Efforts to replace leaky pipelines from the Port to Kolonnawa PSC have been planned for over a decade but still nothing could be realized for various reasons.
As an alternative to a new pipeline, transport of oil to and from the refinery in bowsers could be considered. Assuming one road bowser could hold 20,000 litres, transfer of 16 Ml of oil a day will require 800 bowsers a day. However, if rail wagons are used for transporting oil, using 50,000 litres capacity wagons, a day’s output could be transported in about 320 wagons. If all this oil is transported to the Kolonnawa Complex by pipelines or wagons it will saturate the storage capacity there. Instead, it will be more convenient if this amount could be transported directly to consumer points.
PLANS FOR EXPANDING THE REFINERY CAPACITY
Plans for the expansion and modernization of the refinery were made over the last decade, and according to Petroleum Ministry’s Performance Report for 2012, the cost of such modernization was estimated to be USD 500 million in 2010. However, the matter was not pursued that time as the technology offered when bids were called was found unsuitable. It is very likely that the cost of the project with the latest technology would exceed USD 1 billion today. The Cabinet approval was granted on 02.11.2020 to call for fresh bids for modernizing the refinery and expanding its capacity to 100,000 barrels (16 Ml) per day or 5.0 Mt per year. This is about three times the present capacity. However, it appears that authorities have not given thought to the optimum way to transport away the expanded output of the refinery.
Currently, the Corporation maintains 11 bulk depots island-wide out of which 10 are built adjoining railway stations, and oil is transported to them from the Kolonnawa Complex by railway. If a railway line is available to the refinery, refined products could be transported direct to regional depots from the refinery itself. This could be done by using several trains each carrying about 20 wagons. This will ease the congestion at the Kolonnawa Complex in handling the entire oil distribution to the country by itself. The proposed railway link to the refinery will meet this requirement.
In addition, the containers presently transporting goods from the Biyagama EPZ as well as Seethawaka EPZ on road vehicles to the Port for export, could use this railway line after building suitable facilities for loading containers on to the railway carriages at the Zone. This will ease the congestion on highways presently experienced when a large fleet of containers use the highways through the city.
AVAILABILITY OF A NEW RAILWAY TRACK TO AVISSAWELLA
A more significant factor is that the new route proposed in the MTM Plan will reduce the distance to Kosgama from Maradana by at least 17 km compared to the route via Padukka. If the Kelaniya–Kosgama trace is taken as a base line, the route via Padukka appears to be a semi-circle. So, naturally, it is about 50% longer. The British moved the original trace via Padukka because a direct route via Hanwella would be over flood-prone land. In building the High Level Road, considerable amount of land filling had to be done to avoid inundation by floods.
The stretch between Padukka and Kosgama is special in that there is no roadway parallel to the railway line along this stretch. Hence to cater to the villagers living in this area, Sri Lankan Railways (SLR) operates a rail-bus service from Padukka to Kosgama at regular intervals. This is an ingenious system developed by a SLR engineer, comprising two normal road buses coupled back-to-back with the road wheels replaced by rail wheels and driven by the normal bus engine. This is a much cheaper system apparently not to the liking of fellow engineers who preferred more expensive conventional locomotive system.
Under the project undertaken for the improvement of the Kelan Valley Railway line as a part of CSRP, it is proposed to build an elevated double track electrified line from Maradana up to Makumbura and from Makumbura to Padukka, build a double track electrified line at grade. The segment from Padukka to Avissawella will be a single track at-grade following the existing line with certain improvements. The total distance of the existing line from Maradana to Avissawella is 58 km. On the other hand, the proposed new track from Maradana to Avissawella via Kelaniya, Biyagama, Dompe and Kosgama will be about 41 km, thus saving 17 km.
AMENDING THE PROPOSED IMPROVEMENTS TO KV RAILWAY LINE
The development of the KV railway line up to Padukka may be undertaken as proposed in the CSRP. The stretch between Padukka and Kosgama could remain as it is with slight improvements where necessary to be serviced by rail-buses as done presently. If necessary, the frequency of this service could be increased with additional units introduced. It will be cheaper to use these than using diesel multiple units (DMU) at higher costs. However, if the rail-buses are not fast enough, DMUs may be introduced.
Under the CSRP, a passenger travelling to Avissawella from Maradana will have to alight from the electric train at Padukka and get into a diesel train to continue his journey to Avissawella. The entire journey is expected to take about two hours, excluding the waiting time at Padukka while changing trains. This does not look attractive enough for a bus passenger to shift to a train ride. The SLR also proposes to extend the KV line from Padukka to Nonagama via Ingiriya, Ratnapura and Embilipitiya. Hence, the KV line up to Padukka may be developed with this plan in mind rather than as a continuation of service to Avissawella, which could be serviced by the new line from Kelaniya to Kosgama.
ADOPTION OF A NEW RAILWAY LINE TO AVISSAWELLA
It is proposed that the Government adopts the new track via Kelaniya, Biyagama and Kosgama as the main railway line to Avissawella and include it in the SLR programme as a priority project. It is the shortest route with a distance of only 41 km compared to 58 km via Padukkaka. People will not want to waste their time travelling in a railway going on a circuitous track. This area North of the Kelani River has less population and less traffic flow than those covered by the present KV line. The new track between Maradana and Kosgama via Biyagama could be double track and electrified, but need not be elevated and hence built at lower cost.
The stretch between Kosgama and Avissawella could be developed as a part of the development of the new line proposed in the MTM Plan up to Kosgama. The topography of the area does not allow moving the track away from the present track very much as the A4 highway runs close to the railway line along this stretch and also the presence of hilly terrain. Also, the railway line crosses the A4 highway at four places and this should be avoided either with flyovers or re-laid tracks as decided by experts after studying the terrain.
If the new line up to Kosgama is built with double tracks and electrified, it is necessary to continue this system up to Avissawella, so that passengers will not have to change trains at Kosgama. The distance between Maradana and Avissawella along this new line being about 41 km and with a fewer number of stations, EMUs will be able to cover this distance in about an hour compared to two hours via Padukka even after improvement. If trains are available in short intervals, people will not hesitate to take a train ride rather than a bus ride to travel to Colombo, even if the fare is slightly high. The freight trains could be operated at night time when there is less demand for passenger transport. Spurs could be laid to link with the refinery for transport of oil as described previously and with the Biyagama EPZ as well as the Seethawaka EPZ enabling transport of containers between the EPZs and the Port or the Airport. This will ease the congestion of traffic on the highways.
CONCLUSION
It is a pity that the CSRP Feasibility Report has not looked at the MTM Plan prepared during the previous regime which had proposed a shorter track from Maradana to Kosgama via Biyagama. It will reduce the travel time from Avissawella to Colombo to about one hour compared to two hours with the trains proposed in the CSRP, and has the advantage to be able to distribute the oil production from the expanded refinery and transport containers from the EPZs at Biyagama and Seethawaka. The Government may give priority to develop this railway line and limit developing the present KV railway line under CSRP only up to Padukka.
The Western Region Megapolis Transport Master Plan was developed encompassing all aspects of transportation to provide a framework for urban transport development in Western Region up to 2035. It included recommendations for improving the bus transport system, railway electrification of main, coastal and KV lines and introducing the light rail transit system.
It is unfortunate that this master plan developed at great cost by local experts appears to have been discarded in favour of a plan developed by foreign consultants costing hundreds of millions of Dollars, yet found unsuitable for reasons described above. This just is one example where plans developed by one regime at great cost are discarded by the succeeding regime despite the fact that some of them have merit. Naturally, the country cannot show any progress if this is the accepted practice.
Features
Removing obstacles to development

Six months into the term of office of the new government, the main positive achievements continue to remain economic and political stability and the reduction of waste and corruption. The absence of these in the past contributed to a significant degree to the lack of development of the country. The fact that the government is making a serious bid to ensure them is the best prognosis for a better future for the country. There is still a distance to go. The promised improvements that would directly benefit those who are at the bottom of the economic pyramid, and the quarter of the population who live below the poverty line, have yet to materialise. Prices of essential goods have not come down and some have seen sharp increases such as rice and coconuts. There are no mega projects in the pipeline that would give people the hope that rapid development is around the corner.
There were times in the past when governments succeeded in giving the people big hopes for the future as soon as they came to power. Perhaps the biggest hope came with the government’s move towards the liberalisation of the economy that took place after the election of 1977. President J R Jayewardene and his team succeeded in raising generous international assistance, most of it coming in the form of grants, that helped to accelerate the envisaged 30 year Mahaweli Development project to just six years. In 1992 President Ranasinghe Premadasa thought on a macro scale when his government established 200 garment factories throughout the country to develop the rural economy and to help alleviate poverty. These large scale projects brought immediate hope to the lives of people.
More recently the Hambantota Port project, Mattala Airport and the Colombo Port City project promised mega development that excited the popular imagination at the time they commenced, though neither of them has lived up to their envisaged potential. These projects were driven by political interests and commission agents rather than economic viability leading to debt burden and underutilisation. The NPP government would need to be cautious about bringing in similar mega projects that could offer the people the hope of rapid economic growth. During his visits to India and China, President Anura Kumara Dissanayake signed a large number of agreements with the governments of those countries but the results remain unclear. The USD 1 billion Adani project to generate wind power with Indian collaboration appears to be stalled. The USD 3.7 billion Chinese proposal to build an oil refinery also appears to be stalled.
RENEWED GROWTH
The absence of high profile investments or projects to generate income and thereby take the country to a higher level of development is a lacuna in the development plans of the government. It has opened the door to invidious comparisons to be drawn between the new government’s ability to effect change and develop the economy in relation to those in the opposition political parties who have traditionally been in the seats of power. However, recently published statistics of the economic growth during the past year indicates that the economy is doing better than anticipated under the NPP government. Sri Lanka’s economy grew by 5 percent in the year 2024, reversing two years of contraction with the growth rate for the year of 2023 being estimated at negative 2.3 percent. What was particularly creditable was the growth rate for the fourth quarter of 2024 (after the new government took over) being 5.4 percent. The growth figures for the present quarter are also likely to see a continuation of the present trend.
Sri Lanka’s failure in the past has been to sustain its economic growth rates. Even though the country started with high growth rates under different governments, it soon ran into problems of waste and corruption that eroded those gains. During the initial period of President J R Jayawardene’s government in the late 1970s, the economy registered near 8 percent growth with the support of its mega projects, but this could not be sustained. Violent conflict, waste and corruption came to the centre stage which led to the economy getting undermined. With more and more money being spent on the security forces to battle those who had become insurgents against the state, and with waste and corruption skyrocketing there was not much left over for economic development.
The government’s commitment to cut down on waste and corruption so that resources can be saved and added to enable economic growth can be seen in the strict discipline it has been following where expenditures on its members are concerned. The government has restricted the cabinet to 25 ministers, when in the past the figure was often double. The government has also made provision to reduce the perks of office, including medical insurance to parliamentarians. The value of this latter measure is that the parliamentarians will now have an incentive to upgrade the health system that serves the general public, instead of running it down as previous governments did. With their reduced levels of insurance coverage they will need to utilise the public health facilities rather than go to the private ones.
COMMITTED GOVERNMENT
The most positive feature of the present time is that the government is making a serious effort to root out corruption. This is to be seen in the invigoration of previously dormant institutions of accountability, such as the Bribery and Corruption Commission, and the willingness of the Attorney General’s Department to pursue those who were previously regarded as being beyond the reach of the law due to their connections to those in the seats of power. The fact that the Inspector General of Police, who heads the police force, is behind bars on a judicial order is an indication that the rule of law is beginning to be taken seriously. By cost cutting, eliminating corruption and abiding by the rule of law the government is removing the obstacles to development. In the past, the mega development projects failed to deliver their full benefits because they got lost in corrupt and wasteful practices including violent conflict.
There is a need, however, for new and innovative development projects that require knowledge and expertise that is not necessarily within the government. So far it appears that the government is restricting its selection of key decision makers to those it knows, has worked with and trusts due to long association. Two of the committees that the government has recently appointed, the Clean Lanka task force and the Tourism advisory committee are composed of nearly all men from the majority community. If Sri Lanka is to leverage its full potential, the government must embrace a more inclusive approach that incorporates women and diverse perspectives from across the country’s multiethnic and multireligious population, including representation from the north and east. For development that includes all, and is accepted by all, it needs to tap into the larger resources that lie outside itself.
By ensuring that women and ethnic minorities have representation in decision making bodies of the government, the government can harness a broader range of skills, experiences, and perspectives, ultimately leading to more effective and sustainable development policies. Sustainable development is not merely about economic growth; it is about inclusivity and partnership. A government that prioritises diversity in its leadership will be better equipped to address the challenges that can arise unexpectedly. By widening its advisory base and integrating a broader array of voices, the government can create policies that are not only effective but also equitable. Through inclusive governance, responsible economic management, and innovative development strategies the government will surely lead the country towards a future that benefits all its people.
by Jehan Perera
Features
Revisiting Non-Alignment and Multi-Alignment in Sri Lanka’s foreign policy

Former Minister Ali Sabry’s recent op-ed, “Why Sri Lanka must continue to pursue a non-aligned, yet multi-aligned foreign policy,” published in the Daily FT on 3 March, offers a timely reflection on Sri Lanka’s foreign policy trajectory in an increasingly multipolar world. Sabry’s articulation of a “non-aligned yet multi-aligned” approach is commendable for its attempt to reconcile Sri Lanka’s historical commitment to non-alignment with the realities of contemporary geopolitics. However, his framework raises critical questions about the principles of non-alignment, the nuances of multi-alignment, and Sri Lanka’s role in a world shaped by great power competition. This response seeks to engage with Sabry’s arguments, critique certain assumptions, and propose a more robust vision for Sri Lanka’s foreign policy.
Sabry outlines five key pillars of a non-aligned yet multi-aligned foreign policy:
- No military alignments, no foreign bases: Sri Lanka should avoid entangling itself in military alliances or hosting foreign military bases.
- Economic engagement with all, dependency on none
: Sri Lanka should diversify its economic partnerships to avoid over-reliance on any single country.
* Diplomatic balancing
: Sri Lanka should engage with multiple powers, leveraging relationships with China, India, the US, Europe, Japan, and ASEAN for specific benefits.
- Leveraging multilateralism
: Sri Lanka should participate actively in regional and global organisations, such as UN, NAM, SAARC, and BIMSTEC.
- Resisting coercion and protecting sovereignty
: Sri Lanka must resist external pressures and assert its sovereign right to pursue an independent foreign policy.
While pillars 1, 2, and 5 align with the traditional principles of non-alignment, pillars 3 and 4 warrant closer scrutiny. Sabry’s emphasis on “diplomatic balancing” and “leveraging multilateralism” raises questions about the consistency of his approach with the spirit of non-alignment and whether it adequately addresses the challenges of a multipolar world.
Dangers of over-compartmentalisation
Sabry’s suggestion that Sri Lanka should engage with China for infrastructure, India for regional security and trade, the US and Europe for technology and education, and Japan and ASEAN for economic opportunities reflects a pragmatic approach to foreign policy. However, this compartmentalisation of partnerships risks reducing Sri Lanka’s foreign policy to a transactional exercise, undermining the principles of non-alignment.
Sabry’s framework, curiously, excludes China from areas like technology, education, and regional security, despite China’s growing capabilities in these domains. For instance, China is a global leader in renewable energy, artificial intelligence, and 5G technology, making it a natural partner for Sri Lanka’s technological advancement. Similarly, China’s Belt and Road Initiative (BRI) offers significant opportunities for economic development and regional connectivity. By limiting China’s role to infrastructure, Sabry’s approach risks underutilising a key strategic partner.
Moreover, Sabry’s emphasis on India for regional security overlooks the broader geopolitical context. While India is undoubtedly a critical partner for Sri Lanka, regional security cannot be addressed in isolation from China’s role in South Asia. The Chinese autonomous region of Xizang (Tibet) is indeed part of South Asia, and China’s presence in the region is a reality that Sri Lanka must navigate. A truly non-aligned foreign policy would seek to balance relationships with both India and China, rather than assigning fixed roles to each.
Sabry’s compartmentalisation of partnerships risks creating silos in Sri Lanka’s foreign policy, limiting its flexibility and strategic depth. For instance, by relying solely on the US and Europe for technology and education, Sri Lanka may miss out on opportunities for South-South cooperation with members of BRICS.
Similarly, by excluding China from regional security discussions, Sri Lanka may inadvertently align itself with India’s strategic interests, undermining its commitment to non-alignment.
Limited multilateralism?
Sabry’s call for Sri Lanka to remain active in organisations like the UN, NAM, SAARC, and BIMSTEC is laudable. However, his omission of the BRI, BRICS, and the Shanghai Cooperation Organisation (SCO) is striking. These platforms represent emerging alternatives to the Western-dominated global order and offer Sri Lanka opportunities to diversify its partnerships and enhance its strategic autonomy.
The BRI is one of the most ambitious infrastructure and economic development projects in history, involving over 140 countries. For Sri Lanka, the BRI offers opportunities for infrastructure development, trade connectivity, and economic growth. By participating in the BRI, Sri Lanka can induce Chinese investment to address its infrastructure deficit and integrate into global supply chains. Excluding the BRI from Sri Lanka’s foreign policy framework would be a missed opportunity.
BRICS and the SCO represent platforms for South-South cooperation and multipolarity. BRICS, in particular, has emerged as a counterweight to such Western-dominated institutions as the IMF and World Bank, advocating for a more equitable global economic order. The SCO, on the other hand, focuses on regional security and counterterrorism, offering Sri Lanka a platform to address its security concerns in collaboration with major powers like China, Russia, and India. By engaging with these organisations, Sri Lanka can strengthen its commitment to multipolarity and enhance its strategic autonomy.
Non-alignment is not neutrality
Sabry’s assertion that Sri Lanka must avoid taking sides in major power conflicts reflects a misunderstanding of non-alignment. Non-alignment is not about neutrality; it is about taking a principled stand on issues of global importance. During the Cold War, non-aligned countries, like Sri Lanka, opposed colonialism, apartheid, and imperialism, even as they avoided alignment with either the US or the Soviet Union.
Sri Lanka’s foreign policy, under leaders like S.W.R.D. Bandaranaike and Sirimavo Bandaranaike, was characterised by a commitment to anti-colonialism and anti-imperialism, opposing racial segregation and discrimination in both its Apartheid and Zionist forms. Sri Lanka, the first Asian country to recognise revolutionary Cuba, recognised the Palestine Liberation Organisation (PLO) and the Provisional Revolutionary Government of South Vietnam, supported liberation struggles in Africa, and opposed the US military base in Diego Garcia. These actions were not neutral; they were rooted in a principled commitment to justice and equality.
Today, Sri Lanka faces new challenges, including great power competition, economic coercion, and climate change. A truly non-aligned foreign policy would require Sri Lanka to take a stand on issues like the genocide in Gaza, the colonisation of the West Bank, the continued denial of the right to return of ethnically-cleansed Palestinians and Chagossians, the militarisation of the Indo-Pacific, the use of economic sanctions as a tool of coercion, and the need for climate justice. By avoiding these issues, Sri Lanka risks becoming the imperialist powers’ cringing, whingeing client state.
The path forward
Sabry’s use of the term “multi-alignment” reflects a growing trend in Indian foreign policy, particularly under the BJP Government. However, multi-alignment is not the same as multipolarity. Multi-alignment implies a transactional approach to foreign policy, where a country seeks to extract maximum benefits from multiple partners without a coherent strategic vision. Multipolarity, on the other hand, envisions a world order where power is distributed among multiple centres, reducing the dominance of any single power.
Sri Lanka should advocate for a multipolar world order that reflects the diversity of the global South. This would involve strengthening platforms like BRICS, the SCO, and the NAM, while also engaging with Western institutions like the UN and the WTO. By promoting multipolarity, Sri Lanka can contribute to a more equitable and just global order, in line with the principles of non-alignment.
Ali Sabry’s call for a non-aligned, yet multi-aligned foreign policy falls short of articulating a coherent vision for Sri Lanka’s role in a multipolar world. To truly uphold the principles of non-alignment, Sri Lanka must:
* Reject compartmentalisation
: Engage with all partners across all domains, including technology, education, and regional security.
* Embrace emerging platforms
: Participate in the BRI, BRICS, and SCO to diversify partnerships and enhance strategic autonomy.
* Take principled stands
: Advocate for justice, equality, and multipolarity in global affairs.
* Promote South-South cooperation
: Strengthen ties with other Global South countries to address shared challenges, like climate change and economic inequality.
By adopting this approach, Sri Lanka can reclaim its historical legacy as a leader of the non-aligned movement and chart a course toward a sovereign, secure, and successful future.
(Vinod Moonesinghe read mechanical engineering at the University of Westminster, and worked in Sri Lanka in the tea machinery and motor spares industries, as well as the railways. He later turned to journalism and writing history. He served as chair of the Board of Governors of the Ceylon German Technical Training Institute. He is a convenor of the Asia Progress Forum, which can be contacted at asiaprogressforum@gmail.com.)
by Vinod Moonesinghe
Features
Nick Carter …‘Who I Am’ too strenuous?

Cancellation of shows has turned out to be a regular happening where former Backstreet Boys Nick Carter is concerned. In the past, it has happened several times.
If Nick Carter is not 100 percent fit, he should not undertake these strenuous world tours, ultimately disappointing his fans.
It’s not a healthy scene to be cancelling shows on a regular basis.
In May 2024, a few days before his scheduled visit to the Philippines, Carter cancelled his two shows due to “unforeseen circumstances.”
The promoter concerned announced the development and apologised to fans who bought tickets to Carter’s shows in Cebu, on May 23, and in Manila, on May 24.
The dates were supposed to be part of the Asian leg of his ‘Who I Am’ 2024 tour.
Carter previously cancelled a series of solo concerts in Asia, including Jakarta, Mumbai, Singapore, and Taipei. And this is what the organisers had to say:
“Due to unexpected matters related to Nick Carter’s schedule, we regret to announce that Nick’s show in Asia, including Jakarta on May 26 (2024), has been cancelled.
His ‘Who I Am’ Japan tour 2024 was also cancelled, with the following announcement:

Explaining, on video, about the
cancelled ‘Who I Am’ shows
“We regret to announce that the NICK CARTER Japan Tour, planned for June 4th at Toyosu PIT (Tokyo) and June 6th at Namba Hatch (Osaka), will no longer be proceeding due to ‘unforeseen circumstances.’ We apologise for any disappointment.
Believe me, I had a strange feeling that his Colombo show would not materialise and I did mention, in a subtle way, in my article about Nick Carter’s Colombo concert, in ‘StarTrack’ of 14th January, 2025 … my only worry (at that point in time) is the HMPV virus which is reported to be spreading in China and has cropped up in Malaysia, and India, as well.
Although no HMPV virus has cropped up, Carter has cancelled his scheduled performance in Sri Lanka, and in a number of other countries, as well, to return home, quoting, once again, “unforeseen circumstances.”
“Unforeseen circumstances” seems to be his tagline!
There is talk that low ticket sales is the reason for some of his concerts to be cancelled.
Yes, elaborate arrangements were put in place for Nick Carter’s trip to Sri Lanka – Meet & Greet, Q&A, selfies, etc., but all at a price!
Wonder if there will be the same excitement and enthusiasm if Nick Carter decides to come up with new dates for what has been cancelled?
-
Business5 days ago
Cargoserv Shipping partners Prima Ceylon & onboards Nestlé Lanka for landmark rail logistics initiative
-
News3 days ago
Seniors welcome three percent increase in deposit rates
-
Features3 days ago
The US, Israel, Palestine, and Mahmoud Khalil
-
News3 days ago
Scholarships for children of estate workers now open
-
Business5 days ago
Sri Lankans Vote Dialog as the Telecommunication Brand and Service Brand of the Year
-
News4 days ago
Defence Ministry of Japan Delegation visits Pathfinder Foundation
-
Features5 days ago
The Vaping Veil: Unmasking the dangers of E-Cigarettes
-
News5 days ago
‘Deshabandu is on SLC payroll’; Hesha tables documents