Boom and slump of Sri Lankan Railway – mirror of the country

Diesel locomotives that plans to donate to Sri Lanka

Rail Roader

Road Railor

Rail bus manufactured in Sri Lanka

Tram cars in Sri Lanka

Garratt articulated steam locomotive

Nanu Oya Railway Station

• “Sri Lankan historic railway was a model to the world, it has the potential to uplift one of the main incomes of the tourist industry, and supporting the cargo backbone” 

Background

The history of Sri Lankan Railways dates back to the colonial era, with the establishment of the first railway line during British rule in Ceylon.

The idea of building a railway system in Sri Lanka was conceived in the mid-19th century. During the British colonial era, the British administration sought to improve transportation for the purposes of facilitating the movement of goods, especially tea, coffee, coconut, and rubber, which were major export commodities at the time. In 1853, the first railway line was constructed between Colombo and Ambepussa. This line was 49 miles long and was opened on 27 March 1864. It was built to connect the port of Colombo to the interior of the island for the efficient transport of goods.

Following the initial success of the Colombo-Ambepussa line, the railway network began to expand rapidly. The British administration recognised the strategic importance of railways in promoting colonial interests and facilitating the movement of goods like tea and coffee from hinterland to the port. In 1874, the Kandy line was opened. The line was an engineering marvel, given the challenging terrain and mountainous regions it had to cross. This was followed by the construction of several other lines, including those to Galle, Matara, and Jaffna. By the end of the 19th century, the railway network had expanded to cover much of the hinterland, including lines connecting the northern, southern, and central parts of Sri Lanka. 

The railway system continued to play a significant role in the country’s economy and transportation infrastructure (highest contribution to the GDP in 1929). Ceylon Government Railways (CGR) was established as a state-owned entity. During this period, efforts were made to modernise the system, but the growth of road transportation, particularly buses and trucks, led to a decline in the importance of railways for passenger transport. Despite these challenges, railways remained critical for transporting goods, especially agricultural produce and raw materials, to the ports. Apart from that CGR introduced rail busses to the system which compete with the road bus transportation. Other than the imported buses CGR made the rail busses to the fleet.

From the 1970s onwards, the Sri Lankan railway system began facing a range of challenges. These included outdated infrastructure, a lack of investment in modernisation, and the increasing popularity of road transportation. The cost of maintaining and upgrading the railway system became a significant burden for the Government. Apart from that, politicians flooded the CGR with party supporters and trade unions captured the power of the organisation, subsequently CGR was critically effected and politicised creating corruptions and decline.

The civil war, which lasted from 1983 to 2009, caused significant damage to the railway infrastructure, especially in the northern and eastern regions of the island. After the end of the civil war in 2009, efforts were made to revitalise the railway system. The Government, with the support of international aid and loans, began modernising the railway network. Key projects included upgrading existing tracks, introducing new trains, and expanding services to underserved areas. Proposal for electrification and double-tracking of some of the key railway lines, such as the Colombo-Kandy and Colombo-Matara lines, have been discussed to improve speed and efficiency. 

The introduction of modern trains, including air-conditioned services, has also been aimed at improving the comfort of passengers. Efforts were made to modernise the infrastructure and make the railway system more efficient and reliable, although challenges such as outdated stations, track maintenance, and competition from other forms of transport remain.

Railway steam locomotives

Sri Lankan Railways operated a variety of steam locomotives throughout the 19th and 20th centuries, particularly during the colonial and early post-independence periods. These steam engines were essential in the development and expansion of Sri Lanka’s rail network, and they played a significant role in the country’s transport history. These early engines were mainly imported from Britain and were used to operate the initial sections of the line. The first steam engine used on Sri Lankan tracks was a locomotive named “Colombo”, which was brought in to haul the first trains on the Colombo-Ambepussa route. These engines were typically small and designed to operate on relatively flat terrain.

As the railway network expanded, particularly with the construction of more challenging lines such as the Colombo-Kandy line (1874), the need for more powerful steam engines grew. The mountainous terrain in central and southern Sri Lanka required engines with greater pulling power, especially to overcome steep gradients. During this period, steam engines of various classes were introduced, including both passenger and freight locomotives. Notably, engines from manufacturers like Beyer-Peacock (a prominent British manufacturer), Baldwin Locomotive Works, and Robert Stephenson and Co. were used in Sri Lanka.

C Class steam locomotives were designed for hauling passenger trains (1900). They were built in Great Britain and Germany, and many of these engines had 4-6-2 wheel arrangements, which provided the necessary power for the steep gradients of Sri Lanka’s hill country lines (wheel arrangements decides the pulling power).

The K Class was specifically designed to cope with the steep gradients on the Colombo-Kandy line and other mountainous routes. They were powerful steam engines that used a 4-8-0-wheel arrangement, offering the strength required for these challenging terrains.

The U Class steam engines were primarily built for freight transport and were known for their durability and efficiency in hauling goods, especially on the flatter lines of Sri Lanka.

The M Class and S Class locomotives were designed for lighter duties, both for freight and passenger transport. These engines were used on less steep and less demanding routes and were known for their versatility.

Steam locomotives were at their peak in Sri Lanka between the 1930s and 1960s, before the widespread introduction of “diesel electric” engines. The period saw the introduction of more advanced models, and the Sri Lankan Railway expanded its network further, integrating steam-powered trains into various regions of the country. Sri Lankan engineers made two steam locomotives in the Ratmalana workshop and were very successful apart from that they manufactured almost all the spare parts necessary for the steam locomotives. Further the engineers converted the coal power locomotives to oil fired, increasing the efficiency of the engines. Then Chief Engineer/GM B.D. Rampala (1955-1970) was behind many of the innovations in CGR. 

However, the railway system faced challenges in modernisation and efficiency, with the growing popularity of road transportation, especially buses and trucks, which began to cut into the railways’ market share.

By the 1970s, the steam locomotive era began to wind down, with the gradual introduction of diesel locomotives starting in the early 1950s. Sri Lankan workshops manufactured two Diesel Shunters (M2) and a rail car to the fleet of CGR in 1956.

Sri Lankan railway tracks

Main Line (Colombo to Badulla, 184.78 miles)

The Main Line is one of the most significant railway routes in Sri Lanka. It runs from Colombo (the capital) to Badulla, passing through several major towns and crossing the central hill country.

This line is known for its challenging terrain, with steep gradients and tight curves, particularly on the Kandy to Badulla stretch. The line is important for both passenger and freight transport and includes scenic sections, attracting many tourists.

The track gauge used here is standard gauge (1,676 mm), and the line was opened in stages between 1864 and 1924.

Coastal Line (Colombo to Mathara, 98.54 miles)

The Coastal Line connects Colombo to Galle, running along the southern coastline of Sri Lanka. This route is significant for both passenger services and freight, particularly for transporting goods to and from the southern ports.

This line was one of the first to be developed during the British colonial period, and it was later expanded to serve Matara and Tangalle.

Northern Line (Colombo to Jaffna, (256.06 miles)  

The Northern Line runs from Colombo to Jaffna in the northern part of Sri Lanka. It serves as a critical link between the capital and the Northern Province.

This line was closed and disrupted during the Sri Lankan Civil War but was gradually restored after the war ended in 2009. The gauge here is also standard gauge (1,676 mm).

Hill Country Line (Nanu Oya to Ragala19.17 miles)

This line is famous for its scenic beauty, especially the stretch between Nanuoya and Nuwara Eliya (Ragala). Known for its steep gradients and picturesque views, this line is a popular route for tourists. Dismantled in 1940s.

This is a narrow-gauge line (1,000 mm), and the track layout here is often winding and curving, designed to navigate the mountainous landscape.

Kelani Valley Line (96.26 miles)

The Kelani Valley Line connects Colombo to Avissawella and passes through rural areas. This line is used for passenger and freight services and runs through lush greenery, providing a unique travel experience. This narrow gauge line was initially built up to Opanayake

Colombo to Puttalam line 92.30 miles)

Colombo Trincomalee and Batticaloa Line

Colombo Mannar line up to Thalai Mannar

Apart from that 2 miles supply line from Puttalam Cement Factory to its lime mine and Anuradhapura to Mihinthale line too added with expansion of Matara line to Beliaththa.

Track maintenance and upgrades

Over the decades, the railway tracks have required significant maintenance, particularly given the age of the infrastructure and the challenges of maintaining tracks in Sri Lanka’s monsoon climate. Regular track inspections, repairs, and the replacement of worn-out rails and ties are critical tasks.

Electrification of some sections of the rail network has been proposed to improve efficiency and reduce dependence on fossil fuels.

Indian Railway repaired the damaged railway line from Vavuniya to Jaffna, and presently SL railway is repairing the line from Maho to Anuradhapura.

Future prospects

As part of its infrastructure development goals, the Sri Lankan Government has been working on plans to double-track certain sections of the railway, such as the Colombo-Kandy route, to increase capacity and reduce travel time. This will also include modern signalling systems and electrification to enhance operational efficiency.

There are also plans to develop urban rail networks, including light rail systems in Colombo to Malabe, in order to reduce road congestion and promote more sustainable forms of transport. 

Sri Lankan Railway income

The income of Sri Lankan Railways (SLR), the state-owned entity responsible for operating the island’s railway network, primarily comes from several revenue sources. These include passenger services, freight services, ticket sales, and other associated ancillary services. However, over the years, Sri Lankan Railways has faced significant financial challenges due to a variety of factors, including infrastructure maintenance costs, underinvestment, and competition from other forms of transportation. 

Freight services revenue

• Bulk cargo: Includes the transportation of agricultural products, minerals, and other raw materials.
• Containerised cargo: The railways also transport containers to and from major port areas, such as Colombo Port.
• Specialised freight services: Certain sectors, like fuel transportation, benefit from the use of trains, especially in times of logistical challenges or during periods of heightened demand.

Above freight services are minimal and much less than the renaissance period of railway, it seems that the railway does not encourage the Cargo services since it has more coordination and managerial involvement which reduces the free time of the workers. Otherwise it would have been much relief to the road congestion and speed of the cargo. Intermodality is only a buss word in the railway operations.

Ticket sales from tourist trains

Tourism is a significant income source for Sri Lankan Railways, particularly through special tourist trains. Trains that provide scenic journeys through Sri Lanka’s picturesque hill country, such as the famous Kandy to Ella route, offer a unique experience and attract both foreign and domestic tourists. CGR is fails to tap this great income source due to its inefficiency and the negligence. Colombo to Ella tickets were sold in 42 seconds and the high fraud is imminent due to the silence and the blind eye from the Railway department. GMR was deaf until the Ministers involvement against the high fraud.

Premium services, like luxury trains and heritage trains, charge higher fares, which increase overall income. For example, the Viceroy Special and Ruhunu Kumari trains provide tourists with a luxurious and scenic journey, generating significant revenue. Frauds from online booking platform continues due to the high demand for the particular journey, due to the pressure from the Minister GMR launched two extra journeys from February 2025.  

Economic and social impact

Railways were a key component in the economic development of many countries, contributing to the rapid movement of goods, such as coal, iron, and manufactured products, to facilitate industrialisation. For example:

• In Britain, the railway system played a significant role in the Industrial Revolution by enabling the mass transport of goods across the country.
• In the United States, railroads connected vast regions, enabling the transportation of agricultural and industrial products, and facilitating the settling of the western frontier.

Urbanisation: Railways helped spur urbanisation by connecting rural areas to growing cities. Towns and cities developed along railway lines, leading to a boom in population and infrastructure.

Global expansion: The rise of railways in Europe and North America spread globally. During the colonial period, many European powers, including Britain, France, and Portugal, built railways in their colonies to facilitate the transport of raw materials for export. Notably:

• In India, the British established an extensive railway network starting in the 1850s to transport tea, spices, cotton, and other goods.
• In Africa, railways were built to connect coastal ports with interior regions, aiding in the movement of minerals and agricultural products.

Sri Lankan Railway tourism

Sri Lankan Railways has become an important part of the country’s tourism industry, offering visitors a unique and scenic way to explore the island. The country’s railway system not only serves as a mode of transport but also provides an authentic and picturesque experience for tourists. Through both regular and special tourist trains, the railway offers a chance to witness Sri Lanka’s diverse landscapes, from the coastal areas to the lush hill country.

Scenic and heritage train routes

Scenic beauty: Authentic experience: 

Affordable and accessible: Train travel is relatively affordable, and Sri Lankan Railways offers both basic and luxury services to suit different budgets. It allows tourists to visit more remote locations that may be difficult to access by other means of transport.

Cultural connection

Tourist-friendly train services

Air-conditioned coaches, guided tours: Many of the special tourist trains come with guides or narration that helps visitors understand the history, culture, and significance of the areas they pass through.

Themed tours

Roadrailor is one of the innovative concepts which, the vehicle can run on the rails as well on roads, this may be an innovative concept as well for tourists groups and general passengers since it can achieve safety and speed.

Rail busses are another concept that support the small group of tourist or general passengers.

Supply chain and logistics management knowledge

This is a lacking skill in the organisation, holistically organisation is not believing of business acumen skills which has to be a key performance indicator at all levels. Countries have two specific areas of development either by science through innovations, R&D or branding, the other way marketing or logistics. Since developing countries are lacking in scientific knowledge the best path is to logistics and marketing. For Sri Lanka especially, supply chain management and logistics are best due to its geopolitical setting of the world. Sea ports and airports are our positive nodes. But the roads are the dominating hinterland connectivity of ports, which should be the other way that is, rail and if available pipelines which are overhead breakers due to its economies of scale. Therefore, to support the supply chains rail transportation can have a higher positive impact by enhancing the knowledge attitude and skills of the workforce while recruiting supply chain/logistics specialists with higher business acumen, but none in the CGR at present. 

Tram cars

Tram cars in Sri Lanka were once a popular mode of transportation, particularly in Colombo, the country’s commercial capital. The tram system in Sri Lanka dates back to the early 20th century, with the first tram service introduced in 1888. The system was initially powered by steam and later converted to electricity and the cars run on rails.

The trams were an essential part of urban transport for many years in many countries, serving both locals and visitors. However, over time, due to the rise of buses and other forms of transport, the tram network gradually declined. By the 1960s, trams were phased out in most areas, and the system was eventually abandoned. But none of the countries have not done this grave mistake. This too had been a political decision backed by the bus owners. 

Conclusion

Railway is a strong game changer for the country if manage professionally and efficiently, it urges higher rehabilitation of its workforce than the restructuring and reengineering. According to my proposal the senior administrators must be imported from Europe where good rail services are imminent or at least from neighbouring India, because it needs total change of mind sets and embedding a positive culture in the organisation.

Next is lack of transportation specialists, almost all the transportation companies are headed by the transportation experts but railway department always headed by a mechanical engineer, that’s also on a seniority basis but not by the performance or business acumen of the individual. SL railway did not recruit a single transporter who expertise on transportation which, almost all the universities in Sri Lanka produce Transportation Degree holders. Since it’s a new degree to conservative administers of the railway and also due to the fear of losing the traditional senior appointments they may be avoiding the recruiting said professionals.

Fuel, sand and container are the main three kinds of cargo transportation in Sri Lanka, but the railway is blind on this important business due to the breaking of the comfort zones. No country is transporting containers on road transportation, but railway transportation from the port to hinterland terminals. Then, from their only individual road transportation takes place to the destinations which is call “Transloading” which gives a very less overhead comparing to individual prime mover transportation. Business organisations too reluctant to collaborate with CGR due to their lethargy and corrupt attitude.

Mainly sand transport from Polonnaruwa to Colombo from the Mahaweli River, since Polonnaruwa has the access to the railway sand transport but it transports only by the individual trucks creating heavy burden for the vehicles on the road and creating unnecessary accidents.

“Intermodality” is an unknown management concept to the railway department, there is no connectivity with other modes either passenger or the cargo, but considering the past the British’s were much aware of the importance of intermodality in a transportation platform. Interconnectivity of Fort railway, bus stand, port and the Charmers Granary are good examples. Also, Nanuoya railway station gives much evidence to the cargo intermodality with CGR.

Railway is a mirror of a country, it shows the quality and the organisation of the country to the world. Therefore, clean and efficient service is a key performer in the railway department.

However, it shows a huge decline in the railway sector in all angles when considering the contemporary history of the SL railway. It’s the duty of the citizens to uplift the spirit of the railway in order to shine the country in the world. Finally, countrymen must not forget that Ceylon Railway was once a model organisation to the whole world who started many firsts in the world.

(The writer is a Chartered Transporter. He can be reached via [email protected].)