• Udarata Menike curtailed to Rambukkana as 223 damaged sites delay full reopening
• Engineers race to stabilise iconic Black Bridge amid structural uncertainty
• Experts flag lack of transparency, say alternative repair plan could have fast-tracked reopening 
• SLTB steps in to avert Avurudu travel crisis, moves 2 million passengers in a single day 

Train services along Sri Lanka’s scenic upcountry railway line remain disrupted months after Cyclone Ditwah, with the iconic Udarata Menike train currently operating only up to Rambukkana as repair work continues on severely damaged sections of track.

The curtailment reflects the scale of destruction caused by the cyclone, which damaged 223 locations along the Colombo–Badulla railway line due to landslides and ground subsidence. 

Widely described as one of the most devastating natural disasters in recent years, the catastrophe caused an estimated Rs. 69 billion in damage to the country’s railway network, one of Sri Lanka’s most critical public transport systems.

Although railway authorities have restored operations across several sections through sustained efforts over the past four months, uninterrupted travel between Colombo and the central highlands remains unfeasible.

Authorities have now set a revised timeline to complete the full restoration of the upcountry railway line by 31 December, following delays in meeting earlier targets, including the deadline set ahead of the Sinhala and Tamil New Year in April.

A senior official from the Ministry of Transport, Highways, and Urban Development, speaking on condition of anonymity, confirmed the revised timeline and highlighted the scale of the ongoing work: “Five places along the Kandy to Jaffna route were completely washed away and we are currently conducting repairs. Our plan is to complete these restorations before 31 December.”

Scale of the natural disaster

The Ditwah cyclonic storm unleashed its fury across the island, but its impact on the central highlands was particularly destructive. Heavy rainfall and gale-force winds severely compromised the mountainous terrain, leading to massive earth destabilisation along the railway paths. 

Between the Ihala Kotte and Peradeniya Railway Stations alone, authorities recorded 53 separate incidents of damage, including deep soil erosion and massive boulders crashing onto the tracks.

The devastation was most pronounced between the Balana and Kadugannawa Railway Stations, an area historically known for its steep inclines and difficult topography. On the night of 27 November 2025, landslides completely obliterated six sections of the track in this region. The earth slips were so severe that the railway line was physically split in two near the Balana station. 

To facilitate the transport of heavy machinery and essential raw materials to the mountainous disaster zones, Sri Lanka Railways (SLR) was forced to dismantle and remove approximately 400 metres of intact railway track. This drastic measure allowed construction vehicles to access the otherwise unreachable locations.

Further complicating the recovery process were the historic tunnels that dot the upcountry route. Three crucial tunnels were entirely blocked by collapsed earth and debris. By early this year, engineering teams had successfully cleared two of these tunnels, with the excavation of the third reaching its final stages.

The Black Bridge dilemma

Perhaps the most intricate challenge facing SLR is the structural compromise of the Kalu Palama (Black Bridge) situated in Peradeniya, widely recognised as the Yaka Palama. 

Renowned for both its aesthetic beauty and its historical engineering significance, the bridge serves as the primary gateway for trains entering the central hills. During the peak of the Ditwah cyclonic storm, the water levels of the Mahaweli River, Sri Lanka’s longest river, rose dramatically to meet the upper structural girders of the bridge.

Speaking to the media, SLR Engineer Ishara Udayanga detailed the specific technical challenges regarding the bridge during a recent field inspection. 

“The floodwaters reached the upper girder level of the bridge and the water current hollowed out a cavity underneath the support pillar. Due to this hollowing, the pillar tilted about 7–8 degrees in the opposite direction of the water flow. We first filled the cavity underneath with concrete, which stopped the tilting. We are now straightening the slightly tilted section by performing a jacketing process around the pier,” he said.

However, stabilising the central pier is only one part of the equation. Concerns remain regarding the structural integrity of the bridge’s upper framework.

Elaborating on the precarious situation regarding the top structure, the anonymous official from the Ministry of Transport, Highways, and Urban Development said: “We have already started construction on the bridge, but there is a small issue with the superstructure, which is the top layer. We have commenced piling and other works, but the superstructure has been sent for testing. If the test results indicate that it cannot be used, we will have to construct an entirely new bridge. The final outcome depends completely on the testing results of the superstructure. Otherwise, everything will be finished close to the end of December.”

When asked about rumours of conflicts between the Central Engineering Consultancy Bureau (CECB) and SLR regarding the construction efforts, the ministry official firmly dismissed the claims, noting: “There are no issues between the respective departments. Nothing like that has occurred to my knowledge.”

Expert critique and ignored proposals

Despite the ongoing efforts by State engineering bodies, the methodology employed in the restoration of the Black Bridge has drawn sharp criticism from senior professionals in the field.

Former General Manager of SLR Priyal De Silva, who is also a former President of the Institution of Engineers Sri Lanka (IESL), has publicly voiced his concerns regarding the lack of transparency and consultation in the recovery process. 

Together with Structural Engineer K.L.S. Sahabandu, who formerly served as the General Manager of the CECB, De Silva has formulated a comprehensive technical proposal intended to expedite the bridge repairs.

“The CECB and Central Engineering Services Ltd. are handling this job. I have mentioned in certain forums that they should release a statement detailing how they intend to complete this work, allowing us to provide our input to ensure success in the shortest possible time. However, they have not done so and are continuing with the work. 

“Engineer Sahabandu and I submitted a formal proposal to the IESL, the President, the Transport Minister, the Transport Secretary, the General Manager of Railways, and the Central Province Governor, as well as the head of the Disaster Management Centre. We have not received a response from any of them. If they were interested, they could have reviewed the report and invited us for a meeting to obtain our comments,” De Silva charged.

The core of their technical critique centres on the physical forces currently acting upon the damaged bridge. According to De Silva, the current restoration strategy fails to account for the immense downward pressure exerted by the top structure, which inherently complicates the realignment of the tilted pier.

“The superstructure currently places a heavy load on the tilting pier. It is highly difficult to correct a slanting pier without first taking the load off the structure. They must initially release the load coming onto the tipping structure. To do this, support systems should be placed on either side of the pier to hold the superstructure. 

“Once the bridge is realigned on temporary supports, train services can resume. Subsequently, the pier can be completely dismantled and rebuilt from the bedrock upwards, after which the two spans can be placed on the new structure. If they had followed this straightforward method, the project could have been finished by March,” De Silva asserted.

Ongoing operations

While the upcountry line remains a massive undertaking, SLR has achieved significant milestones in restoring other routes heavily impacted by the storm. The northern line, which suffered immense damage, has been successfully revived with international assistance.

SLR Spokesperson and Superintendent – Traffic Asanka Samarasinghe provided a comprehensive update on the operational status of the national railway grid, stating that except for the stretch from Rambukkana to Nanu Oya, train services were operational everywhere else. 

“Through an Indian grant of $ 5 million, we addressed 14 locations where the track was blocked between Maho and Kankesanthurai. Those repairs are complete and air-conditioned trains are now running normally on that line. SLR also repaired two locations on the Puttalam line and trains are operating there without issue. Currently, on the upcountry line, trains travel from Colombo only up to Rambukkana, but isolated services are running between Nawalapitiya and Hatton, and between Ambewela and Badulla. 

“A major landslide occurred over a short distance between Ambewela and Nanu Oya, and SLR plans to restore train services from Nanu Oya to Badulla within 1–3 months. Plans are also underway to repair the Colombo to Badulla route in collaboration with the National Building Research Organisation (NBRO),” Samarasinghe outlined.

A transport crisis averted

The severing of the upcountry railway line posed a monumental threat to the annual Sinhala and Tamil New Year migration. Every April, millions of citizens travel from the commercial hubs of the Western Province to their ancestral homes in the central and rural provinces. With the railway line out of commission, an unprecedented burden was placed on national road networks and State-run bus services.

Stepping up to alleviate the crisis, the Sri Lanka Transport Board (SLTB) executed a massive logistical operation that not only prevented a nationwide travel gridlock but also resulted in the highest revenue generation in the history of the institution. SLTB Chairman Sajeewa Nandana Kanakarathna detailed the extraordinary measures the State entity took to fill the void left by the paralysed railway system.

“On 8 April we earned Rs. 163 million, followed by Rs. 173 million on 9 April and Rs. 193 million on 10 April. On 11 April, we recorded an unprecedented Rs. 213 million, transporting the highest number of passengers in our history. Typically, the daily passenger volume for the SLTB across the country is about one million. However, on 11 April, by utilising our entire fleet efficiently, we facilitated the movement of two million passengers across the country,” he said.

The operation required meticulous planning and the deployment of virtually every available vehicle in the State fleet. To accommodate the stranded railway passengers, the SLTB deviated from its standard festive season protocols and drastically increased the number of buses operating out of the capital.

“Due to Cyclone Ditwah, the upcountry railway line was completely disrupted, leading a massive number of railway passengers to shift to our bus services. We managed this immense demand by deploying a significantly higher number of buses along those specific routes. 

“Most of our revenue originated from Badulla, Bandarawela, and particularly Hatton. On the Colombo to Hatton route, we operated buses every four to five minutes in order to accommodate the passenger volume. Furthermore, specifically due to the rail transport disruption, we brought 1,500 additional buses into Colombo over and above our normal schedule,” Kanakarathna added.

The success of the operation was deeply rooted in the commitment of members of the transport workforce, who laboured continuously to ensure the public’s safe passage. The peak of the operation saw nearly 5,000 SLTB buses navigating the perilous mountain roads simultaneously.

“On 8 April, we operated 4,845 buses islandwide. We reached our peak on 11 April by deploying 4,892 buses. By putting our entire fleet and our full workforce into the field, we ensured a comfortable and safe journey for our passengers. By 3 a.m. on 14 April, we cleared every queue and terminal in Nuwara Eliya, Hatton, Badulla, and Bandarawela, bringing the passenger count down to zero by dispatching all buses towards Colombo.

“The primary reason for this success was the excellent condition of our fleet, maintained through strict discipline and sound management. Every employee, from the lowest tier to the highest, showed immense dedication, working around the clock without rest. We surpassed a record revenue of Rs. 1 billion within just six days, marking a special milestone in Sri Lankan history,” Kanakarathna concluded.

As the year progresses, the focus remains heavily fixed on SLR and the CECB. With the December deadline looming, the public and professional engineering communities alike are watching closely to see if the historic upcountry tracks and the iconic Black Bridge will be restored to their former glory, allowing the rhythmic clatter of the trains to return to the highland valleys once more.

PHOTO LALITH PERERA