• Horana street race death exposes gaps in sport, safety, enforcement
• Police warns of rising youth fatalities, illegal bikes, strict seizures
• Riders say most illegal races involve low-capacity motorcycles
• Lack of tracks and structure fuel dangerous road racing 

“I still believe the most beautiful days in life are yet to come.” Those words remain on the Facebook profile of Sasindu Dewmith Prasanna, fondly known as Sasi, a 17-year-old whose life ended tragically on a public road in Horana earlier in January. 

Sasindu was killed during an illegal motorcycle street race when his high-speed motorcycle collided with another vehicle. A 21-year-old rider who had been racing alongside him sustained serious injuries and was receiving treatment in hospital, Police informed the court last week. 

Following an investigation by the Horana Headquarters Police, it was revealed that the race had been organised, filmed, and circulated on social media. Several young men involved in the race as organisers and participants have been arrested and produced before the court. 

The Police has also launched operations to identify and arrest individuals who rode motorcycles without helmets and performed dangerous stunts, including riding on a single wheel, during Sasindu’s funeral procession. 

In the aftermath of the incident, several other videos surfaced on social media showing groups of youth, many of them visibly teenagers, engaging in dangerous stunts and nighttime street races on public roads. These videos drew widespread public criticism, with concerns raised over the severe risks posed to both riders and other road users, and the broader threat to public safety.

Deaths, lawlessness, and confiscation

Responding to public concern, Deputy Inspector General of Police in charge of Traffic Control and Road Safety W.P.J. Senadheera said that the fatal incident in Horana reflected a wider pattern of reckless riding and a growing disregard for road safety laws among young motorcyclists. 

“By 22 January this year, 45 motorcyclists and seven pillion riders had died in road accidents,” he said. 

He added that the Police was particularly alarmed by the conduct of certain individuals following the crash. “Even after such a tragic incident, the funeral procession was conducted on motorcycles. Some riders were not wearing helmets,” he said. “There was every possibility of conducting that procession without motorcycles. This accident itself happened because of reckless riding, yet the same behaviour continued.” 

Senadheera said motorcycles were increasingly being misused on public roads. “Motorcycles are meant for transport convenience. They are not meant for racing on main roads, not for endangering pedestrians, and not for intimidating disciplined, law-abiding drivers,” he said. “This rising wave among young people is extremely dangerous. There is a complete disregard for traffic law, public safety, and discipline.”

He said that the Police had been instructed to act firmly against such behaviour, noting: “When this many road deaths are taking place and people continue to violate the law in such a serious manner, we cannot be lenient. The law must be enforced strictly.”

Providing legal clarity, Police Media Spokesperson Assistant Superintendent of Police F.U. Wootler said that Sri Lankan law permitted only motorcycles with an engine capacity of 450 cc or below to be registered and operated on public roads. 

“In Sri Lanka, only motorcycles with an engine capacity of 450 cc or below are legally registered and permitted for road use,” Wootler said. “Any motorcycle exceeding that capacity is not authorised to be operated on public roads.” 

He added that Police investigations had uncovered widespread use of unauthorised high-capacity motorcycles during illegal street races. “We have identified motorcycles with engine capacities of 600 cc, 650 cc, 800 cc, and even 1,000 cc being used on public roads,” Wootler said. “Some of these motorcycles have been illegally assembled, modified, or altered.” 

The Police Media Spokesperson further noted that such motorcycles could be seized and forfeited to the State following court proceedings. “If a motorcycle has been illegally assembled, modified, or fitted with unauthorised components, the law allows for that motorcycle to be confiscated and forfeited to the State,” he said. 

Wootler added that organisers and participants of illegal street races would face legal consequences beyond traffic violations. “Those who organise or participate in motorcycle races on public roads will be arrested and produced before the court,” Wootler said. “Depending on the nature of the offence, fines ranging from Rs. 150,000 to Rs. 200,000 can be imposed.” 

He stated that the Police was acting on information received from the public and had expanded surveillance operations. “The public has been providing information from areas such as Wellawatte, Bokundara, Piliyandala, Gampaha, and Horana,” he said. “Based on this information, several arrests have already been made.”

Wootler added that Police officers in civilian clothing had been deployed to identify offenders. “We are taking action against dangerous and reckless riding, failure to wear helmets, use of unauthorised high-capacity motorcycles, and allowing underage individuals to ride or travel on such motorcycles.”

However, conversations with youth riders and professional stunt riders raise questions as to whether society and authorities are addressing the issue at its root or merely reacting to its consequences. 

‘The thrill starts suddenly – then it becomes a race’

Rashmika Dilshan, a 22-year-old rider and member of a riding group, said street racing often began without planning or intent. 

“It usually starts late at night or on holidays,” he said. “A few riders meet up, someone speeds up, and suddenly everyone wants to keep up. That’s how it becomes a race,” he claimed. 

Dilshan said he began riding his father’s motorcycle at the age of 14. He added that public discourse often misrepresented who was responsible for road chaos. “Whenever there is a racing accident, the blame goes straight to high-capacity bikes,” he said. “But the reality is that most of these accidents involve low-capacity Indian-made motorcycles.” 

Dilshan argued that motorcycle racing was not treated as a legitimate sport in Sri Lanka. “Tracks that existed have been closed or neglected. Because of that, riders race wherever they can.”

He said that only a small proportion of riders had access to professional safety gear or controlled environments. “Most young riders don’t fully understand the risks,” he said, adding that many riders matured only with age and experience.

“Many teenagers ride at midnight without licences and without their parents knowing. Even I did that back then,” he said. “Most riders mature around 20 or 21, when they start to realise how dangerous this is. But some never get that chance.”

‘Crackdowns miss the real problem’

Speaking to The Sunday Morning, professional stunt rider Amila Pathum, who has been active in Sri Lanka’s motorcycle scene since 2007, said the current crackdown failed to address the deeper causes behind illegal street racing.

“We don’t want to see kids dying on the roads like this either, nor do we approve of reckless or illegal riding,” he said. “But when incidents like this happen, there is a common misconception, and everyone starts talking about banning high-capacity motorcycles.” 

“The reality is that most of these teenagers ride (standard capacity 80–250 cc) Indian motorcycles, which are commonly available in Sri Lanka. They don’t have high-capacity bikes. Even Sasindu, who died in Horana, was riding an Indian motorcycle.” 

Pathum said most road accidents involved Indian motorcycles because of their affordability and easy access through financing. “Japanese bikes can cost up to Rs. 3 million. Owners of those bikes ride them with love. They protect them. They don’t abuse them,” he explained. 

“Youth do not race on public roads because they want to die or hurt others,” Pathum said. “They race on roads because there is nowhere else to go.” 

He further noted that while Sri Lanka technically had racing tracks, they remained inaccessible to most riders. “Tracks like Mirigama and Katukurunda exist, but they are tied up in legal disputes or too expensive. On average, it costs about Rs. 3,000 per hour,” he said. “The best track was in Pannala, but that too has been abandoned. A young rider simply cannot afford this.”

Pathum added that authorities often misread the situation. “This is where everyone, including authorities, gets it wrong,” he said. “Most road accidents involve Indian motorcycles like CT 100s and Pulsars because they are cheap and available on lease. That’s why they are everywhere.”

He also noted that current policies were disconnected from ground realities. “If the Government allows high-capacity bikes to be registered legally for a high fee, even Rs. 1 million, someone who spends Rs. 3 million on a bike will never ride it recklessly. They will fear losing it,” he said, advocating a strict licence system to promote responsible use of such bikes.

Pathum also criticised the inconsistent enforcement of safety gear regulations. “Full-face helmets save lives, but riders are sometimes questioned or harassed for wearing them. That makes no sense,” he said. “If safety is the priority, safety gear should be encouraged, not discouraged.”

He added that senior riders had begun intervening informally. “When I see teenagers racing on public roads just to get views on social media, I warn them. If they continue, I personally report them to the Police,” Pathum said. “If we don’t stop this among ourselves, more kids like Sasindu will die.”

When the burning rubber leads to gauze and trauma

Senior Nursing Officer specialising in trauma care and disaster management Pushpa Ramyani Zoysa, speaking to The Sunday Morning, said that many motorcycle accidents involving young riders stemmed from inexperience, overconfidence, and preventable risk-taking.

“Beginner riders often overestimate their handling skills and fail to anticipate road hazards,” she said. “Distraction is another major factor. Using mobile phones, listening to loud music, or being distracted by passengers significantly reduces reaction time.” 

She added: “Speeding, reckless riding, and performing stunts to show off greatly increase the risk of losing control, particularly at night when visibility is already low. Young riders who do not wear reflective gear are almost invisible to larger vehicles.” 

Drawing from her experience in trauma care, Zoysa said that motorcycle accidents involving teenagers frequently resulted in severe and life-altering consequences that victims only fully understood after the damage was done. 

“From what we see in the trauma unit, these accidents contribute to a significant rise in both mortality and permanent disability among young riders,” she said. 

She identified several critical injuries commonly sustained during high-speed motorcycle crashes. “Head injuries are very common, especially when helmets are not worn. We also see a high number of spinal cord injuries, which often result in long-term or permanent impairment,” Zoysa said. “Depending on the force of the collision and the type of vehicle involved, many riders sustain major trauma that requires extensive and prolonged medical intervention.”

Zoysa stressed that the impact of such injuries was rarely temporary. “A growing number of young riders are entering permanent disability, effectively removing them from the productive segment of society,” she said. “Many are forced to live with physical and functional limitations for the rest of their lives.”

She noted that such consequences were rarely considered at the point of risk-taking. “During the impulsive stage of youth, riders do not think about these outcomes. They only realise the gravity of the situation when they are facing a lifetime of medical consequences,” she said.

Zoysa also pointed to poor vehicle maintenance and substance use as critical contributing factors. “Neglecting basic checks such as brakes, tyre pressure, and lights can lead to sudden mechanical failure,” she said. “Riding under the influence of alcohol or drugs severely impairs judgement and balance.”

She emphasised that many of these risks were preventable. “Wearing protective gear, especially helmets, saves lives by reducing head injuries. Obeying traffic laws, increasing visibility, maintaining motorcycles properly, limiting distractions, and undergoing professional rider training are essential safety measures, particularly for young and inexperienced riders,” she said.

The psychology of the thrill

Pradeep Chandana Gunarathne, an occupational therapist, Mental Health and Psychosocial Support (MHPSS) practitioner, and lecturer, speaking to The Sunday Morning, said that risky motorcycle riding among young people was not merely an act of rebellion, but was closely linked to adolescent brain development.

He explained that the human brain did not reach full maturity until between the ages of 20 and 24. From around the age of 14, adolescents enter a critical phase of identity formation, during which their ability to fully assess long-term consequences is still developing. “As a result, young riders tend to prioritise immediate gratification and social approval over safety,” Gunarathne said.

For many adolescents, a motorcycle represents more than just a mode of transport. According to Gunarathne, it often becomes a means of attracting attention and establishing social standing among peers. Risk-taking behaviours are frequently driven by a strong psychological need for attention, recognition, and validation.

“Performing stunts or riding recklessly can be a way of proving worth or projecting a sense of ‘heroism’ within a social group,” he noted, adding that such behaviour was often reinforced by peer admiration and social media exposure.

Gunarathne cautioned that punishment or scolding alone was unlikely to be effective, as it failed to address the underlying psychological motivations behind the behaviour. Instead, he stressed the importance of early and constructive redirection.

“By around the age of 15, a child’s energy should be channelled into developing productive skills,” he said, suggesting structured alternatives such as sports, the arts, or other creative pursuits. These, he noted, could fulfil the need for recognition and identity without exposing young people to life-threatening risks.

He also highlighted the absence of psychological insight in the current legal and enforcement approaches to youth-related road safety incidents. Policies and interventions, he argued, should be informed by an understanding of adolescent development.

“When laws are formulated or enforced without considering the mindset and developmental stage of young people, they risk being ineffective,” Gunarathne said. “Understanding why these behaviours occur allows society to respond in ways that are both protective and constructive.”

Multiple attempts by The Sunday Morning to contact Sports Minister Sunil Kumara Gamage and Deputy Minister of Sports Sugath Thilakaratne regarding policy and regulation of bike racing and access to venues were unsuccessful.