• LPBOA Prez Gemunu Wijeratne notes that the Police rarely conduct traffic checks on mountainous rds. after dark 
• Many passengers have become accustomed to boarding a bus without taking a ticket and then occupying themselves with their mobile phones 
• New generation entering Govt. transport institutions lack sufficient accurate and practical knowledge, and don’t know how to conduct proper surveys, prepare timetables, and analyse passenger demand

The recent bus accident in Ella has once again brought the spotlight onto Sri Lanka’s public transport system, a sector long plagued by safety lapses and weak regulation. Similar crashes in recent years, particularly on winding mountain roads and heavily congested highways, have shown how human error, poor enforcement, and structural flaws in the transport network combine to put lives at risk.

Public transport in Sri Lanka is the backbone of mobility for millions. Buses alone account for the vast majority of daily trips, carrying workers, schoolchildren, and rural populations who have no alternative to reach jobs, schools, and hospitals.

But, for decades, the system has been characterised by a lack of planning, inconsistent enforcement, and a culture of patchwork fixes. The divide between State-run services and private operators has created uneven standards and mistrust between the regulators, commuters, and bus owners.

For passengers, the experience is rarely smooth. Overcrowding during peak hours, long waits due to erratic schedules, reckless driving, and frequent disputes over fares have made bus travel stressful and unsafe. 

For operators, the absence of a digital fare collection system, rising costs, and what they describe as unequal treatment compared to State-run fleets have eroded profitability and disincentivised investment in better services. The result is a sector that is both indispensable and resented.

Sri Lanka’s transport planners have often spoken of modernisation, but progress has been slow. Proposals to introduce digital ticketing have been stalled for over a decade. Efforts to regulate schedules and reduce unhealthy competition between buses have faced pushback from both State and private stakeholders. The expansion of the road capacity has lagged behind the growth in vehicles, creating congestion that costs the economy billions of Rupees annually. More recently, discussions about transitioning to electric and hybrid buses have gained momentum, supported by international organisations. But, practical challenges such as traffic congestion, high costs, and infrastructure limitations mean that these remain distant goals.

At the same time, the public perception of bus travel is shaped not only by safety and convenience but also by dignity. The decline of service standards has led many, especially in urban areas, to aspire to private car or motorcycle ownership as soon as they can afford it. This has compounded congestion, worsened pollution, and drained household incomes into fuel and loan repayments. Unless the quality of public transport is raised to a level that attracts middle-income commuters, the vicious cycle of rising private vehicle use and declining public transport will continue.

Against this backdrop, Lanka Private Bus Owners’ Association (LPBOA) President Gemunu Wijeratne, in an interview with The Daily Morning, spoke at length about the challenges facing the sector, the shortcomings of the regulators, and what needs to change to restore passenger confidence.

Following are excerpts from the interview:

How would you describe the current quality of private bus services in Sri Lanka?

The overall quality of private bus services is currently zero. That is the reality that we face. The weaknesses of the institutions responsible for administration and oversight have led to the collapse of service standards. Passengers frequently complain about various issues, but the roots of the issues are not in our control. 

The authorities have failed to provide the necessary facilities for us to provide a better quality service. This is not a matter of individual bus owners failing; it is a reflection of the entire regulatory and administrative structure breaking down.

From the perspective of bus owners, what would you identify as the biggest challenges that the private bus sector face today?

One of the biggest challenges is the absence of an electronic payment system. We have been talking about this for years. A system that allows passengers to pay their fares digitally, without depending on cash, is an urgent requirement. It would benefit both passengers and bus owners. For passengers, it is convenient and transparent. For us, it ensures accurate accounting and reduces the leakages in income that occur under the present system. 

The second challenge is the irregularity of bus running schedules. There have been attempts to correct this by introducing integrated schedules that prevent buses from clustering or competing unnecessarily. However, the Sri Lanka Transport Board (SLTB) has opposed these efforts. We hope that the relevant institutions will continue with the integrated running schedule system without abandoning it midway, because without it, disorder will continue. 

The other challenge is that the people in Sri Lanka tend to aspire to travel by their own vehicles rather than using public transport. That attitude adds to congestion on the roads and reduces the financial viability of public transport. If public transport is not prioritised and promoted, the transport crisis in this country cannot be solved.

Do you think that the current bus fare structure strikes a fair balance between passengers and bus operators?

On the face of it, bus fares are fair for both passengers and operators. But, in practice, there are distortions in how the revenue is shared. In the private bus system, a significant portion of the daily income ends up in the hands of drivers and conductors. That is apart from the salaries that they receive. Because of this leakage, bus owners lose between 25-30% of the daily earnings. 

To put it simply, drivers and conductors have become the de facto bus owners. We as owners are compelled to accept whatever balance that they hand over in the evening and remain silent. This is precisely why we insist on a digital payment system. If there is proper electronic fare collection, revenues would be properly accounted for, bus owners would regain financial control, and the quality of the services could also improve. But, the authorities have so far failed to implement such a measure.

How would you assess the role of the National Transport Commission (NTC) and other regulatory authorities in managing private bus services?

Frankly, all the relevant institutions including the NTC and the Provincial transport authorities are still functioning at a very primitive level. Their approach is weak and outdated. A very serious problem is that the younger generation shows no interest in learning about the transportation sector. Transportation is vital for any country. It requires knowledge, planning, and management. Many experienced officials in government institutions related to transport are now retiring. But, the new generation entering these institutions lacks sufficient knowledge. 

They don’t know how to conduct proper surveys, prepare timetables, or even analyse passenger demand. The Government should take this problem seriously. In other fields such as agriculture, food production, and fisheries, there are plenty of educational programmes. But, for transport, educational opportunities are very limited. Unless young professionals are attracted to this sector and provided with accurate, practical knowledge, the transport system will enter an even more critical state in the future.

Is there fair treatment between State-run SLTB buses and private buses in terms of regulations, subsidies, and permits?

No, there is a clear imbalance. Private buses don’t receive the same concessions that SLTB buses enjoy. For example, SLTB buses benefit from fleet insurance schemes and revenue licences, and in many cases, they don’t even obtain proper emission reports. 

They also operate without road permits or log sheets. But, both SLTB and private buses charge passengers the same fares. This is not fair. If State-run buses are given such concessions, at least some of those benefits should also be extended to private bus operators. We are the ones who carry the majority of the passengers in the country.

Overcrowding remains one of the most frequent complaints from passengers. Why does this problem persist, and how do owners see it?

The main reason is the failure to prepare proper running schedules. Take the Colombo-Kandy route as an example. Buses depart from Colombo, but, in addition, buses from Gampaha, Kegalle, and Mawanella also head to Kandy. That creates an overlap and too many buses compete for the same passengers. As a result, buses compete with each other to pick up as many passengers as possible. 

On holidays, when passenger numbers are very low, the situation is worse. Too many buses run on the road, and all of them scramble for the few passengers available. This is not the fault of individual bus crews. It is the fault of the institutions that fail to regulate and limit the number of buses according to the demand. The problem can be controlled with proper planning.

How can safety standards and discipline among private bus crews be improved?

There are indeed mistakes made by conductors and drivers. But, that is true of any profession. How many times do Police officers, who are supposed to enforce the law, themselves break it? Likewise, in transport, there are shortcomings. 

We try our best to address misconduct and improve service quality. But, passengers too are not entirely blameless. Many have become accustomed to boarding a bus without taking a ticket and then occupying themselves with their mobile phones. Others deliberately damage seats or fittings. So, there are shortcomings on both sides, among employees and among passengers. Improving discipline requires cooperation from all parties.

Traffic congestion in Sri Lanka is getting worse every year. What solutions would you propose?

We have been pointing out for a long time that duty hours for different sectors should be staggered. Right now, everyone – government employees, private sector workers, and schoolchildren – travel within the same morning window. Take Nugegoda as an example. Over 25,000 students travel daily to schools in and around the Town. At the same time, government and private sector employees also report for duty. Inevitably, congestion reaches extreme levels. We have made proposals to successive governments to stagger working hours, but, implementation has failed. 

The economic cost is enormous. The country loses nearly Rs. 500 billion annually due to traffic congestion. That is equivalent to one-eighth of the total Budget deficit. The Government must treat this as a serious economic problem and come up with solutions.

What is your view on road conditions and the authorities’ efforts to improve them?

The fundamental issue is the road capacity. For example, on the High-Level Road from Nugegoda to Avissawella, vehicles travel in just one lane in each direction. Every type of vehicle – motorcycles, three-wheelers, lorries, trucks, buses, tractors – shares the same lane. Their speed limits differ widely. When such diverse vehicles use the same lane, accidents are inevitable. Drivers tend to attempt risky overtaking. Fuel is wasted, pollution rises, and road safety declines. On expressways, there are fewer accidents because traffic is more segregated. But, in the ordinary road network, the lack of capacity is a constant hazard. The Government needs to expand the capacity, redesign roads, and encourage people to use public transport.

Frequent accidents occur in mountainous areas, particularly at night. How can these be prevented?

The Police rarely conduct traffic checks on mountainous roads after dark. If a vehicle is checked at two or three points, drivers are less likely to drive recklessly or at excessive speed. Take the recent Ella accident. If the bus had been checked even at two points along the way, the driver would probably not have been speeding. If he was drowsy, such checks would have forced him to stay alert as well. 

I understand that the Police face a shortage of personnel. But, there are alternatives. Every area has community Police committees. Even if just one Police officer is assigned with a few committee members, traffic checks could be carried out effectively. These are not complicated solutions.

Some say that the buses currently in use are unsafe. Do you agree?

Honestly, the safety of the buses operating in Sri Lanka at present is higher than many people think. For instance, in the Ella accident, if a different type of bus had been involved, the death toll could have been total. Of course, there are safer buses available worldwide, but Sri Lanka lacks the money to import them. That is the reality. We are stuck with what we can afford.

Authorities have said that they plan to remove unnecessary accessories and modifications from buses. What is your position on this?

We support banning unnecessary modifications. But, it does not need to be turned into a crisis. According to the Motor Traffic Act, the approved colours for buses are clear: Phantom blue for private buses, phantom red for SLTB buses, and phantom yellow for school buses. Even pasting a sticker is technically illegal. So, if buses today are operating with bright colours, neon lights, or other features, it is because the authorities allowed them to be imported in the first place. 

There is a simple solution. When a bus with illegal modifications is involved in an accident, the Government can direct the Police not to issue the recommendation form to claim insurance. If that policy is adopted, within a year or two, every bus owner will ensure that their vehicle complies with the rules.

Is there any plan to modernise bus fleets with new technology, such as electric or hybrid buses?

Yes. At present, organisations like the World Bank and United Nations-affiliated institutions have expressed support for modernising the transport sector. They have offered to help us acquire electric buses. But, there is a challenge. These are air-conditioned buses. In congested areas like Colombo, their operating range is severely reduced. Due to constant traffic, much of their battery capacity is wasted. The intention to modernise the sector is good, but, the practical realities must be considered.