Sri Lanka is embarking on a significant journey to transform its public transport system into a more disability-friendly network, a crucial step towards fostering an equitable and accessible society. 

Insights from Deputy Minister of Transport and Highways Dr. Prasanna Gunasena and Deputy Minister of Rural Development, Social Security, and Community Empowerment Wasantha Piyathissa highlight a multi-pronged approach that addresses historical challenges, implements new infrastructure, and navigates the complexities of private sector involvement.

Addressing a longstanding problem

The struggle faced by persons with disabilities when accessing public buses and buildings in Sri Lanka is a deeply rooted issue, as articulated by Deputy Minister Piyathissa. 

“The problem is a longstanding one where disabled persons struggle to enter buses,” he stated, pointing out that proposals to upgrade bus halts and stands for this community had been made for a long time but never implemented. This oversight, he noted, extended beyond transport to public buildings where accessible platforms were often absent.

Recognising this historical inertia, the current administration is committed to decisive action. Dr. Gunasena said: “We have commenced projects on disability-friendly transport systems.” Among the immediate tangible actions, a specialised helpdesk for individuals who are deaf or blind has been established at the Makumbura Multimodal Transport Centre, a project that commenced just last month.

A key focus for both ministries is the physical infrastructure. Dr. Gunasena acknowledged the prevalent difficulty in boarding buses. 

“In order to enable persons with disabilities to board buses, we came to an understanding during our discussions that we need to raise the pavements,” he added. This understanding underpins a project to develop 25 bus halts and 50 bus stands, designed with the specific needs of the disability community in mind.

“It will not be haphazard, but rather, we have provided instructions for the organised construction of these structures,” he assured. Deputy Minister Piyathissa reinforced the urgency for such compliance, stating: “Now, we will have to enforce the law in terms of new buses and buildings brought in future.”

The Deputy Ministers collectively underscored the integrated nature of these efforts. Dr. Gunasena highlighted a national road safety project which was multifactorial and underlined the difficulties faced by the disability community as well. 

“This initiative operates on the principle that a person will not be able to comply by rules if the necessary infrastructure is not in place, ensuring that new road safety measures inherently consider disability access,” he said.

Piyathissa added that even his own ministry, which previously lacked full compliance with disability-friendly infrastructure policies, was now adapting. 

“In future, especially in public places, we will be implementing this policy properly. There is a law already, but nobody abided by it and that has been the problem. Since we began to take note of these challenges, we have decided that in future, all structures including bus stops will comply with this law,” he said.

Strengthening legal frameworks

A significant challenge lies in enforcing existing laws and enacting new ones. Piyathissa pointed out a critical loophole: “Even though the law mandates the requirement of structures drawn to support persons with disabilities, there is nothing in the law to state that approval will not be granted simply because of non-compliance with the policy of being disability-friendly. So we will try to bring such an amendment.” 

He said that a new draft bill was in the discussion stage and would be presented to the Attorney General, anticipating that it could take “about 3-6 months to bring this law into force”.

Addressing existing structures, he conceded: “The problem is these structures have already been built. So we cannot now tell them that such things have not been complied with. Even if the buildings have lifts, not all of those buildings are fully accessible to a person in a wheelchair from the outside.”

Piyathissa attributed the historical lack of implementation not to a shortage of funds but to “the lack of awareness by the constructor and building owners,” adding: “Even in buses, they have not considered the needs of persons with disabilities when purchasing the vehicles.” 

He added: “This has not been strongly considered in the past, but we have been focused on assisting persons with disabilities from the time we came to power.” According to him, a dedicated special committee which meets once a month with the Minister and other officials now discusses these problems, as well as new policies, and proposes projects related to disability-friendly policies for Cabinet approval.

Modernising the bus fleet

A cornerstone of the accessibility drive is the ambitious plan to procure a new fleet of low-floor buses. 

Dr. Gunasena detailed the progress on establishing a metro bus company under the Sri Lanka Transport Board (SLTB). “We have now put forward a Cabinet paper, have received approval, and are in the process of appointing the right persons to that project,” he revealed, anticipating project commencement within a month.

Cabinet approval on 2 June secured the procurement of new buses. A substantial sum of Rs. 3,000 million, allocated by the President, will fund the initial acquisition of 100 lower-floor buses, alongside 200 super luxury buses for the SLTB. A strategic phased approach will see another 100 lower-floor buses purchased from revenue generated by the first batch, bringing the total to 200 accessible vehicles. 

Dr. Gunasena acknowledged the complexities of international bidding and an estimated four-month production and delivery timeline, but assured: “If the option is available for quicker delivery, we will be taking that option.”

“Additionally, 10 more lower-floor buses, funded by the Clean Sri Lanka project, are expected to arrive sooner. These are specifically designed to assist persons with disabilities to enter and exit the buses, hence improving convenience, especially because these buses come very close to the platform to enable entry,” Dr. Gunasena added.

Navigating private sector involvement

On the crucial matter of the private sector, Dr. Gunasena provided a realistic outlook. He explained that private operators were primarily profit-driven and often lacked the incentive for costly upgrades if existing infrastructure yielded returns. 

“The private sector public transport system does not seek development on its own. It reacts better to competition from the public sector. That is the mentality in Sri Lanka, because they eye profits,” he observed. 

He highlighted the high initial cost of newer, higher-quality models, which many smaller private bus owners could not afford. “Considering this factor, we cannot compel all bus owners to make their buses disabled-friendly, because a majority cannot comply. We need to instead transition slowly into a culture of enabling disabled-friendly transport systems.” 

Dr. Gunasena further cautioned against a forceful mandate, noting: “If we try to push private bus owners to comply, the transport system would collapse overnight.” The Government’s strategy is therefore one of gradual influence: “When the Government uplifts the public transport system, the private bus owners would slowly compete [with the public sector] and transition would happen naturally.”

A struggle for accessibility

Sri Lanka’s ambition to foster an equitable and accessible society hinges significantly on the inclusivity of its public transport system. Disability Organisations Joint Front (DOJF) President Rasanjali Pathirage offered a candid assessment of the current landscape, highlighting persistent challenges and outlining a clear path forward towards truly disability-friendly public transport.

Pathirage noted: “Most buses and train stations lack essential accessibility features such as ramps, low-floor vehicles, or vital audio-visual aids.” The fundamental issue, she explained, lay in infrastructure that often deviated from universal design principles, rendering daily travel inherently difficult for individuals with physical or sensory impairments. 

While legal frameworks like the Disabled Persons (Accessibility) Regulations and various court orders exist, their implementation remains inconsistent, leading to a significant gap between policy and practice. Pathirage emphasised the critical need for stronger enforcement of these laws and wider adoption of universal design standards.

The specific challenges faced by individuals with disabilities attempting to board buses are particularly acute. Pathirage described this act as “often quite difficult and inconvenient”. 

The majority of public buses are not equipped with low-floor entry points or ramps, turning simple boarding into a major physical obstacle for wheelchair users and those with limited mobility. Compounding these difficulties are high steps, narrow entrances, overcrowding, and a notable absence of priority seating or consistent assistance from drivers and fellow passengers. 

Furthermore, the lack of audio or visual aids for sensory impairments exacerbates the problem, creating “significant barriers, limiting safe and independent travel for many individuals with disabilities,” according to the DOJF President.

A blueprint for action

To address these systemic issues, Pathirage proposed a clear set of measures for the Government. Central to her recommendations is the implementation of universal design standards, ensuring all new buses feature low-floor entry, wider doors, ramps, and ample space for wheelchairs. Simultaneously, she advocates the upgrade of the existing fleet and infrastructure, calling for retrofitting current buses and improving bus stops with ramps, tactile paths, and suitable seating.

Pathirage further stressed the importance of enforcing accessibility laws with consistent monitoring and penalties for non-compliance. She highlighted the need for comprehensive training for staff, equipping bus drivers and conductors with the skills to assist passengers with disabilities safely and respectfully. 

Furthermore, she urged awareness campaigns to foster public understanding and promote priority for passengers with disabilities, alongside the introduction of accessible information systems such as audio-visual announcements and clear signage.

Pathirage also outlined how private operators could contribute in bolstering Government initiatives, such as by adopting accessibility features in their vehicles, training their staff in disability awareness, collaborating on standards with Government agencies, promoting inclusive policies like priority seating, and actively raising awareness among their passengers.

Recognising that the immediate acquisition of fully inclusive buses may not always be feasible, the DOJF President offered practical solutions for improving existing vehicles. She suggested equipping buses with portable ramps, modifying interiors to create designated wheelchair spaces and wider aisles, and installing more handrails and grab bars. 

Staff training remains a critical component, along with improvements to bus stop accessibility through ramps and tactile paving. Pathirage also emphasised enforcing priority seating policies and introducing clear signage and announcements to aid passengers with sensory impairments.