essay about road accidents in sri lanka

Sri Lanka’s Journey to Road Safety

In Sri Lanka, the estimated annual road crash deaths per capita is the highest among its immediate neighbors in South Asia.

STORY HIGHLIGHTS

• Data shows every year 38,000 crashes cause 3,000 deaths and 8,000 injuries
• Road crash fatalities and injuries could cost countries like Sri Lanka between 3-5% of their GDP annually
• $2 billion additional investment needed to combat road safety crisis

Priyantha Fernando* (34) was heading home after a typical day’s work when his motorcycle crashed into a lorry. His wife and two children saw their lives changed instantly when they lost the family’s sole breadwinner. Unfortunately, this tragic and unnecessary loss of life is all too common in Sri Lanka.     

The estimated annual road crash deaths per capita is the highest among its immediate neighbors in South Asia and five times that of the best performing countries in the world.

High road crash fatality and injury rates on Sri Lanka’s roads are undermining the economic growth and progress made over the past decade on reducing poverty and boosting prosperity. Over two thirds of road crash victims are productive, working age adults between 15-64 years of age.

This situation is exacerbated by the rapid growth in vehicle ownership - 67% between 2011 and 2018 - and the diversity of motorized and non-motorized traffic of varying sizes and speeds. This leaves vulnerable road users without adequate protection – more than 90% of crash victims are pedestrians, cyclists, and motorcyclists.

If this trend continues, as expected, crash fatalities and injuries will steadily climb— unless urgently required measures are implemented.

This is an issue vital to the country’s health, well-being, human capital, and economic growth.

More than 90% of crash victims in Sri Lanka are pedestrians, cyclists, and motorcyclists.

Poor road safety performance in Sri Lanka is a symptom of underinvestment in targeted initiatives.

It will take long-term commitment and sustained vision from the Government of Sri Lanka for this investment to be effective and improve road safety performance on a sustainable basis.

Initiatives must be systematic and at scale, with institutional capacity being strengthened, to ensure successful delivery:

• Strengthening safe infrastructure design to ensure the protection of all road users and inclusion of roadside communities.
• Establishing robust vehicle and driver licensing systems that are accessible by law enforcement agencies and regulatory authorities before the full power of safety compliance regimes can be exercised.
• Facilitating inclusive road user policies and integrated land use/transport planning to ensure urban and rural roads are safe and accessible for all road users.
• Prioritizing speed management in all planning and policy considerations addressing infrastructure, vehicle, and road user safety issues.

These issues undermine capacity to develop a results focused strategy and ensure its adequate coordination and implementation. More effective, efficient, and scaled-up initiatives are required to define good road safety practice and provide a blueprint for action.

It will also contribute to other sustainable mobility goals including improved transport productivity, universal accessibility, climate change mitigation and adaptation, and reduced local air and noise pollution.

Positive signs of government action are emerging with the proposed establishment of the National Road Safety Commission. Efforts are also underway to establish a national road crash database. These proposed actions will pave the way for sustained road safety and people-centric development in Sri Lanka.

*Names changed to protect privacy

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Factors Influencing for Severity of Road Traffic Accidents in Sri Lanka

• T. S. G. Peiris
• T. S. G. Peiris , Sri Lanka Institute of Information Technology, Sri Lanka Mathematics Unit, Faculty of Humanities & Sciences
• Page/Article: 1-12
• DOI: 10.4038/sljastats.v22i1.8035
• Peer Reviewed

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Research Articles

An analysis of the enduring factors of road traffic accidents in sri lanka.

• S. N. Mallikahewa
• S. N. Mallikahewa , University of Colombo, Sri Lanka Department of Economics
• Page/Article: 39-50
• DOI: 10.4038/sljer.v8i2.136
• Peer Reviewed

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• Bull World Health Organ
• v.93(9); 2015 Sep 1

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Road traffic crashes, injury and fatality trends in Sri Lanka: 1938–2013

Tendances en matière d'accidents, de blessures et de mortalité de la route au sri lanka: 1938–2013, tendencias en las colisiones, las lesiones y las muertes en las vías de tránsito en sri lanka: 1938–2013, نزعات الحوادث والإصابات والوفيات المرورية على الطرق في سريلانكا: 1938–2013, 斯里兰卡境内的道路交通事故、受伤和死亡趋势： 1938–2013, Тенденции показателей дорожно-транспортных происшествий, травматизма и смертности в Шри-Ланке: 1938–2013 гг., samath d dharmaratne.

a Department of Community Medicine, University of Peradeniya, Peradeniya, Sri Lanka.

Achala Upendra Jayatilleke

b Postgraduate Institute of Medicine, University of Colombo, 160 Prof. Nandadasa Kodagoda Mawatha, Colombo 7, 00700, Sri Lanka.

Achini C Jayatilleke

c The Family Planning Association of Sri Lanka, Colombo, Sri Lanka.

To analyse trends in road traffic crashes, injuries and fatalities over 75 years in Sri Lanka.

Data on road traffic crashes, injuries and fatalities between 1938 and 2013 were obtained from the Police Statistics Unit. Rates per 100 000 population were calculated and trends were analysed using joinpoint regression analysis.

Road traffic crashes and injuries rose substantially between 1938 and 2013: annual crashes increased from 61.2 to 183.6 per 100 000 people; injuries, from 35.1 to 98.6 per 100 000; and fatalities, from 3.0 to 10.8 per 100 000 people per year. Joinpoint analysis showed large fluctuations in crashes and injuries over time but the fatalities rose almost continuously. These fluctuations paralleled the country’s political and economic development. In some years, better traffic law enforcement and improved public transportation may have been associated with reduced crashes and injuries, whereas rapid growth in vehicle numbers, especially two- and three-wheeled vehicles, may have contributed to increased crashes and injuries. In addition, insurance policies that did not require a police report to claim may have led to underreporting of crashes and allowed drivers to avoid prosecution.

Fluctuations over time in road traffic crashes and injuries in Sri Lanka are associated with changes in political, economic and traffic policy. There is potential for reducing road traffic crashes and injuries through better traffic law enforcement, restrictions on the importation of two- and three-wheeled vehicles and policies to improve road safety and prevent underreporting of crashes.

Résumé

Analyser les tendances en matière d'accidents, de blessures et de mortalité de la route au Sri Lanka sur 75 ans.

Méthodes

Les données sur les accidents, les blessures et la mortalité de la route entre 1938 et 2013 proviennent de l'unité des statistiques de la police. Nous avons calculé leur taux pour 100 000 personnes et analysé les tendances à l'aide d'une analyse de régression par points de jonction.

Résultats

Les accidents et les blessures de la route ont considérablement augmenté entre 1938 et 2013: le nombre d’accidents est passé de 61,2 à 183,6 pour 100 000 personnes, celui des blessures de 35,1 à 98,6 pour 100 000 personnes et la mortalité de 3,0 à 10,8 pour 100 000 personnes par an. L'analyse par points de jonction a montré d'importantes fluctuations du nombre d’accidents et de blessures au fil du temps mais la mortalité a augmenté pratiquement de manière continue. Ces fluctuations vont de pair avec le développement politique et économique du pays. En quelques années, la meilleure application des règles de circulation routière ainsi que l'amélioration des transports publics peuvent avoir eu un lien avec la réduction des accidents et des blessures, tandis que la croissance rapide du nombre de véhicules, en particulier à deux et trois roues, peut avoir contribué à l'augmentation des accidents et des blessures. En outre, les polices d'assurance qui n'exigent pas la présentation d'un rapport de police pour déclarer un sinistre peuvent avoir entraîné un sous-signalement des accidents et avoir permis aux conducteurs d'éviter des poursuites.

Les fluctuations du nombre d’accidents et de blessures de la route au fil du temps au Sri Lanka sont associées aux changements d'orientations politiques, économiques et en matière de circulation. Il est possible de réduire les accidents et les blessures de la route grâce à une meilleure application des règles de circulation, à des restrictions sur l'importation de véhicules à deux et trois roues ainsi qu'à des politiques visant à améliorer la sécurité routière et à éviter le sous-signalement des accidents.

Analizar las tendencias en las colisiones, las lesiones y las muertes en las vías de tránsito en Sri Lanka durante el transcurso de 75 años.

Métodos

Se obtuvieron datos sobre las colisiones, las lesiones y las muertes en las vías de tránsito entre 1938 y 2013 a través la unidad de estadísticas de la policía. Se calcularon las tasas por 100.000 habitantes y se analizaron las tendencias mediante la utilización de análisis de regresión de puntos de inflexión.

El número de colisiones y lesiones en las vías de tránsito creció substancialmente entre 1938 y 2013: las colisiones anuales crecieron de un 61,2 a un 183,6 por 100.000 personas; las lesiones, de un 35,1 a un 98,6 por 100.000 personas; y las muertes de un 3,0 a un 10,8 por 100.000 personas al año. Los análisis de puntos de inflexión mostraron grandes fluctuaciones en las colisiones y las lesiones a lo largo del tiempo, pero las muertes crecieron prácticamente de forma continua. Estas fluctuaciones eran paralelas al desarrollo político y económico del país. En algunos años, puede asociarse la reducción de colisiones y lesiones a una mejor aplicación de las leyes de tráfico y una mejora en el transporte público, mientras que el rápido crecimiento en el número de vehículos, especialmente aquellos de dos y tres ruedas, puede haber contribuido en el aumento de las colisiones y las lesiones. Además, las pólizas de seguros que no requieren la solicitud de un informe policial pueden haber llevado a una deficiente notificación de las colisiones y permitido que los conductores evitaran la acusación.

Conclusión

Las fluctuaciones con el tiempo en las colisiones y las lesiones en las vías de tránsito en Sri Lanka están asociadas a los cambios en las políticas económicas, políticas y viales. Existe potencial para reducir las colisiones y las lesiones en vías de tránsito a través de una mejor aplicación de las leyes de tráfico, restricciones en la importación de vehículos de dos y tres ruedas y una mejora de la seguridad vial para evitar la deficiente notificación de los accidentes.

ملخص

الغرض.

تحليل النزعات في الحوادث والإصابات والوفيات المرورية على الطرق في غضون 75 عامًا في سريلانكا.

الطريقة

تم الحصول على المعطيات حول الحوادث والإصابات والوفيات المرورية على الطرق في الفترة ما بين عامي 1938 و2013 من وحدة الإحصاءات في الشرطة. وتم قياس معدلات كل شريحة سكانية تضم 100,000 شخص، كما تم تحليل النزعات بواسطة تحليل التحوف (Regression Analysis) من برنامج Joinpoint.

النتائج

لقد ارتفعت نسبة حوادث التصادم المروري والإصابات الناتجة عنها على الطرق بشكل كبير في الفترة ما بين عامي 1938 و2013: فقد زادت الحوادث السنوية للتصادم المروري من 61.2 إلى 183.6 لكل مجموعة تضم 100,000 شخص؛ وزادت الإصابات من 35.1 إلى 98.6 لكل مجموعة تضم 100,000 شخص؛ وزادت الوفيات من 3.0 إلى 10.8 لكل مجموعة تضم 100,000 شخص. وأظهر تحليل Joinpoint تقلبات كبيرة في حوادث التصادم والإصابات بمرور الوقت إلا أن معدل الوفيات شهد ارتفاعًا بشكل شبه مستمر. وكانت هذه التقلبات متوازية مع التنمية السياسية والاقتصادية في البلاد. ومن المحتمل أن تكون زيادة الصرامة في إنفاذ لقانون المرور وتطوير وسائل النقل العام قد أديا في بعض السنوات إلى انخفاض الحوادث والإصابات، في حين أن هناك احتمالاً لأن يكون النمو السريع في أعداد المركبات – خاصة ما يسير منها على عجلتين أو ثلاث عجلات – قد أسهم في زيادة الحوادث والإصابات. بالإضافة إلى ذلك، ربما تكون وثائق التأمين التي لم تكن تتطلب تقديم تقرير من الشرطة للمطالبة بالتعويض قد أدت إلى النقص في الإبلاغ عن الحوادث والسماح للسائقين بتجنب الملاحقة القضائية.

الاستنتاج

لقد ارتبطت التقلبات التي تطرأ بمرور الوقت على الحوادث والإصابات المرورية على الطرق في سريلانكا بالتغيرات في الاتجاهات السياسية والاقتصادية والسياسات المرورية. هناك إمكانية للحد من حوادث التصادم والإصابات المرورية على الطرق من خلال إنفاذ قانون المرور بشكل أكثر صرامة، وفرض قيود على استيراد المركبات التي تسير على عجلتين أو ثلاث عجلات، وإقرار السياسات الداعية إلى تحسين السلامة على الطرق ومنع القصور في الإبلاغ عن الحوادث.

摘要

目的.

旨在分析斯里兰卡 75 年以来的道路交通事故、受伤和死亡趋势。

方法

从警方统计部门处获得从 1938 年至 2013 年之间的道路交通事故、受伤和死亡数据。 我们计算了每 10 万人口的比率，并采用连接点回归分析法分析趋势。

结果

道路交通事故和受伤率在 1938 年至 2013 年期间大幅増长： 每 10 万人口的年度事故率从 61.2 增长至 183；每 10 万人口的受伤率从 35.1 增长至 98.6；每 10 万人口的年度死亡率从 3.0 增长至 10.8。 连接点分析显示一段时间内的事故率和受伤率会出现大幅波动，但死亡率几乎呈现持续上升的趋势。 这些波动情况与国家的政治和经济发展相一致。 在一些年份中，交通执法得以优化且公共交通得到改善这两点会相应地降低事故率和受伤率，但是，汽车（尤其是两轮车和三轮车）数量的迅速增加导致事故和受伤情况加剧。 此外，因保险政策无需出具警方索赔报告，这样便会导致少报事故，也会让司机免遭起诉。

结论

斯里兰卡境内的道路交通事故和受伤率在一段时间内的浮动与政治、经济和交通政策的改变有关。 我们可以优化交通执法，限制两轮车和三轮车的引进，同时制定政策来提高道路安全并防止少报事故，从而降低事故率和受伤率。

Резюме

Цель.

Проанализировать тенденции показателей дорожно-транспортных происшествий, травматизма и смертности в Шри-Ланке за 75 лет.

Методы

Данные о дорожно-транспортных происшествиях, травматизме и гибели людей в период между 1938 и 2013 г. были получены в отделе статистики полиции. В ходе исследования были рассчитаны показатели на 100 000 населения и рассмотрены тенденции с использованием регрессионного анализа по точкам перегиба.

Результаты

Количество дорожно-транспортных происшествий и травм в них значительно выросло в период с 1938 по 2013 г. Ежегодный показатель дорожно-транспортных происшествий вырос с 61,2 до 183,6 случая на 100 000 человек, показатель травматизма увеличился с 35,1 до 98,6 на 100 000 человек, а показатель смертности — с 3,0 до 10,8 случая на 100 000 человек в год. Анализ по точкам перегиба показал наличие значительных колебаний в показателях происшествий и травм в них с течением времени, но показатель смертности рос практически непрерывно. Колебания показателей соответствовали изменениям в политическом и экономическом развитии страны. В некоторые годы ужесточение контроля за соблюдением правил дорожного движения и улучшение ситуации с общественным транспортом могли ассоциироваться с уменьшением количества происшествий и травм. Однако быстрый рост количества транспортных средств, в особенности двух- и трехколесных, внес свой вклад в рост показателей дорожно-транспортных происшествий и травматизма в них. Кроме того, договоры страхования, которые не требуют полицейского отчета для подачи иска, могли привести к тому, что количество дорожно-транспортных происшествий занижалось, что помогало водителям избегать преследования.

Вывод

С течением времени колебания показателей частоты дорожно-транспортных происшествий и травматизма в Шри-Ланке связываются с изменениями в политике, экономике страны и правилах дорожного движения. Существует возможность уменьшения числа дорожно-транспортных происшествий и травматизма в них за счет ужесточения контроля за исполнением правил дорожного движения, ограничений на импорт двух- и трехколесных транспортных средств и ужесточения правил страхования. Комплекс перечисленных мер будет способствовать безопасности на дорогах и предотвращению сокрытия фактов дорожно-транспортных происшествий.

Introduction

Road traffic injuries are a major but neglected global public health problem. 1 Each year, road traffic crashes are responsible for over 1 million deaths and 20 to 50 million injuries worldwide. 1 , 2 Low- and middle-income countries are the most affected, because road traffic crashes and injuries are linked not only to the number of vehicles, road conditions and drivers’ behaviour but also to the country’s level of economic and social development. 1 – 3 In particular, poor road infrastructure, inappropriate mixing of vehicle types, inadequate traffic law enforcement and delayed implementation of road safety policies can increase road traffic crashes. 3

Sri Lanka is a lower-middle-income country in south Asia that has a substantial burden of road traffic injuries and fatalities. 4 – 7 Between 1938 and 1997, the absolute number of road traffic fatalities in the country increased 10-fold to reach 1835 deaths in 1997 in a population of around 18 million. 5 , 7 Despite the need for immediate action to reduce this growing burden, there is a paucity of coordinated government road safety strategies and road safety research in the country. 7

Sri Lanka has an interesting traffic history. Between 1815 and 1948, the island was governed by the United Kingdom of Great Britain and Northern Ireland. The British expanded the road infrastructure, 8 increased the number of vehicles and developed railways to transport goods. 9 In 1948, Sri Lanka gained its independence and the new government further improved the road infrastructure. However, because railways were neglected, road transport was used for goods, increasing the risk of crashes. Sri Lanka passed its first traffic act in 1934 and, from 1938 onwards, the police documented traffic accidents. 10 , 11 In 1951, the country mandated that all motor vehicles be registered with the Department of Motor Traffic, 8 , 12 which meant that vehicles had to be roadworthy. The law specifically prohibited the registration of unlawfully fabricated motor vehicles, which were common at the time. In 1953, Sri Lanka established a separate traffic police division. 10 , 11 This increased the number of traffic police and improved traffic law enforcement.

In 1977, Sri Lanka introduced an open economic policy that promoted motor vehicle imports. This resulted in a massive influx of motorcycles and three-wheeled taxis, 8 which are prone to crashes because they are unstable and topple easily. Since two- and three-wheeled vehicles are less robust than other vehicles, occupants are more likely to be injured in a crash. 1 – 3 Finally, despite the large increase in motor vehicles, the road infrastructure did not develop at the same pace.

In Sri Lanka, a lack of road safety research and the limited availability of statistics on road traffic crashes and injuries made it difficult for policy-makers to propose interventions that would prevent road traffic crashes. The aims of this study were to describe the trends in road traffic crashes, injuries and fatalities in Sri Lanka from 1938 to 2013 and to identify factors associated with these trends.

Our analysis used statistics on road traffic crashes and road traffic injuries from the road traffic crash statistics’ database maintained by the traffic police headquarters, which is the only comprehensive such database in Sri Lanka. 9 Permission to access these data was obtained from the police headquarters. By law, all road traffic crashes must be reported to the police within 24 hours. For the database, a road traffic crash was defined as a crash on a public highway or road that involved a vehicle and also involved personal injury or damage to property. 1 , 8 Crashes were classified as involving one of four types of injury: (i) fatal (i.e. a victim died due to injuries sustained in the crash, irrespective of the time interval between the crash and death); (ii) serious (i.e. the crash resulted in one or more kinds of severe injury, such as bone fractures, damage to internal organs, severe burns, permanent impairment of vision or hearing or serious disfigurement); (iii) minor; or (iv) none (i.e. the crash did not cause any injury and resulted in only damage to vehicles). 9 If more than one type of injury was present, the most serious type of injury was recorded.

Data were retrieved manually from the traffic police’s database and entered into an Excel spreadsheet (Microsoft, Redmond, United States of America) for analysis. Information on the size of the population of Sri Lanka in the middle of each year was obtained from the Department of Census and Statistics 13 and used to calculate road traffic fatality and injury rates per 100 000 population. In addition, we obtained information on the total number of registered vehicles for the period 1938 to 2013 from the Department of Motor Traffic. 11 We plotted the number of road traffic crashes, the population and the number of registered vehicles over the study period using Excel and R (R Foundation for Statistical Computing, Vienna, Austria). We analysed long-term trends in road traffic crashes, injuries and fatalities using the Joinpoint Regression Program Version 4.0.4 (National Cancer Institute, Bethesda, USA). 14 , 15 Joinpoints are points in a time series at which statistically significant changes occur and joinpoint regression fits a series of joined straight lines between these joinpoints. The program starts with the simplest model of fit and tests several models, while increasing joinpoints, until a statistically significant fit is obtained. The program uses the Monte Carlo permutation method to test for significance. 14 , 15 We reviewed the literature on Sri Lanka’s traffic and transportation history to identify events that might have contributed to the significant changes observed in the joinpoint analysis. Finally, to supplement our findings, we conducted an additional analysis for the period 1977 to 2013, during which it was possible to separate data on serious and minor injuries.

The incidence of road traffic crashes between 1938 and 2013 is shown in Fig. 1 . There were substantial changes in the trend: for the best fitting model, there were four joinpoints, in 1955, 1974, 2003 and 2007, respectively ( Table 1 ). Overall, road traffic crashes increased markedly from 61.2 per 100 000 population in 1938 to 183.6 per 100 000 in 2013 – a threefold increase. However, the increase was not continuous. Road traffic crashes increased steadily by 180% (from 61.2 to 170.8 per 100 000 population) between 1938 and 1955, but between 1955 and 1974, it decreased by 36% (from 170.8 to 109.1 per 100 000 population). Crashes increased again between 1974 and 2003, by 185% (from 109.1 to 310.7 per 100 000 population), but decreased between 2003 and 2007, by 49% (from 310.7 to 159.8 per 100000 population). Between 2007 and 2013, the annual percentage change was not significant. The highest incidence in the 75-year period was reported in 2003, at 310.7 per 100 000 population.

Road traffic crashes, Sri Lanka, 1938–2013

CI: confidence interval.

Fig. 2 shows the incidence of road traffic injuries between 1938 and 2013. Over the period, it increased from 35.1 to 98.6 per 100 000 population. The model of best fit had two joinpoints, in 1959 and 1967, respectively ( Table 2 ). The road traffic injury rate increased until 1959 (to 92.5 per 100 000 population), decreased from 1959 to 1967 (to 58.1 per 100 000 population) and then increased again until 2013. However, during the latter half of the study period, annual rates deviated substantially from the trend line.

Road traffic injuries, Sri Lanka, 1938–2013

Fig. 3 shows that road traffic fatalities increased markedly between 1938 and 2013, from 3.0 to 10.8 per 100 000 population. The joinpoint program indicated two join points, in 1944 (5.3 per 100 000 population) and 1947 (3.0 per 100 000 population), respectively ( Table 3 ). Fatalities increased continuously from 1947 onwards.

Road traffic fatalities, Sri Lanka, 1938–2013

Fig. 4 and Fig. 5 show the absolute number of road traffic crashes and vehicles, and the population size over the study period. All three variables increased during the 75 years but the most marked increases in road traffic crashes and in the number of vehicles were observed in the second half of the study period. Fig. 6 shows the number of registered vehicles between 2003 and 2012, by vehicle type. Categorized data were not available before 2003. Fig. 7 shows the number of deaths, serious injuries and minor injuries due to road traffic crashes per 100 000 population that were reported to the police between 1977 and 2013. There was a marked increase in the number of serious injuries over the period, from 6.0 to 32.0 per 100 000. Although deaths increased steadily, the number of minor injuries fluctuated considerably.

Population and absolute number of vehicles, Sri Lanka, 1938–2013

Absolute number of road traffic crashes, Sri Lanka, 1938–2013

Registered vehicles, by type, Sri Lanka, 2003–2012

a Dual-purpose vehicles carry both goods and people. Their gross vehicle weight does not exceed 3500 kg and their seating capacity is nine or less.

Deaths and injuries due to road traffic crashes, Sri Lanka, 1977–2013

Note: The graphs show deaths, serious injuries and minor injuries due to road traffic crashes reported to the police.

Our analyses cover 75 years of road traffic crashes, injuries and fatalities in Sri Lanka. Although the global status report on road safety produced by the World Health Organization (WHO) in 2013 included details of road traffic fatalities in Sri Lanka between 2001 and 2010, it covered only a short period and did not contain a detailed discussion of the possible reasons for any increase. 16 In addition, WHO’s 2004 world report on road traffic injury prevention discussed road traffic fatality trends in Asia between 1987 and 1995 but did not explain trends in individual countries. 1

We found that road traffic crashes, injuries and fatalities in Sri Lanka all increased between 1938 and 2013. However, there were fluctuations over this time; and several factors are associated with these changes.

Road infrastructure developed rapidly between 1938 and 1955. During this period, the greater numbers of crashes may have been due to more frequent road use or to more vehicles on the roads. 1 – 3 Also, during this period the country had a poorly regulated bus service and drivers competed for passengers and violated traffic laws – this behaviour may have increased the number of bus crashes and made roads less safe for other users. Moreover, although traffic laws were in place, law enforcement was likely to have been poor because Sri Lanka did not have a traffic police unit during this period. Monitoring traffic was one of the duties of general police units. 11

Three factors might have contributed to the reduction in road traffic crashes between 1955 and 1974. First, a new traffic law was introduced in 1951 that required all motor vehicles to be registered with the Department of Motor Traffic. A vehicle’s roadworthiness had to be tested before registration. 12 Second, in 1953, Sri Lanka established a traffic police division and increased the number of traffic police leading to better enforcement of traffic laws. This division also assisted the Inspector General of Police in introducing and implementing new traffic policies. 11 Third, in 1958, the government nationalized the privately-owned bus service and improved the quality and availability of public transportation. 8 Better and more accessible public transportation might have encouraged more people to travel by bus and discouraged the use of private vehicles.

The introduction of an open economic policy in Sri Lanka could have contributed to the increase in road traffic crashes observed after 1977. This policy made it easier to import vehicles and led to an exponential growth in their numbers: 17 between 1977 and 2003 the number of vehicles increased by 2790%. The increase was greatest in motorized two- and three-wheeled vehicles, 11 which were involved in more crashes than other vehicle types. 1 – 3 During this period, there was no matching expansion of either the road infrastructure or the traffic police – this mismatch might have contributed to the marked increase in crashes observed between 1977 and 2003.

The reduction in road traffic crashes after 2003 might have been due to a smaller proportion of crashes being reported. Although Sri Lanka’s traffic law requires all road traffic crashes to be reported to the police, many drivers do not report those that involve only minor injuries or damage. 7 In Sri Lanka, reporting crashes to the police can be exhausting: drivers have to spend many hours at the crash site or at a police station until the police complete the initial investigation. If a police report is required for insurance purposes, drivers may have to wait a few days.

To simplify procedures for drivers, Sri Lankan insurance companies introduced an on-site insurance payment policy in 2002. The so-called on-the-spot insurance scheme paid insurance claims without police reports. 18 Although drivers benefited, the new policy probably led to substantial underreporting of road traffic crashes. Our data on road traffic injuries indicate that underreporting probably occurred: no reduction in road traffic injuries was observed between 2003 and 2007, when road traffic crashes appeared to be falling. People injured in road traffic crashes usually present to hospital emergency departments and hospitals report these injuries to the police based in the hospital, who in turn report them to the Police Statistics Unit. 19 Therefore, although drivers might not have reported crashes to the police, associated injuries would have been reported through the hospitals.

It is important to note that the on-the-spot insurance scheme led not only to the underreporting of crashes but also enabled drivers involved in minor crashes to avoid police and legal procedures. These drivers could subsequently have been involved in further crashes, thereby making roads less safe for other drivers and pedestrians. To improve this situation, Sri Lanka should increase the traffic police workforce and require officers to reach accident sites quickly, to investigate and record all road traffic crashes and to provide on-site police reports for insurance purposes. Moreover, insurance companies should be required to obtain police reports before issuing insurance payments.

In 2007, a parliamentary committee was appointed to investigate reasons for the high number of road traffic injuries in Sri Lanka. 20 There was an increase in road traffic crashes reported after 2007. The actions of this committee and the 2009 end of the civil war in the north-east may have both contributed to this increase in crashes reported. However, no amendments were made to the on-the-spot insurance scheme and the discrepancies between reported crashes and injuries continued. The parliamentary committee proposed several interventions to prevent road traffic crashes and a number have been implemented since 2010, including: computerizing driving licence registration; expanding the road network; displaying speed limits at the roadside; and training drivers. However, the available data do not allow us to test for any effects of these interventions.

The increasing trend in road traffic fatalities over the study period was much more consistent than those of road traffic crashes or injuries. This steady increase in road traffic fatalities has also been reported in other low- and middle-income countries, including Cambodia, India, Iraq, Myanmar, Nepal and Saudi Arabia. 16 , 21 As in Sri Lanka, these increases have been associated with a rise in the number of vehicles, poor traffic law enforcement and underdeveloped road infrastructure. 1 – 3 , 21 – 23

Our descriptive analysis of road traffic injuries between 1977 and 2013 showed that all types of injuries increased. However, there were greater fluctuations in minor injuries than in serious injuries or fatalities. The 1981 traffic laws that limited the number of passengers in motor vehicles and regularized the vehicle licencing process 10 , 11 and better traffic law enforcement in 1995 may have influenced these trends. However, passenger limits, licencing and law enforcement do not seem to have had a long-term effect in reducing minor injuries. Underreporting due to the introduction of the on-spot insurance scheme could be a plausible cause for the fluctuations seen after 2003 and this hypothesis needs further research.

One limitation of our study was that we used traffic-police data, which included only road traffic crashes and injuries either recorded by the police or reported to them. However, although crashes were underreported after 2003, we were still able to draw important conclusions from the data available. Another limitation was the paucity of scientific studies of the reasons underlying the fluctuations in road traffic crashes in Sri Lanka. A strength of our study was the use of joinpoint regression to analyse long-term trends in road traffic crashes, injuries and fatalities as has been done in high-income countries. 14 , 15 , 24 , 25

Sri Lanka’s burden of road traffic injuries could be reduced by better enforcement of traffic laws, restrictions on the importation of two- and three-wheeled motor vehicles and the introduction of new policies to improve road safety.

Competing interests:

None declared.

18th June, 2024

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19 Jan 2020

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Road Accidents

Road accidents -the way they are taking place.

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6 of the best road trips in Sri Lanka

Oct 16, 2023 • 8 min read

Hit the road on a self-drive trip or with a driver to explore the best of Sri Lanka at your own pace © Mystockimages / Getty Images © © Mystockimages / Getty Images

For sparkling beaches, sapphire-blue waves, lilting palm trees, emerald hills and the scent of seafood hanging on the breeze, come to Sri Lanka .

The manageable size of this island nation means you can see everything on a short trip, from brochure-class beaches and elephant-filled national parks to ruined Buddhist stupas (monuments) – particularly if you hire a car and driver. 

While some people road-trip around Sri Lanka with a rented motorcycle or scooter, renting a car with a driver is the easiest option. Most drivers speak English and know the ins and outs of driving in the country, including the best roadhouses to stop at for fiery rice and curry .

To see the best of the country with your own wheels, here are our favorite road trips in Sri Lanka.

1. Colombo to Matara

Best road trip for beach lovers Colombo–Matara; 133 km (83 miles)

This easy excursion south from Colombo follows the path of the coastal railway , linking historic cities with some of Sri Lanka’s most famous beach resorts. You won’t find too much peace and quiet in peak season, but you will find plenty of sun-smooched sand and good places to stay, eat and catch a wave. 

Start in Colombo, Sri Lanka’s history-stuffed capital city. Explore temples and markets and fine dining on crab curry, then drift south to the sands of Aluthgama and Bentota , taking time to detour inland to the charming Brief Garden . If you have the budget, this stretch of coast has some of Sri Lanka’s best Ayurvedic spa resorts. Pause for a day or two of water fun in Hikkaduwa , and drop by Ambalangoda to delve into the island’s tradition of  kolam  (masked dances).

It’s back to history in Unesco-listed Galle , with colonial-era streets wrapped around a historic lighthouse and a fortress built by Dutch colonizers. Eat and sleep well in the old center, then link through beachy Unawatuna and surfy Midigama and Weligama, squeezing in a detour to the Handunugoda Tea Estate before wrapping up in the authentically Sri Lankan town of Matara .  

Planning tip: If you’ve never surfed in Sri Lanka before , the resort of Hikkaduwa offers an easy introduction to bathtub-warm waters. It’s also a hub for snorkeling and diving, with an inshore reef off the main beach that’s great for families. 

2. Colombo to Badulla across the Hill Country

Best road trip for tea lovers Colombo–Ella; 240km (145 miles)

It’s not all about beaches in Sri Lanka. The trip inland from Colombo to the Hill Country is one of Sri Lanka’s most evocative rail journeys, and it’s just as impressive by road. Starting from the capital and taking regular stops to look out over the scenery, trace the A1 highway inland to higher ground and the sacred city of Kandy , home to Sri Lanka’s most revered temple.

Coming with a car and driver makes it easy to visit nearby temples and gardens and the Ceylon Tea Museum  before heading to serious tea country. Take the highland road to Nuwara Eliya through jade-green tea plantations, stopping at estates such as Glenloch to learn about the tea-making process. Check into a colonial-era hotel (we rate the Hill Club ) and take high tea at the Grand . 

Roll on via the striking Horton Plains to Haputale , where tea-mogul Sir Thomas Lipton founded his empire. Visit Lipton’s factory at Dambatenne  before looping past more hillside viewpoints to Ella  to book into a local guesthouse and enjoy proper Sri Lankan home-cooking. We leave it up to you whether you snap an Instagram pic of the Nine Arches bridge just outside town.

Planning tip: The Horton Plains are like nowhere else in Sri Lanka – an eerily silent area of high country that stops abruptly at the sheer drop-off of World’s End . Pay the national park fees near Farr Inn and you’re free to explore on foot on designated trails. 

3. A circle of ancient cities 

Best trip for history  Anuradhapura–Kandy, 180km (112 miles) 

The green plains of central Sri Lanka couldn’t be further from the sun-and-sand image of the coast. Here you’ll find the ruins of Sri Lanka’s ancient Buddhist kingdoms spilling out from forests that teem with bee-eaters and hornbills.

Start in Anuradhapura , where two-millennia-old brick stupas the size of aircraft hangers are still sites of daily worship. Pay your respects at Sri Maha Bodhi , a tree propagated from the very tree under which the Buddha attained enlightenment, and head on to the fascinating monastic complex at Ritigala . 

Break from the ruins at elephant-thronged Minneriya National Park , then dive back in again at Polonnaruwa , home to some of Sri Lanka’s most impressive temples, statues and ruins. Slingshot west via Sigiriya , whose rocky outcrop is crowned by the ruined citadel palace of King Kasyapa, reached via a vertiginous stairway.

Roll south to Dambulla , where the dusty brickwork is replaced by cave temples painted in vivid primary colors. Bring the journey up to date with one last stop at Kandy, where the Temple of the Sacred Tooth Relic is still the beating heart of modern Sri Lankan Buddhism. 

Planning tip: Try to time your visit to Anuradhapura to coincide with a poya day – festivals that mark each passing full moon. Pilgrims flock to the stupas dressed in immaculate white clothes and the brick plinths are wrapped in bolts of colored cloth by devotees. 

4. The best of Sri Lanka’s national parks

Best for wildlife spotters Mirissa–Arugam Bay; 440km (273 miles)

This cross-country jaunt takes in some of Sri Lanka’s most epic wildlife encounters, visiting national parks both famous and quiet and cruising offshore to meet Sri Lanka’s largest wild animal, the blue whale. Indeed, that’s the first activity before you drive on from the south-coast resort of Mirissa . Feathered friends of all shapes and sizes are the main draws inland at Sinharaja Forest Reserve , and they’re best encountered on foot with a local guide.  

Roll east to meet elephants at Uda Walawe National Park (in more peaceful surroundings than at crowded Yala National Park), then return to the coast for bird encounters amid dunes and lagoons at Bundala National Park . You’ll need to loop inland to reach Kumana National Park – a much easier journey with a car and driver than by public transport – where you stand a good chance of a liaison with a leopard. Finish up on the beach at Arugam Bay for some surfing downtime. 

Planning tip: Different seasons bring different wildlife experiences. Traveling in November brings decent chances of spotting whales, elephants and leopards, but the best time for elephant spotting is from July to October when pachyderms gather in great herds.

5. Exploring Sri Lanka’s east coast

Best road trip for escaping the crowds Arugam Bay–Trincomalee; 260km (162 miles)

Things are quieter on Sri Lanka’s east coast, and it’s dry during the island’s May-to-August low season, making this a great trip for travelers on a budget. En route, you can stop at laid-back surf hubs and historic towns that feel more authentically Sri Lankan than the resorts in the south and west. Start with a wave at Arugam Bay, one of the island’s most relaxing surfing spots. Stop for a day to explore less-visited temples and birding spots on the lagoons around Pottuvil. 

Moving north up the coast, you’ll cross the Gal Oya river (follow it inland for wildlife encounters in under-explored Gal Oya National Park) en route to Batticaloa , where you can explore colonial relics, diverse religious sites and fine beaches. Let the coast call you further north toward  Trincomalee , where Dutch and British history nudges up against Tamil culture. Use Trinco as a base for day excursions to the beaches of Uppuveli and Nilaveli and snorkeling with reef sharks and turtles at Pigeon Island National Park. 

6. A taste of the North 

Best road trip for Tamil culture Colombo–Jaffna; 600km (373 miles)

Travelers have long overlooked Sri Lanka’s once-troubled north, but with peace prevailing in the island’s Tamil heartland the time is ripe for exploring. Starting from Colombo, drift north through laid-back Negombo  and get your first taste of Tamil architecture at the Madampe Murugan temple. Stop overnight on the peaceful Kalpitiya Peninsula, Sri Lanka’s kite-surfing capital. 

Before you enter the Tamil north proper, swing by Wilpattu National Park – one of the island’s more peaceful reserves – then duck onto Mannar Island to admire the baobab trees and get as close to India as you can without leaving Sri Lanka. From here on north, Hindu Tamil culture dominates; look out for vividly painted kovils (Hindu temples) as you follow the A32 north across the lagoon to Jaffna . 

In Sri Lanka’s northern capital, richly spiced Tamil food is the order of the day. Feast on crab curry and tour the Dutch-era fort and the pilgrim-thronged courtyards of the Nallur Kandaswamy Kovil . This could be the end of the journey, but you could also spend a day or more exploring the quiet beaches and outpost villages of the once war-torn Jaffna Peninsula to see how far Sri Lanka has come since the end of the civil war in 2009.

Tips for driving in Sri Lanka 

It’s possible to self-drive a car in Sri Lanka, but most people prefer to leave the driving to someone with experience of local conditions. Hiring a car with a driver is easy, and you’ll get to visit some local food stops you’d probably miss going it alone. Operators such as Ancient Lanka can sort you out with a car and a friendly, experienced driver from US$65 per day. You’ll also be better placed to navigate any fuel shortages on the island, as tour drivers have priority access to fuel.

While motorcycle and scooter rental is not as widespread as in Southeast Asia, it’s easy and inexpensive to arrange along the coast. The roads are generally well maintained, though potholes are common on back lanes and in the hills. Watch out for wandering dogs, chickens and wildlife (including elephants – if you see a jumbo on the road, back away). Beware of speeding trucks and buses, which won’t slow down for something as lowly as a motorcycle. Try to avoid being on the roads after dark, when hazards are harder to spot.

This article was first published Oct 11, 2022 and updated Oct 16, 2023.

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