Historically, the main function of bridges and tunnels have been to connect different geographical areas, but they will also serve as important social connectors to cities giving them opportunities for expansion. Bridges and tunnels are also important to railroads because they provide for a faster route for moving goods and transporting people in a safe secure manner. There are man made structures such as towns and buildings and rather than moves these railroads are designed to move around them which is why tunnel are important. Railways have to get around natural features such as rivers and hills, and man-made things like buildings and sometimes around entire towns.
Sri Lanka is an island blessed with a number of natural features. It has a number of rivers and mountain ranges that gives it the unique geography. In order to build a railway one must account for such natural features. When you look at a the national railway network of Sri Lanka it becomes clear that planners had to take in consideration building the network linking major towns and cities.
At the time the railway was being considered, there were many demands for faster transport such as the steam engine railways being developed in Britain and its colonies. In Ceylon, the European planters managing coffee plantations clamored for safer more efficient transport of their products from the hill stations to the port in Colombo. As a result of these negotiations the first sod was cut laying the foundation of the Ceylon Government Railway in August 1858 by then Governor North.
As one travels on the ‘Main Line’ from Colombo to Badulla one will witness unparalleled beauty of one of the finest railway lines in Asia.. This main line journey once completed now covers a distance of 180 miles and passes through 46 tunnels and 68 railway stations. The main line journey offers a rare panorama of up-country views. There is a change of climate and choice of scenery to gratify the senses, as the train passes through rugged country along the serpentine track, to ascend to the highest point at Pattipola 6226 feet above main sea level.
The most notable feature on the main line is the Sensation Rock, between Balana and Kadugannawa, and it is actually supposed to produce the real sensation of an imminent fall of the engine into the abyss below, when viewed through the window of a compartment, as the engine takes its bend by the curve under the rocky hood known as ‘Lion’s Mouth’. The drop at this point is about 600m. The scene can best be seen from outside as the engine enters the perforated rock. It was the popular view among the European planters that the main line should begin from Colombo and enter into the heart of Kandy as the first step in the construction of a railway in Sri Lanka.
The development of the railway went through a number of changes from steam engines to diesel to electric powered locomotives. Before CGR got diesel engines steam locomotives were the main means of hauling trains up the inclines. Engineers had to consider how the power of such steam locomotives could haul heavy loads up an incline. At this time along the railway the incline was i:44 which translated means for every forty feet travelled the engine climbs one feet. Huffing and puffing the steam locomotives of the day had to haul heavy goods up these steep inclines. In a section you will follow, you will read that some of the locomotives in use were the double-engine Garrats introduced in 1928, which eliminated the need to couple two locomotives to each train to haul the heavy. The single locomotives often coupled to trains were the Nanu Oya Super heaters and the Big Bank engines. A few of the Garrats engines may still be in use between Nawalapitiya and Badulla railway stations.
The first tunnel on the main line is near Mirigama (84 km.), and the longest tunnel between Rambukkana and Kadugannawa is 1096 feet in length. From Kadugannawa to Nawalapitiya the train runs almost on flat terrain, and it is from the latter station that the ascent begins up to Pattipola. From this point the train descends to Badulla, after passing 12 railway stations. In the old days, when steam locomotives ploughed the track, two engines were coupled to a train, one in front and one at the rear, chiefly when hauling goods or long passenger trains. When a train is in down-line, two engines are coupled together in front, and the position is known as ‘double-headed’. There are nine tunnels between Rambukkana and Kadugannawa, and among them, the Meeangala tunnel 270 feet, bored through solid rock, is said to have unpleasant memories of many fatal accidents. It is believed that this tunnel was the cave occupied by Saradiel, the Robin Hood of Sri Lanka, which the railway engineers had used as a smithy for their foundry. The spirit of Saradiel is said to haunt the place and cause accidents.
Overhanging rocks along the mountain slopes, torrents that flow over rocks, cascading waterfalls and other beauties of the landscapes, impress the traveller. Among the sights is St. Clair Falls near Talawakelle, having a first drop of 73m. and a second drop of 43m. As the train approaches the Kadigamuwa station, one can see at a distance a huge rock, somewhat similar to the Sigiriya rock, known as the Batalagala or the Bible rock, as some call it, standing majestically from the lower valley. Here the panorama assumes its most enchanting forms: at one moment on the edge of a sheer crag about a thousand feet below, and on another by a mighty crag about a thousand feet above. As the train zigzags through the mountains, fresh views appear at every turn.
Among the tunnels on the main line, the longest one is the Poolbank tunnel between Hatton and Kotagala, which is 1835 feet long, with a curvature in the middle so that from one end the other end is not seen. It is one of the great achievements in tunnel engineering because boring was done from both ends to meet in the middle. All tunnels on the main line stand as a lasting monument to the genius of the Chief Engineer, Sir G.L. Molesworth and to the courage and ability of the contractor F.W. Faviell. Sir Molesworth was the first Director-General of Railways (1865-1871) and, even today, he is well known to engineering students on account of his famous pocket book on engineering. The Kadugannawa incline is said to be the only one of its kind in Asia where a broad-gauge track (5′ 6″), rises to such an elevation within such a short distance of 14 miles, reaching an altitude of 1400 feet. The Balana Pass, through which the train ascends to Kadugannawa, was a military post during the days of our kings, to keep watch over those enemies who tried to infiltrate into Kandyan territory.
Even today we are marvel and wonder, at the beauty of this railway system one of the finest in Asia. The amazing achievement of the Sri Lanka Railway that we enjoy traveling on continues to marvel and amaze us to this day. It is the sweat and toil of many engineers and workers, that built this system to climb several thousand feet up into the mountain ranges of Sri Lanka. The engineering skill of these men is quite apparent when one travels the railway from Rambukkana to Kadugannaw a distance of 21 kilometers and then from Nawalapitiya to to Badulla a distance of 150 kilometers. The chief engineers who overlooked all of this construction (as was mentioned before) was Sir G. I. Molesworth. This railway is a lasting monument to his a vision. Chief Engineer G.I. Molesworth whose engineering skill and ingenuity who masterminded the laying of the tracks and had many of the bridges built and bore a countless tunnels that are still operational. Chief Engineer G.L. Molesworth’s genius remains a lasting monument to the capability and amazing engineering skill. Other engineers who worked on the construction of the railway include C.H. Newton, D.J. Scott, G. Harrison, J. Traill, F.W. Foote, H. Horne and W.J.W. Heath.
There are 46 tunnels of varying lengths on the man line. The first is at Mirigama (52 miles long), and from there up to Kadugannawa, there are nine tunnels, the longest being 1085 feet. Several myths exist to this day about the tunnel at Meangalla. It is also the site of many railway accidents. One of the many stories is that this tunnel was the cave of Saradiel (the Robin Hood of Sri Lanka), and the story goes on, that the early engineers used this cave for their iron foundry and iron smith works .
The longest tunnel on the main line is between Hatton and Kotagala, running a length of 1,842 feet. Known as the Pool bank tunnel, it has a curve in the middle, so that from one end, the other end is not visible. It is about 18ft. broad, with more space on one side for people to go up and down. It is a masterpiece of tunnel construction, seen nowhere else in the island.
During the time when these tunnels were constructed
| Construction of the Ceylon Railway 1867 to 1906 | ||
| Destination | Year Completed | Distance |
| Colombo-Kandy | 1867 | |
| Peradeniya-Nawalapitiya | 1874 | |
| Nawalapitiya- Nanu Oya | 1893 | |
| Nanu Oya – Haputale | 1894 | |
| Haputale – Bandarawela | 1896 | |
| Kandy – Matale | 1880 | |
| Colombo – Kalutara | 1879 | |
| Kalutara c- Bentota | 1890 | |
| Bentota – Galle | 1894 | |
| Galle – Matara | 1895 | |
| Polghawela – Kurunegala | 1894 | |
| Kurunegala – Anuradhapura | 1905 | |
| Anuradhapura – Kankesanthurai | 1906 | |
| Kelani Valley Railway | 1903 | |
As one can learn from the table above the main line was first laid to Ragama then to Gampaha and on to Ambepussa completed. Cobstruction of the line from there to Polgahawela was in 1866 and finally it got to Kandy in 1867. Constructing work began again in 1873 fro rom Gampola to Nawalapitiya. Further lines were laid to Talawakelle in 1884 and on to Nanu Oya in 1885. From there on to Haputale in 1893 and to Bandarawela in 1894. All trains terminated at Bandarawela, until the Badulla extension was completed in 1924 (after a period of 30 years). The delay seemed to have been caused by the economic depression in Europe, due to World War 1 (1914-1918), and other conditions unfavorable, mostly due to the difficulty of terrain beyond Ella, specially at Demodara.
Ceylon Railways - A History 