The first train arrives in Kandy

Since no fuel driven vehicles took to the roads of Sri Lanka till the down of the 19th century the sleek macadamised roads built via the endeavours of Barnes, Skinner and Dawson were enjoyed only by horse drawn carriages and bullock carts. In parallel, however, grew the agitation for a railway to Kandy.

Just as in the case of a Kandy - Colombo highway, the agitation never was spawned out of the ordinary masses who in fact aired their grouses about the new developments through the Sinhala newspapers.

The agitation was actually triggered by the planters of the upcountry who now reaping the harvest of the cash crops found the present modes of transport just blocking the progress of their activities. It was purely self interest of the European planters that provided the engine.

The Government of the day, pro-planters themselves, began to take the assignment seriously but found the task much more challenging than the building of the Colombo - Kandy highway. Firstly, it entailed the construction of a whole massive new railway complete with sleepers and what not that involved a thumping expenditure. Secondly, was the opposition to the venture mostly by the patrons of the bullock cart to whom the trains spelt the death knell since all transport bringing in a lucrative income and spawning many a millionaire of the down south like the Moratuwa Zoysas would be now in new hands.

Accident

However, the project got going and the trains to Kandy started running amidst much melee despite saboteurs. In fact in January 1864 just before an experimental train reached the station of Pattalagedera (now Veyangoda), there occurred the first grave accident monitored by the saboteurs.

Several engineers (all Englishmen) and a good many coolies laid their lives on the rail track and on the adjoining muddy fields after the train they were experimenting up to Veyangoda along the road to Kandy was toppled by a cart deliberately placed on the tracks.

The mud had been so thick in the proximate field that the dead bodies defied counting.

Isteera Mamheido, a clerk, is said to have been the brain behind the whole grisly event that delayed the running of the Kandy train for several months, mostly to bring in legislation to entrench security. One result was the installation of telegraph wires between stations that brought in the latest in communications.

Another obstacle was the nature of the land along which the Kandy train was to run. Upto Keenadeniya, the land was flat but then the earth began rising while rocks, ravines and gorges began to block the way climaxing to the Kadugannawa pass.

This pass was to test the brains and dexterity of the British engineers and the trains as they traverse the Alagalla mount still presenting a breathtaking view.

Accident

The above accident and the punishment did not deter the saboteurs who knew that placing of carts on the railway was forbidden began to place logs astride the rails.

This mostly occurred between Colombo and Ragama a distance frequently covered as the train scuttled up and down collecting building material such as earth. Actually the first rides of the train to Kandy had been only to places adjoining the Kelani delta terrain to procure earth and sand and wood but they provided much sensation to onlookers.

Coincidentally the Sinhala newspapers also made their debut at this time and they provided much sensational matter on the subject. Even verses were composed on the iron monster and presented to readers. Letters to the editor exposed many a pro and con, on the subject, some oozing with admiration for the new conveyances yet others vilifying them.

But pardon me, I have skipped the very first stage of the debut of this railway line which was the Moorson Report. It was drafted by Captain Moorson in 1857 that suggests six possible routes to Kandy.

Kelani ferry

The first was actually following the ancient route, passing the Kelani ferry then on to Ambegamuwa and Yatityanthota and then climb up. The Distance was 79 miles.

Second, passing Ambepussa and Ambuluwava gap distance 82 miles.

Third, via Ambepussa, Ma Oya valley, Hingula, Paranapitiya to Kandy a distance of 79 miles.

Fourth, via Ambepussa, vale of the Ma, along the Alagalle base a distance of 79 miles.

Fifth, via Ambepussa, Kornegalle, Galagedera pass a distance of 83 miles.

Sixth, Via Kurunegala, Yatewatte Pass, Pattiagedera pass, Matale to Kandy about 95 miles.

After considering many factors, mostly the cost, the route via Paranapitiya was selected.

Crossing the Kelaniya ferry the line would run in an easterly direction parallel to the Colombo - Kandy highway crossing the Heneratgoda (now Gampaha) - Negombo highway, then the Veyangoda - Negombo highway, then across the ferries of Girigolla (probably Giriulla), Allowe ferry and Polgahawila ferry (All 3 ferries of Ma Oya). Stations are recommended in all these places and bridges to replace all ferries.

Plantations

The railway then rises to the high plains of Kandy, passing Hingoola and Paranapattiya. A station before Kandy to cater to the upland plantations is suggested. This station was later to become the Peradeniya station from where a branch diversion to the upcountry is later made to gather all the produce of the upcountry plantations.

This diverting line is today considered as very scenic due to its curves and what not, but why did it zig zag so much? That, to my mind, was to collect the produce of each tea estate. The planters felt they deserve the privilege for they were the pioneer agitators of this railway line, that branched off from Peradeniya later from the Colombo - Kandy railway line that was born out of the womb of Mr. Moorson‘s report.