China has signalled a fresh expansion of its development presence in Sri Lanka, with Beijing now studying a proposal to supply a fleet of electric buses to the island.
Chinese Ambassador Qi Zhenhong, speaking at the 2025 China Aid Training Alumni Reception in Colombo, described the initiative as part of a “new starting point” in bilateral relations one shaped by recent high-level visits and renewed progress in stalled infrastructure projects.
But as Colombo weighs the offer, concerns are mounting over whether the country’s chronically loss-making public transport system particularly the Sri Lanka Transport Board (SLTB)—is structurally prepared to operate and maintain a modern electric-bus fleet without deep reforms.
According to the Ambassador, China is reviewing the electric-bus project at Sri Lanka’s request. The proposal aligns with Colombo’s long-term goals of cutting fuel imports, reducing urban pollution, and modernising an ageing bus fleet that is widely criticised for overcrowding, delays, and frequent breakdowns.
Electric buses would reduce operational fuel costsdiesel accounts for over 35% of SLTB’s recurrent expenditure and its efficiency could improve service reliability if managed under a disciplined maintenance regime.
China’s experience in clean-mobility technologies, from large-scale EV deployment to advanced battery systems, adds to the attractiveness of the offer.
Yet the numbers paint a stark picture.The SLTB has recorded annual operating losses exceeding Rs. 45–50 billion in recent years, burdened by overstaffing, outdated fleets, and politically driven fare controls.
The enterprise operates more than 6,000 buses, many well past their service lifespan, with availability rates frequently falling below 50%.
Introducing a fleet of high-value electric buses into an organisation with such structural weaknesses raises major risks. Electric buses require specialised charging infrastructure, battery-management systems, and trained technicians none of which the SLTB currently possesses. Without operational reforms, experts warn that Sri Lanka could end up with expensive assets underutilised or rapidly deteriorating, repeating past failures in donor-funded transport upgrades.
Ambassador Qi highlighted broader Chinese-supported progress, from the resumption of work on the Central Expressway to near-finalisation of the Sinopec energy project. He pointed to expanding human-resource exchanges, with nearly 1,000 Sri Lankans trained in China across sectors from agriculture to disaster management.
He also noted opportunities arising from China’s new Five-Year Plan, growing outbound tourism, and sustained technological advances in AI, hydrogen energy, and biopharmaceuticals. Beijing frames these developments as pathways for mutual gain especially for Global South partners navigating geopolitical uncertainty.
But for Sri Lanka, still grappling with debt restructuring, the key concern is whether acceptance of the electric-bus programme deepens long-term dependency or supports sustainable modernisation.
The Chinese proposal arrives at a moment when public dissatisfaction with transport services is at a peak. Buses are overcrowded, unreliable, and unsafe, especially for women and schoolchildren. Any move toward electric mobility could mark a turning point if paired with governance reforms, transparent procurement, and a clear financial plan.
The real test will be whether Sri Lanka can leverage Beijing’s offer to fix its transport system—or whether it risks repeating a cycle of costly assistance without lasting reform.
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