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[🇧🇩] Bangladesh Railway
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Saif
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The BR conundrum
The Bangladesh Railway (BR) makes news, more often than not, for all the wrong reasons. One such headline it has made on page 8 of the last Sunday's issue of the FE. The headline says it all but contention of the news explains why the BR suffers from its endemic malaise. Like most of the organisati
The BR conundrum
FE
Published :
Dec 23, 2024 21:39
Updated :
Dec 23, 2024 21:39
The Bangladesh Railway (BR) makes news, more often than not, for all the wrong reasons. One such headline it has made on page 8 of the last Sunday's issue of the FE. The headline says it all but contention of the news explains why the BR suffers from its endemic malaise. Like most of the organisations in the public sector, the BR has been limping ever since the country's independence. As is the case in the majority of such organisations and establishments, anachronism is the hallmark. The Bangladesh Telecommunications Company Limited (BTCL), Bangladesh Road Transport Corporation (BRTC), Bangladesh Food and Sugar Industries Corporation, Bangladesh Power Development Board (BPDB), to name just a few, have all proved to be losing concerns.
But why? Their service and products are in high demand and yet they cannot run profitably. Those responsible for overall management and the officers and employees down the rank consider their respective entity a beehive meant for extracting honey. With rare exception, they are top to bottom corrupt and have no love or responsibility for the organisation or establishment they work for. The long saga of corruption in the BR is no different from those of land offices, in power sector, in land telephone connection and customer service, piped gas connection, management of sugar mills as well as in other such establishments. When private cell phone companies are earning whooping profits, the Teletalk Bangladesh Ltd fails not only to earn profit but also provide substandard service. An example of the BRTC throws some light on such developments. While private bus operators add more vehicles to their fleet from their income, the BRTC has relied on subsidies. Once employed, officers and employees take their employment as guaranteed; they feel no urge to take challenges and compete with their rivals. It is the top bosses who have to lead from the front to encourage and inspire officers and employees under them to work hard and earn both profit and reputation.
Unfortunately, this does not happen because of the widespread corruption culture. If the rot takes effect in the head of a fish, the entire body degenerates fast. Apart from such corruption, the BR has long been a victim of a kind of conspiracy in that it was neglected under pressure from the lobbying groups of long-route bus operators. A faulty government policy of far greater investment in developing road communication to the neglect of the mass transportation of railways even led to closure of railway routes and stations. It received reasonably greater attention as late as 2018 when investment in the BR jumped to 106.84 billion from 60.8 billion in its previous year.
Clearly, the BR has been receiving similar or more funds since then, barring 2019 and 2020 — the years the country was wriggling out of the pandemic and its after-effects — for its development projects. Notwithstanding the fresh investment, its revenue income has failed to pick up and it still cannot even bear its routine maintenance cost. This is unacceptable. The same old malaise of irregularities and misuse of funds may have been responsible for this. Comparatively safer, cheaper and more comfortable, a train journey is always preferable to a bus journey. But if the service is poor with disrupted schedules, the train journey is sure to lose its appeal. No doubt, railway needs far greater investment but the expenditure has to be transparent and with the string of accountability attached. The interim government should start the process of such transparency and accountability in expenditure in BR aimed at turning it into a modern and reliable mass transportation service.
FE
Published :
Dec 23, 2024 21:39
Updated :
Dec 23, 2024 21:39
The Bangladesh Railway (BR) makes news, more often than not, for all the wrong reasons. One such headline it has made on page 8 of the last Sunday's issue of the FE. The headline says it all but contention of the news explains why the BR suffers from its endemic malaise. Like most of the organisations in the public sector, the BR has been limping ever since the country's independence. As is the case in the majority of such organisations and establishments, anachronism is the hallmark. The Bangladesh Telecommunications Company Limited (BTCL), Bangladesh Road Transport Corporation (BRTC), Bangladesh Food and Sugar Industries Corporation, Bangladesh Power Development Board (BPDB), to name just a few, have all proved to be losing concerns.
But why? Their service and products are in high demand and yet they cannot run profitably. Those responsible for overall management and the officers and employees down the rank consider their respective entity a beehive meant for extracting honey. With rare exception, they are top to bottom corrupt and have no love or responsibility for the organisation or establishment they work for. The long saga of corruption in the BR is no different from those of land offices, in power sector, in land telephone connection and customer service, piped gas connection, management of sugar mills as well as in other such establishments. When private cell phone companies are earning whooping profits, the Teletalk Bangladesh Ltd fails not only to earn profit but also provide substandard service. An example of the BRTC throws some light on such developments. While private bus operators add more vehicles to their fleet from their income, the BRTC has relied on subsidies. Once employed, officers and employees take their employment as guaranteed; they feel no urge to take challenges and compete with their rivals. It is the top bosses who have to lead from the front to encourage and inspire officers and employees under them to work hard and earn both profit and reputation.
Unfortunately, this does not happen because of the widespread corruption culture. If the rot takes effect in the head of a fish, the entire body degenerates fast. Apart from such corruption, the BR has long been a victim of a kind of conspiracy in that it was neglected under pressure from the lobbying groups of long-route bus operators. A faulty government policy of far greater investment in developing road communication to the neglect of the mass transportation of railways even led to closure of railway routes and stations. It received reasonably greater attention as late as 2018 when investment in the BR jumped to 106.84 billion from 60.8 billion in its previous year.
Clearly, the BR has been receiving similar or more funds since then, barring 2019 and 2020 — the years the country was wriggling out of the pandemic and its after-effects — for its development projects. Notwithstanding the fresh investment, its revenue income has failed to pick up and it still cannot even bear its routine maintenance cost. This is unacceptable. The same old malaise of irregularities and misuse of funds may have been responsible for this. Comparatively safer, cheaper and more comfortable, a train journey is always preferable to a bus journey. But if the service is poor with disrupted schedules, the train journey is sure to lose its appeal. No doubt, railway needs far greater investment but the expenditure has to be transparent and with the string of accountability attached. The interim government should start the process of such transparency and accountability in expenditure in BR aimed at turning it into a modern and reliable mass transportation service.
Saif
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Trains launched on Dhaka-Khulna, Dhaka-Benapole routes
The people of Narail are particularly jubilated, as both the trains will connect the district with Dhaka, Khulna and Benapole
Trains launched on Dhaka-Khulna, Dhaka-Benapole routes
The much anticipated train links on Dhaka-Khulna and Dhaka-Benapole have been launched, ushering in a new era of regional connectivity through rail link.
The people of Narail are particularly jubilated, as both the trains will connect the district with Dhaka, Khulna and Benapole.
Ujjal Biswas, station master of Narail Railway Station, confirmed the matter.
The 'Jahanbad Express' train, while will run between Dhaka and Khulna via Padma Rail Bridge, was launched today from Khulna and reached Narail around 7:35am.
The first day, however, witnessed a severe shortage of tickets, leaving many disappointed.
According to officials at Narail Railway Station, Jahanabad Express will significantly reduce travel time. The train will depart Khulna at 6:00am for Dhaka, while it will depart Dhaka at 8:00pm for Khulna, both with stopover at Narail.
Also, in the afternoon yesterday, the 'Ruposhi Bangla Express' began its journey from Benapole, passing through Narail at 3:30pm on its way to Dhaka. The train later left Dhaka for Benapole at 10:45pm.
"The inauguration of this railway link promises to transform connectivity and boost economic activities in Narail," said Uzair Ali, headmaster of Narail Collectorate School.
The Padma Rail Bridge has cut the travel distance between Dhaka and Khulna by 212 kilometres, enabling passengers to commute between the districts in just under four hours.
The much anticipated train links on Dhaka-Khulna and Dhaka-Benapole have been launched, ushering in a new era of regional connectivity through rail link.
The people of Narail are particularly jubilated, as both the trains will connect the district with Dhaka, Khulna and Benapole.
Ujjal Biswas, station master of Narail Railway Station, confirmed the matter.
The 'Jahanbad Express' train, while will run between Dhaka and Khulna via Padma Rail Bridge, was launched today from Khulna and reached Narail around 7:35am.
The first day, however, witnessed a severe shortage of tickets, leaving many disappointed.
According to officials at Narail Railway Station, Jahanabad Express will significantly reduce travel time. The train will depart Khulna at 6:00am for Dhaka, while it will depart Dhaka at 8:00pm for Khulna, both with stopover at Narail.
Also, in the afternoon yesterday, the 'Ruposhi Bangla Express' began its journey from Benapole, passing through Narail at 3:30pm on its way to Dhaka. The train later left Dhaka for Benapole at 10:45pm.
"The inauguration of this railway link promises to transform connectivity and boost economic activities in Narail," said Uzair Ali, headmaster of Narail Collectorate School.
The Padma Rail Bridge has cut the travel distance between Dhaka and Khulna by 212 kilometres, enabling passengers to commute between the districts in just under four hours.
Saif
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BR must set its priorities right
Bangladesh Railway, which this country inherited from the British colonial era, is more than 160 years old. It is the pioneer of land transportation in the country. Even in this age of style and speed, the railway has not lost its importance and popularity as a convenient and safe mode of mass tran
BR must set its priorities right
Atiqul Kabir Tuhin
Published :
Dec 25, 2024 21:59
Updated :
Dec 25, 2024 21:59
Bangladesh Railway, which this country inherited from the British colonial era, is more than 160 years old. It is the pioneer of land transportation in the country. Even in this age of style and speed, the railway has not lost its importance and popularity as a convenient and safe mode of mass transportation. However, despite the overwhelming demand for its services, its historical significance, and its immense potential, it is perplexing that BR has remained a loss-making entity over the years, and is struggling to come out of that predicament till today.
In many ways, BR is responsible for its own misery. Uncontrolled corruption, irregularities and neglect over the years have eroded the vitality of a promising business. Bangladesh is a populous country and there is no dearth of passengers for the trains at any point in time. And trains still run at capacity. Overcrowded trains leaving the capital for various destinations during the Eid holidays support this assertion. Passengers are even seen travelling on the train's roof and clinging to doors and windows. Why should a service so widely popular be losing money? In the last fiscal year (FY 2023-24) alone, the BR incurred an operating loss of nearly Tk 20 billion.
After inaugurating a long-awaited train service from Dhaka to Khulna via the Padma Bridge on Tuesday, Muhammad Fouzul Kabir Khan, Adviser to the Ministry of Railways, said, "The Railway must generate sufficient revenue to cover its operating expenses. The government cannot indefinitely subsidize every sector."
But the railway's financial health has deteriorated to the point where the BR is now seeking government funding for its regular maintenance, despite its own policy mandating that such maintenance should be funded through its own revenue budget. According to a recent report published in this paper, BR submitted a proposal seeking Tk 17.92 billion for the maintenance of over 1,500 kilometers of railway tracks in the eastern region. The Planning Ministry, however, has raised questions regarding BR's reliance on development funds for such essential upkeep. But BR argues the inadequate revenue collection made it impossible for them to perform necessary maintenance.
The reason behind this predicament is multifaceted, including poor management, misplaced priorities, insufficient engines and coaches, black-marketing of tickets, wastage and theft of fuel and other resources, and higher maintenance costs for outdated equipment, which has eroded the vitality of BR over the years. Since a separate ministry for the sector was established in 2012, many ambitious initiatives were taken and a whopping TK 896.21 billion was poured to pull it out of despair, but the railway reminds one of a black hole that sucks up all efforts and money poured into it. Most of the development funds were spent on constructing "eye-catching" stations and new rail lines, while the core operational needs of the BR, such as the procurement of locomotives, carriages, and the recruitment of adequate staff, remained neglected. Consequently, it cannot run sufficient number of trains on newly constructed routes, and many routes have even been closed.
Take for example, the Dohazari-Cox's Bazar railway line, built at a cost of Tk 1834.47 billion was designed to support 6-7 daily train sertvices but currently only two trains run on Dhaka-Cox's Bazar route, while train service on Ctg-Cox's Bazar route was suspended in June due to engine crisis. Similarly, Dhaka-Ctg rail corridor was upgraded into dual-gauge double lines at a cost of TK 65.0454, but only one train could be added to the existing fleet. BR also cannot operate sufficient number of trains on many other routes due to a shortage of engines.
Even if there were an adequate number of carriages, BR could increase revenue per train by adding additional coaches to existing trains and increasing freight transportation. Despite high demand for passenger trains as well as freight transportation, BR is miserably failing to tap into its potential. According to an estimate, BR needs about 3,000 coaches and approximately 500 engines to run uninterrupted train service on all its routes. But currently, it has only 1,788 coaches and 295 operational engines. Moreover, 47 per cent of the existing coaches and 60 per cent of the engines have exceeded their economic lifespan. These aging and malfunctioning engines, coaches, and wagons frequently break down, disrupting operations. With fewer engines than required, one engine is often used to operate multiple trains daily, increasing the likelihood of breakdowns and delays.
Compounding the crisis is the misuse of funds. Instead of fulfilling these basic requirements of coaches and engines, the authorities in recent years spent substantial amounts of funds on conducting feasibility studies for projects like bullet trains, electric trains, and circular railways, none of which have been implemented. For instance, Tk 1 billion was spent on the feasibility study of a bullet train on the Dhaka-Chittagong route, Tk 250 million on a circular railway around Dhaka, and Tk 3.22 billion on four proposed subways in Dhaka. After spending billions on those feasibility studies, the projects were shelved.
These staggering amounts of money were flushed down the drain when two railway workshops one in Saidpur, Nilphamari, and the other in Pahartoli, Chattogram - are in a state of neglect. In the last financial year, only Tk 65 million was allocated for Saidpur workshop against a demand of Tk 270 million. As a result of dwindling funds and neglect, the workshop, which once could repair 900 coaches annually and build 20 new ones, now can repair a maximum of 450 coaches yearly and produces no new coaches, making the country entirely dependent on imports for new rolling stock.
Will there be a change under the current government? A lot will depend on the sincerity of the people in whose hands the responsibility is reposed. If the authorities' primary intention is to plunder through misplaced priorities instead of making rail service a viable, comfortable, and reliable option for travelers, BR will never manage to get out of the rut in which it is stuck.
Atiqul Kabir Tuhin
Published :
Dec 25, 2024 21:59
Updated :
Dec 25, 2024 21:59
Bangladesh Railway, which this country inherited from the British colonial era, is more than 160 years old. It is the pioneer of land transportation in the country. Even in this age of style and speed, the railway has not lost its importance and popularity as a convenient and safe mode of mass transportation. However, despite the overwhelming demand for its services, its historical significance, and its immense potential, it is perplexing that BR has remained a loss-making entity over the years, and is struggling to come out of that predicament till today.
In many ways, BR is responsible for its own misery. Uncontrolled corruption, irregularities and neglect over the years have eroded the vitality of a promising business. Bangladesh is a populous country and there is no dearth of passengers for the trains at any point in time. And trains still run at capacity. Overcrowded trains leaving the capital for various destinations during the Eid holidays support this assertion. Passengers are even seen travelling on the train's roof and clinging to doors and windows. Why should a service so widely popular be losing money? In the last fiscal year (FY 2023-24) alone, the BR incurred an operating loss of nearly Tk 20 billion.
After inaugurating a long-awaited train service from Dhaka to Khulna via the Padma Bridge on Tuesday, Muhammad Fouzul Kabir Khan, Adviser to the Ministry of Railways, said, "The Railway must generate sufficient revenue to cover its operating expenses. The government cannot indefinitely subsidize every sector."
But the railway's financial health has deteriorated to the point where the BR is now seeking government funding for its regular maintenance, despite its own policy mandating that such maintenance should be funded through its own revenue budget. According to a recent report published in this paper, BR submitted a proposal seeking Tk 17.92 billion for the maintenance of over 1,500 kilometers of railway tracks in the eastern region. The Planning Ministry, however, has raised questions regarding BR's reliance on development funds for such essential upkeep. But BR argues the inadequate revenue collection made it impossible for them to perform necessary maintenance.
The reason behind this predicament is multifaceted, including poor management, misplaced priorities, insufficient engines and coaches, black-marketing of tickets, wastage and theft of fuel and other resources, and higher maintenance costs for outdated equipment, which has eroded the vitality of BR over the years. Since a separate ministry for the sector was established in 2012, many ambitious initiatives were taken and a whopping TK 896.21 billion was poured to pull it out of despair, but the railway reminds one of a black hole that sucks up all efforts and money poured into it. Most of the development funds were spent on constructing "eye-catching" stations and new rail lines, while the core operational needs of the BR, such as the procurement of locomotives, carriages, and the recruitment of adequate staff, remained neglected. Consequently, it cannot run sufficient number of trains on newly constructed routes, and many routes have even been closed.
Take for example, the Dohazari-Cox's Bazar railway line, built at a cost of Tk 1834.47 billion was designed to support 6-7 daily train sertvices but currently only two trains run on Dhaka-Cox's Bazar route, while train service on Ctg-Cox's Bazar route was suspended in June due to engine crisis. Similarly, Dhaka-Ctg rail corridor was upgraded into dual-gauge double lines at a cost of TK 65.0454, but only one train could be added to the existing fleet. BR also cannot operate sufficient number of trains on many other routes due to a shortage of engines.
Even if there were an adequate number of carriages, BR could increase revenue per train by adding additional coaches to existing trains and increasing freight transportation. Despite high demand for passenger trains as well as freight transportation, BR is miserably failing to tap into its potential. According to an estimate, BR needs about 3,000 coaches and approximately 500 engines to run uninterrupted train service on all its routes. But currently, it has only 1,788 coaches and 295 operational engines. Moreover, 47 per cent of the existing coaches and 60 per cent of the engines have exceeded their economic lifespan. These aging and malfunctioning engines, coaches, and wagons frequently break down, disrupting operations. With fewer engines than required, one engine is often used to operate multiple trains daily, increasing the likelihood of breakdowns and delays.
Compounding the crisis is the misuse of funds. Instead of fulfilling these basic requirements of coaches and engines, the authorities in recent years spent substantial amounts of funds on conducting feasibility studies for projects like bullet trains, electric trains, and circular railways, none of which have been implemented. For instance, Tk 1 billion was spent on the feasibility study of a bullet train on the Dhaka-Chittagong route, Tk 250 million on a circular railway around Dhaka, and Tk 3.22 billion on four proposed subways in Dhaka. After spending billions on those feasibility studies, the projects were shelved.
These staggering amounts of money were flushed down the drain when two railway workshops one in Saidpur, Nilphamari, and the other in Pahartoli, Chattogram - are in a state of neglect. In the last financial year, only Tk 65 million was allocated for Saidpur workshop against a demand of Tk 270 million. As a result of dwindling funds and neglect, the workshop, which once could repair 900 coaches annually and build 20 new ones, now can repair a maximum of 450 coaches yearly and produces no new coaches, making the country entirely dependent on imports for new rolling stock.
Will there be a change under the current government? A lot will depend on the sincerity of the people in whose hands the responsibility is reposed. If the authorities' primary intention is to plunder through misplaced priorities instead of making rail service a viable, comfortable, and reliable option for travelers, BR will never manage to get out of the rut in which it is stuck.
Saif
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Dhaka-Jashore rail route: Dreams and disappointment
The 169-km Dhaka-Jashore railway line was constructed at a cost of Tk 39,247 crore, the most expensive railway project in Bangladesh.
Dhaka-Jashore rail route: Dreams and disappointment
Although the railway line was expanded from Khulna to Mongla Port, only one passenger train runs on this route. FILE PHOTO: SAJJAD HOSSAIN
After a significant delay, Bangladesh Railway finally introduced new trains on the Dhaka-Jashore rail route via the Padma Bridge in the last week of December. The new route reduces the travel time to only three and four hours for Khulna to Dhaka and Jashore to Dhaka, respectively. However, the launch of the new trains has received mixed reactions from the locals, particularly in the Jashore area. Protesters gathered at the Jashore railway station on the inauguration day, chanted slogans, and showed black flags, demanding more trains and passenger-friendly timing.
The 169-km Dhaka-Jashore railway line was constructed at a cost of Tk 39,247 crore, the most expensive railway project in Bangladesh. It was expected that the direct rail link to Dhaka would transform the region, creating a business-friendly atmosphere and generating employment opportunities. It would also help farmers market their agricultural products more efficiently. The promise of faster and more reliable transportation raised hopes for significant economic growth in the region.
Despite these developments, the Khulna-Jashore region continues to lag behind in rail connectivity. Although the railway line was expanded from Khulna to Mongla Port, only one passenger train runs on this route. The railway has disappointed passengers, failing to capitalise on the benefits of this newly constructed rail link.
Before the Dhaka-Bhanga section of the Padma Bridge Rail Link Project was opened, three express trains connecting the region to Dhaka operated via the Jamuna Bridge, taking a 200-km detour. After the Dhaka-Bhanga section was commissioned, two of the express trains now run via Faridpur to Dhaka. This route cuts travel time by two hours, reducing it to six hours from Jashore, and seven and a half hours from Khulna. However, on the new route via Narail, it only takes three hours from Jashore and around four hours from Khulna to reach Dhaka. Despite this, the railway operates only two trains via Narail, while three others continue to take the detour. The underutilisation of the faster route has left many wondering about the rationale behind such decisions.
In deciding to keep the Khulna-Dhaka and Benapole-Dhaka trains on the existing route, the railway appears biased against the Khulna division. This defies public expectations. One may wonder why the railway is so determined to deprive the people of Khulna of fully benefiting from the newly constructed rail route via Narail, which would reduce travel time significantly. This decision has led to frustration and growing demands for a more equitable distribution of train services.
A recent report states that at least 24 pairs of trains can be operated daily on this route. However, at present, the railway operates only two pairs of trains—one each on the Khulna-Dhaka and Benapole-Dhaka routes. The Jahanabad Express and Ruposhi Bangla Express share a rake, meaning the Khulna-Jashore region effectively has only one new train running between Khulna, Dhaka, and Benapole. So far, the railway has failed to show urgency in maximising the potential of the costly Dhaka-Jashore rail route. Operating only two trains keeps much of the benefits unutilised. This has also affected the regional economy, as businesses and travellers expected more frequent and accessible services.
In 2023, 100 new bogies were imported for the Padma Bridge Rail Link Project. Recent reports state that the railway is unable to run new trains due to a shortage of locomotives and coaches. This raises questions about why the imported coaches for the project were diverted to other routes, leaving the railway unable to introduce new trains and frustrating passengers. The lack of proper planning and resource allocation has led to scepticism about the railway's commitment to fulfilling its promises.
The Padma Bridge Rail Link Project is a dream project for the locals. It connects Narail, a new district, to the railway network. Khulna, once an industrial hub, has lost its lustre. The direct rail link from Khulna and Mongla Port to Dhaka and Chattogram could help the city regain its past glory. Demand is also high on the Dhaka-Jashore route, as thousands of people travel daily between Dhaka and the Benapole border via Jashore. The connection has the potential to significantly boost trade, yet its benefits remain largely untapped.
For a long time, the Khulna-Jashore region has suffered from regional disparity and has not received the attention it rightfully deserves. It is alleged that Bangladesh Railway's West Zone is dominated by the northern region, with its administrative headquarters located in the north, which inadequately addresses the needs of the Khulna-Jashore region. In the last decade, the northern region received several new trains, but only one was allocated to Jashore. People had hoped that this bias would end under the interim government. However, no improvement is in sight yet. It appears that regional disparity will not end until a new railway zone is created for the Khulna division and adjacent areas. The former government took the initiative to establish a southern zone of Bangladesh Railway, with its headquarters to be situated in Khulna or Faridpur. It should be implemented without delay, considering the new railway network and growing demand.
Rail journeys are more popular than other modes of transportation due to their cost-effectiveness, safety, and reliability. Train travel is also affordable and eco-friendly, offering passengers more freedom and flexibility. While people were excited about the new rail link and had high expectations, they are now disappointed by the railway's decision to run only one pair of trains on the Jashore-Dhaka route. The underwhelming response from the railway administration has added to the frustration of the locals.
Given the popularity of rail journeys and the high demand, Bangladesh Railway should introduce more trains on the Dhaka-Jashore rail link to fully utilise its benefits and meet public expectations. Immediate action is needed to address the gaps in service and ensure that this significant investment delivers on its promises.
Nasir Uddin Roney is an entrepreneur.
Although the railway line was expanded from Khulna to Mongla Port, only one passenger train runs on this route. FILE PHOTO: SAJJAD HOSSAIN
After a significant delay, Bangladesh Railway finally introduced new trains on the Dhaka-Jashore rail route via the Padma Bridge in the last week of December. The new route reduces the travel time to only three and four hours for Khulna to Dhaka and Jashore to Dhaka, respectively. However, the launch of the new trains has received mixed reactions from the locals, particularly in the Jashore area. Protesters gathered at the Jashore railway station on the inauguration day, chanted slogans, and showed black flags, demanding more trains and passenger-friendly timing.
The 169-km Dhaka-Jashore railway line was constructed at a cost of Tk 39,247 crore, the most expensive railway project in Bangladesh. It was expected that the direct rail link to Dhaka would transform the region, creating a business-friendly atmosphere and generating employment opportunities. It would also help farmers market their agricultural products more efficiently. The promise of faster and more reliable transportation raised hopes for significant economic growth in the region.
Despite these developments, the Khulna-Jashore region continues to lag behind in rail connectivity. Although the railway line was expanded from Khulna to Mongla Port, only one passenger train runs on this route. The railway has disappointed passengers, failing to capitalise on the benefits of this newly constructed rail link.
Before the Dhaka-Bhanga section of the Padma Bridge Rail Link Project was opened, three express trains connecting the region to Dhaka operated via the Jamuna Bridge, taking a 200-km detour. After the Dhaka-Bhanga section was commissioned, two of the express trains now run via Faridpur to Dhaka. This route cuts travel time by two hours, reducing it to six hours from Jashore, and seven and a half hours from Khulna. However, on the new route via Narail, it only takes three hours from Jashore and around four hours from Khulna to reach Dhaka. Despite this, the railway operates only two trains via Narail, while three others continue to take the detour. The underutilisation of the faster route has left many wondering about the rationale behind such decisions.
In deciding to keep the Khulna-Dhaka and Benapole-Dhaka trains on the existing route, the railway appears biased against the Khulna division. This defies public expectations. One may wonder why the railway is so determined to deprive the people of Khulna of fully benefiting from the newly constructed rail route via Narail, which would reduce travel time significantly. This decision has led to frustration and growing demands for a more equitable distribution of train services.
A recent report states that at least 24 pairs of trains can be operated daily on this route. However, at present, the railway operates only two pairs of trains—one each on the Khulna-Dhaka and Benapole-Dhaka routes. The Jahanabad Express and Ruposhi Bangla Express share a rake, meaning the Khulna-Jashore region effectively has only one new train running between Khulna, Dhaka, and Benapole. So far, the railway has failed to show urgency in maximising the potential of the costly Dhaka-Jashore rail route. Operating only two trains keeps much of the benefits unutilised. This has also affected the regional economy, as businesses and travellers expected more frequent and accessible services.
In 2023, 100 new bogies were imported for the Padma Bridge Rail Link Project. Recent reports state that the railway is unable to run new trains due to a shortage of locomotives and coaches. This raises questions about why the imported coaches for the project were diverted to other routes, leaving the railway unable to introduce new trains and frustrating passengers. The lack of proper planning and resource allocation has led to scepticism about the railway's commitment to fulfilling its promises.
The Padma Bridge Rail Link Project is a dream project for the locals. It connects Narail, a new district, to the railway network. Khulna, once an industrial hub, has lost its lustre. The direct rail link from Khulna and Mongla Port to Dhaka and Chattogram could help the city regain its past glory. Demand is also high on the Dhaka-Jashore route, as thousands of people travel daily between Dhaka and the Benapole border via Jashore. The connection has the potential to significantly boost trade, yet its benefits remain largely untapped.
For a long time, the Khulna-Jashore region has suffered from regional disparity and has not received the attention it rightfully deserves. It is alleged that Bangladesh Railway's West Zone is dominated by the northern region, with its administrative headquarters located in the north, which inadequately addresses the needs of the Khulna-Jashore region. In the last decade, the northern region received several new trains, but only one was allocated to Jashore. People had hoped that this bias would end under the interim government. However, no improvement is in sight yet. It appears that regional disparity will not end until a new railway zone is created for the Khulna division and adjacent areas. The former government took the initiative to establish a southern zone of Bangladesh Railway, with its headquarters to be situated in Khulna or Faridpur. It should be implemented without delay, considering the new railway network and growing demand.
Rail journeys are more popular than other modes of transportation due to their cost-effectiveness, safety, and reliability. Train travel is also affordable and eco-friendly, offering passengers more freedom and flexibility. While people were excited about the new rail link and had high expectations, they are now disappointed by the railway's decision to run only one pair of trains on the Jashore-Dhaka route. The underwhelming response from the railway administration has added to the frustration of the locals.
Given the popularity of rail journeys and the high demand, Bangladesh Railway should introduce more trains on the Dhaka-Jashore rail link to fully utilise its benefits and meet public expectations. Immediate action is needed to address the gaps in service and ensure that this significant investment delivers on its promises.
Nasir Uddin Roney is an entrepreneur.
