[🇧🇩] Bangladesh Railway

[Saif]

Railway unlikely to spend over 20pc ADP fund

Bangladesh Railway is unlikely to spend more than 20 per cent of its annual development programme (ADP) allocation in the current fiscal year due to slow progress of some major projects, including ones under the Indian Line of Credit (LoC). Officials said a reduced demand of Tk 26.35 billion had

thefinancialexpress.com.bd

Railway unlikely to spend over 20pc ADP fund
Munima Sultana
Published :
Dec 06, 2024 01:02
Updated :
Dec 06, 2024 01:02

Bangladesh Railway is unlikely to spend more than 20 per cent of its annual development programme (ADP) allocation in the current fiscal year due to slow progress of some major projects, including ones under the Indian Line of Credit (LoC).

Officials said a reduced demand of Tk 26.35 billion had already been assessed for the revised ADP after reviewing 30 ongoing projects.

At the end of the first half of the fiscal year 2024-25, reduced demands for allocations would be placed for almost all projects, except six, they added.

"The highest revised allocation is likely to be placed for the LoC-funded Dhaka-Tongi-Joydebpur railway expansion project, which involves developing the third and fourth lines in the Dhaka-Tongi section and dual-gauge double lines in the Tongi-Joydebpur one," said an official.

He said though Tk 6.43 billion was supposed to be spent on the project in the current fiscal year, expenditures of Tk 5.09 billion were unlikely till next June due to the delay in getting concurrence on a contract package from the Indian Exim Bank.

"An allocation demand of only Tk 1.33 billion is likely to be placed for the project in the revised ADP," he added.

Similarly, Bangladesh Railway is likely to demand only Tk 103 million for the Khulna-Darshana Junction double line project against the allotted Tk 8.43 billion.

However, an increased demand of Tk 4.98 billion is likely to be placed for the LoC-funded project involving the development of dual-gauge double lines on the Bogura-Shaheed Monsur Ali Station section due to the need for land acquisition spending.

Besides, sources said Bangladesh Railway is likely to place an increased demand of Tk 3.57 billion against a Tk 709 million allocation for a Korean EDCF-funded project. Officials said the project to procure 20 metre-gauge locomotives and 150 metre-gauge carriages would be completed by next June.

They also said as 35 more carriages are likely to arrive in the country soon, all payments need to be cleared.

Moreover, Bangladesh Railway has sought Tk 130 million against an allocation of only Tk 100,000 for a project to rehabilitate rail crossings and improve the standards of level crossings in the western zone. The extra amount has been sought to pay the dues of temporary gatekeepers.​

 

[Bilal9]

Afzal Hossain, a key figure in Padma Bridge rail project, to lead Bangladesh Railway

Md Afzal Hossain has been appointed as the new director general of Bangladesh Railway. Afzal, who currently serves as the additional director general (infrastructure) of the railway, also worked as the project director of the Padma Bridge Rail Link Project. According to a notification issued by t

thefinancialexpress.com.bd

Afzal Hossain, a key figure in Padma Bridge rail project, to lead Bangladesh Railway
bdnews24.com
Published :
Nov 28, 2024 22:59
Updated :
Nov 29, 2024 05:36

View attachment 11095

Md Afzal Hossain has been appointed as the new director general of Bangladesh Railway.

Afzal, who currently serves as the additional director general (infrastructure) of the railway, also worked as the project director of the Padma Bridge Rail Link Project.

According to a notification issued by the Ministry of Railways on Thursday, he will assume his new role on Dec 8.

“The notification was issued this evening. I have been entrusted with the responsibility of director general,” Afzal told bdnews24.com.

He succeeds Sardar Shahadat Ali, who was appointed to the role on Mar 12 this year.​

I give this guy about two years before he turns fully corrupt (or maybe even earlier). I don't know how they qualify these guys, BCS cadre?

 

[Saif]

Project cost to shoot up by 80pc

The cost of the Joydebpur-Ishwardi rail line expansion project may increase to Tk 26,000 crore, over 80 percent higher than the original estimate, mainly due to long delay in starting work after China decided not to fund the project.

www.thedailystar.net

Project cost to shoot up by 80pc

The cost of the Joydebpur-Ishwardi rail line expansion project may increase to Tk 26,000 crore, over 80 percent higher than the original estimate, mainly due to long delay in starting work after China decided not to fund the project.

In November 2018, the Tk 14,250 crore project was taken up to turn the 165km Joydebpur-Ishwardi line, vital for Dhaka's link with the country's north-west, into a dual-gauge double line.

But work on the ground could not be started after China in March 2021 declined to fund it, more than five years after it agreed to finance it.

Japan, following Bangladesh's request, agreed to finance the project and reviewed its feasibility study. Japanese consultants estimated that it would now take Tk 25,949 crore to build the line, which is Tk 11,698.59 crore or 82 percent more than the original estimate.

China had pulled out four months after the Prime Minister's Office ordered reducing the cost of the project by Tk 1,495 (10.49 percent) crore, saying the project cost was inflated.

Now, the project would cost 82 percent more and its deadline would be June 2030.

Because of the delay, Bangabandhu Railway Bridge over the Jamuna, which cost Tk 16,781 crore and is expected to be opened in January, will remain underutilised for at least the next five years, as the double-line bridge will be fed by a single line.

Railways Ministry Adviser Muhammad Fouzul Kabir Khan, however, said, "This [line expansion cost] is an estimate by Japan and has not been finalised yet.

"We will discuss the cost with them," he told The Daily Star on November 30.

Fouzul said when Japan International Cooperation Agency officials met him, he appreciated Japan's support for development projects "but I told them that the projects have to be cost-effective."

He said a Japanese delegation is expected to visit Bangladesh later this month, and they would discuss the railway project, particularly its cost in detail.

WHY TRAINS TAKE SO LONG

Trains between the capital and the north-west region being late has become all too common over the last few years.

Dhaka and those regions are linked by the single-line section between Joydebpur and Ishwardi.

Twenty-two trains can smoothly run every day using the single line, but the line is being used by around 40 trains. As a result, most of the trains, except a few, have to wait at nearby stations to make way for oncoming trains, officials said.

This is made worse by the fact that the distance from one station to another between Joydebpur and Bangabandhu Bridge (East) Station is relatively long, causing each train to wait even longer.

PROJECT DELAY

To fix this, the government in November 2018 took up the Tk 14,250.61 crore project to turn Joydebpur-Ishwardi section into a dual-gauge double line.

This was among the projects for which Dhaka and Beijing signed a memorandum of understanding (MoU) during Chinese President Xi Jinping's Dhaka visit in October 2016.

China was supposed to provide Tk 8,756.75 crore for the line expansion and BR completed negotiation with China Civil Engineering Construction Corporation for implementing the project.

Between March 2019 and January 2021, the railways ministry wrote to the Chinese government several times requesting the signing of a deal.

But, China in March 2021 declined to finance the project citing several reasons, including "a lack of in-depth preliminary work and insufficient feasibility study".

Sources claimed that China's backtracking may have something to do with geo-politics. Bangladesh's rail communication, especially the operation of freight trains with India, would have got a boost once the double-line project was completed. The PMO's directive to cut costs also played a role, they said.

Amid allegations of inflated project cost, the PMO in October 2020 formed a committee to review negotiated contract prices related to three rail projects, to be implemented with Chinese loans under government-to-government initiative.

Under such initiative, the loan-providing country selects the contractor from its country without any competitive bidding.

Following the committee's report, the PMO in November 2020 directed BR to slash Tk 1,495.52 crore from the project's contract price.

COST ESCALATION

After China pulled out of the project, Japanese authorities reviewed the feasibility study. A JICA delegation also held a meeting with railway authorities about different aspects of the project in October this year.

As per the review report, the cost of the project will be Tk 25,949.2 crore, of which JICA will lend Tk 19,103 crore and the government will bear the rest, show documents.

BR sources attribute three major reasons behind such a big escalation of project cost.

When the project was approved in 2019, the cost was estimated following the rate schedule of 2013 but the new estimate was made following the rate schedule of 2023. Rate schedule is the rate or charge for a particular classification of product or service, a BR official said.

Besides, when the project was approved, the dollar-taka exchange rate was around Tk 85 but now it is around Tk 120.

"These two are the major reasons behind the cost escalation," the official said, wishing anonymity.

Moreover, an additional station will be built under the project, which will increase cost, the official said.

BR sources said the railways ministry was informed about the cost escalation and the ministry asked officials concerned to try to lower the cost while drawing the detailed design.

BR has already taken up a Tk 146 crore project to prepare a detailed design for the project.

Cost of the project may change a little after the detailed design, for which appointment of consultants is now at the final stage, sources said, adding that the design work and preparation of the bidding documents could take 15 months.

The sources said a JICA delegation is expected in Dhaka later this month and, if everything goes well, a loan deal is expected in March, they added.​

 

[Saif]

Initiative to build shorter rail link between Dhaka, Ctg resumes

The Bangladesh Railway has resumed an old initiative anew to build a rail link along the shortest distance between Dhaka and Chattogram that will significantly reduce the travel time between the capital and the port city...

www.newagebd.net

Initiative to build shorter rail link between Dhaka, Ctg resumes
Shahin Akhter 09 December, 2024, 00:24

The Bangladesh Railway has resumed an old initiative anew to build a rail link along the shortest distance between Dhaka and Chattogram that will significantly reduce the travel time between the capital and the port city.

Railway officials said that the new rail link along the chord line, which in railway parlance is the shortest distance between two given railway stations, once built, would reduce journey duration to less than three hours. Currently, uninterrupted trains like Sonar Bangla Express and Subarno Express take about five hours for the journey.

The present 321-kilometre Dhaka-Chattogram route follows a long and winding course, touching Tongi and Bhairab before going past Cumilla to reach the port city.

The new line that will run via Cumilla and Narayanagnj would be 231–236km long, 85–90km less than the current distance.

Railway officials said that establishing rail communication along the chord line became urgent for building a shorter and faster rail link between the capital and the port city.

The first initiative was taken on this in 2006 was later abandoned. Then another initiative in 2020 was postponed, to be revived again in October this year.

Under the project, the railway has begun a feasibility study and now is waiting for approval from the interim government’s adviser for the railways ministry Muhammad Fouzul Kabir Khan to carry on with the proposed project, said Bangladesh Railway officials.

The authorities are looking into several options for the new rail link. The route of the first two options is same, Shyampur-Narayanganj-Bandar-Sonargaon-Meghna-Titas-Muradnagar-Debidwar-Burichang-Cumilla Adarsha Sadar, while the length of the option one is 80.6km and the option two is 80.05km.

The route of the 82.5km-long third option is Shyampur-Narayanganj-Bandar-Sonargaon-Meghna-Titas-Daudkandi-Muradnagar-Chandina-Barua-Cumilla-Adarsha Sadar-Cumilla Sadar Dakkhin.

The route of the 89km-long fourth option is Shyampur-Narayanganj-Bandar-Sonargaon-Meghna-Titas-Daudkandi-Muradnagar-Chandina-Barua-Laksam-Cumilla Sadar Dakkhin.

On November 25, at a meeting held on the proposed ‘Construction of a chord line from Narayanganj to Laksam/Cumilla’ project at the Rail Bhaban, the officials agreed on principle on the option one based on the issues related to land acquisition, economic benefit and length.

The rationale and justification of the feasibility study and detailed design for the proposed project estimates the preliminary estimated cost for the chord line at approximately Tk40,000 crore.

This high cost reflects factors, including higher land prices around Dhaka and Narayanganj and the need for substantial viaduct structures, including bridges and culverts, it added.

The document also said that the rail link was established during the 19th century British colonial period as a meter-gauge single line section to maximise coverage across the region.

At present the rail link still operates primarily with meter-gauge tracks as a double line, with the upgraded dual-gauge double lines on the 72km long Akhaura-Laksam and 21km long Dhaka-Tongi sections.

After the 2006 feasibility study, a public-private partnership proposal was sent to the railways ministry in 2012 titled ‘Construction of chord line from Dhaka to Cumilla’ when the estimated cost of the construction had been fixed at about Tk 11,622 crore at that time.

In August 2014, the railway signed a memorandum of understanding with China Railway Eryuan Engineering Group Co Ltd for the project but the railway dropped the project as the government gave focus on high-speed rail connection on the section which was also ditched.

In 2020, another move was taken to conduct another feasibility study on the plan but in March this year then prime minister Sheikh Hasina directed to postpone the study citing financial crisis, according to the railway officials.

After the fall of Sheikh Hasina on August 5 the railway resumed the feasibility study and detailed design for the proposed project in October after getting a nod from the new government, said officials.

‘Currently we are conducting the feasibility study and preparing the detailed design,’ said project director Md Abedur Rahman on Sunday.

He also said that they were yet to fix the option and before the detailed design it was difficult to properly estimate the cost of the project.

‘The adviser will give a decision on the proposed project at first as it is a large one,’ he said, adding, ‘then the proposed project will be sent to the Planning Commission for approval.

Railway officials said that discussions on building a chord line between Dhaka city and the port city had been going on since the 1970s.​

 

[Saif]

Railway fails to earn and run

Some Tk 896.21 billion has been invested for railway development over the past decade since a separate ministry for the sector was established in 2012 yet Bangladesh Railways (BR) fails to earn and run on its own largely for what experts say shady spending of funds. The BR under the Minist

thefinancialexpress.com.bd

Tk 17.92b new project comes under scanners
Railway fails to earn and run
Swallows billions thru shady spending
JAHIDUL ISLAM
Published :
Dec 22, 2024 00:37
Updated :
Dec 22, 2024 00:37

Some Tk 896.21 billion has been invested for railway development over the past decade since a separate ministry for the sector was established in 2012 yet Bangladesh Railways (BR) fails to earn and run on its own largely for what experts say shady spending of funds.

The BR under the Ministry of Railways continues to struggle with revenue shortfalls and even banks on public funds to meet maintenance costs.

Of late, the ministry has submitted a proposal for undertaking a Tk 17.92-billion project to maintain over 1,500 kilometers of railway tracks in the eastern region, about half the country's rail network, said officials of the planning ministry.

The project is to be completed in June 2028, starting from July this year, reveals the project documents.

While BR policy dictates that regular maintenance should be funded through its revenue budget, the planning commission has questioned the ministry's reliance on development funds for such expenses during a recent Project Evaluation Committee (PEC) meeting.

Officials from the railways ministry argue that inadequate revenue allocations had made it impossible to perform necessary maintenance.

The PEC meeting, chaired by Soleiman Khan, Member (Secretary) at that time of the Physical Infrastructure Division at the planning commission, who went on forced retirement recently, concluded with conditional approval for the project, subject to compliance with directives aimed at enhancing efficiency and accountability.

The proposed project aims to address deteriorating railway tracks in the eastern region, ensuring safety and enhancing passenger services. Critical sections covered by the project include the Dhaka-Chattogram, Dhaka-Sylhet, Sylhet-Chattogram, Laksam-Chandpur, Laksam-Noakhali, Dhaka-Mymensingh-Jamalpur routes, which serve as vital transportation links for the region.

Experts and economists attribute the need of funds for maintenance through development projects to unplanned infrastructure growth and BR's recurrent failure to generate sufficient revenue.

Official data from the Implementation Monitoring and Evaluation Division (IMED) reveal that the railways ministry has spent Tk 896.21 billion since the financial year 2011-12.

Currently the ministry is handling 29 development projects with an estimated cost of Tk 1.39 trillion, which achieved financial progress of Tk 637 billion.

"Strategic planning and accountability are crucial to transforming BR into a self-sufficient and profitable organization," experts emphasized.

The project documents highlighted the deteriorating condition of 1,503.61 kilometers of railway tracks in the eastern region, plagued by worn-out sleepers, rails, and ballast.

Ministry officials note that despite its strategic importance, the region's infrastructure has suffered from insufficient funding, manpower shortages, and outdated systems.

"While new lines have been constructed, much of the existing networks remains in dire need of rehabilitation," says a senior BR official.

The proposed initiative includes replacing damaged sleepers, rails, and fittings, filling ballast deficits, and introducing mechanized maintenance systems. These measures aim to reduce accidents, ensure smoother operations, and improve overall service quality.

The Planning Commission has raised concerns about potential duplication of efforts, as maintenance activities are regularly conducted under the revenue budget.

To address this, directives have been issued to clearly separate project activities from those funded under the revenue budget.

Dr Md Shamsul Hoque, Director of the Accident Research Institute at BUET, has criticized the reliance on development funds for routine maintenance, calling it a symptom of previous projects' failure to deliver promised outcomes.

"Approving large-scale projects without ensuring their effectiveness undermines the sector's financial sustainability," he warns, adding that transparency in fund utilization is imperative for meaningful progress.

Sheikh Sakil Uddin Ahmed, Additional Secretary (Planning) at the Ministry of Railways, told the FE that regular maintenance requires a lower investment but periodic maintenance of rail tracks requires a huge sum of investment.

As the limited allocation fails to meet the demand for regular maintenance, the project has been proposed to conduct periodic maintenance and also for rehabilitation of some decades-old tracks, including in areas adjacent to Sylhet and Mymensingh.

The official further stated that similar old infrastructure exists in the western region of the railway network.

"To address this, a separate project, with comparable funding from the Asian Development Bank, is being planned specifically for the western-railway lines," he said.

Bangladesh Railways (BR) has witnessed a significant decline in its rail-line- maintenance performance over the years, according to the Annual Performance Agreement (APA) of the entity.

In the fiscal year 2018, the BR managed to maintain 2,660 kilometers of railway tracks and the length increased to 3,374 kilometers in 2020, the highest in the past decade.

However, since then, maintenance coverage has consistently declined, reaching just 300.39 kilometers in 2024, with projections of 480 kilometers in the current fiscal year and 490 kilometers in 2026.

The sharp decline in maintenance coverage, particularly from 2024 onwards, is attributed to several factors such as inability to allocate sufficient funds for routine maintenance under its revenue budget and manpower shortages, said officials of the BR.

However, a shift in priorities towards large-scale development projects has overshadowed the upkeep of existing infrastructure, says Dr Shamsul Hoque.

The maintenance budget for the railways is said to have remained stagnant. Bangladesh Railways received a budget worth Tk5.08 billion in the current fiscal year for conducting repairs and maintenance activities of all infrastructures, including rolling stocks, tracks, workshops and hospitals, in the two zones of the railways.

According to the Medium-Term Budget Framework (MTBF) of the Finance Division, the budget for maintenance activities has shown inconsistencies, with allocations failing to meet the growing needs of an ageing railway infrastructure.

The allocation was Tk4.26 billion in the fiscal year 2020-21 and rose to Tk 5.31 billion in the FY-2022, the highest in the last five years.

The amount fell to Tk 4.04 billion in 2023, reflecting inconsistency in funding priorities.

The allocations saw a slight recovery in 2024, rising to Tk 5.01 billion, with a marginal increase projected for 2025 at Tk5.08 billion.

The BR has been maintaining a revenue expenditure that is more than double its revenue earnings for the last several years, incurring substantial operating losses. In the last fiscal year (FY 2023-24), it spent Tk 39.24 billion, which is more than double its earnings of Tk 19.25 billion.​

 

[Bilal9]

Dhaka to Khulna Rail link via Padma Bridge reduced by 212 KM, total time needed will be three hours and 45 minutes, which is unprecedented.





Narail enroute has been awarded a new railway station

 

[Saif]

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

thefinancialexpress.com.bd

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.​

 

[Saif]

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

www.thedailystar.net

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.​

 

[Saif]

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

thefinancialexpress.com.bd

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.​

 

[Saif]

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.

www.thedailystar.net

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.​

 

[Saif]

Rail communications suspended nationwide

Train drivers and their support staff began a nationwide indefinite work abstention from early today for special allowance after retirement and other demands.

www.thedailystar.net

Rail communications suspended nationwide
Train drivers, staffers go on strike demanding benefits for extra work

Train drivers and their support staff began a nationwide indefinite work abstention from early today for special allowance after retirement and other demands.

A meeting between the railway authorities and the leaders of the drivers' association ended unsuccessfully last night.

After the meeting, Additional Director General Ahmed Mahbub Chowdhury, who led Bangladesh Railway at the meeting, told The Daily Star that the association leaders are "adamant" about their programme and left the meeting midway.

Saidur Rahman, acting president of the Bangladesh Railway Running Staff and Sramik Karmachari Union, at 12:02am today said, "Our nationwide indefinite work abstention has begun since there was no fruitful negotiation with the authorities. All types of trains, including freight and oil tankers, will be under the purview of the work abstention."
He said no train would begin a journey after midnight, but those on their way to destinations would not be affected by the strike.

Bangladesh Railway operates more than 350 passenger trains, including over 100 intercity trains, every day. Besides, it operates over three dozen freight trains daily.

Due to manpower shortage, train divers and their assistants (locomasters, assistant locomasters), guards, and travelling ticket checkers have traditionally worked beyond their duty hours and received extra pay for that.

They also received pension benefits based on the pay for their extra work until 2021.

But in November that year, the Awami League government declined to grant pension benefits based on the extra work.

Following a strike in April 2022, the railways ministry intervened and decided to continue the pension benefits. However, the staffers have long been demanding cancellation of the November 2021 order, saying in a changed situation their benefits could go away again.

In addition, newly-recruited assistant locomasters, who were appointed in 2022, have not been receiving this benefit, as their appointment letters stated they would not receive extra pay during their service or after retirement.

In December last year, the newly recruited locomasters went into work abstention, demanding benefits their predecessors got, while their predecessors stopped taking on additional duties for several days. They also demanded cancellation of the 2021 gazette.

They stopped their protest following an assurance by railway authorities.

The finance ministry on January 23 issued a circular saying the newly-recruited assistant locomasters will get 100 percent "running allowance" instead of 75 percent. The "running allowance" would not exceed their monthly basic salary, it said.

It did not say anything about their post-retirement benefits.

But a day before, the association at a press conference in Chattogram announced the indefinite nationwide strike from today.

Over the last few days, the railway authorities had been in discussion with the association leaders, they but failed to convince them.

The association leaders also boycotted a scheduled meeting with the rail secretary yesterday morning.

A BR team led by ADG Mahbub then held a meeting yesterday evening with the association leaders at the Kamalapur Railway Station's VIP guest room.

A group led by Saidur joined the meeting.

In the meeting, railway officials said one of their demands regarding newly-recruited assistant locomasters was met, and they were working to meet their other demands.

A railway officials told this paper that the association leaders wanted the promises in writing. "But how can we give them written assurance as the issue lies with the finance ministry? At that point, they left the meeting."

Last night, the railways ministry issued a public circular asking the railway staffers to postpone their strike as Bangladesh Railway and the railways ministry are working to meet their demands.

It also asked them to continue dialogue and consider passengers suffering.​

 

[Saif]

Train staffers call off strike

The strike was withdrawn after the union received assurances that their demands would be addressed

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Train staffers call off strike

After more than 26 hours, railways staffers decided to withdraw their indefinite work abstention from early today.

The strike was withdrawn after the union received assurances that their demands would be addressed.

Mojibur Rahman, general secretary of Bangladesh Railway Running Staff and Sramik Karmachari Union, gave the announcement at around 2:45am today, after a meeting at the residence of the railway adviser on Mintu Road.

His announcement came following assurance of Railways Ministry Adviser Muhammad Fouzul Kabir Khan to meet their demands.

The meeting was attended by railway running staff leaders, government officials, student leaders, and a BNP leader.

Mojibur said the railway adviser promised to fulfil the staff's demands by tomorrow.

"We are sorry for the public suffering. I urge the running staff to return to their workplaces to operate the trains. The work strike is being called off from now," he said.

Bangladesh Railway Director General Afzal Hossain told The Daily Star that operations of all the trains will start from today as per the existing schedules.

Earlier, after the meeting, adviser to the railways ministry Muhammad Fouzul Kabir Khan assured the staff that their concerns would be addressed.

"I will talk to the finance adviser about the running staff facilities, and I am confident that I will be able to do this with responsibility," he said.

He also said that existing benefits for the staff would remain unchanged.

Earlier, a discussion was held at the residence , attended Railways Ministry Secretary Fahimul Islam, Shamsur Rshman Shimul Biswas, chief coordinator of Jatiyatabadi Sramik Dal, Hasnat Abdullah, convener of the Anti-Discrimination Student Movement, along with others.​

 

[Saif]

Rail passengers must not be held hostage

Railway workers should withdraw strike, return to the negotiation table

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Rail passengers must not be held hostage
Railway workers should withdraw strike, return to the negotiation table

VISUAL: STAR

Government workers undoubtedly have the right to express grievances just like any other professional group, but not at the expense of citizens who they are employed to serve. This message becomes pertinent after thousands of people have been left stranded at railway stations across the country following a strike by the "running staff" that began early Tuesday.

According to a report by this daily, the origins of this protest trace back to the Awami League regime. In November 2021, the finance ministry issued a gazette cancelling extra pay for train drivers, assistant drivers (locomasters, assistant locomasters), guards, and traveling ticket checkers for overtime work. Previously, they also received pension benefits based on their extra pay. The AL government backtracked from this decision in 2022 in the face of protests, but the gazette was not officially revoked.

Moreover, rail workers recruited in these positions since 2022 were denied these benefits in their appointment letters. While the new recruits accepted these terms, they went on work abstention last December, demanding equal benefits.

We believe the government can, and should, promptly address this issue by evaluating the merit of workers' demands. It has a responsibility to ensure that its employees at any level are properly remunerated. That said, the employees also have a duty to serve people and leave room for negotiation—they cannot just hold citizens hostage with a nationwide strike.

In response, the finance ministry issued a circular on January 23 stating that new recruits' overtime pay could be 100 percent of their normal work hours but could not exceed their basic salary. However, the circular did not say anything about retirement benefits. Consequently, rail drivers and support staff have gone on strike, demanding the cancellation of the 2021 gazette and equal overtime and retirement benefits for all workers, regardless of their recruitment year.

We believe the government can, and should, promptly address this issue by evaluating the merit of workers' demands. It has a responsibility to ensure that its employees at any level are properly remunerated. That said, the employees also have a duty to serve people and leave room for negotiation—they cannot just hold citizens hostage with a nationwide strike. Unfortunately, in recent months, we have seen similar protests by various groups of government employees that raise questions about their sense of duty. Citizens, who just want to go about their daily lives, cannot seem to catch a break from this stream of protests often blocking roads, intersections, and even essential services like emergency medical care.

We urge the protesting rail workers—whose meeting with the higher officials on Tuesday afternoon ended without any resolution—to withdraw the strike and return to the negotiating table, instead of continuously weaponising public services.​