Railway is undoubtedly one of the comfortable means of transportations. This mode of transport is widely accepted by common commuters for its safety, punctuality and affordability. The development and upgradation of railway systems are being carried out widely. China, Dubai, Germany and many others are investing heavily in high-speed lines, monorails and modern tram networks. From bullet trains to urban light rail, the global railway landscape is moving ahead at remarkable speed.
Bangladesh Railway is the country’s oldest and one of the most promising modes of public transport. Once it was the first choice for rural people and in many places it still is. Those people would even still pass their travel by train. In some parts of the country, no alternative mode of transportation has gained equal popularity among rural communities. For work, I need to travel the Dhaka-Chattogramroute every week and often I can see loyalty firsthand. When the train stops late at night at small stations, commuters wait until 3 am to board on the train to Dhaka. To me, if I had to wait that long, it would make more sense to take a bus or another service. But for them, the train still feels like the most comfortable and convenient option.
Our railway story began in 1862 when the first rail i.e a 53-kilometre track from Darshana (in Chuadanga) to Jagati (in Kushtia) opened under the Eastern Bengal Railway during British rule. That modest track eventually grew into today’s Bangladesh Railway network. More than a century and sixty years later, what we see and experience is the result of gradual addition and development over this long period.
According to the latest data from the Ministry of Railways, the government now spends over Tk 4,000 crore annually just on operating expenses.A significant portion of the railway’s operating budget goes into cleanliness, onboard services, locomotive and coach maintenance and procurement of spare parts. These fall under “special operations,” which are meant to improve passenger service quality.But the reality tells a different story — dirty stations and trains, unhygienic toilets, irregular schedules, rampant ticket black-marketing and safety concerns have all combined to erode public trust in rail travel. Complaints about poor passenger service remain endless. Mismanagement, weak maintenance and administrative negligence have pushed this sector to a state where the government spends thousands of crores of taka every year, yet fails to deliver satisfactory service.
The financial picture of Bangladesh Railway is worrying. In the fiscal year 2024–25, its total income stood at only Tk 1,845 crore, down by 4.15 percent from the previous year. This is the first time since the COVID-19 pandemic that railway income has shown negative growth. Officials attribute the revenue decline primarily to the disruptions during the July 2024 mass uprising, when train operations were severely hampered.We see positive sign as the earnings rose slightly in the first quarter of FY 2025–26 — reaching Tk 532 crore. But it is still far from sufficient to offset the losses. According to the ministry’s own projections, the railway’s loss this fiscal year may reach Tk 1,574 crore. Why loss again? There won’t be any uprising or lockdown again. The basic problem is the inefficient management and poor planning within this sector.
I do not roam around the country by train. My strides are limited to two stations only.But what I see there reflects the wider condition. I often mark the situation at the Kamalapur and Chattogram Railway Stations. These two stations have become the symbol of disarray. Fans often don’t work, waiting rooms are inadequate, toilets are filthy and even drinking water stations are unhygienic. Homeless people roam around the premises without restriction, and petty theft and snatching have become routine.It seems there is no effective railway’s own oversight mechanism. Even if passengers share some responsibility, the ultimate duty lies with the railway authorities themselves.
One of the most persistent problems is ticket availability. On high-demand routes, a large share of tickets ends up in the hands of black marketers. Many passengers are forced to buy tickets at double prices. The introduction of online ticketing was supposed to bring transparency, but weak technology and powerful syndicates have rendered the system ineffective.
Massive investments are made in the railway every year, but the people are not seeing any benefits.Poor maintenance has contributed to the rising number of train derailments in recent times. In many places, rail joints are weak, sleepers are decayed, yet trains continue to run at considerable risk.The government’s own advisor on railways, Mohammad FawzulKabir Khan, has admittedpublicly acknowledged these issues. “The railway workshops are not of high standard,” he said. “That’s why maintenance isn’t up to the mark.”The same adviser openly admitted, “Railway personnel are not very willing to work.” This is not merely a matter of discipline — it points to a crisis of accountability and work ethics. Any regular passenger can notice garbage and waste lying inside train compartments or on platforms for hours without anyone taking responsibility.
Over the last fifteen years, the railway sector has absorbed enormous public investment. Thousands of crores have gone into laying new tracks, expanding double-line corridors, adding modern coaches, and introducing electronic signaling systems. On paper, this looks like progress. But on the ground, the impact is far less convincing. The shortage of locomotives and coaches persists. Even after years of procurement discussions, the new engines and coaches that have been ordered will take another two to two-and-a-half years to arrive. That means passengers who are hoping for noticeable improvements will have to wait — again. In simple terms, meaningful change in service quality is unlikely in the near future.
Officials often point to one metric to claim improvement: the operating ratio. They say the figure has dropped from 2.4 to 1.8. True, this indicates that Bangladesh Railway now spends Tk 1.80 for every Tk 1 it earns, instead of Tk 2.40 earlier. While this looks like progress, it does not change the fundamental reality. The railway is still a loss-making organisation. And until it reaches a point where it can sustain its own operations, it will remain dependent on heavy government subsidies year after year.
This decline is especially painful for those who remember what train travel used to be. Once known for comfort, reliability, and a sense of ease, it has now become associated with frustration and uncertainty. Overcrowding has become the norm. Ticketless passengers climb aboard freely. Toilets are often unusable, food is overpriced, and safety standards feel increasingly compromised. For something as basic and essential as public transport, this should not be our reality.
If we genuinely want a turnaround, cosmetic changes won’t be sufficient. The transformation must begin with institutional reform where there will be establishment of a culture of accountability. Without that, no amount of new tracks or coaches will solve the deeper problems. I opine here a few steps that will bring about some results.
Ensure accountability among railway staff: Staff who consistently deliver quality service should be incentivized. Likewise, negligence or corruption must have clear consequences. Accountability should not be selective or occasional but should be embedded into daily operations. This will foster a culture of responsibility among employees.
Use modern technology in maintenance: Modern digital monitoring systems should be installed to identify fault tracks and weak sleeper in real time. Technologically advance maintenance can save lives. Here, modernization is not just about new machinery; it is about smarter, data-driven oversight.
Ensure transparency in ticketing: Black-market ticketing should be strictly curved. Enforcing severe penalties for manipulative syndicates can make online ticketing reliable and fair. Monitoring should also be beeped up at the physical ticket countersto prevent passengers from being exploited.
Launch cleanliness and awareness campaigns: Initiatives like “Clean Bangladesh, Clean Railway” should be extended beyond slogans and be implemented through effective programs. Regular cleaning schedules must be enforced. Station managers should be held accountable for his respective areas to keep clean, safe and well-maintained. This accountability is not a luxury; this is essential for dignity and usability.
Depoliticize recruitment and project implementation: Recruitment should be merit-based and project decisions should be guided by passenger needs and operational priorities. Public funds must be spent where they produce tangible results.
The railway is more than just a transport system — it’s a part of our collective memory and emotion. Its role in rural connectivity, tourism and the national economy is immense. Yet, this vital sector has suffered years of neglect.The government must stop seeing the railway merely as a loss-making entity and instead view it as a public service backbone. Investments will only be meaningful when ordinary passengers can say, “Travelling by train means comfort.”That day may still be far away — but it’s not impossible, if there is will, accountability and a genuine commitment to transform the Bangladesh Railway into a service worthy of its people.
