The Bangladesh government now spends more than BDT 40 billion a year to run its state-owned railway system. A large share of the operational cost goes toward cleaning, onboard services, maintenance and repair of engines and coaches, and spare parts. The stated goal of these “special operations” expenditures is to improve passenger service. Yet complaints about the quality of service remain widespread. Passengers often point out dirty trains and stations, frequent delays, ticket sales on the black market, overcrowded coaches filled with passengers traveling without tickets, overpriced food, and repeated technical failures, including frequent derailments and the detachment of coaches during travel. Many regular passengers say that even under the interim government, little has changed in what they describe as the railway’s “poor service.” Instead, revenue decreased in FY 2024–25. Railway officials attribute the drop mainly to disruptions in operations during the 2024 mass uprising.
An analysis of data from the Ministry of Railways shows that FY 2024–25 marked the first time since the Covid-19 pandemic that Bangladesh Railway recorded negative revenue growth. The agency earned a total of BDT 18.45 billion during that period, down 4.15 percent from FY 2023-24. While earnings fell last year, ministry officials say revenue began to recover in the current FY 2025–26, with BDT 5.32 billion earned in Q1.
Still, the increase in revenue has done little to reduce losses. According to the railway’s own estimates, the agency may incur losses up to BDT 15.74 billion this fiscal year. The officials, however, fear the figure could rise further by the end of the fiscal year.
Passengers expect only a few basic services from Bangladesh Railway — easy access to tickets, timely departures, clean trains and stations, and safe arrivals on schedule. Yet frustration begins the moment they try to buy a ticket. On high-demand routes, a significant share of tickets ends up in the hands of scalpers, forcing many passengers to pay inflated prices or miss out entirely.
The ordeal continues onboard. Railway rules allow intercity trains to sell standing tickets for up to 25 percent of available seats. But in reality, many trains carry far more passengers. This includes large numbers without tickets, who crowd the aisles and doorways. This makes travel uncomfortable for seated passengers. Dirty and unhygienic toilets are another complaint, along with coaches that are not properly cleaned or maintained. Irregular schedules and maintenance failures add to the distress of travelers and often lead to minor and major accidents.
Kamalapur, the country’s main and busiest railway station, also lacks basic facilities for passengers. A visit to the station revealed that there are not enough waiting rooms. Most of the travelers were forced to wait on the platforms. Although fans are installed, they are often switched off. Toilet facilities are inadequate, and the few available for a fee are mostly unhygienic. The free toilets are in even worse condition. There are also facilities for free drinking water. But that area, too, shows clear signs of neglect.
Homeless people frequently roam across the station premises. According to passengers, incidents of theft and snatching are common. While Kamalapur is somewhat better equipped due to its status as the main station, facilities at stations in other districts are even more limited.
Kamalapur Station Master Anwar Hossain said the station is working under the slogan “Clean Bangladesh, Clean Railway.” Speaking to Bonik Barta, he said, “We are trying to keep the station entrances, platforms, station yards, and public toilets clean. We may not be a hundred percent successful, but we are trying.”
He noted that stations in developed countries are far more organized and clean. “Kamalapur station covers a vast area. The passengers are not very conscious about cleanliness,” he said. “Even though dustbins are placed at several points, many people throw garbage on the platforms or leave toilets dirty after use. We are trying to maintain cleanliness. But without passenger awareness, it becomes extremely difficult.”
The problem extends beyond the station. Most trains and other railway installations also show visible signs of poor maintenance. Inspections of several intercity trains found waste scattered across compartments and toilets in filthy condition. Some trains had broken and dirty seats.
Passengers had expected the interim government to improve services by addressing years of mismanagement and irregularities within Bangladesh Railway. But Dr. Shamsul Hoque, a transportation expert and professor at Bangladesh University of Engineering and Technology (BUET), said the government has failed to meet those expectations. “The quality of passenger service in the railway is very poor,” he told Bonik Barta. “Naturally, everyone expected the interim government to at least take some action on this. It can no longer be said that the railway is suffering from a lack of investment. Huge sums were invested over the past 10 to 15 years. We should now be seeing the results of that investment. The government has failed to deliver those benefits. Although it managed to save some project costs, it has done little to visibly improve passenger services.”
Train derailments and incidents of carriages detaching from engines have increased in recent months, said Dr. Shamsul Hoque. “Derailments are becoming more frequent. Many rail joints are in fragile condition, sleepers are worn out, and trains are running under risk. We’re also seeing coaches or engines coming apart mid-journey. These incidents clearly show that maintenance work in the railway is not being done properly,” he said.
Muhammad Fouzul Kabir Khan, the adviser in charge of the Ministry of Railways, admitted that maintenance has indeed been neglected. Speaking to Bonik Barta, he said, “A major problem is that maintenance is not being done properly. The railway’s workshops are not of high quality. Given this situation, we’ve started a ‘discussion program’ to explore how maintenance activities can be improved.”
He blamed railway employees for the overall lack of cleanliness. “Rail staff are not very willing to work. Dustbins have been placed at every station, which has made the stations somewhat cleaner,” he said.
On passenger services, the railways adviser added, “To improve service, we need engines and coaches, which we currently don’t have in sufficient numbers. Even if we place orders now, it takes two to two and a half years to receive them. We might get some engines and coaches by next December. That could help improve passenger service slightly.”
Although he acknowledged limited progress in passenger service, the adviser claimed that the railway has managed to reduce its operating ratio (the ratio of expenses to revenue). “Earlier, the operating ratio was around 2.4 or 2.5 (BDT 2.40 or 2.50 spent for every BDT 1 earned). We’ve brought that down to about 1.8 or 1.9,” he said.
Ministry data shows, Bangladesh Railway’s operating expenditure for FY 2025–26 has been set at BDT 42.29 billion. Against this operating expenditure, the targeted revenue is set at BDT 31.73 billion. However, Railway Director General Afzal Hossain recently said at a budget meeting that the target is unlikely to be met. He pointed to a shortage of locomotives and reduced activity among importers as the reasons. The meeting proposed revising the revenue target down by BDT 5.17 billion to BDT 26.55 billion.
Despite the shortfall, the director general told Bonik Barta that the railway’s income in Q1 of FY 2025-26 increased compared with the same period last fiscal year.