Khulna-Mongla dream rail line struggles for freight flow

The Khulna–Mongla railway section now stands as a symbol of unfulfilled promise.

Once hailed as a gateway to economic transformation, the long-awaited Khulna–Mongla railway now stands as a symbol of unfulfilled promise.

The 91-kilometre line, built to connect the country’s second seaport with the national rail network, was seen as a game changer for trade and industry. Yet, one and a half years on, the dream remains unfulfilled.

Constructed at a cost of Tk 4,261 crore, the project was designed to provide a faster and more cost-effective route for transporting import and export goods through Mongla Port. Despite the impressive infrastructure, the line has so far failed to deliver on its economic promise.

At present, the railway is being used only for passenger services, while freight operations remain almost idle.

According to railway sources, goods have been transported just three times since the line was inaugurated in 2023 — on 6 February, 23 March, and 25 June of 2025 — carrying a total of around 19,000 metric tonnes from Chattogram to Sirajganj. No freight movement has taken place since then.

Initiated in 2010 with foreign loan support, the Khulna–Mongla railway was implemented by India’s Larsen & Toubro (L&T) and IRCON International. It features a 5.13-kilometre railway bridge over the Rupsha River — the largest in the southwest — along with nine stations, 66 small bridges, and 246 culverts.

On paper, it has all the elements of a transformative project. In reality, both locals and experts say it has fallen short of expectations.

Local residents said regular freight train services could have generated jobs, spurred industrial growth, and strengthened the regional economy. Instead, they now see a costly piece of infrastructure sitting largely underused.

Business owners echo similar frustrations, pointing to a lack of coordination between Mongla Port and the railway as a key reason behind the stagnation.

“The infrastructure exists, but there is no effective coordination, so the potential remains untapped,” said Md Sajjadul Islam, Proprietor of Zain International.

Several importers have blamed operational limitations at Mongla Port, including limited capacity for large vessels, outdated cranes, inadequate storage and container facilities, and slow unloading operations, for discouraging freight movement by rail.

Despite these challenges, railway officials insist they are fully prepared to handle freight transport.

“We have made all necessary preparations including rakes and engines. But due to the limited volume of goods at Mongla Port, we cannot yet run regular services,” said Farid Ahmed, Manager of Railway Western Zone.

He said the railway authorities are holding meetings with industrialists, exporters, and importers to promote the benefits of rail-based transport and attract more freight users.

Meanwhile, Mongla Port Authority Director (Traffic) Md Kamal Hossain said that efforts are underway to modernise port facilities and expand terminals. “We are considering various incentives to encourage importers and boost port activities,” he said.

Experts say the project’s struggles reflect a broader issue, a lack of strategic coordination among key stakeholders.

Economist Anwarul Qadir believes that the Khulna–Mongla railway had the potential to transform the Southwest’s economy if freight operations had started as planned. “This was a loan-funded project, and the interest burden is growing,” Prof Qadir warned.

“To make it viable, the government must adopt a coordinated plan linking the port, railway, and commercial stakeholders. If regular freight movement begins, it could revitalise the entire southern economy,” Qadir added. - UNB