Rust Settles on New Rail Lines Before Operations Begin

The Akhaura-Agartala dual-gauge railway built to expand trade between Bangladesh and India was inaugurated nearly two and a half years ago. However, the railway remains practically non-functional. Despite multiple successful trial runs, commercial activities have not commenced due to administrative delays and diplomatic tensions between the two countries, raising questions about the project’s effectiveness and tangible benefits.

The railway spans 12.24 kilometers from Gangasagar Railway Station in Akhaura, Brahmanbaria, to Nischintapur in Agartala, Tripura. Of this, 6.78 kilometers lie within Bangladesh. The Indian contracting firm Texmaco Rail & Engineering Limited implemented the Bangladesh portion at a cost of approximately Tk241 crore.

While the project began in July 2018 and was slated for completion within 18 months, complications including the COVID-19 pandemic stretched the timeline to over six years. Finally, on November 1, 2023, the then Prime Minister Sheikh Hasina and Indian Prime Minister Narendra Modi jointly inaugurated the railway via video conference.

Prior to the inauguration, the National Board of Revenue (NBR) issued a notification permitting imports and exports through this route. The directive allowed for the import of over fifty types of goods from India alongside the export of all eligible Bangladeshi products. Project sources indicate that essential infrastructure, including immigration and customs buildings, platforms, and connecting roads, has already been completed.

However, there is still no final decision on when train movements or trade will officially begin. Consequently, the entire project stands as "idle infrastructure."

While the previous government remained optimistic about the project's economic dividends, many local traders hold a different view. They believe the railway will primarily serve India's commercial interests.

Rajiv Bhuiyan, an importer-exporter at the Akhaura land port, remarked, "India’s internal communication system is well-developed. If this railway opens, they can transport goods from their own states at a lower cost. This creates a risk that exports from Bangladesh might decrease." Currently, items like rod, cement, and stone are exported through Akhaura land port to the Tripura market because bringing these goods from other Indian states is more expensive. Traders fear that the new railway might reduce this dependency, ultimately impacting Bangladeshi exports.
However, not everyone shares this pessimism. Hasibul Hasan, President of the Akhaura Land Port C&F Agents Association, believes that while the potential for increasing exports might be limited, there is a significant opportunity to boost imports. "If the importation of all types of goods is permitted, traders will be able to bring in products via rail at a lower cost. This will ultimately increase government revenue," he noted.

When asked when the cross-border train operations would finally commence, Akhaura Upazila Nirbahi Officer (UNO) Tapashee Rabeya replied, "The decision on when the trains will run rests entirely with the government. As of now, I have no information regarding this."

According to analysts, one of the primary strategic significances of this railway is establishing a direct link between India’s Northeast and the rest of the country through Bangladesh, thereby reducing reliance on the "Siliguri Corridor" or the "Chicken's Neck." Consequently, this presents a major logistical opportunity for India. However, questions are being raised as to exactly how much strategic and economic benefit Bangladesh stands to gain.

Nearly two and a half years after its inauguration, the lack of train movement and the failure to initiate trade have turned the Akhaura-Agartala railway into a symbol of uncertainty. When it will become operational, the extent of the commercial benefits it will provide, and its true impact on the Bangladeshi economy remain unanswered questions.