For rail passengers in the country, buying a ticket does not always guarantee reaching their destination. Increasingly, journeys are being disrupted by frequent derailments, leaving thousands stranded and exposing deep-rooted weaknesses in the nation’s railway system.
The latest incident occurred on Wednesday in Madhabpur, Habiganj, where a fuel-laden train derailed, halting rail movement on the route. Within 19 hours, four intercity trains—Udayan, Upaban and Kalni from Sylhet to Dhaka, and Paharika from Chattogram to Sylhet—were cancelled. As a result, between 2,500 and 3,000 passengers, despite holding valid tickets, were unable to travel.
Such disruptions have become a recurring reality. Faulty tracks, ageing engines and worn-out coaches are turning derailments into a routine source of suffering for passengers.
According to Bangladesh Railway data, the eastern zone—stretching from Bahadurabad in Jamalpur to Chattogram and Sylhet—recorded 58 derailments in 2025 alone. This metre-gauge network sees, on average, one derailment every six days. Each incident typically suspends train operations for several hours, paralysing movement along critical routes.
In contrast, the western zone, which primarily uses broad-gauge lines across northern Bangladesh, experienced comparatively fewer accidents, with 18 derailments recorded in the same year.
The human cost of these incidents is often severe. During the recent Eid holiday period, nine coaches of the Nil Sagar Express derailed in Adamdighi, Bogura, injuring at least 50 passengers. It took nearly 22 hours to recover the train, leaving more than a thousand passengers stranded in harsh conditions.
Food supplies were inadequate, and drinking water was scarce. Many passengers were eventually forced to disembark and find alternative means of transport to reach their destinations.
The disruption extended far beyond a single train. At least nine other trains were halted on either side of the accident site, severing rail links between Dhaka and several northern districts, including Nilphamari, Dinajpur, Thakurgaon, Panchagarh and Joypurhat. For many travellers during the busy Eid period, finding alternative transport at short notice proved extremely difficult.
Professor Md Hadiuzzaman, former director of the Accident Research Institute at Bangladesh University of Engineering and Technology (BUET), says the situation reflects a broader systemic disorder. “The railway system has become so fragile that even intercity trains running at 60 to 70 kilometres per hour are derailing, whereas in India trains operate at speeds of 150 to 200 kilometres per hour,” he told TIMES of Bangladesh.
He warns that frequent derailments are disconnecting the entire rail network. “Most railway routes in the country are single line, so when an accident occurs, the entire system is disrupted. There is uncertainty—you never know when the next train will arrive. And facilities at many stations are inadequate for passengers forced to wait.”
Each derailment also carries significant financial consequences. When journeys are cancelled, passengers must be refunded, while disruptions to freight services result in even greater revenue losses.
An additional chief engineer at Bangladesh Railway explains that damaged coaches often require lengthy repairs due to shortages of spare parts. “In many cases, we have to operate trains with fewer coaches. This affects revenue for several days after an accident,” he says.
Railway officials point to mechanical failures as the primary cause. Director General Afzal Hossain says, “Around 80 to 90 percent of derailments are due to mechanical faults, including coach separation, wheelset failures and brake defects.”
Professor Hadiuzzaman, citing research on railway accidents, argues that the root causes are more structural. “Repeated derailments are the combined result of ageing rail tracks, expired locomotives and worn-out coaches,” he says.
The scale of the problem is significant. According to Additional Director General (Rolling Stock) Ahmed Mahbub Chowdhury, nearly 100 of the country’s 270 locomotives have exceeded their operational lifespan. Meanwhile, 48 percent of railway coaches are also past their expiry but continue to be used due to necessity.
Infrastructure limitations further compound the issue. Additional Director General (Infrastructure) Al Fattah Md Masudur Rahman says speed restrictions have been imposed on several stretches of track. Routes from Joydebpur in Gazipur to Jamalpur, and from Akhaura in Brahmanbaria to Sylhet, are among the most deteriorated.
On some of these sections, maximum speeds are restricted to around 50 kilometres per hour. Investigations have also found that exceeding speed limits on weak tracks can lead to derailments. However, accidents have occurred even when trains were operating within prescribed limits.
Due to track conditions, intercity trains across the country have maximum speed limits of around 100 kilometres per hour on broad-gauge lines and 75 kilometres per hour on metre-gauge lines. In comparison, intercity trains in India can reach speeds of up to 160 kilometres per hour.
Experts say the gap highlights not just differences in capacity, but also in maintenance and safety standards.
Professor Hadiuzzaman emphasises the need for immediate action. “Railway authorities must focus on maintaining existing resources,” he says, warning that without sustained investment in infrastructure and equipment, derailments will remain a persistent threat.
