Get on with rail sector reforms
Tuesday, 13 July 2010
Intercity travelers on board the Mohanogor Provati from Dhaka to Chittagong were on Sunday terribly shaken when three of its carriages got derailed near Lalmai station in Comilla. Fortunately there were no casualties, or none were reported. Such disruptions are not uncommon on the railroads of Bangladesh, which may be 'accidents' but are also evidence enough of the poor management and utter neglect this sector has been subjected to over the years. Investment in this environment-friendly, economically rational and safe mode of transport, has in the past 40 years been minimal. As a result, the sector suffered persistently from inadequate manpower and material, not to forget, 'politicization' and its hazards. It is therefore no surprise that the sector should descend into the present state of decadence and disrepair.
One of the main disincentives to better investment in Bangladesh is its weak infrastructure. The government and all concerned admit that this must be addressed forthwith, and development partners have also been quite keen to invest substantial amounts in it, though, reportedly, the conditions attached have not been welcome to some stakeholders. Indeed, the oft-declared resolve to get on with rail sector reforms seems to be repeatedly thwarted by all kinds of snags -- general sloth, indecision, disagreement among stakeholders -- resulting in the donor agencies withholding the promised funds.
According to reports, some rail routes have been curtailed or discontinued altogether due to shortage of carriages, engines and manpower. Observers of Bangladesh's economy in general and the transportation sector in particular, have good reason to blame successive governments for today's problem-ridden railways. Prior to the latest project plans, donors allegedly preferred to invest on roads and highways rather than the mass-friendly railways and successive governments used to tailor their policies accordingly. This time round, however, the merit of the latter is beginning to be appreciated by Bangladesh's development partners and if the political will is there to revamp the sector, there is no reason why Bangladesh Railway (BR) cannot be reclaimed as the most cost-effective mode of transport throughout the country.
The Parliamentary Standing Committee concerned has recommended that a separate ministry be created for Bangladesh Railway in order to do justice to this vital sector. Substantial amounts have been spent so far in the name of reforms -- mis-spent, rather -- and the management of BR had been changed at least five times, without much to show. In the late 1980s however, some improvement was noticeable when a number of surprisingly punctual intercity train services were introduced. Hopes were raised that old rail tracks would be replaced by broad gauge, new lines would be put in place and the whole system would be overhauled and modernized and expanded to serve the entire nation. But the euphoria did not last long as everything went back to 'normal'.
Corruption is said to be a problem. But there are plenty of examples across the world of utterly corrupt entities being quite efficient and patriotic at the same time. However, this does not mean governments should sit on their hands regarding criminal mismanagement and use it as an excuse to relinquish their responsibility towards the people.
One of the main disincentives to better investment in Bangladesh is its weak infrastructure. The government and all concerned admit that this must be addressed forthwith, and development partners have also been quite keen to invest substantial amounts in it, though, reportedly, the conditions attached have not been welcome to some stakeholders. Indeed, the oft-declared resolve to get on with rail sector reforms seems to be repeatedly thwarted by all kinds of snags -- general sloth, indecision, disagreement among stakeholders -- resulting in the donor agencies withholding the promised funds.
According to reports, some rail routes have been curtailed or discontinued altogether due to shortage of carriages, engines and manpower. Observers of Bangladesh's economy in general and the transportation sector in particular, have good reason to blame successive governments for today's problem-ridden railways. Prior to the latest project plans, donors allegedly preferred to invest on roads and highways rather than the mass-friendly railways and successive governments used to tailor their policies accordingly. This time round, however, the merit of the latter is beginning to be appreciated by Bangladesh's development partners and if the political will is there to revamp the sector, there is no reason why Bangladesh Railway (BR) cannot be reclaimed as the most cost-effective mode of transport throughout the country.
The Parliamentary Standing Committee concerned has recommended that a separate ministry be created for Bangladesh Railway in order to do justice to this vital sector. Substantial amounts have been spent so far in the name of reforms -- mis-spent, rather -- and the management of BR had been changed at least five times, without much to show. In the late 1980s however, some improvement was noticeable when a number of surprisingly punctual intercity train services were introduced. Hopes were raised that old rail tracks would be replaced by broad gauge, new lines would be put in place and the whole system would be overhauled and modernized and expanded to serve the entire nation. But the euphoria did not last long as everything went back to 'normal'.
Corruption is said to be a problem. But there are plenty of examples across the world of utterly corrupt entities being quite efficient and patriotic at the same time. However, this does not mean governments should sit on their hands regarding criminal mismanagement and use it as an excuse to relinquish their responsibility towards the people.