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In recent weeks, discussions around Bangladesh potentially importing railway coaches and freight wagons from Pakistan have attracted attention among railway enthusiasts and infrastructure watchers. While no final agreement has been announced, initial interactions between railway officials from both countries suggest that exploratory talks have already begun. Understanding the background of this development requires a closer look at the current rolling stock capacity of Pakistan and Bangladesh Railways.
At present, Pakistan Railways operates fewer than 1,500 passenger coaches, whereas Bangladesh Railways has approximately 1,500–1,600 passenger coaches in active service. For comparison, India operates a vastly larger fleet, but the focus here remains on the evolving railway relationship between Pakistan and Bangladesh. With Bangladesh continuing to modernize its rail network, the demand for new passenger coaches remains steady, prompting railway authorities to explore multiple international manufacturing options.
Recently, a small Bangladesh Railways delegation visited Pakistan’s primary rolling stock manufacturing facility, the Mughalpura Locomotive Workshop. This facility is Pakistan’s only major unit involved in locomotive assembly, passenger coach production, and freight wagon manufacturing. Reports suggest that the delegation observed production processes and expressed interest in the cost structure and assembly capabilities offered by Pakistan.
It is important to note that Pakistan’s passenger coaches are largely based on imported technology, with most sub-assemblies, including bogies, wheelsets, electrical systems, and interiors, sourced externally and assembled locally. While Pakistan Railways highlights gradual indigenization, large-scale domestic manufacturing of core components is still limited. Currently, Pakistan inducts only 10–12 new passenger coaches per year into its own railway system, indicating a relatively low production volume.
From a regional industry perspective, railway coach manufacturing economics depend heavily on scale. Countries that produce thousands of coaches annually benefit from lower per-unit costs, deeper supplier ecosystems, and established export pipelines. Pakistan’s rail manufacturing sector, by contrast, functions primarily as an assembly-based operation, while road transport remains the country’s more developed and profitable public transport segment.
Some reports have also claimed that Pakistan is exporting railway coaches and wagons to countries such as Sri Lanka, Nepal, Chile, and Argentina, though the scale and consistency of such exports remain a subject of debate. Whether Pakistan can supply Bangladesh with competitively priced coaches will ultimately depend on delivery timelines, lifecycle costs, maintenance support, and financing terms.
For Bangladesh, the key question is not just price, but long-term operational efficiency, spare parts availability, and fleet standardization. If imported coaches are required, sourcing directly from large global manufacturers may remain a logical option.
As of now, this potential Pakistan–Bangladesh railway deal remains at the discussion stage. Its feasibility will only become clear once firm orders, production schedules, and shipment details emerge.
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