New Delhi: The once-robust trade corridor between India and Bangladesh is reeling from a sharp 45 per cent year-on-year contraction in cargo movement by rail, with the average daily rake count dropping to 0.92 in FY25 (less than one rake) from 1.64 in FY24.
Another 20 per cent decline has been recorded in cargo movement throughout the India-Bangladesh Protocol Route (IBPR) waterways.
Railways officials told Businessline that nearly 600 rakes transported various goods to Bangladesh in FY24. This came down to around 330 in FY25 – the fiscal was marked by political upheaval and temporary trade suspensions along certain corridors, with a lingering overhang of bilateral trade tensions.
A “rake” in Indian Railways’ parlance refers to a group of coupled freight wagons operating as a single unit. The configuration can vary by wagon type — a standard full rake might comprise 42 bogie covered wagons (BCN) with a 2,560-tonne capacity, or 58 bogie open wagons (BOXN) with a capacity of 3,828 tonnes.
Amid escalating political unrest in Bangladesh, India has suspended passenger and cargo train movements since July. While passenger services remain suspended, limited cargo movement resumed in select segments a few months later.
In August 2024 — when Prime Minister Sheikh Hasina fled the country amid intensifying turmoil — only 17 rakes moved from India to Bangladesh, compared to 52 in the same month the previous year, officials said.
Some recovery was noted September onwards.
Trade flows between India and Bangladesh rely on three key railway corridors: Gede–Darshana; Petrapole–Benapole and Radhikapur–Birol (which resumed freight operations in February 2025).
All three land ports (Gede, Petrapole and Radhikapur) are located in West Bengal and constitute strategic nodes in bilateral logistics.
Shifting commodity preference
Trade dynamics are undergoing a marked transformation.
Construction and infrastructure activities in Bangladesh have slowed dramatically post regime change, leading to corresponding adjustments in commodity demand.
Stone loading declined by 30-40 per cent, down to about 4 rakes per day from 6. Gypsum movement registered a complete halt. Ballast consignments (used for maritime stabilisation and railway track laying) fell by nearly 80 per cent. Clay or kaolin consignments — essential for the cement industry — have ceased altogether.
De-oiled cake (by-product of oil extraction from seeds that is used as animal feed) declined by 12 per cent, yet remains one of the most heavily-transported commodities across the border. Maize movements are at zero; and that of par-boiled rice has just started.
Conversely, automobile components recorded a surge of nearly 50 per cent, while fly ash consignments (used in cement industry) increased by around 40 per cent.
At Petrapole
Officials revealed that negotiations are still being attempted to re-allow garment exports through key land ports like Petrapole.
On May 17, India issued a trade directive mandating that garment shipments from Bangladesh be routed exclusively through two designated seaports — Kolkata (Khidderpore and Haldia) and Mumbai’s Nhava Sheva. All other road and rail modes were suspended.
As a result, 38 trucks carrying garments – valued at approximately ₹6 crore – were stranded at the Benapole border crossing in from Bangladesh on May 18. Most of these have since returned to Dhaka, sources said.
Petrapole Land Port handles nearly 70 per cent of India-Bangladesh bilateral EXIM (export-import) trade.
Apart from garments, the port continues to process consignments of agricultural products, FMCG goods, automobile parts, and truck chassis.
One scheduled garment shipment from Bangladesh was expected at Kolkata Port last week, but has yet to arrive, sources added.
“There’s a bottleneck in the availability of container cargoes and barges at Bangladeshi ports, contributing to the delay,” the source said.
