The document provides an overview of the history and development of Bangladesh Railway. It discusses how railway operations began in Bangladesh in 1862 under British rule. In 1947, the railway system fell under East Pakistan after the partition of India, and then became known as Pakistan Eastern Railway in 1961 when control was transferred to the government of East Pakistan. The total length of Bangladesh's railway network is discussed as well as its current mission to develop and maintain railway infrastructure and operations throughout the country.

1. CHAPTER 03

2. Name Roll
Khadiza Noor 55
Aaqib Md. Shatil 87
Cynthia Islam 101
Zakia Shabnam Maria 27
Poly Talukder 47
Group “Liberty”

3.  Railway industry run their own vehicles at
their own track, calling at their own
terminals, operating their own sales outlets.
Some of them construct their vehicles and
infrastructure
 In most of the country government have
granted a monopoly to one organization to
run the railway system in that country
 Profitability of railway was terrifying having a
loss before paying interests on loans and
allowing for reinvestment for the last five years
in Europe

4.  Railways are old technology
 In the late 19th and early 20th century railways
dominated the economic development of
Europe
 The main hinder of this sector is
 Government policy
 Political decision
 Spurious cost and benefit measurement
 Obsession with the operation of the railway
itself

5.  Travel products are either sold to individual
customers or central and local government.
 Government performs the following roles in the
railways:
- Principle Shareholder.
- Banker of National Railway Company
 Positioning the govt. as a customer is useful in
separating these roles.
 It enables to be completely customer oriented in
all aspects of business and create a market-based
strategy.

6. THE GOVERNMENT AS Consumer
 Government buys travel products in an unfinished form, it
pays for provision of travel facilities in certain places by:
- Funding the infrastructure
- Facilitating hardware
- Proportion of variable cost
 Government pays large PSO sum for train service.
 Travel is relatively a up-market activity, people who travel
doesn’t fall in the socio –economic group that requires
state assistance.

7. THE GOVERNMENT AS Consumer
 State funded assistance with “artificially low”
consumer prices has generated consumer behavior
which now requires the maintenance of these
equilibrium prices.
 Artificially low prices have caused:
- Movement of population out of suburbs
- Move into towns
- Property prices of towns has risen to balance
the low travel cost with city center earning potential.

8. THE GOVERNMENT AS Consumer
 Economic and Environmental considerations are
also quoted as the reason why government still
subsidizes national rail system.
 Military was once a vital reason but now that is
considered less significant.
 Underlying cause for state support is considered “
Political”.
 One risk for primarily political basis is its “inherent
unstable nature”.

9. THE consumer AS Consumer
 Rail travel products are consumed by customers
and they go through the same purchase decision
as they go through with other products.
 Marketing strategy for customers
Segment customers and identify their different needs. We
design profitable products to meet these needs.

10. THE consumer AS Consumer
 Concepts of short and long distance travelers,
business, commuting and leisure travelers, high and
low price travelers are found in many passenger
marketing activities.
 Application of such segmentation is limited.
 Differentiated markets has varying propensity to
pay.
 Railway companies are now moving away from the
commodity view of their service into lifestyle
products.

11.  It is important to provide fair idea about a
product while designing a product range
 Customers must be offered with what he
expects in lieu of the money he pays
 A bundle of tangible and intangible attributes
influences the customer decision

12. 1. Ability
2. Day
3. Time
4. Degree of comfort
5. Availability of
alternatives
6. Level of standard
7. Degree of safety
8. Staff contact
9. Ability to buy meal
10. Luggage
11. Previous Experience
Choosing from alternatives depends on

13. Product Range
 Product Range is the number of different
products on sale on different price
 The evolution of differential fares and the need
for mechanisms to prevent trading down has
led to the accidental development of product
range.
 Individual product design will direct customers
to the appropriate product for them
 The concept of product design leads to
product management

14.  The difference between a good and mediocre
product is the amount of discretionary effort
 Very rigid industrial relations of railways work
directly against such efforts
 Different travel products require different levels
of discretionary effort
 Building them into product specification is
difficult

15.  Railway management is asset-oriented, rather
than market oriented
 This happens due to the difficulties in
measuring product profitability
 So many costs of railway systems appear to
be shared
 One approach to the problem of shared costs
is not to measure them, but to negotiate them

16.  It is important to provide fair idea about a
product while designing a product range
 Customers must be offered with what he
expects in lieu of the money he pays
 A bundle of tangible and intangible attributes
influences the customer decision

17. 1. Ability
2. Day
3. Time
4. Degree of comfort
5. Availability of
alternatives
6. Level of standard
7. Degree of safety
8. Staff contact
9. Ability to buy meal
10. Luggage
11. Previous Experience
Choosing from alternatives depends on

18. Product Range
 Product Range is the number of different
products on sale on different price
 The evolution of differential fares and the need
for mechanisms to prevent trading down has
led to the accidental development of product
range.
 Individual product design will direct customers
to the appropriate product for them
 The concept of product design leads to
product management

19.  The difference between a good and mediocre
product is the amount of discretionary effort
 Very rigid industrial relations of railways work
directly against such efforts
 Different travel products require different levels
of discretionary effort
 Building them into product specification is
difficult

20.  Railway management is asset-oriented, rather
than market oriented
 This happens due to the difficulties in
measuring product profitability
 So many costs of railway systems appear to
be shared
 One approach to the problem of shared costs
is not to measure them, but to negotiate them

21. Overview of the future
 If the future demand for air travel is to be satisfied
they can develop strategies to deal successfully
sometimes with conflicting needs of the market
and consumer.
 Firstly it is highly probable that the number of air
journeys made will increase substantially.
 Secondly it is highly likely that the industry will be
less regulated leading to more intense competition
between airlines.

22. Overview of the future
 Thirdly the consumer will demand both giving a
greater choice and also arising from greater
familiarity
 Fourthly regardless of the outcome of possible
changes in ownership. Lastly it is unlikely in
pursuit of the goal of better profits that improved
cost effectiveness.

23. Overview of the future
 The major components of cost for an airlines are:
a) the cost of acquiring and maintaining a suitable
fleet of aircraft.
b) fuel costs
c) the wage bill
 Controlling costs is one part of the equation for success
for the airline . Revenue maximization is another
important consideration.
 The message for airline management is quite clear: the
successful airline in the future controls its costs and
reacts more quickly and more sensitively to the market
than its competitors

24. Overview of the future
 The main difficulty in achieving an optimum balance
for yield is in the accurate prediction of demand in
each price bracket .this problem will need the use of
more sophisticated computerized controls governing
the number of seats available in each price category.
 Traditionally the air travel market has always been split
between two major groups the business traveler and the
leisure market. general predictions of growth over the
next 10-15 years have been in the range of 5 per cent -7
per cent per year leading to a doubling in size of the
total market worldwide over that time .

25. Overview of the future
 The age group which is most increasing in size is
the 35-45 years old as the growth segment of the
past the 20s-30s mature

26. History & development of Bangladesh railway
 Bangladesh railway is a crucial element in Bangladesh’s
transportation system and is used for mass travel.
 Railway operation in today's Bangladesh began on 15
November 1862 when 53.11 kilometers .
 In 1891, the construction of then Bengal Assam Railway
was taken up by the British government assistance but
that was later on taken over by the Bengal Assam
Railway Company

27. History & development of Bangladesh railway
 At time of the partition of India in 1947, Bengal-Assam
Railway was split up and the portion of the system, about
2,603.92 kilometers fell within the boundary of then East
Pakistan
 Control remained with the central Government of Pakistan.
Later with the effect from 1 February 1961, Eastern Bengal
Railway was renamed as Pakistan Eastern Railway.
 Then in 1962, the control of Pakistan Eastern Railway was
transferred from the Central Government to the Government
of East Pakistan and placed under the management of a
Railway Board with the effect from the financial year 1962–
63 by the presidential Order of 9 June 1962.

28. History & development of Bangladesh railway
 The total length of railroad is 2,855 kilometers.
 660 km are broad gauge tracks (mostly in the
western region)
 1,830 km are meter gauge tracks (mostly in the
central and eastern regions)
 365 km are dual gauge tracks.
 The gauge problem is being tackled by adding
third rails to the most important broad and meter
gauge routes, so that they become dual gauge.

29. History & development of Bangladesh railway
 Mission of BR:
1. Develop & maintain railway tracks & station infrastructures
throughout the country.
2. Maintain & upgrade locomotives, coaches & other rolling
stocks.
3. Maintain & modernize signaling & interlocking system
Telecom system of Bangladesh Railway.
4. Ensure safe, speedy & efficient train operation.
5. Implement Government transport policy in rail sector.
6. Procure modern technology related rolling stocks, track
materials & signaling systems suitable for Bangladesh
Railway.
7. Manage land asset of Bangladesh Railway.
8. Ensure optimum utilization of Development Budget &
Revenue Budget of Bangladesh Railway.

30. Manpower of BR
Class Allowed Vacant
Position
Employed
1st 586 446 102
2nd 1356 947 409
3rd 21876 14625 7251
4th 16484 11517 4967
40268 12729 12729

31. Work of BR
Work Description Achievement
Construction of new rail line 112 K.M
Construction of duel gauge 20 K.M
Renovation of railway 756 K.M
Construction of bridges 65
Station remodeling 22
Collection of Locomotive 46
Freight wagon collection 516
Collection of DMH 20 set Mg
Passenger coach renovation 260
Opening of new train 92
Extension of service 24