GHG emissions of Bangladesh in 2011 of the power, industrial and transport sector were 64 MtCO2e and are expected to in-crease under Business as Usual (BAU) by 2030 to 234 MtCO2e representing 69% of total estimated emissions of 339 MtCO2e. Transport emissions are projected to increase from 5.5 MtCO2 in the year 2005 to 11 MtCO2e in 2014 to 37 MtCO2e in 2030. Bangladesh’s Intended Nationally Determined Contribution of 2015 has as unconditional contribution a reduction of GHG emissions compared to BAU by 2030 of 5% in the power, transport and industry sectors. Within the INDC modal shift from road to rail is an important mitigation strategy. The National Sustainable Development Strategy of 2013 includes improvement of railway linkages as transport strategy with a potential to mitigate GHG emissions. The Perspective Plan of Bangladesh 2010-2021 of 2012 includes expansion and improvement of the railway system to increase the market share of freight and passenger transport of rail. The Railway Master Plan focuses its attention on the main corridors to regain lost market share and improve its competitive position versus road. The national climate change policies, development strategies and the relevant transport strategies all point to the importance of developing further rail transport. The overall objective of the NAMA is to increase the role of railway in the transport sector of Bangladesh. This shall be realized through expansion of railway infrastructure and increased railway efficiency. The focus is on inter-city passengers and long-haul freight along specific corridors as these are the areas where rail is considered to have a potential competitive advantage. The major cause of the GHG impact of the rail investment pro-gramme is towards mode-shift from high emitting transport means towards low emitting transport means. The GHG miti-gation impact increases over time due to gradual implementation of the different actions planned. GHG reductions of around 3 million tCO2e can be achieved cumulative over the time period of 2017-2030 or around 450,000 tCO2e per annum as of 2030. As the railway investments have a life-span of minimum 30 years the total impact over the technical life-span is estimated at 14 million tCO2e avoided. 25% of the emission reductions are due to freight and 75% due to passenger movement. As of 2030 transport emissions could be reduced by around 1% relative to the INDC projected baseline. The major sustainable development impact apart from GHG reductions are for the period 2017-2030 (cumulative) a reduction of 850t Particulate Matter, 20,000t NOx, more than 700 million litres of saved diesel and a reduction of 240 traffic accident fatalities. The monetary value of the sustainable development impact is more than 500 million USD. In terms of finance the rail Master Plan on which the activities and the NAMA is structured consists of 235 projects costing USD 30 billion in the period 2010 to 2030. Phase I until 2015 thereby had an investment volume of 16.41 billion USD. The NAMA has as major financial benefits the net income from its services in the passenger and the freight sector. In economic terms the Sustainable Development savings from air pollution, fuel savings and reduced accidents account for a benefit of around 3 billion USD over the investment life-span of 40 years i.e. this covers around 10% of the investment costs.