Embed Size (px)
Citation preview
Feasibility Study Report
Project:Upgrading of Pakistan Railways’ Existing Mainline (ML -1) and Establishment of
Havelian Dry Port
(China-Pakistan Economic Corridor)
EXECUTIVESUMMARY
China Railway Eryuan Engineering Group Co., Ltd.
December, 2015
Content
1. INTRODUCTION ............................................................................................................. 1
1.1 PREFACE ....................................................................................................................... 1 1.2 BACKGROUND OF THE STUDY ........................................................................................ 1 1.3 SIGNING OF FRAMEWORK AGREEMENT .......................................................................... 2 1.4 NETWORK OF PAKISTAN RAILWAYS ................................................................................ 2 1.5 TRAIN OPERATIONS ........................................................................................................ 3 1.6 PROJECT AREA ................................................................................................................ 3 1.7 SECTIONS OF ML -1 ........................................................................................................ 3 1.8SKETCH OF ML – 1 ........................................................................................................... 4 1.9SCOPE OF THE STUDY ...................................................................................................... 5 1.10STUDY YEAR .................................................................................................................. 6 1.11 AGREED PROJECTS AS PER TIMEFRAME ........................................................................ 6 1.12PROPOSED PROJECTS AS PER PR SUGGESTIONS ........................................................... 8
2. ECONOMY AND TRAFFIC VOLUME ................................................................................ 12
2.1ANALYSIS OF CURRENT TRAFFIC OF PR ........................................................................ 12 2.2 TRAFFIC FORECASTING ON ML -1 ................................................................................ 16
3. TRANSPORT ORGANIZATION ........................................................................................ 19
3.1 PASSENGER TRAINS PATTERN ..................................................................................... 19 3.2 FREIGHT TRAINS PATTERN ......................................................................................... 26 3.3 DESIGN TRANSPORT CAPACITY .................................................................................. 32
4. GEOLOGY ..................................................................................................................... 34
5. ROUTE (ALIGNMENT) ................................................................................................... 34
5.1MAIN TECHNICAL PARAMETERS .................................................................................... 34 5.2ENGINEERING SECTIONS OF ML -1 ................................................................................ 35 5.2 UPGRADING OF CURVES WITH SMALL RADIUS ............................................................. 37 5.3LEVEL CROSSING ........................................................................................................... 38 5.4 FENCING........................................................................................................................ 38
6.TRACK ........................................................................................................................... 39
7.SUB ‐ GRADE ................................................................................................................. 39
7.1 SUB - GRADE DEFECTS .................................................................................................. 39 7.2SUB - GRADE DEFECTS TREATMENT .............................................................................. 39
8. LAND UTILIZATION ....................................................................................................... 40
9.BRIDGES & CULVERTS .................................................................................................... 41
10.TUNNELS ..................................................................................................................... 41
11.STATIONS AND YARDS ................................................................................................. 42
12.LOCOMOTIVE MAINTENANCE EQUIPMENT ................................................................. 43
12.1MAINTENANCE FACILITIES .......................................................................................... 43 12.2 PROPOSED LOCOMOTIVE QUANTITY .......................................................................... 43
13.CARRIAGE& WAGONS (CAR) MAINTENANCE EQUIPMENT ........................................... 44
13.1 MAINTENANCE FACILITIES ......................................................................................... 44 13.2PROPOSED COACHES AND WAGONS QUANTITY .......................................................... 44
14.WATER SUPPLY AND DRAINAGE ................................................................................... 44
15.TELECOMMUNICATION ................................................................................................ 44
16.SIGNALING SYSTEM ..................................................................................................... 45
17.POWER SUPPLY ........................................................................................................... 45
18.COMPREHENSIVE INSPECTION AND MAINTENANCE .................................................... 45
19. BUILDINGS ................................................................................................................. 46
20.ENVIRONMENTAL PROTECTION ................................................................................... 46
20.1 ENVIRONMENTAL BASELINE PROFILE ........................................................................ 46 20.2 PUBLIC CONSULTATION .............................................................................................. 47 20.3 IMPACTS AND MITIGATION MEASURES ....................................................................... 47 20.4 RECOMMENDATIONS ................................................................................................... 47
21. CONSTRUCTION ORGANIZATION PLAN ....................................................................... 48
21.1CONSTRUCTION PERIOD .............................................................................................. 48 21.2TOTAL CONSTRUCTION PERIOD ................................................................................... 48
22. COST ESTIMATION ...................................................................................................... 48
23. ECONOMIC ASSESSMENT ........................................................................................... 51
23.1ECONOMICAL ASSESSMENT ON EXISTING LINE REHABILITATION .............................. 51
24.STUDY FOR ESTABLISHMENT OF NEW DRY PORT ......................................................... 52
25. NEW LINE BETWEEN KARACHI AND KOTRI/HYDERABAD ............................................. 52
26. RAILWAY WALTON ACADEMY UPGRADING PROJECT ................................................... 53
27. INTEGRATED DEVELOPMENT OF 8 STATIONS ............................................................... 54
28.ELECTRIFICATION/ ELECTRIC TRACTION ....................................................................... 54
29. CONCLUSION .............................................................................................................. 54
1
1.Introduction
1.1Preface
Pakistan is gifted with a strategic location that is well suited to serve as a hub of
regional connectivity and commercial activity. To make use of this potential, it is
imperative to develop a modern transportation infrastructure as it has to play a pivotal
role in economic development and attracting investments.
Pakistan’s transport sector has played a pivotal role in the development of the
economy and contributes about 10% to the GDP and accounts for over 6% of
employment in the country. The sector consumes 35% of the total energy annually
and accounts for approximately 15% of the Public Sector Development Projects
(PSDPs).The Pakistan Railways network is an important part of the transport sector
and it has facilitated the movement of people and goods in the past. However, today it
requires structural changes to meet the challenges of the growing economy.
Unfortunately, railways pick up less than 4% of the traffic of Pakistan, which the
government would like to increase to at least 20% by 2025.
Pakistan Vision 2025 also seeks to establish an efficient and integrated transportation
system that will facilitate the development of a competitive economy. Pakistan Vision
2025 aims to build necessary, safe in mobility, effective connectivity between rural
areas and markets/urban centers, inter-provincial high-speed connectivity, integrated
road/rail networks between economic hubs (including air, sea and dry ports) and also
high capacity transportation corridors connecting major regional trading partners.
To achieve this,the Government of Pakistan has planned a major up gradation of the
railway system, including increasing speed of passenger and freight trains, doubling
of tracks of the main line sections, and increasing line capacityso as to facilitate rail
linkages to Central Asian States, China, and other neighboring countries.
1.2 Backgroundof the Study
In July 2013, China and Pakistan signed a Memorandum of Understanding (MoU) in
Beijing in the presence of the Chinese Premier, Mr. Li Keqiang and Pakistani Prime
2
Minister Nawaz Sharif. The MoU was aimed at enhancing economic regional
integration in investment, energy, trade and communication. The President of the
People’s Republic of China, H.E. Mr. Xi Jinping’s visit to Pakistan in April, 2015
further strengthened the resolve.
The aim was to create linkages between the Western Region of China and Pakistan by
establishing communication links and developing economic and trade corridors that
would facilitate economic activity along the corridors. The name China-Pakistan
Economic Corridor (CPEC) was thus put forward. The plan included physical
connectivity via railways, roads, pipelines, optic fiber etc. between China and
Pakistan.
CPEC offers a unique opportunity to Pakistan to integrate with regional developments
and become a hub for trade and manufacturing. Connectivity by rail is an important
and vital aspect of the corridor, facilitating regional connectivity and unhindered
movement of goods and people of the region. It was therefore considered necessary to
improve the existing railway network in Pakistan.
1.3 Signing of Framework Agreement
Mr. Lu Dongfu, Director of National Railway Administration, China and Ms. Parveen
Agha, Secretary/ Chairperson, Ministry of Railways, Pakistan signed the Framework
Agreement between the National Railway Administration of China and the Ministry
of Railways of the Islamic Republic of Pakistan on Joint Feasibility Study of
Upgrading the Mainline (ML -1) and establishment of Havelian Dry Port.
Subsequently, CREEC and Pakistani side signed a contract for consultancy services
between Pakistan Railways and a joint venture comprising CREEC (Lead Partner)
and NESPAK and PRACS (Partners) for Feasibility Study of Upgrading Pakistan
Railways’ existing Mainline (ML -1) and establishment of Havelian Dry Port.
1.4 Network of Pakistan Railways
Pakistan Railways has a network extending from the ports of Karachi in the south to
LandiKotal near the Afghanistan border in the northwest. It extends to Taftan in the
3
west near the Iran border and connects to the Indian border in the East at Wagha near
Lahore and Khokrapar in the southeast. The network, comprising of 7,791 route
kilometers and 11,881 track kilometers, is divided into three line namely, Main Line
-1 (ML -1), Main Line -2 (ML -2) and Main Line -3 (ML -3). There are 456 railway
stations on the system.
1.5 Train Operations
Currently Pakistan Railways is operating 104 (52 pairs) of Mail, Express and
passenger trains. Nineteen (19) mail and express trains and 10 freight trains depart
from Karachi every day for up country destinations. In the year 2014-15, PR carried
52.95 million passengers amounting to 20.3 billion passenger kilometers. It carried
3.6 million tons of freight amounting 3.3 billion ton kilometers. A more realistic
picture of the potential of Pakistan Railways as a carrier of passenger and freight is
reflected in the figures of the averages of the years 2005-2010 wherein it carried 80.5
million passengers and carried 6.5 million tons of freight. More than 80% of the
revenue generated by PR comes from trains operating on ML -1.
1.6 Project Area
The project area pertains to ML -1, which extends from Kiamari(Karachi) in the south
to Peshawar in the northwest covering 1,726 kilometers and passing through
Hyderabad, Rohri (Sukkur), Multan, Lahore and Rawalpindi stations. ML-1also
includes the 91 km chord line between Lodhran and Khanewal and the 55 km section
between Taxila and Havelian. Thus ML -1 extends over a total of 1,872 kilometers.
The entire railway track on ML -1 is broad gauge (1,676 mm or 5 feet 6 inches). ML
-1 has 196 big and small railway stations.
1.7 Sections of ML -1
For the sake of the study, the infrastructure of ML -1 has been divided into the
following sections/segments:
4
S.N. Section/segment Length
(Kms)
Existing Parameters
1 Kiamari - Hyderabad 182 Double track fit for speed of 110 km/h and axle load
of 23.3 tons
2 Hyderabad - Multan 748 Double track fit for speed of 110 km/h and axle load
of 23.3 tons
3 Multan - Lahore 334 Double track fit for speed of 110 km/h and axle load
of 23.3 tons
4 Lahore - Lalamusa 132 Single track fit for speed of 105 km/h and axle load of 22.86 tons
5 Lalamusa - Peshawar 330 Single track fit for speed of 105/80/65 km/h and axle load of 22.86 tons
6 Lodhran - Khanewal 91 Single track fit for speed of 110 km/h and axle load of 23.3 tons
7 Taxila - Havelian 55 Single track fit for speed of 30 km/h and axle load of 17.24 tons
Total 1872
1.8 Sketch of ML – 1
A sketch of ML -1 is given below.
5
1.9 Scope of the Study
i. The study would ascertain the existing condition of the infrastructure of ML -1,
and submit recommendations for up gradation of the track so as to facilitate
operations of passenger trains at 160 km/h and freight trains at 120 km/h.As far as
possible, the up graded track would primarily follow the existing alignment, except
where sharp curves are to be eased out or eliminated to allow higher speed. Wherever
possible, but without compromising on safety of train operations, the up gradation
process should make use of the existing structures and materials.
ii. The study would also examine the prospects of construction of a new railway line
between Kiamari and Kotri/Hyderabad. This line, 163 kilometers long, would
facilitate the heavy movement of trains from the port city of Karachi to up country
destinations in the future.
6
iii. Study would examine the physical and academic up gradation of Pakistan
Railways Academy at Walton so as to ensure capacity building of the human
resources of Pakistan Railways.
iv. The study would also examine the possibility of integrated commercial
development of 8 railway stations along ML -1, namely, Karachi, Hyderabad, Rohri
(Sukkur), Multan, Lahore, Rawalpindi, Peshawar and Quetta for commercially
exploiting the land near the stations. The passenger facilitation for these stations shall
be provided during up gradation of ML -1.
v. Electrification/electric traction of the entire ML -1 would be examined and
recommendations submitted for its implementation.
1.10Study Year
In line with the mutually agreed plan of the two governments under CPEC and as
approved in the Joint Cooperation Committees (JCC) meetings, the following time
frames will be followed for construction and train operations:
1. Short Term (2015 - 2020)
Phase I 2017
Phase II 2020
2. Medium Term (2020 - 2025)
3. Long Term (2025 - 2030)
4. Beyond Long Term (2030 +)
1.11 Agreed Projects as per Timeframe
Asmutually agreed between the governments of the People’s Republic of China and
the Islamic Republic of Pakistan, and as approved by the JCC meeting on 12th
November, 2015 at Karachi, the following projects shall be taken up during the above
agreed timeframes.
7
There are five (5) priority sub projects planned for completion in Phase I of the short
term, i.e. by December, 2017. These are as under:
1.11.1 Short Term (2015 - 2020) - Phase I ( Up to Dec. 2017)
i. Multan - Lahore Section (334km) - Up gradation and speeding up to 160 km/h,
including up gradation of passenger facilities at Lahore and Multan Stations
ii. Hyderabad - Multan Section (748 km) - Overhaul of track and civil works,
including up gradation of passenger facilities at Rohri (Sukkur) Station
iii. Kiamari- Hyderabad Section (182 km) - Up gradation and speeding up to 160
km/h, including up gradation of passenger facilities of Karachi Cantonment and
Hyderabad Stations
iv. Establishment of a Dry Port near Havelian
v. Academic and physical up gradation of Walton Railway Academy, Lahore.
The Phase II projects of the Short Term (2015-2020) planned for completion by
December 2020 are as under:
1.11.2 Short Term (2015 -2020) - Phase II – ( Up to 2020)
i. Hyderabad- Multan Section: (748 km) -Up gradation and speeding up to160km/h
ii. Havelian Branch Line: (55 km) -Up gradation of track between Taxila and
Havelian for speeding up to 120 km/h
iii. Lahore - Lalamusa Section: (132 km) -Track doubling and speeding up to
160km/h
iv. Lalamusa - Peshawar Section: (330 km) -Track doubling and speeding up to
120km/h, including passenger facilitation of Rawalpindi and Peshawar stations
1.11.3 Medium Term (2020 - 2025)
i. Karachi - Kotri/ Hyderabad new line (163 km)
ii. Up gradation of Pakistan Walton Academy
8
iii. Lodhran -Khanewal Section via chord: (91 km) - Up gradation and speeding up to
160km/h
1.11.4Long Term (2025 -2030)
Complete electrification of ML -1
1.11.5 Beyond Long Term (2030+)
Comprehensive commercial development of eight railway stations along ML -1,
namely, Karachi, Hyderabad, Rohri (Sukkur), Multan, Lahore, Rawalpindi, Peshawar
and Quetta.
1.12Proposed Projects As Per PR Suggestions
The projects and the time frames given above have already been approved by the JCC
and the respective railway ministries of the two countries. Now that the feasibility
study has been finalized and considerable data has emerged, PR officials and experts
of PIU/PR/CPEC take the view that some of the projects included in Phase I of the
Short Term and some projects of the Medium and Long Terms need to be modified so
as to fulfill the demands of government and also to facilitate smooth train operations
during the construction stage in Phase I and II.
Kiamari - Hyderabad section is a critical link of the PR network where no alternate
routes are available for diversion of the existing train operations. From traffic point of
view, both freight and passenger, this section is frequently utilized. Presently, nineteen
(19) pairs of mail/express trains and about ten (10) pairs of freight trains, run on the
section every day. In view of the topography of the terrain, complicated track
geometry and ground realities, it is a difficult section to be upgraded to higher speed
of 160 km/h. Moreover, major realignment works would also be required during up
gradation resulting in serious disruption of train operations.
In view of the position explained above and to avoid major setback to train operations
9
and inconvenience to the travelling public, it is proposed that the work on Kiamari -
Hyderabad Section (182 km) for up gradation and speeding up to 160 km/h should be
deferred for the time being. It is further proposed that construction of the new Karachi
- Hyderabad track may be initiated in Short Term, Phase II rather than Medium Term.
Once this line is completed, the passenger trains will be shifted to the new line
whereas the existing line will be dedicated for freight traffic, due to its connectivity to
KPT, Port Qasim and marshalling yards at Pipri, Kiamari and RG oil terminal.
Instead of up gradation of existing Kiamari- Hyderabad section in Phase I to 160 km/h,
it would be appropriate to overhaul the section to make it fit for the existing speed,
including overhaul of track and civil works and up gradation of passenger facilities at
Karachi Cantt. Station.
In lieu of the foregone up gradation of Kiamari - Hyderabad section, work should be
initiated on the doubling of Peshawar -Lalamusa segment, starting work from
Peshawar end. To facilitate reduction in transit time of trains between Lahore -
Rawalpindi - Peshawar, priority should be given to realignment of 52 - kilometer long,
Pindora - Kaluwal section, located on Peshawar - Lalamusa segment.
Moreover deferring electrification project of ML-1 to the Long Term in 2025
-2030would also not be beneficial for the future of PR. It was proposed that the
project of electrification of ML-1 be taken up in Mid Term (2020 -2025). PR team
was also of the opinion that the project of commercial development of eight railway
stations was of such a nature that it could be taken up sooner than 2030+ and as such
it had little bearing on the up gradation of ML -1. The commercial development of
stations was a project which could generate revenues immediately on commencement
and only a small amount of seed money was required to be allocated initially. The
amount estimated for commercial development by the consultant was rather high and
needed to be re considered as the project had no direct bearing on the up gradation of
ML -1. MsCREEC experts discussed the above mentioned changes with PR and PIU
and concluded that the modifications proposed were technically feasible and that the
timeframe of the projects could be modified according to the priority of the client.
However, Ms CREEC was of the opinion that since the projects had already been
approved by the JCC meeting of 12th November, 2015 at Karachi, the proposed
10
changes need to be reapproved by the relevant authorities of the both governments.
The modified suggested proposal will be as follows:
1.12.1Short Term (2015 - 2020) - Phase I ( Up to Dec. 2017)
i. Multan - Lahore Section (334km) - Up gradation and speeding up to 160 km/h,
including up gradation of passenger facilities at Lahore and Multan Stations
ii. Hyderabad - Multan Section (748 km) -Overhaul of track and civil works,including
up gradation of passenger facilities at Hyderabad and Rohri (Sukkur)stations.
iii. Kiamari - Hyderabad Section (182 km) -Overhaul of track and civil works,
including up gradation of passenger facilities at Karachi Cantt. station.
iv.Peshawar - Rawalpindi Section (159 km) - Doubling of track between Peshawar
and Rawalpindi, starting from Peshawar, including passenger facilitation of
Rawalpindi and Peshawar stations.
v. Start construction work of realignment and doubling of track on Kaluwal–Pindora
section(52km).
vi. Establishment of a Dry Port near Havelian
vii. Academic and physical up gradation of Walton Railway Academy, Lahore.
1.12.2 Short Term (2015 -2020) - Phase II( Up to 2020)
i. Hyderabad- Multan Section: (748 km) - Up gradation and speeding upto160km/h
ii. Havelian Branch Line: (55 km) -Up gradation of track between Taxila and
Havelian for speeds up to 120 km/h
iii. Lahore - Lalamusa Section: (132 km) -Track doubling and speeding up to
160km/h
iv. Rawalpindi - Lalamusa Section (170 km) - Work on doubling of trackwill continue
and be completed in this phase except the already completed Kaluwal-Pindora section
in Phase I.
v. Karachi - Kotri/ Hyderabad new line (163 km) - Construction of new line.
1.12.3Medium Term (2020 - 2025)
11
i. Further up gradation of Pakistan Walton Academy
ii. Lodhran - Khanewal Section via chord: (91 km) –Upgradation and speeding up to
160km/h
iii. Complete electrification of ML -1
iv. Comprehensive commercial development of 8 railway stations along ML -1,
namely, Karachi, Hyderabad, Rohri (Sukkur), Multan, Lahore, Rawalpindi, Peshawar
and Quetta.
1.12.4Long Term (2025 -2030)
Nil
1.12.5Beyond Long Term (2030+)
Nil
1.13 Additional Studies to be Conducted by Ms CREEC
As per TOR’s,Ms CREEC had been assigned the task of studying Lalamusa
-Peshawar section for up gradation to 160 km/h. M/s CREEC has studied two options,
one for 120 km/h and another for 160 km/h. However, Ms CREEC may now study the
possibility of up gradation of the section to 160 km/h in some of the flat stretches,
wherever possible. The remaining section, wherever it is difficult because of terrain
problems, the speed would be limited to 120 km/h. Since this exercise was part of the
TOR’s the study would be done from within the current allocation and Ms CREEC
would submit a report by March, 2016, but without affecting the submission of the
already finalized feasibility report.
PR also requested Ms CREEC to undertake an additional study of up gradation of the
existing Peshawar - Torkham section (60 km). The section is an extension of ML-1
and is extremely important from regional connectivity point of view. Moreover, it
ismostly located in the under developed Khyber Agency of Federally Administered
Tribal Areas and its up gradation would serve the people of the area.
12
PR also requested the Consultant to undertake an additional study for a double line
rail connection between Havelian - Abbottabad - Manshera and Dodhial, a distance of
about 60 km. The study should also include doubling of the existing single line from
Taxila to Havelian, so as to cater for smooth movement of reliable traffic between
China and Pakistan via the Karakoram Highway or the planned rail link between
Kashgar - Havelian in the future. Both the above mentioned sections are extensions of
ML-1.
2. Economy and Traffic Volume
2.1Analysis of Current Traffic of PR
This section would discuss the current volumes and pattern of train operations as a
whole and look at passenger and freight sectors in detail.
2.1.1Current TrafficVolumes of PR
Currently Pakistan Railways is operating 104 (52 pairs) of Mail, Express and
passenger trains. Nineteen (19) mail and express trains and 10 freight trains depart
from Karachi every day for up country destinations. In the year 2014-15, PR carried
52.95 million passengers (20.3 billion passenger kilometers). It carried 3.6 million
tons of freight (3.3 billion ton kilometers). A more realistic picture of the potential of
Pakistan Railways as a carrier of passenger and freight is reflected in the figures of
the averages of the years 2005-2010 wherein it carried 80.5 million passengers and
carried 6.5 million tons of freight. More than 80% of the revenue generated by PR
comes from trains operating on ML -1.
2.1.2Current Passenger Traffic
Pakistan Railways is operating 104 (52 pairs) of mail, express and passenger trains on
the network on a daily basis today. Nineteen (19) pairs of mail and express trains
depart from Karachi every day for up country destinations using ML -1. Besides these
long distance trains there are intercity trains running on ML -1, between Rawalpindi
13
and Lahore (5 pairs), Lahore - Multan (1 pair), Rawalpindi - Quetta (1 pair) and
Lahore - Quetta (1 pair) .
In the year 2014-15, PR carried about 53 million passengers amounting to 20.3 billion
passenger kilometers. A total of 33,374 passenger trains were run in 2014-15 on the
system. A typical long distance passenger train comprises of 17 to 18 coaches and
operates at a maximum speed of 110 km/h. On the average,each train has a capacity of
carrying about 900 to 1,100 passengers.
The average lead of a passenger was 383 kilometers during 2014-15. The average lead
of passenger has beingrising continuously from 80 kilometers in the year 1975. This
reflects that PR has been increasinglymeeting the demand for long distance travel and
short distance passengers have been reduced; a good step for the financial health of
railways.
The following long distance passenger trains operate on ML -1:
Karachi - Peshawar area 3 pairs
Karachi - Rawalpindi area 5 pairs
Karachi - Lahore area 7 pairs
Karachi - Multan 1 pair
Karachi - Rohri/Sukkur 1 pair
Karachi - Quetta 1 pair
Rawalpindi - Quetta 1 pair
Lahore - Quetta 1 pair
Lahore - Multan 1 pair
Lahore - Rawalpindi 5 pairs
Total 26 pairs
A more realistic picture of the potential passenger traffic is reflected in the figures of
the averages of the years 2005-2010 wherein PR carried 80.5 million passengers and
achieved almost 21 billion passenger kilometers. An average of 270 passenger trains
ran daily on the system, however, most of the short distance trains were financially
nonviable. About 80% of the revenue from passenger sector is generated by trains
operating on ML -1.
14
2.1.3Current Freight Traffic
During the year 2014-15, PR carried 3.6 million tons of freight (3.3 billion ton
kilometers). The freight traffic has picked up this year but it was on a constant decline
from 2010 onwards. At one time there was hardly any freight train leaving the ports of
Karachi. This was due to the acute shortage of locomotives in the freight pool. Freight
business almost came to a halt, and the traffic started moving by road in
uneconomical trucks.
A more realistic picture of the potential of Pakistan Railways as a carrier of freight is
reflected in the figures of the averages of the years 2005-2010 wherein it carried 6.5
million tons of freight. In 1965-70, PR managed to carry more than 14 million tons of
cargo. This reflects that PR has the potential of moving bigger volumes of freight but
due to severe shortage of locomotives during 2010 to 2015 it could not meet the ever
present demand of the freight traffic. During 2014-2015, PR ran 5442 freight trains.
Today about 10 freight trains depart from Karachi for up country destinations every
day. The trailing load of a freight train with bogie wagons is 2400 tons and it can
travel at 80 km/h whereas a freight train with four wheeler stock can go at a maximum
speed of 70 km/h with the same trailing load.
2.1.4Current Line Capacity of ML -1
The current line capacity of ML -1 is given below in Table:
S. N.
Section Track Governing
Block Section
Distance KM
Line Capacity Each Way
1 KYC-KOT Double MTG-BOL 20.87 75
2 KOT-ROH Double SRH-NWS 17.19 41
3 ROH-LON Double PNL-GHK 25.39 32
15
4 KWL - LON (Via Loop)
Double GLW-SJB 22.96 34
5 KWL - LON (Via Chord)
Single KUZ-JAI 17.02 20
6 KWL-LHR Double CCE-HAP 21.9 35
7 LHR-RWP Single SIH-CKL 11.63 25
8 RWP-PSC Single PII-PBI 10.75 26
9 TXL - HVN Single 15
The above line capacity has been worked out on the basis of ‘Scots formula’ for
determining line capacity and is based on the slowest freight train speeds of 70 km/h
and governing/longest block sections in the segment. As can be seen from the
abovetable the line capacity is 75 pairs of trains from Kiamari to Kotri due to auto
block and only 41 train pair between Kotri and Rohri. The line capacity reduces to 32
trains beyond Rohri and becomes 26 between Rawalpindi and Peshawar.
The actual utilization of the above line capacity in terms of trains on each section is
shown in the table below:
S. N.
Section Track Distance
KM
Line Capacity Available Each Way
Utilization
Remaining Line Capacity
Passenger/Freight Trains
1 KYC-KOT Double 20.87 75 19+10=29 46
2 KOT-ROH Double 17.19 41 17 +10=27 14
3 ROH-LON Double 25.39 32 17+10=27 5
4 KWL - LON
(Via Loop)Double 22.96 34 11+5=17 17
16
5 KWL - LON
(Via Chord)Single 17.02 20 6+1=7 13
6 KWL-LHR Double 21.9 35 10+4=14 21
7 LHR-RWP Single 12.1 25 11+1=12 13
8 RWP-PSC Single 10.75 26 3 23
2.2 Traffic Forecasting on ML -1
The forecasted passenger and freight traffic on ML -1 have been calculated on the
basis of base year and the assumptions made as explained below.
2.2.1 Base Year Assumptions
For the sake of the traffic forecasting, it was decided to take 2010 as the base year and
figures of both passenger and freight traffic have been take as the reference point.
The rationale for taking 2010 as the base year is that traffic volume and earning
figures for the last five years, from 2010 to 2015, for both passenger and freight, have
declined drastically only due to one major reason; the shortage of hauling power,
namely, locomotives. All other factors like infrastructure, passenger and freight
coaches, demand for passenger travel, demand for movement of good, etc. remained
the same. The demand for movement of people and goods remained un-fulfilled due
to lack of availability of fit locomotives to run trains. With the introduction of new
locomotives, the traffic has again started increasing. This means that PR did have the
demand for traffic but could not pick it up due to locomotive constraints.
Another important assumption for forecasting future traffic on ML -1, the project area,
was to assume that the pattern of passenger and freight traffic would behave in the
same manner as in the past. That is, that 80% of entire traffic of PR would move via
ML -1and the passenger and freight traffic would increase proportionately on the up
graded lines. The freight traffic pattern would be that loaded trains would leave the
ports of Karachi for up country destinations and return mostly empty in the down
direction. Nominal freight traffic of 3% to 10% in the down direction has been
forecasted from 2020 to 2025 which would increase to 15% in 2030 and 25% in
17
2040.This would cater for the potential traffic generated for export from up country to
Karachi and from Havelian Dry Port as China - Pakistan trade for export from China
to Karachi.
Starting from the base year of 2010, 1% annual increase in passenger and freight
traffic has been assumed, and calculated up to the year 2017, i.e. the year when Phase
I of the up gradation project is planned to be completed. From 2017 to 2020, an
increase of 3% per annum has been assumed whereas from 2021 to 2025 the increase
in traffic has been assumed to be 5%. From 2025 to 2030 the increase is expected to
be 3%.
2.2.2 Passenger Traffic Forecast
During the base year of 2010, PR had carried 80.5 million passengers, out of which 64
million or 80%, travelled on trains operating on ML -1. Assuming a 1% increase from
2010 to 2017, it can be assumed that 67.73 million people travelled on the ML -1 in
2015; 69.09 million would travel in 2018. By 2018, the up gradation of only Kiamari -
Hyderabad and Lahore - Multan section and over hauling of Hyderabad - Multan
section would have been completed; therefore,the assumption of a 3% increase in
passenger from 2017 to 2020 has been made. The number of passengers travelling on
ML -1 in 2021 would be 75.49 million.
Once the track from Karachi to Peshawar has been up graded 2020 to cater for
passenger trains speeds of 160 km/h, a 5% increase per annum in passenger traffic has
been assumed up to 2025. Thus in 2026,96.35 million passengers are expected to
travel on ML -1 and from 2025 to 2030 an annual increase of 3% has been assumed
and as such the total passengers travelling would increase to 111.70 million in 2031.
Although up gradation of Kiamari and Hyderabad section would have been completed
and the rest of the track up to Multan would have been overhauled by December 2017,
but the line capacity would remain the same beyond Kotri. This line capacity would
change after up gradation in 2020; as such, running of additional trains beyond the
existing line capacity of 32 between Rohri will not be possible. To facilitate the
demand for fast travel, intercity trains can be introduced on Lahore - Multan and
18
Kiamari - Hyderabad sections.
2.2.3 Freight Traffic Forecast
For the sake of traffic forecasting of freight traffic on PR in the future, 2010 has been
taken as the base year. It has also been presumed that 80% of the freight trains used
ML -1 for reaching up country destinations and that the pattern of freight traffic would
generally remain the same in the future, as today; i.e. loaded freight trains would
depart from the ports of Karachi to up country destinations and mostly empty rakes
will be hauled back in the down direction. For the sake of forecasting, 15% of the
freight trains would be loaded in the down direction in 2025 and 25% loaded freight
trains would be operated in down direction by 2030. The limiting factor for line
capacity up to 2020 would be the section beyond Rohri, having a line capacity limited
to 32 pairs of trains per day.
It should also be kept in mind that from 2015 to 2020, the trailing load (tractive
tonnage) of a freight train would remain 2400 tons. Once the entire ML -1 from
Karachi to Peshawar is up graded by 2020, it would be possible to operate freight
trains of 3400 tons trailing load or 2400 pay loads.
During the base year of 2010, PR had carried a total of 5.2 million tons of cargo on
ML -1. Assuming a 1% increase from 2010 to 2017, it is can be assumed that 5.5
million tons should have been transported in 2015; 9.6 million tons would be
transported by freight trains using ML -1 in 2018; including 4 million tons of
imported coal for Sahiwal Power plant. Although by 2018, the up gradation of
Kiamari - Hyderabad and Lahore - Multan sections and over hauling of Hyderabad -
Multan section would have been completed according to the short term plan; however
due to the restricted line capacity of 32 pairs of trains beyond Rohri, it would not be
possible to operate more freight trains on ML -1 till complete up gradation in 2020.
The Sahiwal power plant is expected to start functioning by the end of December,
2017 and as such imported coal from Port Qasim will start moving to Sahiwal by July,
2017. Therefore the assumption of a 3% increase in freight from 2017 to 2020 has
been made. As such, 22.4 million tons of cargo will move on ML -1 by 2021,
presuming that coal fired power plants would start operating at Muzaffargarh, Rahim
19
Yar Khan and Jamshoro, as per government plans.
Once the track from Karachi to Peshawar has been up graded by 2020 to cater for
freight trains with the speed of 120 km/h, a 5% increase per annum in freight traffic
has been assumed up to 2025. Thus in 2026,29 million tons are expected to move on
ML -1. From 2025 to 2030, an annual increase of 3% has been assumed and, as
such,atotal of 38.3million tons of cargo would move on ML -1 by 2031.
3. Transport Organization
The current traction mass (trailing load) on ML -1 is 2400 tons for freight train and
around 29bogie wagons are marshaled for one train whereas for the passenger trains
the traction mass is 800 tons and around 10 -18 coaches are marshaled for one train.
Based on the traffic volume forecast and rolling stock parameters provided by China,
the traction mass would be 3400 tons for freight train and about 41 high capacity
freight wagons would be marshaled for one freight train. The traction mass (trailing
load)would be 900 tons for passenger train and around 10 - 18 coaches would be
marshaled for one passenger train. The specific marshaling scheme will depend on the
type of coaches attached to each train.
3.1 Passenger Trains Pattern
Assuming that the pattern of passenger trains remains the same as today, the
passenger train pairs have been forecasted for the future. After completion of Phase I
in December, 2017, it has been calculated that there would be a demand for running
29 passenger trains as per passenger traffic forecast for 2018, as against 18 today.
However, this demand would be difficult to meet. Although up gradation of Kiamari
and Hyderabad section would have been completed and the rest of the track up to
Multan would have been over hauled by December 2017, but the line capacity would
remain the same beyond Kotri. This line capacity would change after up gradation in
2020; as such, running of additional trains beyond the existing line capacity of 32
between Rohri will not be possible. To facilitate the demand for fast travel, intercity
trains can be introduced on Lahore - Multan and Kiamari - Hyderabad sections.
20
In 2020 the demand would be for 35 trains; in 2025 the demand would increase to 47
trains and in 2030 there would be a demand for 56 trains ex Karachi. The demand for
running intercity trains on ML -1 between Karachi -Hyderabad, Lahore - Multan,
Lahore - Rawalpindi, Rawalpindi - Peshawar and Peshawar - Lahore would be
additional and has also been calculated separately.
The sketch below shows the forecasted passenger trains between different OD pairs
for 2017, 2020, 2025 and 2030.
21
22
23
24
25
26
Table showing pairs of passenger trains on different sections in different phases
S.N. Section
Origin - Destination
Pairs
Trains
2015
Pairs
Trains
2017
Pairs
Trains
2020
Pairs
Trains
2025
Pairs
Trains
2030
Remarks
1 Karachi - Peshawar 3 5 6 7 7 2 Karachi - Rawalpindi 5 7 8 12 15 3 Karachi - Lahore 7 12 14 18 22 4 Karachi - Multan 1 1 1 2 3 5 Karachi - Rohri 1 2 2 2 2 6 Karachi - Quetta 1 1 2 3 4 7 Karachi - MirpurKhas 1 2 3 3 Sub Total 18 29 35 47 56
8 Rawalpindi-Quetta 1 1 2 2 3
9 Lahore - Quetta 1 1 2 2 3
10 Lahore - Multan 1 3 3 4 4
11 Lahore - Rawalpindi 5 8 10 12 14
12 Rawalpindi - Peshawar 0 1 2 2 2
13 Lahore - Peshawar 0 1 2 2 3
14 Karachi - Hyderabad 0 3 3 3 4 Total 26 47 59 74 89
3.2 Freight Trains Pattern
The existing trailing load of freight trains on PR is 2400 tons, out of which 1656 tons
is the pay load whereas the rest is tare of the wagons and brake van. After up
gradation, the trailing load would increase to 3400 tons, with 2400 tons as payload
and the rest as tare. The existing maximum speed of a freight train with four wheeler
stock is 70 km/h, whereas after up gradation the speed would be 100 km/h for loaded
and 120 km/h for empty rake of freight trains.
Assuming that the pattern of freight trains remains the same as today, with loaded
trains moving out from the ports of Karachi and empty rakes being hauled back, the
number of freight train pairs has been forecasted for the future. After completion of
Phase I in December, 2017, it has been calculated that there would be a demand for
running 14 freight trains as per freight traffic forecast for 2018, as against 10 today.
27
However, this demand would be difficult to meet. Although up gradation of Kiamari
and Hyderabad section would have been completed and the rest of the track up to
Multan would have been over hauled by December 2017, but the line capacity would
remain the same beyond Kotri, thus, limiting the option of running more freight trains.
This line capacity would change after up gradation in 2020; as such, running of
additional trains beyond the existing line capacity of 32 between Rohri will not be
possible.
From 2021 up to 2025, the demand would be 33 freight trains of 3400 tractive tons
(trailing load) for each train: in 2026 to 2030 the demand would increase to44 trains
and in 2031 to 2040 there would be a demand for 45 freight trains ex Karachi. With a
line capacity of more than 171 pair on the entire ML -1, it would be possible to run
trains with about 8 minute head way.
Diagrammatically, the freight train operation on ML -1, after the up gradation and
enhancement of line capacity 2021, would be as under:
The pair number for each section of ML -1, 2017 and2020with 2400 tractive tonnage
and29marshalling, 2025,2030 and2040with 3400t tractive tonnage and 41
marshalling.
Section 2017
(2400t) 2020
(2400t) 2025
(3400t) 2030
(3400t) 2040
(3400t) Karachi-Hyderabad 15 37 34 45 46 Hyderabad-Rohri 15 30 28 40 41
Rohri-Lodhran 15 30 28 40 41 Lodhran-Khanewal 14 22 23 34 35 Khanewal-Lahore 12 12 9 20 21
Lahore-Rawalpindi 3 3 2 3 3 Rawalpindi-Peshawar 2 2 2 2 2
28
29
30
31
32
3.3 Design Transport Capacity
After up gradation of ML -1from Karachi to Peshawar in 2020, the line capacity of
the entire track from Kiamari to Peshawar would be 171 pairs of trains per
33
day.Autoblock train tracking interval of 8 minutes would be installed facilitating the
increase in line capacity. The tractive tonnage would be 3400 tons for freight trains
and900 tons for passenger trains. Passenger trains would travel at a maximum speed
of 160km/h whereas freight trains would run at 100 km/h when loaded and at 120
km/h when empty.
According to the ML -1 construction scheme, Karachi- Peshawar section shall be
upgraded by adopting Chinese four-color (green, green yellowish, yellow and red)
displays double line automatic blocking system. Block sections are as follows:
Green Green G+Y Yellow Red
The average running speed of freight train has been taken as 70km/h. The average
distance between two trains would be about 6 kilometers. The distance between two
signals is about 1.2 kilometers. Signal shall be set at the tracking interval of 8 minutes
including 3 minutes slack margin.
Automatic Block Methodology is adopted for train operation as under:
In the formula, t (time of maintenance) means the time spent on daily routine line
maintenance of infrastructure. The time of maintenance is 70 minutes for double line
in 24 hours.
I (interval time between 2 trains) is 8 minutes.So:
)/1718
706024 daypairstyLineCapaci （=−×
=
2)(lengthl
2)(lengthl
2l1l 3l
)( timetrackingl −4l
LU
34
4. Geology
The line is located in the middle and lower reaches of IndusRiver. Karachi - Kotri
section belongs to the Arabian Sea coastal plain and is of flat and open terrain; due to
drought, the surface is mainly the landscape of alluvial landform and semi - desert
with dotted grass as the vegetation, and is covered by light sand and silt which is more
than 20-30m thick and which witnesses no exposed bedrock. Kotri - Nawabshah
section traverses the downstream of Indus River where the stratum of the river delta is
featured by fine-grained silt, silt, fine sand, clay, etc. Then, the line meanders through
the flat and open alluvial plain via Sukkur, Multan, Sahiwal, Lahore, Rawalpindi
where the stratum is characterized by a surface layer of silt and clay. A subsequent
layer of fine sand with mainly fine-grained particles and round gravel soil as well, and
a following layer of partial gravel soil. It all takes on the features of river sediments.
Rawalpindi, Islamabad, Havelian and Peshawar are located on the plains with shallow
hilly regions. Hills are round-shaped and of gentle slopes, parts of which witness
sporadic clay.
5.Route (Alignment)
This discussion includes upgrading of existing ML -1 only and the construction of a
new line between Karachi- Kotri/Hyderabad has not been included.
5.1 Main Technical Parameters
The entire track on ML -1, from Kiamari to Peshawar, Lodhran to Khanewal via
chord and Taxila to Havelian is categorized as Primary A, and is broad gauge, namely
1676 mm or 5 feet 6 inches. Only the 55 km Taxila -Havelian section would be single
line whereas the rest, measuring 1817 kilometers will be double track.
)/（1718
)706024( daypairstyLineCapaci =−×
=
35
The double track between Kiamari and Lalamusa would have a design speed of 160
km/h for passenger trains whereas the double line section between Lalamusa to
Peshawar would be designed for speed of 120 km/h for passenger trains. The ruling
gradient for the entire line from Kiamari to Peshawar would be 10% or 1 in 100. The
ruling gradient for the Taxila - Havelian branch line section would be 20% or 1 in 50
and the single line track would facilitate trains operating at 120 km/h.
Main Technical Parameters
Item
Kiamari to Lalamusa Section
Lalamusa to
Peshawar Section
Taxila to Havelian Section
Track Double Line Double Line Single Line Designed speed for passenger
train
160km/h 120km/h 120km/h
Ruling grade 10‰ 10‰ 20‰
Minimum curve radius
2,000m (normal), 1,600m (difficult
sections)
1,200m (normal), 800m (difficult
sections)
1,200m (normal), 800m (difficult
sections) Clear
Straight Length (CSL)
700m for some stations with conditions allowed
Note: Initially diesel electric traction would be provided with the option of converting
to electric traction, after volumes of traffic justify the change. The locomotive would
be arranged as per operational requirements. Tractive tonnage or trailing load of a
freight train would be 3400 tons for all of ML -1, including the Taxila - Havelian
section.
On Kiamari - Peshawar section, the trains would be operated on Automatic Block
system whereas on Taxila -Havelian section they would operate on Semi - Automatic
Block system of signaling. The CSL would be 700 meters for some stations.
5.2 Engineering Sections of ML -1
36
In the feasibility study report, the upgrading project of existing ML -1has been
divided into the following 14 segments for the convenience of the construction plan.
Estimated costs have been prepared separately for each segment.
S.N. Segment/Section Length
kms
Designed
Speed -
km/h
Time of
Completion
Remarks
1 Kiamari - Hyderabad 182 120 2017 Over hauling of existing
double track
2 Hyderabad - Multan 748 120 2017 Over hauling of existing
double track and
passenger facilities at
Rohri (Sukkur) and
Hyderabad station
3 Multan - Lahore 334 160 2017 Up gradation of existing
double line and
passenger facilities at
Lahore and Multan
stations
4 Havelian Dry Port 2017 Establish a dry port to
cater for China -
Pakistan trade on KKH
5 RailwayTraining
Academy, Lahore
2017 Capacity building of
human resource
6 Hyderabad - Multan 748 160 2020 Up gradation of existing
double line
7 Lahore - Lalamusa 132 160 2020 Up gradation and
construction of
additional line
8 Lalamusa- Peshawar 330 120 2017/2020 Up gradation,
construction of
additional line and
passenger facilities at
Rawalpindi and
Peshawar stations and
completion of Pindora -
Kaluwal section by Dec.
37
2017.
9 Lodhran - Khanewal 91 160 2025 Up gradation and speed
acceleration to 160km/h
10 Taxila - Havelian 55 120 2020 Up gradation of existing
single line
11 Karachi -
Kotri/Hyderabad new
line
163 160 2025 Construction of a new
line
12 Electrification of ML -1 1872 2025 Based on traffic increase
13 Comprehensive
commercial
development of 8
stations
2025 Passenger facilitation
and commercial
exploitation of major
stations
14 Physical and academic
up gradation of Railway
Walton Academy,
Lahore
2025 Physical infrastructure of
the training academy
5.2Upgrading of Curves with Small Radius
The design principles of this feasibility study of ML -1 upgrading are: the minimum
radius of curves shall be 800m for sections to be upgraded to 120km/h running speed
of passenger trains; the minimum of radius of curves shall be 1600m for sections to be
upgraded to 160km running speed of passenger trains. Meanwhile, the demolition
quantity of upgrading, difficulty of works implementation, etc. should be
comprehensively considered. Under the condition of meeting requirements of speed
raising as possible, several sections with difficult upgrading will be provided with
speed restrictions. Recommendations for upgrading are finally proposed as follows.
The feasibility study considers to raise the running speed of passenger trains in
Kiamari-Lalamusa section of ML -1 to 160km/h, double the track of Lahore
-Lalamusa section, raise the running speed of passenger trains in Lalamusa-Peshawar
section to 120km/h and double the track of Lalamusa-Chaklala section and
Golra-Peshawar section.
38
According to statistics, there are 195 places of ML -1 which don’t meet the conditions
of upgrading. This study plans to upgrade 154 places so that they can meet
requirements of upgrading. It is considered to provide speed-restriction for passenger
trains on the rest of the 41 places for the time being as they are located in the entrance
and exit ends of stations and in areas with concentrated city buildings. On Taxila -
Havelian branch line, there are 11 places which donot meet the conditions of
upgrading. Five of these places will be changed so as to meet the requirements of
upgrading whereas speed-restriction for passenger trains will be proposed for the rest
of the 6 places for the moment as they are located in the entrance and exit ends of
stations and areas with concentrated city buildings.
5.3Level Crossing
There are 747 existing level crossings along ML -1, including 495 manned ones and
252 unmanned ones. In view of the proposed up gradation in which speed will be
raised to 160 km/h on the Kiamari–Lalamusa and on Lodhran - Khanewal(chord)
sections, it would be against the principles of safety of train operations to allow any
infringement of the track.
For the safety of the travelling public and to avoid some major catastrophe in the
future it is advised to eliminate all level grade crossing on the up graded lines. The
roads should cross only through overhead bridges or under passes. At such high
speeds chances cannot be taken. Based on the traffic surveys of road and rail, the over
or under cross can be designed.
5.4 Fencing
After the existing line is upgraded to operate trains at 160 km/h, the entire track needs
to be isolated and fenced off so as to eliminate trespassing and accidents. For
Lalamusa - Peshawar section, where the speed would be raised to 120 km/h, fencing
would be provided only in congested urban areas to avoid trespassing.
39
6.Track
Upgradation of the tracks of the existing ML -1and Havelian branch will be done,
which would involve replacement of rails, sleepers and fastenings that are beyond
repair. The ballast would be supplemented where ever found deficient. The total
quantities are stated as follows:
694 km of UIC60 rail is to be laid for the additional second line and upgraded
sections.2478km of UIC60 rail is to be replaced for the existing line.PSC sleepers are
to be laid for the additional second line and upgraded sections.The rail to sleeper
fastenings should be W14 type elastic fastening.
7.Sub-Grade
7.1 Sub-grade Defects
As shown in the investigation information, main defects of the sub-grade are
settlement, slope erosion and collapse and soaked sub-grade, and main defects of
sub-grade bed are ballast trough, frost boiling & mud emitting, settlement and
squeezing, shoulder deformation etc. Settlements are ubiquitous at the joints between
bridge and sub-grade.
During operation, drainage system will be treated for perfection; toe wall and side
slope protection measures will be prepared against defects to some extent. This line
has been built for a long time as well as the influence of climate, rising soil and
sub-grade settlement appeared along the line. All these factors will limit operation
speed, affect operational order and put the train at risk. Therefore, treatments on
sub-grade are required.
7.2Sub-grade Defects Treatment
Design principle of construction site renovation (or major defects) of existing
sub-grade is as follows:
40
When shoulder level is restricted by the flood stage, comprehensive factors including
bridge and station shall be considered. The gradient shall be elevated as possible so as
to make the shoulder elevation to meet the design requirement. When gradient
uplifting is restricted, the surface of sub-grade bed shall be strengthened, such as
replacement of graded broken stone or medium-coarse sand and earthwork standard
room on the top of sub-grade bed surface, in order to improve the bearing capacity of
foundation soil and mitigate fine particle loss and ballast pollution below the
sub-grade bed surface. During the raining season, daily and necessary maintenance
shall be enhanced; train operation shall be decelerated or suspended if necessary.
Renovation design of sub-grade bed defect: strengthen drainage, excavate and replace
qualified filler and consolidate foundation for treatment.
The low embankment treatment of embankment height ≤0.6m: when mechanics index
of sub-grade surface of the existing line cannot satisfy the speed upgrading
requirement or no sub-grade bed surface section adopts excavation and
replacementmedium-coarse sand plus composite geo-membrane, then the bottom shall
adopt compaction pile of cemented soil for treatment.
Road and bridge transition section adopts cemented soil compaction pile for
reinforcement.
8. Land Utilization
Land utilization will be detailed in the preliminary design stage. At present, the land
distribution is estimated as follows:
Statistics of Administrative-District-Based Land Use Area
Speed-upgrading and Reconstruction of ML -1
Havelian Branch
Item (SIND) (PUNJAB) (KPK) (PUNJAB) (KPK)Sub Total
41
Permanent land area for station & yard (hectare)
37.71 92.01 6.45 1.01 4.35 141.54
Temporary land area for station & yard (hectare)
19.00 53.23 3.75 1.19 4.55 81.73
Permanent land area for sections (hectare)
4.25 262.55 5.87 3.32 0.39 276.37
Temporary land area for sections (hectare)
5.93 387.19 2.86 0.98 1.26 398.22
9.Bridges& Culverts
Defects in bridge of existing ML -1 and Havelian branch line shall be treated. As for
the defected bridges unable to satisfy the speed upgrading requirement, temporary
reinforcement, demolition and reconstruction will be carried out so as to ensure
stability and safety of train operation. 727 sets of bridges (33,178 meters) are to be
built for the whole line; 196 sets of bridges, (4791 meters) are to be reinforced.
10. Tunnels
Lalamusa-Peshawar section of ML -1 line, which needs track doubling, speed
upgrading to 120km/h, and capacity expansion, is 330 km long.In the section, there
are 11 existing tunnels with a total length of 1340 meters, among which the longest
tunnel is 290meters long. The existing tunnels are located in Jhelum-Rawalpindi
section and Rawalpindi-Nowshera section. Six tunnels are located on curves, whose
radius are shorter than 500meters. The tunnels are structured in brickwork or
stonework, and are based on ballast track bed. The tunnels are over 100 years old and
none of the tunnels can meet the clearance requirement of electrification.
After comparison of different proposals on safety, economy and constructability,
double line is recommended. This proposal optimizes curve radius, adds two
double-track tunnels which meet the clearance requirement of electrified railway. The
total length of the two tunnels will be 2700m. The design speed of tunnel would be
120km/h with ballasted bed and CWR.
42
11.Stations and Yards
The station & freight yards will be reconstructed on the basis of transportation
demand and signaling system installed. Stations tracks will be modified and
lengthenedto the Clear Straight Length (CSL)of 700 meters.
(1) Kiamari - Hyderabad section will be overhauled to maintain the existing track
parameters.There are 23 stations in this section. 440 sets of new turnouts and
24.976km new steel rails will be laid and 10.704km existing rails will be maintained.
But this section shall remain as it is for the time being and shall not be implemented
in 2017.
(2) Hyderabad-Multan section will be over hauled. This section has 68 stations,
among which 21 are closed and 47 are open to traffic. 682 sets of turnouts will be
overhauled and 68km route will be repaired.
(3) Hyderabad-Multan section will be upgraded for speeds of 160km/h for capacity
expansion. This section has 68 stations in total, among which 21 are closed and 47 are
open to traffic. 682 sets of new turnouts and 51km new steel rails with will be laid
whereas 22km existing rails will be maintained.
(4) Multan-Lahore section will be upgraded to 160km/h for capacity expansion. This
section has 37 stations in total, among which 13 are closed and 24 are open to traffic.
310 sets of new turnouts and 27 km new steel rails will be laid. 12 km existing rails
will be maintained.
(5) Lahore - Lalamusa section will be doubled and an additional line will be added
and upgraded to 160km/h for capacity expansion. This section has 16 stations in total,
among which 6 are closed and 10 are open to traffic. 153 sets of new turnouts and
10km new steel rails will be laid. 4km existing rails will be maintained.
(6) Lalamusa- Peshawar section will be doubled and upgraded to 120km/h for
capacity expansion. This section has 51 stations in total, among which 21 are closed
43
and 30 are open to traffic. 431 sets of new turnouts and 33 km new steel rails will be
laid. 14 km existing rails will be maintained.Kaluwal - Pindora section of 52 km will
be constructed by December 2017.
(7) The existing single line of Lodhran- Khanewal section will be upgraded to
160km/h for capacity expansion. This section has 7 stations in total which are all open
to traffic. 75 sets of new turnouts and 11 km new steel rails will be laid.
(8) The existing single line of Havelian branch line will be upgraded to 120km/h. This
section has 7 stations in total, among which 2 stations are closed and 5 stations are
open to traffic. 30 sets of new turnouts and 7km new steel rails will be laid.
(9) New double line will be constructed from Karachi to Kotri. This section has 25
stations in total. 168 sets new turnouts and 69 km new steel rails will be laid.
(10) New Dry Port will be constructed at Havelian. One broad-gauge freight yard will
be built. One standard-gauge yard is proposed in the future. 44 sets of new turnouts
and 11km new steel rails will be laid.
12.Locomotive Maintenance Equipment
12.1Maintenance Facilities
The existing locomotive maintenance and over hauling facilities atKarachi, Lahore
and Rawalpindi will be up graded.
12.2 Proposed Locomotive Quantity
According to the traffic forecast and transportation plan,about 300 locomotiveswould
be required to operate trains on the up graded railway. PR already has a fleet of 452,
out of which more than 200 are in use on passenger and freight trains. Moreover, PR
has plans to procure new locomotives from other sources. As such, it would be
appropriate to allocate 50 locomotives,of a minimum of 4000 hp each,for the project.
Some of the locomotives would be required as early as 2017 to operate trains at speed
of 160 km/h on Lahore - Multan and Karachi - Hyderabad sections.
44
13.Carriage& Wagons (Car) Maintenance Equipment
13.1 Maintenance Facilities
Rolling stock equipment in six (6) passenger coaching sick lines and washing lines
and 8 freight wagon depot (point) will be made up and reinforced, such as, 24 tons
lifting jack, air compressor, electrical welding machine, crane, under-floor wheel lathe
etc.
13.2Proposed Coaches and Wagons Quantity
According to the transportation plan based on the traffic forecast for passenger and
freight, about 300 passenger coaches and 2000 freight wagons would be provided.
14.Water Supply and Drainage
There are 7 water supply stations for passenger trains and 151 existing water supply
stations within the scope of this study. During the reconstruction, the new water point
would be connected to the existing pipe line and the sewage would be discharged into
the existing sewage network. As for the water supply & drainage facilities, stations
which cannot satisfy the requirement, the system will be strengthened.
15.Telecommunication
The existing telecommunication system being used by PR is obsolete and would be
unable to facilitate the train operations on the up graded system. As such, latest
technology would be adopted for telecommunications and the transmission system
would have trunk layer using SDH STM-16 MSTP, the section layer using SDH
STM-4 transmission system. The telephone switching system would comprise VOIP
telephone system; dividing the whole line into 6 telephone sections and install one set
of three-layer switching system at each center node.According to operational and
functional requirements, the project will be provided with new GSM-R digital trunk
mobile communication system.
45
16.Signaling System
Reconstruction of communications and signaling systems at 31 stations between
Lodhran and Shahdara and 21 stations between Tando Adam and Mirpur Mathelo is
underway. For the purpose of the project, three-aspect automatic block between
Lodhran and Shahdara is considered, utilizing existing signaling equipment at the
above 52 stations. New CTCs at Lodhran-Shahdara section as well as the new CTCs
and automatic block equipment at Tando Adam - Mirpur Mathelo section require
interconnection with the interface of the existing signaling system.
Appropriate signaling system will be provided according to the required speed and the
signaling system would include Computer Based Interlocking (CBI) with Centralized
Traffic control (CTC), and Auto Train Protection (ATP). The Main Design Principle
and Technical Standards would be:
i. The signaling system and devices related to traffic safety shall conform to the
fail-safe principle.
ii. The main technical standards would be BS EN 50126: Railway Applications—The
specification and demonstration of reliability, availability, maintainability and safety
(RAMS);BS EN 50128: Railway Applications—Communications, signalingand
processing systems; BS EN 50129: Safety related electronic systems for signaling.
17.Power Supply
Each station will be provided with 11/0.4kv box-type substation(indoor substation is
set in heavy-load station) and diesel generators.Main source of first class load of
stations such as signal and communication are taken from local power supply, and
backup power comes from diesel generators. If there is no local power supply or local
power supply is far away, the power can be introduced from adjacent stations.
18.Comprehensive Inspection and Maintenance
To ensure proper maintenance and up keep of the equipment installed on ML -1, it is
46
proposed to have maintenance and inspections units along the line. The main purpose
of these units would be to regularly inspect and maintain relevant equipment
pertaining to track, communication, signal, electricity, water supply and drainage and
other disciplines.
For track maintenance, one major machinery maintenance unit each will be based in
Kotri, Lodhran and Lalamusa station comprising roadbed stability car, ballast
supplementing and shaping car, tamping car and other auxiliary cars. In maintenance
section, rail-guided vehicle, lorry-mounted crane and minor maintenance and testing
equipment will also be made available.
19. Buildings
The guiding principle of facilitating station buildings would be to make use of
existing station buildings and increase new necessary equipment rooms. For capacity
expansion reconstruction of Karachi-Peshawar section of ML -1 and Havelian branch
line buildings will be provided for 3 track maintenance divisions, 21 track workshops
and 94 track maintenance sections. The buildings would be approximately 147,145m2.
20.Environmental Protection
20.1 Environmental Baseline Profile
The affected environment was assessed based on physical, biological and
socio-economic attributes of three provinces, namely, Punjab, Sindh and KPK. The
ML -1 route runs through a variety of terrains including rugged mountainous
topography, gently sloping valley side slopes and nearly horizontal valley flats, and
vast plains. The physical attributes include geology & soil, topography, land-use,
climate, natural hazards, surface water resources, ground water resources, ambient air
and noise. The biological environment was studied under the heading of flora and
fauna. The socio-economic environment was assessed by the administrative setup,
social characteristics, demographic characteristics of the respondents, religious &
ethnic composition of the population, housing pattern & family structure and other
socio-economic features.
47
20.2 Public Consultation
The consultation process was carried out in accordance with the requirements of
Pakistan Environmental Procedures. The objectives of this process were to share
information with stakeholders on the construction of the proposed project, to
understand stakeholders’ concerns regarding various aspects of the project, to
understand the perceptions, assessment of social impacts and concerns of the affected
people/communities in the near vicinity of the proposed project; to provide an
opportunity to the public to provide valuable suggestions in the project design; and
reduce the chances of conflict through the early identification of controversial issues,
and consult them to find acceptable solutions.
20.3 Impacts and Mitigation Measures
The main impacts predicted in the construction phase were soil contamination,
construction camps/camp sites, social/cultural conflicts, health and safety issues, air
quality deterioration, noise and vibration, solid waste generation, surface and
groundwater contamination, effects on flora and fauna, disposal of mucking material,
disruption of existing public utilities, excavation and traffic management. Mitigation
measures/best management practices were proposed to avoid/reduce the potential
negative impacts during the construction phase.
20.4 Recommendations
The major impact of the project will be economic development in the region by
upgrading transport facility. Economic activity will be generated in the project area as
the laborers and semi-skilled staff will have an opportunity to work for the
construction of the proposed project. Most of the adverse impacts shall be short-term
and have local nature and are related to the construction process.
The recommendations for the ML -1 project were related to construction and
operation phases. These included strict implementation and follow-up of the
environmental management and monitoring plan, emergency preparedness and
48
security of the laborers and staff.
21. Construction Organization Plan
21.1 Construction Period
Upgrading of existing line: 2 years (24 months); the total construction period is
temporarily set as 5 years (60 months).
Establishment of Havelian Dry Port: 2 years (24 months); and construction of
additional line between Kiamari and Kotri: 4 years (48 months).
21.2Total Construction Period
The construction period shall follow the already agreed time line as given above.
22. Cost Estimation
Section wise cost estimates are given in the table below:
The planned investment in the short term construction plan and follow-up
construction plan in accordance with the confirmation in JCC conference is as
follows:
S.N. Segment/Section Lengthkms
Designed Speed - km/h
Time of Completion Total Cost (USD)
1
Kiamari - Hyderabad (Up gradation of existing double line and passenger facilities at Karachi and Hyderabad stations)
182 160 2017 852,625,283
2
Hyderabad - Multan (Over hauling of existing double track and passenger facilities at Rohri (Sukkur) station)
748 110 2017 187,928,099
3
Multan - Lahore (Up gradation of existing double line and passenger facilities at Lahore and Multan stations)
334 160 2017 869,787,005
49
S.N. Segment/Section Lengthkms
Designed Speed - km/h
Time of Completion Total Cost (USD)
4
Havelian Dry Port (Establish a dry port to cater for China - Pakistan trade on KKH)
2017 85,061,487
5
Railway Training Academy, Lahore (Capacity building of human resource)
2017 64,259,296
Locomotive & rolling stock procurement fee 2017 732,819,723
Phase I Total 2,792,480,893
6 Hyderabad - Multan (Up gradation of existing double line)
748 160 2020 2,328,524,333
7
Lahore - Lalamusa (Up gradation and construction of additional line)
132 160 2020 663,771,531
8
Lalamusa- Peshawar (Up gradation and construction of additional line and passenger facilities at Rawalpindi and Peshawar stations)
330 120 2020 1,461,080,749
9.
Lodhran - Khanewal (Up gradation and construction of additional line)
91 160 2025 166,917,602
10. Taxila - Havelian (Up gradation of existing single line)
55 120 2020 151,815,104
11. Karachi - Kotri/Hyderabad new line (Construction of a new line)
163 160 2025 522,379,225
12. Electrification of ML -1 (Based on traffic increase) 1872 2030 1,984,314,736
13
Comprehensive commercial development of 8 stations (Passenger facilitation and commercial exploitation of major stations)
2030 + 2,132,240,198
14 Physical infrastructure of the training academy 2025 71,316,564
The planned investment in the short term construction plan and follow-upconstruction
plan which the Pakistani side proposed is as follows:
S.N. Segment/Section Length kms
Designed speed - km/h
Time of Completion
Total cost ( USD)
50
1.
Multan - Lahore (Up gradation of existing double line and passenger facilities at Lahore and Multan stations)
334 160 2017 869,787,005
2.
Hyderabad - Multan (Over hauling of existing double track and passenger facilities at Rohri (Sukkur) and Hyderabad station)
748 110 2017 187,928,099
3
Kiamari - Hyderabad Section（Overhaul of track and civil works, including up gradation of passenger facilities at Karachi Cantt. station）
182 110 2017 93,167,000
4
Peshawar - Rawalpindi （Up gradation and construction of additional line and passenger facilities of Rawalpindi and Peshawar stations.）
159 120 2017 715,630,000
5
Kaluwal - Pindora (construction work of realignment and doubling of track)
52 120 2017 239,760,000
6
Havelian Dry Port (Establish a dry port to cater for China - Pakistan trade on KKH)
2017 85,061,487
7
Pakistan Railway Academy Walton, Lahore (Capacity building of human resource)
2017 64,259,296
8 Locomotive & rolling stock procurement fee 2017 732,819,723
Phase I Total 2,988,412,610
9 Hyderabad - Multan (Up gradation of existing double line)
748 160 2020 2,328,524,333
10
Lahore - Lalamusa (Up gradation and construction of additional line)
132 160 2020 663,771,531
11 Lodhran - Khanewal (Up gradation of existing single line)
91 160 2025 166,917,602
12 Taxila - Havelian (Up gradation of existing single line)
55 120 2020 151,815,104
13 Karachi - Kotri/Hyderabad new line (Construction of a new line)
163 160 2020 522,379,225
14
Lalamusa- Rawalpindi, except the completion of Kaluwal - Pindora line by December, 2017. (Up gradation and
119 120 2020 505,690,749
51
construction of additional line)
15 Electrification of ML -1 (Based on traffic increase) 1872 2025 1,984,314,736
16
Comprehensive commercial development of 8 stations (Passenger facilitation and commercial exploitation of major stations)
2025 2,132,240,198
17 Physical infrastructure of the training academy 2025 71,316,564
Note: PR suggests that the section from Karachi to Kotri should be overhauled.
23. Economic Assessment
Economical assessment on existing line rehabilitation of ML -1 and Havelian branch
line. The economical assessment of dry port and new freight line has been stated in
other documents.
23.1Economical Assessment on Existing Line Rehabilitation
As for fund raising, capital is set as 15% temporarily, and the rest 85% is tentatively
considered to be borrowed from Policy-related bank, and the loan interest rate is
considered as 3% temporarily. For revenue generation of the project it has been
assumed that the rate would be 0.04 USD /ton-km for freight transportation and
0.0185 USD /person-km for passenger. This is based on PR's current fare and freight
structure.
Index of Financial Assessment
S.N. Name of indicator Result Remarks
1 Pre-tax FIRR for total investment 9.22%
2 After-tax FIRR for total investment 7.69%
3 Pre-tax FNPV for total investment （million USD） 1,946
4 After-tax FNPV for total investment （million USD） 888
5 Pre-tax payback period of total investment （year） 14.11 Including construction
period
6 After-tax payback period of total investment （year） 14.09 Including construction
period 7 Average return on investment 6.30%
52
Note:
As shown by the financial evaluation index, FIRR of all investment is 9.22% (pre-tax)
and7.69% (after tax), NPV of the Project is 1,946 million USD (pre-tax) and 888
million USD (aftertax), and the financial benefit is good.
24.Study for Establishment of New Dry Port
In accordance with Pakistan Railways’ program, it plans to establish a dry port near
Havelian station. The key commodities to be handled by the dry port would be
machinery and equipment, minerals, electronic products, building materials, cotton
textile, agricultural and sideline products, all kinds of industrial products (chemical)
and petrochemical energy in the long term. Dry port is connected with existing
railway network of Pakistan and the Karakoram Highway connecting China and
Pakistan. Freight volume of the dry port would be generated by road as well as
railways.
The dry port would be handling goods brought in by road from China and also
material meant for transportation to China. The rail connectivity would provide an
opportunity to the Chinese business to make use of PR network for import and export
through the ports at Karachi and Gwadar in the future. The dry port facility would be
customs bonded area and would have a broad-gauge yard and goods yard of
663,150m2 and reserved standard-gauge yard for long term of 425,110m2, totaling
1,088,260m2.
25. New Line between Karachi and Kotri/Hyderabad
Kiamari - Hyderabad section is a critical link of the PR network where no alternate
routes are available for diversion of the existing train operations. From traffic point of
view, both freight and passenger, this section is frequently utilized. Presently, nineteen
(19) pairs of mail/express trains and about ten (10) pairs of freight trains, run on the
section every day. In view of the topography of the terrain, complicated track
geometry and ground realities, it is a difficult section to be upgraded to higher speeds
of 160 km/h. Moreover, major realignment works would also be required during up
53
gradation resulting in serious disruption of train operations.
In view of the position explained above and to avoid major setback to train operations
and inconvenience to the travelling public, it is proposed that the work on Kiamari -
Hyderabad Section (182 km) for up gradation and speeding up to 160 km/h should be
deferred for the time being. It is further proposed that construction of the new Karachi
- Hyderabad track may be initiated in Short Term, Phase II rather than Medium Term.
Once this line is completed, the passenger trains will be shifted to the new line
whereas the existing line will be dedicated for freight traffic, due to its connectivity to
KPT and Port Qasim and marshalling yards at Pipri, Kiamari and oil terminals.
Instead of up gradation of existing Kiamari- Hyderabad section in Phase I, it would be
appropriate to initiate work on the doubling of Peshawar - Lalamusa segment, starting
work from Peshawar end. To facilitate reduction in transit time of trains between
Lahore - Rawalpindi - Peshawar, priority should be given to realignment of 52 -
kilometer long, Pindora - Kaluwal section, located on Peshawar - Lalamusa segment.
26. Railway Walton Academy Upgrading Project
Training and capacity building is considered as important as up gradation of the
railway infrastructure and no development can be sustainable if the human resource is
not trained to handle the changes. The Pakistan Railways Walton Academy at Lahore
shall be up graded and additional facilities and buildings will be added so as to
facilitate capacity building of the staff. The railway academy already has many
professional courses on railway operation management and maintenance. However,
modules of different disciplines will be added in view of the new technological
advancement in railways and international best practices now in vogue.
A new building complex comprising classrooms, administrative office, library and
technology research and development center and anew practical training building,
including professional classroom, comprehensive classroom and equipment room,
would be constructed. The up gradation would include an activity center, including
gym, small indoor activity room and canteen; a students' dormitory, stadium, with a
football field and two basketball courts. The existing hospital and electric power
54
station would be upgraded.
27. Integrated Development of 8 Stations
Under take comprehensive development of seven railway stations on ML -1,
including Karachi, Hyderabad, Rohri (Sukkur), Multan, Lahore, Rawalpindi and
Peshawar. Quetta station which is not on ML -1 but is a provincial head quarter
station in Baluchistan and also a divisional headquarter of Pakistan Railway will also
be developed. Construct urban landmark buildings, and complete urban 24-hour
commercial complex with office, accommodation and commerce together.
Center on the railway stations, conduct a comprehensive and dense development of
commerce, office building and apartment, narrow the accommodation and
employment within the range of stations, maximize the land value, strive to improve
the value of surrounding land, attract other transportation modes and finally form the
transportation, financial, office and commercial core economic area centered on the
railway station.
28.Electrification/ Electric Traction
Electrification will be achieved in long term, based on the forecasted demand of
traffic volume.The whole line adopts direct feeding system with single-phase
industrial frequency 25kV AC and return wire. For newly-built traction substation,
three-phase Vv traction transformer with fixed reservation system is preferred.
OCS power supply and operating mode adopt in-phase one-way power supply.
Parallel-connection capacitance compensation device will be set for the phase
splitting of newly-built traction substation. Full-compensation simple-chain catenary
is adopted for OCS. Substation will be made use of the exiting and 57 numbers 132kV
traction substation will be newly built.
29. Conclusion
ML -1 is the life line of Pakistan Railways and is a vital aspect of the National Trade
Corridor of Pakistan. With the recent introduction of the CPEC concept, its
55
importance has increased. It is expected that it would facilitate the growth of the
economy and boost trade and commerce between Pakistan and China in the future and
also facilitate regional connectivity to the neighboring countries and Central Asian
states.
Unfortunately the railway network had been neglected in the past and PR could not
play its due role in ensuring the safe, efficient and speedy movement of people and
goods in Pakistan. It was therefore, necessary to upgrade the entire railway network of
Pakistan, starting with ML -1. The detailed feasibility study of ML -1 reflects that the
project is not only necessary for the smooth and efficient movement of people and
goods in the National Corridor, a robust railway network is also essentially required
for regional connectivity. The project, if implemented in totality, would be financially
and economically viable and would definitely affect the cost of doing business in a
positive manner.
56
Appendix:
Suggested Next Steps:
1. Submission of PC1 by Consultant to GOP - 5th, February, 2016
2.Submission of feasibility reports to National Development and Reform Commission
(NDRC) and National Railway Administration (NRA) of China by Ms CREEC - 5th,
February, 2016
3.Preparation and signing of Framework Agreement between the People’s Republic of
China and Islamic Republic of Pakistan - End of February, 2016
4.CRECC to assist in obtaining financing from relevant Chinese financial institutions
- End of August, 2016
5.Process for appointment of Consultant for preliminary design - Mid March, 2016
6.Appointment of Consultant for preliminary design and starting work - End March,
2016.CREEC expresses its willingness to do the preliminary design.
7.Complete preliminary design of ShortTerm Phase I Projects - August 2016
8.Process for appointment of EPC contractor - End August 2016
9.Start of construction work - End September, 2016
