PREQUALIFICATION OF PROJECT MANAGEMENT ...and overhauling facilities, establishment of Dry Port near Havelian, etc. besides dualization of track between Peshawar and Shahdara. (A brief

(PIU) - EOI/PMC -ML-1

PREQUALIFICATION OF

PROJECT MANAGEMENT CONSULTANTS (PMC)

FOR

Pakistan Railways intends to implement the project of “Up gradation of existing ML-1 and establishment of a

dry port near Havelian” under the CPEC framework. Project Implementation Unit (PIU)/CPEC of Pakistan

Railways has initiated the process for designing and implementation of the “Early Harvest Project”.

To facilitate timely implementation, PIU/CPEC intends to hire the services of national /international

consultants, consortium of consultants, for providing Project Management Consultancy, Design Review and

Construction Supervision Services of the EPC contract for the works of overhauling, up-gradation &

construction of railway track and other allied structures on different sections of ML-1 extending from Karachi

to Peshawar (including Taxila- Havelian section). The project will be undertaken in a Phased manner. Leading

consulting firms, national and international, consortium/joint ventures, having relevant experience in the

field of project management & construction supervision in the railways & related sector are invited to

participate.

Prequalification documents should be submitted on/or before 10:00 hours on Tuesday, 04th July, 2017 in the

office of PIU/CPEC, located at 3, Mayo Gardens, Sunderdas Road, Lahore. Prequalification documents will be

opened at 10:30 hours on same date and venue, in presence of representatives of firms who choose to bear

witness. Prequalification documents can be downloaded from Pakistan Railways website (www.pakrail.com)

or PPRA website (www.ppra.org.pk). Further, clarifications, if any, can be obtained from PIU/CPEC office. RFP

will be issued to shortlisted consultants only.

A pre bid conference will be held at 10:00 hours on Friday, 9th June, 2017 at PIU/CPEC office at 3, Mayo

Gardens, Sunderdas Road, Lahore. Interested firms are welcome to attend.

Abdul Samad For Team Leader/PIU/CPEC

3, Mayo Gardens, Sunderdas Road, Lahore

Ph. +92(42) 36286406 Fax. +92(42) 36286303

Email: [email protected]

PROJECT IMPLEMENTATION UNIT/CPEC PAKISTAN RAILWAYS

UP GRADATION OF EXISTING MAIN LINE-1 AND ESTABLISHMENT OF A DRY

PORT NEAR HAVELIAN

http://www.pakrail.com/

Pakistan Railways - EOI for Pre-Qualification of PMC for ML-1

(ii)

PROJECT IMPLEMENTATION UNIT/CPEC

PAKISTAN RAILWAYS

Expression of Interest (EOI)

FOR PREQUALIFICATION OF FIRMS/CONSORTIA

FOR

Project Management Consultancy Services

For

Up-Gradation of Main Line-1 (ML-1) of Pakistan Railways

May, 2017

Team Leader/Project Director Project Implementation Unit (CPEC)

3-Mayo Gardens, Sunderdas Road Lahore

PH: (0092) 42 36286405 to 07

email: [email protected]

mailto:[email protected]


(iii)

TABLE OF CONTENTS

DESCRIPTION PAGE NO.

1.0 INTRODUCTION ............................................................................................... 1

1.1 Project Information ................................................................................ 1

1.2 Objectives of the Expression of Interest (EOI)………………………..1

1.3 Scope of Consultancy Services .............................................................. 1

2.0 DEFINITIONS .................................................................................................... 2

3.0 INVITATION FOR PREQUALIFICATION .................................................. 3

4.0 INSTRUCTIONS TO APPLICANTS ............................................................... 4

4.1 Submission of Applications ................................................................... 4

4.2 Qualification Criteria ............................................................................. 5

4.2.1 General ....................................................................................... 5

4.2.1.1 Minimum score required for pre-qualification ........................... 5

4.2.2 Experience of Firm .................................................................... 5

4.2.3 Personnel Capabilities ............................................................... 6

Table-1 ...................................................................................... 7

Table-2 ...................................................................................... 8

4.3 Joint Venture (JV) ................................................................................ 10

4.4 Conflict of Interest ............................................................................... 11

4.5 Updating Prequalification Information ................................................ 12

4.6 Participation in the RFP ...................................................................... 12

4.7 Ownership of Pre-qualification document .......................................... 12

4.8 Misconduct ......................................................................................... 12

4.9 Debarment Status ............................................................................... 12

4.10 Full Compliance ................................................................................. 12

4.11 Amendment in Prequalification Documents ...................................... 13

4.12 Annulment of Pre-qualification and Recalling of Bids ...................... 13


(iv)

DESCRIPTION PAGE NO.

Letter of Application (Annexure-A)…………………………….…………………...14

Application Form A-1. General Information…………………………..………..17

Application Form A-2. Joint Venture Summary…………………………………18

Application Form A-3. Consultants Organization………………………………..19

Application Form A-4. Consultant‘s Specific Experience (completed)………….20

Application Form A-5. Consultant‘s Specific Experience (in hand)……….….….21

Application Form A-6. CV / Bio Data and Experience of professionals………….22

Application Form A-7 Company Financial Information……..……….………….25

Appendix-A Brief of the project and current status……………………26

Pakistan Railways - EOI for Pre-Qualification of PMC for ML-1 (1)

1.0 INTRODUCTION

1.1 Project Information

The Main Line-1 (ML-1) of Pakistan Railways is passenger-freight shared railway line. It is

also a main corridor for North-South transportation. The infrastructure of ML-1 has become

aged and obsolete after being in operation for a long time. The tracks at most of locations are in

dilapidated condition and the track geometry has deformed in several areas.

ML -1 extends from Kiamari (Karachi) in the south of Pakistan, to Peshawar/Torkham in the

northwest, covering about 1,750 kilometres and passing through Hyderabad, Rohri (Sukkur),

Multan, Lahore and Rawalpindi stations. ML-1 also 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 route length of 1,872 kilometres. 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.

Pakistan Railway has planned to upgrade / overhaul infrastructure of ML-1 under China

Pakistan Economic Corridor (CPEC) framework including track, bridges, tunnels, buildings,

signalling, telecommunication systems, track maintenance system, rolling stock maintenance

and overhauling facilities, establishment of Dry Port near Havelian, etc. besides dualization of

track between Peshawar and Shahdara. (A brief on the project and current status is enclosed

as Appendix-A)

1.2 Objectives of the Expression of Interest (EOI)

The objective of EOI is to pre-qualify professional consulting firms / consortium of firms for

construction supervision of the complex and integrated project. The selected firms will be

eligible for issuance of Request for Proposal (RFP) for final selection. Selected firm/

consortium shall provide services of Resident Construction Supervision and review/ approval

of design submitted by EPC contractor.

1.3 Scope of Consultancy Services

The broad scope of consultancy services would be Project Management Consultancy services

including resident construction supervision and review / approval of design submitted by the

EPC contractor. Detailed scope of services and Term of Reference (TOR) shall be provided

along with the RFP. Final selection shall be made on the basis of quality and cost, through

submission of Technical and Financial Proposals by the firms to whom RFP has been issued.


2.0 DEFINITIONS

2.1 Applicant

The firm applying for the Expression of Interest (EOI) for Project Management Consultancy

Services for Up-gradation / overhauling of ML-1 of Pakistan Railways.

2.2 Employer

Project Implementation Unit/CPEC, Pakistan Railways.

2.3 Project

Up-gradation/Overhauling of ML-1 of Pakistan Railways.

2.4 Application

The Expression of Interest (EOI) documents as submitted by the applicant

2.5 Request for Proposal (RFP)

RFP refers to the Technical and Financial Proposals that shall be submitted only by the

firms who shall be declared prequalified through this EOI to participate in the selection

process.

2.6 Contract Agreement

Contract Agreement refers to the agreement, which will sign with successful firm(s), based

on the RFP.

2.7 Similar Project

Similar Project means consultancy services for review of design and construction

supervision of minimum track length of 300 Kms (150 Kms of route length of double line

will be considered equivalent to 300 Kms of track length) involving up-gradation /

overhauling of existing railway track or of laying new track. . This condition is applicable to

two mandatory projects required for pre-qualification. In case of additional projects (more

than two), track length equal to or more than 100 Km will be accepted as similar project.

One project of 600 Kms (or more) can be considered equivalent to two 300 Kms projects.


3.0 INVITATION FOR PRE-QUALIFICATION

3.1 The Team Leader/Project Director, Project Implementation Unit, (CPEC) Pakistan Railways,

3-Mayo Gardens Sunderdas Road, Lahore invites Expression of Interest (EOI) for

prequalification of Consultancy Firms/ consortium of firms to appoint as Project

Management Consultant during execution of the project of ‗Up-gradation/ Overhauling of

ML-1 of Pakistan Railways under the CPEC framework.

3.2 Prequalification is open to local and foreign consulting firms / Joint Venture of firms who

(for local firms only) are registered with Pakistan Engineering Council (PEC) having

requisite technical and managerial experience of providing consultancy services for up-

gradation of existing railway track or construction of new lines. Firms based outside Pakistan,

should be registered with respective regulatory body of that country in the relevant category.

Such a foreign company, in case it wins the contract solely or as a JV, shall have to get itself

registered with PEC, as per bye-laws in vogue.

3.3 A complete set of Expression of Interest (EOI) documents for prequalification can be

obtained during office hours on submission of written application to the office of Team

Leader/Project Director, Project Implementation Unit (CPEC), 3-Mayo Gardens, Sunderdas

Road Lahore, Pakistan or can be downloaded from website www.pakrail.com .

3.4 Expression of Interest (EOI) for prequalification duly filled and attached with required

documents must be submitted in sealed envelope by hand or through courier at under

mentioned address not later than 04th. July 2017 till 10:00 am and be clearly marked

‗Expression of Interest (EOI)‘ for prequalification for Project Management Consultancy

services for Up-gradation / Overhauling of ML-1 of Pakistan Railways.

3.5 Applications received late shall not be entertained.

http://www.pakrail.com/


4.0 INSTRUCTIONS TO APPLICANTS

4.1 Submission of Applications

4.1.1 Applications for pre-qualification (one original and 2 copies) must be received in

sealed envelope to be delivered either by hand or through courier service to:-

Team Leader/Project Director, Project Implementation Unit (CPEC),

3-Mayo Gardens, Sunderdas Road Lahore, Pakistan

Ph. :( +92) 42 36286405 to 07, Fax: (+92) 42 36286303

Not later than 04th

July, 2017 till 10:00 AM

And be clearly marked ―Application for Expression of Interest for prequalification

for ―Project Management Consultancy services for Up-gradation / Overhauling of

ML-1 of Pakistan Railways‖.

4.1.2 The name and mailing address of the applicant should be clearly marked on left

hand of the envelope.

4.1.3 The applications should be in the English language. Information in any other

language shall be accompanied by its translation in English. Employer/Client

reserves the right for not qualifying any firm in case of non-compliance of this

requirement.

4.1.4 Applicants must respond to all questions and provide complete information as

advised in this document. Lack of essential information may result in dis-

qualification. However, the Client/Employer may, at its discretion, request

submission of any missing documents or additional documents.

4.1.5 A pre-bid meeting shall be held to sort out teething issues with the interested

parties. All the prospective applicants are requested to attend. However, attending

pre-bid is not a mandatory requirement. The venue and time for the pre –bid

meeting is as under:

Team Leader/Project Director, Project Implementation Unit (CPEC),


Ph. :( +92) 42 36286405 to 07

Fax: (+92) 42 36286303

Date: 09th

June 2017

Time: 10:00 AM


4.1.6 The application should fully comply with the Instructions to Applicants, Forms,

and Appendices etc. Noncompliance may lead to the rejection of applicant‘s EOI

for pre-qualification.

4.1.7 The Employer, if desired may call specific prequalification of applicants for any

peculiar nature of work. In this case already prequalified firms shall be required to

apply for prequalification again.

4.2 Pre-Qualification Criteria

4.2.1 General

Pre-qualification will be based on the criterion given in succeeding paras

regarding applicants financial soundness, experience profile and personnel

capabilities as demonstrated by the applicant‘s response in the forms attached to

this document. The Employer reserves the right to waive minor deviations, if

these do not materially affect the capability of an applicant to provide consultancy

services. The experience and resources of any firm as sub-consultant shall not be

taken into account in determining the applicant‘s score as per qualifying criteria.

However, Joint Venture partner's experience & resources shall be considered.

Consortium or Association of firms will be considered for similar treatment as in

case of Joint Venture. The broad criteria for pre-qualification shall be as under: -

Sr. No. Category Weightage/Marks

1. Experience of Firm i. Specific Railway Projects

ii. General consultancy

40

20

2. Personnel Capabilities i. Railway Specific

ii. General consultancy

25

15

Total: 100

4.2.1.1 Minimum Score required for pre-qualification

Prequalification status shall be decided on the basis of Pass/Fail basis. The

applicant must secure at least 50% score in each category to prequalify. The

minimum overall score needed by an applicant for prequalification is 70 %.

4.2.2 Experience of Firm

4.2.2.1 Mandatory Requirement for Experience of Firm

As a mandatory requirement, the firm or any of the firm in case of JV must have

completed minimum two similar assignments / project as defined in definitions.


One of the mandatory project has to be a ‗Signaling Project‘ or a track project

having substantial signaling portion

4.2.2.2 Average Annual Turnover of a firm/JV of last three years must be minimum

5.00 million US $ (Form 7, Company Financial Information)

4.2.2.3 Scoring Procedure

Maximum score = 60

For completed projects = 50

For projects in hand = 10

For both completed and in hand maximum five (05) similar assignments / projects

shall be awarded scores in accordance with following criteria:

Two Projects - 50 %

Three Projects - 70 %

Four Projects - 80 %

Five Projects - 95 %

More than Five Projects - 100 %

4.2.2.4 Completion Certificate of Projects

The applicant must provide completion certificate, duly issued by the client, as

a proof of completion of similar assignments / projects. In the absence of such

certificate, these projects shall not be considered for evaluation.

4.2.2.5 Award Letter for in hand projects

The applicant must provide Award Letter or Contract Agreement for in hand

similar assignments / projects. In the absence of Award Letter or Contract

Agreement, score shall not be awarded.

4.2.3 Personnel Capabilities

4.2.3.3 The applicant must have in his employment, suitably qualified personnel to fill

the key management and specialist positions which shall meet the specified

criteria of experience provided in the relevant tables given below.

4.2.3.4 The information provided in relevant forms to this document shall be used for

evaluation.

4.2.3.5 List of professionals to be considered for evaluation, along with maximum

score assigned to each professional, shall be in accordance with Table-1 given

below.


4.2.3.6 Minimum qualification, overall experience and relevant experience shall be in

accordance with Table-2 given below. Any professional not fulfilling the

minimum requirement as stated in Table-2, shall not be considered for

evaluation.

4.2.3.7 Similar project has been defined under definitions for the purpose of

comparison of the projects completed by the Consulting firm and assignment

under consideration. For various professional, similar assignment or relevant

experience shall be as per their respective field of specialization

Table-1

S. No Description Max Score

1 Project Manager 5

2 Deputy Project Manager 4

3 Project Planning, Scheduling Professional/

Expert 3

4 Track / Permanent Way Expert 3

5 Railway Bridge Expert 3

6 Structure Engineer 3

7 Railway Signaling & Telecom Expert 3

8 Train Operation Expert 3

9 Electrical Engineer 2

10 Mechanical Engineer (Locomotive /

Carriage & Wagon Expert) 3

11 Geotechnical Engineer 2

12 Hydrology / Hydraulic Design Expert 2

13 Survey Expert 2

14 Contract Expert 2

Total 40


Table-2

S.

No Position

Min

Qualification

Relevant

Higher

Qualification

Overall

Experience

(Years)

Min

Relevant

Experience

(Years)

1 Project Manager B.Sc.

Engineering

M.Sc. Railway

or

Transportation

Engineering or

Master in

Business

Administration

(MBA) or

equivalent

20 10

2 Deputy Project

Manager

B.Sc.

Engineering

M.Sc. Railway

or

Transportation

Engineering

15 7

3

Project Planning,

Scheduling

Professional/ Expert

B.Sc. Civil

Engineering

with Diploma/

Certification in

Project

Planning

Masters in

Project

Management

or MBA

10 5

4 Track / Permanent

Way Expert

B.Sc. Civil

Engineering

M.Sc. in

Railway or

Transportation

Engineering

15 10

5 Railway Bridge

Expert

M.Sc.

Structural

Engineering

M.Sc. in

Bridge

Engineering

15 10

6 Structure Engineer

M.Sc.

Structural

Engineering

-- 10 5

7 Railway Signaling &

Telecom Expert

B.Sc.

Electrical /

Electronics,

Signaling

/Telecommuni

cation

Engineering

Masters in

Electrical,

Telecommunic

ation or

Railway

Signaling

Systems

10 5

8 Train Operation

Expert

Any

graduation

with min 10

years

experience in

Railway train

operation

Masters in

Transportation

Engineering

15 10

9 Electrical Engineer

B.Sc.

Electrical

Engineering

Masters in

Electrical

Engineering

15 10


10

Mechanical

Engineer

(Locomotive /

Carriage & Wagon

Expert)

B.Sc.

Mechanical

Engineering

Masters in

Mechanical

Engineering

15 10

11 Geotechnical

Engineer

M.Sc.

Geotechnical /

Geological

Engineering

-- 15 10

12

Hydrology /

Hydraulic Design

Expert

M.Sc.

Hydrology/W

ater

Resources

Engineering./

Hydraulics

Engineering

-- 15 10

13 Survey Expert B.Sc. Civil

Engineering

Masters in

Engineering

Surveying

15 10

14 Contract Expert B. Sc.

Engineering

Masters in

Contract

Management

20 10

Note: Relevant Master’s Degree has to be quoted for the guidance of the bidders.

However, bidders can quote any other relevant degree as per norms of their

country that would be considered for acceptance.

4.2.3.8 Mandatory Requirement for key professionals

i. Minimum Qualification, overall experience and relevant experience are

mandatory.

ii. The firm must have preferably on its payroll or in any firm in JV or

association with leading firm the following professionals, fluent in both

English & Chinese language (Reading, Writing & Speaking). The firm not

fulfilling said requirement shall not be considered for pre-qualification.

a. Deputy Project Manager

b. Contract Manager

c. Any two professionals, other than Deputy Project Manager and Contract

Manager.

Alternatively,

The firm/consortium must have well experienced (minimum 5 years‘

experience) at least four Chinese-English translators having Bachelor degree

in Civil Engineering

iii. In addition to providing detailed CV / Bio Data of each professional, in

accordance with the format provided in this document, the applicant must


provide following for each professional. In case these documents are missing

for any professional, such professional shall not be considered for evaluation.

a. Appointment Letter issued to the professional by the firm or contract

agreement between the professional and the firm. (Any professional

whose association with the firm will be less than 3 months, calculated on

the last date of submission of application, shall not be considered for

evaluation)

b. Proof of salary paid to the professional (salary slip or bank receipt /

transaction or any other document)

4.2.3.7 This Project of Up Gradation of ML-1 is being implemented in a phased manner,

namely, Phase I &II. Each phase has further been divided in to different

components depending upon geographical location, nature of work and

governmental priorities. The Client shall be at liberty to issue RFP for each of the

component separately or jointly (by grouping some components) and award the

contracts accordingly

4.3 Joint Venture (JV)

4.3.2 Joint Venture must comply with the following requirements:-

a) Following are minimum qualification requirements:-

i) The joint venture must collectively satisfy the overall qualification criteria

/ score and mandatory requirements.

ii) The lead partner shall meet not less than 50 percent of the overall

qualifying criteria / score.

iii) Each of the partners shall meet not less than 20 percent of all the overall

qualifying criteria / score.

iv) Lead partner or any of JV partner should collectively or individually fulfil

the mandatory requirements.

v) All the JV partners must have valid licence in relevant category from

Pakistan Engineering Council. Minimum requirement is in categories

1201 (Buildings), 1214 (Railway and Railway Bridges), 1215 (Tunnels,

Transportation Systems Services) and 1235 (Surveying). Other than Lead

Firm, if a partner has applied for registration/renewal with PEC, JV will

be considered for pre-qualification on production of valid proof of having


submitted such application to PEC. However, such firm will have to

provide valid PEC Registration before signing of contract. It is mandatory

for the Lead Firm to have valid PEC Registration, at the time of

submitting RFP.

vi) One firm can participate only in one JV. Participation of any firm in more

than one JV shall render both firms / JVs disqualified.

b) Contract shall be signed by all members in the JV so as to legally bind all

partners, jointly and severally, and the bid shall be submitted with a copy of the

JV agreement providing the joint and several liabilities with respect to the

contract.

4.3.3 The prequalification of a JV does not necessarily prequalify any of its partners

individually or as a partner in any other JV. In case of dissolution of a JV, only

lead partner shall be considered for prequalification subject to fulfilment of

criteria stated above. Request of any JV partner (other than lead partner) to be

considered for prequalification individually (or by making JV with other firms)

shall not be entertained.

4.3.4 Maximum top seven (7) firms/JV will be pre-qualified having scored more than

70% points. Once the pre-qualification is completed and notified, no further

prequalification will be done for minimum three years nor any additional firm will

be prequalified during this period

4.4 Conflict of Interest

Lead Partner, and any of their JV partners / affiliates, must provide detailed

information about the status of their firms, particularly the ownership status and

detail of any work awarded or being executed under CPEC umbrella for the

purpose of establishing Conflict of Interest':

Any lack of information or misrepresentation shall make the firm/ consortium

liable for rejection of EOI for Pre-qualification.

Firms/JVs are hereby warned that in case of their selection, any such links, if

detected during the currency of their contract, Such firms will be immediately dis-

qualified and matter would be reported to PEC for cancellation of their

registration/license leading to their blacklisting.


4.5 Updating Prequalification Information

Applicant may be required to update the information of experience, personnel and

other used for prequalification at the time of submitting their RFP, to confirm their

continued compliance with the qualification criteria and verification of the

information provided at the time of prequalification. A RFP submitted by the

applicant shall be rejected if the applicant‘s qualification thresholds are no longer

met at the time of bidding.

4.6 Participation in the Request for Proposal (RFP)

Only Firms / Consortiums that have been prequalified under this procedure shall

be issued RFP to participate in the selection process. One qualified applicant shall

be allowed to submit only one RFP.

4.7 Ownership of Prequalification Document

All documents submitted by the applicant in response of this invitation to

prequalification shall become the property of the Employer. However,

intellectual proprietary rights of the information contained in the application shall

remain vested to the applicant.

4.8 Misconduct

If an applicant or any person on his behalf makes any attempt to canvass, solicit or

approach any officials of the Employer in any matter relating to or arising out of

this application, their application shall be liable for rejection besides taking other

action(s) including debarring the applicant in accordance with prevailing polices

of Government of Pakistan and Pakistan Railways.

4.9 Debarment Status

As a prerequisite to participate in the prequalification process, the applicant

should not have been suspended or debarred by Government of Pakistan, Pakistan

Engineering Council, Pakistan Procurement Regulatory Authority (PPRA),

Pakistan Railways, or any Government Organization or agency in Pakistan or the

country in which the company is incorporated from participating in such public

sector projects. A certificate to this effect shall be provided by all JV Partners

along with the pre-qualification application.

4.10 Full Compliance

The application shall comply fully in accordance with the ‗Instructions to

Applicants‘, Forms, Appendices etc. Noncompliance to provision any may render

the applicant disqualified.


4.11 Amendment in Prequalification Documents

4.11.2 At any time, prior to deadline for submission of applications, the Employer may

amend the prequalification document by issuing addenda.

4.11.3 Any addendum issued shall be part of the prequalification documents and shall be

uploaded on the website to be downloaded by the prospective applicants.

4.11.4 To give prospective applicants reasonable time to take an addendum into account

in preparing their applications, the Employer may, at its discretion, extend the

deadline for submission of applications.

4.12 Annulment of Pre-qualifications and Recalling of Bids

4.12.2 At any time during the pre-qualification process or after pre-qualification, the

Employer can annul the pre-qualification and may recall the bids. In such a case,

the Employer shall not be liable for any expenses/claims of the applicants who

have submitted applications for pre-qualifications.

4.12.3 The Employer, if desired, may recall prequalification, without annulling the

already qualified firms with a view to increase the competition. In such cases,

already prequalified firms shall not be required to resubmit their applications and

shall stand prequalified.


Annex-A

Letter of Application

[On Letterhead paper of the Applicant (Lead partner in case of JV) including full postal

address, telephone no., fax no., and e-mail address]

Date:................................

To:

The Team Leader/Project Director, Project Implementation Unit (CPEC),


Subject: Project Management Consultancy Services of Up-gradation/Overhauling of

Main Line-1 (ML-1) of Pakistan Railways, under China Pakistan Economic

Corridor (CPEC)

Dear Sir,

1. Being duly authorized to represent and act on behalf of................................... (hereinafter ―the

Applicant‖), and having reviewed and fully understood all the prequalification information

provided, the undersigned hereby applies to be considered to be prequalified as a Consultant

for the subject assignment.

2. Attached to this letter are copies of original documents defining1:

(a) the Applicant's legal status;

(b) the principal place of business; and

(c) the place of incorporation (for applicants who are corporations); or the place of

registration and the nationality of the owners (for applicants who are partnerships or

individually owned firms).

(d) J.V agreement (if applicable)

3. The Employer and its authorized representatives are hereby authorized to conduct any

inquiries or investigations to verify the statements, documents, and information submitted in

connection with this application, and to seek clarification from our bankers and clients

regarding any financial and technical aspects. This Letter of Application will also serve as

authorization to any individual or authorized representative of any institution referred to in

the supporting information, to provide such information deemed necessary and requested by

yourselves or the authorized representative to verify statements and information provided in

this application, or with regard to the resources, experience, and competence of the

Applicant.

4. The Employer and its authorized representatives may contact the following focal persons for

further information2, if needed.

1 For applications by joint venture, all the information requested in the prequalification documents is to be

provided separately for each partner of the joint venture. The lead partner should be clearly identified. Each partner in the joint venture shall sign the letter.

2 Application by joint ventures should provide information on a separate sheet for each party to the

application.


S.No Name and Designation Telephone (office &

cell)

Email

1

2

3

4

5. This application is made with the full understanding that:

(a) Issuance of RFP to prequalified applicants can be subject to verification of all

information submitted for prequalification.

(b) Employer reserves the right to:

(i) amend the pre-qualification documents during pre-qualification process and

these amendments shall be binding upon the applicants;

(ii) annul the process of pre-qualification for which no liability will be accrued on

the part of the Employer

. Applicants who are not applying as joint venture should delete para 6&7 and

initial the deletions.

6. Appended to this application, we give details of the participation of each party, including

personnel / resource contribution and profit/loss agreements, to the joint venture or

association. We also specify in terms of the percentage of the value of the contract, and the

responsibilities for providing consultancy services.

7. We confirm that in the event that we submit RFP, that RFP as well as any resulting contract

will be.

(a) signed as J.V so as to legally bind all partners, jointly and severally; and

(b) submitted with a Joint Venture agreement providing the joint and several liabilities of all partners in the event the contract is awarded to us.

8. The undersigned declare that the statements made and the information provided in the duly

completed application is complete, true, and correct in every detail.

Signed

Signed

Name

Name

For and on behalf of

(name of Applicant or lead partner of a joint

venture)

For and on behalf of

(name and signature of other

partners of the joint venture)

Signed Signed


Name Name

For & on behalf of

(Name & signature of other partners of

Joint Venture)

For & on behalf of

(Name & signature of other partners

of Joint Venture)

Signed Signed

Name Name

Name Name


Application Form A-1

General Information

All individual firms and each partner of a joint venture applying for prequalification are

requested to complete the information in this form. Nationality information is also to be

provided for foreign owners or applicants who are forming part of the Joint Ventures as

required under the PEC Byelaws as a Partnership/Joint Venture.

1. Name of Firm

2. Head Office Address

3. Telephone

Contact Person:

Name:

Title:

4. Fax

Telex

5.

Place of Incorporation/Registration

Year of incorporation/registration

NATIONALITY OF OWNERS

NAME

NATIONALITY

1.

2.

3.

4.

5.



Joint Venture Summary

Names of all Partners of a Joint

Venture

Percentage share (in

terms of financial) for

this assignment

Broad specialization /

area of services to be

provided

1. Lead Partner

2. Partner

3. Partner

4. Partner

5. Partner

6. Partner



Consultant‘s Organization

Please provide the following information for your firm/entity and each associate for this

assignment

1. Firm‘s Background and Achievements (min two pages)

2. Organogram.

3. List of professional Staff with Qualification and Experience.

4. List of similar assignment completed

5. List of similar assignments in hand

(In case of JV Please, provide above information for each JV partner)



Consultant’s Specific Experience (completed assignments only)

[Using the format below, provide information on each assignment for which your firm, and each

associate for this assignment, was legally contracted as a corporate entity or as one of the major

companies within an association, for carrying out consulting services similar to the ones requested

under this Assignment.]

Name of Firm executed the assignment (in case of JV)

Assignment name: Value of the Project (in Pak Rs or US$):

Country:

Location within country:

Duration of assignment (months):

Name of Client:

Start date (month/year):

Completion date (month/year):

Value of consultancy services provided by

your firm under the agreement (in Pak Rs or

US$):

Name of associated Consultants, if any: Percentage of input provided by associated

Consultants:

Name of senior professional staff of your firm involved and functions performed (indicate

most significant profiles such as Project Director/Coordinator, Team Leader):

Narrative description of Project:

Description of actual services provided by your staff within the assignment:

Note: Completion certificate issued by the Client must be attached, in the absence of said

certified the project shall not be considered for evaluation.



Consultant’s Specific Experience (in hand assignments only)

[Using the format below, provide information on each in hand assignment for which your firm was

legally contracted as a corporate entity or as one of the major companies within an association, for

carrying out consulting services similar to the ones requested under this Assignment.]

Name of firm executed the assignment (in case of JV)

Assignment name: Value of the Project (in Pak Rs or US$):

Country:

Location within country:

Duration of assignment (months):

Name of Client:

Start date (month/year):

Completion period (month/year):

Value of consultancy services provided by

your firm under the agreement (in Pak Rs or

US$):

Name of associated Consultants, if any: Percentage of input to be provided by

associated Consultants:

Name of senior professional staff of your firm deployed and functions to be performed

(indicate most significant profiles such as Project Director/Coordinator, Team Leader):

Narrative description of Project:

Description of services to provide by your staff within the assignment:

Note: Documentary proof like Award Letter or Contract Agreement must be attached, in the

absence of said certified the project shall not be considered for evaluation.



CV / Bio Data and Experience of Professionals

1. Name of Firm [on which payroll said professional is]:

2. Name of Staff:

3. Title of field of expertise:

4. Date of Birth: Nationality:

5. Education:

Degree Major/Minor Institution Date (MM/YYYY)

6. Membership of Professional Associations: ____

7. Other Training [Indicate significant training only]: __________________________________

8. Languages [Specify Reading (R), Writing (W), Speaking (S) and indicate proficiency: Good (G),

Fair (F), or Poor (P) in speaking, reading, and writing]:

S. No Language Capabilities Proficiency

(G, F or P) R W S

1 English

2 Chinese

3

4

9. Employment Record [Starting with present position, list in reverse order every employment

held by staff member since graduation, giving for each employment (see format here below):

dates of employment, name of employing organization, positions held.]:


Employer Position From

(MM/YYYY) To (MM/YYYY)

10. Work Undertaken that best illustrates relevant experience

[Among the assignments in which the staff has been involved, indicate the following

information for those assignments that best illustrate staff capability to handle the

tasks listed under point 11.]

1) Name of assignment or project:

Year:

Location:

Client:

Main project features:

Positions held:

Activities performed:


Year:

Location:

Client:


Positions held:



Year:

Location:

Client:


Positions held:




Year:

Location:

Client:


Positions held:



Year:

Location:

Client:


Positions held:


11. Certification:

I, the undersigned, certify that to the best of my knowledge and belief, this CV correctly describes

myself, my qualifications, and my experience. I understand that any willful misstatement described

herein may lead to my disqualification or dismissal, if engaged.

Date: [Signature of staff member or authorized representative] Day/Month/Year

Full name of authorized representative:

(Note: Unsigned CVs shall not be considered for evaluation)



Company Financial Information

Project: UP GRADATION OF EXISTING MAIN LINE-1 AND ESTABLISHMENT OF A DRY

PORT NEAR HAVELIAN UNDER THE CHINA PAK ECONOMIC CORRIDOR

Name of Consultant:

3.1 Audited Balance Sheet along with Annual Turnover of the Company for the last

3 years:


Appendix-A

Feasibility Study for Up-Gradation of ML-1 -- An Over View

A brief description of the results of the above referred feasibility study carried out by the Joint

Venture comprising M/s CREEC of China (lead firm), M/s NESPAK and M/s PRACS from

Pakistan, for the up-gradation of ML-1 railway line under CPEC, is provided in the forgoing

paragraphs, for the information of the prospective bidders intend to provide consultancy

services.

1. Project Area of ML-1

The project area pertains to ML -1, which extends from Kiamari (Karachi) in the south to

Peshawar in the northwest covering 1,726 kilometres and passing through Hyderabad, Rohri

(Sukkur), Multan, Lahore and Rawalpindi stations. ML-1 also 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 route length of 1,872 kilometres. 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.

2. Railway Sections/Segments included in ML -1

For the sake of the feasibility study, the existing railway infrastructure of ML -1 has been

divided into the following seven (7) sections/segments:

S. No. Section / Segment Length

(Kms) Existing Track Parameters

1 Kiamari - Hyderabad 182 Double track, designed for speed of 110 km/h and axle load of

23.3 tons

2 Hyderabad - Multan 748 Double track, designed for speed of 110 km/h and axle load of

23.3 tons

3 Multan - Lahore 334 Double track, designed for speed of 110 km/h and axle load of

23.3 tons

4 Lahore - Lalamusa 132 Single track, designed for speed of 105 km/h and axle load of

22.86 tons

5 Lalamusa - Peshawar 330 Single track, designed for speed of 105/80/65 km/h and axle

load of 22.86 M-tons

6 Lodhran – Khanewal chord

line

91 Single track, designed for speed of 110 km/h and axle load of

23.3 tons

7 Taxila - Havelian 55 Single track, designed for speed of 30 km/h and axle load of

17.24 tons

8 Establishment of Dry Port

Near Havelian

9 Up gradation of Pakistan

Railway Academy at Walton

Total 1872


A sketch showing the railway sections/segments falling in ML -1 is given on the below:

3. Scope of the Consultancy Services for the already Conducted Feasibility Study of ML-1.

The study was to ascertain the existing condition of the infrastructure of ML -1, and submit

recommendations for up gradation of the track and its other components 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.

The study was to examine the prospects of construction of a new double railway line

between Kiamari and Kotri/Hyderabad. This line, 163 kilometres long, fit for 160 Km/h

speed would facilitate the heavy movement of trains from Karachi to up country

destinations in the future.

Study was to 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.

The study was to 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.

Electrification/electric traction of the entire ML -1 was also to be examined and

recommendations submitted for its implementation.


4. Time frame for the Implementation of Different Projects under CPEC

In line with the mutually agreed plan of the two governments (China and Pakistan) under

CPEC and as approved in the Joint Cooperation Committees (JCC) meetings, the following

time frames was to be followed for construction and train operations:

1. Short Term (2016 - 2021)

Phase I 2018

Phase II 2021

2. Medium Term (2021 - 2026)

3. Long Term (2026 - 2031)

4. Beyond Long Term (2031 +)

5. Projects to be implemented during the Short and Medium Terms of the Time frame

for ML-1

The projects to be taken up during the above stated timeframes were mutually agreed

between the governments of the People‘s Republic of China and the Islamic Republic of

Pakistan, and subsequently approved by the JCC meeting on 12th November, 2015 at

Karachi.

However, in January 2016 when considerable data had emerged, PR officials and experts of

PIU/PR/CPEC, reviewed the above referred timeframes and took 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 fulfil the demands of government and also to facilitate

smooth train operations during the construction stage in Phase I and II.

The modified suggested proposal for short term and medium term time frame is as under:

5.1 Short Term (2016 - 2021) - Phase I (Up to Dec. 2018)

i. Multan - Lahore Section (334 km) - Up gradation and speeding up to 160 km/h,

including up gradation of passenger facilities at Lahore and Multan Stations

ii. Nawabshah - Rohri Section (183 km) – Up gradation to 160 km/h, excluding grade

separation and fencing on Hyderabad – Multan (748 km) with passenger facilities at

Rohri (Sukkur).

iii. Karachi - Hyderabad Section (182 km) - Overhauling of existing double track and

passenger facilities at Karachi and Hyderabad Stations.

iv. Taxila – Havelian (55 km) – Overhauling of existing single line to current parameters.

v. Karachi – Kotri/Hyderabad (163 km) – New line for 160 km/h (Part A–30 % of total 163 km).

vi. Peshawar - Rawalpindi Section (159 km) – Up gradation and construction of additional

line for 160/120 km/h and passenger facilities of Rawalpindi and Peshawar stations.

vii. Kaluwal - Pindora section (52 km) – Construction work of new railway line and doubling

of track for 160/120 km/h.


viii. Establishment of a Dry Port near Havelian

ix. Academic and physical up gradation of Walton Railway Academy, Lahore.

x. Procurement of rolling stock (Part A – 41% & Part C – 22% of total cost)

5.2 Short Term (2016 -2021) - Phase II (Up to 2021)

i. Hyderabad- Multan Section: (748 km) - Up gradation of existing double line to 160 km/h

(except work done vide Nawabshah – Rohri section).

ii. Taxila - Havelian (55 km) - Up gradation to 160 km/h.

iii. Lahore - Lalamusa Section: (132 km) – Up gradation and construction of additional line

160 km/h.

iv. Rawalpindi - Lalamusa Section (170 km) – Up gradation and construction of additional

line for 160/120 km/h. except completed Kaluwal – Pindora line.

v. Karachi – Kotri / Hyderabad (163 km) – New line for 160 km/h. (Part-B remaining 70%

of total 163 km).

vi. Procurement of Rolling Stock (Part B – 37% of total cost).

5.3 Medium Term (2021 - 2026)

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.

6. Existing Condition of Different Components of Railway Infrastructure on ML-1

ML-1 line is passenger-freight shared railway line. It is also the main corridor for North-

South (NS) transportation. Most of the equipment on ML-1 is overage defective and

obsolete. The tracks are generally in bad conditions and have deformed geometry.

Based on the data /information provided in the Feasibility Study Report, referred to in sub-

section 5.1 and 5.2 above, a brief description of the existing condition of different

components of the railway infrastructure of ML 1, is given in the following sub-sections.


6.1 Alignment of Track

6.1.1 Plane (Horizontal Curves)

a. Karachi- Shahdara section, 1270.8 km long, existing double track.

There are 195 horizontal curves with total length of about 129.4 km, accounting for

10.18% of the total section.

The length of curves with radius shorter than 1600m (minimum requirement for

speed of 160 km/hr.) is 26.8km, accounting for 20.74% of the total length of curves.

b. Shahdara- Chaklala section, 277.1km in length, existing single track.

There are 204 horizontal curves; total length is 59.1 km, accounting for 21.33% of

the total section.

The length of curves with radius shorter than 1600m is 38.2 km, accounting for

64.70% of the total length of curves.

c. Chaklala - Golra Sharif section, 18.6km in length, existing double track.

There are 10 horizontal curves; total length is 6.Km, accounting for 32.14% of the

total section.

The length of curves with radius shorter than 800m is 3.9 km, accounting for 65.01%

of the total length of curves.

d. Golra Sharif- Peshawar section, 159.6km in length, existing single track.

There are 117 horizontal curves; total length is 42.8km, accounting for 26.83% of

the total section.

The length of curves with radius shorter than 800m is 18.8 km, accounting for

43.82% of the total length of curves.

e. Taxila-Havelian Branch Line, total length of 55.1 km, the existing single` track,

There are totally 38 horizontal curves, 16.7 km long, accounting for 29.78% of the

total length,

The length of curve with radius shorter than 800m is 4.1km, accounting for 24.80%

of the total curve length.

f. Lodhran-Khanewal (chord line), total length is 90.9 km, existing single track,

There are in total five (05) horizontal curves, 9.7 km long, accounting for 10.67% of

the total length, there is no curve with radius shorter than 1600m.

6.1.2 Profile (Gradient)

ML-1 is basically in North-South orientation, low in South and high in North.

Kiamari - Lalamusa section is flat, with the maximum gradient around 3‰. The elevation

becomes higher gradually in Lalamusa-Peshawar Section. The gradient is mainly around

6‰, and on few sections, gradients are larger than 12‰. The distribution of gradients on the

existing line is listed in the Table below.


Table: Distribution of Existing Gradients

Gradient i(‰) Length(km) Proportion in the line length (%)

i≤3 1469.98 78.85

3＜i≤6 185.24 9.94

6＜i≤9 33.45 1.79

9＜i≤12 157.66 8.46

i＞12 17.86 0.96

6.2 Track Structure

Gauge 1676 mm, ballasted track. A majority of lines are jointed track. Some sections are

Long Welded Rails (LWR) or Continuously Welded Rails (CWR).

6.2.1 Rails

Existing rails are 75 lbs. R, 90 Lbs. BSS, 90 Lbs. R, 100 Lbs. RE, UIC 54 Kg, etc. Some rail

sections have serious rust, deformation, worse abrasion, which cannot be recovered and

need to be replaced.

6.2.2 Sleepers and Sleeper Fastenings

The majority of existing railway sleepers are concrete sleepers. Only some are steel

sleepers, and wooden sleepers/timbers are used for bridges and turnouts. Some reinforced

concrete sleepers are twin-block sleepers. Some are 2.6m long pre-stressed concrete

sleepers, and some are 2.75m long pre-stressed concrete sleepers.

A variety of fasteners is used. There are German Vossloh fasteners, French Nabla and

French RN elastic clip fasteners, etc.

Some sleepers that are becoming unserviceable and are seriously damaged need to be

replaced.

6.2.3 Ballast:

In some sections of the existing line, ballast is seriously cemented and sleepers are

immersed. Drainage is not so good and the ballast bed has become hardened. Ballast is

smudged. Some ballast has been compacted into the sub-grade and then become ballast bag,

resulting in insufficient ballast cushion.

Ballast in some sections needs to be supplemented after the existing ballast is screened, so

that the track can have a better elasticity and drainage performance.

6.2.4 Turnouts:

Most of the turnouts existing on main line are worn out and need replacement whereas some

turnouts located on curves need to be replaced / relocated.

6.3 Sub-grade

The width of standard single-track sub-grade surface is 7.275 m and the width of standard

double track sub-grade surface is 11.43 m or 12.00m. Width of sub-grade shoulder is less

than 0.9m or 0.7m.

According to survey data, the defects on the existing sub-grade are ballast sinking, side

slope scouring, and side slope settlement and sub-grade soaking.


Most of transition part between bridge and sub-grade has phenomenon of settlement.

The line is aged and impacted by the weather, so defects such as rising soil, subgrade

settlement and squeezing occur frequently to the sub-grade. Trains run at restricted speed

impacting normal operation, or even threatening operational safety of trains.

Therefore, sub-grade reinforcement must be performed for defected sections.

6.4 Bridges and Culverts

There are 2779 bridges with 23381 linear meters. These bridges can be distributed under

following categories, as detailed in Table 1below.

DETAIL OF EXISTING BRIDGES

SN Section Length Slab

culvert

Pipe

culvert

Box

culvert

Arch

culvert

Steel

beam

Steel

truss

girder

Other Total

quantity

Total

Bridge

length

Unit Section km nos nos nos nos nos nos nos place m

1 Kiamari ～Hyderabad 182 46 12 3 21 145 1 23 251 4924

2 Hyderabad ~ Multan 748 148 172 13 366 196 2 322 1058 5439

3 Multan ～Lahore 334 60 61 3 28 74 43 269 2193

4 Lahore ~ Lalamusa 132 34 28 1 21 73 1 12 170 1805

5 Lalamusa ~ Peshawar 329 94 43 3 334 93 2 225 794 7573

6 Lodhran ~ Khanewal 91 16 5 0 35 7 46 109 319

7 Taxila ～ Havelian 55 2 20 1 35 22 48 128 1126

Total 1871 400 341 24 840 610 6 719 2779 23381

According to the Feasibility Study Report, the common damages noticed in the above listed bridges,

the commonly used measures to treat these damages and the recommendations made by the

Consultants are briefly described in the following paragraphs.

6.4.1 RCC Slab Bridges

a) Common damages

i. Horizontal and longitudinal cracks appear

ii. Leaning of culvert body

iii. Settlement of foundation, causing train bumping

iv. Water ponding within culverts

v. Opening size is too small

vi. Broken cover plate

b) Commonly used treatment measures

i. Repair cracks by grouting;

ii. Foundation replacement;

iii. Strengthen transition section between culvert and sub-grade;

iv. Enlarge opening size;

v. Demolish and rebuild


c) Final recommendation

i. Demolish existing bridges and rebuild

ii. Reinforce existing bridges

iii. Construct new bridges

6.4.2 Hume Pipe

a) Common damages

i. Crack or fracture, edge damage;

ii. sink, staggering and crack of pipe joint;

iii. Water proofing layer between pipe joint fall off;

iv. Settlement of foundation of sub-grade on top of culvert, holes appear, train bumping on top

of culvert



ii. Pipe body replacement;

iii. Demolish and rebuild;


Strengthen or demolish, and increase number of the existing bridges

6.4.3 Box Culvert

a) Common damages

i. Horizontal and longitudinal cracks appear;

ii. Leaning of culvert body;

iii. Settlement of foundation, causing train bumping;

iv. Water ponding within culverts;

v. Opening size is too small;



ii. Foundation re-placement;

iii. Strengthen transition section between culvert and sub-grade;

iv. Enlarge opening size;

v. Demolish and rebuild


i. Strengthen or demolish, and increase quantity

6.4.4 Arch Bridges

a) Common damages i. Sinking of arch top;

ii. Insufficient horizontal thrust resistance, poor stability;

iii. Cracks appear;

iv. Bricks fall off;

v. deformation of arch axis;

vi. Deformation of main arch



i. Add wire mesh for strengthening.

ii. Thicken arch top;

iii. Pre–stressing;

iv. Demolish and re-build


Recommend to demolish

6.4.5 Steel Girder

a) Common damages

i. Rusting of steel;

ii. fastening bolts (rivet) fall off;

iii. Wearing off of cross section of structural member;

iv. Insufficient stability and stiffness of piers;

v. Serious damage to foundation, and bearing capacity cannot meet requirement;

vi. Open bridge deck cannot meet the requirement of higher speed.


i. Roughen surface and repaint;

ii. Clean and replace bolt;

iii. Replace problematic components;

iv. Demolish piers;

v. Rebuild;

vi. Replace girder body and set ballast track bed;

vii. Demolish and rebuild


Recommend to demolish

6.4.6 Steel Truss girder

a) Common damages

i. Rusting of steel;

ii. fastening bolts (rivet) fall off;

iii. Wearing off of cross section of structural member;

iv. Insufficient stability and stiffness of piers;

v. The foundations haven‘t been tested yet;

vi. Open bridge deck cannot meet the requirement of higher speed.

b) Commonly used treatment measures i. Roughen surface and repaint;

ii. Clean and replace bolt;

iii. Replace problematic components;

iv. Demolish piers;

v. Rebuild;

vi. Replace girder body and set ballast track bed;

vii. Demolish and rebuild



Speed restriction or demolish and rebuild

6.4.7 Other Bridges

a) Common damages

i. Horizontal and longitudinal cracks appear;

ii. For long years, out of repair and damage appears;

iii. Blocked drainage;

iv. Excessive deformation at mid span


i. Repair cracks;

ii. Consolidate foundation;

iii. Demolish and rebuild


Strengthen or demolish, and increase quantity

6.5 Tunnels

6.5.1 Distribution of Existing Tunnels

There are 11 single-track tunnels (total length: 1340m) on ML-1, of which the longest one is

290m. Existing tunnels are located in Jhelum-Rawalpindi section and Rawalpindi-Nowshera

section. Six tunnels are on curves whose radii are shorter than 500m. All tunnels adopt brick

structure or stone structure and ballast bed. Their service life periods are longer than 100

years. The details of the existing tunnels are given in the table-2 below.

Table 1 distribution of existing tunnels

S/N Original No.

of tunnel Centre Mileage

Entrance

Mileage Exit Mileage

Tunnel

Length Remarks

1 1 K1432+670 K1432+588 K1432+752 164 Single Track

2 2 K1433+170 K1433+129 K1433+210 81 Single Track

3 486 K1489+455 K1489+394 K1489+516 122 Single Track

4 512 K1498+650 K1498+633 K1498+667 34 Single Track

5 3 K1534+617 K1534+472 K1534+762 290 Single Track

6 4 K1608+743 K1608+640 K1608+846 206 Single Track

7 5 K1609+595 K1609+485 K1609+705 220 Single Track

8 6 K1613+076 K1613+061 K1613+091 30 Single Track

9 7 K1613+225 K1613+163 K1613+286 123 Single Track

10 8 K1613+424 K1613+405 K1613+443 38 Single Track

11 9 K1613+523 K1613+506 K1613+540 34 Single Track

Tunnel nos. 1, 2, 486 and 512 are located on Jhelum-Rawalpindi section while the

remaining are located on Rawalpindi – Nowshera section.


Figure 1 Construction Clearance and Inner Profile of Existing Tunnels on ML-1 Line

6.5.2 Present Situation and Existing Problems of Tunnels

i. All existing tunnels adopt single lining structure, which uses stone masonry or

brickwork construction. Thickness of lining is about 60cm.

ii. Tunnel barrels mainly pass through sandstone, slate, limestone and phyllite strata.

iii. Buried depth of tunnels is shallow. Some sections have defects such as deformation and

cracking of lining, water leakage, etc.

iv. The cross sections of all tunnels cannot meet the clearance requirements of

electrification engineering.

v. There is ballast bed in the tunnel barrel, which produces hardening phenomena.

vi. According to survey data, tunnel barrels and portals basically have no stability problem.

The portals of existing tunnels are mostly in cutting.

vii. The side slopes of cutting are steep generally without protection.

viii. Parts of the retaining walls at portals are damaged.

ix. There are no drainage facilities in and out of tunnel.

After comparison of different proposals on safety, economy, constructability and provision for

double line it is proposed that

(i) Tunnel no 1 and 3 to 9 be discarded

(ii) Tunnel no 2, 486, and 512 to be converted into open cut section

(iii) Two new tunnels to be added at km 1607-1608 (1500 m long) and at km 1613.050-

1614.250 (1200 m long)


The design speed of tunnel would be 120/160 km/h with ballasted bed and Continuous Welded

Rail (CWR) track.

6.6 Electric Traction

The electrified railway from Khanewal to Lahore was 286 km long, which accounted for less

than 3.8% of national railway operation mileage. This electrified railway was built in 1970 by a

British company. Due to poor maintenance over years, non-induction of Electric Locomotives

insufficient power supply from state grid, weak power grid, large gap of power supply and

other reasons, the electrification facilities of the railway have been completely disabled since

2009 and the line has been transformed to diesel traction.

Up to now, except that OCS masts are retained, all other OCS works of this section have been

dismantled. All traction substations, section posts and other supply facilities and equipment

along the line are aged, obsolete and discarded.

6.7 Rolling Stock

After up-gradation, the line capacity on ML-1 will increase from 32 to 171 pair of trains per

day. To meet with the targets, additional rolling stock will be required. Presently PR owns

452 DE locomotives (including 263 over age), 1852 passenger carriages (500 approaching

condemnation limit) and 15,216 freight wagons (9,882 counterproductive four-wheeler wagons

to be condemned).

To meet with urgent requirement, procurement of 50 locomotives, 300 coaches and 2000 high

capacity freight wagons has been included in this project.

i- Locomotive Maintenance Facilities

The existing locomotive maintenance and overhauling facilities at Karachi, Lahore and

Rawalpindi are to be up graded. New locomotive inspection depot is to be established at

Havelian.

Scope of work for up-gradation of locomotive maintenance and overhauling facilities at Karachi,

Lahore and Rawalpindi

New Infrastructure

S. No. Description Karachi Lahore Rawalpindi

1 Diesel engine overhauling shop Yes Yes Yes

2 Electrical rotating machine overhauling shop Yes No Yes

3 Air compressor overhauling shop Yes No No

4 Electronic lab including testing equipment Yes Yes Yes

5 Bearing cleaning & qualification shop Yes Yes Yes


Plant & Machinery

S. No. Description Karachi Lahore Rawalpindi

1 Wheel disc pressing/de-pressing machine Yes Yes Yes

2 Wheel disc honing/machining machine Yes Yes Yes

3 Diesel engine testing plant Yes Yes Yes

4 Electrical rotating machine testing console Yes Yes Yes

5 Varnish impregnation plant including baking

arrangement Yes No Yes

6 Cleaning/steaming machines Yes Yes Yes

7 Bearing cleaning & qualification equipment Yes Yes Yes

8 Material handling and transportation equipment Yes Yes Yes

9 Up-gradation of locomotive load test plant Yes Yes Yes

ii- Carriage & Wagons Maintenance Facilities

Carriage maintenance facilities at Karachi, Lahore, Rawalpindi and Peshawar and overhauling

facilities at C&W shop Lahore including electrical depots/shops will be up graded. Wagon

maintenance facilities at Karachi, Rohri, Multan, Lahore, Lalamusa, Rawalpindi, Peshawar and

Havelian are to be up-graded, including provision of equipment like lifting jacks, air

compressors, electrical welding machines, overhead cranes, under-floor wheel lathe etc.

The passenger train platform length increase is covered in infrastructure scope of work. The

washing lines and sick lines at Karachi, Lahore, and Rawalpindi will be extended to

accommodate 18 coaches in one hook. The overhauling facilities at Lahore are to be up-graded.

Following tools and plants will be provided at C&W maintenance and over hauling depots on

ML-I.

i. Under floor wheel turning machine/Lathe 1 No

ii. Overhead crane 4 No

iii. Lifting jack 40 No

iv. Air compressor 28 No(including 14 no portable)

v. Welding machine (plant) 40 No

vi. Up-gradation of bearing over hauling section at

C&W Shop Lahore

vii. Provision of automatic paint booth at C&W Shop Lahore

viii. Provision of automatic washing and drying plant 04 No


6.8 Telecommunication and Signalling

6.8.1 Main Telecommunication Equipment on Existing Lines and Relevant Line Includes:

i. Main transmission system

Microwave system is adopted between major stations, and UHF transmission

equipment is adopted between major station and minor station.

ii. Transmission line

It mainly uses microwave and UHF for transmission.

iii. Radio train dispatching communication system

VHF radio equipment is used between stations and cab drivers, mobile workers.

iv. Telephone switching

There are electric switching machines of the early 1980s in Pakistan Railways,

which use the 120~ 1000-subscriber line. Besides, there are common-battery

telephone switchboards (manpower) and step switchboards. Local telephone system

is provided in stations and office space, but railway telephones and local telephones

have not been connected.

v. Dispatching telephone

Audio numerical selection telephone, which adopts microwave + UHF channels.

Interstation telephone adopts magneto one.

vi. Station-yard telephone

Magneto telephone.

vii. Level crossing telephone

Buried cable + magneto telephone.

viii. Power supply equipment

ix. Telecommunication power equipment is early one which uses lead-acid cell; its

voltage is 24V mostly and 48V individually.

x. Lahore telecommunication station:

It is the largest telecommunication station of Pakistan Railways. On the first floor,

there are step-type switchboard (500 line) room, electronic switchboard (1000 line,

Belgium and 8 racks), microwave (German), UHF, combined dispatching machine

room, power supply room (-48V and -24V power equipment), introduction room,

etc., which were all built in 1981. On the second floor, there are maintenance room

mainly used for maintaining microwave, UHF and VHF equipment and some other

instruments and meters. Each division is provided with simple maintenance

departments.


6.8.2 Signal system includes station signal and block signal.

i. Station signals

Station signal mainly uses the mechanically operated semaphore signal, and individual

station uses relay interlocking and colour light signal, which are equipped with electric

switch machine. Station signal can be divided into non-interlocking signal and interlocking

signal.

a. Non-interlocking signal: In this signal system, operation between switch and signal is

mutually independent without interlocking. In addition, switch is not installed with

locking and detection device. Therefore, the speed of train passing through the stations

and yard is restricted to 15km/h.

b. Mechanical Interlocking Signal

Interlocking signal includes Standard I signal, Standard II signal and Standard III signal.

Standard I signal: The system is designed for the station/section with low density and

medium speed. The speed of train passing through the stations is restricted to 50km/h.

Facing switches use bond locking. Operations of switch and signal are provided at different

positions (indirect locking).

Standard II signal: The system is designed for station/section with medium density. In view

of the settings of facing switches and stop pins of switch machine, the speed of trains

passing through the stations is restricted to 70km/h (indirect locking).

Standard III signal: The system is designed for high-density traffic and high-speed railway.

The speed of trains passing through the stations can reach 110/120 km/h. Switch and signal

directly use the operating lever in signal relay room to conduct interlocking and provide

operators with electrical control. Switch locking is fixed by mechanical lock rod.

Semaphore signals are cleared by the indoor joystick.

c. Electric Interlocking

In the signal system, interlocking is provided by electro-mechanical relay and MPU. Color

light signal, electrical switch, track circuit, control & display panel or keyboard/monitor are

provided for station and yard. The signal system is designed for high-density traffic and

high-speed railway, which is very reliable and safe and widely applied around the world.

When the train is in operation, human factors should be basically eliminated in order to

improve the safety. As the computer interlocking has advantages of operating records and

fault diagnosis, it is very beneficial to maintenance and accident confirmation.

ii. Block

a. Fixed block:

In the system, only one train can enter into the block section at one time. Block

equipment is used for receiving/sending line clearance information, and all equipment

operates on one overhead wire rented from PTCL.

Token less block system of Siemens operates on trunk line/ branch line except those

using above-mentioned methods by UHF audio channels of Pakistan Railways.


This system has also been referred to in the feasibility study report as semi-automatic

block system

b. Automatic block:

Different from fixed block system, more than one train can enter into the block section

between two stations, which will produce more traffic volume. In the system, the

operation line is divided into a series of continuous block sections. Ground fixed signal

controls the train based on the occupation of track circuit sections. Karachi-Hyderabad

section adopts automatic block.

c. Centralized traffic control:

In the signal system, one central control room controls train operation in the whole

section. Railway lines between stations are divided into automatic block sections.

Remote-controlled stations are equipped with electric interlocking. Karachi-Landhi

adopts this system.

6.9 Electric Equipment

6.9.1 Composition of Grids along ML-1 Line

According to data provided by Pakistan Railways, national grid mainly consists of

500kV, 220kV, 132kV, 66kV, 11kV, and 0.4kV and 0.23kV power sources with a

frequency of 50Hz. In Pakistan, there are approximately 5070 km long 500kV

transmission line and 7395km long 220kV transmission line.

6.9.2 Existing Power Source and Power Supply Equipment

i. Existing Power Source

Now there are 196 stations along ML-1. 80% of them use Ilk power source and

transformers to supply power for railway load, while some stations only have 0.4kV

low voltage power source or no power source.

ii. Existing Power Supply Equipment

As the power supply reliability of Pakistan power grid is ordinary, the headquarters

of Pakistan Railways, railway dispatching center, Lahore station, etc. are equipped

with diesel generators as the standby power. Generally, small-scale stations are

provided with pole-mounted transformers with capacity less than 100kVA mostly,

and large-scale stations are provided with indoor substations.

6.10 Buildings

Most production buildings along existing Pakistan railways are of single-layered masonry

structure, and individual ones are of frame structure. Roof structures are timber roof trusses

or concrete roof boards. Decoration standards of buildings are relatively low.


7. Main technical parameters of Railway Sections/Segments of ML-1

7.1 Main Technical Parameters of the Existing ML1

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, 1676 mm (5 feet 6

inches). Kiamari to Shahdara (1226 km), Chaklala to Golra (19 km) are double line whereas

rest of the ML-I is single line.

After proposed up gradation only the 55 km Taxila -Havelian section would be single line

whereas the rest, measuring 1817 kilometres will be double track.

Item

Main Technical Parameters

ML-1

Karachi–

Shahdara

ML-1

Shahdara–

Lalamusa

ML-1

Lalamusa–

Peshawar

Havelian

branch line

Taxila-

Havelian

Railway Grade Primary – A Primary – A Primary – A Primary – A

Gauge 1676mm 1676mm 1676mm 1676mm

Number of Main

Lines Double-track Single-track Single-track Single-track

Design speed for

passenger train 110km/h 110km/h 110km/h 110km/h

Ruling Grade

5 0/00

(6.660/00

Karachi -

Kotri)

5 0/00 10

0/00 20

0/00

Traction Type Diesel Diesel Diesel Diesel

Block System

Automatic/

semi-automatic

block system

Semi-automatic

block system

Semi-automatic

block system

Semi-automatic

block system

Table 2 Main Technical Parameters of the Existing ML-1

7.2 Recommended Main Technical Parameters for Up-graded ML-1

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 (160km/h where possible) for passenger trains. The ruling

gradient from Kiamari to Lalamusa would be 5‰ (1 in 200) and from Lalamusa to Peshawar it

would be 10‰ (1 in 100). The ruling gradient for the Taxila - Havelian branch line section

would be 20‰ (1 in 50) and the single line track would facilitate trains operating at 120 km/h.


Table 3 Main Technical Parameters

Upgrading of existing lines

Items Karachi to Lalamusa

Section of ML-1

Lalamusa

to

Golra

Section of

ML-1

Golra to

Peshawar

Section of

ML-1

Havelian Branch Line

Taxila to Havelian

Railway classification Primary-A

Gauge 1676mm

Number of main lines double track single track

Design running

speed of passenger

trains

160km/h (with speed

limit in

difficult sections of

existing

lines)

120km/h (with speed limit in difficult sections and 160

km/h where possible in LLM-PSY section

Ruling grade

Consistent with the existing grade, not greater than

5‰ on Kiamari to Lalamusa and 10‰ on Lalamusa –

Peshawar.

Consistent with the

existing grade, not

greater

than 20‰

Minimum curve

radius

Generally 2000m,

1600m in

difficult sections

(with speed

limit in difficult

sections)

Generally 1200m, 800m in difficult sections (with

speed

limit in difficult sections)

Traction type Diesel, reserve electrification conditions

Type of locomotive SDD23 As per P.R specifications

Traction mass (pay

load) 2500t

CSL of loop line 700m

Block system Automatic block Semi-automatic block

Axle load 25t 25t

Notes:

i. Initially diesel electric traction would be provided with the option of converting to electric

traction.

ii. Tractive tonnage or trailing load of a freight train would be 3400 tons from KYC to LLM,

Trailing load on LLM – RWP-PSY and Taxila – Havelian section shall be determined on the

basis of locomotive HP and the ruling gradient.

iii. On Kiamari - Peshawar section, the trains would be operated on Automatic Block system (CTC)

whereas on Taxila -Havelian section they would operate on Semi - Automatic Block system

(Absolute Block System) of signalling.

iv. The minimum CSL of the loop lines at the stations on ML-1 would be 700 meters minimum.


8. Main Works involved in the Up-Gradation /Overhauling of ML-1

The projects of up-gradation of ML-1 railway line, included in the above referred feasibility

study have already been elaborated. The brief descriptions of the main works/activities,

which are proposed to be carried out for the implementation of these projects, have been

brought out in sub-sections below.

8.1 Upgrading/Easement of Curves with Small Radii

The recommended design/technical parameters for the up-grading/easement of curves of

small radii, for speeds of 160/120 km/h have been tabulated in table above, and are

briefly given as under.

i. The minimum radius of curves shall be 800m for sections to be upgraded to

120km/h running speed of passenger trains and 1600m for sections to be upgraded to

160 km/h running speed of passenger trains.

ii. The sections where requirements of speed raising cannot be fulfilled, a speed

restriction will be imposed.

According to statistics provided in the feasibility study:

i. There are 195 curves of various radii on ML-1, where the track is to be upgraded for

speed of 160/120 km/hr. According to the feasibility study, there are plans to

upgrade 154 places so that they can meet requirements of upgrading. It is proposed

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.

ii. On Taxila - Havelian section, there are 11 places, which do not 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 six (06) places for the moment as they are located in the entrance and exit

ends of stations and areas with concentrated city buildings. The speed restriction on

any section should be avoided

8.2 Upgrading of Level Crossings

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 any major catastrophe in future, it is

advised to eliminate all level grade crossings 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 track profile and traffic surveys of road and rail, the over or under

cross can be designed.

8.3 Upgrading of Track

Up-gradation of the tracks of the existing ML -1 and of the Taxila- Havelian branch line

will be done, which would include replacement of rails, sleepers and fastenings that are


beyond repair. The ballast would be cleaned and supplemented where ever found deficient.

The total quantities are stated as follows:

i. 694 km of UIC 60 rail is to be laid for the additional second line and upgraded

sections.

ii. 2478km of UIC60 rail is to be replaced for the existing line.

iii. PSC sleepers are to be laid for the additional second line and upgraded sections.

iv. The rail to sleeper fastenings shall be SKL W14 (Vossloh type) elastic fastenings.

8.4 Upgrading of Sub-Grade/Formation

8.4.1 Sub-grade Defects

According to the feasibility study report, the main defects of the sub-grade are settlement,

slope erosion, 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 up-gradation/overhauling of the existing track, the drainage system will be treated

for perfection; toe wall and side slope protection measures will be prepared against defects

to some extent.

ML-1 line was initially built more than 100 years ago and has since then undergone the

influence of climate, rising soil and sub-grade settlement appeared along the line. All these

factors will limit operational speed, affect operational order and put the train at risk.

Therefore, treatments on sub-grade are required.

8.4.2 Sub-grade Defects Treatment

Design principle of construction site renovation (or major defects) of existing sub-grade is

as follows:

When shoulder level is restricted by the flood stage, comprehensive factors including bridge

and station shall be considered. The gradient shall be elevated as for 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 providing standard earthwork on the top of sub-

grade bed surface, in order to improve the bearing capacity of foundation soil, mitigate fine

particle loss, and ballast pollution. During the raining season, daily and necessary

maintenance shall be enhanced; train operation shall be decelerated or suspended if

necessary.

Design for 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 index of sub-grade

surface of the existing line cannot satisfy the speed-upgrading requirement or when bed

surface section cannot be excavated and replaced with medium-coarse sand plus composite

geo-membrane, then the compaction pile of cemented soil for treatment shall be adopted.

Road and bridge transition section adopts cemented soil compaction pile for reinforcement.


8.4.3 Bridges & Culverts

There are 2779 number of bridges of various types on the ML-I and Taxila – Havelian

section, detail of which has already been elaborated in preceding paras.

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.

8.4.4 Main Design Principles for Rehabilitation/Reconstruction of Existing

Bridges/Culverts

The main design principals described in the above referred Feasibility Study Report have

been summarized in the following Table.

(Reconstructed Section Wise)

Segment Time of

Execution Target

Bridge（L＜6m） Bridge（L≥6m）

Reinforced

bridge

Reconstruc

ted bridge

Add

new

bridge

Reinforced bridge Reconstructed

bridge

nos nos nos nos Length

(m) nos

Length

(m)

Kiamari ～

Hyderabad

2017

Speed upgrading to

160km/h 13 112 108 0 0 126 5731

Hyderabad ～

Multan

Temporary

reinforcement 107 0 0 196 4791 0 0

Multan ～

Lahore

Speed upgrading to

160km/h 20 175 232 0 0 74 1859

Havelian 2020 Speed upgrading to

160km/h 85 20 47 0 0 22 986

Hyderabad ～

Multan 2020

Speed upgrading to

160km/h 87 775 85 0 0 196 4791

Shahdara ～

Lalamusa 2020

i.Track doubling

ii.Speed upgrading

to 160 km/h

8 66 87 0 0 96 5587

Lalamusa ～

Peshawar 2020

i.Track doubling

ii.Speed upgrading

to 160 km/h

90 350 55 0 0 197 11920

Lodhran ～

Khanewal 2025

Speed upgrading to

160 km/h 11 91 18 0 0 7 160

Karachi ～

Kotri 2025

Construction of

new freight line

120km/h

0 0 210 0 0 9 2144

Total 421 1589 842 196 4791 727 33178

Note: - In the latest scheme, Karachi-Hyderabad will be overhauled only. The bridges to reinforced,

reconstructed and addition of new bridges will be re-assessed in the preliminary design stage.


a. Flood Frequency

For existing bridges which are useful, their original standard will be maintained; for new or

renovated bridges and culverts, their standard shall not be lower than the flood drainage

standard of existing bridges and culverts.

b. Designed Running Speed

The running speed of Kiamari-Lalamusa Section, Lalamusa-Peshawar Section and Havelian

Branch Line will be increased to 160km/h, 120km/h, and 120km/h respectively.

c. Design Live Load

1,676mm broad gauge is adopted for the existing line. The broad gauge shall be adopted for

the technological transformation or the additional second line, and the train live axle load

shall be 25t.

Figure 2 Diagram for Load of Broad Gauge Railway (Unit: KN.m)

d. Deck Layout

Selection Principle of Beam Type

For the reinforcement and upgrading of the existing line, the beam types will continue to use

those used in the existing bridges. For the doubling line near the existing line, the through-

type steel plate girders are recommended.


Figure 3 Through-type Single-Track Steel Plate Girder (Unit: mm)

Principle of Deck Layout

Bridge span is generally arranged in equal spans, and the beam span of existing bridges

shall be preferred. Sidewalks shall be set up at a spacing of about 30m on both sides of the

deck. The pier and abutment top shall be equipped with fence, hanging baskets, inspection

ladders and other maintenance facilities. The corrosion of the bridge deck system metal

components shall be treated with paint protection in accordance with relevant requirements.

Figure 4 Deck Layout of Single-track Through-type Steel Plate Girder (Unit: mm)

Figure 5 Deck Layout of Double-track Through-type Steel Plate Girder (Unit: mm)


8.5 Construction of Double Line and Selection of Distance between Tracks

The doubling line of the ML-1 mainly focuses on the mileage of 1226.17Km (after

Shahdara), the distance between centres of tracks shall be determined appropriately in

accordance with the alignment orientation, station layout, equipment conditions of existing

bridges and culverts, as well as the geological and hydrological conditions of works. The

terrain is relatively gentle, where the water damage of existing line is serious. Most bridges

and culverts of parallel sections have to be rebuilt, and it is necessary to use the approach line

for transition or overhead lines for construction.

a. The distance between centres of tracks of existing double track bridges and culverts

shall be equal to the original ones;

b. The distance between centres of tracks of bridges and culverts on the doubling line

shall be generally 10m;

c. The distance between centers of tracks of the bridges and culverts in the doubling

section shall be 5m.

8.6 Temporary Diversions and/or other Approved Temporary Arrangements

When the distance between centres of tracks between the old and new lines is relatively

small, the hole-alignment layout with the existing bridges shall be considered according to

the requirements of local topographic, geological and hydrological conditions. As for the

construction of pile foundation, the bored pile foundation can be adopted to reduce the

interference caused by the new bridge construction for the normal operation of existing lines.

As to pier and abutment foundation construction of new bridges, if the cone of the bridge

abutment of the existing lines is destroyed or seriously disturbed and the safety operation is

affected, the rail beam, I-shaped girders or D type auxiliary beams shall be adopted to elevate

the lines after the bench, or the construction transition measures such as erection of sheet

piles shall be adopted to reinforce the protection of existing lines.

8.7 Principals for Rehabilitation /Strengthening/Reconstruction of Bridges/Culverts

For Karachi-Peshawar (K0-K1681.42), the length of exiting line is 1681.42km; the speed

shall be 160km/h after reconstruction. For the reconstruction goals, short term and long term

schemes are provided for its reconstruction.

8.7.1 Utilization of Existing Bridges and Culverts

i. On the existing line, for the work/sites of bridges and culverts with water damage, the

reconstruction shall be carried out by the combination with the construction of the

doubling line in parallel; existing bridges, culverts and frameworks without damages shall

be maintained.

ii. For the sections with distance between tracks between doubling lines and without

influence to the exiting line, in principle they can be utilized without reinforcement. For

the reconstruction, sections with small radius changed into large radius, new construction,

reconstruction or extension of existing bridges and culverts shall be made according to

the specific situations.


8.7.2 Reinforcement of Existing Bridges and Culverts

i. Due to the overage and long operation time of existing lines, large amounts of bridge

worksites are in bad condition. The reinforcement shall be carried out for the worksites

of existing bridges in order to ensure the continuous safe operation after the speed-up

reconstruction of existing line.

ii. The main methods of reinforcement for bridge structures include

enforcement/strengthening of layer on the bridge surface, enlargement of section and

reinforcement of bars, reinforcement of external steel plate, sticking of carbon fibre

sheet, change of stress system, and increase of components, pre-stress reinforcement,

steel-encased reinforcement and other methods.

iii. The reinforcement methods for piers, abutments and foundations include foundation

expansion, pile foundation supplement, horizontal displacement of skewback of arch

bridge by incremental launching method, and grouting of pier and abutment foundation,

etc.

8.7.3 Reconstruction and Closure of Existing Bridges and Culverts

i. General

When the existing bridge and culvert cannot meet the functional requirements, there

are big potential safety hazards on its structure, their reconstruction or reinforcement

is difficult, their apertures cannot pass designed flow and several serious flood once

occurred, water burst before them endangers the traffic safety or farmland and

houses, the existing one is classified as dangerous bridges and culverts due to the

change of plan and section of the line, larger value or deviation between midline of

railway and that of existing bridges, or their culvert apertures are less than 0.75m

and there exists unqualified wrinkle tubes, demolition and reconstruction is needed

in principle The reconstruction or reinforcement scheme of existing bridges shall be

determined according to the actual situation, evaluation results, economy and other

factors.

ii. Superstructure of the Bridge

When the single span of existing culverts is less than 6m, existing culverts shall be

used as much as possible. For the culverts cannot be use after inspection shall be

demolished and reconstructed in situ. When the single span of existing bridges is

within the scope of 6m≤L≤50m, the existing girders shall be used as much as

possible and the bridges after reinforcement shall be passed by with a limited speed.

If the bridges cannot be used after, inspection shall be demolished and reconstructed

in situ. Partial relocation at both ends of bridges shall connect the existing sub-grade.

When single span of existing bridges is more than 50m or total bridge length is more

than 100m, the existing girder shall be utilized as much as possible and appropriate

reinforcement for it shall be made according to detection results. Trains shall be

restricted with speed when pass them. For bridges cannot be used after testing, new

bridges shall be built near the existing one in principle, with equal span. The whole


span shall be matched with it of existing bridges or close to the arrangement of it on

existing bridges.

When the total length of existing bridges is greater than 500m, the original state shall

be maintained, and trains pass existing bridges with current limit speed.

Meanwhile, the observation and monitoring of operation shall be strengthened and

necessary monitoring points shall be added at the superstructure and substructure of

the bridge.

iii. Substructure of the Bridge

According to the coordination requirement of economic, aesthetic and surrounding

environment, the round-ended pier or rectangular pier with chamfer shall be adopted

for the structure of bridges. Rectangular shape shall be adopted for bridge abutment

while the abutment shall not be too high to avoid the appearance of high abutment

and large cone. Drilling (digging) pile foundation or open excavation foundation

shall be adopted for foundation.

iv. Culverts

A. Existing culverts without defects shall be retained.

B. When the culvert on existing lines with its aperture less than 6m, jacked-in frame

culvert method can be adopted.

C. When there is insufficient soil for culvert filling, the framework culvert shall be

demolished and reconstructed. Slab culvert shall be adopted with lowering sidewall

and changing slab or demolition & reconstruction based on actual situation.

D. Canals of spreading culverts shall select ones in the same type with the existing

culverts, and shall consider requirements from flood drainage and aperture

maintenance.

E. The girder, pier and abutment of abandoned or closed bridges and culverts shall be

demolished and pier and abutment shall be lowered to the original ground level.

8.8 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 this section, there are 11 existing

tunnels with a total length of 1340 meters, among which the longest tunnel is 290 meters

long.

The existing tunnels are located in Jhelum-Rawalpindi section and Rawalpindi-Nowshera

section. Six tunnels are located on curves, whose radii are shorter than 500 meters. 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, constructability and provision

for double line it is proposed that

i. Tunnel no 1 and 3 to 9 be discarded

ii. Tunnel no 2, 486, and 512 to be converted into open cut section

iii. Two new tunnels to be added at km 1607-1608 (1500 m long) and at km

1613.050-1614.250 (1200 m long)

8.9 Fencing of Track

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.

8.10 Stations and Yards

The station & freight yards will be reconstructed on the basis of transportation demand and

signalling system installed. Stations tracks will be modified and lengthened to the Clear

Stabling Length (CSL) of 700 meters minimum.

i. 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 24.976

km new steel rails will be laid and 10.704km existing rails will be maintained.

ii. 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.

iii. 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 22 km existing rails will be maintained.

iv. 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.

v. Lahore – Lalamusa section will be doubled, an additional line will be added and

upgraded to 160km/h for capacity expansion. This section has 16 stations in total,

among which six (06) are closed and ten (10) are open to traffic. 153 sets of new

turnouts and 10km new steel rails will be laid. 4km existing rails will be maintained.

vi. 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 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.

vii. The existing single line of Lodhran- Khanewal section will be upgraded to 160km/h

for capacity expansion. This section has seven (07) stations in total, which are all open

to traffic. 75 sets of new turnouts and 11 km new steel rails will be laid.

viii. The existing single line of Taxila-Havelian section will be upgraded to 120km/h.

This section has seven (07) stations in total, among which two (02) stations are closed

and five (05) stations are open to traffic. 30 sets of new turnouts and 7km new steel

rails will be laid.

ix. New double line will be constructed from Karachi to Kotri. The passenger train

speed will be 160km/h and axle load of 25 tonnes

x. 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.

8.11 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 pipeline 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.

8.12 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 telephones sections and installs one set of three-layer switching system at

each centre node. According to operational and functional requirements, the project will be

provided with new GSM-R digital trunk mobile communication system.

8.13 Signalling System

Reconstruction of communications and signalling 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 90 signalling 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 signalling system.

Appropriate signalling system will be provided according to the required speed and the

signalling 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 signalling 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,

signalling and processing systems; BS EN 50129: Safety related electronic

systems for 54 signalling.

8.14 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.

8.15 Comprehensive Inspection and Maintenance

To ensure proper maintenance and up keep of the equipment installed on ML -1, it is

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

Hyderabad, Multan, Rawalpindi 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.

8.16 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.

9. Environmental Protection

9.1 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.


9.2 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.

9.3 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.

9.4 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 labourers

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 security of the labourers

and staff.

10. Railway Walton Academy Upgrading Project

Training and capacity building is considered as important as up gradation of the railway

infrastructure. 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 classroom, administrative office, library and

technology research and development centre and a new practical training building, including

professional classroom, comprehensive classroom and equipment room, would be

constructed. The up gradation would include an activity centre, 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 station would be upgraded.


11. Integrated Development of 8 Stations

Under taking 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.

For the time being only passenger, facilities will be developed at those stations. Rest of the

work for commercial exploitation of area available at station will be considered at later

stage.

12. Electrification/ Electric Traction

Electrification will be achieved in medium 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.

For the time being, the Preliminary design should have provided for the electric traction so

that in the next stage no alteration in already executed work would require.