Upgrading Pakistan Railways

Railway is a kind of social wealth and a natural monopoly owned by states in many countries of the world. Due to the gigantic character of activity, private firms or individual companies are incapacitated to own and run the railway business.
The real problem in running a railway as a successful commercial enterprise in Pakistan is not the paucity of resources, shortage of locomotives, rolling stock etc, as is ordinarily believed but the lack of commercial vision, which is the root cause and hindrance in the way of running a railway as a success.
In Pakistan, the national railway had been enjoying a monopoly on the inter-province long routes, like Karachi-Peshawar, Karachi-Lahore, and Karachi-Quetta etc. Two decades have elapsed but railway as an institution has failed in studying rival road transport trends and evolving a challenging strategy. For instance, from the last two decades a major chunk of the passengers' influx has been diverted to road transport.
Even on those routes of monopoly, road competitors have stepped in. In the neighbouring country, the India railway business is protected by debarring passenger buses and trucks carrying goods to operate on the inter province level. (BBC Urdu service comments on the Indian railway budget 2002-2003).
In Pakistan, no such protection is provided in favour of the National Railway. Another handicap is the absence of a systematic gathering of commercial intelligence about railway and rival road transport.
Therefore, no comparisons may be made as to how the railway can chalk out and re-evaluate its trains operations to gain maximum profit.
Karachi is a mini-Pakistan and thousands of passengers travel to and from Karachi to various parts of the country.
Since there is no systematic gathering of transport market intelligence, no planning is possible to provide substitutes to road competitors. For sample purposes and to determine the central tendency in the transport business, an analysis is presented about the passengers market of Karachi vis-à-vis upward country.
Hundreds of bus terminals have emerged in almost all areas of Karachi. From these terminals, passengers of far-flung areas like Peshawar, Kohat, Swat and Quetta take buses. Even for the cities of Rawalpindi and Lahore, bus services have stepped in.
Some companies have started to provide bus service for Bahawalnagar, Bahawalpur and Multan. Almost all cities of interior Punjab have got a bus service which is more accessible for to and from Karachi. Some of the buses take Sehwan Sharif, Kashmore, D.I. Khan, Kohat route and others via Hyderabad, Rahim Yar Khan and Multan.
In view of the above, the railway does not seem to have placed emphasis on planning new trains for the hitherto neglected parts of the potential market of the transport business.
Rather the railway has been introducing new trains on Lahore-Karachi and Faisalabad-Karachi sections which have already been having the best set of trains in Pakistan.
NEW APPROACH TO RAIL TRAVELLING: For the last couple of years, the railway had introduced the Kushaal Khan Khatak Express between Karachi and Peshawar, via Kot Addo, Jacobabad and Kotri. But its utility has been limited due to reasons.
Some analysts believe that passengers travelling to and from Peshawar and Karachi may be given non-stop express train service like the night coach and the Karakoram Express via Attock, Kundian and Sher Shah bypass.
This will provide a reduction of time consumption of more than 9 to 10 hours, and reducing distance upto 222 kilometers.
If such is transformed into the reality, the whole concept of rail business may be revolutionised, between Peshawar and Karachi. Because it will offer a greater saving in distance, time and fare. To elaborate the point, it is supposed that the route of 1-up, 2-down Khyber mail is diverted from the Shershah bypass and Attock, via Kundian junction.
This hypothetic Khyber mail may cover the distance between Peshawar and Shershah in the equal amount of time that the train takes between Peshawar and Lahore presently.
If some trains are organised on the pattern of the Karakoram Express, and stop only on district headquarters, such trains can be a good substitute for the Awam Express and Khyber Mail, and may cover the distance in 24 hours instead of 36 hours.
On the proposed route are situated Mianwali, Bhakar, Liewah and Muzaffargarh cities/districts which are still unconnected with Bahawalpur, Rahim Yar Khan, Sukkur and Hyderabad. It is expected that at the turn of century Pakistan railway can serve the travelling public in a better way, by innovative steps, arriving for the highest business gains.
The following are the areas of passengers business which must be given top priority and trains, with their possible suggested names, be started on the Sher Shah-Attock route immediately.
The Kohat Express, between Kohat and Karachi, Parachanar Express between Kohat and Quetta, Peshawar Express between Karachi and Peshawar, Mianwali Express between Peshawar and Quetta, Swat Express between Karachi and Dargai, Chitral Express between Quetta and Dargai.
The most important aspect of the transport enterprise is the selection of departure and arrival hours at the originating, terminating terminals/convenient timings may attract little passengers, and cause less income etc.
From all the originating points, all the trains should start at 8 am (morning set of trains) and 2 pm (evening set of trains) and reach between 4 to 5 am, not later than 5 am and some trains may arrive in the evening hours, but not later than 10 pm.
Present railway network in Pakistan: Is the legacy of the British and their commitment and outlook towards life on this planet. The British were very eager in the middle of the nineteenth century (1850) to build a great edifice of transportation in British India.
They were able to plan and implement marvellous achievements in the field of transportation at the close of 19th century.
The naive imagination of the inhabitants of the subcontinent had not yet seen the miracle of moving in huge home-like sizes of trains, pulled by a steam locomotive. From the early dawn of civilisation, human movement depended mostly, on horseback and camels.
Later, animals-pulled carts also camels use, but these moods of transportation had very little impact on the common man's life in the early, medieval and succeeding ages. The lifestyle of the subcontinent and local culture are expressed in its folklore; mentioning excellent horses of the heroes but they are no match compared to the steam locomotive in industrialised Europe and elsewhere, in the service of mankind.
Motor way culture: has been augmented in Pakistan and its moderate, if not worse, effect has, at least started hitting rail business tremendously. Many analysts believe that the railway's unexplored potential, if unveiled, may go beyond the limits of anybody's guess.
PRIMARY STATEMENT: The philosophy of constructing motor ways in Pakistan and elsewhere, can be defined in general terms; uninterrupted, speedy covering of distance between the destinations; free of hindrance, ensuring of the continuity of the desired speed from the originating point to the ending point.
Such a philosophy may also be extended/applied on the railway network in Pakistan without expending huge costs incurred on the construction of the motorway. According to the officially acknowledged figures on the Lahore-Islamabad motorway, for the huge amount of 2.2 billions Pakistani rupees, motorists/travellers on the motorway shall have to pay infinitely/indefinitely.
The best express trains in Pakistan are allowed to run at a speed of 120 to 140 kilometers per hour, on the main route between Karachi-Lahore. Whereas, the speed permissible on the motor way is or less more the same. In other words, the railway net work built by the British, more than one and a half century ago, had a potential, hitherto unattained by road transport in Pakistan.
The most startling aspect about the possible potential of the existing net work is as under.
It is believed/expected by many analysts, that with the mere focusing of attention, the state-owned Pakistan Railway, can go to the bounds of performing the twenty first century's miracle by offering 40 to 50 percent time-saving between the following destinations; without huge expenditure and by slightly altering the system within 2 to 3 years.
The principle/modality shall be equally applicable on all the rest of the railway network, and the results/reduction of time consumption and revenue increase at the same proportion expected.
Before presenting this indigenous plan of innovative approach, we may yet, go further for a while for a re-adjustment of vision; and how, looking differently from another angle, may convert the present under-utilised network in Pakistan. We may briefly present an overview of the railway network for the general readers or those interested in the modernisation of railway in Pakistan.
The present railway network was built keeping in view the needs of transportation more than one and half century ago. Unlike the existing proliferation of roads and link roads to small villages and country-sides, the network was conceived in the second quarter of nineteenth century, and executed in the last decade.
The railway network was built on the pivotal concept of 'Junction-based facilitation' of tracks from one regional/sectional nucleus. Not from the engineering point of view, but from the understanding of a common observer, the British are to be admired for translating their 'transport philosophy' into a wonderful hub of multi-directional junctions, combining and dividing/substituting multi-directional rail traffic in one place/station.
Take any one major junction station in Pakistan and look, how, rail transportation was made possible, by adjusting trains timings to be mutually agreeable. However up to the emergence of a viable roads network, 'train, passenger and wait' on a junction for a desired train were so much interconnected, that a few hours wait for a sectional train did not matter.
This pattern of changing and taking trains was some sort of forced choice, as no other option/substitute was available to travellers. To wait for the only means of transportation was the actual strength of the railway up to the sixties, but time has changed all this due to the emergence of parallel roads and a motor way culture.
Any one studying the existing railway network will find that 'junction based' transport philosophy is still in vogue in Pakistan. Apparently, such sort of academic question may perplex many; what has gone wrong with the system?
It is naïve to suppose that passengers still opt for train travelling between Pakpatan and Multan, between Lahore and Bhakkar, between Kohat and Sargodha, between Badin and Quetta and so on. But the railway still plans train operations keeping in view a junction-based 'transport outlook', which had been relevant only up to the emergence of a road network and rival road competitors.
Railway planners/decision makers still believe that potential passengers would like to wait for the late running trains on a junction. But now, due to competition with its road rivals, passengers are not going to wait for a single moment. Preference for the travelling rail is in the following conditions.
If the trains are direct between originating/terminating destinations and one is sure about the departure and arrival timings.
In the case of less and affordable fare, otherwise for en-route cities/destinations, travelling the public shall be greatly attracted by the smart AC and non AC buses, wagons.
CENTRAL ARGUMENT: It is not widely known to the general travelling public that an express or passenger train has to reduce its speed up to 10 to 15 kilometers before entering the home signals of a particularly busy junction, due to the complex, inter-connected web of tracks.
Because of the fear of derailment, this technical reduction of train-speed causes severe retardation, even on unspecified stops, and consequently adds considerable wastage/consumption of precious time.
Elaboration: Take the example of one major junction in Pakistan, Khanewal. This is an important regional junction which may suffice for our study and prove the central theme of the thesis.
The Khanewal junction receives trains from four directions. Multan and Jahanian from the western end and Lahore and Shorekot from the eastern end. Like most junctions, the east-west stretched station amalgamates/absorbs traffic from the north and the south in curved shaped tracks, finally converging at home signal points, into vast multi-directional tracks leading to more than half dozen platforms.
Any incoming or outgoing train has to tread very cautiously in respect of the speed limit and an additional 10 to 15 minutes are required for the approaching/exiting of the train.
This particular junction, its capacity to host incoming trains, and its maintenance processes, causes each train one hour more time consumption enroute.
It has become a hub of delaying trains, and a greater weakness in handling train operation in the whole of the division. It is very unusual to accommodate, even high priority trains, without halting at the outer signals. It is customary to stop trains at the outer signals, all in the best operational interest, in total disregard of consequential losses, in terms of wastage of precious time of passengers and by adding cost in terms of engaging tracks/platforms more than necessary.
Some years back, CNN used to play an advertisement. 'Time is money'. This might have become the business motto of the Pakistan Railway. Another intriguing aspect of handling trains at Khanewal and other similar stations is that of stop duration ie 20 minutes instead of 10 minutes.
It has been observed that the simple arithmetic formulae of employing more work force for watering and train examination is not being applied for completing the said processes swiftly, in the minimum possible time, so that the overall cost in terms of detention of trains is reduced/brought to zero level.
In the name of 'change of locomotive' and running staff, actually an half to one hour inertia is caused to almost every train. It has been determined with certainty that a 10 to 20 minutes stop duration was ordained after careful study.
The vendors mafia managed to have more time for offensive marketing. Nowadays locomotives are changed 'rarely' and all express trains do not have to change locomotives but, ironically, trains are made to stop for more than their prescribed 20 minutes, at this junction, no matter, if the business gains between Multan and Lahore are compromised.
The Khanewal junction has become instrumental in damaging the business of passenger between Multan and Lahore. After the completion of dualisation of the roads between the two major urban populous cities of the country, passenger has been unable to understand the justification of staying at Khanewal junction, just after departing from Multan.
The Daewoo, New Khan, Niazi and many other coach companies understood the passengers' psychology and won the market without much struggle.
This was the actual reason why express trains like Shalimar, Tezgam lost passengers between Multan and Lahore, and the railway, instead of understanding the situation and terminating Khanewal and substituting it with Multan, first the diverted Shalimar Express, and started an exclusive train the Shah Rukan Alam Express, from Multan to Karachi in the same hours.
In the short run, Pakistan Railways can re-capture the Lahore-Multan passenger's market, by substituting Multan in place of Khanewal junction. Some trains may halt for a one minute duration at the said junction but from now onwards, for all purposes, trains must target 4.5 to 5 hours time consumption between Multan and Lahore, and this can be achieved by setting aside the conventional role of Khanewal junction in train operations.
In any ultimate analysis, three main stations, Lahore, Raiwind and Khanewal are identified as major hurdles against the business interests of the railway between Multan and Lahore. At these junctions, the trains cannot run at their prescribed full speed, and as a consequence consume an additional 1.5 hours.
Therefore it is time set aside conventional notions and design and re-frame the up and down tracks, so that trains can cross at full speed of 120 to 140 at the stations.
Before offering a possible solution it may be mentioned that the study of Khanewal junction, its previous role in rail operations, and its surfacing as a obstacle against competitive business, is equally applicable to the following junctions situated on the main line and other important section.
Kotri, Hyderabad, Rohri, Khanpur, Samasata, Lodhran, Raiwind, Lahore, Lalamusa Rawalpindi and Attock. It may be mentioned that this argument is directed to demanding a full speed train run-through just like the Mandra junction in Rawalpindi division.
If the railway succeeds in eliminating hurdles at Lahore, Rawalpindi, Multan and so on, the whole rail business may be result in the receipts of billions plus.
Another relevant question may be answered who will pay for these suggested alterations in the national railway network. It is expected that the proposed alterations may be completed with or without external financing. However, for two kilometers less or more, the up and down track, between the two outer signals has to be straightened at 90 degrees, a rough estimate may not involve a huge amount when compared to its productivity in terms of a ten-times increase in revenue/profit.
The following technical suggestions are given keeping in view the highest business targets.
TECHNICAL SUGGESTION: No doubt that forced choice of reducing the speed of a train at Khanewal and similar junctions, is due to technical/engineering problems which was, at the time of conceiving these junctions, a subservient ingenuity to the idea of multiplication of rail traffic. Due to the emergence of motorway culture, Rail Vision (2010) has to be adjusted anew and removing of the junction's complex network of tracks altogether, is not feasible, due to;
a- Not being cost effective; b- In the short run, it is not possible to build an ultra modern high speed rail road, be it under ground, two, three or four way, or bullet train; for all these projects shall cost billions and billions of capital investment.
Therefore, technical suggestion involves two to three kilometers 'Straightening of Tracks expenditures,' per each junction. We again come to touch the under-discussion Khanewal junction, Straightening project.
1-Up and down track may be constructed from/up to the outer signals of Multan and Lahore ends. (Suggestion applicable, even after dualisation of track.)
2-Two-way track may be given outlets/inlets at home signals but no platform should be constructed on up and down tracks as a policy matter.
3-For north and south, Shorkot and Jahanian ends, full speed separating/combining tracks may be built beyond/ahead of outer signals; further, 1 to 2 kilometers two-way outlets/inlets may be constructed for Shorekot and Jahanian ends.
4-Out going trains may join or depart without compromising high speed, however for incoming trains from Shorekot and Jahanian ends, under-pass or over-head bridge device may be used for uninterrupted speed. It is expected that by, expenditure, time consumption shall be reduced for one hour; for each big or small junction.
This expenditure shall be returned back within the first one year or more; and annual increase in revenue/income receipts shall be ten times more than present.
What about housing of trains: Conventional notions have to be replaced and a wider horizon has to be applied in re-designing big cities, railway stations and in small cities.
The existing railway stations were designed keeping in view the 'Change of train within the minimum possible nearness of trains and passengers/luggage placement in next/desired trains'.
From onwards, it is proposed that up and down portions of railway stations may be constructed separately. Up side, downside trains should always use their respective up or downside portion of the railway station. Both up and downside non-stop express ways may be constructed either.
Under ground in the long run - Elevated; or at least barbed, and at sufficient distance from up and down proposed stations. So that a non-stop expressway may be made safer and impassable by men, animals.
A driver of the main line express train said that while passing, for example, at full speed at Okara, Sahiwal, Chichawatni etc. 'I recite Surahs of the Holy Quran and keep my locomotive whistling.' Such kind of pressure on the nerves of locomotive drivers may be guarded against.
NEW VISION: All important railway stations, and, as matter of policy, all junctions/stations/would be stations, have to be altered/ redesigned constructed on the following lines.
Up and down, exclusive railway stations/may be connected underground, with a view for submerging underground road network (even highways for facilitating highest interaction with road traffic, and rival buses and wagons, Goods carrying vehicles, with modern hydraulic, electronic, manual operations for passengers and luggage moving/shifting equipment' systems rapidly.
This designing of railway stations will fulfil the futuristic needs of the highest standard modern rail and road inter-actions with the presence of taxis, rickshaws, tangas 10 to 15 stairs below. For the next destinations unconnected by rail, a bus/coach awaiting below.
There would be a hidden world under the platforms with ticket windows, luggage/customs checking and almost no toiling in carrying heavy luggage.
In short the rail business may be brought to a competitive level with the road rivals/passengers/goods carriers. For the highest peak of billions plus income, Karachi, Lahore and all big cities railway stations, may be provided one and half a dozen underways.
Presently, the railway stations in all cities are on a dividing line between the most populous urban centers. By constructing underground roads/underways, a railway station shall become a magnetic field and a nucleus of transportation activity, also increasing more economic and social interaction across the dividing line.
It is expected that from Karachi to Peshawar and the rest of the network, if the following junctions/stations are altered facilitating an up and down non-stop expressway, 50% time consumed between all the major destinations may be saved in the coming 15 to 20 years.
Railways in Pakistan shall have sufficient financial resources to replace the present railway network into a highly developed network like Japan, Germany etc.
Karachi, Kotri, Hyderabad, Rohri, Samasata, Lodhran, Khanewal, Raiwind, Lahore, Lalamusa, Rawalpindi, Attock and Peshawar. Others include, Shorkot, Faisalabad, Shahinabd, Sargodha, Malikwal, Shershah, Kundian, Jand, Habib Kot, Jacobabad, Sibi and all junctions in Pakistan.