Iran - Pakistan - India Gaspipeline, FEED for the …Pakistan Railways has planned the project of...
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REQUEST FOR PROPOSAL (RFP)
FOR
APPOINTMENT OF
NATIONAL/INTERNATIONAL CONSULTANTS
Pakistan Railways has planned 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 started the
process for preliminary design of the project.
To facilitate early implementation, PIU/CPEC intends to hire the services of national /international consultants or
consortium of consultants, for providing consultancy services for review and vetting of preliminary design/drawings,
survey reports, BOQ, specifications of material and execution of works, bidding documents for EPC contract, bid
evaluation process, etc. 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) of
Pakistan Railways.
Leading consulting firms, national and international, consortium/joint ventures, having relevant experience in the field
of review of preliminary design, construction supervision and preparation of bid document in the railway sector are
invited to participate in the bidding process on single-stage two - envelope basis, as per PPRA rules.
Technical and financial proposals shall be submitted in two separate envelopes at the office of PIU/CPEC, located at # 3,
Mayo Gardens, Sunderdas Road, Lahore. Prospective consultants shall submit their proposals on prescribed format in
the office of PIU/CPEC on/or before 14:00 hours on Monday, 30th September, 2016. Technical proposals will be opened
at 14:30 hours on same date and venue, in presence of representatives of firms who choose to bear witness. The
interested firms can download RFP document 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.
A pre bid conference will be held at 11:00 hours on Friday, 9th September, 2016, at PIU/CPEC office at # 3, Mayo
Gardens, Sunderdas Road, Lahore.
Muhammad Ishfaq Khattak Team Leader/PIU/CPEC
# 3, Mayo Gardens, Sunderdas Road, Lahore
Ph. +92(42) 36286405-07 Email: [email protected]
PROJECT IMPLEMENTATION UNIT
UP GRADATION OF EXISTING MAIN LINE-1 AND ESTABLISHMENT OF A
DRY PORT NEAR HAVELIAN UNDER THE CHINA PAK ECONOMIC
CORRIDOR
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PAKISTAN RAILWAYS
REQUEST FOR PROPOSAL (RFP)
FOR
ENGINEERING & CONSULTANCY SERVICES FOR REVIEW AND
VETTING OF PRELIMINARY DESIGN/DRAWINGS AND BIDDING
DOCUMENTS FOR EPC CONTRACT FOR OVERHAULING,
UPGRADATION AND CONSTRUCTION WORKS OF RAILWAY
INFRASTRUCTURE, ON DIFFERENT SECTIONS OF MAIN LINE-1 OF
PAKISTAN RAILWAYS, UNDER CHINA PAKISTAN ECONOMIC
CORRIDOR (CPEC)
August, 2016
Team Leader/Project Director
Project Implementation Unit (CPEC)
3-Mayo Gardens,
Sunderdas Road Lahore
PH: (0092) 42 36286405 to 07
email: [email protected]
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TABLE OF CONTENTS
1. SECTION 1: INVITATION FOR RFP 5
1.1 General Information 7
1.2 Form General-1 – Basic Information 8
1.3 Form General-2 - Litigation History 9
2. SECTION 2: INSTRUCTIONS FOR BIDDERS 10
2.1 Definitions 10
2.2 Introduction 11
2.3 Conflict of Interest 11
2.4 Conflicting activities 12
2.5 Conflicting assignments 12
2.6 Conflicting relationships 12
2.7 Unfair Advantage 13
2.8 Fraud and corruption 13
2.9 Only one Proposal 14
2.10 Proposal Validity 14
2.11 Clarification and Amendment of RFP Documents 14
2.12 Preparation of Proposal 15
2.13 Technical Proposal Format and Content 15
2.14 Financial Proposal 16
2.15 Payment of Consultancy & Services Fee 16
2.16 Taxes 17
2.17 Submission, Receipt and Opening of Proposal 17
2.18 Proposal evaluation 18
2.19 Evaluation of Technical Proposal 18
2.20 Public Opening and evaluation of financial proposals 18
2.21 Technical Negotiations 19
2.22 Availability of professional staff / experts 19
2.23 Conclusion of the negotiations 20
2.24 Award of Agreement 20
2.25 Confidentiality 20
2.26 Integrity Pact 20
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2.27 Registration of Foreign Firms with Pakistan Engineering Council (PEC) 20
2.28 Time for Completion 20
2.29 Data Sheet 21
2.30 Appendix-I to Data Sheet 25
2.31 Appendix-II to Data Sheet 28
3. SECTION 3: TECHNICAL PROPOSAL – STANDARD FORMS 29
3.1 Form Tech – 1 Technical Proposal Submission Form 30
3.2 Form Tech – 2 Consultant’s Organization and Experience 31
3.2.1 Consultant’s Organization 31
Form Tech – 2 Consultant’s Organization and Experience 32
3.2.2 Consultant’s Experience 32
3.3 Form Tech– 3 Comments or suggestions on the TOR. 33
3.4 Form Tech – 4: Description of Approach, Methodology and Work Plan
For Performing The Assignment 34
3.5 Form Tech – 5 Composition of Team to Be Deployed For This Assignment And
Task Assigned 35
3.6 Form Tech – 6Curriculum Vitae (Cv) Of Proposed Professional Staff 36
3.7 Form tech – 7 staffing schedule 39
3.8 Form Tech – 8 FINANCIAL CAPABILITIES 40
4. SECTION 4: FINANCIAL PROPOSAL - STANDARD FORMS 41
Form Fin- 1 Financial Proposal Submission Form 42
FIN-1 Financial Proposal Submission Form
FIN-2 Summary of Costs
FIN-3 Breakdown of Cost for Local Component and Foreign Remittance
FIN-4 Breakdown of Remuneration of Staff deployed for this assignment
FIN-5 Breakdown of Reimbursable Expenses
5. SECTION-5: TERMS OF REFERENCE (TOR) 49
5.1 Introduction 50
5.2 Feasibility Study For Up-Gradation Of ML-1 -- An Over View 51
5.3 Scope of Services 51
5.4 Main Deliverables Of Preliminary Design / Drawings 53
5.5 Codes / Standards / Rules to be Followed 57
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5.6 Review and vetting of Design / Drawings / Documents / Deliverables prepared by
Design Consultant 58
5.7 Additional Information or Data required for Review 59
5.8 Field Work or Information or Data Collection from Field 59
5.9 Liaison with Design Consultant 59
5.10 Attend Review Meetings 59
5.11 Services for Providing Assistance to the Client, in the Bidding Process 59
5.12 Time for Completion of Assignments 60
Annexure - A (01-32)
FIGURES
Figure 1 Diagram for Load of Broad Gauge Railway (Unit: kN.m)
Figure 2 Through-type Single-Track Steel Plate Girder (Unit: mm)
Figure 3 Deck Layout of Single-track Through-type Steel Plate Girder (Unit: mm)
Figure 4 Deck Layout of Double-track Through-type Steel Plate Girder (Unit: mm)
Figure 5 Construction Clearance and Inner Profile of Existing Tunnel in ML-1 Line
TABLES
Table 1 Categories of Bridges
Table 2 distribution of existing tunnels
Table 3 Main Technical Parameters of the Existing ML-1
Table 4 Main Technical Parameters
Table 5 Recommended Measures of Bridges and Culverts on ML-1 Line
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1. SECTION 1: INVITATION FOR RFP
No. PIU/CPEC/Consultancy Date: 13-08-2016
SUBJECT: ENGINEERING & CONSULTANCY SERVICES FOR REVIEW
AND VETTING OF PRELIMINARY DESIGN/DRAWINGS
AND BIDDING DOCUMENTS FOR EPC CONTRACT FOR
OVERHAULING / UP-GRADATION/ CONSTRUCTION
WORKS OF RAILWAY INFRASTRUCTURE, ON DIFFERENT
SECTIONS OF MAIN LINE-1 (ML-1) OF PAKISTAN
RAILWAYS, UNDER PAKISTAN CHINA ECONOMIC
CORRIDOR (CPEC)
1. The Team Leader/Project Director, Project Implementation Unit, (CPEC)
Pakistan Railways, 3 Mayo Gardens Sunderdas Road, Lahore invites Technical
and Financial Proposals for:
2. Engineering & Consultancy Services for Review and Vetting of preliminary
design/drawings and Bidding Documents for EPC Contract for overhauling, up-
gradation and construction works of Railway infrastructure on different sections
of Main Line-1 (ML-1) of Pakistan Railways, under China Pakistan Economic
Corridor (CPEC), including the provision of technical support during the entire
bidding process and vetting of plant & machinery specifications,
3. Method for selection of consultants:
Quality and Cost Based Selection (QCBS) described in the RFP.
4. The RFP includes the following documents:
Section 1: General Information
Section 2: Instructions to Consultants (including Data Sheet)
Section 3: Technical Proposal – Standard Forms
Section 4: Financial Proposal – Standard Forms
Section 5: Terms of Reference
5. It is mandatory for proposals to be prepared using standard forms of RFP. Any
proposal not prepared according to the prescribed format may be rejected. If any
information required in the forms is found missing or written elsewhere, no
credit will be given in the relevant section of the evaluation.
6. The Consultants/Firms should submit details of five (5) of their most relevant
assignments of similar projects for technical evaluation using the prescribed
format. Assignments given beyond the given number will not be considered.
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7. CVs of key personnel corresponding to the list given in data sheet should
contain details of three (3) similar projects done by each individual in the past.
8. The consultant can be a Single entity or a Joint Venture / Consortium of
International and National firms, with total number of firms in the
JV/Consortium not more than five (5).
9. The Technical and Financial proposals are to be submitted in separate sealed
envelopes at following address on or before 30th
September 2016 till 12:00
hours.
Team Leader/Project Director
Project Implementation Unit (CPEC)
Pakistan Railways,
3 Mayo Gardens Sunderdas Road,
Lahore.
Tel: (0092) 42-36286405 to 07
email: [email protected]
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1.1 General Information
The consultants are required to provide following information, which is necessary for
further processing of the proposal:
1. Applied as single entity or Joint Venture/Consortium be specified.
2. In case of single entity, specify the name of firm and provide the information as per
attached prescribed form General-1.
3. In case of Joint Venture/Consortium, provide the following information as well as
prescribed in the attached form General-1 for all JV partners.
S. No. Name of JV partners % share for this
assignment
1. Lead Partner
2. Partner No.1
3. Partner No.2
4 Partner No.3
5 Partner No.4
4. The consultants are required to provide accurate information on any litigation or
arbitration, arising out of the assignments completed or in progress over the last
five (05) years in the manner as prescribed in the form General-2
5. Certificate / affidavit that the firm is not blacklisted by any government department
/ authority.
6. National Income Tax number (NTN).
7. For local firms registration with Pakistan Engineering Council (PEC) and for
foreign firm’s registration with relevant engineering bodies of parent country.
(please attach copies of valid registration certificate)
8. Last three (03) years audited reports of accounts of the firm.(all firms in case of JV)
9. Power of attorney to sign the proposals.
10. Joint Venture agreement (if applicable).
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1.2 Form General-1 – Basic Information
1. Name of Firm.
2. Office address in Pakistan.
3. Office address overseas (if applicable).
4. Organization Chart.
5. Telephone & Fax #s
6. email
7. Contact person
8. Place of incorporation / registration
9. Year of incorporation / registration
10. Country of origin ( if other than Pakistan)
11. Type of organization (whether partnership / sole proprietorship / public
limited company / private limited company (Attach copy of Memorandum of
Article, Memorandum of Association and registration certificate with
Security Exchange or Registrar of Firm)
In case of JV/Consortium, above information shall be provided for all
partners.
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1.3 Form General-2 - Litigation History
Consultants, including each of the partners of a Joint Venture/Consortium, shall provide
information on history of any litigation or arbitration resulting from contracts executed
in the last five (05) years or currently under execution. A separate sheet should be used
for each partner of joint venture.
Party / Parties of
the claim /
dispute
Nature of Claim / Dispute
Amount
of the
claim /
dispute.
Date
initiated
Status
( Award for or
against
Consultant)
__________________________________
Name of Authorized Person
(Name of Consultant Firm)
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SECTION 2: INSTRUCTIONS FOR BIDDERS
2.1 Definitions
2.1.1 “Government of Pakistan” means the Government of Islamic Repub-
lic of Pakistan and all its associated departments, agencies, autono-
mous/semi- autonomous bodies, Companies, boards, universities and
similar other organizations.
2.1.2 “Client” means Team Leader/Project Director, Project Implementation
Unit, (CPEC) Pakistan Railways, 3 Mayo Gardens, and Sunderdas
Road, Lahore.
2.1.3 “Consultants” means any entity / firm / Joint venture of firms that may
provide the services to the client under the agreement. The consultant
can be single entity or Joint Venture / consortium of International and
national firms.
2.1.4 “Agreement” means the Agreement signed by the client and the con-
sultants including all the attached documents.
2.1.5 “Data Sheet” means such part of the instructions to consultants used to
reflect specific conditions.
2.1.6 “Day” means calendar day.
2.1.7 “Instructions to Consultants” means the document which provides
consultants with all information needed to prepare their proposals.
2.1.8 “Personnel” means professionals and support staff provided by the
consultant or by any sub-consultant and perform the services or any
part thereof; “Foreign Personnel” means such professionals and sup-
port staff who at the time of being so provided had their domicile out-
side Pakistan; ’Local Personnel” means such professionals and sup-
port staff who at the time of being so provided had their domicile inside
Pakistan.
2.1.9 “Proposal” means the Technical Proposal and the Financial Proposal.
2.1.10 “RFP” means the Request for Proposal issued by the client for the se-
lection of consultants.
2.1.11 “Services” means the work to be performed by the consultants pursu-
ant to the agreement.
2.1.12 “Sub-Consultant” and “Associates” means any person or entity with
whom the consultants enter into sub-agreement(s) / associate agreement
for any part of the services.
2.1.13 “Terms of Reference” (TOR) means the document included in the
RFP which explains the objectives, scope of work, activities, tasks to
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be performed, respective responsibilities of the client and the consult-
ant, and expected results and deliverables of the assignment.
2.1.14 “Similar Assignment” means preparation of bidding documents for
engaging EPC contractor or preparation/review of preliminary de-
sign/drawings and detailed/construction design & drawings or resident
construction supervision for construction/ rehabilitation/ up-gradation
of railway track and allied infrastructures or construc-
tion/rehabilitation/up-gradation of Railway signal & telecommunication
system (project costing over US$50 million or equivalent).
2.2 Introduction
2.2.1 The client named in the data sheet will select a consultant/consultants
for the assignment mentioned in the data sheet in accordance with the
method of selection specified in the data sheet.
2.2.2 The consultants are invited to submit a Technical Proposal and a Finan-
cial Proposal for the services required for the assignment named in the
data sheet. The proposals shall be in separately marked and sealed en-
velopes. The proposal will be the basis for negotiating the agreement
and ultimately for a signed agreement with the selected
firm/consortium.
2.2.3 The consultants should familiarize themselves with assignment condi-
tions and take them into account in preparing their proposals. To obtain
first-hand information on the assignment, consultants are encouraged to
visit the client before submitting a proposal and to attend a pre-proposal
conference as per schedule specified in data sheet.
2.2.4 Consultants should contact the client’s representative named in the data
sheet to obtain information regarding the assignment. Consultants
should ensure that the client’s representative is informed well- ahead of
time in case they wish to visit the client.
2.2.5 Consultants shall bear all costs associated with the preparation and
submission of their proposals and agreement negotiations process. The
client is not bound to accept any proposal, and reserves the right to an-
nul the selection process at any time prior to agreement award, without
thereby incurring any liability to the consultants.
2.3 Conflict of interest
2.3.1 Government of Pakistan policy requires that consultants provide
professional, objective, and impartial advice and at all times hold the
client’s interests paramount, strictly avoid conflicts with other
assignments or their own corporate interests and act without any
consideration for future work.
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2.3.2 Without limitation on the generality of the foregoing, consultants, and
any of their affiliates, shall be considered to have a conflict of interest
and shall not be recruited, under any of the circumstances set forth
below:
2.4 Conflicting activities
A firm that has been engaged by the client to provide goods, works or services
other than consulting services for a project, and any of its affiliates, shall be
disqualified from providing consulting services related to those goods, works or
services. Conversely, a firm hired to provide consulting services for the
preparation or implementation of a project, and any of its affiliates, shall be
disqualified from subsequently providing goods or works or services other than
consulting services resulting from or directly related to the firm’s consulting
services for such preparation or implementation. For the purpose of this
paragraph, services other than consulting services are defined as those leading to
a measurable physical output, for example surveys, exploratory drilling, aerial
photography, and satellite imagery.
2.5 Conflicting assignments
A consultant (including its personnel and sub- consultants) or any of its affiliates
shall not be hired for any assignment that, by its nature, may be in conflict with
another assignment of the consultant to be executed for the same or for another
client. For example, a consultant hired to prepare engineering design for an
infrastructure project shall not be engaged to prepare an independent
environmental assessment for the same project, and a consultant assisting a
client in the privatization of public assets shall neither purchase, nor advise
purchasers of, such assets. Similarly, a consultant hired to prepare Terms of
Reference for an assignment should not be hired for the assignment in question.
2.6 Conflicting relationships
2.6.1 A consultant (including its personnel and sub- consultants) that has a
business or family relationship with a member of the client’s staff who is
directly or indirectly involved in any part of (i) the preparation of the
Terms of Reference of the assignment, (ii) the selection process for such
assignment, or (iii) supervision of the agreement, may not be awarded an
agreement, unless the conflict stemming from this relationship has been
resolved in a manner acceptable to the Pakistan Railways throughout the
selection process and the execution of the agreement.
2.6.2 Consultants have an obligation to disclose any situation of actual or
potential conflict that impacts their capacity to serve the best interest of
their client, or that may reasonably be perceived as having this effect.
Failure to disclose said situations may lead to the disqualification of the
consultant or the termination of its agreement.
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2.6.3 No agency or current employees of the client (except subsidiaries of Pak
Railways) shall work as consultants under their own ministries,
departments or agencies except those employees who are posted on
deputation. Recruiting former government employees of the client to work
for their former ministries, departments or agencies is acceptable provided
no conflict of interest exists. When the consultant nominates any
government employee as personnel in their technical proposal, such
personnel must have written certification from their government or
employer confirming that they are on leave without pay from their official
position and allowed to work full-time outside of their previous official
position. Such certification shall be provided to the client by the consultant
as part of his technical proposal.
2.7 Unfair advantage
If a consultant could derive a competitive advantage from having provided
consulting services related to the assignment in question, the client shall make
available to all applicants together with this RFP all information that would in
that respect give such consultant any competitive advantage over competing
consultants.
2.8 Fraud and corruption
The Pakistan Railways requires consultants participating in its projects to adhere
to the highest ethical standards, both during the selection process and throughout
the execution of an agreement. In pursuance of this policy, Pakistan Railways:
a) defines, for the purpose of this paragraph, the terms set forth as follows:
(i) “Corrupt practice” means the offering, giving, receiving, or
soliciting, directly or indirectly, of anything of value to influence the
action of a public official in the selection process or in agreement
execution;
(ii) “Fraudulent practice” means a misrepresentation or omission of
facts in order to influence a selection process or the execution of an
agreement;
(iii) “Collusive practices” means a scheme or arrangement between
two or more consultants with or without the knowledge of the client,
designed to establish prices at artificial, non-competitive levels;
(iv) ―Coercive practices‖ means harming or threatening to harm,
directly or indirectly, persons or their property to influence their
participation in a procurement process, or affect the execution of
agreement.
b) will reject a proposal for award if it determines that the consultant
recommended for award has, directly or through an agent, engaged in
corrupt, fraudulent, collusive or coercive practices in competing for the
agreement in question;
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c) will sanction a consultant, including declaring the consultant
ineligible, either indefinitely or for a stated period of time, to be
awarded a Government of Pakistan agreement if at any time it
determines that the consultant has, directly or through an agent,
engaged in corrupt, fraudulent, collusive or coercive practices in
competing for, or in executing, a Government of Pakistan agreement;
and
d) will have the right to require that a provision be included requiring
consultants to permit the Government of Pakistan to inspect their
accounts and records and other documents relating to the submission
of proposals and agreement performance, and have them audited by
auditors appointed by the Government of Pakistan.
e) Consultants, their sub-consultants, and their associates shall not be
under a declaration of ineligibility for corrupt and fraudulent
practices issued by the Government of Pakistan in accordance with
the above para of fraud and corruption. Furthermore, the consultants
shall be aware of the provisions on fraud and corruption stated in the
specific clauses in the general conditions of agreement.
2.9 Only one Proposal
Each consultants / JV shall submit only one proposal. If a consultant submits or
participates in more than one proposal, all such proposals in which the said
consultant has participated shall be disqualified.
2.10 Proposal Validity
The data sheet indicates how long consultants’ proposals must remain valid after
the submission date. During this period, consultants shall maintain the
availability of professional staff nominated in the proposal. The client will make
its best effort to complete negotiations within this period. Should the need arise;
however, the client may request consultants to extend the validity period of their
proposals. Consultants who agree to such extension shall confirm that they
maintain the availability of the professional staff nominated in the proposal, or
in their confirmation of extension of validity of the proposal, consultants could
submit new staff in replacement, which would be considered in the final
evaluation for agreement award. Consultants, who do not agree, have the right
to refuse to extend the validity of their proposals.
2.11 Clarification and Amendment of RFP Documents
2.11.1 Consultants may request a clarification of any of the RFP documents up
to the number of days indicated in the data sheet before the proposal
submission date. Any request for clarification must be sent in writing,
or by standard electronic means to the client’s address indicated in the
data sheet. The client will respond in writing, or by standard electronic
means and will send written copies of the response (including an
explanation of the query but without identifying the source of inquiry)
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to all consultants. Should the client deem it necessary to amend the
RFP as a result of a clarification, it shall do so following the procedure
under para. 2.11.2.
2.11.2 At any time before the submission of proposals, the client may amend
the RFP by issuing an addendum in writing or by standard electronic
means. The addendum shall be sent to all consultants and will be
binding on them. Consultants shall acknowledge receipt of all
amendments. To give consultants reasonable time in which to take an
amendment into account in their proposals the client may, if the
amendment is substantial, extend the deadline for the submission of
proposals.
2.12 Preparation of Proposal
2.12.1 The proposal, as well as all related correspondence exchanged by the
consultants and the client, shall be written in the language (s) specified
in the data sheet.
2.12.2 In preparing their proposal, consultants are expected to examine in
detail the documents comprising the RFP. Material deficiencies in
providing the information requested may result in rejection of a
proposal.
2.13 Technical Proposal Format and Content
2.13.1 The Technical Proposal shall provide the information indicated in the
following paras from (a) to (g) using the attached standard forms
(Section 3).
a. A brief description of the consultants’ organization and an outline of
recent experience of the consultants (each partner in case of joint
venture) on assignments of a similar nature are required in form
TECH-2 of Section 3. For each assignment, the outline should
indicate the names of sub-consultants/professional staff who
participated, duration of the assignment, agreement amount, and
Consultant’s involvement. Information should be provided only for
those assignments for which the Consultant was legally engaged by
the Client as a firm or as one of the major firms within a joint
venture. Assignments completed by individual Professional staff
working privately or through other consulting firms cannot be
claimed as the experience of the Consultant, or that of the
Consultant’s associates, but can be claimed by the Professional staff
themselves in their CVs. Consultants should be prepared to
substantiate the claimed experience if so requested by the Client.
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b. Comments and suggestions on the Terms of Reference including
workable suggestions that could improve the quality/ effectiveness of
the assignment; (TECH-3 of Section 3).
c. A description of the approach, methodology and work plan for
performing the assignment covering the following subjects: technical
approach and methodology, work plan, and organization and staffing
schedule. Guidance on the content of this section of the Technical
Proposals is provided under Form TECH-4 of Section 3.
d. The list of the proposed Professional staff team by area of expertise,
the position that would be assigned to each staff team member, and
their tasks (Form TECH-5 of Section 3).
e. CVs of the Professional staff signed by the staff themselves or by the
authorized representative of the Professional Staff (Form TECH-6 of
Section 3) along with their Computerized National Identity Card
numbers (if local) or Passport numbers (if foreign).
f. Estimates of the staff input needed to carry out the assignment (Form
TECH-7 of Section 3). The staff- months input should be indicated
separately for home office and field activities.
2.13.2 The Technical Proposal shall not include any financial information. A
Technical Proposal containing financial information may be declared
non responsive.
2.14 Financial Proposal
The Financial Proposal shall be prepared using the attached Standard
Forms (Section 4). It shall list all costs associated with the assignment.
2.15 Payment of Consultancy & Services Fee
2.15.1 The amount of remuneration will be claimed / paid as per the relevant
clause of section-5 TOR.
2.15.2 5% Retention Money will be deducted from each interim/monthly
payment. Retention Money will be returned after finalization/signing of
contract agreement with EPC contractor.
2.15.3 The Client shall make payments against the services provided by the
foreign partner (s) of the Consultants in foreign currency i.e. US
Dollars or Euros. The payments to the local / national partner(s) of the
Consultants shall be made in Pak Rupees. However, the Consultants
shall ensure that the foreign currency part of the Consultancy Bid Price
is not more than 50% of the overall Consultancy Contract Price.
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2.16 Taxes
The Consultant may be subject to all local taxes on the amounts payable by the
Client under the Agreement. Payment of all taxes shall be the responsibility of
the consultant.
2.17 Submission, Receipt and Opening of Proposal
2.17.1 The original proposal (Technical Proposal and Financial Proposal) shall
contain no interlineations or overwriting, except as necessary to correct
errors made by the consultants themselves. The person who signed the
proposal must initial such corrections. Submission letters for both
Technical and Financial Proposals should respectively be in the format
of TECH-1 of Section 3, and FIN-1 of Section 4.
2.17.2 An authorized representative of the consultants shall initial all pages of
the original Technical and Financial Proposals. The authorization shall
be in the form of a written power of attorney accompanying the
proposal or in any other form demonstrating that the representative has
been duly authorized to sign. The signed Technical and Financial
Proposals shall be marked “ORIGINAL”.
2.17.3 The Technical Proposal shall be marked “ORIGINAL” or “COPY” as
appropriate. The Technical Proposals shall be sent to the clients
addresses referred to in the data sheet and in the number of copies
indicated in the data sheet. All required copies of the Technical
Proposal are to be made from the original. If there are discrepancies
between the original and the copies of the Technical Proposal, the
original governs.
2.17.4 The original and all copies of the Technical Proposal shall be placed in
a sealed envelope clearly marked “TECHNICAL PROPOSAL”
similarly, the original Financial Proposal shall be placed in a sealed
envelope clearly marked “FINANCIAL PROPOSAL” followed by
the name of the assignment, and with a warning “DO NOT OPEN
WITH THE TECHNICAL PROPOSAL.” The envelopes containing
the Technical and Financial Proposals shall be placed into an outer
envelope and sealed. This outer envelope shall bear the submission
address and title of the assignment, clearly marked “DO NOT OPEN,
EXCEPT IN PRESENCE OF THE OFFICIAL APPOINTED,
BEFORE SUBMISSION DEADLINE”. The client shall not be
responsible for misplacement, losing or premature opening if the outer
envelope is not sealed and/or marked as stipulated. This circumstance
may be case for proposal rejection. If the Financial Proposal is not
submitted in a separate sealed envelope duly marked as indicated
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above, this will constitute grounds for declaring the Proposal non-
responsive.
2.17.5 The Proposals must be sent on the address/addresses indicated in the
Data Sheet and received by the client not later than the time and the
date indicated in the data sheet, or any extension granted thereof. Any
proposal received by the Client after the deadline for submission shall
be returned unopened.
2.17.6 The Client shall open the Technical Proposal immediately after the
deadline for their submission. The envelopes with the Financial
Proposal shall remain sealed and securely stored. The Financial
Proposal of only technically qualified consultants will be opened
2.18 Proposal evaluation
From the time the Proposals are opened to the time the Agreement is awarded,
the Consultants should not contact the Client on any matter related to its
Technical and/or Financial Proposal. Any effort by Consultants to influence the
Client in the examination, evaluation, ranking of Proposals, and
recommendation for award of Agreement may result in the rejection of the
Consultants’ Proposal. Evaluators of Technical Proposals shall have no access
to the Financial Proposals until the technical evaluation is concluded and
announced/communicated.
2.19 Evaluation of Technical Proposal
The evaluation committee shall evaluate the Technical Proposals on the basis of
their responsiveness to the Terms of Reference, applying the evaluation criteria,
sub-criteria, and point system specified in Evaluation Criteria in Data Sheet and
Appendix-I to Data Sheet and each responsive Proposal will be given a technical
score. A Proposal shall be rejected at this stage if it does not respond to
important aspects of the RFP, and particularly the Terms of Reference or if it
fails to achieve the minimum technical score indicated in the Evaluation
Criteria.
2.20 Public Opening and evaluation of financial proposals
2.20.1 After the technical evaluation is complete, the Client shall notify in writing to
the three top ranking Consultants that have secured the minimum qualifying
marks, the date, time and location for opening the Financial Proposals.
Consultants’ attendance at the opening of Financial Proposals is optional. The
opening date shall be set so as to allow interested Consultants sufficient time
to make arrangements for attending the opening.
2.20.2 The Financial Proposal of the all Consultants who met the minimum
qualifying mark will then be inspected to confirm that they have remained
sealed and unopened. The name of these Consultants and the technical scores
19
of the Consultants shall be read aloud. Their Financial Proposals shall then be
opened publicly in the presence of the Consultants’ representatives who
choose to attend. The total prices quoted by them shall be read aloud and
recorded.
2.20.3 The Evaluation Committee will correct any computational errors. When
correcting computational errors, in case of discrepancy between a partial
amount and the total amount, or between word and figures, the formers will
prevail. The Evaluation Committee shall correct the quantification indicated
in the Financial Proposal so as to make it consistent with that indicated in the
Technical Proposal, apply the relevant unit price included in the Financial
Proposal to the corrected quantity and correct the total Proposal cost.
2.20.4 The weightage of Technical and Financial Proposals would be as indicated in
Data Sheet.
2.21 Technical Negotiations
2.21.1 Technical Negotiations will be held at the address indicated in the Data
Sheet. The invited Consultant will, as a pre-requisite for attendance at
the negotiations, confirm availability of all Professional staff. Failure in
satisfying such requirements may result in the Client proceeding to
negotiate with the next- ranked Consultant. Representatives conducting
negotiations on behalf of the Consultant must have written authority to
negotiate and conclude an Agreement.
2.21.2 Technical Negotiations will include a discussion of the Technical
Proposal, the proposed technical approach and methodology, work
plan, and organization and staffing, and any suggestions made by the
Consultant to improve the Terms of Reference. The Client and the
Consultants will finalize the Terms of Reference, staffing schedule,
work schedule, logistics, and reporting. These documents will then be
incorporated in the Agreement as ―Description of Services‖. Special
attention will be paid to clearly defining the inputs and facilities
required from the Client to ensure satisfactory implementation of the
assignment. The Client shall prepare minutes of negotiations which will
be signed by the Client and the Consultant.
2.22 Availability of professional staff / experts
Having selected the Consultant on the basis of, among other things, an
evaluation of proposed Professional staff, the Client expects to negotiate an
Agreement on the basis of the Professional staff named in the Proposal. Before
agreement negotiations, the Client will require assurances that the Professional
staff will be actually available. The Client will not consider substitutions during
agreement negotiations unless both parties agree that undue delay in the
selection process makes such substitution unavoidable or for reasons such as
20
death or medical incapacity. If this is not the case and if it is established that
Professional staff were offered in the proposal without confirming their
availability, the Consultant may be disqualified. Any proposed substitute shall
have equivalent or better qualifications and experience than the original
candidate and be submitted by the Consultant within the period of time specified
in the letter of invitation to negotiate.
2.23 Conclusion of the negotiations
Negotiations will conclude with a review of the draft Agreement. To complete
negotiations the Client and the Consultant will initial the agreed Agreement. If
negotiations fail, the Client will invite the Consultant whose Proposal received
the second highest score to negotiate an Agreement.
2.24 Award of Agreement
After completing negotiations the Client shall award the Agreement to the
selected Consultant and publish details on the website. The agreement will be
executed based on Standard Format of Pakistan Engineering Council (PEC) for
large projects (Lump Sum Based).
2.25 Confidentiality
Information relating to evaluation of Proposals and recommendations
concerning awards shall not be disclosed to the Consultants who submitted the
Proposals or to other persons not officially concerned with the process, until the
publication of the award of Agreement. The undue use by any Consultant of
confidential information related to the process may result in the rejection of its
Proposal and may be subject to the provisions of the Consultant Selection
Guidelines relating to fraud and corruption.
2.26 Integrity Pact
The successful Bidder shall sign and stamp the Integrity Pact, as per
Standard Format of Pakistan Engineering Council (PEC), in case contract value
exceeds Pak Rs. 100 Million.
2.27 Registration of Foreign Firms with Pakistan Engineering Council (PEC)
The successful Bidder shall be required to abide by the bylaws of Pakistan
Engineering Council (PEC) and in case of foreign firm get registered with PEC
after signing of the Contract Agreement.
2.28 Time for Completion
2.28.1 Time for completion of the assignment shall be as specified in the Data
Sheet.
2.28.2 Mobilization Period, after signing of agreement shall be as specified in
the Data Sheet.
21
2.29 Data Sheet
Instructions to Consultants
Paragraph
Reference
2.2.1
Name of the Client:
Team Leader/Project Director,
Project Implementation Unit,(PIU)
China Pakistan Economic Corridor (CPEC.),
3 Mayo Gardens, Sunderdas Road, Lahore.
Method of selection:
QCBS (Quality and cost based Selection) in accordance with PPRA Rule 2004 and PPRA
Procurement of Consultancy Services Regulations 2010.
2.2.2
Name of the assignment:
Engineering & Consultancy Services For Review And Vetting Of Preliminary
Design/Drawings And Bidding Documents For EPC Contract For Overhauling,
Up-gradation And Construction Works Of Railway Infrastructure, On Different
Sections Of Main Line-1 Of Pakistan Railways, Under China Pakistan Economic
Corridor (CPEC)
Financial Proposal to be submitted together with Technical Proposal, however, both should
be in separate sealed envelopes clearly marked with name of Assignment and Firm.
2.2.3
Pre-Bid conference:
Pre- proposals conference shall be held as per following schedule:
Date: 09 September, 2016. Time: 11:00 am at Conference Room, Pakistan Railways,
3 Mayo Gardens, Sunderdas Road, Lahore
2.10
Validity of Offer:
Proposals must remain valid for at least one hundred & twenty (120) days after the
submission date.
2.11.1 Clarifications:
Clarifications may be requested not later than fourteen (14) days before the submission date.
2.12.1
Language:
Proposals shall be submitted in the English language:
2.16
Taxes:
Withholding Tax, Advance Income Tax, Sales Tax etc. will be deducted as per prevailing
government rules. It will be exclusively Consultant’s responsibility to include all applicable
Federal, Provincial, City District Local Government taxes / fees & levies etc. in the
Financial Proposal.
2.17.3
Submission of Proposals:
Consultant must submit one original and three (3) copies of the Technical Proposal and the
original of the Financial Proposal.
22
2.17.5
The Proposal submission address:
Muhammad Ishfaq Khattak
Team Leader/Project Director,
Project Implementation Unit (CPEC),
3 Mayo Gardens, Sunderdas Road, Lahore.
Phone No (0092) 42 36286405 to 07
email:[email protected]
Proposals must be submitted not later than the following date and time:
On or before 30th
September, 2016 not later than 12:00 hours
23
2.19
Criteria, sub-criteria, and point system for the evaluation of Technical Proposals are:
(i) Company Profile: 40%
(ii) Project Team: 40%
(iii) Approach & Methodology: 20%
Description Points
(i) Company Profile: [100]
a) Number of similar assignments [60]
b) Value of similar assignments [20]
c) Organizational structure [10]
d) Financial capabilities [10] ___
Total = A1
(ii) Project Team: [100] 1. Railway Expert Permanent Way (Project Manager) [10]
2. Railway Alignment Design Expert [10]
3. Railway Expert Bridges [10]
4. Railway Expert Structures [10]
5. Railway Expert Train Operation [06]
6. Railway Expert Signalling and Telecom [12]
7. Railway Expert Electrical [05]
8. Railway Expert Mechanical [05]
9. Geotechnical Engineer [07]
10. Contract Expert [08]
11. Survey Expert [06]
12. Project Planning, Scheduling Professional/ Expert [06]
13. Hydrology / Hydraulic Design Expert [05]
___
Total = A2
(iii) Approach & Methodology: [100] a) Understanding & Innovativeness [30]
b) Methodology & Work plan [60]
b) Project Organization [10]
___
Total = A3
Technical Score = A 40 A 40 A 201 2 3
100 100 100
The minimum technical score (St) required to pass is: 70 Points
Further details of Evaluation Criteria are described in Appendix-I to Data Sheet
24
2.20.4
The weightage of Technical & Financial score will be as under:
Technical = 80%
Financial = 20%
The formula for determining the financial scores is as following:
Sf = 100 x Fm / F
Sf = The financial score
Fm = The lowest price
F = The price of the proposal under consideration.
2.21.1
Address for Technical negotiations:
Team Leader/Project Director,
Project Implementation Unit (CPEC) ,
Pakistan Railways,
3 Mayo Gardens, Sunderdas Road, Lahore
2.28
(i) Engineering & Consultancy Services for review and vetting of
preliminary design/drawings and bidding documents for EPC contract
for Overhauling, Up-gradation and Construction Works of Railway
Infrastructure on Different Sections of Main Line -1 (ML-1) under
CPEC. = Six (06) months.
(ii) Provision of technical support to the client during the entire bidding
process for the appointment of the EPC contracts =Two (2) months
Note:
i) Review and vetting of design/drawings will start as soon as the Chines
consultant preparing preliminary design/drawings starts submitting such
design/drawings.
ii) Separate RFP will be issued for project management, consulting
services during execution and construction supervision.
25
2.30 Appendix-I to Data Sheet
Details of Evaluation Criteria
1. Mandatory Requirements
i. The Consultant / Firm must be registered with Security & Exchange Commission
of Pakistan or Registrar of Firms. In case of foreign firm/s it/they should be
registered in their country of origin in similar organizations / departments.
(Attach copy of Article of Association, Memorandum of Association and
registration certificate with Security Exchange or Registrar of Firms)
ii. The Consultants must have completed at-least two (02) similar assignments.
These two assignments must comprise one assignment from each discipline
i.e. Railway related, civil work and Signal & Communication. Any Consultant
not fulfilling the said requirement is liable to be technically disqualified.
2. Company Profile (100 Marks)
a) Number of similar assignments (60 Marks)
Five Projects = 60
Four Projects = 48
Three Projects = 36
Two Projects = 24
b) Value of similar assignments (21 Marks)
For completed projects having value (Pak Rupees in Million)
1500 or above = 21
1200 > 1500 = 14
900 > 1200 = 07
Less than 900 = 03
For the purpose of awarding scores under this category, Rs. 300 Million
(3.00MUSD) consultancy fee of the project is considered as base line.
c) Organizational structure (10 Marks)
Excellent = 100%, Good = 80%, Satisfactory = 60%
d) Financial Capabilities (9 Marks)
Annual Turnover (Pak Rs in Million)
More than or equal to 1000 = 100%
More than or equal to 700 but < 1000 = 80%
More than or equal to 500 but < 7000 = 50%
More than or equal to 200 but < 500 = 30%
Less than 200 = 0%
26
Appendix-I to Data Sheet (contd…..)
Details of Evaluation Criteria
3. Project Team
For minimum qualification and experience of project team please refer to
Appendix -II to Data Sheet. Each member of Consultant's team will be
evaluated on the following criteria:
i. Education (40%)
MSc or equivalent= 100%
BSc or equivalent = 90%
Higher education i.e., MSc shall be considered only if these are in relevant
field / discipline.
In case the Consultants provide two CVs, one for foreign and other for local
professional for particular professional category, then CV of the foreign
professional will be considered for the purpose of Technical Evaluation.
ii. Experience (30%)
Where minimum overall experience is 20 years
25 years or more = 100%
20 to < 25 years = 80%
Less than 20 years = 0%
Where minimum overall experience is 15 years
Twenty years or more = 100%
15 to <20 years = 80%
Less than15 years = 0%
Where minimum overall experience is 10 years
Fifteen years or more = 100%
10 to <15 years = 80%
Less than10 years = 0%
No of similar assignments (30%)
Five or more = 100%
3 to less than 5 = 80%
2 to 1 = 60%
27
Appendix-I to Data Sheet (contd…..)
Details of Evaluation Criteria
4. Approach & Methodology (100 marks)
Methodology submitted by Consultant will be analyzed by evaluating the same
on the basis of the description given in sub-paras (a), (b) and (c) below and
graded as under:
Quality Grade Weight
Excellent A 100%
Good B 70%
Average / below average C 50%
Absent D 0
Methodology will be analysed based on following:
a) Understanding & Innovativeness (30 Marks)
i. What is the depth of the firm’s understanding of the requirements and
objectives of the consultancy assignment?
ii. What is the quality of the improvements to the TOR suggested by the
consultant to improve the outcome of the assignment?
iii. What is the level of identification of potential risks that will affect the
execution of the assignment, and what is the quality of the mitigation
strategies proposed?
b) Methodology & Work plan (60 Marks)
i. How in-depth is the Statement of Work: does it fully cover the scope of
the assignment and is it sufficiently developed to ensure assignment
completion?
ii. How developed is the Work Breakdown Structure (WBS) for the
assignment?
iii. How suitable is the Work Plan (staffing schedule): is the resource
utilization sufficient and practical?
c) Project Organization (10 Marks)
i. Is the structure and composition of the project team expressed
adequately in Project Organization Chart.
ii. Have the key experts and other staff been nominated for all the main
components / disciplines of the assignment.
28
2.31 Appendix-II to Data Sheet
2.31.1 Minimum Qualification and Experience required for each position in
Project Team
1. The professionals having experience less than minimum specified below shall
not be considered
Sr.
No. Position Min-Qualification
Overall
Experience
Min-
Relevant Experience
1 Railway Expert
Permanent Way
(Project Manager)
B.Sc. Civil Engineering 20 Years 10 Years
2 Railway Alignment
Design Expert
B.Sc. Civil Engineering
15 Years
8 Years
3 Railway Expert
Bridges
M.Sc. Structural
Engineering 15 years 8 Years
4 Railway Expert
Structures
M.Sc. Structural
Engineering 15 years 8 Years
5 Railway Expert Train
Operation
BSc, Mechanical
Engineering or Officer of
Transportation department
of Pakistan Railways, with
requisite experience in train
operation.
15 years 8 years
6
Railway Expert
Signalling and
Telecom
B.Sc. Electrical / Signalling
/Telecommunication
Engineering
15 years 8 Years
7 Railway Expert
Electrical
B.Sc. Electrical
Engineering 15 years 8 Years
8 Railway Expert
Mechanical
B.Sc. Mechanical
Engineering 15 years 8 Years
9 Geotechnical
Engineer
M.Sc. Geotechnical /
Geological Engineering 15 years 8 Years
10 Contract Expert B.Sc. Civil Engineering 15 years 8 Years
11 Topographic Survey
Expert B.Sc. Civil Engineering 10 years 07 Years
12
Project Planning,
Scheduling
Professional/ Expert
B.Sc. Civil Engineering
with Diploma/ Certification
in Project Planning
10 years 07 Years
13
Hydrology / Hydraulic
Design Expert
M.Sc. Hydrology/Water
Resources
Engineering./Hydraulics
Engineering
15 years 8 Years
2. Similar Project as has been defined under ―Definitions‖ in para 2.1 is for the
purpose of comparison of the projects completed by the Consulting firm and the
assignment under consideration. For various professionals, the similar
assignment shall be strictly as per their respective field of specialization.
29
3. SECTION 3: TECHNICAL PROPOSAL – STANDARD FORMS
Consultants are required to prepare Technical Proposal as per following format:
TECH-1 Technical Proposal Submission Form
TECH-2 Consultant’s Organization and Experience
A Consultant’s Organization
B Consultant’s Experience
TECH-3 Comments or Suggestions on the Terms of Reference.
TECH-4 Description of the Approach, Methodology and Work Plan for
Performing the Assignment
TECH-5 Composition of Team to be deployed for this assignment and Task
Assigned
TECH-6 Curriculum Vitae (CV) of Proposed Professional Staff
TECH-7 Staffing Schedule
TECH-8 Financial Capabilities
30
3.1 Form Tech – 1 Technical Proposal Submission Form
(Please submit on Company’s Letterhead)
To: The Team Leader/PD
Project Implementation Unit,/CPEC
3-Mayo Gardens, Sunderdas Road,
Lahore, Pakistan
Subject: Engineering & Consultancy Services For Review and Vetting of
Preliminary Design/Drawings and Bidding Documents for EPC
Contract for Overhauling, Up-gradation And Construction
Works of Railway Infrastructure, On Different Sections of Main
Line-1 of Pakistan Railways, Under China Pakistan Economic
Corridor (CPEC)
Dear Sir,
We, the undersigned, offer to provide the consultancy services for the subject
in accordance with your Request for Proposal. We are hereby submitting our
Proposal, which includes this Technical Proposal, and a Financial Proposal sealed
under separate envelopes.
We are submitting our Proposal in association with: [Insert a list with full
name and address of each associated Consultant]
We hereby declare that all the information and statements made in this
Proposal are true and accept that any misinterpretation contained in it may lead to
our disqualification.
If negotiations are held during the period of validity of the Proposal, we
undertake to negotiate on the basis of the proposed staff. Our Proposal is binding
upon us and subject to the modifications resulting from Agreement negotiations.
We undertake, if our Proposal is accepted, to initiate the consulting services
related to the assignment not later than the date indicated in the Data Sheet of the
proposal.
We understand you are not bound to accept any Proposal you receive. We remain,
Your’s sincerely,
Authorized Signature [In full and initials]:
Name and Title of Signatory:
Name of Firm:
Address:
31
3.2 Form Tech – 2 Consultant’s Organization and Experience
3.2.1 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.
32
Form Tech – 2 Consultant’s Organization and Experience
3.2.2 Consultant’s Experience
[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. Please
provide Client’s certification and/or evidence of the contract agreement.]
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: (Photographs of project be attached)
Description of actual services provided by your staff within the assignment:
33
3.3 Form Tech– 3 Comments or suggestions on the TOR.
(Any suggestion provided by the Consultants shall not be a binding upon the
Client for its acceptance and these comments are for the purpose of assessing
the understanding of the Consultant. Consultants are requested not to depict
the impact of cost (if any) due to proposed suggestions)
34
3.4 Form Tech – 4: Description of Approach, Methodology and Work Plan for
Performing the Assignment
[Technical approach, methodology and work plan are key components of the Technical
Proposal. You are suggested to present your Technical proposal divided into the
following three chapters:
a) Technical Approach and Methodology,
b) Work Plan
c) Organization and Staffing
a) Technical Approach and Methodology. In this chapter you should explain your
understanding of the objectives of the assignment, approach to the services,
methodology for carrying out the activities and obtaining the expected output, and
the degree of detail of such output. You should highlight the problems being
addressed and their importance, and explain the technical approach you would
adopt to address them. You should also explain the methodologies you propose to
adopt and highlight the compatibility of those methodologies with the proposed
approach.
b) Work Plan. In this chapter you should propose the main activities of the
assignment, their content and duration, phasing and interrelations, milestones
(including interim approvals by the Client), and delivery dates of the reports. The
proposed work plan should be consistent with the technical approach and
methodology, showing understanding of the TOR and ability to translate them
into a feasible working plan. A list of the final documents, including reports,
drawings, and tables to be delivered as final output, should be included here.
c) Organization and Staffing. In this chapter you should propose the structure and
composition of your team. You should list the main disciplines of the assignment,
the key experts responsible, and proposed technical and support staff.
35
3.5 Form Tech – 5 Composition of Team to be deployed for this Assignment
and Task Assigned
Name of Staff
CNIC
No./Passport
No
Firm Area of
Expertise
Position
Assigned
Task
Assigned
For Foreign Professional Staff
For Local Professional Staff
36
3.6 Form Tech – 6 Curriculum Vitae (CV) of Proposed Professional Staff 1. Proposed Position [only one candidate shall be nominated for each position]:
2. Name of Firm [Insert name of firm proposing the staff]:
3. Name of Staff [Insert full name]:
4. Date of Birth: Nationality:
5. CNIC No (if Pakistani): or Passport No:
6. Education:
Degree Major/Minor Institution Date (MM/YYYY)
7. Membership of Professional Associations: 8. Other Training [Indicate significant training since degrees under 6 - Education
were obtained]: 9. Languages [For each language indicate proficiency: good, fair, or poor in speaking,
reading, and writing]: 10. 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)
37
11. Detailed Tasks Assigned
[List all tasks to be performed under this assignment]
12. Work Undertaken that Best Illustrates Capability to Handle the Tasks Assigned
[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:
2) Name of assignment or project:
Year:
Location:
Client:
Main project features:
Positions held:
Activities performed:
3) Name of assignment or project:
Year:
Location:
Client:
Main project features:
Positions held:
Activities performed:
38
4) Name of assignment or project:
Year:
Location:
Client:
Main project features:
Positions held:
Activities performed:
5) Name of assignment or project:
Year:
Location:
Client:
Main project features:
Positions held:
Activities performed:
Relevant experience must be mentioned as under, in case of non describing relevant
experience no marks will be given:
13. 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 wilful 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:
Detail of relevant experience.
39
3.7 Form Tech – 7 Staffing Schedule
Year: 2015-16
No Name of
Staff
Staff input (in the form of a bar chart)2
Total staff-month
input
Oct Nov Dec Jan Feb Mar Home Field3
Total
International
1 [Home]
[Field]
2
3
Sub Total
National
1 [Home]
[Field]
2
3
Subtotal
Total
1. For professional staff the input should be indicated individually; for support
staff it should be indicated by category (e.g. draftsmen, clerical staff, etc.).
2. Months are counted from the start of the assignment. For each staff indicate
separately staff input for home and field work.
3. Field work means work carried out at a place other than the Consultant's home
office.
40
3.8 Form Tech – 8 Financial Capabilities
Firms/Consultants Name ___________________
(In Million Pak Rs or US$)
2012-13 2013-14 2014-15
Total Assets
Total Liabilities
Annual Turnover
(In case of Joint Venture please provide above information for all partners)
(For evaluation purpose average annual turnover shall be taken into count)
41
SECTION 4: FINANCIAL PROPOSAL - STANDARD FORMS
Financial Proposal Standard Forms shall be used for the preparation of the financial
proposal.
FIN-1 Financial Proposal Submission Form
FIN-2 Summary of Costs
FIN-3 Breakdown of Cost for Local Component and Foreign Remittance
FIN-4 Breakdown of Remuneration of Staff deployed for this assignment
FIN-5 Breakdown of Reimbursable Expenses
42
Form Fin-1 Financial Proposal Submission Form
[Location, Date] To: Team Leader/PD, Project Implementation Unit,/CPEC
3-Mayo Gardens, Sunderdas Road,
Lahore, Pakistan
Subject: Engineering & Consultancy Services For Review and Vetting of
Preliminary Design/Drawings and Bidding Documents for EPC
Contract for Overhauling, Up-gradation And Construction Works
of Railway Infrastructure, On Different Sections of Main Line-1 of
Pakistan Railways, Under China Pakistan Economic Corridor
(CPEC)
Dear Sir,
We, the undersigned, offer to provide the consultancy for subject assignment
in accordance with your Request for Proposal and our Technical Proposal. Our
attached financial proposal is for the sum of [insert amount(s) in words and figures].
This amount is inclusive of all applicable taxes.
Our financial proposal shall be binding upon us subject to the modifications
resulting from agreement negotiations, up to expiration of the validity period of the
proposal.
No commissions or gratuities have been or are to be paid by us to agents
relating to this proposal and agreement execution.
We understand you are not bound to accept any proposal you receive.
We remain,
Yours sincerely,
Authorized Signature [In full and initials]:
Name and Title of Signatory:
Name of Firm:
Address:
43
Form Fin-2 Summary of Costs of
Sr.# Item
Payment of Local Staff &
other expenditure
(PKR)
Payment of Foreign Staff
& other expenditure
required to be remitted to
home country (US$ or
Euros)
In Figure In Words In Figure In Words
PHASE-I
Item No. 01: Review and vetting of preliminary design/drawings of the Bidding Documents for EPC
Contract for Overhauling, Up-gradation and Construction Works of Railway Infrastructure of
Main Line -1 (ML-1) under CPEC.
01 Multan – Lahore (334km):- Up-gradation to 160km/h
02
Rawalpindi – Peshawar (159km):-
Doubling and Up-gradation to
120km/h (160km/h where possible)
03
Kaluwal-Pindora (52km):-
Doubling, realignment and up-
gradation to 120km/h (160km/h
where possible)
04 Keamari-Hyderabad (182km):-
Overhauling for designed speed
05 Hyderabad – Multan (748km):-
Overhauling for designed speed
06 Taxila – Havelian (55km):-
Overhauling for designed speed
07 Establishment of Dry Port near
Havelian
08 Up-gradation of Pakistan Railway
Academy Walton (Part-I)
TOTAL
Item No. 02: Review and vetting of Bidding Document for EPC contract.
01 Review and vetting of Bidding
Document for EPC contract
TOTAL
Item No. 03: Provision of Technical Support to the Client during the entire Bidding Process for the
appointment of the EPC Contractor, as detailed in the TOR.
01 Providing assistance to the Client
in bidding process
TOTAL
44
PHASE-II
Item No. 01: Review and vetting of preliminary design/drawings of the Bidding Documents for EPC Contract for
Overhauling, Up-gradation and Construction Works of Railway Infrastructure of Main Line -1 (ML-1) under
CPEC.
01 Hyderabad – Multan (748km) :- Up-gradation of existing double line to
160km/h
02 Lahore-Lalamusa (132km):- Up-gradation and construction of additional
line to 160 km/h
03
Lalamusa-Rawalpindi (118km):- (Except Kaluwal-Pindora in Phase-I) Up-
gradation and construction of additional
line to 120km/h (160km/h where possible)
04 Karachi-Hyderabad (163km):- New double line fit for 160km/h
05 Up-gradation of Pakistan Railway
Academy Walton (Part-II)
06 Taxila –Havelian (55km):- Up-gradation for speed of 120km/h.
TOTAL
Item No. 02: Review and vetting of Bidding Document for EPC contract.
01 Review and vetting of Bidding
Document for EPC contract
TOTAL
Item No. 03: Provision of Technical Support to the Client during the entire Bidding Process for the appointment
of the EPC Contractor, as detailed in the TOR.
01 Providing assistance to the Client
in bidding process
TOTAL
Note:
1. All costs should be inclusive of all taxes as explained in Data Sheet. Advance income tax shall be
deducted at source as per prevailing rate.
2. Bidder shall quote rates for each segment separately, however evaluation will be
based on the total of all the segments.
3. Client shall have right to award contract for all/some of the segment/segments.
4. For the purpose of financial evaluation, state bank exchange rate prevailing on the
date of bid submission shall be considered.
5. Part payment of any segment is allowed on pro-rate basis.
Yours sincerely,
Authorized Signature [In full and initials]:
Name and Title of Signatory:
Name of Firm:
Address:
45
Form Fin-3 Breakdown of Cost for Local Component and Foreign Remittance
Not Applicable in the face of FIN-2
46
Form Fin- 4 (A)
Breakdown of Remuneration of Staff Deployed for Review of Preliminary
Design/Drawings and Bidding Documents.
Name Position Staff-month
Rate
Input
(Staff-
Months)
Total Amount
Note:
The above breakdown shall be given for each segment separately
Yours sincerely,
Authorized Signature [In full and initials]:
Name and Title of Signatory:
Name of Firm:
Address:
47
Form Fin-4 (b) Breakdown of Remuneration of Staff Deployed for
Technical Support to the Client during the entire Bidding Process for the
appointment of the EPC Contractor, as detailed in the TOR
Name Position Staff-month
Rate
Input
(Staff- Months) Total Amount
Note:
The above breakdown shall be given for each segment separately
Yours sincerely,
Authorized Signature [In full and initials]:
Name and Title of Signatory:
Name of Firm:
Address:
48
Form Fin-5 Breakdown of Reimbursable Expenses
(Information to be provided in this form shall only be used to establish payments
to the consultant for possible additional services requested by the client)
No
Description
Unit
Unit Cost
Per diem allowances
Day
International flight2
Trip
Miscellaneous travel expenses
Trip
Communication costs between [Insert Place] and [Insert Place]
Drafting , reproduction of reports
Equipment, instruments, materials, supplies
Shipment of personal effects
Trip
Use of computers , software
Laboratory tests / surveys.
Sub agreements
Local transportation costs
Office rent, clerical assistance
Others
1. Delete items that are not applicable or add other items if required.
2. Indicate route of each flight, and if the trip is one-or two-way.
Pakistan Railways 49
Section-5
TERMS OF REFERENCE (TOR)
OF
CONSULTANCY SERVICES
FOR
REVIEW AND VETTING OF PRELIMINARY DESIGN/DRAWINGS AND BIDDING
DOCUMENTS FOR EPC CONTRACT FOR OVERHAULING, UPGRADATION AND
CONSTRUCTION WORKS OF RAILWAY INFRASTRUCTURE, ON DIFFERENT
SECTIONS OF MAIN LINE-1 OF PAKISTAN RAILWAYS, UNDER CHINA PAKI-
STAN ECONOMIC CORRIDOR (CPEC)
Pakistan Railways 50
TERMS OF REFERENCE (TOR)
5.1 INTRODUCTION
Pakistan Railways has a network extending from the ports of Karachi and Bin Qasim in
the south to Landi Kotal near Afghanistan border in the northwest. It extends to Taftan in
the west near the Iran border and connects to the Indian border in the East at Wagha near
Lahore and Khokhrapar in the southeast near Mirpur Khas.
The network, comprising 7,791 route kilometres and 11,881 track kilometres, can be
broadly divided into three main lines namely, Main Line -1 (ML -1), Main Line -2 (ML -
2) and Main Line -3 (ML -3). There are 456 railway stations on the network.
Pakistan Railways is operating 104 (52 pairs) of Mail, Express and Passenger trains.
Nineteen (19) mail and express trains and 10 freight trains depart from Karachi every day
for up country destinations. In the year 2014-15, PR carried 52.95 million passengers/20.3
billion passenger kilometres. It carried 3.6 million tons of freight/3.3 billion ton-
kilometres.
A more realistic picture of the potential of Pakistan Railways as a carrier of passenger and
freight is reflected in the figures of the averages of the years 2005-2010 wherein it carried
80.5 million passengers and carried 6.5 million tons of freight. More than 80% of the
revenue generated by PR comes from trains operating on ML -1.
The ML-1 railway line is passenger-freight shared railway line. It is also a main corridor
for North South (NS) transportation. The equipment of this railway has become aged and
obsolete after a long time operation. The tracks are in bad condition and have deformed
geometry.
Length of some small-radius curves, length of some easement curves, length of some
intermediate straight lines, length of some grade sections cannot meet the running speed of
120/160km/h, upgrading should as such, cater for the above conditions. Crossings with
roads are mainly level crossings. There are more than 700 level crossings. Some level
crossings in certain sections have no safety measures.
Pakistan Railways, in the above circumstances, decided to overhaul/up-grade the existing
infrastructure of ML-1, under the CPEC (China Pakistan Economic Corridor).
In the above context, a Framework Agreement was signed between the National Railway
Administration of China and the Ministry of Railways of the Islamic Republic of Pakistan,
for Feasibility Study of Upgrading the Mainline (ML -1) and establishment of Dry Port
Pakistan Railways 51
near Havelian. For carrying out this feasibility study, a Contract for Consultancy Services
was signed in April 2015 between Pakistan Railways and a Joint Venture comprising
CREEC (Lead Partner), NESPAK and PRACS (Partners)
The consultant submitted the Feasibility Study Report in April, 2016. Since the TORs of
the study did not cover the Preliminary design of the Project, In the meeting of high level
delegation of both countries held from 25th
to 29th
July,2016 it was decided that consultant
to undertake the Preliminary design and also prepare the bidding documents for the
appointment of an EPC contractor.
Client would engage an experienced Consultant or Joint Venture/Consortium of national
and international consultants to provide in the first stage, Engineering & Consultancy
Services for the review and vetting of preliminary design/drawings and Bidding
Documents for the EPC Contract for the implementation of the works of overhauling, up-
gradation and construction of railway infrastructure on different sections of ML-1, under
(CPEC). The consultant would also provide technical support during bidding process for
the appointment of EPC Contractor.
In the second stage of Project Management Consultancy (PMC) Services, the consultant
would review and vet the detailed design/drawings of the EPC contractor and would also
carry out the construction supervision of the work of the EPC Contractor. Consultant for
second stage will be hired separately at later stage.
5.2 FEASIBILITY STUDY FOR UP-GRADATION OF ML-1 -- AN OVER VIEW
An overview of the Feasibility Study, already conducted is attached as Annexure-A. The
said overview provides Geographical & Technical details, up-gradation Plan and other
features of ML-1. It is strongly recommended that attached Annexure-A should be studied
in detail before preparing the Technical and Financial Proposals.
5.3 SCOPE OF SERVICES
5.3.1 As already explained, Client has decided to award the work of preparation of Prelimi-
nary Design and preparation of Bidding Documents for EPC contract for up-gradation
of ML-1 to Design Consultants which comprises consortium of M/s CREEC, China
(Lead Partner), M/s NESPAK and M/s PRACS (Partners).
The Client is desirous to hire a national / international consulting firm / consortium of
firms as Review Consultant to review and vet the preliminary design / drawings and
contract documents for EPC contract, to be prepared by Design Consultants. The pur-
pose of review is to point out deficiencies (if any), suggest improvements and finally
Pakistan Railways 52
vet the whole preliminary design / drawings and EPC bidding contract documents. It
is also desired to provide consulting services (technical support) during entire bidding
process for appointment of EPC Contractor.
5.3.2 Design Consultant shall carryout preliminary design in two phases for which the
whole ML-1 has been divided into following segments. The Review Consultant shall
be required to review and vet all the deliverables provided by the Design Consultant.
Phase-I of Preliminary Design
S.No. Section / Segment Length
(Kms) Scope of Design Consultant
1 Multan - Lahore 339 Up gradation of existing double line to
make it fit for speed 160 km/h.
2 Rawalpindi Peshawar 159 Doubling and up-gradation to speed 120
km/h (160 km/h where possible)
3 Kaluwal – Pindora 52 New double track fit for speed 120 km/h
(160 km/h where possible)
4 Kiamari - Hyderabad 182 Over hauling of existing double track to
make it fit for sectional speed
speedpassenger
5 Hyderabad - Multan 749 Over hauling of existing double track to
make it fit for sectional speed
6 Taxila - Havelian 55 Over hauling of existing track to make it
fit for sectional speed
7 Establishment of Dry Port
near Havelian - Preliminary design of complete Dry Port
8 Pakistan Railway
Academy, Walton (Part-I) -
Preliminary Design for provision of
training facilities
9
Procurement of
Locomotives and Rolling
Stock (Part-I)
- Specification to be provided by the
Pakistan Railway
Phase-II of Preliminary Design
S.No. Section / Segment
Lengt
h
(Kms)
Scope of Design Consultant
1 Hyderabad - Multan 749 Up-gradation of existing double track
to make it fit for 160 km/h speed
Pakistan Railways 53
2 Lahore - Lalamusa 132
Up-gradation of existing single track
and construction of additional line to
make it fit for 160 km/h speed
3 Lalmusa – Rawalpindi
(excep Kaluwal – Pindora) 118
Up-gradation of existing single track
and construction of additional line to
make it fit for speed 120 km/h (160
km/h where possible)
4 Karachi - Hyderabad 163 New double line fit for speed 160 km/h
5
Procurement of
Locomotives and Rolling
Stock (Part-II)
Specification to be provided by the
Pakistan Railway
6 Pakistan Railway
Academy, Walton (Part-II) -
Preliminary Design for provision of
training facilities
7 Taxila - Havelian 55 Up-gradation of existing double track
to make it fit for 120 km/h speed
8 Establishment of Dry Port
near Havelian -
Preliminary design of complete Dry
Port
5.4 Main Deliverables of Preliminary Design / Drawings
The Design Consultant shall provide following documents / deliverables but not limited
to the following for each segment separately (except which are not applicable to the
relevant segment) which are required to be reviewed / vetted by the Review Consultant.
5.4.1 Route Mapping
i. Geographic location map of route.
ii. Detailed plan and profile of route.
iii. Existing L-Section with super-imposed L-section of proposed (for both existing up-
graded and new alignment) and X-section of work on embankment with chainage.
5.4.2 Temporary arrangements for constructions
i. Plan of diversion of roads and level/grade separated crossings.
ii. Preliminary Design of temporary arrangements.
iii. Preliminary Design for traffic diversion for construction.
iv. Preliminary Design for smooth train operation during construction period.
v. Alignment for diversions, layout plan showing Land boundaries and calculation of
land to be acquired (temporarily & permanently), Design criteria for the road width
based on traffic density including safety measures.
5.4.3 Embankments
i. Individual design drawing of key sub-grade portions.
ii. P. Design of embankments.
Pakistan Railways 54
iii. Plan, Profile cross section of the embankments.
iv. Geo-tech investigation and inference thereof proposed remedy with L-section and X-
section for each proposed (both for existing and new alignment) location.
5.4.4 Land use map
i. Plan of borrow pit areas.
ii. Plan of spoil disposal.
iii. Details of land acquisition (temporary & permanent) for track/structures.
5.4.5 Curves
i. Preliminary Design of curves to be realigned.
ii. Data of existing curves and proposed curves, grade compensation for curves, addi-
tional land requirement (if any) within railway boundary and outside railway bounda-
ry.
5.4.6 Station Yards
i. Preliminary Design of station yards to be remodeled.
ii. Existing and proposed yard layout including safety requirements.
iii. Preliminary design for drainage of storm water in station yards.
5.4.7 Bridges
i. Preliminary Design of under passes.
ii. Preliminary Design of overhead bridges.
iii. Guiding construction design sketch of key bridges and culverts.
iv. General layout of bridge to be replaced or strengthened.
v. Plan of each individual bridge site.
vi. Design drawings of piers, abutments and foundations.
vii. Design drawings of special structures.
viii. Design drawings of ancillary bridge works.
ix. Design sketch of protection works.
x. Guiding design sketch of railway temporary bridge.
xi. Hydraulic requirements/Adequacy for discharge.
xii. Loadings on bridge with all components like impact, breaking, acceleration, wind,
seismic etc. etc.
xiii. Geo-tech Report, its inference for bearing capacity for shallow foundation and deep
foundation.
xiv. Bearing Capacity used for selected foundation.
xv. Design report for structural preliminary design.
xvi. Design sketch of protection works Hydraulic adequacy of protection works, design
report indicating the concluded parameters.
5.4.8 Tunnels
i. Plan and profile of tunnel.
ii. Plan and profile of tunnel portal.
iii. Design drawing of lining structure.
Pakistan Railways 55
iv. Design drawings of tunnel waste disposal.
v. Design sketch of protection works for tunnels.
vi. Design drawings of ancillary tunnel works.
vii. Design of ventilation and lighting.
viii. Plan and profile of tunnel - Geo tech report and detailed inference thereof, Design
sketch of protection works of tunnels, seismic adequacy, Hydraulic adequacy.
5.4.9 Telecommunication network
i. Telecommunication network diagram.
ii. Design of Optic Fiber Cable to be laid.
iii. Design of telecom operational centers and their locations.
iv. VOIP switches and PABX location and coverage area.
v. Design & layout of video surveillance CCTV cameras for monitoring operational &
other important activities.
vi. Design and location of workstations, Base Station Controller (BSC), Base Transceiver
Stations (BTS), for local and centralized surveillance.
vii. Diagram of LTE/GSM-R coverage of workshops & related maintenance sheds over
the system, including Bin Qasim station, Pipri Marshaling Yard, Port Qasim, Karachi
Port area.
viii. Diagram & design of supervisory system for controlling train operations.
ix. Preliminary Design of train operation in case of failure of reception and dispatch and
communication system.
x. Design of a central telecom workshop (CTW).
xi. Preliminary Design for communication between station master, control office and
CTC.
xii. Design of test equipment of the telecom system.
xiii. Design of fire alarm system in workshops and telecom equipment centers.
xiv. Design and location map of Network Management System on the system.
xv. Design of internet facilities to the passenger at stations & in running trains.
xvi. Mobile telecommunication system diagram.
5.4.10 Signalling system
i. General layout diagram of signaling equipment.
ii. Plan layout diagram of sectional signaling.
iii. Structural diagram of centralized traffic control system.
iv. Plan layout diagram of key station signaling equipment.
v. Plan layout diagram of indoor signaling equipment.
vi. Diagram of relation between signal display and code order.
vii. Design for dove tailing existing signaling projects into the up gradation project.
viii. Design and location diagram of signal operational centers.
ix. Design of ATP system in locomotives and interface with existing systems.
x. Design of interlocking at proposed manned level crossings if any.
xi. Design of signaling systems in freight yards, including Pipri Marshaling Yard, Port
Qasim and Karachi Port area.
xii. Design and location map of test and maintenance equipment.
Pakistan Railways 56
xiii. Design of Wall Display System at control offices and offices on division, and head of-
fice at Lahore.
5.4.11 Facilities for training and capacity building
i. Preliminary Design of academic blocks of PRA, Walton.
ii. Preliminary Design of allied and recreation facilities at PRA, Walton.
iii. Design of training modules for different disciplines.
iv. Design and specification of simulators for different equipment.
v. Detail of testing/alignment and maintenance equipment in PRA, Walton.
5.4.12 Dry Port near Havelian
i. Preliminary Design of dry port and allied buildings / structures.
ii. Preliminary Design of reception and dispatch yards at the dry port.
iii. Preliminary Design of the stacking area for containers and equipment.
iv. Preliminary Design for loading/unloading system including container handling sys-
tem.
v. Detail specifications of the machinery and equipment.
5.4.13 Locomotive and Rolling Stock maintenance and overhauling facilities
i. Preliminary Design of locomotive maintenance and overhauling facilities including
up-gradation of existing.
ii. Preliminary Design of passenger coaches maintenance and overhauling facilities in-
cluding up-gradation of existing.
iii. Preliminary Design of freight wagons maintenance and overhauling facilities includ-
ing up-gradation of existing.
iv. The rolling stock is to be procured as per PR requirements and technical specifica-
tions/design
5.4.14 Infrastructure maintenance facilities
i. Preliminary Design of maintains facilities of infrastructure.
ii. Layout plan.
iii. Preliminary Design of Buildings structures and sheds.
iv. Equipment and Machinery installation plans.
v. Detailed specifications of machinery, equipment, Tools and Plant.
5.4.15 Electrification
i. Preliminary Design shall cover provision of electric traction to be done at later stage.
ii. Preliminary Design of for provision of electric power to railway stations, yards, roll-
ing stock and track maintenance facilities.
5.4.16 Released Material
i. Preliminary Design for collection, transportation, stacking and disposal of released
material.
Pakistan Railways 57
5.4.17 Track Structure
i. Preliminary design of track structure including ballast cushion, sleepers, rails, fittings
& fastening system, turnouts etc.
ii. Specifications of each component of track.
5.4.18 Station Buildings
i. Preliminary Design of station buildings including renovation and addition for signal
& telecom and other operational requirements.
ii. Preliminary Design of passenger amentias and facilitation.
iii. Preliminary Design of utility services (Water Supply, Sewerage, Drainage, Electricity
etc.)
5.4.19 Railway Crossing
i. Preliminary Design for up-gradation / conversion of existing railway crossings.
ii. Preliminary Design for proposed underpasses / flyovers in lieu of existing level cross-
ings.
5.4.20 Relocation / shifting of Utility Crossings
i. Preliminary Design for relocation / shifting of existing utility crossings where neces-
sary (both along the track and under / over the track) like Sui gas, water supply, elec-
tricity etc.
ii. Layout plan for relocation / shifting of such crossings with chainage.
5.4.21 Bill of Quantities with Cost Estimates
i. Detailed Bill of Quantities (BOQ) of each work / activity alongwith detailed calcula-
tions and backup data.
ii. Priced schedule of all items included in BOQ and cost estimates.
5.4.22 Specifications
i. Specification of execution of works and execution of materials.
5.4.23 Bidding Documents for EPC contract
i. Complete Bidding Documents for EPC contract including tender drawings.
5.5 Codes / Standards / Rules to be followed
5.5.1 The preliminary design shall be based on relevant International Standards for
railway materials/plant & equipment and execution of works like American Standards
of Testing Materials (ASTM), American Railway Engineering and Maintenance-of-
way Association (AREMA), International Union of Railways (UIC), European Norms
(EN), British Standard (BS), American Concrete Institute (ACI),American Institute of
Steel Construction Code (AISC), International Standard Organization (ISO) and oth-
er equivalent international standards/specifications. The Review Consultant shall re-
view the design / drawings accordingly.
Pakistan Railways 58
5.5.2 In addition to international codes, the Design Consultant shall also follow the relevant
codes of Pakistan like Building Code, and Pakistan Railway’s relevant codes, rules,
manuals, schedule of dimension etc. and Pakistan Railway Act. The Review Consult-
ant shall review the design / drawings accordingly.
5.5.3 The Bidding Documents for EPC contract shall primarily be based on standard Bid-
ding Documents of Pakistan Engineering Council (PEC) and international Conditions
of Contract of FIDIC.
5.6 Review and Vetting of Design / Drawings / Documents / Deliverables prepared by
Design Consultant
5.6.1 The Review Consultant shall study in detail all the deliverables including design
calculation, drawings, reports and other documents prepared and submitted by the
Design Consultant. The Review Consultant shall point out deficiencies (if any), sug-
gest improvements and finally vet all the deliverables keeping in view relevant na-
tional / international standards codes, rules etc.
5.6.2 In case, the Review Consultant point out deficiencies in any deliverable or docu-
ments and suggest some improvements the same shall be returned to Design Consult-
ant (through the Client) for rectification. After rectification such deliverables / docu-
ments shall be again submitted to Review Consultant for final vetting.
5.6.3 While reviewing, the Review Consultant shall also check the requirement / ade-
quacy of various structures particularly the bridges keeping in view the geological,
hydrological and other data. The Review Consultant shall also suggest any increase
or decrease in the number and size of various structures particularly the bridges.
5.6.4 The suggestions / improvements to various deliverables or structures should be
based on relevant national / international standards, codes/rules by providing specif-
ic reference to relevant standard, code/rules.
5.6.5 For final vetting of design / drawings / deliverables, the Review Consultant shall
prepare and submit proper vetting report. For various segments, as stated above in-
dividual report of various parts of each segment can be submitted, however, finally a
comprehensive report, combining reports of all parts of that segment shall be sub-
mitted.
5.6.6 The detail of Main Deliverables, as provided above is tentative which may vary
depending upon quantum and type of work included in a segment. The Review Con-
sultant shall be required to review all the deliverables provided by the Design Con-
sultant.
Pakistan Railways 59
5.7 Additional Information or Data required for review
The scope of Review Consultant is primarily to review the design / reports / drawings provid-
ed by the Design Consultant. However, if Review Consultant consider that additional infor-
mation / data is necessary and unavoidable for review / vetting, the Review Consultant may
approach the Client for provision of the same. The Client shall approach Design Consultant
for providing required information /data and if necessary meeting will be arranged with De-
sign Consultant for obtaining any information or clarification.
5.8 Field Work or Information or Data Collection from Field
Generally review of design / drawings does not require any field work or data collection ex-
cept a fewer/off and on field visits to acquire themselves regarding situation on ground and
for better understanding of field work going on by the design consultant. However, if it be-
comes necessary and unavoidable for specific reasons/requirements, the Review Consultant
may request the Client for obtaining such data / information from field. Collection of such
specific data / information from filed by Review Consultant shall be treated as Additional
Services. The cost or fee of additional services shall be decided with mutual consent.
5.9 Liaison with Design Consultant
The Review Consultant shall keep close liaison with Design Consultant for discussion, ob-
taining any information / clarification, knowing progress of preparation of preliminary design
etc., so that the work of review / vetting is not delayed and should be completed simultane-
ously in tandem with preliminary design.
5.10 Attend Review Meetings
The Consultant will attend the progress review meetings arranged by the Client for prepara-
tion of preliminary design by Design Consultant and provide input for resolving issues.
5.11 Services for providing assistance to the Client, in the bidding process
The Review Consultant shall provide but not limited to the following services during bidding
process of hiring EPC Contractor for execution of works of various phases / segments.
Tenders for Phase-I and Phase-II may be called separately.
i. Attend pre-bid meeting and preparation of Minutes of Meeting.
ii. Preparation of replies / responses of queries raised by bidders.
iii. Preparation of Addendum (if required)
iv. Sort clarifications (through the Client) from bidder, if required.
v. Assist the Client in carrying out Technical Negotiations with bidders, if required.
Pakistan Railways 60
vi. Technical Evaluation of Technical Proposals submitted by Bidders and preparation
of Technical Evaluation Report.
vii. Evaluation of Financial Proposals and preparation of report.
viii. Preparation of Contract Agreement.
ix. The Review Consultant is required to quote fee for providing assistance during
bidding process separately for Phase-I & Phase-II, as stated in Financial Proposal
x. For the purpose of tendering various segment of phase-I can be switched to Phase-II
and vice versa.
xi. It is also apprehended that tenders for both phases can be split into more than one
tender. In such an eventuality the services to be provided for any phase for 2nd
and
subsequent (if any) tenders shall be considered as additional services and fee for it
shall be decided with mutual consent.
5.12 Time for completion of Assignments
Engineering & Consultancy Services for review and vetting of preliminary de-
sign/drawings and bidding documents for EPC contract for Overhauling, Up-gradation
and Construction Works of Railway Infrastructure on Different Sections of Main Line -
1 (ML-1) under CPEC. = Six (06) months.
Provision of technical support to the client during the entire bidding process for the ap-
pointment of the EPC contracts = Two (02) months.
Review and vetting of design/drawings will start as soon as the Design Consultant pre-
paring preliminary design/drawings and starts submitting the same.
Pakistan Railways 1
Annexure-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
Pakistan Railways 2
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.
Where ever 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.
Pakistan Railways 3
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 (2015 - 2020)
Phase I 2017
Phase II 2020
2. Medium Term (2020 - 2025)
3. Long Term (2025 - 2030)
4. Beyond Long Term (2030 +)
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 (2015 - 2020) - Phase I (Up to Dec. 2017)
i. Multan - Lahore Section (334km) - Up gradation and speeding up to 160 km/h,
including up gradation of passenger facilities at Lahore and Multan Stations
ii. Hyderabad - Multan Section (748 km) -Overhaul of track and civil works, including
up gradation of passenger facilities at Hyderabad and Rohri (Sukkur) stations.
iii. Kiamari - Hyderabad Section (182 km) -Overhaul of track and civil works, including
up gradation of passenger facilities at Karachi Cantt. Station.
iv. Peshawar - Rawalpindi Section (159 km) - Doubling of track between Peshawar and
Rawalpindi, starting from Peshawar, including passenger facilitation of Rawalpindi
and Peshawar stations.
Pakistan Railways 4
v. Start construction work of realignment and doubling of track on Kaluwal–Pindora
section (52km).
vi. Establishment of a Dry Port near Havelian
vii. Academic and physical up gradation of Walton Railway Academy, Lahore.
viii. Procurement of rolling stock (First Part)
5.2 Short Term (2015 -2020) - Phase II (Up to 2020)
i. Hyderabad- Multan Section: (748 km) - Up gradation and speeding upto160km/h
ii. Havelian Branch Line: (55 km) -Up gradation of track between Taxila and Havelian
for speeds up to 120 km/h
iii. Lahore - Lalamusa Section: (132 km) -Track doubling and speeding up to 160km/h
iv. Rawalpindi - Lalamusa Section (170 km) - Work on doubling of track will continue
and be completed in this phase except the already completed Kaluwal-Pindora
section in Phase I.
v. Karachi – Kotri / Hyderabad new line (163 km) - Construction of new line.
vi. Procurement of Rolling Stock (Second Part).
5.3 Medium Term (2020 - 2025)
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.
Pakistan Railways 5
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 5 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.
Pakistan Railways 6
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 are 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.
Pakistan Railways 7
According to survey data, the defects on the existing sub-grade are ballast sinking, side
slope scouring, 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 Kemari ~
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 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;
Pakistan Railways 8
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
b) Commonly used treatment measures
i. Repair cracks by grouting;
ii. Pipe body replacement;
iii. Demolish and rebuild;
c) Final recommendation
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;
b) Commonly used treatment measures
i. Repair cracks by grouting;
ii. Foundation re-placement;
iii. Strengthen transition section between culvert and sub-grade;
iv. Enlarge opening size;
v. Demolish and rebuild
c) Final recommendation
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;
Pakistan Railways 9
iii. Cracks appear;
iv. Bricks fall off;
v. deformation of arch axis;
vi. Deformation of main arch
b) Commonly used treatment measures
i. Add wire mesh for strengthening.
ii. Thicken arch top;
iii. Pre–stressing;
iv. Demolish and re-build
c) Final recommendation
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.
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
c) Final recommendation
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;
Pakistan Railways 10
iii. Replace problematic components;
iv. Demolish piers;
v. Rebuild;
vi. Replace girder body and set ballast track bed;
vii. Demolish and rebuild
c) Final recommendation
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
b) Commonly used treatment measures
i. Repair cracks;
ii. Consolidate foundation;
iii. Demolish and rebuild
c) Final recommendation
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 is 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
Pakistan Railways 11
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 – Noshera 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.
Pakistan Railways 12
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 ap-
proaching 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
Pakistan Railways 13
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 over-
hauling 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.
Pakistan Railways 14
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
Pakistan Railways 15
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
Pakistan Railways 16
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
Pakistan Railways 17
Now there are 196 stations along ML-1. 80% of them use IIkV 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-
Havellian
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
Pakistan Railways 18
Ruling Grade
5 0/00
(6.660/00 Kara-
chi - 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)
Pakistan Railways 19
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/hr 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/hr 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.
Pakistan Railways 20
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 6 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 crossing on the up graded lines. The roads
should cross only through overhead bridges or under passes. At such high speeds
chances cannot be taken. Based on the 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 and collapse and soaked sub-grade, and main defects of sub-
grade bed are ballast trough, frost boiling & mud emitting, settlement and squeezing,
shoulder deformation etc. Settlements are ubiquitous at the joints between bridge and
sub-grade.
During 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
Pakistan Railways 21
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 and 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 rein-
forcement, 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.
Pakistan Railways 22
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
Recon-
structed
bridge
Add
new
bridge
Reinforced
bridge
Reconstructed
bridge
nos nos nos nos Length
(m) nos
Length
(m)
Kemari ~
Hyderabad
2017
Speed upgrading
to 160km/h 13 112 108 0 0 126 5731
Hyderabad ~
Multan
Temporary rein-
forcement 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.
Pakistan Railways 23
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.
Pakistan Railways 24
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;
Pakistan Railways 25
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, a large amount 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
fiber sheet, change of stress system, increase of components, pre-stress
reinforcement, steel-encased reinforcement and other methods.
Pakistan Railways 26
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
Pakistan Railways 27
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 side
wall 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 provi-
sion 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.
Pakistan Railways 28
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 6 are closed and 10 are open to traffic. 153 sets of new turnouts and
10km new steel rails will be laid. 4km existing rails will be maintained.
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 7 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 7 stations in total, among which 2 stations are closed
and 5 stations are open to traffic. 30 sets of new turnouts and 7km new steel rails
will be laid.
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
Pakistan Railways 29
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 pipe line and the sewage would be discharged into
the existing sewage network. As for the water supply & drainage facilities, stations
which cannot satisfy the requirement, the system will be strengthened.
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 telephone sections and install 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 29 signalling.
Pakistan Railways 30
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
Pakistan Railways 31
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 laborers and semi-skilled staff will have an opportunity to work for the construction
of the proposed project. Most of the adverse impacts shall be short-term and have local
nature and are related to the construction process.
The recommendations for the ML -1 project were related to construction and operation
phases. These included strict implementation and follow-up of the environmental
management and monitoring plan, emergency preparedness and 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.
Pakistan Railways 32
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.