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Pakistan Railways: News & Updates

VCheng

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So if, at the time when the locomotive is attached with the coaches, there is leakage of 11 litres fuel (diesel) per second,


11 liters per second is 39.600 liters per hour, or about 10,000 gallons an hour. I call BS on this figure. Is the rest of train up to specifications and is the locomotive being operated properly?
 

Bilal9

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In Pakistan times, there was Rail car float operation in Bangladesh over the Padma river. The barges are still there after some 50/60 years. This is antiquated method and slow. Bridges are a lot faster option.

However getting fresh produce to Dubai will probably not be done well by using Railcars. Rather you'd use refrigerated containers and small container carrier ships. Or just refrigerated holds in ships for produce.

The voyage between Karachi and Dubai is around 690 nautical miles around the Musandam Peninsula, and would take just over 24-hours at 21-knots. Even at half that speed, it is 48 hours, and it is doable.

However you have to calculate the costs and see if that is feasible and makes sense.

Here is a video of rail barge operations in Bangladesh, sorry Bengali only.


This is an antiquated operation, unfit for modern times, takes too long to load railcars on a barge using shunting (switching as its called in the US). Transferring containers to ships is much faster and almost all ports handle containerized cargo nowadays, even medium sized inland river ports like Pangaon near Dhaka (200 miles inland from the sea).

The river container terminal near Dhaka (Pangaon) is the first inland Container Terminal in Bangladesh, another is being built. Current container handling capacity is 116,000 TEU containers annually. Operations started in 2013.


1534477182.jpg


Containers can also travel via road and rail from Dhaka to the major ports in Chittagong, and soon - Payra, Mongla and Matarbari. Chittagong port handled more containers than all Eastern Indian ports combined.
 
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Introvert

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Pakistan operates second largest public railway network in South Asia


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ISLAMABAD: Pakistan stands second in terms of operating public railway network in South Asia which now totals nearly 80,000kms in the region, a new World Bank report says.

By the end of 2019, Pakistan has 7,700kms of operating network followed by Bangladesh with nearly 3,000kms and 1,500kms in Sri Lanka. The Indian network is by far the largest with 67,000kms, estimates the report.

The current railway network in South Asia comprised of four countries: India, Pakistan, Sri Lanka and Bangladesh. Three of the four railways covered for South Asia comprised parts of the same system until Indian independence in 1947. Since then, they have all continued as, effectively, government departments under the control of a ministry of railways.

In Pakistan and Sri Lanka, the entire operating network is now 1,676 millimeters, but both Bangladesh and India still have a small amount of meter-gauge rail.

Both the Pakistan and Bangladesh railways are corporations; however, in both countries, the minister of railways and the government play a large role in their management and funding.

The report says railways in Pakistan and Bangladesh require government support for both operations and capital expenditures.

In all four countries, passenger services contribute little, if anything, to the cost of maintaining the infrastructure, not least because passenger fares have been kept low for many years as a matter of government policy, and the financial gap has to be covered by the freight services.

In total, the four South Asian railways annually carry nearly 750 billion net tonne-kilometres of freight and more than 1,200bn passenger-kilometers.

No links connect to other countries in Southeast Asia, and only one substandard link carrying little traffic exists between Pakistan and Iran.

Pakistan and Bangladesh carry only a limited amount of freight, and Sri Lanka almost nothing.

In Pakistan, all the coal-burning power stations are on the coast and supplied by sea or by short-haul movements, and the only part of Bangladesh located within a reasonable distance from the sea is almost entirely agricultural.

According to the report, road competition in Pakistan is particularly strong, and railway management has struggled to provide an attractive service despite the main freight generating area, approximately 1,000kms from the port.

Non-urban passenger services face strong competition from buses in Sri Lanka, Pakistan, and Bangladesh in terms of price and of service frequency, and from air in both India and Pakistan in terms of travel time, report says.

 

Wood

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According to the report, road competition in Pakistan is particularly strong, and railway management has struggled to provide an attractive service despite the main freight generating area, approximately 1,000kms from the port.
This is a very North American model of development. Must be a legacy of Pakistan's alliance with the west in its early years. The elites of the country would have preferred travel on road and could have relied on expertise from US :cheers:
 

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