Featured Pakistan Railways To Procure High-Speed Passenger Coaches and Freight Vans

[Morpheus]

Pakistan Railways To Procure High-Speed Passenger Coaches and Freight Vans

Posted 2 seconds ago by Ahsan Gardezi

Pakistan Railways is on course to procure 230 high-speed passenger coaches and 820 freight vans, sources close to the matter have revealed. This revamp is a tentative development to modernize the country’s outdated railway sector, according to reports.
Reportedly the first phase of this action plan will help procure 46 modern passenger coaches. 184 similar coaches will be restructured at the Carriage Factory in Islamabad. Each passenger coach will include 80 compartments for the economy and air-conditioned class. 30 parlor cars and 20 vans will be attached for luggage and the train’s braking mechanism.

​

200 freight vans are scheduled for import, while 620 vans will be restructured at the Railway’s factory.

The Karachi-Peshawar Main-Line-1 railway project was finalized by representatives from both Pakistan and China on Monday. Railways Minister, Sheikh Rasheed, and Chinese Ambassador, Nong Rong, met in Islamabad to set a recurring timeline. Both sides discussed bilateral relations and railway projects, according to reports.

Previously the National Economic Council (ECNEC) approved the project of Pakistan Railways for upgrading the existing ML-1 railway track. The establishment of a dry port near Havelian was also set in motion.

According to a press statement issued by the Finance Ministry, the project was approved for US$ 6.8 billion on a cost-sharing basis between Pakistan and China.

Pakistan Railways To Procure High-Speed Passenger Coaches and Freight Vans

Pakistan Railways is on course to procure 230 high-speed passenger coaches and 820 freight vans, sources close to the matter

propakistani.pk

------------------

 

[Baibars_1260]

Pakistan Railways To Procure High-Speed Passenger Coaches and Freight Vans

Posted 2 seconds ago by Ahsan Gardezi

Pakistan Railways is on course to procure 230 high-speed passenger coaches and 820 freight vans, sources close to the matter have revealed. This revamp is a tentative development to modernize the country’s outdated railway sector, according to reports.
Reportedly the first phase of this action plan will help procure 46 modern passenger coaches. 184 similar coaches will be restructured at the Carriage Factory in Islamabad. Each passenger coach will include 80 compartments for the economy and air-conditioned class. 30 parlor cars and 20 vans will be attached for luggage and the train’s braking mechanism.

​

200 freight vans are scheduled for import, while 620 vans will be restructured at the Railway’s factory.

The Karachi-Peshawar Main-Line-1 railway project was finalized by representatives from both Pakistan and China on Monday. Railways Minister, Sheikh Rasheed, and Chinese Ambassador, Nong Rong, met in Islamabad to set a recurring timeline. Both sides discussed bilateral relations and railway projects, according to reports.

Previously the National Economic Council (ECNEC) approved the project of Pakistan Railways for upgrading the existing ML-1 railway track. The establishment of a dry port near Havelian was also set in motion.

According to a press statement issued by the Finance Ministry, the project was approved for US$ 6.8 billion on a cost-sharing basis between Pakistan and China.

Pakistan Railways To Procure High-Speed Passenger Coaches and Freight Vans

Pakistan Railways is on course to procure 230 high-speed passenger coaches and 820 freight vans, sources close to the matter

propakistani.pk

------------------

Are these standard gauge ?
Logically they should be.
It is high time we dumped the Colonial era 1676 mm broad gauge for good.

 

[Sulman Badshah]

Are these standard gauge ?
Logically they should be.
It is high time we dumped the Colonial era 1676 mm broad gauge for good.

ML-1 will be full guage ..

 

[Bilal9]

Are these standard gauge ?
Logically they should be.
It is high time we dumped the Colonial era 1676 mm broad gauge for good.

High speed trains typically use standard gauge. Japanese Bullet trains run on 4'- 8.5" gauge standard track AFAIK (older Japanese track was meter gauge. Of course for high speed, the better option is to have that track dedicated to passenger use only and not to mix freight traffic on it. High speed track also needs special conditions like very wide curves, continuously welded rail, easement situations and super-elevated track. Track has to be religiously maintained and corrected on almost daily basis.

Immediate gauge change may be unlikely in Pakistan, these are several Billion dollar projects.

Bangladesh spent several decades changing meter gauge lines to broad gauge. A lot of the lines in Bangladesh are dual gauge. Eventually Broad Gauge will be adopted by all South Asian nations for freight which are ideal for carrying container freight, especially dual stacked. Meter gauge trains are still running in Eastern Bangladesh, but eventually this will stop.

 

[Kambojaric]

Are these standard gauge ?
Logically they should be.
It is high time we dumped the Colonial era 1676 mm broad gauge for good.

The transition to standard has started but it will take time as its an expensive process as the other members on this thread have mentioned.

Page doesn't exist

English news from the Voice of America. VOA news provides coverage from around the world and learning English lessons from VOA Special English.

www.voanews.com

 

[Baibars_1260]

The transition to standard has started but it will take time as its an expensive process as the other members on this thread have mentioned.

Page doesn't exist

English news from the Voice of America. VOA news provides coverage from around the world and learning English lessons from VOA Special English.

www.voanews.com

We should seriously consider moving completely away from the British legacy 1676 mm ( Broad Gauge) to 1435 mm ( Standard Gauge). The vast majority of railway work equipment, locomotives, wagons and passenger coaches made globally are in the standard 1435 mm gauge and in fact this is the gauge used in the U.K. that imposed a different gauge on the sub-continent. The advantages of lower cost of axles, and bogies due to high volume is obvious.
But there are stategic reasons for the conversion. India almost completely uses broad gauge having mostly converted its meter gauge track (Narrow gauge tourist trains in hill railways and metros are discounted.). India's new track construction such as the dedicated freight corridor is exclusively broad gauge. Pakistan's reliance on broad gauge gives an overwhelming advantage to an enemy invasion.
India removed some rolling stock from East Pakistan in the 1971 war and used the railway tracks extensively to bring its military hardware and supplies. The Soviet Union suffered terribly on account of a compatible railway gauge in World War 2 when the Germans captured the railway network and used it to ferry huge amounts of troops and war materials to support its offensive . Post war the Soviet Union changed its track gauge and today Russia with one of the largest track networks has a special gauge, With the Belt and Road Initiative cooperation from China, Russia is converting some sections to standard gauge.

Pakistan is partially converted to standard gauge ( at least on the CPEC route) but it should go for full standard gauge conversion and scrap the Munabao ( Thar Express) and Attari ( Samjhauta Express) links. These are the only links in broad gauge that would be relevant but the fact is that they link to an enemy nation and are now anyway defunct.
China Railways has standard 1435 mm gauge and the advantages of linking Pakistan Railways with a common gauge are obvious.
The biggest advantage of converting from to standard gauge is the relatively lower cost had the conversion been to the reverse ( standard to broad).
India converted all its meter ( 1000 mm ) tracks to broad gauge at a huge cost, because widening the track meant widening bridges, tunnels, underpasses, railway platforms. Since a standard gauge is narrower than a broad gauge the conversion is far easier.

( Note : This discussion is also linked to why Pakistan should consider converting to Left Hand Drive Vehicles and drive on the right side of the road:

Strategic advantages if Pakistan adopts "Left Hand " drive..

Pakistan has an awful legacy in its road ( and rail) traffic rules which stifles Pakistan's logistics capabilities and has severe strategic implications. Pakistan is adhering to the British colonial legacy of driving on the left side of the road using "right hand" drive cars. There is no...

defence.pk

)

 

[baqai]

more focus needs to be on the track instead of the bogeys, even bullet train on our existing infrastructure won't be able to do crap

 

[Baibars_1260]

more focus needs to be on the track instead of the bogeys, even bullet train on our existing infrastructure won't be able to do crap

Absolutely.
What Pakistan needs is the following:
- A fleet of modern high speed multi tool rail tamping machines ; both of the small tamping type for feeder lines and yards and the heavy mainline continuous action type tamping machines. Pakistan needs at least 2500 of these machines.
- Also needed would be sleeper exchanging equipment and track stabilizers vital for high speed track maintenance.
- A fleet of Rail Grinders or Rail millers would drastically reduce rail renewal and improve availability of the track.
- Track construction and renewal equipment are extremely important. China follows the "panel replacement or installation" method where as other railways such as India replace the sleepers and rail sections individually using the P8-11/TRT system. Pakistan should opt for the panel exchange system because it is quicker, and quality control and inspection is far easier. This however requires more welding ( Flash butt rail welding) machines.
Above all Pakistan needs track geometry and rail flaw detection vehicles to know exactly which portions of track are dangerous and accident prone.
Of course all this equipment is very expensive if imported . Unfortunately there is a duopoly of global manufacturers of this equipment, and the choice is to either buy from the USA or Europe ( like Airbus and Boeing ). Importing these from China is not an option because China is stretched meeting its own requirements and is itself importing to meet its needs over and above what itself manufactures.
But there is a way out. It is worthwhile looking into manufacturing these ourselves with Chinese assistance. The basic technology is not that complicated
as there are no intensive tooling costs such as making automobiles, aircraft, or agricultural equipment. Due to a relatively low volume rail equipment is made in comparatively smaller plants. The technology adopted is welded fabricated frames using commercially available steel sections . The equipment is powered by commercially available agricultural or construction equipment engines driving typical mobile hydraulics. Pakistan already possess these capabilities in its defense equipment sector when making tanks and other vehicles.,
Where Pakistan needs to develop is the software and instrumentation needed to drive and control this equipment but that is hardly a challenge Pakistan cannot overcome.
All that is needed is a vision and determination.

 

[raahaat7]

Absolutely.
What Pakistan needs is the following:
- A fleet of modern high speed multi tool rail tamping machines ; both of the small tamping type for feeder lines and yards and the heavy mainline continuous action type tamping machines. Pakistan needs at least 2500 of these machines.
- Also needed would be sleeper exchanging equipment and track stabilizers vital for high speed track maintenance.
- A fleet of Rail Grinders or Rail millers would drastically reduce rail renewal and improve availability of the track.
- Track construction and renewal equipment are extremely important. China follows the "panel replacement or installation" method where as other railways such as India replace the sleepers and rail sections individually using the P8-11/TRT system. Pakistan should opt for the panel exchange system because it is quicker, and quality control and inspection is far easier. This however requires more welding ( Flash butt rail welding) machines.
Above all Pakistan needs track geometry and rail flaw detection vehicles to know exactly which portions of track are dangerous and accident prone.
Of course all this equipment is very expensive if imported . Unfortunately there is a duopoly of global manufacturers of this equipment, and the choice is to either buy from the USA or Europe ( like Airbus and Boeing ). Importing these from China is not an option because China is stretched meeting its own requirements and is itself importing to meet its needs over and above what itself manufactures.
But there is a way out. It is worthwhile looking into manufacturing these ourselves with Chinese assistance. The basic technology is not that complicated
as there are no intensive tooling costs such as making automobiles, aircraft, or agricultural equipment. Due to a relatively low volume rail equipment is made in comparatively smaller plants. The technology adopted is welded fabricated frames using commercially available steel sections . The equipment is powered by commercially available agricultural or construction equipment engines driving typical mobile hydraulics. Pakistan already possess these capabilities in its defense equipment sector when making tanks and other vehicles.,
Where Pakistan needs to develop is the software and instrumentation needed to drive and control this equipment but that is hardly a challenge Pakistan cannot overcome.
All that is needed is a vision and determination.

So when is the work on ml-1 going to start?

 

[Paul2]

We should seriously consider moving completely away from the British legacy 1676 mm ( Broad Gauge) to 1435 mm ( Standard Gauge). The vast majority of railway work equipment, locomotives, wagons and passenger coaches made globally are in the standard 1435 mm gauge and in fact this is the gauge used in the U.K. that imposed a different gauge on the sub-continent. The advantages of lower cost of axles, and bogies due to high volume is obvious.
But there are stategic reasons for the conversion. India almost completely uses broad gauge having mostly converted its meter gauge track (Narrow gauge tourist trains in hill railways and metros are discounted.). India's new track construction such as the dedicated freight corridor is exclusively broad gauge. Pakistan's reliance on broad gauge gives an overwhelming advantage to an enemy invasion.
India removed some rolling stock from East Pakistan in the 1971 war and used the railway tracks extensively to bring its military hardware and supplies. The Soviet Union suffered terribly on account of a compatible railway gauge in World War 2 when the Germans captured the railway network and used it to ferry huge amounts of troops and war materials to support its offensive . Post war the Soviet Union changed its track gauge and today Russia with one of the largest track networks has a special gauge, With the Belt and Road Initiative cooperation from China, Russia is converting some sections to standard gauge.

Pakistan is partially converted to standard gauge ( at least on the CPEC route) but it should go for full standard gauge conversion and scrap the Munabao ( Thar Express) and Attari ( Samjhauta Express) links. These are the only links in broad gauge that would be relevant but the fact is that they link to an enemy nation and are now anyway defunct.
China Railways has standard 1435 mm gauge and the advantages of linking Pakistan Railways with a common gauge are obvious.
The biggest advantage of converting from to standard gauge is the relatively lower cost had the conversion been to the reverse ( standard to broad).
India converted all its meter ( 1000 mm ) tracks to broad gauge at a huge cost, because widening the track meant widening bridges, tunnels, underpasses, railway platforms. Since a standard gauge is narrower than a broad gauge the conversion is far easier.

( Note : This discussion is also linked to why Pakistan should consider converting to Left Hand Drive Vehicles and drive on the right side of the road:

Strategic advantages if Pakistan adopts "Left Hand " drive..

Pakistan has an awful legacy in its road ( and rail) traffic rules which stifles Pakistan's logistics capabilities and has severe strategic implications. Pakistan is adhering to the British colonial legacy of driving on the left side of the road using "right hand" drive cars. There is no...

defence.pk

)

Seriously consider staying on the broad gauge. Broad gauge is notably more power efficient for freight. While the standard gauge is better for HSR as it is around the narrowest size practical.

 

[Bilal9]

Seriously consider staying on the broad gauge. Broad gauge is notably more power efficient for freight. While the standard gauge is better for HSR as it is around the narrowest size practical.

Well like I said - HSR needs its own dedicated track on modern concrete sleepers, wider eased curves and continuous welded rail. So track gauge can and should be different.

Does China use the US type container freight cars (TTX) for double-stack 40 ft. container units?

In India they have started to use flatcars to carry double stack containers, but the center of gravity is a bit high and unsafe in my opinion.

In Bangladesh - container rakes run with single stack freight cars (flat cars) on meter gauge from Dhaka to Chittagong. I don't know of any meter gauge container cars using double stack loading. Here - new Hyundai Rotem GT38ACe meter gauge locomotive 3002 with Down 602 Container leaves Laksam Railway Junction on 28 Oct. 2020. 70 meter gauge locos with EMD 710 engines were ordered. Bangladesh also ordered 40 GT42ACL broad gauge locos from progress rail due soon.

 

[Baibars_1260]

Seriously consider staying on the broad gauge. Broad gauge is notably more power efficient for freight. While the standard gauge is better for HSR as it is around the narrowest size practical.

The USA has 250,000 km of track. Europe (EU) has 203,000 km of track. China has 100,000 km of track. Canada has 48,000 km of track.
These rail systems are all 1435 mm track gauge and carry both freight and passenger. The systems are flexible enough for heavy axle loads ( 25 MT) as well as light weight high speed passenger trains. The trucks ( or bogies) used in wagons (freight cars) and coaches ( carriage cars) have a 1700 mm -1800 mm wheel base which allows negotiating tight curves ( 90 m radius ) at reasonable speeds. This allows the trains and locomotives to be compatible with mountain railway track . The track to wheel base ratio is one of the critical factors in preventing "hunting " or the process where the bogies are violently pushed from side to side causing the rail wheel flange to scrape the rail face. Hunting causes extreme discomfort to riders in passenger trains, apart from wear and tear of the wheel flange and rail gauge face. In extreme cases hunting will cause derailment, accidents with death and injuries. A broad gauge truck ( bogie) needs a wheel base of at least 2200 to 2500 mm to maintain the required track to wheel base ratio. The wider track requires much wider curves of 100 -150 m radius which is ideal for flat plains but difficult to construct in mountainous terrain. Extreme mountain terrains such as the Swiss mountain railroads require narrow gauge 600 mm track. But for most undulating and normal terrain a good compromise is 1435 mm gauge which is why the gauge is now almost an international standard. Pakistan having undulating terrain with tighter curves in some areas it makes sense to completely convert to 1435 mm gauge. Having multiple gauge systems in a country is extremely expensive.
A side note :
One theory how the 1435 mm gauge was developed. The gauge was developed from cart tracks ( ruts) on the ground made by horse drawn wagons. Wagon axles were normally designed to place the wheels directly behind the horses hitched to the wagon. The width or girth of medium sized cart horses was the determining factor ( "center line" of the tails) . The earliest "railway tracks" simply laid iron bars ( nailed into wooden planks) into the ruts on the roads making it far easier for the horses to pull the heavy wagons. This method was adopted in mining and small warehouses. Thus the famous 1435 mm track gauge was born.
Railways are the most efficient means of transporting freight because of the low coefficient of friction between steel on steel. A steel wheel on a steel rail rolls far more easily than a rubber wheel on a asphalt road.
According to the AAR, moving freight by rail is 4 times more fuel efficient than moving freight on the highway. American freight trains can move a ton (0.91 MT) of freight approximately 492 miles ( 792 km) on a single gallon ( 3.79 liters) of fuel.

It is not just economics that should determine Pakistan's choice of railway standards but there are vital strategic reasons for doing so.
We have an enemy nation with a broad gauge railway system greedily eyeing our railway network.

 

[Paul2]

Pakistan having undulating terrain with tighter curves in some areas it makes sense to completely convert to 1435 mm gauge. Having multiple gauge systems in a country is extremely expensive.

By Chinese standards, most of Pakistan is as flat as an ironing board, at least Ponjab, and Sindh are.

 

[maverick1977]

i love trains. cheapest way to transport goods.. lowest tranportation cost in the world. ...

 

[Baibars_1260]

By Chinese standards, most of Pakistan is as flat as an ironing board, at least Ponjab, and Sindh are.

Agree... so are the Central Plains of the USA and Canada. It is the "transition areas" like linking Pakistan to Iran through Baluchistan and linking up with China, Afghanistan and Uzbekistan that makes the 1435 mm gauge attractive, Pakistan's Northern and Western borders are mountainous.,
But it is not only natural obstacles but manmade ones. Tracks snaking through a city on overhead ramps to avoid road crossings or going into tunnels on a steep tangent curve are best designed in standard gauge.
It is not as if broad gauge tracks cannot be designed for mountain areas; it is just that it is far more expensive. For interoperability of rail traffic having a common railway gauge with our allies is a huge advantage.