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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

mailto:[email protected]

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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


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:


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%



Less than 200 = 0%

26

Appendix-I to Data Sheet (contd…..)


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%


Twenty years or more = 100%

15 to <20 years = 80%

Less than15 years = 0%


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…..)


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


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


8 Railway Expert

Mechanical

B.Sc. Mechanical


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:


Year:

Location:

Client:


Positions held:



Year:

Location:

Client:


Positions held:


38


Year:

Location:

Client:


Positions held:



Year:

Location:

Client:


Positions held:


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,



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):-


06 Taxila – Havelian (55km):-


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,



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,



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,



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)


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


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


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


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.


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.


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.


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.


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.


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.


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.


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.



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.



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



ii. Pipe body replacement;

iii. Demolish and rebuild;


Strengthen or demolish, and increase number of the existing bridges

6.4.3 Box Culvert

a) Common damages

i. Horizontal and longitudinal cracks appear;

ii. Leaning of culvert body;

iii. Settlement of foundation, causing train bumping;

iv. Water ponding within culverts;

v. Opening size is too small;



ii. Foundation re-placement;

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

iv. Enlarge opening size;

v. Demolish and rebuild


i. Strengthen or demolish, and increase quantity

6.4.4 Arch Bridges

a) Common damages

i. Sinking of arch top;

ii. Insufficient horizontal thrust resistance, poor stability;

Pakistan Railways 9

iii. Cracks appear;

iv. Bricks fall off;

v. deformation of arch axis;

vi. Deformation of main arch


i. Add wire mesh for strengthening.

ii. Thicken arch top;

iii. Pre–stressing;

iv. Demolish and re-build


Recommend to demolish

6.4.5 Steel Girder

a) Common damages

i. Rusting of steel;

ii. fastening bolts (rivet) fall off;

iii. Wearing off of cross section of structural member;

iv. Insufficient stability and stiffness of piers;

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

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


i. Roughen surface and repaint;

ii. Clean and replace bolt;

iii. Replace problematic components;

iv. Demolish piers;

v. Rebuild;

vi. Replace girder body and set ballast track bed;

vii. Demolish and rebuild


Recommend to demolish

6.4.6 Steel Truss girder

a) Common damages

i. Rusting of steel;

ii. fastening bolts (rivet) fall off;

iii. Wearing off of cross section of structural member;

iv. Insufficient stability and stiffness of piers;

v. The foundations haven’t been tested yet;

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


i. Roughen surface and repaint;

ii. Clean and replace bolt;


iii. Replace problematic components;

iv. Demolish piers;

v. Rebuild;

vi. Replace girder body and set ballast track bed;

vii. Demolish and rebuild


Speed restriction or demolish and rebuild

6.4.7 Other Bridges

a) Common damages

i. Horizontal and longitudinal cracks appear;

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

iii. Blocked drainage;

iv. Excessive deformation at mid span


i. Repair cracks;

ii. Consolidate foundation;

iii. Demolish and rebuild


Strengthen or demolish, and increase quantity

6.5 Tunnels

6.5.1 Distribution of Existing Tunnels

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

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

Rawalpindi-Nowshera section. Six tunnels are on curves whose radii are shorter than

500m. All tunnels adopt brick structure or stone structure and ballast bed. Their service

life periods are longer than 100 years. The details of the existing tunnels 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


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.


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


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.


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

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

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

graded. Following tools and plants will be provided at C&W maintenance and over hauling

depots on ML-I.

i. Under floor wheel turning machine/Lathe 1 No

ii. Overhead crane 4 No

iii. Lifting jack 40 No

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

v. Welding machine (plant) 40 No

vi. Up-gradation of bearing over hauling section at

C&W Shop Lahore

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

viii. Provision of automatic washing and drying plant 04 No

6.8 Telecommunication and Signalling

6.8.1 Main Telecommunication Equipment on Existing Lines and Relevant Line

Includes:

i. Main transmission system

Microwave system is adopted between major stations, and UHF transmission

equipment is adopted between major station and minor station.

ii. Transmission line

It mainly uses microwave and UHF for transmission.

iii. Radio train dispatching communication system

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

iv. Telephone switching

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

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

telephone switchboards (manpower) and step switchboards. Local telephone

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

local telephones have not been connected.

v. Dispatching telephone

Audio numerical selection telephone, which adopts microwave + UHF

channels. Interstation telephone adopts magneto one.

vi. Station-yard telephone


Magneto telephone.

vii. Level crossing telephone

Buried cable + magneto telephone.

viii. Power supply equipment

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

voltage is 24V mostly and 48V individually.

x. Lahore telecommunication station:

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

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

(1000 line, Belgium and 8 racks), microwave (German), UHF, combined

dispatching machine room, power supply room (-48V and -24V power

equipment), introduction room, etc, which were all built in 1981. On the second

floor, there are maintenance room mainly used for maintaining microwave,

UHF and VHF equipment and some other instruments and meters. Each

division is provided with simple maintenance departments.

6.8.2 Signal system includes: station signal and block signal.

i. Station signals

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

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

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

interlocking signal.

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

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

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

stations and yard is restricted to 15km/h.

b. Mechanical Interlocking Signal

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

signal.

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

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

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

different positions (indirect locking).

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

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

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

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

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

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


interlocking and provide operators with electrical control. Switch locking is fixed by

mechanical lock rod. Semaphore signals are cleared by the indoor joystick.

c. Electric Interlocking

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

Color light signal, electrical switch, track circuit, control & display panel or

keyboard/monitor are provided for station and yard. The signal system is designed for

high-density traffic and high-speed railway, which is very reliable and safe and widely

applied around the world. When the train is in operation, human factors should be

basically eliminated in order to improve the safety. As the computer interlocking has

advantages of operating records and fault diagnosis, it is very beneficial to maintenance

and accident confirmation.

ii. Block

a. Fixed block:

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

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

equipment operates on one overhead wire rented from PTCL.

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

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

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

automatic block system

b. Automatic block:

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

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

system, the operation line is divided into a series of continuous block sections.

Ground fixed signal controls the train based on the occupation of track circuit

sections. Karachi-Hyderabad section adopts automatic block.

c. Centralized traffic control:

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

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

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

adopts this system.

6.9 Electric Equipment

6.9.1 Composition of Grids along ML-1 Line

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

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

with a frequency of 50Hz. In Pakistan, there are approximately 5070 km long

500kV transmission line and 7395km long 220kV transmission line.

6.9.2 Existing Power Source and Power Supply Equipment

i. Existing Power Source


Now there are 196 stations along ML-1. 80% of them use 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


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)


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.


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


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.


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.


c. Design Live Load

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

adopted for the technological transformation or the additional second line, and

the train live axle load shall be 25t.

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

d. Deck Layout

Selection Principle of Beam Type

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

continue to use those used in the existing bridges. For the doubling line near the

existing line, the through-type steel plate girders are recommended.


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

Principle of Deck Layout

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

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

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

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

system metal components shall be treated with paint protection in accordance with

relevant requirements.

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

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

8.5 Construction of Double Line and Selection of Distance between Tracks

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

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

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

existing bridges and culverts, as well as the geological and hydrological conditions of

works. The terrain is relatively gentle, where the water damage of existing line is serious.

Most bridges and culverts of parallel sections have to be rebuilt, and it is necessary to

use the approach line for transition or overhead lines for construction.

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

culverts shall be equal to the original ones;

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

line shall be generally 10m;


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

doubling section shall be 5m.

8.6 Temporary Diversions and/or other Approved Temporary Arrangements

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

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

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

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

the interference caused by the new bridge construction for the normal operation of

existing lines.

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

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

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

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

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

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

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

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

and long term schemes are provided for its reconstruction.

8.7.1 Utilization of Existing Bridges and Culverts

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

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

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

damages shall be maintained.

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

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

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

construction, reconstruction or extension of existing bridges and culverts shall be

made according to the specific situations.

8.7.2 Reinforcement of Existing Bridges and Culverts

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


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

foundation expansion, pile foundation supplement, horizontal displacement of

skewback of arch bridge by incremental launching method, and grouting of pier and

abutment foundation, etc.

8.7.3 Reconstruction and Closure of Existing Bridges and Culverts

i. General

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

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

reinforcement is difficult, their apertures cannot pass designed flow and several

serious flood once occurred, water burst before them endangers the traffic safety

or farmland and houses, the existing one is classified as dangerous bridges and

culverts due to the change of plan and section of the line, larger value or

deviation between midline of railway and that of existing bridges, or their

culvert apertures are less than 0.75m and there exists unqualified wrinkle tubes,

demolition and reconstruction is needed in principle The reconstruction or

reinforcement scheme of existing bridges shall be determined according to the

actual situation, evaluation results, economy and other factors.

ii. Superstructure of the Bridge

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

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

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

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

much as possible and the bridges after reinforcement shall be passed by with a

limited speed. If the bridges cannot be used after inspection shall be demolished

and reconstructed in situ. Partial relocation at both ends of bridges shall connect

the existing sub-grade.

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

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

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

Trains shall be restricted with speed when pass them. For bridges cannot be

used after testing, new bridges shall be built near the existing one in principle,

with equal span. The whole span shall be matched with it of existing bridges or

close to the arrangement of it on existing bridges.

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

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

Meanwhile, the observation and monitoring of operation shall be strengthened

and necessary monitoring points shall be added at the superstructure and

substructure of the bridge.

iii. Substructure of the Bridge

According to the coordination requirement of economic, aesthetic and

surrounding environment, the round-ended pier or rectangular pier with chamfer


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

for bridge abutment while the abutment shall not be too high to avoid the

appearance of high abutment and large cone. Drilling (digging) pile foundation

or open excavation foundation shall be adopted for foundation.

iv. Culverts

A. Existing culverts without defects shall be retained.

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

frame culvert method can be adopted.

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

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


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


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.


8.14 Power Supply

Each station will be provided with 11/0.4kv box-type substation (indoor substation is

set in heavy-load station) and diesel generators. Main source of first class load of

stations such as signal and communication are taken from local power supply, and

backup power comes from diesel generators. If there is no local power supply or local

power supply is far away, the power can be introduced from adjacent stations.

8.15 Comprehensive Inspection and Maintenance

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

proposed to have maintenance and inspections units along the line. The main purpose

of these units would be to regularly inspect and maintain relevant equipment pertaining

to track, communication, signal, electricity, water supply and drainage and other

disciplines.

For track maintenance, one major machinery maintenance unit each will be based in

Hyderabad, Multan, Rawalpindi station comprising roadbed stability car, ballast

supplementing and shaping car, tamping car and other auxiliary cars. In maintenance

section, rail-guided vehicle, lorry-mounted crane and minor maintenance and testing

equipment will also be made available.

8.16 Buildings

The guiding principle of facilitating station buildings would be to make use of existing

station buildings and increase new necessary equipment rooms. For capacity expansion

reconstruction of Karachi-Peshawar section of ML -1 and Havelian branch line

buildings will be provided for 3 track maintenance divisions, 21 track workshops and

94 track maintenance sections. The buildings would be approximately 147,145m2.

9. Environmental Protection

9.1 Environmental Baseline Profile

The affected environment was assessed based on physical, biological and socio-

economic attributes of three provinces, namely, Punjab, Sindh and KPK. The ML -1

route runs through a variety of terrains including rugged mountainous topography,

gently sloping valley side slopes and nearly horizontal valley flats, and vast plains. The

physical attributes include geology & soil, topography, land-use, climate, natural

hazards, surface water resources, ground water resources, ambient air and noise. The

biological environment was studied under the heading of flora and fauna. The socio-

economic environment was assessed by the administrative setup, social characteristics,

demographic characteristics of the respondents, religious & ethnic composition of the

population, housing pattern & family structure and other socio-economic features.

9.2 Public Consultation

The consultation process was carried out in accordance with the requirements of

Pakistan Environmental Procedures. The objectives of this process were to share

information with stakeholders on the construction of the proposed project, to

understand stakeholders’ concerns regarding various aspects of the project, to

understand the perceptions, assessment of social impacts and concerns of the affected


people/communities in the near vicinity of the proposed project; to provide an

opportunity to the public to provide valuable suggestions in the project design; and

reduce the chances of conflict through the early identification of controversial issues,

and consult them to find acceptable solutions.

9.3 Impacts and Mitigation Measures

The main impacts predicted in the construction phase were soil contamination,

construction camps/camp sites, social/cultural conflicts, health and safety issues, air

quality deterioration, noise and vibration, solid waste generation, surface and

groundwater contamination, effects on flora and fauna, disposal of mucking material,

disruption of existing public utilities, excavation and traffic management. Mitigation

measures/best management practices were proposed to avoid/reduce the potential

negative impacts during the construction phase.

9.4 Recommendations

The major impact of the project will be economic development in the region by

upgrading transport facility. Economic activity will be generated in the project area as

the 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.


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.