PAKISTAN RAILWAY

Aqib Muneer
Bsmt-01163004
Mechanical Technology
7th Semester
Technology Department
The University Of Lahore
 Dedication
We dedicate this project to our teacher named Engr. Muhammad Ali.

Our teacher is special because he is an example of what hard work and dedication can achieve.
He is truly a role model for all of his students. He is kind, caring and enthusiastic. He makes
learning interesting and fun. Each new day in his class is an adventure. He is always there to lend
a helping hand and has time for all of his students. He makes sure we all understand our lessons.
He believes in us, continually encouraging us to do our best. We respect him as a teacher and he
respects us as students. He gives us praise which helps us develop our self-confidence and helps
us become a stronger, more independent person. He has shown us that with hard work you can
achieve greatness.
 Preface
Railway Industry plays a vital role in a country’s economic system. This industry is a back bone
for a country. If this industry is being used & operated effectively and proper polices are applied
for its development then it could provide a very profitable business to its Country which may
bring in a positive change in a country’s economy. On the other side, if this industry is being
operated under the supervision of ineligible authorities and not properly overlooked by the
Government then not only Railway Industry Will Suffer from Losses also the country will also
have to endure. Unfortunately, Pakistan Railway is also suffering from the reason mentioned
above. It is an important source of transportation throughout Pakistan. It carries millions of
passengers throughout the country. It is been used to carry huge freight in Pakistan. This cheap
and safe mode for passengers is now facing a number of issues. A number of services of Pakistan
Railways have been cancelled, suspended or terminated and many more will be suspended in
near future because of mismanagement and shortage of locomotives, fuel and money. The
chapter of all major services, from Lahore to Karachi, has been closed. The incompetent
administration has failed to attain locomotives from any quarter of the world. Passengers are
suffering due to mismanagement of administration. Pakistan Railways decision to suspend goods
train service due to severe shortage of locomotives and fuel is another blow to this organization.
The railway has retired 102 of 220 trains and relies on handouts of Rs. 2.2 billion a month just to
pay salaries and pensions. It is also facing predictable losses of Rs. 35 billion in fiscal year July
2011 to June 2012. It is now basically financially bankrupt organization. In other words it is on
the edge of financial collapse. Finally, we will determine major factors responsible for Pakistan
Railway’s crises accordingly to people views and secondary data.
 Abstract
Pakistan Railways is the state owned railway company of Pakistan. It is a large organization
under the administration of Ministry of Railways. Pakistan Railways provides an important mode
of transportation in the farthest corners of the country and brings them closer for business,
sightseeing and education. His current chairman is Shaikh Rasheed Ahmed.

Over the past many years, Pakistan Railways has been facing problems and is now on the verge
of bankruptcy. With budget deficit of billions, eroding market share and corruption scandals, the
future of Pakistan Railways once the life line of the country is grim. At the time of
independence, both India and Pakistan, inherited the Railway Network laid down by British.
While Indian Railways has emerged as a highly profitable organization, Pakistan Railways is
struggling to keep itself running.

This report summarizes how organization development can help Pakistan Railways revamp its
images and goodwill. It is based on facts and hypothetical interventions. He data is collected
from various sources including books, newspaper articles and internet. The report provides
introduction of Pakistan Railways, its history, organizational structure which is then followed by
how the concepts of entering and contracting can be applied to this case. Diagnosis of the
organization has been done with the help of data collected and hypothetical situations. Based on
the diagnosis, OD (Ocular Dexter) interventions have been suggested for Pakistan Railways
which include techno structural interventions and collaborative intervention.
 Introduction of Organization

History of Pakistan Railway

Sir Henry Edward Frere was appointed commissioner of Sindh after its annexation with Bombay
in 1847. It was he who discovered the potential of Karachi as a seaport and conceived the idea of
a Railway line to up country. In 1855 Mr. Frere recommended to the Government that Karachi
should be made a seaport. The survey for construction of a Railway line from Karachi was
started in 1858. Initially a Railway line was proposed from Karachi City to Kotri, then steam
navigation through rivers Indus/Chenab up to Multan and from there on a Railway line to Lahore
and beyond. The 13th of May, 1861 was historical day when the first Railway line was opened
for public traffic between Karachi City and Kotri, a distance of 169 Kms. By 1897 the line from
Keamari to Kotri was converted in double track.

Different sections of this part of Railway in the Sub-continent, which now comprise Pakistan
Railways, were constructed in the last quarter of the 19th century and early part of the 20th
century. Unlike other Rail networks in the Sub-continent during British times, most sections of
Pakistan Railways were constructed as strategic lines to safeguard the British Empire in the Sub-
continent. It is an interesting coincidence that the present alignment of Railway line from
Peshawar to Karachi closely follows Alexander's line of March through the Hindu Kush to the
sea.

In 1885, the Sindh, Punjab and Delhi Railways were purchased by the Secretary of State for
India. On 1st January, 1886 this line and other State Railways (the Indus Valley, the Punjab
Northern, inclusive of Sindh Sagar Eastern section, and the Kandahar or Sindh Pishin Southern
section) were integrated and North Western State Railway was formed; which was later on
renamed as North Western Railways (NWR).

At the time of Independence, the NWR was bifurcated with 1,847 route miles kilometers lying in
India, and 5,048 route miles kilometers in Pakistan. In 1954 the railway line was extended to
Mardan and Charsadda and in 1956 Jacobabad Kashmore narrow-gauge section (2'-6'') was
converted into broad-gauge section. Construction of Kot Adu Kashmor line was completed in
1973, providing an alternate route from Karachi to up country.
Along right bank of River Indus. Meter gauge line from Hyderabad to Khokropar was converted
to broad gauge in two stages. From Hyderabad to Mirpur Khas 66.07 kilometers in 1967 &
Mirpur Khas to Khokropar (Zero Point) in 2006, 133 kilometer.

Pakistan Railways at Present

Currently Pakistan Railway comprises of 8,163 route km, 1,212 stations and 42 train halts, it has
a fleet of 546 diesel electric locomotives, 25,815 wagons and 2,099 passenger coaches.
Maintenance is provided by three major locomotive workshops and 35 smaller workshops.
Signaling facilities at important stations are track circulated within interlocking limits. Most
routes have VHF radio coverage for communication between train dispatchers and trains.
Telephone communication is over wire lines and microwave. Pakistan Railways a multi system
and operates on three gauges, i.e. broad gauge, meter- gauge and narrow gauge.

Pakistan Railways at Future

Contract agreement for the procurement of 58 (3000/2000 horse power) diesel-electric

locomotives costing $48.431 million has been signed with CSR Ziyang, China, dated 7th
December 2012 and the locomotives are scheduled to arrive by November 2013 – June 2016.

Vision Statement

To provide a safe reliable, modern, efficient and cost effective infrastructure to its customers to
contribute in building the economy of Pakistan and to look after the welfare of its employees.

Mission Statement

 Increasing share in freight and passenger market.

 Restoring confidence of the passenger and trading community.
 Development of human resource need base coupled with improvement and development
of management, infrastructure and rolling stock.
 Encourage private sector in public private partnership, both for development of
infrastructure and train operations.
Pakistan Railway Management Organization Chart
 MACHINE SHOP

Machine shop section

 Marking section
 Slot section
 Drilling section
 CTL section

Marking section

In this section all the work piece that are the come from the foundry section are marked in
marking section for different operation. Marked work piece go to the different shops.

Slot section

In this section slotting operations are perform on slotting machine on work piece. Single point
cutting tool are used for the slotting work.

Slot Section
 Slotting Operation
Drilling section

 Drilling operations are perform at different part for the manufacture section in here all
the drilling and boring operations are perform products.

 Different machine are used for drilling and boring like horizontal drilling vertical milling
machines etc.

Milling Machine
CTL (Center Turn Lathe) section

In this section the turret lathe machines are use for production. This machine handle the 6 or
more than 6 different tools at a time at turret head for different operation. In this section cutting,
drilling, facing etc. all operations are perform on one work piece. It is a production machine
windily used in productions shops. The turret lathe is a form of metal working lathe that is used
for repetitive production of duplicate parts, which by the nature of their cutting process are
usually inter chargeable. It evolved from earlier lathes with the addition of the turret, which is an
index a Locomotive Shop able tool holder that allows multiple cutting performed, each with a
different cutting tool, in easy, rapid succession, with no need for the Locomotive Shop.

Center lathe

Products that are manufactured in Machine shop:

 Bushes of all sizes

 Shafts
 Bolts
 Nuts
 Screw coupling
 Lock spindle
Threading on Screw Pivot plate Nut

Draw bar link Screw Coupling Bushes of all sizes

 Spring Shop

In 1962 Pakistan railways set up a spring manufacturing shop for manufacturing of coil and leaf
springs to meet with the requirement of Rolling stocks in these shops. Springs are manufactured
in “Hot Wound” Process

Function of spring

The function of a spring is to absorb the shock load.

Purpose of spring

 To measure forces as in spring balance.

 To return a machine member to its original starting point.
 To absorb shocks and vibrations.
 To transfer power as in spring clutches coupling etc.
 To provide constant pressure as in brakes and friction clutches.

Spring Classification

Helical Spring
It is an elastic bar or wire that’s cross sectional center of gravity describes a helix.

Helical Spring
Conical or Volute Spring

It is an elastic bar flat or wire that’s cross sectional center of gravity describes a cone or
volute. Pakistan railway is using chines bogies so Pak railway is manufacturing only coil
spring now a days. Leaf spring is only using in old cargo carriages. In spring shop, coil
springs are manufactured in round bars from ¼”dia to 29/16”dia. Generally these springs
are used in buffers and Z type coaches, 4 wheeled tanks, wagons and power vans etc. High
carbon steel is mostly used as a raw material for springs.

Conical Spring
 Lifting Shop

It consist of the sections

 Goods section

 Bogy section

 White metal section

 GTR section

 CTR section

 Bearing section

Goods section

This section deal the goods van and repair the van change the bearing, greasing welding etc.

Bogy section

It repair the bogy and weld and change the different parts like spring guard etc.
 Crane Lift

White metal section

It makes the bushes for old bogies it is an old method and not to be used.
Four component are used

 Anti-money
 Tin
 Copper

It melt the mixture of these component and melt at 300*C and then mold.

Train Lifting

GTR (Government Technical Representative) section

It is called good tire line it repair the good van and change the parts like pull road push road,
paint, change bushes etc.

CTR (Common Technical Regulations) section

Coach tire section deal the coach and repair the coach and paint, welding. Electrical work etc.

Roller Bearing Section

When two spherical roller bearings are used in a double-row configuration, the self-aligning
capability of the bearing is lost. But they are provided higher load- carrying capacity. This type
of bearing is used worldwide because of standardized by the International Union of Railways.

Roller Bearing

Roller Bearing and Axle Box

 Axle Box for Rail Engine

Engine Block Shop

Introduction to Engine Block Shop:

In this shop Engine blocks of GM (General Motors) and ALCO (American Locomotive
Company) are repaired. GM Engines are mostly 12 Cylinder and 16 Cylinder Engine
Blocks and ALCO are the 6 Cylinder and 12 Cylinder Engines. Engine blocks are
come from the Diesel Classified shop and also from Rawalpindi for repair work.

The process of Engine Block

Cleaning of Engine Block

Cleaning Tank:
In this tank Engine block is washed in the solution of Steam, Water and Caustic Soda
NaOH.
Second Cleaning Tank:

Engine block is washed in fresh water so that the chemicals settles in previous tank are
removed.

Drying of Engine Block:

After washing the engine block is kept in the oven to dry for one hour at 150 C.
 Diesel Classified Repair Shop

Compressor and Turbo Section

Expresser is a reciprocating type system. It has six cylinders, which are arranged in a ‘W’ type manner
i.e., two cylinders are in a vertical position and four in a V shape. Four Cylinders are Exhausters and
other two are high pressure compressor and low pressure compressor Cylinders. It is an air-cooled
system with forced feed lubrication. For cooling purpose a fan is used which is of a forced draught type,
mounted on the crankshaft.

Faults Occurs in Expresser

 No creation of vacuum
 Oil wastage
 Smoke
 Damaged bearing shell
 Breakage of crank shaft
 Damaged piston rings

Reasons of faults

 Not reaching the lubrication Oil

 Shortage of lubrication oil

Turbo Charger
A turbocharger on a diesel locomotive is a device used to generate more horsepower from
the locomotive's diesel engine, also known as the prime mover. It uses the engine's hot
exhaust gases to drive a compressor which forces more air into the intake manifold.
Revolution of turbine shaft is about 28000 rpm.

Working of Turbo charger

A turbocharger is basically an air pump. Hot exhaust gases leaving the engine after
combustion are routed directly to the turbine wheel side of the turbocharger to make it rotate.
That turbine wheel is connected by a shaft to a compressor wheel. As the turbine wheel spins
faster and faster, it causes the compressor wheel to also spin quickly. The rotation of the
compressor wheel pulls in ambient air and compresses it before pumping it into the
engine's chambers.
Turbo charger Models Used in Railway Engines

Turbo 320 Model used in ALCU-95

Turbo 350 Model used in ALCU-12
Turbo 165 Model used in GRU-20

Fault occurs in a turbo charger

 Damaged oil seal

 Damaged floating bushes
 Unbalanced router assembly

Reasons of failure of Turbo Charger

 Due to age oil seal contacts with shaft

 Oil reaching problem
 Foundry Shop
Cast iron is used in ferrous foundry. Temperature of furnace is 1050-1100 C. These products are
casted in this furnace
 Piston.
 Brake Cylinder.
 Nozzle.
 Valve Guide.

There are two types of Furnaces

 Cupola Furnace
 Rotary Furnace

Cupola Furnace

Cupola furnace has 6 Tons capacity of melting material. In this furnace Cole, hard Cole, store,
scrap, pig iron is used in melting. Cupola furnace takes 2 hours to melt inserted material.
 Cupola Furnace

Rotary Furnace

Rotary furnace is also called tube furnace or drum furnace), a cylindrical industrial furnace
that rotates about its longitudinal axis; it is designed for the heating of loose materials for
physicochemical processing. Rotary furnaces are classified according to their heat-
exchange method as having opposing or parallel flow of gases and materials and
according to their method of energy transfer, as having direct, indirect (through the wall of
the muffle), or combined heating of the material being processed.

Rotary Furnace

Products

The following parts are casted in foundry shop

 Suspension Bearing
 Brake Block
 Name Plates
 Upper Berth Handle
Products of Iron Foundry Shop

 Brake Block
 Furnace Plates
 Sui Gas Burners
 Piston
 Disk Brake

Suspension Bearing Door Handle Brake Block

 E & DC (Electric and Diesel Component) Shop
Diesel Components have been casted, they were sent in this shop for machining process. There
were many sections in this shops as given below .

 Lathe section

 Milling section

 Fitting section

 Welding section

Lathe Section

In this section there were many different Lathe Machines performing several operation. After the
Diesel Components have been casted, they were sent in this shop for machining process. Facing,
Turning, Boring, Tapering, Boring and Parting were the major operations performed over there.
This section included the machining of Bearings, Wheels, Piston, and Connecting Rod etc.

.
 Suspension Bearing For Rail Engine
Milling Section

After the casting some of the diesel components were sent in the milling section. It included
many milling machines thus performing several operations. Diesel Components i.e. Engine
Block, Washers, Rotor, Motor Cap, Crankshaft and Cylinder were milled in this section.

Fitting Section

This section included the machining of fitting components for their use in Locomotive. It
included Compressor Blades etc.

Welding Section

This section included the welding of different components such as Compressor Blades etc.
 Suggestions/Recommendations

The Overarching Issue: A National Transport Policy

An overarching deficit in Railways planning in Pakistan has been the absence of ‘National
Transport Policy. Despite the fact that the Railways remain a highly capital-intensive business,
government has never formulated a holistic policy that would analyze the overall transportation
issues and balance investment into road and rail, supported by any research. Devising a National
Transport Policy or even identifying its contours goes beyond the scope of this report but it is
strongly recommended that the issue be considered by the Government. Not only should railways
policy be devised within the framework of an overall transport policy, the implementation and
impact should be reviewed within this framework. Ideal lathe Ministry of Railways should be
subsumed into a larger entity which should be the Ministry of Transport and Communication.
That Ministry should be responsible for the formulation of the National Transport and
Communication policy. Nevertheless, this can be seen as a long-term government priority, and
given existing political realities and exigencies the Ministry of Railways can retain its status,
however, with clearly demarcated roles and responsibilities.

 Eliminating Political Interference

Any process of reform that cannot be insulated from extraneous interference will fail. At the
political level there has to be recognition of the seriousness of the problem. Railways have a very
important role in the economic growth and development of Pakistan and unnecessary political
interference in decision making will impede the country’s progress. India’s success in Railways’
turnaround owes a lot to marginalization of interference.

 Approaching Reform of Pakistan Railways

Pakistan Railways face chronic issues that have led to continued deficits over three decades.
Turnaround of the organization will be a challenge. The deficit itself has caused demoralization
and resignation to the state of affairs which in turn has ensured the continuity of losses and
depletion of assets. The ‘turnaround’ will need to be undertaken in a number of phases. Each
phase will need to identify a separate objective. At this point the primary objectives will have to
be retrenchment and repositioning for elimination of the financial loss of Pakistan Railways. This
will have to be achieved without major re-organization of the core business since that might
prove counter-productive as the organization has neared a point of collapse where it may not be
able to bear the throes of major changes. It has to be a de liberate incremental approach. In the
immediate phase corporatization or privatization cannot be pursued. These will remain counter-
Productive as without transforming the organizational ethos, and with continued political
intervention, changes in organizational structures do not change the end results. There are many
examples in the country where corporatization has not insulated organizations from political
interference, corruption and inefficiency.

 Finding a Direction

Railways under the British developed as an important infrastructure for imperialism. Whether it
developed routes for export of raw material out of India or strengthening defense related lines it
had clear directions. After independence the direction, apparently, did not get revisited and, as
already stated, in the bulk of interviews conducted there was ambiguity among the officials of
Pakistan Railways about any vision for Pakistan Railways. Having a clear direction becomes an
imperative for initiation of the reform process. The team that eventually embarks on the task will
have to pronounce one clearly. It is not appropriate or possible to suggest one here but some of
the issues that would concern the development of the Railways are: -

 Role of Pakistan Railways in the economy of Pakistan and (within the economy) in the
transport sector.
 Role in the development process.
 Role as a commercial enterprise.

Direction of reform and of Pakistan Railways’ future will depend on responses to the and other
similar questions. The answers will determine the process of change that is adapted for the short,
medium and long terms. Senior management of Pakistan Railways should, under the leadership
of the Minister, develop this in consultation with the Federation of Pakistan Chambers of
Commerce and Industry (FPCCI) and the Chartered Institute of Logistics and Transport Pakistan
(CILT), Pakistan International Freight Forwarders Association (PIFA), employees of Pakistan
Railways and other stake holders. It is recommended that the Ministry of Railways embarks on a
strategic planning exercise with the key personnel and stakeholders of Pakistan Railways. Such
an exercise would not just help in the formulation of a Vision and Mission for Pakistan
Railways, but would also communicate and foster the need for required structural and cultural
change as recommended by this study.

Conclusion
According to my understanding market manager must follow all these determinants
which are set on International standards. The Manager should prepare his followers
to achieve all these services for their value customers in order to maintain their services and
groom themselves more and more.
 Schedule for Pakistan Railway Training

Carriage Shop

Sr. No. Names Of Shops Period Of Training

1 Machine Shop 24-06-2019 30-06-2019
2 Spring Shop 01-07-2019 08-07-2019
3 Lifting Shop 09-07-2019 16-07-2019

Locomotive Shop

Sr. No. Names Of Shops Period Of Training

1 Engine Block Shop 17-07-2019 25-07-2019
2 Diesel Classified Shop 26-07-2019 29-07-2019
3 Foundry Shop 30-07-2019 04-08-2019
4 E&DC Shop 04-08-2019 08-08-2019