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After receiving lacklustre response from investors, Pakistan Railways extended deadline for submission of bids for laying new railways tracks and rehabilitation/ up-gradation of Main Line-2 (ML-2) and ML-3 for third time. Pakistan Railways had invited bids for laying new railways tracks and rehabilitation of existing tracks and locomotives on public private partnership /build-operate-and-transfer (BOT) basis by April 23, 2019. After receiving cold response, the deadline for bid submission was extended till May 22. However, yet again the ministry did not receive a good response from investors and now the deadline has been extended till June 13, 2019.
Sources revealed that the Pakistan Railways had sought bids against the projects including up-gradation/rehabilitation of Main Line-2 (ML-2) from Kotri to Attock (1254 kms); laying of new railway track from Gwadar to Mastung (Quetta) (900 kms) and from Besima to Jacobabad (360 kms); up-gradation of existing Main Line-3 (ML-3) from Rohri to Quetta (384 kms); up-gradation of existing railways track from Spezand (Quetta) to Koh-e-Taftan (613 kms); up-gradation of existing railway track from Sangla Hill to Wazirabad (111 kms); laying of additional railway track from Shahdara to Faislabad and up-gradation of existing line (135 kms); up-gradation of existing railway track from Shahdara Bagh-Narowal- Sialkot- Wazirabad (182 kms).
The ML-2 route of Pakistan Railway''s network comprises its existing sections including: Kotri-Dadu-Habib Kot, 346 km, Habib Kot - Jacobabad - Kashmor, 177 km, Kashmor - DG Khan - Kot Addu, 306 km, Kot Addu - Bhakkar - Kundian, 231 km, Kundian - Basal - Attock city - 194 km. The ML-2 route joins main line ML-1 route (Karachi-Lahore-Rawalpindi-Peshawar) at Kotri and Attock City. It has high strategic importance as it runs along the right bank of River Indus from Kotri up to Taunsa Barrage, from where onward it runs along the left bank of River Indus, up to Attock.
Further the bids were invited for laying of new railway track from Gwadar to Mastung (Quetta) (900 kms) and from Besima to Jacobabad (360 kms).
The proposed new railway track comprises route Gwadar-Turbat, 164 km, Turbat-Hoshab-Panjgur, 234 km, Panjgur-Besima, 220 km, Besima-Sorab, 91 km, and Sorab-Kalat-Mastung, 189 km. Further Besima-Khuzdar, 101 km, Khuzdar-Shahdad Kot, 186 km, Shahdad kot-Jacobabad, 73 km. Gwadar to Mastung via Besima is new rail link and it will join ML-3 on Spezand Taftan section at Wali Khan station. Besima to Shahdad Kot via Khuzdar is a new rail link whereas Shahdad Kot to Jacobabad section already exists.
The Main Line-3 (ML-3) route of Pakistan Railway''s network comprises its existing sub-sections; Rohri-Sukkur-Habibkot, 32 km, Habibkot-Jacobabad, 55km, Jacobabad-Sibi, 156km, Sibi-Spezand, 116km, and Spezand-Quetta, 25 km. The existing Spezand-Koh-e-Taftan route of Pakistan Railway''s network comprises its following existing sub-sections: Spezand-Noshki, 133km, Noshki-Dalbandin, 185 km, Dalbandin-Nukundi, 168 km, Nukundi-Koh-e-Taftan, 127km. Spezand-Taftan is an international route of Pakistan Railways as it connects Zahidan (Iran) and then goes up to Turkey. This is the main part of ECO route.
The existing Sfangla Hill-Wazirabad route of Pakistan Railway''s network comprises its following existing sub-sections: Sangla Hill-Hafizabad, 50 km, and Hafizabad-Wazirabad, 61 km. Sangla Hill-Wazirabad section is a bypass route for connection with ML-1 therefore, it is very important section from operation point of view. Also, it is the short route to connect ML-1 with Faisalabad, which is the business hub of the country.
The project will involve (i) laying new track or up-gradation / rehabilitation of existing track (as the case may be) in accordance with the minimum scope as defined in the bid documents (BD); (ii) operation of freight trains on the newly laid or up-graded/ rehabilitated railway track from the date of financial closing and for the agreed concession period; (iii) operation of passenger trains on the newly laid or up-graded/ rehabilitated railway track from the date of financial closing and for the agreed concession period; (iv) operation and maintenance of newly laid or upgraded/ rehabilitated railway track including its entire allied infrastructure (for both freight & passenger services) for the concession period; (v) handing over the project infrastructure and allied facilities to the PR at the end of the concession period (or sooner if the concession agreement is terminated).
The project is to be implemented on a build-operate-and-transfer (BOT) basis or any other public private partnership (PPP) modal as agreed by the employer. The concessionaire will have the right to collect and retain revenues accrued from passenger and freight services. The concessionaire will have the right to collect and retain revenues accrued from railway land falling in the corridor of the project but in accordance with the procedure as defined.

Copyright Business Recorder, 2019

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