Japanese Vice Minister for Foreign Affairs, Minoru Kiuchi, visited Pakistan on 11-12 September.

He met with Advisor to the Prime Minister on National Security and Foreign Affairs Sartaj Aziz to discuss Japanese investment in Pakistan\'s emerging energy infrastructure projects and their views on the future of Afghanistan. Aziz welcomed Japanese investments particularly in overcoming energy shortage in Pakistan and infrastructure development. He appreciated Japan\'s ongoing assistance in various social, educational, and health projects. Japan Foreign Direct Investment (FDI) has been US$ 22.8 million in 2011-12 by making its share to 2.8 percent of Pakistan\'s total FDI that year. Japan ranked as the tenth largest investor in Pakistan. In the last 12 years, it was in 2006-7 that Japanese FDI was increased to US$ 64.4 million. Bilateral trade recorded US$ 2.2 billion in 2011, largely tilting the balance of trade in Japan\'s favor with US$ 1.8 billion imports from that country. Trade-wise, Japanese position has been taken over by China in Pakistan\'s trade. Pakistan-China trade has been five times now bigger than Pakistan-Japan trade. Nevertheless, Japan is a great development partner of Pakistan. Both countries have been cooperating ever since the creation of Pakistan in 1947 when Japan was under the US Occupation. Development relations were developed in the early 1960s when Japan was able to extend its first postwar yen credit to Pakistan besides India. Later, Japan played a significant role in arranging global development finances such as development aid, technical assistance, and grand-in-aid to a number of Asian countries to overcome the wounds of war. Loans also constituted a bigger part of Japanese overseas assistance under its ODA program. Pakistan Muslim League (N) Government was launched after May election. It is seen that Japanese normally prefer more friendly intercourses with the elected Government in Pakistan. Also it is not Japanese policy to favor a nonpolitical Government in Pakistan and they never tilted toward any regime in the past. Japan maintains a good neutral policy toward such Government formation and change. Japanese have a general tilt toward economic development, as indicated above. Commercially speaking, much more strong trading ties were developed between the two countries in the 1950s and development ties in the 1960s. In the former period, Pakistan used to be much stronger trading partner of Japan after the United States. By consuming Pakistani cotton and jute by mills in Osaka, Japan replaced Great Britain as Pakistan\'s largest export partner in the 1950s. Moreover, when India refused to accept the appreciation of Pakistani rupee to the tune of 30 percent in September 1949 and Pakistani cash crops witnessed a purchasing slum, Japan imported mammoth amount of raw materials from Pakistan to consume them in mills in Osaka. However, Japan\'s shift to electronics from postwar textiles lowered down Pakistani exports to Japan in the later period. Nevertheless, Pakistan learnt a great deal from Japanese textiles experience especially its state of the art blending techniques. Pakistan imported massive textile machinery from Japan. This is how both the countries comprehended each other in trade in those years when trading regimes did not have much structure. Aziz rightly appreciated Japan\'s development assistance in a number of programs in Pakistan from the 1960s onward while meeting Kiuchi. Pakistan highly ranked in such Japanese thinking in the 1960s. The accumulated Japanese assistance was as high as 18 percent during 1961-71. After the

offer of the first Japanese loan to Pakistan in 1961, there had been constant increase of such loans but they were only halted because of the 1965 war between India and Pakistan and East Wing\'s separation in 1971. Major part of this assistance was project loan and minor part was commodity loan. This was to make a sustainable growth of loan arrangement between them. Up to 1971, loans were spent on the development of 18 mega projects in East and West Pakistan equally - something hardly assured by other donors to Pakistan that time. The first Japanese loan was utilized to construct the Chittagong Steel Mill and Rayon Factory in West Pakistan. The other projects built through Japanese assistance were sulphate plant, caustic soda plant, building TV stations, microwave facilities, telecommunications, Chittagong fishing harbor, and railways etc. Today, Japan has been offering its assistance in up-lifting the Karachi Circular Railway. Coming back, the separation of the former East Pakistan caused some repayment constraints but the matter was resolved by mid 197os. During this period, relations were remained lukewarm, however. Nationalization and discouragement of investment led Japanese to stay at the bay for quite some time until they come back to support the US-led war in Afghanistan (1979-88) to secure their trading interest of oil import from the Persian Gulf supposedly upset by the Soviet warm-water thrust where Pakistan could play a crucial role. Resultantly, Japanese strategic aid to Pakistan poured in besides aid for refugees. High-level visits were revived after a hiatus of 23 years. President General Muhammad Zia ul Haq visited Japan in 1983 that was reciprocated by Prime Minister Yasuhio Nakasone next year. This was the time of strategic convergence between the two countries following a common threat from the Soviet Union. After the Soviet withdrawal, Pakistan wished to learn more from Japan and devised a Look East policy. Prime Minister Toshiki Kaifu visited Pakistan in 1990 and offered to play the role of an honest-broker between Pakistan and India to make an end to the complicated Kashmir dispute. Japan believed that the Kashmir issue would not allow it from offering help for the success of economic liberalization program in the region. After assuming power in November 1990, Prime Minister Nawaz Sharif decided to visit Japan in July 1990s but could not materialize the visit because of the internal strife. Again, Sharif under took his first foreign visit to China after coming into power in May. This is definitely revival of the Look East thinking - if not policy yet. Hope that the policy would be revived to learn from the Japanese experience besides, South Korean and Chinese models. ASEAN is another trade and investment success storey. Japan also never wishes to see a nuclearized South Asia. It also wanted that both Pakistan and India should join the NPT and CTBT. Instead, both countries conducted nuclear devices in 1998 that immediately forced Japan to cut off any development assistance to them. It was only in 2005 that sanctions were lifted when Prime Minister Junichiro Koizumi visited Pakistan. This arrangement was more in the field of counter-terrorism but Pakistan also benefited. Japan has been rightly approaching the Afghan drawdown and could be satisfied with Pakistan\'s initiative of peace talks with the Taliban. Much more convergence over the Afghan issue would likely to emerge between Pakistan and Japan.

Diplomatic relations between Pakistan and Japan were established on April 28, 1952. While we celebrate the 60 years of close cooperation between the two nations, the relationship can, in a sense, be traced back to 538 AD when todays Pakistan, then a cradle of the Gandhara civilisation, served as a source for the promotion of Buddhism in Japan. Gandhara flourished in this region from 500 BC to 10 AD and Buddhism reached Japan during the sixth century. Then both regions went through several highs and lows. During this period, mutual cooperation and exchange of culture continued, such as the establishment of a chair for the Urdu language in 1930 at the University of Tokyo and the Takushoku University. Pakistan had gained independence in 1947 and Japan at that time was emerging from the ashes of World War II. Both countries started their relationship as free nations. Pakistan was the only major country from South Asia that attended the San Francisco Peace Conference in 1951. Speaking courageously at the conference, Pakistani leaders talked about peace, justice and reconciliation. Such gestures led these countries to establish their diplomatic ties on April 28, 1952. Since then the Pakistan-Japan relationship has made steady progress and has kept growing to the mutual benefit of both countries. Japan has since remained a cornerstone of Pakistans economy as well. Interestingly, Pakistan was the destination of the first inaugural trade delegation of Japan under the allied occupation in 1949. Within the first decade of Pakistans independence, some 50 multinational Japanese companies had already set up their offices, mainly for trading purposes. The third overseas branch of the Bank of Tokyo was established in Karachi in 1953 and the metropolitan was also selected for opening the second office of the Japan External Trade Organisation. After the United States, Pakistan was the second largest trading partner of Japan, mainly catering to Japans need for raw material, such as jute and cotton, and fulfilling over 50 percent of their requirement. The Japanese, on the other hand, reciprocated by exporting technological advances to Pakistan. Spindles manufactured in Japan contributed a great deal to the progress of the textile sector in Pakistan and which even today contribute a major portion towards the export proceeds. Japan has remained as one of the major bilateral development partners to Pakistan since 1954, extending assistance in multifaceted sectors of development. This includes Yen Loan Assistance for development projects, grant assistance for social sector projects and technical cooperation for technology transfer and human resource development. During the 1960s, Pakistan occupied a prominent place in the allocation of Japanese assistance to the developing world and remained among the top recipients in the region. Japans diplomatic relations with Pakistan had, and continues to have, significance. Both nations were and are supportive of each other. While Japan was recovering from the aftermath of World War II, Pakistan was trying to establish itself as a new nation. No wonder then that the personal reception and the only one by Emperor Shwa of the visiting Pakistani President Ayub Khan in December 1960 at the Haneda Airport (or the Tokyo International Airport) became a landmark in Pak-Japan diplomatic goodwill. This visit also paved the way to start an important economic relation, as the then Japanese Prime Minister Hayato Ikeda had just commenced the Official Development Assistance (ODA) programme and of which Pakistan became a major recipient. The initial assistance of $20 million in 1961 swiftly reached 80 percent of the total ODA by 1964. The assistance was used for mega projects as well as for industrialisation. Japan is still one of the largest trading partners of Pakistan with an annual trade of over $1.5 billion (Rs 136.5 billion). However, bilateral trade has been exceedingly in favour of Japan due to the dismal performance on the part of exports from Pakistan. Inspired by a common desire to promote and further strengthen the relations between the two countries, the Japanese and the Pakistani governments signed a cultural agreement in 1957. Japanese Prime Minister and Foreign Affairs Minister Nobusuke Kishi and Pakistani Prime Minister Huseyn Shaheed Suhrawardy represented their respective countries at the signing ceremony. According to the agreement, it was decided that both the countries would provide each other with every possible facility to ensure better understanding of the culture of their respective countries, especially by means of books, periodicals and other publications, lectures, concerts and theatrical performances, art exhibitions and cultural films. Under this agreement, both the countries have initiated several projects and conducted various activities for strengthening the cultural ties between them. On the diplomatic front, Pakistan and Japan found themselves on the same side of the divide

during the Korean War and the Cold War. Then Japan, through determination and hard work of its citizens, became a modern industrialised nation and started extending Yen Loan Assistance to Pakistan. Yen credits are extended to developing countries on soft terms, characterised by a low interest rate and long maturity. These loans thus support poverty reduction through economic growth and capacity, and institution building. The first Yen loan was provided to Pakistan in 1961. Since then, Japan has supported the development of infrastructure in Pakistan, mainly in areas such as telecommunications, transportation and power generation. Through this measure, Japanese products were introduced in Pakistan. Development projects of significance that were funded by Japan include the Indus Highway, telephone exchanges throughout Pakistan, the Thermal Power Station Jamshoro, the Kohat Tunnel, the Bin Qasim Thermal Power Station, the Construction Machinery Training Centre and countless others in the social sectors under their Grant Assistance Programme. Diplomatic relations continued to grow between Pakistan and Japan, and several agreements were inked in the ensuing years, such as the International Postal Money Order Exchange Agreement, the Pakistan-Japan Agreement regarding Establishment of a Telecommunication Research Centre, and the PakistanJapan Plan of Operation for Engineering and Economic Survey for Development of a New Ocean Port at Pitti Creek in West Pakistan. Then the Soviet War started in 1980 and Pakistans role in the withdrawal of the Soviet forces from Afghanistan contributed towards further fortifying Pak-Japan ties. In response to the nuclear tests conducted by India and Pakistan in May 1998, Japan announced freezing the grant aid for new projects and Yen loans to both countries. However, after President Pervez Musharrafs visit to Japan in March 2002 and Pakistans important contribution to the global fight against terrorism in the aftermath of 9/11, the relations between the two countries entered a new era. Japan supported Pakistans counter-terrorism efforts by providing freshwater and fuel to Pakistani vessels participating in the Operation Enduring Freedom-Maritime Interdiction Operation. Sincerely appreciating Japans generous technical and financial assistance since 1954, Pakistan issued a special postage stamp in 2004. Recognising the geopolitical importance of Pakistan and appreciating its role in fighting terrorism, Japan announced further expanding strong collaboration at all levels. Both the countries affirmed to work towards a renewed, enhanced and robust relationship, and signed a declaration on April 30, 2005. Both the sides appreciated the role of leadership exchanges in enhancing bilateral relations in different areas, and agreed to continue holding dialogues on politics, security, economy and joint business. To extend support to the Pakistani government in its efforts to consolidate democracy in Pakistan and to facilitate social and economic development in the country, Japan hosted the Friends of Democratic Pakistan Ministerial Meeting and the Pakistan Donors Conference in Tokyo in April 2009, which conveyed pledges in excess of $5 billion. President Asif Ali Zardari visited Japan in 2009 and then in 2011. Both the visits have provided an impetus to strong bilateral ties. Japan has tirelessly supported Pakistan on various fronts. Like a sincere friend, Japan came forward to help Pakistan after the countrywide floods in 2010. Japan announced contributions for the flood relief and rehabilitation efforts at the Pakistan Development Forum held on November 14 and 15, 2010. Japan also sent SelfDefence Force helicopters and medical teams for the relief and rehabilitation of the flood survivors. Later on, Pakistan expressed its solidarity and support to the government and the people of Japan in the aftermath of the devastating earthquake and tsunami that hit Japan in March 2011. President Zardari visited the Japanese Embassy to convey his sympathies and express his solidarity with the people of Japan. Pakistan provided two C130 aircraft loaded with relief goods to Japan. Representing the sentiments of the entire Pakistani nation, the Pakistan Embassy in Tokyo and members of different local outfits of Pakistanis helped the survivors by providing them food, disposable water bottles and other goods, and voluntarily worked in the shelters to provide them relief. Japan is the third largest economy in the world. It is also a major trading partner of Pakistan as well as a major donor. Their total global imports are in excess of $500 billion (Rs 45.5 trillion) with Pakistans share at a mere 0.05 percent. Our annual imports from Japan cost $2 billion (Rs 182 billion), whereas our exports fetch a meagre $250 million (Rs 22.75 billion). To bridge this gap, Pakistan needs to move away from the traditional export of raw materials and concentrate more on value-added goods. Pakistan stands among the

top producers of cotton, wheat, fish, sporting goods, cutlery, gems, surgical instruments, fruits, dairy products and the like. If only Pakistan were to succeed in acquiring state-ofthe-art technology by inviting joint ventures with Japanese companies, the trade gap could be substantially reduced. Pakistan needs to educate its exporters about business practices in Japan, focus on value addition and be aware of the demands of the local market, which, in contrast to the Western markets, is very different. It is a qualityconscious market that holds a great potential for products produced in Pakistan, if only the standards, quality and supply schedule demanded by them are met. Pakistan is strategically located, besides offering a market with over 180 million people. It has the requisite manpower available and is blessed with natural resources that any nation could desire. It offers immense opportunities to Japanese investors to establish and expand their businesses here. All Pakistan needs to do is to provide the necessary infrastructure and requisite business environment. In todays world, governments are competing against one another to attract investments, and with the markets in and around Pakistan, there is no reason why Pakistan should be left behind. Pakistan is now offering a Special Economic Zone to the Japanese with attractive benefits such as sole ownership, tax exemptions, repatriation of earnings and single window operations. The Board of Investment set up for this purpose is making efforts, whereas the National Industrial Parks, another organisation under the Industries Ministry, is offering developed industrial estates in different provinces at very reasonable terms. Japanese businessmen as well as the Japanese government have been in discussions with their counterparts on this matter. Such combined efforts portraying public-private partnership would bring about meaningful results to attract joint ventures for Pakistan, which in turn would provide job and business opportunities to Pakistanis. Pakistani businessmen are being encouraged to establish contacts with their counterparts in Japan for joint ventures and export of value-added goods from Pakistan. Both the Pakistani Embassy in Japan and the Pakistan-Japan Business Forum (PJBF) in Pakistan are available to assist and connect the business communities of both the countries. The Pakistani Embassy in Tokyo is actively pursuing the agenda of increasing trade between the two countries and bringing investments into Pakistan from Japan. In this regard, Pakistan Ambassador to Japan Noor Muhammad Jadmani is exploring all avenues available to impress upon Japanese businessmen the opportunities Pakistan offers by way of natural resources as well as human resources to them. Similarly, the PJBF and its members, under the forums Chairman Abdul Kader Jaffer, are working with Pakistani authorities to minimise the bottlenecks that stand in the way of trade and investments between Pakistan and Japan. The 6th Joint Dialogue held in Tokyo on March 21 followed by a meeting with Vice Minister Hideichi Okada of the Ministry of Economy, Trade & Industry on the next day, and with various other trade bodies as well, has paved the way to a better understanding between the governments and the business communities of the two countries. Pakistan and Japan have been sharing cordial relations for over half a century now. This year marks the 60th anniversary of the establishment of their relations. To mark this historic event, different events have organised and several others have been planned to be held throughout the year both in Japan and Pakistan. The writer is a founding member of the Pakistan-Japan Business Forum and its current Secretary General. http://www.pakistantoday.com.pk/2012/04/30/city/karachi/pak-japan%E2%80%99s60-year-diplomatic-relations-an-overview/#sthash.Crmk4G9B.dpuf

History: Pakistan Railways started the Karachi Circular Railway in 1969. The aim was to provide better transportation facilities to the people of Karachi. People of Karachi liked it very much and thousands of them traveled daily. KCR earned half a million rupees in the first year alone and revenue continued to increased daily. In seventies when KCR was in peak 104 trains were run daily, of which 80 trains on main track and 24 trains ran on loop line. The transport mafia did not like it and tried to make KCR a failure. The transport mafia contracted the KCR staff and made payments to fail KCR. The staff became lazy and corrupt and trains did not run on time. Ticket less travel became rampant as tickets were not checked. At last KCR trains got discontinued to a minuscule number in 1994 after incurring huge losses. After 1994 only one train ran on loop line and in 1999 KCR operations were completely discontinued. Factors amounting to KCR Failure: 1. Trains did not run according to the Time Table. 2. Tickets were not checked which was the main source of revenue. 3. Bad management and, lazy & corrupt staff. 4. Stations were far from the main roads. 5. No extension of network. 6. Bad condition of locomotives and coaches. 7. No proper arrangement of water and light in Stations. 8. Single Track. 9. Bad law and order situation in Karachi. (Now it is better) 10. Lack of interest by the Government and Pakistan Railways.

Current Status: At present, KCR track (Loop line) is in bad condition. Rails and Sleepers have damaged and stealing of rails is still continue. In many places railway track has buried in to the ground. Signaling and Communication system is also out-dated and out of order. KCR stations and land are encroached upon by land mafia and criminals. Due to transport problems and public pressure, Federal Government decided to revive KCR. Plans have been in the offing for the revival KCR since 1999 including a Master Plan made in 2003 but nothing has happened on the ground. Revival: At last a Japanese Government Agency "Japan International Cooperation Agency" has agreed to give a soft loan of 1.5 billion dollars for revival KCR. According to the plan KCR loop line from Karachi City to Drigh Road via Liaquatabad will be revive and a new railway line will be built from Karachi City to Jinnah International Airport along with PR main line. KCR will have dual track and 22.86 km track will be elevated passing through densely populated areas including Baldia, SITE, Nazimabad, Gulshan-e-Iqbal and Gulistane-Jauhar. The Circular Railway will carry 700,000 passengers daily through 246 trains, each with a capacity of 1,236 passengers. The track would be of international standard and a train would be available at each terminal after every five minutes. Trains will be run at speeds of 100 km per hour.

Karachi Mass Transit is the plan of modern rail based transport system in Karachi. According to the plan the busy roads of Karachi will have under-ground and overhead railway corridors and Light Train will be run. Karachi build 6 routes on BOT (Build-Operate-Transfer) basis. Corridor I- Sohrab Goth To Tower: Sohrab Goth to Tin-hatti, 15.2 km on Shahrah-e-Pakistan and M.A Jinnah road via F.B Area, Liaquatabad, Guru Mandir, Jamah Cloth and Boulden Market. Corridor II- Orangi Town to Karachi Cantt: Orangi Town to Karachi Cantt, 13.2 km on Shahrah-e-Orangi, Manghopir Road and Dr Daud Pota Road via Garden and Saddar. Corridor III- North Karachi to S.I.T.E via North Nazimabad: North Karachi to S.I.T.E 15.4 km on Shahrah-e-Noor Jehan via North Nazimabad and Benaras Chowk. Corridor IV- Karachi Cantt to Landhi: Karachi Cantt to Landhi, 20.4 km on Shahrah-e-Faisial parallel to Pakistan Railways Main line via Baloch Colony, Shah-Faisal Colony and Malir Colony. Corridor V- Shah Waliullah Chowrangi to Shah-Faisal Colony: Shah Waliullah Chowrangi (Nagan Chowrangi) to Shah-Faisal Colony, 14.5 km on Rashid Minhas road via Sohrab Goth and Gulshan-e-Iqbal. Corridor VI- Baldia Town to Merewether Tower: Baldia Town to Merewether Tower, 10 km on RCD Highway.

Circular
considering to

Railway is also a part of Karachi Mass Transit. Government is

Mr. Tarin who is currently visiting Japan said we have asked Japan to set exclusive economic zones in Karachi and Gwadar. He said, Pakistan was interested in developing its agriculture, manufacturing and energy sectors with the assistance of Japan . Strategic needs of Pakistan , such as development of water resources, roads, railways and poverty reduction were also discussed with Japanese leaders, he added. He said Pakistan was a frontline state in war against the terrorism, which has badly affected its economy. I go back with the hope that Japan as a close friend of Pakistan will stand side by side with it in the war against terror he said. Responding to a query, the Finance Adviser said, our economy is stabilizing after the shock of high oil and food prices. However, Pakistan was still in need of five billion dollars aid per year approximately for the next three to five years, he added.

LRMTRP

The Lahore rapid mass transit rail project (LRMTRP) will be the second rapid transit system in Pakistan after the Karachi circular railway. The project involves construction of 97km rail lines staggered in two phases. Phase 1 involves the construction of Green and Orange Lines while phase 2 constitutes construction of Blue and Purple Lines. The project design is currently underway and is scheduled to be complete by the end of 2010. It is being carried out by MVA Asia Consultancy, a subsidiary of US-based engineering company Systra. The project will enter the execution phase in the first quarter of 2011 and is expected to be completed within 15 years. The LMRTRP aims to provide safe and environmentally sustainable transport in Lahore. The project also aims to reduce the congestion and increased dependence on the public road transport in Lahore, which has a population of nine million (2007 estimate), growing at a rate of 3.5% every year. Rapid mass transit project The LMRTRP was first considered in the early 1990s by the Japanese International Cooperation Agency (JICA) to resolve the transport issues. The feasibility studies carried by JICA were reconsidered and upgraded by the World Bank Fund in 2003. In 2005, the Punjab Provincial Government (PPG) appointed MVA Asia to analyse the feasibility details for its priority corridor (Green Line). The analysis was completed in 2006. In the same year, MVA began feasibility studies for the Orange Line, which were completed by 2008. In 2007, PPG decided to carry out economic and financial feasibility of Green Line at a higher level. The proposed Green Line is expected to carry 300,000 passengers every year. ADB, which was committed to finance the project from the beginning, reviewed the feasibility studies. It identified various public-private partnership options to develop the first line. The project lost its course in 2009, when ADB and the steering committee agreed to appoint a transactional adviser. No transactional adviser was appointed, however. The transactional adviser was expected to market and advertise the project at international level to attract investment on build-operate and transfer (BOT) basis. The project continues to face the challenge of attracting investors even till date, in addition to the political and social issues. The Government of Punjab is committed in executing the project despite the fact that it is financially non-viable. It expects that the project will revolutionise the city and gradually improve the local economy. LMRTRP lines and routes The North-South Line, also known as the Green Line, will be a 27km-long new rail track. It will begin at Shahdara and run through Ravi Road, Lower Mall, Mall Road, Fatima Jinnah Road, Qartaba Chowk and Ferozepur Road. It will end at Hamza Town. The line is estimated to cost $2.4bn. Around 11.6km of the line will run underground and 15.4km will be elevated. The line will have 12 underground and ten overhead stations. Construction is scheduled to start in 2011 and expected to be completed by 2013. The East-West Line or the Orange Line will be 27km long. It will extend from Pakistan Mint to Sabzazar via Shahnur, Awan Town, Hinjarwal, Niaz Beg, Canal View, Wahdat Road, Ali Town, Salahuddin Road, Bund Road, Islam Park, Dera Gujjran Depot, Mahmood Booti, Salamatpura, Samanabad, Gulshan Ravi, Chauburji, Lake Road, Lakshmi Chowk, Railway Station, Sultanpura, UET, Baghbanpura and Shalimar Garden areas. Around 6.9km of track will be laid underground and the rest will be overhead. There will be six underground and 20 overhead stations. The line is estimated to cost $1.9bn and is expected to be completed by 2015. The Green and Orange lines will be integrated and linked at Ring Road railway stations, the airport and Sports City. The Blue Line will be 24km long, beginning at Chauburji and ending at College Road. It will pass through Mozang Chungi, Shadman Chowk, Jail Road, Mian Boulevard Gulberg, Mian Boulevard Garden Town and Faisal Town. The Purple Line will be 19km long. It will start from Bhaati Chowk and end at Allama Iqbal International Airport. It will pass through Brandreth Road, Railway Station, Allama Iqbal Road, Dharampura and Ghazi Road. Infrastructure The underground stations will be air-conditioned and have two entrance and exit gates. The elevated stations will be designed like overhead bridges. The stations will be spaced approximately 1km apart.

The station entrances will be integrated with bus stops located on the nearby roads. In addition, tunnels or footbridges will be provided for pedestrians. The platforms will each be 102m long to accommodate six-car trains. Initially the trains will comprise only three to four cars. Each platform will have screen doors and there will be escalators to improve passenger mobility within the station limits. Rolling stock The LMRTRP will have tracks of 1,435mm standard gauge. It will require a total of 54 trains (324 cars), which includes 46 regular trains, one operational reserve and seven spare trains for maintenance reserve. The project will start operating with 26 trains in phase 1, and 27 more will be added in phase 2. Each train will have a capacity of 1,040 passengers. LMRTRP financing The LMRTRP requires an investment of $6bn, which has been proposed to be set aside in the upcoming 2010 budget. It will receive 50% of the total cost from ADB and the rest will be financed by the Punjab Transport Department. The Government of Punjab has already invested $1bn on the feasibility studies.

Pakistan Railways This article is about the rail company in Pakistan. For technical details and operations see: 'Transport in Pakistan'. Pakistan Railways Logo Reporting marks PR Locale Pakistan Dates of operation 1947present Track gauge 1,676 mm (5 ft 6 in) and 1,000 mm (3 ft 3 in) Headquarters Lahore, Punjab Website www.pakrail.com Pakistan Railways is the state-owned railway company of Pakistan. It is a large organization under the administration of the Pakistani Government's 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, pilgrimage and education. It has been a great integrating force and forms the life line of the country by catering to its needs for large scale movement of people and freight. The current chairman is Mr. Shakil Durrani. History of Pakistan Railways History of rail transport in Pakistan Extent of the Railway network in 1909 The possibility of Karachi as a sea port was first noticed in the middle of 19th century. Sir Henry Edward Frere was appointed Commissioner of Sindh after its annexation with Bombay in 1847 and sought permission from Lord Dalhousie to begin a survey for a sea port. He also initiated the survey for a railway line in 1858. It was proposed that a railway line from Karachi City to Kotri, steam navigation up the Indus and Chenab rivers up to Multan and from there another railway to Lahore and beyond be constructed. It was on 13 May 1861, that the first railway line was opened for public traffic between Karachi City and Kotri, a distance of 105 miles (169 km). The line between Karachi City and Kiamari was opened on 16 June 1889. During 1897 the line from Keamari to Kotri was

doubled. The railway line from Peshawar to Karachi closely follows Alexanders line of march through the Hindu Kush mountains to the Arabian Sea. Different sections on the existing main line from Peshawar to Lahore and Multan and branch lines were constructed in the last quarter of 19th century and early years of 20th century. The four sections, i.e., Scinde (Sindh) Railways, Indian Flotilla Company, Punjab Railway and Delhi Railways, working in a single company, were later on amalgamated into the Scinde, Punjab & Delhi Railways Company and purchased by the Secretary of State for India in 1885, and in January 1886, it was named North Western State Railways, which was later on renamed as North Western Railway. At the time of independence, 1,947 route miles (3,133 km) of North Western Railways were transferred to India, leaving 5,048 route miles (8,122 km) to Pakistan. In 1954, the railway line was extended to Mardan and Charsada, and in 1956 the Jacobabad-Kashmore 2 ft 6 in (762 mm) gauge line was converted into broad gauge. In 1961, the Pakistani portion of North Western Railways was renamed Pakistan Railways. The Kot Adu-Kashmore line was constructed between 1969 and 1973 providing an alternative route from Karachi up the country. Proposals In 2007, contracts were let for studies into a link between Pakistan and China via the border crossing near Kashgar.[1] A line to the deepwater port of Gwadar is also proposed. Major Routes The total length of railway tracks in Pakistan is 5,072 miles (8,162 km). The busiest routes include: * * * * * Peshawar-Karachi Route Peshawar-Quetta Route Lahore-Sialkot Route Lahore-Faisalabad Route Faisalabad-Khanewal Route

Major Stations and Junctions The major stations and junctions between Peshawar and Karachi include: Peshawar,Darya Khan,Mianwali,Bhakkar,Kaloorkot Nowshehra Jn., Attock city, Rawalpindi, Jhelum, Lalamusa Jn., Gujrat, Wazirabad Jn., Gujranwala, Lahore, Lahore Cantt., Raiwind Jn., Okara, Sahiwal, Chichawatni, Mianchannu, Khanewal Jn., Multan cantt., Lodhran Jn., Bahawalpur, Samasatta Jn., Khanpur, Rahim Yar Khan, Sadiqabad, Pannu Aqil Cantt., Rohri Jn., Khairpur, Bhiria Road, Nawabshah, Tandu Adam, Hyderabad Jn., Kotri Jn.,Jangshahi, Landhi Jn., Karachi cantt. and Karachi City. The major stations and junctions between Peshawar and Quetta are: Peshawar to Rohri Jn. (same as above), Sukkur, Shikarpur, Jacobabad Jn., Dera Murad Jamali, Sibi Jn., Ab-e-Gum, Mach Spezand Jn and Quetta Passenger Traffic Passenger traffic comprises 50% of the railway's total revenue. During 1999-2000, this amounted to Rs. 4.8 billion. Pakistan Railways carries 65 million passengers annually and daily operates 228 mail, express and passenger trains. The number of passengers carried daily is thus about 178,000. Pakistan Railways also operates special trains during occasions like congregations of the Dawat-e-Islami and the Tableeghi Ijtima.[citation needed]

Freight Traffic The Freight Business Unit, with 12,000 personnel, operates over 200 freight stations on the railway network. The Unit serves two major ports of Karachi and Bin Qasim as well as all four provinces of the country and generates revenue from the movement of agricultural, industrial and imported products, Petroleum Oil & Lubricants (POL), wheat, coal, fertilizer, rock phosphate, cement, container traffic and sugar. About 39% of the revenue is generated from the transportation of POL products, 19% from imported wheat, fertilizer and rock phosphate. The remaining 42% is earned from domestic traffic.[citation needed] The Freight Business Unit offers services to meet customer requirements and reduce costs through efficiency, innovation and modernization. All possible efforts are made to increase revenues and pass on the benefits to customers. The Freight Business Unit is headed by an additional General Manager.[citation needed] The Freight Rates structure is based on market trends, particularly of road transport, which is the Railways' main competitor. The freight rates are no longer rigid but flexible, depending on the lead, peak-off peak season, and quantum offered.[citation needed] Pakistan Locomotive Factory, Risalpur Pakistan Railways Headquarters in Lahore, Pakistan Pakistan Railways Headquarters in Lahore, Pakistan The Pakistan Locomotive Factory at Risalpur, a public spread on an area of 251 acres, was put into service in 1993 with the collaboration of Government of Japan at a total cost of Rs.2284.00 million, including a foreign exchange component of Rs.1496.00 million. The factory can produce two diesel-electric locomotives per month on single-shift basis, but this can be doubled by introducing a second working shift. The factory is equipped with the state-of-the-art equipment which can be employed in the building of diesel-electric locomotives of suitable horsepower, as well as electric locomotives with minor adjustments.[2] Since 1993, twenty three PHA-20 type 2,000 hp diesel-electric locomotives have rolled out of the factory.[2] The ongoing project of 3,000 hp AGE-30 diesel-electric locomotives is at the verge of its completion, which is a milestone in the history of the factory.[2] Apart from manufacturing new locomotives, the Pakistan Locomotive Factory has also successfully rehabilitated five diesel-electric locomotives of GRU-20 Type and manufactured other various spares/components for railway maintenance divisions and rehabilitation projects. The biggest problem for Pakistan Railways is the soaring budget deficit. Although railways are traditionally not expected to earn profit. However, it is legitimate to expect from railways to meet at least operational expenses. The reason for this loss the presence of unnecessary departments which are white elephant for Pakistan Railways. The biggest among those is the Railways Police followed by Stores and Purchase. These department should be abolished from Railways without further delay. Their utility for railways is marginal at best. The Audit and Accounts, Railways Workshops Division, and General Administration staff need drastic cuts. These organizations are heavily overstaffed. If the policy makers has the stomach to make tough choices and get rid of the white elephents and introduce necessary reforms, the budget deficit of railways can be reduced to bare minimum. If they will continue to ignore the presence of non-productive over staffed departments with very insignificant contribution in overall performanc e of Pakistan Railways, the department will continue to decline. It shall never be in a position to meet the expectations of public. Current Problems Gauge Pakistan railway still suffers from a mixture of gauges, 1,676 mm (5 ft 6 in) and 1,000 mm (3 ft 3 in), but this is being gradually tackled by converting the narrow gauge lines to

broad gauge, with little narrow gauge remaining. 2007 QUETTA: Former Railways Minister Sheikh Rashid (2007) has said construction work on the 295 km Bostan-Zhob railway section will be started soon and the narrow gauge railway track will be converted into the broad gauge. [1] The Pak-china rail traffic corridor is of immense strategic importance. The delay in this respect is not good for the prosperity of Pakistan Railways. Adjacent Countries Should Pakistan Railways link up with railways to the west and north, breaks of gauge will be created so: * * * * in) Accidents * Ghotki train crash o In its worst accident in recent years, three passenger trains collided on 13 July 2005, derailing 13 carriages and leaving at least 120 dead. The Karachi Express ran into the back of the Quetta Express while it was stopped at a station near Ghotki, and the Tezgam Express travelling in the opposite direction hit several of the derailed carriages. According to officials, the conductor of the Karachi Express misread a signal.[3] Wikinews has related news: Train crash in southern Pakistan kills more than a hundred * Super Parcel Express o On 21 August 2005, the upcountry Super Parcels Express derailed while crossing the Malir Bridge near Landhi in the Karachi Division. Eight bogies were substantially damaged when an axle broke due to over loading. The rail traffic was suspended for 24 hours. All down trains were terminated at Landhi and the rakes and the locos made the turn around from Landhi. Development plans In 2006, Ministry of Railways announced that railway tracks between Gwadar and Quetta will be built. The Bostan-Zhob narrow-gauge railway line will be converted into broad gauge within one year. These two projects will be developed at a cost of US$1.25 billion. In addition, there are several ongoing schemes of expansion into West Asia and electrification (worth about $2 billion) over the five year period from 2005-2010.[4] Also, a high-speed railway (about 300km/h) between Punjab and Sindh is planned at a cost of $1 billion.[5] In late 2006, plans to increase train speeds, install more lengths of double track and to convert the country's railways to standard gauge and establish direct rail connections with China have been announced by the president of Pakistan.[6] Electrification The 274 km (170 mile) section between Lahore and Khanewal is currently electrified. But after the initiation of doubling of track from Khanewal to Lahore the electrification of this piece of track has been virtually suspended. The second track line is not electrified and it is not possible to run electric locomotives on single line. The locomotive will easily come from Iran, Middle East, Europe, North Africa - 1,435 mm (4 ft 8 in) / 1,676 mm (5 ft 6 in) Central Asia - 1,524 mm (5 ft) / 1,676 mm (5 ft 6 in) China - 1,435 mm (4 ft 8 in) / 1,676 mm (5 ft 6 in) South East Asia (Bangladesh, Myanmar, Thailand and beyond) - 1,000 mm (3 ft 3

Lahore to Khanewal, but can't go back to Lahore for the second line is not electrified. This anomaly was not visualised by the project planners. And now, for all practical purposes, Pakistan Railways does not have any electrified section.