GOVERNMENT OF PAKISTAN

MINISTRY OF RAILWAYS
(RAILWAYS BOARD)

REHABILITATION OF 300
TRACTION MOTORS

PC-I Performa
May, 2014

1
 PART – A

1. Name of Project Rehabilitation of 300 Nos. Traction

Motors.

2. Location. Pakistan Railways.

i) Locomotives Work Shops
Moghalpura
ii) Central Diesel Locomotives
Workshop, Rawalpindi.
3. Authorities responsible for
i) Sponsoring Ministry of Railways

ii) Execution Pakistan Railways

iii) Operation & Pakistan Railways.

Maintenance
iv) Ministry responsible. Ministry of Railways.

4. a. Plan Provision

i) If the project is included in the The project is not included in the current
medium term / five year plan, five year plan or medium term frame
specify actual allocation. work.

ii) If not included in the current
plan, what warrants its inclusion
and how is it now proposed to
be accommodated.
The project needs to be included in the
current plan being extremely vital to
achieve the goals of the plan through
rehabilitation of 300 traction motors
which would improve the reliability and
productivity of the existing fleet of
locomotives

iii) If the project is proposed to be The project is proposed to be financed

financed out of block provision, out of the block provision for Transport
indicate. Sector i.e. Rs. 1650.00 million including
Rs. 1112.918 million FEC.

(Million Rs.)
Total block Amount already Amount proposed Balance available
provision committed for the project

- - 1,650.000 -

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 (b) Provision in the current year PSDP/ Rs. 600.000 million including Rs.
ADP. 404.460 million FEC will be
provided in the ADP for the year
2014-2015 by the Govt. of Pakistan.

5. Objectives of the project

preferably in quantitative terms

Pakistan Railways have 2334 traction motors for working 409 diesel electric locomotives.
The normal life of a new traction motor is 12 years. Approximately 79% traction motors have
outlived their economic life resulting in (a) lesser tractive effort available and (b) less reliability of
locomotives & will be 100% overage by 2016-2017, further aggravating the situation in case
overaged traction motors are not replaced or rehabilitated on urgent basis.

Pakistan Railways requires an efficient and reliable locomotive fleet on sustainable basis to
achieve its operational targets and to eliminate operational delays. However, funds allocation for
the routine maintenance of locomotives has been quite inadequate viz a viz the requirement. As
such it is not possible to maintain the Locomotive fleet in optimum operational condition.

The rehabilitation of these 300 traction motors will result in enhanced haulage capacity of
57 operational locomotives due to provision of full compliment of Traction Motors. The
improvement in availability and reliability will help to restore the freight traffic on the railway
network which has been reduced for the past many months mainly on account of shortage of
reliable locomotives. Even the passenger trains which used to operate at a level of 241 trains per
day during the year 2010 have been merely reduced to 96 trains.

The availability of reliable locomotives will help to improve train punctuality and will
restore public confidence in railway transport. This will lead to improved financial health of the
railway network. The provision of rehabilitated traction motors of these locomotives will help to
improve railway share in national freight market which will be beneficial both in terms of fuel
efficiency as well as environmental degradation.

In the foregoing perspective, it is absolutely inevitable that locomotives are fitted with full
compliment of traction motors as per design of the locomotive to achieve their optimum
utilization.

6. DESCRIPTION AND JUSTIFICATION OF PROJECT.

Pakistan Railways owns a fleet of 409 Diesel Electric locomotives out of which 239
locomotives have outlived their normal economic life of 20 years by Ist March, 2014 and their
average life (including rehabilitated life of 15 years) is 35 years.

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The Business Plan of Pakistan Railways envisaged an average growth of freight traffic at 7.6% per
annum for the years (2006-2010) at par with economic growth. It is estimated that freight transport
demand will increase at slightly higher rate than GDP growth in the years to come.
The future freight traffic in terms of tonnes kilometers (TKMs) estimated by JICA Study
Team for Pakistan is given below:-

Ton Kilometers GDP per Capita Income

Year
(Million) (2004-05)
2005-06 141,660 6,559
2010-11 207,881 9,199
2015-16 293,268 12,604
2020-21 400,185 16,867
2025-26 530,037 22,045
2030-31 682,787 28,135

Annual Growth Rate

Following is the forecast for growth of freight traffic in the country.

ANNUAL GROWTH GROSS DOMESTIC

YEARS RATE OF TRAFFIC PRODUCT (GDP)
2005/06 - 2010/11 7.97% 7%
2010/11 - 2025/26 6.44 % 6%
Keeping in view the high growth trend in transport industry, economists consider it necessary that
at least 50% freight traffic should be hauled by Rail upto 1,000 Kilometers lead and 80% beyond
1,000 kilometer lead by the year 2015. In this case transport volume by road and rail will be 148
BTKM (80%) and 33 BTKMs (20%) in the year 2015-16. A reasonable amount of investment in
the transportation sector will largely depend on the creation of additional infrastructure, rolling
stock, keeping in view, the demand-supply gap. In Pakistan, about 0.9% of GDP has been invested
in the transportation sector and was at 1.5% of GDP during 2006-2010. Pakistan Railways has to
procure new Locomotives, High Speed wagons, improved signaling system and upgraded Railway
track for running of additional freight trains, and improve reliability of available Locomotives.

The previous privatization policy is mainly responsible for the steep decline of Pakistan Railways
due to which all the investments (even those approved by ECNEC) were either frozen or placed on
back burner. The decline in freight traffic is partly attributed to less availability of locomotives.
During 2012-13, at an average only eight (8) locomotives were available on freight pool, as a
result freight traffic was diverted to roads, placing a severe strain on the capacity of the roads to
absorb the impact of increasing freight traffic. The daily availability of locomotives on freight
pool for the last 22 years is shown as under:-

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 DIESEL LOCOMOTIVES
YEAR AVALIABLE FOR FREIGHT
1991-92 102
1992-93 103
1993-94 97
1994-95 88
1995-96 87
1996-97 92
1997-98 93
1998-99 85
1999-2000 77
2000-2001 77
2001-2002 75
2002-2003 83
2003-2004 86
2004-2005 91
2005-2006 86
2006-2007 87
2007-2008 97
2008-2009 90
2009-10 69
2010-11 34
2011-12 8
2012-13 8
March, 2014 25

Pakistan Railways at present has a total of 409 locomotives, but the number of operational
locomotives available is only 200 for all types of traction duties including passenger, freight and
departmental services. As shown in Table: 1 below, out of the existing stock, 209 locomotives
have gone out of service on account of deferred maintenance. The worst hit has been the freight
train operation as availability reduced from 107 in 1990 to only 8 in 2012-13 while even the
commitment for passenger trains could not be fulfilled.

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 TABLE: 1
Average Average Average Total Locos
Average Average
Locos on Locos on Locos on on active
YEARS Locomotives Locos on
Passenger Freight Ballast duty
on Books Shunting
service service Trains (3+4+5+6)

1 2 3 4 5 6 7
1991-92 563 192 102 0 111 406
1992-93 550 186 103 0 100 389
1993-94 540 180 97 0 97 374
1994-95 528 186 88 0 97 372
1995-96 530 189 87 8 87 371
1996-97 540 191 92 6 90 379
1997-98 542 175 93 7 96 371
1998-99 549 177 85 7 99 368
1999-00 551 167 77 6 90 340
2000-01 563 161 77 9 76 324
2001-02 555 162 75 11 66 313
2002-03 536 164 83 11 66 324
2003-04 545 168 86 12 69 336
2004-05 534 172 91 10 73 346
2005-06 510 182 86 13 80 361
2006-07 509 193 87 17 81 378
2007-08 519 184 97 16 82 379
2008-09 524 172 90 14 84 360
2009-10 520 165 69 11 84 329
2010-11 505 142 34 10 79 265
2011-12 494 101 8 5 57 172
2012-13 477 93 8 4 46 151
March
409 102 25 9 40 176
2013-14

At present 200 locomotives are available for active duty, which is higher than the average
availability for last two years which was 151 during 2012-13, the lowest in the last twenty years.
Even this fleet is working on lower notches with less compliment of traction motors and weak
power assemblies, which in itself entails a variety of operational constraints. The operation and
maintenance of locomotives has become a herculean task in the wake of foregoing perspective.
Their working period has been over stretched and mandatory maintenance schedules overly
compromised, which aggravates the effect on their mechanical condition.

As can be seen from above table availability of locomotives on freight pool has been
decreased from 97 locomotives during 2007-08 to 8 locomotives during 2012-2013. As a result
there was 72% reduction in freight K.Ms i.e. traffic reduced from 6187.3 million tone kilometers
during 2007-2008 to 419.2141 million tone kilometers in 2012-2013. On the contrary about 140
passenger trains have been cancelled during 2010-11 and in the first half of the 2011-12 thus
entailing 17% reduction in passenger kilometers i.e. 24730.726 million passenger kilometers
during 2007-2008 to 17,388.413 million passenger kilometers during 2012-2013 @ 6 % average

6
per year. This dismal state of affairs did not develop in days, rather the situation deteriorated
gradually over a period of time due to the following main reasons:-

 Suspension or short supply of spare parts due to paucity of funds under revenue budget.
 Deferment of preventive maintenance schedules as per OEM instructions.
 Locomotives allowed operations with lesser number of traction motors.
The supply chain of spare parts for Diesel Electric locomotive remained erratic, due to
meager availability of funds in the last many years, hence deferred maintenance further aggravated
the condition of diesel locomotives. As a general guidelines diesel spares equivalent to US$ 30
million are required annually for proper upkeep of a fleet size of around 400-500 locomotives. The
fund allocation during last twelve years, given as under will amplify the situation:-
(Amount in Million)
Year Amount Allocated Rs. Exchange Equivalent US$ Percentage of actual
Rate US$ requirement (US$ 30
million per year)
1999-2000 341.056 52.000 6.559 21.86 %
2000-01 542.954 61.500 8.829 29.43 %
2001-02 1,085.109 61.000 17.789 59.29 %
2002-03 893.000 60.000 14.883 49.61 %
2003-04 607.601 57.000 10.660 35.53 %
2004-05 679.300 60.000 11.322 37.74 %
2005-06 634.943 60.000 10.582 35.27 %
2006-07 650.262 61.000 10.660 35.53 %
2007-08 730.442 75.000 9.739 32.46 %
2008-09 573.057 78.000 7.347 24.49 %
2009-10 660.000 82.000 8.049 26.83 %
2010-2011 677.000 86.000 7.872 26.24 %
2011-2012 669.304 86.50 7.738 25.79 %
2012-13* 992.000 100.00 9.920 33.06%

(* Only Rs. 21.862 million were committed out of Rs. 792.000 million equivalent to US$ 8.082
million, competent authority had imposed ban on the opening of LCs out of revenue vide MOR
letter No. FD/B-II/BO-1/2012, dated: 23-09-2012).
It has been observed that more than 15 locomotives are shelved out of service per year on
account of accidents and non availability of major imported spares. If the system is not augmented
with Traction Motors, it will result in further decline in the net availability of locomotives on the
system which would adversely affect the revenue potential of both the Freight and Passenger
Businesses.

Pakistan Railways 409 has a fleet of diesel electric locomotives out of which only 200
Nos. are currently performing actively. Most of these locomotives are running with 3-4 traction
motors against the requirement of 6 traction motors. Resultantly, full benefits cannot be achieved
with the investments being made in other sectors such as track, signaling, etc. It is therefore,

7
imperative that for the purpose of integrated planning, locomotives are provided with full
complement of traction motors. Currently the break up of 2334 Traction Motors available with
Pakistan Railway is as under:
Diesel Electric Locomotives:

Locomotives designed for 4 Traction Motors = 60

No. of Traction Motors = 60 x 4 = 240
Locomotives designed for 6 traction motors = 349
No of traction motors = 349 x 6 =2094
Total Traction motors on Diesel Electric Locos = 2334
Age wise break-up of Traction Motors is shown at “Annexure – XIV”.
The normal life of a new traction motor is 12 years while that of a rehabilitated one is 10
years. 79% of the Traction Motor fleet is overaged at present. The percentage would rise to 100%
by the end of 2016-17. Presently, 30 locomotives are stabled for want of only traction motors. As
it is not possible to replace all traction motors upto 2016-17, it is proposed to rehabilitate 300
traction motors keeping in view less availability of funds.
The shortage of traction motors on running locomotives has adversely hampered the train
operations as under:-
i. Since brake horse power developed by the diesel engine cannot be transmitted to
the wheels, the hauling capacity of the locomotive is reduced.
ii. Due to reduced hauling capacity, either the trailing load has to be reduced if the
speed is to be maintained or speed of the train and acceleration get reduced, if the
trailing load is maintained. The reduction in speed adversely affects the sectional
capacity & also causes skidding of wheels with serious damage to rails.
iii. The number of traction motors fitted on a locomotive is so designed as to utilize
full power generated by the diesel engine. In case some of the motors are deficient,
the remaining traction motors get over loaded and result in increased incidence of
traction motor/locomotive failures.

Present available facilities for rehabilitation and requirement of machines and tools:
Traction motor repair activities were generally confined to normal overhaul, repair and
rewinding of armatures and to some extent, repair to axle caps. Facilities for partial
rehabilitation of traction motors were first set up in the Traction Motor Rehabilitation shops at
Moghalpura, Lahore in 1986-87 with the technical and financial assistance of Canadian
International Development Authority (CIDA). These facilities were further augmented in
1987-88, under Modernization of Locomotive Maintenance Facilities Programme financed by
World Bank. A project financed by the World Bank for Procurement /Rehabilitation of 748
Traction Motors has successfully been completed during 1991-98 in Locomotive Shops
Moghalpura . Now facilities for almost complete rehabilitation of traction motors are available
in Moghalpura workshops. The facilities and know how for complete rehabilitation of traction
motors, magnet frames and for testing of traction motors after rehabilitation, is available but
need up-gradation and modernization of available facilities. Within this limitation Moghalpura

8
 workshops can at present rehabilitate about 16 traction motors per month. To augment the
existing facilities, in order to undertake complete rehabilitation of traction motors as well as to
increase the present capacity of the shops to about 22 traction motors per month, essential
Plant & Machinery items at cost of Rs. 537.676 million including Rs. 400.000 (4 million US$)
Million F.EC have been included . It is expected that it would be possible to rehabilitate 300
traction motors upto 2015-16 with following scope of work:-

SCOPE OF WORK FOR REHABILITATION OF TRACTION

MOTORS
i). 50 % Traction Motors will be rehabilitated with new armature; details given at para A(I) .
ii) 50 % Traction Motors will be rehabilitated with rewound armature (New Rewinding Kit);
detail is given at para A(2).

A (1) NEW ARMATURE (CBU)

Complete replacement of existing armature with new one comprising of:-
i) New cores.
ii) New commutator (Seasoned)
iii) New rewinding kit.
iv) New shaft.
v) New Pinion & Gear
A (2) REHABILITATION OF ARMATURE
i) Old cores be qualified to core loss test otherwise replaced with new one.
ii) New commutator (Seasoned)
iii) New rewinding kit.
iv) New shaft.

B) MAGNET FRAME

 Complete rehabilitation of magnet frame including rebuilding and machining axle bores,
re-alignment of frame head and commutator end bearing housing bores, building up,
drilling and re-tapping of all stud and bolt holes and non thermal stress relieving.
Replacement of all fastenings with new ones.
 Parallelism of bore with centre of axle housing and centre of armature housing bore.
 Replacement of main field & commutating coils with new one having H-Class insulation.
 Installation of new carbon brush holders, brushes and leads.
 Application of new axle caps and axle cap bolts.
 Application of new pinion.
 Application of new Commutator End and pinion End bearings.
 Application of new wick pad assembly at both ends including carrier plate.
 Application of new support bearings (Axle lining) on both sides.
 Replacement of all mechanical parts like frame head, bearing housings, bearing
collars, bearing caps & seals etc with new one.

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  Any other work which is essentially required to rehabilitate the Traction Motor to bring it
up to the current OEM (EMD) standards.
 The successful bidder will be solely responsible to rehabilitate complete traction motors as
per specification with collaboration of local Pakistan Railways staff.
 The bidder will arrange training at site as well as at bidder‟s works of selected staff of
Pakistan Railways.

C) TEST.
 All necessary stage wise and final load tests as per relevant values as defined in MIs
specifications essentially covering following tests:-
i) Dimensional checking.
ii) Commutator ovality test (both cold and hot)
iii) Resistance and dielectric strength tests during stages and final static inspection (i.e. bar
to bar, Hi-Pot, high frequency surge tests etc.
iv) Commutation tests.
v) Over speed tests.
vi) Temperature rise test.
vii) One hour continuous rating test.
viii) Final load test simulating site conditions.
ix) Vibration Test.
x) Core loss test.

 Climatical, geological and

other data
Y

* TEMPERATURES:
Max. recorded ambient temp: 550c
Average max. readings : 480c
Average min. readings: 17.7 0c
Min. recorded ambient temp: (-) 50c

* RELATIVE HUMIDITY :

Maximum. 100 %
Average of max. reading 48 %
Minimum. 02 %
Average of min. reading 21 %

7. Capital cost estimates

a) Indicate date of estimation April, 2014

of project.

10
 b) Basis of determining the
capital cost to be provided.
It includes market survey,
schedule rates, estimation
on the basis of previous
work done etc.
Cost estimates are based on last
available market rates and up-dated
according to Planning Commission
formula.

c) Provide year wise

estimation of physical See Annexure-VI & VII
activities.

Items Unit 2014-15 2015-16 TOTAL

Rehabilitation of 60 Each 60 0 60
Nos. GE-761- A23 type
Traction Motors
Rehabilitation of 96 Each 0 96 96
Nos. D-77/78 type
Traction Motors

Rehabilitation of 78 Each 0 78 78
Nos. D-29 type
Traction Motors
Rehabilitation of 66 Each 0 66 66
Nos. Hitachi-396 HP
type Traction Motors
Total 60 240 300
d) Phasing of capital cost be worked
out on the basis of each item of
work as stated above and provide
as per following:-

Year wise/Component wise Financial Phasing

(See Annexure –VII)

8. Annual Operating Costs

Item wise annual operating cost on

proposed capacity utilization be worked for
5 years and sources of its financing.

Repair & Maintenance and Operating Cost

The average annual maintenance and operating costs have been calculated as Rs. 5.464
million per locomotive based on annual accounts for the year 2009-2010 & updated for
2012-2013, including material, labour and over head charges. Share of traction motors
is about 15% of the locomotive cost and it becomes Rs. 0.820 million (maintenance

11
 cost). Since about 80 locomotives are fitted with 6 traction motors, hence the
maintenance of one traction motor will be around Rs. 0.137 million. These costs have
been assumed to remain the same like freight charges / fares which have also been
frozen like-wise. Any increase in maintenance and operating costs will be charged
directly to passenger fares/ charges in future to maintain the present I.R.R.

9. Demand and Supply Analysis

a). Existing capacity of services

its supply/demand

1). Pakistan Railways have 2334 traction motors for working 409 diesel electric
locomotives. The normal life of a new traction motor is 12 years. Approximately 79%
traction motors have outlived their economic life resulting in (a) lesser tractive effort
available and (b) less reliability of locomotives & will be 100% overage up to 2016-
2017, further aggravate the situation in case the overage traction motors are not replaced
or rehabilitated in the coming years. Pakistan Railways requires an efficient and reliable
locomotive fleet on sustainable basis to achieve its operational targets and to eliminate
operational delays. However funds allocation, for the routine maintenance of
locomotives has been quite inadequate viz a viz the actual requirement. As such it has
not been possible to keep the Locomotive fleet in optimum operational condition.

2). Passenger and freight traffic targets for 2017-18 have been fixed in the Business
Plan (2012-13 to 2017-18) as 32,800 MPKMs and 25,200 MTKM. As can be seen
from Table:1, availability of locomotives on freight pool has been decreased from 97
locomotives during 2007-08 to 8 locomotives during 2012-2013, having 72%
reduction in freight K.M i.e. traffic reducing from 6187.3 million tonne kilometers
during 2007-2008 to 419.2141 million tonnes kilometer in 2012-2013. Similarly about
140 passenger trains have been cancelled during 2010-11 and in the first half of 2011-12
thus causing 17% reduction in passenger kilometers i.e. from 24730.726 million
passenger kilometers during 2007-2008 to 17,388.413 million passenger kilometers
during 2012-2013 @ 6% average per year. On the contrary passenger traffic has
increased by 4% per year during 2000-2001 to 2008-2009, i.e. from 19,589 MPKM to
25,702 and decreased 30% during 2009-2010 to 2012-2013, i.e. 23,522 MPKM to
17,388 MPKM @ 8% per annum. The freight traffic has increased by 4% per year during
2000-20001 to 2008-2009 i.e. from 4,519 million TKM to 5,896 million TKM and
decreased by 91% during 2009-10 to 2012-2013 from 4,846.892 to 419.241 million
tonnes @ 22.75% per annum. The decrease of passenger traffic and freight traffic was
due to less availability of locomotive as already explained in above para.

b) Projected demand for 10 years

See Para “A(2)” above section 9.

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 c) Capacity of the project being
implemented in public/private sector
See section 11,

d) Supply –demand gap.

See Para „b‟ above.
e) Designed capacity and out put of the
proposed project.
See section 11, below.
10. Financial Plan

Sources of financing
a). Equity
Indicate the amount of
equity to be financed
from source.
Foreign exchange component of Rs.1112.908 million
and local components of Rs. 537.092 million will be
provided by Govt. of Pakistan through PSDP/ADP.

Sponsors own resources. Not applicable.

Federal Government. Rs. 537.092 million local rupees component would

be provided by Govt. of Pakistan.

Provincial Government Not applicable.

DFI‟s/Bank. Not applicable.

General Public.

Foreign equity. Not applicable.

NGO‟s/Beneficiaries Not applicable.

Others. Not applicable.

b) Debt

Indicate the local & Not indicated at this stage

foreign debt, grace period
and repayment for each
loan separately. The loan
repayment schedule be
also annexed

c) Grants Not known

d) Weighted cost of capital Can not be indicated at this stage.

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11. Benefits of the project and analysis
Financial

Income to the project along with

assumptions

The Rehabilitation Schedule of 300 Traction Motors under this project is as under:-

YEAR REHABILITATION SCHEDULE OF TRACTION MOTOTS

GE-761 D-77/78 D-29 HITACI - Total
A23. 395 HP
2014-2015 60 0 0 0 60
2015-2016 0 96 78 66 240
TOTAL 60 96 78 66 300

After rehabilitation of 300 traction motors 50 Locomotives will be available with full
complement of traction motors and their allied parts including bull gear, suspension bearing, wick
pad and gear case resulting that the availability and reliability will be considerably improved,
ineffective percentage will be reduced, thus sustainability increasing the productivity of these
locomotives.

METHODOLOGY

Due to financial constraints, it is not possible to replace/rehabilitate all over-aged traction

motors at one time. Only 300 traction motors will be rehabilitated as discussed in section-6 to
meet with the increasing demand of freight services.

CAPITAL COST

Capital cost has been divided into two distinct groups as under:-

Group-I.

Rs. 529.676 million including Rs. 400.000 million (US$ 4 million) FEC have been provided for up
gradation in the existing maintenance facilities, and up-gradation of re-building of magnet frame
of traction motors, inspection and electrical testing equipment for traction motors including test
console and infrastructure required for enhancement of maintenance facilities in Traction Motors
Shop, Locomotives Shops, Moghalpura. The Group-I facilities will be used not only for
rehabilit`ation of traction motors, re-manufactured/assembled under this project, but also for
traction motors that will be re-manufactured/rehabilitated in future and also for existing traction
motors. However, since the total amount is small as compared to the total project cost and also as
accurately apportioning cost is cumbersome, therefore, 25 % cost of the group-I has been charged
to this project.

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Group-II.

Import of spares required for the rehabilitation of 300 traction motors (60 Nos. GE-761 A23, 96
Nos. D-77/78, 78 Nos. D-29 and 66 Nos. Hitachi 395 HP, also include local/ indigenous material,
consumable material and labour charges including over head charges and utility bills costing Rs.
1059.259 million including Rs. 712.908 million FEC. The cost of rehabilitation of traction motors
has been charged according to the procurement of spares and schedule of rehabilitation. New
armature and other parts are being imported not only to create a positive impact on train operations
expeditiously but also to serve as a standard reference to up-grade skills of technical staff.

Benefits (earnings)

Benefits of the project and analysis.

Financial.

Benefits (earnings)

Earning per traction motor has been worked out keeping following aspects/factors in view:-
i. D.E. Locomotives designed for 6 and 4 traction motors should, in principle, be
allowed to run with full complement of traction motors and not with less number.
ii. Average total number of traction motors on locos utilized on goods, passenger and
shunting services is 1840 due to shortage of traction motors.
iii. Increase in revenue from freight traffic has been worked out by multiplying freight
earnings by a factor 0.552 as explained in the calculations (given in para vii below).
iv. Earnings per traction motor have been multiplied by the number of traction motors
rehabilitated from 2005 to 2012.
v. Life of new traction motor is 12 years and that of rehabilitated traction motor is 8
years.
vi. Efficiency and work out put of an average traction motor fitted on the locomotive is
about 50% of that a normal traction motor.
vii. Utilization of locomotives during 2008-09
On goods = 94 Nos.
On passenger = 190 Nos.
On shunting = 84 Nos.
Sub Total :- = 368 Nos.
Ineffective = 114 Nos.
Under heavy repair = 41 Nos.
Grand Total = 523 Nos.

viii. 79% of the total number of traction motors fitted on locomotives are overage.

15
 Earning per Traction Motor

a). Total Goods Earning 2008-09 = Rs. 7494.000 million

Goods earning of 2008-09 @ 50% = Rs. 3247.000 million
Goods earning per loco = 3247/94 = 34.542 million
Share of earning of Traction Motor @ 10% = 34.542 x 0.15 = 5. 181 million
Updated earning of Traction Motors for
years 2012-13 @ 6.5% per each year = 6.528 million
Per traction motor earning for the year
of 2012-13 = 1.088 million

b). Total Passenger Earning 2008-09 = 13613 million

Passenger earning of 2008-09 @ 50% = 6806.500
Passenger earning per loco = 6806.500/190 = 35.823 million
Share of earning of Traction Motor @ 10% = 35.825 x 0.15 = 5.372 million
Updated earning of Traction Motors for
years 2012-13 @ 6.5% per year = 6.769 million
Per traction motor earning for the year
of 2012-13 = 1.128 million
Average earning per Traction Motor (a+b)= 1.088 + 1.128 = 2.216
= 2.216 / 2 = Rs.1.108 million

Year- wise earning is as under:-

First Year. = (60 x 1.108)x 0.25)

= (66.480 x 0.25)
= Rs. 16.620 million

Second Year = (60 x 1.108) + ((240 x 1.108) x 0.5)

= (66.480) + (265.920) x 0.5)
= 66.480 + 132.960
= Rs. 199.120 million

Third Year = (300 x 1.108)

= Rs. 332.400 million

* Economic
Benefits to the economy are assumed to be as under:-

i) To increase the transportation capacity of Pakistan Railways.

ii) Better utilization of available Railway assets.
iii) Improved financial liquidity.

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 * Social
Benefits with indicators.
i) Improvement in quality of services to be
rendered to public/ customer.
ii) Improvement in standards of efficiency.
iii) Good will of public through punctual
running of trains.
* Environmental.
Environmental impact assessment For the haulage of one metric tonne over a
negative /positive. distance of one kilometer by road, 18,000
BTUs are consumed, whereas by rail only
3,000 BTUs are consumed for the same
distance and, thus pollution generating ratio
between road haulage and Railway is
approximately 6:1. No negative impact of
this project is anticipated on the
environment.
Financial/Economic Analysis
(with assumption)

Financial Analysis

 Quantifiable output of the project See section 11 financial

 Profit and loss account and Cash See annexure-IX

Flow statement Discounted @ 12 %

 Net present value (NPV) and NPV = 262.965 Million.

Benefit Cost Ratio Benefit Cost Ratio = 1.214:1

 Financial Internal Rate of Return 18.847%

(FIRR) (See Annexure–IX)

 Unit Cost analysis Not applicable

 Break even Point ( BEP) Not applicable

 Pay back period 05 Years

 Return on equity ( ROE) Not Known at this stage

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 Economic Analysis
Provide Taxes & Duties separately
in capital and operating cost
 Net present value (NPV) and
benefit cost ratio ( BCR )
 Economic Internal Rate of Return
(EIRR)
 Employment analysis
 Employment generation ( direct and
Indirect)
 Sensitivity Analysis
 Impact of delays on project cost
viability
12 Implementation Schedule
 -Indicate starting and completion
date of the project
 Item–wise / year – wise
implementation schedule in line
chart co-related with phasing of
physical activities.
 Result Based Monitoring (RBM)
Indicators
Indicate Result Based Monitoring ( RBM ) frame work indicator in quantifiable terms in
the following table:-
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Year wise Custom Duty /Sales Tax in
capital cost is as under :-
2014-2015 = Rs. 105.843 million
2015-2016 = Rs. 213.980 million
Total = Rs. 319.823 million
As far as the operating cost is concerned, it is
very difficult to calculate Taxes/Duties due
to its complex nature.
As per Planning Commission formula it can
be calculated @ 10%
NPV. 440.403 Million
BCR. 1.570:1
25.413%
See Annexure – X)
Discounted @ 12 %
Not applicable.
If the project is delayed resulting into Cost
increase = 10%
Earning Decrease = 10 %
For Results see Annexure – XI
24 Months from Ist. July 2014. If project
delayed then 1st January 2015.
See Annexure-XIII.
 REHABILITATION OF 300 TRACTION MOTORS

Outcome
Targets after Targeted
S.No. Input Output Baseline
Completion of Impact
Indicator
Project
1. Procurement Rehabilitation i) Average i) To improve To meet with
spares for of 300 Traction availability of the average the shortage of
Rehabilitation Motors., fitted locomotive = availability of locomotives
of 300 Traction to locomotives, 44.1% locomotive. required for
Motors. with full handling of
complements of ii) Average ii) To improve targeted
traction motors. reliability of the average passenger and
locomotive = reliability of freight traffic
19,136 Km locomotive.
/failure resulting in
reduction of
failure on line.
13. Management Structure and
Manpower Requirements:
 Administrative arrangement for (i) Project Director will be the incharge of the
implementation of project project.

 The manpower requirements by i) As per Annexure–XII, 14 persons are

skills during execution operation of
the project be provided.
needed for the execution of the project and
monitoring the performance of Traction
Motors rehabilitated under this project under
the executive control of the Project Director.
Operational and maintenance staff is already
available on permanent basis. Posts indicated
against item No. 1-7 are required for
execution of project and will be engaged /
posted on temporary basis from available
staff or from the market.

 *The job description, qualification, See Annexure – XII

experience, age and salary of each
post be provided

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14 Additional projects/ decisions
required
 Indicate additional projects Can not be indicated at this stage
/decisions required to optimize the
investment being under taken on
the project.

15 Certificate
 The name, designation and Phone #
of the officer responsible and
checking be provided. It may also
be confirmed that PC-I has been
prepared as per guidelines provided
by the Planning Commission for the
preparation of PC-I for
Infrastructure Sector project.

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 It is certified that PC-I has been prepared as per guidelines issued by the Planning
Commission for the preparation of PC-I for Infrastructure Sector project.

Prepared by: (IFTIKHAR HUSSAIN)

DY. CHIEF MECHANICAL ENGINEER/DEV.

Checked by: (MUHAMMAD TARIQ KHAN)

CHIEF MECHANICAL ENGINEER/LOCO

Vetted by: (RANA ABRAR ANWAR)

ADDITIONAL GENERAL MANAGER/ MECH.

Vetted by: (MUHAMMAD JAVED ANWAR)

ADDITIONAL GENERAL MANAGER/TRAFFIC

Forwarded by: (ANJUM PERWAIZ)

GENERAL MANAGER/OPERATIONS.

(PARVEEN AGHA)
Recommended by SECRETARY /CHAIRPERSON RAILWAYS BOARD

Approved by (ECNEC)

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