Transport and telecommunications

a) Internal transport

• interpret maps to describe the regional variations in the density and pattern of the road, rail and air
transport networks within Pakistan

• describe improvements that have recently taken place in road, rail and air communications, and
describe new developments in progress

• explain the factors which help and hinder the location, maintenance and development of roads,
railways and airports

• compare the advantages and disadvantages of road, rail and air transport within Pakistan for both
goods and people

• consider the sustainability of motorway and airport development

• evaluate the development of new transport schemes

b) International transport

• identify on a map those roads (including the name of the pass they use, where relevant) and railways
which cross the international boundary and are in use for at least part of the year

• identify on a map the ports of Keamari, Qasim and Gwadar, and the cities with international airports

• explain the factors which affect the location and development of cross-border roads and railways,
seaports, dryports and airports

• explain what is meant by the term dry port, name an example of one and explain why they have been
developed in many cities of Pakistan

c) Telecommunications

• explain the importance of radio, television, phones, fax machines, emails and the internet in the fields
of education, industry and business

• understand the problems of providing telecommunications in some parts of Pakistan

• evaluate the role of telecommunication in the development of Pakistan

 Transport And Communication.

Transport (Road, Rail, Air, Sea, Rivers, and Pipelines)

Communication (Postal service, TV, Fax, Internet, Wireless, Telephone, Telegraph and Satellites)
Transport and communication are of basic importance in the development of a country. Density of
transport network is an index to economic development. More a society/country is developed the more
sophisticated means of transportation. Development in this sector can lead to social, economic, educational and
political development.
In past did not need extensive communication system. Communities were small. Produced most of things
locally or within the area/region.
Although Pakistan still an agricultural country needs fast efficient transport system. Supply of food to
towns/cities. Raw materials to factories. Goods to be transported to and from port. Industrial products to be
transported cheaply and efficiently.
Good transport network in east and south i.e. Indus Plain.
Low density in West, North, Northeast & Northwest, South (Baluchistan).
Distribution Of Railway Network.
In Sind railway network is laid along the both banks of River Indus. A railway line from south goes east to Pakistan
India border another railway line goes south west to coastal area (Karachi). Moving north a railway line goes west
from Sind to Baluchistan where Quetta is hub. A railway line from Quetta goes to North West to Pakistan
Afghanistan border and another goes west to Pakistan Iran border. In Punjab railway lines are laid along the both
banks of River Indus, along the eastern tributaries of River Indus and across the doabs. Moving North railway
network extends to Potwar Plateau to Rawalpindi. Same network further extends to Peshawar and valleys of
NWFP. From Peshawar a railway line goes west to Pak Afghan border.

Achievements & Plans

Dualization of Track Projects

(A) On going Projects

1. Doubling of Track from Lodhran to Khanewal (121 KMS)

In 1947, Double Track on mainline existed only on Karachi - Lodhran and Raiwind - Lahore sections.After lapse of
fifty six years, the work of dualization of track was taken in hand in 2003. In the first phase, Doubling of Track from
Lodhran to Khanewal via Multan 121 KM was opened for traffic on 16/03/2007 at an estimated cost of Rs.--- million.

(2) Doubling of Track on Khanewal-Raiwind Section (246 KMS)

A PC-I amounting to Rs.5.497 Billion was approved by the ECNEC for Doubling of Track from Khanewal to Raiwind
(246 Km) on 04-08-2005 which was subsequently revised to Rs.8.326 Billion on 12/11/2007. The work of doubling
of Khanewal to Raiwind on this project was commenced during the financial year 2005-06. The section from
Khanewal to sahiwal (119 KM) has been opened for traffic on 05/05/2011. The work on remaining 127 KM section
is in progress and expected to be completed by 30/06/2011. The completion cost of this project will be Rs.12.617
Billion and revised PC-I is under approval by ECNEC.

Benefits

On completion of this project karachi to Lahore will be connected with Double line track. Sectional capacity will
increase from 18 to 34 trains daily. Journey time from Lahore to Karachi will reduced by one hour for mail/express
trains and seven hours for freight trains.

(B) Future Projects

1. Doubling of Track on Shahdara Bagh-Lalamusa

 Total Length: 126 Km

 Total Cost: Rs. 13593 Million
 Foreign Exchange Components: Rs.3342.200 Million
 Completion Period: 03 years
 PC-1: Under approval from ECNEC

2. Doubling of Track on Shahdara - Faisalabad

 Total Length: 135 Km

 Total Cost: Rs. 10280 Million
 Foreign Exchange Components: Rs.3193.200 Million
 Completion Period: 03 years
 PC-I: Under approval from ECNEC
3. Doubling of Track on Lalamusa - Chaklala

 Total Length: 152 Km

 Total Cost: Rs. 23770 Million
 Foreign Exchange Components: Rs.4520 million
 Completion Period: 04 years
 PC-I of this project is under process.

4. Doubling of Track on Golra Sharif - Peshawar Cantt

 Total Length: 160 Km

 Total Cost: Rs. 19560 Million
 Completion Period: 04 years
 Foreign Exchange Components: Rs.3878 Million

Density Of Network And Reasons.

Punjab/ Sind/ NWFP/ Baluchistan have the most dense railway network along the rivers, across the doabs, valleys.
There is no railway in North, N. West, South and west because of:

1. Topography. 2. Climate.

3. Drainage. 4. Densities of population.

5. Agriculture. 6. Industries 7. Presence of roads.

 Distribution Of Air Network.

Most of the air routes lead from south to north from Karachi, the routes follow Indus River/ Indus plain. Few
routes in East West direction e.g. Peshawar, and in the extreme north e.g. Gilgit. Non in south east e.g. Thar
Desert. Few routes along the coastline e.g. Gawadar leading from Karachi.

Factors for development of air transport.

Internal factors

Fast, rise in living standards, comfort, inaccessible areas e.g. Gilgit, north south expense of Pakistan, promotes
trade, relief work administrative reasons.

External factors

Trade of high value and perishable goods e.g. sports goods and fruits, to facilitate people living abroad and in
Pakistan to travel to and from Pakistan.
 Conditions necessary for location of an airport .

Physical

Flat, cheap, large, higher than surroundings (well drained), firm, no natural barrier like mountains for easy landing
and takeoff and weather to be clear most part of the year.

Human

Close to a big city so passengers are available, large labour pool (skilled and unskilled), airport to be connected
with infrastructures like water, road and rail and away from residential areas.
 Distribution of road network.

There are two major types of road networks National Highways (N5 between Peshawar & Karachi) and Motorways (M2
between Lahore and Islamabad). National Highways are wide spread as compared to Motorways (due to cost).
In Sind N5 and N55 (Indus Highway) run along the banks of river Indus. N55 runs along western bank of river Indus and
without crossing any major river reaches Peshawar. N5 in southern Punjab runs along the eastern bank of river Indus
moving north it passes through doabs (Bari, Rachna and Chaj). Passing through Potwar Plateau N5 moves west reaching
Peshawar. N5 crosses river Indus and its eastern tributaries and connects major towns in Sind, Punjab and KPK. In
Baluchistan there are national highways which connect Quetta to other parts of provinces and other provinces. In KPK
mainly main cities are connected with national highways in north. There are four Motorways that are operational
M1(Peshawar-Islamabad), M2(Islamabad-Lahore) & M3 (Pindi Bhattian-Faisalabad) and M9 (Karachi-Hyderabad). There are
several motorways under construction e.g. M8 Ratodero-Gawadar.
Density of road network is more in Punjab and least in Baluchistan. It is due to several Human and Natural factors.
1. Topography. 2. Climate. 3. Drainage. 4.
Densities of population. 5. Agriculture. 6. Industries.
Key Environmental Impacts
Following are the key Environmental Impacts related to the project :-
  Communication between different settlements existing on both of the carriageway will be disturbed due to restricted  
movement of the local residents across the road.
  Noise and air pollution will rise in the area.  
  Social/cultural setup of the local residents will be affected.  
  Due to excessive excavation and blasting, the natural stability of soil will be disturbed and may lead to land sliding  
  Trees and other vegetation present on the route of dual carriageway will be cut/cleared due to which underneath soil will  
be destabilized
  Due to excessive excavation in the area, storm water will carry silt suspension to the receiving rivers/nullahs and as  
these rivers/nullahs lead to certain dams at down streamside.
 
Environmental and Social Base Line Parameters
  Topography  
  River and Channels  
  Geology and Soils  
  Meteorology  
  Surface and groundwater  
  Faulting and land sliding  
  Flooding  
  Water logging/salinity  
  Flora  
  Fauna  
  Endangered Species  
  Air Quality  
  Noise  
  Socio Economic

Comparison of rail and road transport.

Road transport provides door to door service whereas rail does not. E.g. from farm to factory.

There is frequent loading and unloading in rail (four times) in road goods are loaded and unloaded.

Road transport can reach farming and mining areas where as rail does not most of the time.

Road transport is cheaper and may take less time over short distance, rail over long distance.

Road transport transports fewer loads as compared to rail.

Roads have more chances of theft .

For rail we have to follow time table.

NHA Highways
Route Details Punjab Sindh NWFP Balochistan N.
AJK Total
Area
N-5 Karachi-Peshawar- 1021 671 127 - - - 1819
Torkham
N- Liari-Gwadar-Gabd - - - 653 - - 653
10 (Makran Coastal Highway)
N- Mansehra-Naran-Jalkhad- - - 175 - 65 - 240
15 Chilas
N- Karachi-Bela-Khuzdar- - 23 - 790 - - 813
25 Kalat-Quetta-Chaman
N- Basima-Khuzdar - - - 110 - - 110
30
N- Hassanabdal-Abbottabad- 15 - 176 - 615 - 806
35 Thakot-Gilgit-Khunjerab
(KKH)
N- Lakpass (near Quetta)- - - - 610 - - 610
40 Dalbandin-Taftan
N- Nowshera-Dir-Chitral - - 309 - - - 309
45
N- D.I.Khan – Zhob- - - 143 388 - - 531
50 Kuchlack (near Quetta)
N- Kotri-Shikarpur-D.G.Khan- 373 495 396 - - - 1264
55 D.I.Khan-Kohat-Peshawar
(Indus Highway)
N- Sukkur-Sibi-Saryab - 90 - 295 - - 385
65 (Quetta)
N- Multan – D.G.Khan – 181 - - 266 - - 447
70 Loralai – Qila Saifullah
N- Islamabad Satra Mile- 90 - - - - - 90
75 Lower Topa-Kohala
N- Tarnol(Rawalpindi)-Fateh 108 - 38 - - - 146
80 Jang-Khushalgarh-Kohat
N- Hoshab-Pangjur-Nag- - - - 487 - - 487
85 Basima-Surab
N- Kwazakhela-Alpuri- - - 64 - - - 64
90 Besham
N- Chakdara-Mingora- - - 135 - - - 135
95 Manglour-Kwazakhela-
Madyan-Bahrain-Kalam
S-1 KKH (Gilgit)-Skardu Road - - - - 167 - 167
S-2 Kohala Muzafarabad Road - - - - - 40 40
S-3 Muzaffarabad-Chakothi - - - - - 55 55
E-3 Wazirabad-Pindi Bhattian 100 - - - - - 100
E-4 Faisalabad-Khanewal 184 - - - - - 184
E-5 Khanewal-Lodhran Section 100 - - - - - 100
(100 km)
Total 2172 1279 1563 3599 847 95 9555
%age wise 22.73 13.38 16.35 37.66 8.86 0.99

Motorways Of Pakistan
Route Details Punjab Sindh NWFP Balochistan N. Area AJK Total
M-1 Islamabad- 67 - 88 - - - 155
Peshawar
M-2 Lahore- 367 - - - - - 367
Islamabad
M-3 Pindi Bhattian- 53 - - - - - 53
Faisalabad
M-7 Dadu-Dureji- - 132 - 138 - - 270
Hub
M-8 Gwadar- - - - 892 - - 892
Hoshab Section
M-9 Karachi- - 136 - - - - 136
Hyderabad
M-10 Karachi - 57 - - - - 57
Northern
Bypass
Total 487 325 88 1030 - - 1930
%age wise 25.23 16.83 4.55 53.36 - - -