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An Act to provide for the constitution and regulation of the Pakistan Railways Police (1) This Act may be called the Pakistan Railways Police Act, .. within thirty days from the date of his conviction, file an appeal to the. (Printed by the Ministry of Railways Government of Pakistan) . after the fourteenth day from the date prescribed for the submission of the return. . s ( 2) of the police Act, (5 of ), for the guidance of Railway Police as to arrest and. Persons interested may apply to annul, reverse or alter any rule or order. it shall come into force on the date the local government assume office in the said Railway Police, Anti-narcotics Force, Pakistan Motorway and Highway Police.
Maliciously hurting or attempting to hurt persons traveling by railway. Endangering safety of persons traveling by railway by wilfull act or omission. Endangering safety of persons traveling by railway by rash or negligent act or omission.
Special Provision with respect to the commission by children of acts endangering safety of persons traveling by railway. Procedure A Power to detain and search in cases of suspected theft. Arrest for offences against certain sections.
Arrest of persons likely to abscond or unknown. Magistrates having jurisdiction under Act. Every railway administration shall send to the 1[5 Federal Government] a return of accidents occurring upon its railway, whether attended with personal injury or not, in such form and manner and at such intervals of time as the 1[Federal Government] directs. Whenever any person injured by an accident on a railway claims compensation on account of the injury, any Court or person having by law or consent of parties authority to determine the claim may order that the person injured be examined by some duty qualified medical practitioner named in the order and not being a witness on either side, and may make such order with respect to the cost of the examination as it or he thinks fit.
Forfeitures by Railway Companies. If a railway company fails to comply with any requisition made under Section 13, it shall forfeit to the 1[5 Federal Government] the sun of two hundred rupees for the default and a further sum of fifty rupees for every day after the first during which the default continues.
If a railway company moves any rolling-stock upon a railway by steam or other motive power in contravention of Section 16, sub-section 2or opens or uses any railway or work in contravention of Section 18, Section19, Section20 or Section21, or re-opens any railway or uses any rolling-stock in contravention of Section24, it shall forfeit to the 4[5 Federal Government] the sum of two hundred rupees for every day during which the motive power, railway, work or rolling-stock is used in contravention of any of those sections.
Submission of return of accidents. Provision for compulsory medical examination of person injured in railway accident. Penalty for default in compliance with requisition under Section Penalty for contravention of Section 16,18,19,20,21 or For rules under ss.
Penalty for not making rules as required by Section Penalty for failure to comply with decision under Section Penalty for delay in submitting returns under Section 52 or Penalty for neglect of provisions of Section 53 or 63 with respect to carrying capacity of rolling-stock.
If a railway company refuses or neglects to comply with any decision of the 2[8Federal Government] under Section 48, it shall forfeit to the 7[8Federal Government] the sum of two hundred rupees for every day during which the refusal or neglect continues.
If a railway company fails to comply with the provisions of Section 52 or Section 85 with respect to the submission of any return, it shall forfeit to the 7[8Federal Government] the sum of fifty rupees for every day during which the default continuous after the fourteenth day from the date prescribed for the submission of the return.
If a railway company contravenes the provisions of Section 53 or Section 63, with respect to the maximum load to be carried in any wagon or truck, or the maximum number of passengers to be carried in any compartment, or the exhibition of such load on the wagon or truck or of such number in or on the compartment, or knowingly suffers any person owning a wagon or truck passing over its railway to contravene the provisions of the former of those sections, it shall forfeit to the —————————————————————————————————- 1.
Provsio, which was first inst. O, and then amended by A. O, has been omitted by A. If a railway company fails to comply with any requisition of the 1[8Federal Government] under Section 62, for the provision and maintenance in proper order, in any train worked by it, which carries passengers, of such efficient means of communication as the 4[8Federal Government] has approved, it shall forfeit to the 5[Federal Government] the sum of twenty rupees for each train run in disregard of the requisition.
If a railway company fails to comply with the requirements of Section 64 with respect to the reservation of compartments for females it shall forfeit to the 1[8Federal Government] the sum of twenty for every train in respect of which the default occurs. If a railway company omits to give such notice of an accident as is required by Section 83 and the rules for the time being in force under Section 84, it shall forfeit to the 4[8Federal Government] the sum of one hundred rupees for every day during which the omission continues.
Penalty for failure to reserve compartments for females under Section The rest of the driving staff would be allowed to get back to work. These stations fall between Shahdara station on the northern outskirts of Lahore and Lodhran station, about 77 kilometres to the southeast of Multan.
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Rest of the stations along the same line still use the old German-built signal system installed in the s. An even older system is used at some branch lines such as the one between Sukkur and Sibi. Since last November, it has not been used at any of the seven stations between Shahdara and Lodhran. The system was first installed at railway stations between Hyderabad and Karachi in and conversations with drivers suggest that it was never flawless.
At least 22 people died in the accident and more than 40 others were injured. The collision took place at Jumma Hamaiti station, about nine kilometres to the east of Landhi. The signal system, however, did not cause the crash. Officials and drivers claim the man who was supposed to be driving Bahauddin Zakaria Express was sitting with his family in another part of the train.Pakistan Railways Jobs 2019 in Lahore
A railway supervisor based in Karachi blames the lack of coordination among drivers, stationmasters and guards as a major reason for the rising number of accidents in recent years. The company has not provided latest communication devices to these officials as they communicate with each other either by using their own cell phones or the old hand-dialled analogue phones, he says.
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Using cell phones is a personal expense and using analogue phones means that messages can get lost due to bad lines, he explains, seeking anonymity. Professional rivalries among officials also hamper communication between them.
Drivers, stationmasters and signal workers are unhappy with guards who were given raises and their service structure was improved inhe says.
Railways minister Khawaja Saad Rafique informed a Senate standing committee on March 7, about another reason for increase in train accidents: In the last three years, rail accidents have occurred at level crossings.
A federal government survey has identified level crossings where accidents are highly likely to take place, he said. The government has penalised railway employees over accidents that have taken place since JulyRafique told the Senate panel. Two of these employees have been removed from service, he said.
Other than resulting in tragic loss of life, these accidents have also caused a massive loss to the national exchequer. In a single accident that took place on May 13 this year, the railway incurred a total loss of The accident took place when a goods train coming from Karachi crashed head-on with another goods train about five kilometres from Kotri Junction in Jamshoro district. The driver of the train coming from Karachi is said to have fallen asleep on duty.
It passes above the railway tracks and lands into a neighbourhood where railway workers live. The Railway Colony — as the area is called — has rows of paan stalls and its streets are littered with sewage and piles of rubbish. Ghulamullah Billah, a former rail driver, who retired inlives here. When he joined the company inhe was first assigned to drive cargo trains.
It was only after he had gained sufficient experience that he was allowed to drive passenger trains. His son, Sanaullah, also works in the railway but at a workshop. Before he leaves for his night duty, Sanaullah brings out copies of some old certificates awarded to his family members recognising their rail-related service. His great-grandfather, Bhag, was the first member of the family to join the railway in He retired in Before the s, Billah says, a protocol was in place to prevent accidents from taking place.
This was introduced by the British and it put the driver at the centre of the train operations. The drivers were also highly conscious of their responsibility, he says. They wore well-tailored neat uniforms, with shining insignias, and they donned them with pride and dignity. Both the uniforms and insignias were provided by the railway every year, says Billah.
This changed in when the railway administration started providing oversized uniforms that required alterations before they could be used, he says, adding that they were so oversized that their sleeves would be a foot longer than required. He remembers mobilising train drivers in Karachi to protest about the uniforms in front of an operations general manager visiting the city. He suggested the drivers wear their unaltered uniforms when they meet the officer. We responded by saying the administration needed to give us uniforms that fit.
We do not have time and money to get these altered. The yearly provision changed to a two-yearly routine first and then to a three-yearly one. By the time Billah retired in the early s, the drivers had stopped receiving uniforms altogether. Kashif Khan, a young assistant stationmaster at Sukkur Railway Station, is hidden behind files and papers piled up on his small desk.
A large television screen is occupying the remaining space on the desk. It is showing routes for various incoming trains. A small red light blinking on it indicates that a train has arrived safely at its designated platform. Association with railways is something that runs in the family, says Kashif Khan, 28, his chubby face partially covered by a thick moustache. But he does not come from a railway household.
He landed this job after taking a test, he says. He was sent to Pakistan Railway Academy in Lahore for training before he was appointed at his current position in He likes his job — the power to decide routes and platforms trains will traverse as they roll into Sukkur station. He uses an ancient analogue phone to communicate with workers in the signal cabin outside the station.
The Pakistan Railways Police Act, (Act No. VII of )
Unlike Kashif Khan, those who work with him at the signals system do not seem entirely happy. Sub-engineer Abdur Razzaq, who joined the railway inis perhaps the unhappiest among them. A rather short man in his late fifties, he operates from a cramped, crumbling office at Sukkur station. Sporting a thick beard and wearing a Sindhi cap, he seems to be perennially grumbling about an assistant station manager who oversees platforms, his own salary and grade that have remained unchanged over the years and the railway administration that has divided the workers in various tiers so that they do not unite to fight for their rights.
But his strongest complaint is about the workload: And we are supposed to be on duty 24 hours a day even though we do not get paid additionally for the extra hours we put in. The cabin houses multiple levers — colour-coded and numbered.
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These levers are used to lock a track for a train entering or leaving the station. The workers have an old analogue phone to coordinate with the stationmaster. A little later, Razzaq walks along the railway line towards the far end of the station where he and a gateman, Junaid Iqbal, explain how the signal system works.
As explained by them, the process appears so methodical that it leaves ample room for rectification if and when someone misses one of its multiple steps: When a stationmaster finally allows the signal to go red or green, he does so only after all the previous steps have been taken correctly.
If a wrong signal still gets issued, a special key used for locking and unlocking the gate can be used as a safety switch to issue an alert. This seemingly flawless system has failed to prevent three major accidents near Sukkur over the last three decades. The latest of these took place in July when three trains collided at a railway station in Ghotki district, leaving at least people dead and many others injured.
Officials later said the accident had occurred because a signal was interpreted wrongly by one of the drivers. About people lost their lives in a similar accident in June It had resulted in about deaths. Their bright orange colour makes them distinguishable from a distance.
The oldest among these contraptions is a crane from It is still functional and has a capacity to lift around 60 tonnes of weight off the tracks. Inrailway administration added a new crane which can lift around tonnes. But the workers still like the long-standing dependability of the old one.
When Bahauddin Zakaria Express collided with Fareed Express last year, Qadir and his colleagues were among the first railway officials to reach the site of the accident. Many people had their body parts stuck in between the two trains. During the Partition riots inthe same station would receive trains full of dead bodies.
Apart from these historic links to violence, railways have frequently been targeted and attacked in our part of the world. Terrorists and political activists of all types — from anti-British underground networks of freedom fighters to Baloch insurgents and even ordinary Pakistanis protesting against electricity outages — have disrupted rail traffic and damaged railway infrastructure every now and then.
According to the South Asia Terrorism Portal, there have been terrorist attacks on railway installations and trains between and alone, resulting in 96 deaths. Passengers enraged over the dismal quality of rail service have also enforced multiple disruptions in recent times. In Octoberpassengers waiting to board the delayed Narowal Express in Lahore occupied the track Quetta Express was to use.
According to a report in daily The News, they were upset over delay in the departure of their train. Similarly, people enraged by long electricity outages torched a train in Gujranwala in Junehalting the operations of 25 trains. Sometimes, angry passengers attack railway staff too. A station manager working in Lahore says he was beaten up by passengers when he was posted in Raiwind a few years ago.
The most damaging attacks on rail installations, however, took place in Decemberfollowing the assassination of former prime minister Benazir Bhutto. Angry agitators destroyed 35 train engines, coaches, 65 stations, 36 bridges and 27 manned level crossings, according to a report in daily Dawn.
They also uprooted signals, communication systems and tracks, besides damaging six cranes in Karachi and Sukkur divisions. The total cost of the damage, according to Dawn, was estimated to be The destruction increased travel time between Karachi and destinations in the north of the country by three to four hours for over a year. Passengers begin to enter the coaches immediately.
Everything inside the train looks clean and tidy. Doors to air-conditioned sleeper cabins can be shut for privacy; there are beds in the cabins for passengers to take a nap.
The sleepers do not seem to have many passengers though. Railway officials can be seen occupying some of them. A team of ticket collectors strolls by. One of them quickly checks the ticket that costs 1, rupees for a one-way journey between Lahore and Khanewal. These tickets can be bought at the booking office at the station, a reservation office in the city as well as online.
Soon the train rolls out of the station. They are travelling to Karachi on vacation and are happy that the train has left on time and is not overbooked. A three-year performance report issued by the Ministry of Railways also marks the difference between then and now: Improved punctuality has also had a positive impact on the earnings of Pakistan Railways, the report mentions.
More passengers, it seems, are seeing the rail as a reliable way to commute than they did in the past. They also mention areas that still need improvement: There is always an atmosphere of urgency at Khanewal Junction. Passengers leave parked trains to have a quick cup of tea along with pakoras on the platform or buy something they need but cannot get in the train, like cigarettes.
They have to be quick lest the trains depart without them. Dozens of hawkers running up and down the length of the platform add to the sense of urgency as they cater to the needs of the passengers who do not want to get out of trains. The station looks well-maintained. Food stalls — usually selling mix chai, chaat, pulao or chicken — have a fresh and sleek look about them.
Khanewal is the meeting point of three different lines — one that comes from Peshawar via Lahore and goes onwards to Karachi; the second that connects Khanewal with Multan and the third that links Faisalabad and Khanewal.
Their introduction was part of the first post-Partition modernisation of railway infrastructure. Muhammed Irfan runs a spacious dining hall at Khanewal Junction but serves only basic foods such as rice and lentils. A bearded man in his late fifties, he is wearing a white shalwar kameez drenched in sweat.
His father and grandfather both worked in the railway. He found it natural to follow in their footsteps. His income remains meagre though, he says. He has to pay what he believes is an exorbitant sum of money to Pakistan Railways in annual rent for the dining hall and he cannot serve multi-course meals because most rail passengers — belonging to working and lower-middle class — cannot afford them.
The few passengers who can afford to spend good money on food, according to him, do not like the facilities and furniture in the non-air-conditioned dining hall which has not changed a bit in decades. At a few major stations, fast-food chains such as Pizza Hut and McDonalds have opened their outlets but they have done so only after Pakistan Railways helped them set up air-conditioned halls and bring in fashionable furniture.
In the distant past, catering at dining halls which were present at all major stations was run by the company itself. Everyone associated with the rail, whether directly or indirectly, is nostalgic about the quality of customer service in that bygone era.
Irfan, too, talks about that time nostalgically. His father donned a crisp uniform as he worked in the dining hall at Khanewal. The quality of food served and the level of customer care matched those of a high-end restaurant. Its furniture is also old. The few chairs with seats and backs made of woven rattan, wooden benches and a hammock that unsuccessfully try to give the room a sophisticated look must have been brought here by the British. Its bathroom is at an advanced stage of disrepair.
It is only opened after a couple of passengers travelling in the sleeper cabins tell the station staff that they want to use it. An old man wearing a light blue shalwar kameez and covering his head with a traditional Sindhi cap is one of the people who get to use the room.
He says he works in the oil industry and combs his beard with his fingers every now and then as he comments on every topic under the sun — from religion and politics to the weather and the state of the rail.
The train that he is supposed to take for Hyderabad is late. The officers with their faded uniforms only offer him evasive responses. The train is filled to capacity. The train reaches Rohri at around 4: As it begins to slow down, an almost empty platform can be seen in the early morning twilight.
A few passengers are huddled together in small groups. Paint is peeling off the buildings and the concrete floor of the platforms has come off in large patches, leaving behind dirt and pebbles strewn everywhere. The only recent development here is a reservation office. The two bridges link the town with Sukkur, located just across the River Indus.
It is here that trains to Balochistan leave the main Karachi-Peshawar line and turn westwards to Quetta. Rohri is a ghost of a town, with next to no economic activity other than rail. At one point, it was a vibrant industrial town. Muhammed Nawaz Dayo, a bitter man in his late sixties, has witnessed days when the town bustled with activity.
He joined a local state-owned cement factory in and, after 24 years of work, retired as its foreman, tasked with monitoring other workers. The factory was built inaccording to a report in a journal, Asia-Pacific Finance and Accounting Review.
Dayo remembers how a railway line came straight into the factory, right where cement was packed in bags. If we have to go out in the field, we have to pay travel costs from our own pockets.
We have to sleep on platforms if and when we go out of Sukkur to fix something. And we are supposed to be on duty 24 hours a day even though we do not get paid for the extra hours. It was nationalised in along with another factory in Wah, near Rawalpindi. Bythe report says, it could produce tonnes of cement every day. In Januaryaccording to the report, the Privatization Commission of Pakistan discontinued production at the factory and terminated its employees. One of the only two trains that link Balochistan with the rest of Pakistan, it leaves Sukkur for Quetta at 3 am.
Kashif Khan, the assistant stationmaster, advises against taking the train since it frequently comes under attack by Baloch insurgents. An April attack at Sibi Railway Station left at least 17 people dead, including two women and four children. There have been numerous other smaller attacks on the train over the last 10 years or so.
This year the threat level has been so high that the government had to call off an annual mela in Sibi, a small desert town about kilometres northwest of Sukkur. Troops belonging to Frontier Corps FC regularly patrol the train track around Sibi and sometimes also inspect and frisk passengers.
The other unusual feature of the rail system between Sukkur and Quetta is that it still uses the British-era signal system, one that employs kerosene lanterns on signal posts and a token, passed from one group of the signal staff to the next, to ensure that there are no gaps in communication.
It is early noon when the train reaches Sibi. Quetta is still another kilometres to the northwest. A portion of its building is demolished and darkened by soot — evidence of a bomb explosion that killed at least seven people here in June Walls of its lone waiting room are covered in unintelligible graffiti. A police station is located right outside the railway station.
The main bazaar and the town are a minute walk away. Additional quotas to be observed: The candidate selected will be required to: Join duty anywhere in Pakistan Railways systems e.
If any document provided by candidates is found bogus during the admission process and afterwards the appointment will be treated as cancelled. Procedure For Submission of Application: Last Date to Apply? Last date of submission of applications is 8th March, For getting further update and information make sure your frequent visit on this page as well.