At the World Economic Forum, the Prime Minister of Pakistan expressed deep concerns over the country’s deteriorating energy landscape, lamenting that the power sector had turned Pakistan into a “begging bowl.” He stressed that, combined with the escalating threat of climate change, this situation had placed Pakistan in a miserable standing within the global community.

Yet, despite the urgency, these stark warnings seem disconnected from the priorities of key ministers. The gap between the government’s stated vision and actual actions is glaring — particularly within the Ministry of Railways.

A prime example of this misalignment is the Ministry’s recent renovation of Lahore Railway Station, publicised with polished images of shiny floors, repainted walls, and revamped waiting rooms. While aesthetically pleasing, such cosmetic changes fail to address the deep-rooted operational problems strangling Pakistan Railways.

The core issue is that large portions of the railway network — most notably the Main Line 1 (ML-1) corridor (Peshawar to Karachi) — have not undergone meaningful upgrades in over 150 years. This corridor is the backbone of Pakistan’s rail system, yet its condition poses both safety and efficiency risks. The dangers were made tragically clear when, just days after the station’s renovation, over 30 passengers were seriously injured as the Islamabad Express derailed near Kala Shah Kaku due to dilapidated tracks.

Much of Pakistan’s rail infrastructure still consists of track laid during British colonial rule in the late 19th century, originally designed for lighter trains and lower speeds. Current operational data from Pakistan Railways shows that the maximum safe speed on most mainline sections is between 90 and 120 km/h. This is far below the 160–300 km/h speeds achieved in modern systems in China, Turkey, and even parts of India. The reliance on old-jointed tracks, outdated signalling systems, and inadequate maintenance not only........

© Business Recorder