Pakistan wt/tpr/S/193 Page

Transport

1. 
   Efforts have continued during the review period to reform transport policies to improve the sector’s efficiency. An integrated transport policy has been drafted. Long distances from the sea to markets and production centres as well as inadequate infrastructure compound the industry’s cost disadvantages. Of key significance in road and rail transport is the Indus Trade Corridor, running northwards from the Arabian Sea, which provides the gateway to central Asian economies and Afghanistan. It covers 80% of Pakistan’s urban population and the area contributes to some 85% of GDP; some 45 million tonnes of external cargo and 500 million tonnes of internal freight passes through the corridor annually. Poor transport performance is estimated to cost the economy 4‑6% of GDP a year, and annual investment of almost 1% of GDP over the next 5-7 years is needed to modernize the transport and logistic sector.¹⁰³ Road transportation accounts for 89% of passengers and 94% of freight; the remainder is carried by the highly inefficient and loss-making state-owned Pakistan Railways, which carries mainly public sector freight and has certain monopolies over transit trade. The Government has launched a national trade corridor initiative, aimed at revamping the whole transport sector, including ports, roads, railways and aviation.
   

1. Shipping

1. 
   A third international port, at Gwadar, was inaugurated in March 2007. Congestion at Karachi Port, which handles 75% of national sea freight, and Qasim Port increases waiting times and inflates shipping and trade costs. At Karachi port, for example, long dwell times, internationally high port entry charges (especially the high "wet" relative to "dry" charges), and the inefficient and costly work practices of the Dock Labour Board are major drags on competitiveness.¹⁰⁴ Efforts have been made to significantly reduce "wet" charges and are under way to "retrench" the Board. Ports remain state-owned and mostly state-run. However, the Karachi Port Trust and Qasim Port Authority were converted to landlord status, whereby private firms are offered concessions on a BOT (build-own-transfer) or public/private joint venture basis to construct and operate terminals. All port terminals at Karachi and Qasim Ports are run by international contractors and face competition from the terminal at Port Qasim operated by P&O Ports. Gwadar Port signed a 40-year concession with the international PSAI-AKD Group as port operator in February 2007. All services can be outsourced without restrictions on foreign investment, and further privatization is planned. Certain port services, including pilot and tug services, are reserved for the public sector.
   
2. 
   Maritime transport remains dominated by foreign ships, and, according to the authorities, no foreign investment restrictions apply to shipping companies operating in Pakistan. Cabotage is prohibited. The national fleet of 15 vessels, run by the state-owned Pakistan National Shipping Corporation (PNSC), is inadequate, despite the 2001 policy target to increase the share of cargo carried by Pakistan flagged vessels from 5% to 40% (currently 23%). PNSC (and its subsidiary National Tanker Company) still has a monopoly (first right of refusal) in transporting government or public-sector cargo and crude oil/petroleum products imported by three oil refineries. Ships (including floating craft, tugs, dredgers, survey vessels) bought or chartered by a Pakistani entity and flying the country’s flag are exempt from import duties and surcharges until 2020 provided they are not demolished within five years. No restrictions apply to foreign carriers operating from or into Pakistani ports. Pakistani flagged vessels have been able to transport cargo from Indian ports or third-country cargoes destined for India since December 2006 when maritime transport between the two countries was liberalized on a non-discriminatory basis (Protocol on Shipping Services Between Pakistan and India, 14 December 2006). The state-owned Karachi Shipyard and Engineering Works Ltd. constructs and repairs ships.
   

1. Air transportation

   1. 
      The Civil Aviation Authority (CAA) is the economic regulator responsible for licensing air service suppliers and maintaining safety; it also supervises airfares, to contain predatory pricing and "unfair" competition. The Market Clean-up Board (with representatives from the state-owned Pakistan International Airways (PIA) and private airlines) "reviews" international and domestic air fares filed by national and international airlines.¹⁰⁵ Domestic fares are deregulated (subject to filing requirements). A further 5.8% equity in PIA was divested locally in July 2004, reducing state ownership to 84.2%. It remains the dominant domestic operator, accounting for 72% each of passenger and cargo traffic in 2004/05. Shaheen Air International is Pakistan’s second public national carrier. They compete domestically with three private operators (Aero Asia, Royal Airlines, and Airblue). Aero Asia and Shaheen Air International, along with 26 other international carriers, compete on overseas routes with PIA, which carried 25% each of international passenger and cargo traffic in 2004/05. Domestic carriers (passenger and freight) must be controlled by Pakistani investors; foreign equity is capped at 49%. Domestic carriers must also operate a minimum of two trunk routes (one of which must be Peshawar, Quetta, Multan or Faislabad), and serve a minimum of two weekly services on a defined socio-economic or tertiary route, or pay a monthly royalty of PRs 500,000 to PIA. Cabotage (cargo and passengers) is prohibited. Government subsidies apply to certain of PIA’s loss-making socio-economic routes.¹⁰⁶
      
   2. 
      Pakistan continues to allocate international routes according to bilateral "open skies" policy based on reciprocity of "5th freedom" air landing rights¹⁰⁷; selective concessions may be made to quality airlines. It has concluded 94 bilateral air services agreements, but many are non-operative. Unused PIA entitlements may be re-allocated to private airlines, including on routes where it is designated the national carrier. The CAA aims to maintain "fair and reasonable" competition for Pakistani carriers from foreign airlines. No flights servicing Pakistan (including overflying rights) with Israel are permitted, including through third-countries. Foreigners exercising Pakistan traffic rights to operate charter flights in or out of the country must charge fares no lower than ordinarily charged by a regular airline on the route (or on a comparable route or distance if no such service). Pakistan pursues unilateral "open skies" policies and charter flights are unrestricted. Passenger chartered flights, including by foreigners, are unrestricted on routes not adequately covered by scheduled airlines.
      
   3. 
      There are 25 operational airports in Pakistan. A new international airport is being built privately at Gwadar, on a BOO basis; there are currently two private airports, at Sialkot (owned by the Chamber of Commerce) and Sui (owned by Pakistan Petroleum Company). A new international terminal was completed at Lahore international airport in 2006, and a new terminal is being built at Islamabad International Airport. Landing slots are allocated on a first-come first-served basis and are maintained historically. Terminal and related services (landside services) are privately operated, but auxiliary flight services are still provided by state, semi-private, or private operators. Airline operators may handle their own aircraft ground services, or use PIA or ground handling agencies licensed by the CAA. There are no restrictions on foreign suppliers of such services.
      

1. 
   Transit trade with Afghanistan and Iran is restricted. The Afghan Transit Trade Agreement restricts entry of Afghan trucks into Pakistan; they may not move cargo directly from Karachi Port, and Pakistani trucks must be used to tranship at the border unless the state-owned National Logistics Cell (NLC) is used. Under a recently concluded bilateral agreement, the NLC has a monopoly on Afghan transit trade from Karachi to Kabul and Kandahar. Pakistan allows Afghan trucks to transport certain Afghan exports to India via the Wagah border. The Bilateral Transit Trade Agreement with Iran allows Pakistani trucks to carry goods to Zahidan while Iranian trucks can operate to Quetta. A road transportation agreement between Pakistan, Iran, and Turkey is not being implemented; this is restricting Pakistan-Turkey trade as Iran does not allow Pakistani trucks to enter and prevents Turkish haulers from transiting to Pakistan. Pakistan is negotiating revised agreements with Afghanistan and Iran aimed at allowing free movement of transit trade; the agreement with Iran is awaiting ratification.
   
2. 
   Pakistan has signed a number of regional road transport agreements since its last Review. The 1995 Quadrilateral Agreement with China, Kyrgyzstan, and Kazakhstan was finally implemented in November 2004, and Implementation Rules were issued in April 2005. The Pak-Afghan Bus Service Agreement, signed in March 2005, allows bus services between Peshawar and Jalabad, and Quetta and Kandahar. In December 2005, Pakistan signed an agreement with India to allow limited bus services between Nankana and Amritsar; cabotage is excluded. Pakistan’s operations to India are provided exclusively by the state-owned Pakistan Tourism Development Authority, which also has monopolies on other overland transit routes.¹⁰⁸ In October 2005, Pakistan ratified ESCAP’s Inter-Governmental Agreement on Asian Highway Network designed to promote regional international road transport.
   

2. Information technology and software development

   1. 
      Pakistan has continued to promote development of information technology and computer software, with particular export focus. Development has been assisted by several tax, financial, and regulatory incentives e.g., exemption from income tax on software exports until end-June 2016, allowing 100% foreign equity, and promotion by the Pakistan Software Export Board, which plans to raise the industry’s size five-fold, to US$10 billion by end-2010, and increase exports in 2006/07 to US$108 million. Pakistan’s goal is to increase broadband penetration nationally from current low levels of 0.1% to 1% by 2010; internet penetration is only slightly higher at 0.2%, and personal computers at 1.85%. Broadband growth has been restricted by high prices (60 times higher than Korea) and poor quality services; current policy is to establish a broadband enabling environment (Broadband Policy, December 2004). The number of broadband subscribers and services provided is unrestricted, and PTA’s regulatory framework for value-added services was changed to a simplified class licensing system in October 2005; almost 200 such licences have been issued. CVAS licences are classified mainly as either data or voice type; they have allowed more than 15 individual licence categories to be merged into these two categories. VoIP services may be only provided by telecom operators (not ISPs).
      

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