CPEC China Pakistan Economic Corridor Commercial feasibility for Pakistan

CPEC

China Pakistan Economic Corridor

Commercial feasibility for Pakistan

By
Dr. Athar Ahmed
(Director ORIC)

Assisted by

Adil Rind, Sundia Devi Lohana & Mahnoor Hoth

DK-10, Street 38, Darakshan، D.H.A Phase 6
Karachi, 75500, PAKISTAN


Preface
Though lot of articles and reports are written on China Pakistan Economic Corridor and
uncountable experts on subject have expressed their views on it in various seminars
everywhere and topic is still prevailing in print and electronic media and professional
institutions, I, myself also have written two articles on CPEC but this article is the one which has
touched the basis of every stage from felt of requirement of CPEC till paying back the amount to
China and suggestion for monetizing and optimization of revenue generation opportunities for
lowering down the loan burden.
I take this opportunity to thank the management of Greenwich University for providing me high
tech professional platform for writing this report and provided me all required assistance
including three hard working students Adil Rind, Sundia Devi & Mahnoor Hoth who help me out
in gathering data, and last but not the least my special thanks to my Personal Assistant Shanza
Zohaib for typing, composing and giving professional look, without help of these helping hands

it was not possible for me to complete this task, further more I would like to make it very clear
that everything mentioned in this report is my personal view and observation and Greenwich
University has facilitated me & team for preparing this but not responsible for any contents.

Dr. Athar Ahmed
Director ORIC
Greenwich University


Abstract
The topic of China Pakistan Economic Corridor is very much hot in discussions not only in
Pakistan but all over the world, it is beyond any shadow of doubt that this project is outcome
and execution of visionary thinking of Chinese leadership which in addition to China itself going
to benefit the entire world, and Almighty Allah has selected Pakistan to blessed by the most
important strategic location that can be beneficial for entire world by providing connecting
route to southern part of the world with Northern part of the world.
In Pakistan, the debate on the profitability of CPEC is very much never ending topic, the section
of group is annoyed from project and saying that all the benefits of project are tilted towards
China and Pakistan will not be getting any benefit out of it, not even in employment generation
as manpower engaged in development of project is also imported from China and China will be
operating their own fleet of heavy vehicles for movement of goods to and from Gwadar and
Chinese border, as such the logistic sector of Pakistan can not avail the opportunity of providing
logistic services and Pakistani raw labor cannot get job opportunities due to presence of
Chinese labor engaged in development of project, then where from benefit for Pakistan can
come.
In this report we will endeavor to highlight how this project can be beneficial for different
countries of the world in general and Pakistan in particular and the areas where more work is
needed in order to make this project more useful for Pakistan and China.

Contents:

How the need of economic corridor was developed

5

Negotiations with Pakistani Authorities

6

What could have been done?

8

Marketing of port services for transit trade:

11

Stimulate African countries to enhance trade with
Central Asian States:

12

Development of Inland Waterways System:

13


How the need of economic corridor was developed:
Right from the initial time China start trading with rest of the world their trade is tilted more
towards western part of the world, though there were many problems China was facing, out of
those few are mentioned here.

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The sea ports in China are located on eastern end of country and for all the vessels
leaving China for western world have to start their voyage from port from East China
Sea, Philippine Sea, Strait of Malacca, Bay of Bangal, Arabian Sea, Red Sea, Suez Cannel
to enter European Sea and then enter in North Atlantic Ocean for North American side
or from Arabian Sea to Indian Ocean and then enter in South Atlantic Ocean from
Southern African side for voyage towards Southern American side, the time when vessel
cross from the point closest to Pakistani sea it covers the distance of 18400 nautical
miles and so is the case when vessels approaching China from western part, when they
enter Asia from Suez Canal/Red Sea and cross from the point closest to Pakistani port it
has to travel 18400 nautical miles more to touch Chinese port.
Location of industrial cities in China are mostly on western China which are closer to
northern part of Pakistan, i:e. after unloading from vessel on Chinese port the goods
need to cover 6000 miles of road travel of around 6 days to reach industrial area.
The cost of incoming and outgoing goods was on higher side due to higher freight
charges, due to longer distance the freight cost of Chinese goods in world market was
higher which was making it more uncompetitive and at the same time it was enhancing
cost of products coming to China from other countries.
The only way to approach Chinese ports is through Strait of Malacca situated between
Malaysia and Indonesia and it is not deep enough to let heavy vessels cross plus it is
considered among most dangerous zones in shipping sector, since it is not wide enough

to be said as free movement zone but due to heavy smaller vessels traffic it becomes
difficult to cross Strait of Malacca easily, according to reports around more than 100,000
vessels cross from this route each year and figure is increasing every year, in addition to
heavy rush many accidents took place in area and this place is also known as “Paradise
of Pirates” which has ultimately increased insurance charges that leads to change in
freight and duties of goods that again increase cost for end user consumer in China and
for others using Chinese products.
Though this is physical infrastructure of China but against normal global practice of
developing industrial estates closer to port areas China’s industrial cities are located on
western part of China which needed long road travel after voyage to reach its
destination and that industrial cities are located closer to northern boarders of Pakistan
i:e much lesser distance from Pakistani port areas than port of their own country.


(Red dot line: Voyage route for China, Green dot line: Inland travel route within China)

Based on above mentioned realization Chinese leadership started thinking to start negotiations
with Pakistani authorities for allowing access to Gwadar for diverting their shipping
requirements from Chinese port to Gwadar port.


Negotiations with Pakistani Authorities:
Though it is quite obvious like open book that major portion of benefit of China Pakistan
Economic Corridor lies with China, if we calculate from average minimum of five vessels per day
coming in and going out from China’s port, it means saving of around 92,000 nautical miles per
day (18,400 nautical miles per ship x 5 ships per day) i:e saving of 92,000 nautical miles and
saving of around 18 days of travel time and that 18,400 nautical miles add to the C&F price of
goods which ultimately add to the duties of inward and outward goods that is very much good
reason for making product non competitive, in addition to this cost another reason of higher
cost is due to narrow passage of Strait of Malacca larger and heavy vessels could not cross the

area and smaller vessels are to be used for transportation to and from China which add revenue
to cater higher number of vessels.
 Initial negotiations shows Pakistani team was unnecessarily tilting towards China.
 Developed psychological pressure of Chinese upper hand over Pakistan.
 When agreements are signed, we have to pay them back around over US$56 Bn, besides
making payment of heavy amount there are number of points i:e. favoring more to
China could have been strongly negotiated for tilting towards Pakistan, but now, the time
is over, we have given many un-necessary concessions which could have been avoided,
with these negotiations we have lost many revenue generating opportunities i:e
exemption of paying octroi charges, allowing their trucks for lifting goods from Gwadar
Port etc.
Though we have lost many options of revenue generations while negotiating with Chinese
teams but as it is claimed about depth of Pakistan China friendship it cannot be re-negotiated
and we have to execute on what is agreed and now before further negotiations for executions
and other available revenue generation options we have to be very much careful and must keep
Pakistani interest supreme because China has a long history of investing in lesser developed or
developing countries mostly in African and South Asian countries but due to inability of pay
back capability of those countries China has kept the property as collateral with them, few are
as follows:
 China gave billions to Djibouti; they were unable to pay back, now China has confiscated
their harbor as collateral damage.
 China gave Maldives a loan, they were unable to pay back, and now 38 plus percent of
the state owned resorts belong to China.
 Madagascar couldn’t pay the loans of China and now lands were used as collateral
damages.
 Zambia could not pay back their loans; China is taking over their Air Port and Air Space
soon, (Military jets included).
 Ethiopia couldn’t pay back the load, now the railway system belongs to China.
 Kenya, 70% of their mineral resource mines belongs to China because they couldn’t
repay the loan.

 Sri Lanka also hands over port to China to pay off debts.
 Similar type of transaction took place in Angola where an oil field is handed over the
China to pay off debts.


Based on above mentioned facts we have to take it very seriously and should not take 40 years
payback time as lighter conditions, instead of taking it as easy term we must immediately start
global marketing of facilities developed in CPEC project and start paying back to China to
complete payment in much lesser time then given 40 years. What are the areas where Pakistan
could have upper hand in negotiations but we lost that opportunity?
What could have been done?
It is natural and commercial fact that countries invest huge amounts to develop facilities for
cheaper operations of all activities and optimized profitability, the quantum of inward and
outbound trade of China is comparatively very high as compare with other countries, in
following paragraphs we have endeavored to explain about savings of China by using Gwadar
Port for their imports and exports as compare to using their own port located at north eastern
coast of China.
Each vessel approaching Chinese port is saving additional voyage of around 18400 Nautical
Miles and 18 days of voyage duration, thus each vessel is saving expenditures incurred in voyage


of 18400 nautical miles besides saving of time duration which is ultimately saving insurance
premium of excess voyage plus additional premium of crossing Strait of Malacca due to
probability of more accidents and activities of pirates in area, as such the C&F prices of goods
reaching China is reduced, this reduction in C&F value is lowering down duties amount which
again results in reduction of prices for end user or consumer in China and vice versa, after
unloading of goods at Chinese port it has to travel 6000 kms more on road to reach its
destination in industrial areas where as that same industrial area is only 3000 km from Gwadar
port, thus each vessel is saving 18400 kms voyage distance, 18 days voyage duration and
another 6000 kms of road travel and this is multiplied by average of 5 vessels per day and that

is again multiplied by 365 days of year, we can very well imagine that all the investment made
for CPEC could have been recovered by China through this saving only in much lesser time then
40 years time given to Pakistan to pay it back, even after this huge saving China has put forward
the condition that they will not pay the local octroi charges in Pakistan till full and final
settlement of loan by Pakistan, at present Pakistan is earning reasonably enough through octroi
on goods of transit trade for Afghanistan which is 10 time lesser then quantum of trade of
China, i:e. if Pakistan is earning Rs.100/ from Afghan transit trade we could have earn Rs.1000/
from Chinese transit trade and the best thing in this deal for Chinese is that China is paying all
local octroi charges for goods going from Chinese port to their industrial areas, but it is saved in
Pakistan, so here again saving on head of octroi charges and depriving Pakistan from huge
earnings.
Everyone is fully aware that new Chinese cities are being developed in Gwadar for people
coming from China for CPEC project instead of hiring local people, the biggest charm of foreign
investment is employment generation for locals but we have signed agreements for bringing
large number of Chinese for operating project instead of locals which has reduced the biggest
charm of getting employment in foreign funded project, in addition to loosing employment
opportunities for locals another opportunity of getting business by local freight forwarder is lost
by allowing Chinese trucks for movement of goods from Gwadar to Khanjrab Pass and from
Khanjrab Pass to Gwadar port, it was very much golden opportunity for all the members of
Pakistan International Freight Forwarders Association (PIFFA) for increasing manpower in their
sector and truck assembly plants in Pakistan because Chinese people will bring their own trucks.
Pakistan could have easily convinced China for not importing man power for project and keep
their trucks till Khanjrab Pass for onward local journey and keep the rights of transportation of
goods from Gwadar to Khanjrab Pass for incoming goods and vice versa.
We have signed agreement for Built, Operate & Transfer (BOT), Had it not been on BOT basis
Pakistan could have easily asked China to complete the project at their own cost without
considering it as loan to Pakistan, even then it would have been beneficial for China, as from
above mentioned statistics of traffic and savings of huge amount of freight China could recover
spent amount from saving in much lesser time of 40 years given to Pakistan, whereas under
present agreement China is getting back double amount spent on project, i:e. payback of loan

given to Pakistan for this project and gaining huge amount from savings on transit movements,


savings on insurance premium, we can easily say that from this agreement China is getting
return on investments from two heads.
So far a person of average sense and knowledge fail to understand what were the obstacles in
putting forward our terms and conditions before Chinese team for acceptance and what was
the pressure on Pakistani negotiating team to accept all the terms and conditions laid down by
Chinese team, few from those conditions are:
 Management of port operations
 Tax exemption
 Octroi exemption
 Bringing manpower from China for project
 Bringing their own trucks till Gwadar port.
From above mentioned conditions Pakistan has lost the possibilities of generating employment
opportunities for locals which in return could uplift the standard of living of local population
which is already deprived of good employment opportunities and by allowing them to bring
their trucks to carry the goods from Gwadar till Chinese border, at present (2020) on average of
15,000 to 18,000 smaller and big trucks move from Karachi port on daily basis which is giving
opportunity of employment to around 55,000 to 60,000 people i:e. average of 3 persons per
truck and these 15,000 to 18,000 trucks are carrying goods for up country and goods of transit
trade of Afghanistan and does not include trucks destined for China, after start of full operation
it is estimated that around 30,000 to 35,000 trucks each day i:e. around 15,000 more trucks will
move which can provide employment to 45,000 people more in logistic sector which we have
lost.
In addition to loosing employment opportunities Pakistan will lose huge revenue earning
opportunities by accepting their term of exemption in taxes and octroi charges till return of
entire invested amount, where as all local taxes and octroi charges are paid on movement of
goods within China but exempted in Pakistan territory, Pakistan could have put forward the
condition of adjustment of revenue amount of taxes and octroi against their loan which could

lowered down the loan burden on Pakistan and could help Pakistan in paying back much earlier
than given 40 years.
The answer of question “Can we re negotiate for softer terms now?” is simply “NO” then what
is there for Pakistan in CPEC, the answer of 2 nd question, “Have we only given them our land,
port and corridor for exclusive use is also “NO”, now the answer of 2 nd question in “NO” carries
lot of hidden opportunities for Pakistan and if Pakistan properly and professionally trace those
opportunities than we will be able to generate revenue for clearing our debts from this project,
though the revenue will not very much high as it could have been, but still if we optimized our
available opportunities by tracing those hidden opportunities and monetized them
professionally then only we will be able to generate revenue for clearance of our debts and
keep the name of “Gwadar Port” away from the already available list of projects in different
countries which China has taken over due to nonpayment of their invested amount in their
countries.


Now the stage has come where we have to dig out all those hidden revenue generating
opportunities of project which can ease down the payment pressure on Pakistan.
1.
2.
3.
4.

Marketing of port services for transit trade.
Stimulate African countries to enhance trade with Central Asian States.
Develop Gwadar as “Trans Shipment Hub.
Start working on “Inland Waterways” on war footing basis.

1.
Marketing of port services for transit trade:
This giant project carries dozens & dozens of opportunities for Pakistan that can be extremely

good for economic uplifting of countries but nothing will happen unless we our self explore,
identify and develop opportunities and practically execute them i:eglobal marketing of transit
trade facilities, needless to mention here that effective utilization of all invested revenue
generating opportunities can optimize revenue generation, an aero plane flying with lesser pay
load is a loss, train service with lesser passengers is loss, as such air ports and sea ports can also
go on loss if air and voyage traffic is thin at facility and very clear example of available of 44
airports in Pakistan out of which only three generates revenue, therefore we must look for ways
and means for increasing traffic on Gwadar port, but the question arise here is how the traffic
on port can be increased, on one hand we are working hard to minimized our imports, but this
reduction of traffic by decreasing imports can be compensated by endeavors of enhancing
exports for maximizing traffic for lifting exporting goods from Gwadar port but creative thinking
can reveal that Almighty Allah has blessed Pakistan with highly important strategic location that
can be very effectively utilized by offering transit trade facility to neighboring countries located
close to northern part of Pakistan, Pakistan is already providing transit trade facilities to land
locked country Afghanistan, and immediately after Afghanistan is a block of six land locked
countries i:e. Central Asian States which are full of natural resources and minerals and if we
offer our transit facilities to complete block of African countries consists of 32 plus countries
and stimulate them to enhance their trade with Central Asian States than we can make
optimum utilization of God gifted strategic location by connecting 32 plus African countries with
six Central Asian States.
At present we are providing transit trade facility to Afghanistan only through which we are
generating reasonable income through octroi plus earning of Pakistani logistic companies, by
adding six Central Asian States on average of same level of services our transit trade earnings
will increase by seven folds plus China along is equal to these seven countries but even if we
take as 3 fold than our transit trade revenue will be increased by ten folds as compare to what
we are generating now.


2.
Stimulate African countries to enhance trade with Central Asian States:

The topic which is taught in subject of Sales Management frequently is “60% business comes
from old business, you will have to work to generate remaining 40%” of business to make your
entity profitable up to its optimum level, in order to monetize the project at its optimum level
we should form special committee having members from the field of Freight Forwarding sector,
Shipping sector and Custom authorities to conduct study to find out whom we can provide
transit trade facilities and what will be the benefit for them by using as transit trade facility, if
we our self look the world map we can easily realize that a vessel leaving port of any African
country will have to cover extra long distance for reaching country of Central Asian State which
increase time duration also, from this scenario we can develop marketing plan for connecting 30
plus African countries with six countries of Central Asian States, Afghanistan and China, that can
generate revenue which is beyond our imagination.

(Red dot line: Tanzanian port to Gwadar, White dot line: Gwadar to Central Asian States)


3.
Develop Gwadar as “Trans Shipment Hub”
Keeping in view of strategic geographical location of Gwadar, its access route, its depth of 18.2
meter, capacity of 120 berths, available natural facilities Gwadar is an ideal place to be
developed as “Trans Shipment Hub”, by developing trans shipment hub the shipping industry
worldwide can gain its lost past glory and profitability can be regained by optimum utilization of
marketable cargo space, large vessels from western part of the world can carry full load not only
for countries goods are destined for, but for all the countries of eastern part of the world and
vice versa, the marketability and profitability of space in vessel can increase manifold, otherwise
it is difficult for any ship to move profitable payload and at the same time to meet the dead line
of delivery time of consignment and exporter cannot wait till the ship gets full pay load as such
one voyage can be split into two voyages, 1 st voyage of vessel starting from European
destination will carry goods for all countries located beyond Pakistan on eastern side and dump
in Gwadar port and return back to their own country after picking up the accumulated goods
coming from different countries from eastern part of the world for their country, therefore on

return voyage of every vessel will be full of stuff for their own country, due to natural depth of
18.2 meters the largest container vessel can be docked for loading and unloading and again due
to availability of 120 berths on port larger number of vessels can be accommodated at one time
for shifting of goods towards both sides, by adopting this type of trans shipment of goods, the
movement of goods at much faster pace from north to south and from west to east and vice
versa, we will be able to generate more revenue that can be used for paying back the debts for
clearance to China.
Operations of “Trans Shipment Hub”.
World can be divided in three groups;
Group – 1
Consist of all countries on eastern side of Pakistan
Group – 2
Consist of all countries on western side of Pakistan
Group – 3
Consist of all land locked countries on northern side of Pakistan

In order to market maximum cargo space the shipping companies book maximum cargo for
countries coming en route to its set destination and it depend on marketing department of
shipping company how and how much cargo they book on return journey of their vessels but


“Trans Shipment Hub” can give all shipping companies an opportunity to all countries of Group
1 to book all the cargo from their home country destined for any country of Group 2 but instead
of going to all countries separately unload entire cargo at Gwadar Port and load all the cargo of
their home country reached at Gwadar from different countries of Group 2, and same process
must be adopted by vessels of countries of Group 2 and cargo fare must be divided on mileage
basis, by adopting this process the cargo movement time will be reduced drastically and
wastage of marketable space in vessels will be reduced and cargo space can be utilized at
optimum level.
By adopting above mentioned suggestion Pakistan National Shipping Corporation can remobilize its marketing department for marketing of cargo space to different countries to pick

and drop their cargo for onward voyage from hub.
Similarly all the cargo destined for countries of Group 3 must be taken care by Transit Trade
Department of Trans Shipment Hub for sending through designated cargo movers till their
countries and their outgoing cargo must be brought by them on their return journey for onward
outgoing voyage on vessel of that country.

Cargo handling capacity of Gwadar Port will be 400 million tons per anum

(When completed)


Benefits for shipping companies:
Present is an era of large container careers and from commercial point of view if operating cost
of one small container career for any given distance is Rs.100/ and little larger with 150%
capacity will not be Rs.150/ and large vessel with 200% capacity then small vessel will not be
Rs.2000/, it will be maximum Rs.1200/ and Rs.1400 respectively, as such it is more feasible to
operate larger vessels, but the main hurdle for use of larger vessels in this route is shallowness
of “Strait of Malaca” which is not deep enough to let larger vessel cross easily and in addition to
shallowness frequent zig zag also make the voyage impossible for larger vessels, therefore the
multiple problems of availability of pirates, presence of participant of “War Practice Zone”
shallowness and frequent zig zag in area make this area more difficult and expensive, due to
conversion from bulk career vessels to container careers of larger capacities that route is least
considered now, though the port of China can accommodate larger vessels but the access route
to port is difficult and expensive, but at the same time marketing of shipping services must be
made stronger enough for optimum utilization of available space and each and every Sq Ft of
capacity must be monetized, otherwise people remember very well what happened to world
largest German Shipping Company “Hanza Lines”.
If we look Pakistan from political eye we can find that India is the only country with whom we
are not maintaining cordial relationship and this opponent attitude is exposed on every
platform, present is an era of realistic approach in our visions and era of setting priorities based

on requirement of people of country, the dispute of issue of Kashmir is the one issue which has
never let both the countries come closer mentally despite of geographical closeness and both
countries are spending extra ordinary huge amount on defense since last 70 plus years, though
many time ice melting scenario was developed but it is beyond any level of imagination every
time it takes u-turn, if Pakistan make an attempt of offering this economic corridor for transit to
Indian goods destined for Afghanistan and Central Asian States and vice versa we can
confidently say that by utilizing this facility and gaining benefits of lesser freight cost which can
ultimately make Indian products more competitive in Central Asian States India will focus less
on other disputable issues and will keep them in pending for decades and decades, where as
Pakistan will lose nothing rather keeping in view the size and trade volume of India with
Afghanistan and Central Asian States we can enhance our revenue generation capacity on
account of octroi plus enhancement of job opportunities in our freight forwarding sector.
The revenue generated on account of octroi earned by providing transit trade to African States
for Central Asian States and by connecting India with Central Asian States and by converting
Gwadar port as Trans-Shipment Hub can be utilized as installment towards settlement of loan
otherwise name of Gwadar port can be added in list of facilities China has taken over in eight
other countries, after settling the loan amount to China Pakistan will be in a better position as
the Chinese condition of not paying octroi till full and final settlement of amount spent by China
will be over and trade volume of China alone is bigger than six Central Asian States and
Afghanistan, currently Pakistan is earning by offering transit trade to Afghanistan only, after
starting transit trade for six CAS countries the figure will be seven fold more, but after clearing
Chinese debt alone the octroi earning of Pakistan can be equal to those seven countries due to
large volume of Chinese trade.


Development of Inland Waterways System:
As it has been said very frequently that Almighty Allah has blessed Pakistan with everything
needed for progress, the only thing needed is tracing and making effective and optimum
utilization of all those tangible and non tangible God gifted items and facilities, among many
natural features Pakistan has been blessed by rivers but due to lack of creative thinking

capabilities we have so far not made any effective utilization of rivers and sea ports in Pakistan,
Singapore is small country but major portion of economy is supported by Singapore Port due to
effective utilization, other globally known sea ports which are contributing reasonably well in
economies of their countries are Jabal-e-Ali port of UAE, Warsaw port of Poland, Purus port of
Greece, Hamburg port of Germany, even within boundaries of a country Germany has
developed River Rhine as biggest travel resort and pleasure voyage is introduced which is
contributing huge revenue for national kitty, whereas despite of having rivers Pakistan has done
nothing for any effective utilization. If we see the chain of rivers and 1000 miles of coastal area
of Pakistan nothing we have done so far to encash this God gifted facility, the use of port can be
enhanced by providing transit trade facilities to maximum number of countries but what can be
Done to monetize our rivers available in Pakistan.

If we look into the map of rivers in Pakistan we will find the possibility of movement of
containers through plain container barges pulled by power boat, though the water level in Indus
river is very low but that can be increase through better water management process by experts,
it is very unfortunate that under 18 th amendment the rivers are subject of provinces instead of
federal government, in province of Punjab “Inland Waterways Co., Ltd” is working well but it is
confined within province and local tourism whereas Sindh Government has done nothing for
development of inland water ways, Pakistan Navy has conducted the survey and practically
shifted large size heavy machinery through barges pulled by power boat till Multan for
installation in large factory near Multan, the survey and do ability report of movement of
containers through barges pulled by power boats till the Attock city of Khyber Pakhtoonkhwa
province and to make it on regular basis is practically checked, only little investment is needed
to commence inland water ways service, if we look into present status of road transportation, as
mentioned here earlier that as of now around 15,000 to 18,000 trucks moves from Karachi on
daily basis and the larger size long vehicles uses 22 wheels, that means 18,000 multiply by 22 is
equal to 396,000 wheels roles out from Karachi on daily basis, if we look towards water
transportation it is not more than 20% of the cost incurred on rail or road transportation as such
80% of the cost on transportation can be saved and road transportation cannot be stopped

completely but for sure encouragement of inland water ways and its low cost the road
transportation will automatically be discouraged and due to lesser cost transporters will them
self prefer through water ways but it can go against us again if we allow others to operate their
power boats in rivers of Pakistan, due to reduced transportation cost in water ways the
profitability will be increased and it will be in our own hands, as such we will be owning the
system which can generate job opportunities for locals instead of imported workers, the road
transportation for transit goods will start from Attock city for onward journey for Afghanistan,
China and Central Asian States.