Border infrastructure lacking

Border management in Pakistan has largely been underdeveloped and quite inefficient. Most border crossing points, particularly in Balochistan, such as BP-250, Mand, Pishin and Panjgur, lack modern and essential facilities, and, therefore, cannot be considered fully established Customs stations or terminals. Mand and Panjgur operate without terminal operators. After a prolonged delay, the National Logistics Cell (NLC) has finally estab- lished a cargo terminal with a weighbridge at BP-250. However, developing a fully equipped terminal will require time.

At present, cargo arriving from Iran is cleared using primitive and conventional methods. There is no proper mechanism for inspecting LPG cargo, with rotametres being used to check goods. Consignments requiring laboratory tests face delays owing to the absence of modern labo- ratory servises, resulting in goods being referred to Karachi.

Essential services, such as quarantine operations, phytosanitary controls and food safety inspections, take significantly longer time due to staff shortages and the lack of dedicated offices at border points. Banking facilities are also unavailable at most stations. Alarmingly, even a stable internet connectivity is absent, limiting traders’ ability to file goods declarations (GDs) and make online payments. This lack of modern infrastructure undermines trade competitiveness and does weaken regional connectivity. Even boarding and lodging facilities for Customs staff are poor since these land border stations are located at considerable distances from central urban areas.

It is noteworthy that this region hosts one of Pakistan’s most critical trade corridors, highlighting the urgent need for robust infrastructure development to strengthen regional connectivity. Key initiatives, such as China-Pakistan Economic Corridor (CPEC), Central Asia Regional Economic Cooperation (CAREC), bilateral trade with Iran, and connectivity with Central Asian Republics (CARs), are heavily reliant on these routes. At present, a significant volume of LPG destined for Punjab is transported through these land corridors, while a portion of Afghan transit trade is routed through Gwadar.

In the coming years, trade activity in the region is expected to expand substantially due to transit trade agreements with the CARs, increased utilisation of Gwadar port, anticipated growth in transit and trans-shipment operations, bilateral trade with Iran, and the implementation of Transports Internationaux Routiers (TIR) operations. Furthermore, the establishment of common border markets, along with the opening of new border crossing points and checkposts, is likely to further boost trade at various land stations.

To address these challenges, the federal government must prioritise the develop-ment of modern infrastructure at these long-neglected land border stations.

Adequate physical infrastructure, modern equipment and gadgets, trained human resources, and operational facilities are essential to meet the requirements. Equally important is the development of digital infrastructure to modernise the trade environment and enhance efficiency.

SHAHID ALI ABBASI

KARACHI