Mian Zahid Hussain, President Pakistan Businessmen and Intellectuals Forum (PBIF) & All Karachi Industrial Alliance (AKIA), Chairman National Business Group Pakistan (NBG), Chairman FPCCI Policy Advisory Board and Former Provincial Minister of Information Technology, has said that Pakistan should no longer ignore Inland Water Transport while its freight system remains overwhelmingly dependent on expensive road transportation. He said that Inland Water Transport is not merely a theoretical concept but a practical economic necessity that can reduce logistics costs, conserve fuel, protect the country’s road infrastructure and improve the competitiveness of Pakistani exports.
Mian Zahid Hussain said that 206 billion tonnes of cargo were moved through the road network in 2023, accounting for more than 90 percent of the country’s freight traffic. He pointed out that the National Highway Authority’s network constitutes a small portion of Pakistan’s total road network but carries around 80 percent of commercial traffic. This excessive concentration is increasing congestion, fuel consumption, road deterioration and the overall cost of doing business. He added that FPCCI has rightly brought this important matter to national attention. The development of inland waterways, particularly a strategic Attock-to-Karachi water route, can provide Pakistan with a low-cost and sustainable freight corridor. He said that reducing dependence on roads is essential for improving logistics efficiency and restoring the competitiveness of trade and industry.
Mian Zahid Hussain said that the government has already recognised the importance of Inland Waterways Transport through the National Transport Policy 2018 and the National Freight and Logistics Policy 2020, but implementation has remained painfully slow. These policies proposed an Inland Waterways Transport Master Plan, the development of navigable routes, and the phased utilisation of the Indus River system. He said that the country does not need another round of studies and seminars, as the required policy direction is already in place and now requires practical implementation. He said that under the proposed plan, Phase One envisaged establishing an integrated Inland Water Transport terminal at Daud Khel, Mianwali, to connect road and river freight. Phase Two proposed extending the route from Mianwali to Taunsa, while Phase Three envisaged extending it further from Taunsa to Sukkur. The approximately 220-kilometre Attock-to-Daud Khel section has already been tested and found feasible, while the Mianwali-to-Taunsa extension can establish an inland waterway of around 550 kilometres.
Mian Zahid Hussain said that Inland Water Transport can also generate substantial fuel savings. Available technical estimates indicate that transporting 1,500 tonnes of cargo over 200 kilometres would require around 60 trucks consuming approximately 15,000 litres of fuel. Moving the same cargo by rail would require around 4,200 litres, while a waterborne barge would require approximately 1,600 litres. He said that these figures clearly demonstrate why inland waterways are considered one of the most economical modes for transporting bulk cargo. He said that Pakistan should learn from the successful experiences of India and Bangladesh. Cargo movement through India’s national waterways increased from 18.1 million metric tonnes in 2013–14 to 145.5 million tonnes in 2024–25, reflecting the benefits of sustained investment, terminal development, policy support and private-sector participation. Bangladesh, on the other hand, has around 24,000 kilometres of waterways, through which approximately 194 million tonnes of cargo is transported, while inland waterways also carry about one-fourth of its passenger traffic. He said that these regional examples prove that an effective water-management policy, modern terminals and private-sector investment can transform natural waterways into productive economic assets.
Mian Zahid Hussain said that Pakistan has been blessed with the immense natural advantage of the Indus River, but this resource has never been leveraged to build a modern national logistics network. According to policy estimates, developing the 1,600-kilometre Karachi-to-Kalabagh channel may require approximately USD4 billion over a period of five to ten years. However, the economic benefits, including lower freight costs, reduced pressure on highways, new investment, and greater export competitiveness, can be far-reaching. He pointed out that seasonal water fluctuations, silt accumulation, insufficient navigational depth and inadequate navigation facilities at barrages remain major challenges. Regular dredging, construction of an appropriate navigation lock at Sukkur Barrage, upgrading of other locks and proper water planning for year-round navigability are therefore essential.
Mian Zahid Hussain urged the federal government, provincial governments and relevant ministries to move beyond policy documents and take coordinated, practical steps. He said that Pakistan cannot become an export-led economy as long as its logistics system remains outdated, costly and excessively dependent on roads. He urged the government to establish a permanent Inland Waterway Transport Authority, finalise the regulatory framework, develop terminals and navigation infrastructure, and offer bankable projects under public-private partnership arrangements. He said that Inland Water Transport can prove to be a game-changer for Pakistan, but only if announcements are linked to clear timelines, institutional ownership, and effective implementation.
