Need for modern dry port in Peshawar

Peshawar, the metropolis of the North-West Frontier Province (NWFP) has remained the historic passage of foreign intruders and trade convoys into the sub-continent. After the end of the euphoria of Communist Russia and the independence of the Central Asian Republics (Cars) it become a gateway to Central Asia providing the easiest, shortest route to them.
Due to continued instability in neighbouring Afghanistan and lack of solid policy by the government of Pakistan the authorities have failed to make the needed contact with Central Asia. However, with proper planning and implementation after the independence of these states, two modern dry ports were required with a stock exchange, export trade center with arrangements for import and export.
But, it is our national tragedy that work on institutions relating to national interests always starts with enthusiasm. Yet instead of national interest, resources have been utilised for personal interest resulting in turning institutions redundant.
In 1986, the then Federal Minister for Railways Nisar Mohammad Khan said that we do not require a so-called dry port but a modern one having all kinds of facilities like other cities of the country. The dry port was also used as a passage for Pak-Afghan Transit Trade (ATT) since 1965 and three British era constructed godowns of Pakistan Railways were included in it.
On that occasion, the federal minister also promised it would be a temporary dry port while pledging to establish a modern dry port equipped with all kinds of facilities shortly in the provincial capital. But, despite the passage of eighteen years, the same temporarily established dry port is running on the basis of adhocism irrespective of the fact that it is one of the busiest dry ports of the country.
The Peshawar Dry port is also short of space with a very small area for placing importable or exportable goods. Downloading and unloading goods on containers require space, enabling the crane to move freely.
The trading goods mostly remain outside the dry port with the apprehension of breaking the seal of the wagons and the stealing of goods. This requires the construction of new sheds. The dry port also requires a public sector crane the government should arrange for the facility of a fixed and moveable crane.
The offices of Pakistan Railways, Pakistan Customs, Customs Clearing Agents and shipping cargo agents should also be established at the Peshawar Dry Port beside a merchant room and an examination hall.
The mud land of the dry port should be black-topped or cemented to prevent exportable goods like carpets, handicrafts and other goods from falling and getting damaged. Cemented walls should be constructed around the dry port with arrangements for the drainage system, particularly for taking out rainwater from the dry port. Due to lack of security, export-bound goods do not reach their destination forcing exporters to arrange a private escort for their goods with payment of a handsome price for it.
The importers and exporters pay millions of rupees as railway fare, after which the security and timely delivery of the goods also become the responsibility of the Pakistan Railways, then why is this facility not provided by them.
Pakistan Railways, should restore police escort. Pakistan Railways, like Faisalabad and Sialkot, should run a special cargo train between Peshawar to Lahore once or twice a week to enable the timely delivery of exportable goods of the Frontier province as the wagons take ten days to one month from Peshawar to Karachi.
Power breakdowns from Peshawar to Karachi at Multan or Sukkur Divisions leave the loaded wagons stranded for days resulting in the delay of goods to be loaded onto ships. The exporters then have no option other than waiting for a period of fifteen days for another ship to load their goods.
Pakistan Railway is also required to introduce changes in their outdated system. The wagons from Peshawar usually remain parked at the Karachi marshalling yard for weeks.
A special cargo train from Peshawar to Karachi should be arranged and the marshalling yard should be directed to immediately place the wagons.
Pakistan Railways should also make arrangements for the provision of modified empty wagons at Peshawar. Shunting engines, a requirement of the dry port, is also usually not available at Peshawar. The Pakistan Railways should also provide shunting engine. Machinery imported for the industrial estates like Gadoon, Hattar, Small Industrial Estates coming through Karachi port should also be sent through safe transportation.
The delivery system is totally insecure with chances of bungling as in the past. Such kinds of goods booked for NWFP have to be cleared through the Customs Officials at the Peshawar dry port before delivery to the bonded warehouses of the units. Due to such shortcomings the export manufacturing goods units face a crisis. Like Karachi, Pakistan Railways should also run special wagons for Indian-bound goods from Peshawar to Mughalpura, Lahore, and then link it to the Samjohta Express. This act would enable the exporters of NWFP to directly send their goods from Peshawar.
For the economic development, the establishment of a Peshawar Dry Port Trust is a pre-requisite. Through this kind of infrastructure, the business community would get the facilities for participating in domestic and international trade and the Peshawar Dry Port Trust would succeed like that of Punjab.
The bringing and sending of consignments from Karachi and Port Qasim is a long and complicated one as the dry ports of Faisalabad, Sialkot and Lahore are providing better import and export facilities to their concerned stakeholders.
In connection with the establishment of Peshawar Dry Port Trust, Sarhad Chamber of Commerce and Industry (SCCI) has prepared a feasibility report and it includes all important importers, exporters, clearing agents and traders, besides the public and private sector institutions.
The government has banned the land route export through the Export Processing Zones (EPZs). Iran, Turkey, India and China have started monopolising trade in Afghanistan. For competing with them the establishment of a modern dry port in Peshawar is a pre-requisite.
In this connection, the chief minister of the former prime minister Nawaz Sharif days, Sardar Mehtab Ahmad Khan had announced the acquiring of 64 acres of land of Pakistan Railways at Azakhel, district Nowshera, and Rs 20 million for the establishment of a Peshawar Dry Port Trust, but with the change in the government the matter was put into the cold storage.
Now it is the responsibility of the Chief Minister Akram Khan Durrani to sort out the matter. The provincial government should start implementation of its directives forthwith and utilise the prevailing goodwill with Afghanistan to promote trade with the Central Asian Republics (Cars). The promotion of trade with Afghanistan and Central Asia would convert Pakistan into a Golden Gateway for these countries.