Countries often pay a heavy price for poor planning of development programmes, but the greater tragedy lies in the failure to acknowledge and address these missteps. The repercussions of these errors vary in nature and severity, ranging from substantial financial losses to devastating impacts on human lives—or both. A glaring example is the worsening environmental crisis caused by the relentless spread of smog, which now blankets vast areas and poses grave health risks to millions.
Despite the growing severity of smog, the responses from leadership have largely oscillated between identifying its causes and exploiting the crisis for political point-scoring. Experts attribute the crisis to multiple factors, including crop residue burning, emissions from transportation and industry, and waste burning. Politicians, however, have shaped the narrative to suit their agendas. For instance, Bilawal Bhutto Zardari of the PPP highlighted Karachi’s relatively cleaner air as evidence of his party’s governance, omitting the critical role of sea winds. Meanwhile, Khawaja Muhammad Asif of the PML-N rightly identified transportation as a primary contributor but failed to acknowledge policymakers’ negligence in improving public transport or promoting railway cargo networks which has significantly exacerbated the issue.
By prioritising road transport, policymakers overlooked the long-term environmental and economic consequences. For example, the gradual decline of goods train operation by the Pakistan Railways from 1980 onward was a direct result of the government policy to encourage the road transport to handle goods transportation. The number of operational freight wagons by Pakistan Railways in 1989 were around 36,249 but gradually it began decreasing for various reasons particularly the lack of maintenance and investment.
This was the period when the National Logistics Cell (NLC) commenced its operations in Pakistan. Initially relying on conventional trucks, the NLC later transitioned to heavy-duty trucks and trailers as its business expanded. Established in 1978 under the Ministry of Planning and Development, the NLC was created by the Government of Pakistan to address a critical logistics crisis caused by severe congestion at Karachi Port. Its primary mandate was to expedite the clearance and transportation of goods from the port to various parts of the country, providing a short-term solution to an immediate problem.
While the NLC played a crucial role in addressing the immediate logistics crisis by relying on road transport, it highlighted the government's failure to engage in proactive planning. Had the government invested in upgrading and expanding the railway network—particularly the mainline from Karachi to Peshawar (ML-1)—soon after independence, the congestion at Karachi Port could have been alleviated without the heavy reliance on road transport.
Pakistan's railway freight services have experienced a significant decline over the past four decades, primarily due to limited investment, deteriorating infrastructure, and shifting priorities within the transport sector
At the time, Pakistan Railways, worn down by years of neglect from both the administration and government, grappled with chronic underfunding and inefficiencies. Modernising its infrastructure would have taken far longer than the urgent situation required. As a result, the creation of the National Logistics Cell (NLC) was a reactive measure to address an immediate problem, rather than a long-term solution. By the late 1970s, the railway infrastructure had barely evolved since independence, leaving it ill-equipped to meet the growing demands of the economy.
The growing dominance of road transport has significantly impacted Pakistan Railways' freight services. Trucks have become the preferred mode of cargo transport due to their more direct routes and flexible schedules. This shift has undermined the competitiveness of Pakistan Railways, particularly as more resources and attention were directed toward expanding road infrastructure, leaving the railway network underfunded. Consequently, the railway's share of cargo movement has steadily declined, leading to revenue losses and a reduction in service offerings over time.
In recent years, Pakistan's truck fleet has expanded significantly, with an estimated 485,000 trucks and buses in operation between FY 2019 and FY 2023, despite a recent economic downturn that has impacted truck sales and production. By 2023, the local market was producing an average of around 4,800 trucks and buses annually.
The National Freight and Logistics Policy (2020) propose a strategic framework for revitalising the railway network, particularly for freight transportation. While the focus is primarily on upgrading and modernising existing infrastructure, rather than constructing new tracks.
Pakistan's railway freight services have experienced a significant decline over the past four decades, primarily due to limited investment, deteriorating infrastructure, and shifting priorities within the transport sector. In the 1980s, Pakistan Railways (PR) played a vital role in the country’s logistics, transporting a substantial volume of cargo with a fleet of around 979 locomotives at its peak in 1983. However, by 2017, the number of operational freight wagons had plummeted to just over 16,000, down from approximately 36,249 units in 1989. Similarly, the number of operational locomotives fell to 455 by 2017, marking a 50% reduction in cargo capacity and reliability.
Pakistan’s smog crisis is a stark reminder of the consequences of neglecting environmentally sustainable policies. The shift to road transport and the subsequent decline of railways have exacerbated air pollution, leaving the country struggling with its impacts
It is widely recognised that train services significantly enhance logistics infrastructure by reducing road congestion, lowering fuel costs, and minimising environmental impact, as a single freight train can replace up to 100 trucks. The National Logistics Cell (NLC) operates under a unique structure, involving both civil and military leadership, with its establishment and operations often managed in collaboration with the Pakistan Army. This partnership leverages military efficiency to address national logistics challenges. However, while the initiative was well-intentioned, the country paid a high price in the form of the freight train sector losing its market share. This was due to the rise of alternative cargo solutions that were more efficient, time-saving, and capable of providing door-to-door delivery, but were harmful to the environment and a significant burden on the trade deficit.
The government’s policy to address congestion at Karachi Port was poorly planned. Encouraging road transport for cargo placed undue pressure on existing roads that were not designed for heavy trucks. Rather than building a direct, high-speed highway linking Karachi Port to Peshawar, the government prioritised the construction of the Lahore-Peshawar motorway (M-1). To this day, no such direct highway exists, and cargo transport continues to rely on the slower, congested National Highway (N-5). This oversight has led to delays, inefficiencies, and increased costs in freight transport, missing a key opportunity to establish an integrated logistics corridor that could have enhanced trade and economic connectivity across Pakistan.
Pakistan’s smog crisis is a stark reminder of the consequences of neglecting environmentally sustainable policies. The shift to road transport and the subsequent decline of railways have exacerbated air pollution, leaving the country struggling with its impacts. This negligence has led the country to a point where nature itself seems to be taking matters into its own hands, ready to teach a harsh lesson to both the beneficiaries of this policy and the vulnerable users of the system.
Unfortunately, the leadership’s response so far has been to use this disaster for political gain, with leaders pointing fingers at one another. The question remains: will we ever learn what is truly best for the country? It’s a serious question, and the answer is not foreseeable shortly, as revamping the decaying railway system has become a monumental challenge for the very planners who once claimed to be experts in the field.