It is based on the social sectors of Pakistan with detail

1. SOCIAL SECTOR OF PAKISTAN:
Transportation and Communication sector in Pakistan
Transportation and Communication sector in Pakistan
The transport and communication are of basic importance in the development process
of a country, and density of the transport network is an index to economic development.
As compared with developed countries, Pakistan possesses a less developed
transportation network. Government is making serious efforts to develop an efficient
transport and communication network to meet the growing needs of the country. 44
percent (which includes construction sector) ... environment, transport and
communications,
Importance of Transport and Communication:
1. Economic importance
It promotes the internal and external trade, utilization of natural resources, mobility of
labor, reduction in unemployment, increase in agricultural production, reduction in
population pressure and elimination of starvation and hunger etc.
2. Political importance
It creates the political awareness in people, maintenance of law and order in society
etc. It also helps bringing out the opinion of the masses.
3. Social importance
Linkage of people develops brotherhood and sense of unity, and this can stimulate
economic activity within the country. It promotes the education across the country and
provides the modern information by TV, Internet, radio etc.
Transport in Pakistan
1. Road
Road transport is most popular and it carries about 90% of the total passenger traffic.
The country has about 248,340 kilometers of roads, of which more than 50 percent are
paved. The rest are graveled or unimproved tracks. Road traffic is increasing to nearly
overwhelming proportions, with mixtures of animal carts, high-speed cars, buses, and
trucks. The principal roads of Pakistan are GT (Grand Trunk) Road, Super Indus
Highway (N-55), Karakoram Highway (N-35), Makran Coastal Highway (N-10) and
Motorway Projects (M1, M2, M3, M8, M9).
2. Railways

2. Pakistan's railways cover roughly 7,791 kilometers. Most are in the Indus Valley, from
Karachi to the Punjab, with a few lines into the North-West Frontier and one westward
across northern Baluchistan to the Iranian border.
3. Air
Pakistan is served by numerous international airlines as well as its own Pakistan
International Airlines, which provides both international and domestic service.
International airports are located at Karachi, Islamabad, Peshawar, Quetta, and Lahore.
Prior to the early 1990s the domestic airline industry was regulated by the state. After
deregulation, several privately owned airlines began to operate in Pakistan. PIA has
made remarkable progress. It began with a fleet of 15 aircraft. By 1999-2000, it had 45
aircraft. Today, there are three private airlines operating in the country____ Shaheen,
Air Blue and Aero Asia.
4. Water
Ocean shipping is extensive through Karachi, on the coast of the Arabian Sea. The
city's port handles more than 95 percent of all of Pakistan's imports and exports. The
city of Qasim also has a port to handle a share of the country's trade. And government
is also establishing new port, Gawadar port.
Communication
Communication plays an important role in the economic and cultural development of a
country. Pakistan has following means of communication.
1. Postal Service
The Post office is a Federal Government entity which provides postal facilities through
a network of 12828 (2178 urban and 10650 rural) post offices across the country. The
department is providing various traditional postal services to the consumers at a
reasonable price. It also provides the facility of life insurance, payment of military
pensions, collection of motor vehicle tax, renewal of arms and driving licences etc.
2. Radio
Pakistan Broadcasting Corporation (PBC) has played a pivotal role in promoting
national interest by providing information, entertainment and education to audiences at
home and abroad in 35 languages (19 regional, 1 sub regional, 16 foreign) from 24
Radio Stations and 5 FM Stations.
3. Television
First television station was introduced in Pakistan by a private television company, in
November 26, 1964. In June 1967, it was converted into private limited company named
as Pakistan Television Corporation Limited, with prime objectives to establish a
Television Network in Pakistan for the provision of broadcasting news, documentaries,
education and entertainment. There are two channels in the country namely PTV Home
and PTV News. There are also operating 22 private TV channels across the country.

3. 4. Telecommunication
The Telegraph and Telephone department was converted into Pakistan
Telecommunication Corporation on 15th December 1990 for better telecommunication
system in the country. On 1st January 1996, the corporation was recognized by
establishing the Pakistan Telecommunication Authority (PTA), the National
Telecommunication Operation (NTC) and Pakistan Telecommunication Company
Limited (PTCL). PTCL has issued 60,000 telephone connections to its customers. 6
Mobile companies are operating their network in Pakistan under PTA. There are at least
six crore people are using mobile phone in Pakistan.
5. Information Technology (IT)
IT has assumed unprecedented importance in the global economy. Government has
accorded a very high priority to this sector. IT is one of the key determinants of
competitiveness and growth of economy. For promotion of IT, above than 400 cities
have been provided internet facility. Pakistan has established Software Technology
Park at Lahore, Karachi and Peshawar. Currently, in 2006-07 Pakistan has earned 50
million dollars from software industry. The Ministry of Science and Technology has
approved different projects which will be implemented in the next few years.
Pakistan enjoys good international telecommunications links via satellite. The
availability of domestic telephone service improved in the 1990s as the utility was
privatized. Cellular telephone service and Internet connections are
available though not widespread. Radio and television are controlled largely by the
government. http://www.cssforum.com.pk/css-compulsory-subjects/pakistan-affairs/
12317-transportation-communication-sector-pakistan.html
Social Safety of Labour
Preface
Since creation of Pakistan, five labour polices have been announced by the
governments in the year 1955, 1959, 1969, 1972 and 2002. All these polices basically
laid-down the parameters for the growth of trade unionism; the protection of workers’
rights; the settlement of industrial disputes and redressal of worker grievances. After
2002, no Labour Policy has been introduced although a number of developments took
place in the intervening period, which would have necessitated the same. In this
scenario the Prime Minister of Pakistan in his first speech emphasized the need to
address the labour issues and announced the lifting of ban on trade unionism, repeal of
Industrial Relations Ordinance, 2002, Removal from Service (Special Powers)
Ordinance, 2000 and other anti labour laws. In pursuance of Prime Minister’s directions
a new Labour Policy of the Government is placed. Of all the previous policies, the
Labour Policy of 1972 taken out by Shaheed Zulfiqar Ali Bhutto was the most
progressive one, which reformed the labour laws and set out new benchmarks including
new administrative infrastructure to manage the workers’ welfare, viz Workers Welfare

4. Fund Ordinance; Employees Old-Age Benefit Act; amended Industrial Relations
Ordinance with enhanced protection of workers’ rights like imposing condition on the
authority of employer to terminate workers job. The scope of labour laws was enhanced
and benefits such as Workers’ participation in factory management; increase in workers
shares in company’s profits from 2% to 4%and then to 5%;
LABOUR POLICY 2010
Social and economic well-being of the people is one of the principal
Objectives of the present people’s government. Labour Policy, like policies in
other fields, should also aim in attaining the objectives in a manner best suited to
The resources of the country and the present state of economy. There is an
urgent need to revitalize the economy, required sustained efforts, to increase the
Level of productivity, promotion of investment and maximization of employment.
There is an equally genuine requirement to create among workers and
employers, a better awareness of their obligations to the national objectives
stated above. At the same time, the Government recognizes that workers and
employers must enjoy reasonable benefits as can be sustained by the economy
without suffering set-backs. Keeping these priorities in view, the Government
considers that a balanced labour policy should be based on the following
objectives:-
- Workers’ right to form unions and unions should be protected and an
institutional framework be made available to foster close cooperation
between workers and employers at establishment level.
- Equitable adjustment of rights between workers and employers should
be ensured in an atmosphere of harmony, mutually beneficial to the
workers and the management.
- Consultations between workers and employers on matters of interest to
the establishment and welfare of workers should be made more
Effective.
- Adequate security of jobs should be available to the workers and there
should be expeditious redressal of their grievances.
- Conditions should be created that workers and employers are
Committed in enhancing the labour productivity.
- Promotion to higher jobs be ensured at all levels based on suitability
and merit and for this purpose arrangements should be made for inservice
training facilities.
- Facilities for proper matching of job opportunities and the job seekers
be strengthened and standard procedures be streamlined.
- Social insurance schemes to be further strengthened.
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- Just and humane conditions of work be guaranteed to all workers.
- Forced labour in all its forms to be eliminated.
- Provisions relating to the employment of children to be strictly adhered

5. to and be enforced.
2. The Labour Policy has accordingly been divided into four parts, i.e.
i) Legal Frame Work;
ii) Advocacy: Rights of Workers and Employers;
iii) Skill Development and Employment;
iv) Manpower Export
Rationalization and Consolidation of Labour Laws.
7. The Labour Laws are quite complex, over-lapping, anomalous, and
at times render the subject matter difficult to understand, besides creating
confusion for those who deal with them. Further, the penalties prescribed for
offences and non-compliance are very low, since some of these laws were
framed during pre-independence period. The Labour Laws will be consolidated
and rationalized into five core laws, viz;
i) Laws relating to industrial relations.
ii) Laws relating to employment and service conditions.
iii) Laws relating to occupational safety and health.
iv) Laws relating to human resource development.
v) Laws relating to labour welfare and social security.
Universal/Voluntary Coverage
8. A comprehensive Social Insurance for old-age benefits and
health services will be introduced on self-registration/voluntary basis to
allow all workers in formal and informal sector of economy, including self
employed persons, to benefit from it.
Issuance of Smart Cards
9. The registration of workers will be linked with the Smart Cards
being issued by NADRA. All particulars of the workers with respect to
name, employment history, education, skills will be placed on the Chip of
the Smart Card. This card will also serve the purpose of registration under
Social Security, EOBI and workers Welfare Fund and will be a source of
Data Bank of labour force for re-skilling of workforce with respect to
enhancement of employment within the country and overseas.
Wages
10. The Government is committed to implement the system of minimum
wage as a fundamental element of labour protection, and proposes to continue
with the existing tripartite minimum wage determination arrangements. An
independent National Wage Commission will be set up and the government will
establish a Working Group to make detailed recommendations for the purpose of
specific functions and operational arrangements for such a Commission,
including its technical and secretarial support requirements and its relations with
provincial wage fixing authorities.
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11. The deliberations of the Working Group will involve close
cooperation with workers’ and employers’ organizations, and will result in the

6. preparation of a detailed policy paper for the development and implementation of
national wage policy, including minimum wages, in the medium to longer term.
12. In line with Manifesto of the Pakistan Peoples Party the Government
shall gradually enhance wages of the workers. The wages shall continue to be
reviewed at least once in a year and minimum gross emoluments will be
progressively raised.
13. The minimum wage was raised from Rs. 4600/- to Rs. 6000/- in
the year 2008, which will be further enhanced to Rs.7000/- there are
increase of about 17%.
14. All industrial, commercial and other establishments registered
under any law shall pay wages to the employees through Cheque/Bank
transfer.
Women Empowerment and Gender Equality
15. International Labor Organization’s project Women Employment
Concerns and Working Condition in Pakistan (WEC-PK) funded by CIDA has
been Implemented in collaboration of Ministry of Labour and Manpower to
enhance the quality and number of women employment in Pakistan with ultimate
goal of economic empowerment of women in rural and urban areas. A number of
productive programs have been completed under this project aimed at creating
conducive working environment for women such as Sensitization and capacity
building of policy makers and implementing partners in public and private
sectors; Direct Assistance to Women in getting Decent Employment; Promoting
Gender Equality in Private Sector Employment in Pakistan; and promoting
Women's participation and Leadership in Trade Unions in Pakistan
16. Another project titled “Towards Gender Parity” was initiated in
January 2010 in collaboration of Ministry of Labour for the period of one year.
The focus of the project activities would be on capacity building of stake holders
on relevant areas and International Labour Standards (ILS); Establishment of
coordination mechanism among partners to monitor, learn and share experience;
Promotion of gender- responsive data collection, analysis and reporting through
a joint effort of all stake holders; strategy for gender equality in skill development
and small and medium enterprise program; strategy for implementation of
Women Empowerment Act; Advocacy for the implementation of national policy of
Home-based Workers and pilot activities for integration of HBWs into main
stream.
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Women Workers
17. Women workers will benefit from the application of ILO Convention
on Equal Remuneration, 1951 (No. 100), ratified by Pakistan in 2001. Minimum
and above-minimum wages will be ensured on the basis of equal pay for equal
work, and equal pay for work of equal value, as between men and women, in
accordance with Pakistan’s obligations under ILO Conventions 100 and 111
concerned with equality and non-discrimination respectively.

7. 18. Women will also benefit from better information concerning their
working conditions and arrangements in the informal economy, from improved
maternity arrangements, codes of conduct relating to sexual harassment and,
where possible, day care arrangements for their children.
19. The Government is committed to providing women with equal
opportunities for employment and will re-examine existing legislation to ensure
that women are not denied access to suitable jobs that are arising due to
Pakistan’s changing labour markets.
Young Persons
20. Workers between the ages of 14 and less than 18 years will not be
engaged in hazardous working conditions and other working environments that
adversely affect their physical and moral development. They will also be provided
greater access to education and training, particularly training, tailored to identified
labour market needs.
21. Children and young persons will be withdrawn and prevented from
hazardous nature as, for example, mining, tanneries, brick kilns, construction,
and glass bangles etc. Special programmes will be designed to focus young
domestic workers employed in private households. Payment of minimum wage
will also be ensured to the young persons.
Mine Workers
22. The majority of workers in Pakistan’s mining industry are employed
on a contract basis, often through a somewhat complicated system of
subcontracting
making it difficult to identify the actual employer. Mine workers are
covered by special legislation that place them outside mainstream labour
legislation.
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23. Mine workers, whether contract or permanent, will be provided with
same protection as other workers. They will benefit from minimum wage
payments, access to social security and improved safety and health in their
workplaces.
Eradication of Bonded Labour
24. The Government shall abolish bonded labour in all its forms and
shall make appropriate amendments in law to make it more stringent, strictly
implemented and safeguard the interest of workers who have hither to remained
under forced labour.
Construction Labour
25. Construction industry is the back-bone of all the development
activities and is estimated to employ more than two million workers. Since the
sector is witnessing rapid expansion, health, safety and occupational hazards in
this industry are likely to pose new challenges and problems. In order to guard
against occupational hazards and to provide safe working conditions for those
employed in this vital sector of the economy, the Government shall enact suitable

8. legislation to ensure health and safety of construction workers and to provide
benefits available to other formal sector workers such as Workmen’s
Compensation, Social Security, Old-age Pension etc.
Contractual Employees.
26. The Government has already started the process to
regularize/confirm contract employees. All contract employees in public
sector will be regularized/confirmed within shortest possible time.
Child Labour
27. The Government shall take legal as well as other measures to
regulate and control the employment of children in certain occupations and
processes considered hazardous and injurious to their health.
Agriculture Labour
28. The agriculture sector is being rapidly mechanized and requires
technical skill. Resultantly, the unskilled workers of this sector are becoming
unemployed.
Moreover the labour laws are not applicable to this sector, therefore,
the agriculture labour force remain deprived of the benefits available under
various welfare legislations to their counterparts in the industrial establishments.
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The Government, in the first instance, proposes to extend the coverage of
Workmen’s Compensation Act, 1923, to provide compensation in case of injury
as well as death to workers of mechanized farms in the rural sector.
Informal Economy Workers
29. Extending labour protection to the country’s large and diverse
informal economy is a major challenge. The informal economy supports millions
of people across a large geographic area, undertaking a wide variety of low-paid,
low-productivity jobs, under working conditions that are frequently harsh,
unhealthy, and hazardous. Informal economy workers are not covered by labour
laws. Government is planning to make it mandatory for the labour administration
to take the initiative to see how it can best reach out to such workers and provide
them with basic protection through the provision of advisory services, based on a
‘labour extension’ approach.
30. Workers in the informal economy, including home workers and
domestic workers, will benefit from improved safety and health arrangements,
access to social security arrangements, and the payment of minimum wages,
where an employee- employer relation is evident. The employment of children
less than 14 years will be eliminated, and the employment of those between the
ages of 14 and less than 18 years will be strictly controlled, through a
combination of stronger legislation and the introduction of labour extension
services.
Health and Safety
31. A Tripartite Council on Health and Safety be set-up to identify health
and safety hazards for workers of all economic sectors and to make

9. recommendations for safety measures on a continuous basis.
Pakistan Tripartite Labour Conference and
Standing Labour Committees
32. Industrial peace is a pre-requisite for economic development and
social progress of any country. The necessity of enlightened and constructive
outlook on the part of both workers and employers, which will promote
understanding and, obviate confrontation is, therefore, essential. The Pakistan
Tripartite Labour Conference and Standing Labour Committee shall be activated
to play more effective role in resolving differences, if any, between workers and
employers and to create an environment of mutual trust and understanding for
the promotion of industrial peace. With a view to draw the maximum benefit out
of the experience of both the workers and the employers, greater representation
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shall be given to their nominees while framing new social and economic policies
of the country, particularly at the time of the framing of budget and Five Year
Plans.
33. Tripartite Monitoring Committees will be set up at District,
Province and Federal level to monitor implementation of Labour Laws,
particularly with reference to payment of wages, working environment and
working time.
Expansion in Scope of Workers’ Welfare Fund:
34. The scope of Workers’ Welfare Fund Ordinance, 1971 will be
extended; e.g.
i) Labour Colonies will be established by developing 100,000 houses
for allotment to the workers.
ii) To encourage the private sector for providing housing facilities to the
workers, the cost of construction of houses for the workers shall be
considered as direct deduction against income as an admissible
expenditure in the year in which such costs are incurred by
establishments constructing houses for their employees.
iii) Community buildings i.e. mosques, schools, dispensaries,
community centers, shops and parks will be provided in labour
colonies to make them self-sufficient.
iv) Scholarships will be awarded to workers’ children for higher studies
e.g Ph.d, FRCS, etc and to study abroad also.
v) Marriage grant for female workers and daughters of the workers will
be without any balloting and without any restriction on number @
Rs, 70,000/- per female worker/daughter.
vi) Two medical colleges will be established for children of workers at
Karachi and Lahore. In these colleges 60% admissions will be given
to the children of workers and 40% to the general public.
vii) All workers registered under the universal registration scheme
of the EOBI will be eligible to get benefits from the WWF.

10. viii) On request of an officer of the registered trade union, and
subject to recommendation of the Monitoring Committee, any
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dismissed/retrenched worker will be paid legal aid subject to
maximum of Rs.15000/-.
Social Security
35. Provincial Employees’ Social Security Ordinance, 1965 is in
operation and covers the contingencies of employment injury, sickness and
maternity. It is financed entirely through employers’ contribution at the rate of 6
percent of the wages of the secured workers up to Rs. 10,000/- p.m. The scheme
is administered by the Provincial Governments.
36. Though the Social Security Scheme has been in operation for many
years, it has not achieved its full potential. Its coverage has remained almost
static over the last more than ten years. Implementation of the scheme would be
improved and intensified by undertaking the following activities:
i) Steps would be taken to adopt geographical coverage rather than by
notification of establishments.
ii) The amount of death grant to meet funeral expenses of a worker will
be raised from Rs.1500 to Rs.15000.
iii) Scope of social security medical services would be expanded to
public health to cover prevention of illness and promotion of good
health.
iv) The entitlement condition for seasonal labour would be considerably
improved.
v) In cases where the social security hospital has no facilities for
treatment, the worker shall be referred to any public/private
hospital and the respective Social Security Institution will bear
all costs of treatment.
vi) The retired registered worker will be provided medical facilities
from the Social Security Scheme.
vii) The Social Security Ordinance will be suitably amended to remove
the lacunas and difficulties experienced by the Provincial
Governments.
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Employees’ Old-Age Benefits Scheme
37. The scheme is operated under the Employees’ Old-Age Benefits
Act, 1976 and covers establishments employing 5 or more persons. All the
employees irrespective of their wage are covered under the scheme. However,
contributions by employers and benefits to the workers are payable on minimum
rate of wages notified under the Minimum Wages for Unskilled Workers
Ordinance, 1962. The scheme is financed through employers’ contribution at the
rate of 5 percent of the minimum wages and insured persons contribution at the
rate of 1 percent of the minimum wages. The scheme provides Old-Age Pension,

11. Invalidity Pensions, and Survivors Pension (minimum Rs. 2000/- p.m.) and Old-
Age Grant. It is a federally administered scheme. This scheme has also not
achieved its full potential in terms of coverage of eligible establishments and
employees.
38. An in-depth review of the scheme would be made and effective
measures would be adopted to achieve the following objectives:-
i) Measures would be taken to gradually expand the coverage,
including self employed persons and increase the benefits under the
EOB Scheme.
ii) All eligible establishments and employees would be registered and
evasions would be checked through vigorous and efficient
administration of the law.
iii) The Act will be made applicable to the contingent/project
employees of such statutory bodies which are otherwise
exempted under the provisions of the Act.
iv) Collection of contributions and recovery of arrears would be fully
ensured through proper decentralization, regular inspection and
continuous vigilance.
v) Maintenance of accurate and up-to-date records of registration of
employers, employees and contributions and benefit management
system would be ensured on computerized basis.
vi) The survivors of a registered insured person under the EOB Act
will be paid Survivors Pension without any condition of
minimum insurable employment.
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vii) The survivor pension shall be paid to disabled children for life
and unmarried daughters till their marriage without any
reference to the age.
viii) Pension shall be enhanced with the enhancement of
Government Servants Pension at the same ratio.
ix) The age for entitlement of old-age pension will be reduced from
55 years to 50 years in case of mine workers.
x) Amendments be made in the law to remove any lacuna or
administrative problem.
ADVOCACY; RIGHTS OF WORKERS AND EMPLOYERS: DECENT WORK.
39. The Labour Policy envisages a harmonious working relationship
between workers and employers for improving the performance and efficiency of
the industry. The rights and obligations based approach to labour issues is being
followed also in accordance with the Constitution of the Islamic Republic of
Pakistan. In order to fulfill obligation under the Constitution as well as under
international covenants with regard to well being and socio-economic protection
of the workers, a strategy has to be evolved and pursued in accordance with the
concept of decent work in the employment sector.

12. 40. The economic growth is a pre-condition for expanding productive
employment. But economic growth in itself could not reduce poverty. Only
productive and remunerative employment could eliminate poverty and
deprivation. Pakistan has ratified many international commitments relating to
labour standards such as 34 ILO Conventions (33 in force) which include seven
of the eight fundamental conventions encompassing freedom of association, the
abolition of forced labour, equality at work, the elimination of child labour, the
Convention on the Rights of the Child, the Convention on the Elimination of All
Forms of Discrimination Against Women, Universal Declaration of Human Rights,
International Covenant on Economic, Social and Cultural Rights , International
Covenant on Civil and Political Rights and Anti-Slavery Convention of the UN.
The Government believes that in the light of its international commitments the
strategic goal of decent work means paying equal attention to economic and
social development, with special attention to safeguarding the rights and interests
of the workers. The economic globalization offers new opportunities, but at the
same time it presents challenges to workers all over the world. The decent work
strategy responses to the social challenge. The decent work strategy of the
country comprises four elements that are closely related:
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• opportunities for productive, remunerative and safe work;
• social protection;
• respect for workers’ basic rights and interests; and
• Social dialogue.
41. The preliminary focus for the decent work strategy at present is
employment promotion and further improvement of the social security system.
Experience has shown that rapid economic development and technological
progress do not automatically lead to more employment opportunities; however,
individuals depend on employment opportunities to earn a living and meet their
basic needs. The Government will insure full adherence of labour laws and
workers friendly environment in all establishments to promote decent work
in the country.
SKILL DEVELOPMENT AND EMPLOYMENT
42. The main elements of Human Resource Development and
Employment strategy are outlined below:-
i) In the absence of determined measures to bring down the rate of
population increase efforts to enhance employment generation are
expected to produce limited success.
ii) Given the need to create 1.25 million man years of additional
employment annually and recent declining employment elasticity, the
growth rate of the economy need to centre around a minimum of 8.3
percent per annum.
iii) Primary emphasis will be on employment generation in rural areas
and surrounding small towns through development of physical and

13. social infrastructure and rural industries.
iv) Special measures will be taken to reduce unemployment among the
educated not through unproductive public sector employment in
administrative jobs but to meet real needs of the economy especially
in the social sectors and private sector employment.
v) Effort will be made to accelerate development, increase productivity
of small scale/informal sector enterprises and to generate
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employment in less developed regions to remove regional
disparity .
vi) Self-reliance and austerity will be taken as cardinal planks of the
entire policy package.
vii) A concerted effort will be made to radically improve the participation
of females in income generating economic activities.
viii) Well trained skilled labour force will be developed to help achieve
significant gains in productivity and efficiency primarily through the
efforts of the private sector.
ix) Full support will be provided to Pakistanis seeking employment
opportunities abroad and assistance in productive re-absorption of
returning migrants.
x) Opportunities for self-employment will be incurred for those with
education, skills and entrepreneurship especially through better
access to credit facilities.
Skill Development
i) Particular emphasis will be given on Training of Trainers to maximize
the multiplier impact.
ii) Training in para-medical services, of which presently there is an
acute shortage will be increased.
iii) The industrial apprenticeship schemes will be revitalized and intake
will be enhanced.
iv) The production of skilled manpower for assimilation and spread of
new modern technologies especially in the application of electronics,
computers and modern production systems will be encouraged.
v) Mobile training units and trade-tests (through the National Training
Board Skills Standard and Certification System) for those who are
trained through the informal “Ustad-Shagird” system will be
introduced.
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vi) The government will encourage the involvement of private sector to
organize intensive in-plant training, actively participate in the
establishment and management of vocational training institute; and
the National Training Board will be reconstituted with a large
representation of the private sector.

14. vii) Matric Tech scheme shall be introduced in all schools run by
the Workers Welfare Fund to impart Technical Education to the
students.
viii) Increasing the proportion of workers in the labour force with higher
levels of education and skills will be encouraged. This will be
achieved by complementing general school education with
technical/vocational training and by easing the path of school
graduates to higher education with an emphasis on professional
training.
ix) The government will standardize courses/curricula and ensure
uniform quality control.
x) The trade unions will be engaged in identifying training needs and
priorities and the management of training programmes and training
institutes.
xi) A full-fledged Labour Market Information System shall be
established with creation of Human Resource Center at
different cities.
Employment
43. The most challenging issue facing Pakistan today is the high rate of
growth of population and labour force growing at over 3 percent per annum,
amongst the highest in the world. Its population has a literacy rate of less than 60
percent. It possesses an insignificant base for the production of high level
scientific and middle level technical manpower, and the quality of education has
seriously deteriorated in recent years. The main objectives of the country’s
Labour Policy shall be to meet the requirements of the economy, the employers
and the working classes.
44. In formulating a strategy to respond to these challenges the
following key factors are taken into account:-
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i) During the past decade with an expected growth rate of the labour
force of 3.3 percent per annum, the economy is faced with the
formidable task of creating 1.25 million jobs annually, if the
unemployment and under-employment situation is not to worsen.
ii) The problem of the educated unemployed youth is serious thus
requires special programmes.
iii) Educational level and skill training of the industrial work force
remains very low.
iv) Women are Pakistan’s least utilized human resource. Woman labour
force participation depicts a gloomy picture.
v) The scientific manpower base in Pakistan lacks strategic depth in
meeting contemporary needs of the country. Only 20 percent of the
relevant age groups pass matriculation and only a quarter of these
students pursue further studies in science.

15. vi) Labour Market Information is presently not collected in a consistent
and systematic manner.
vii) The global financial crisis has aggravated Pakistan’s economic
difficulties.
Persons with Disabilities
45. The Government will ensure the special quota for employment of
disabled persons in all establishments in private as well as public sector. It will be
ensured that discrimination in any case should not be practiced in appointments
and/or promotions of persons with disabilities. Equal status and equal
opportunities will be provided to all workers including the handicapped. The
Government will establish complexes for education and training of disabled
workers and disabled children of workers under one roof, especially in remote
parts of the country from the Workers Welfare Fund.
46. The eunuchs are the most neglected human resource segment of
the society, subjected to humiliation and molestation. They are not exposed to
education and instead are trained to beg, dance or forced into prostitution.
Transgendered people are misunderstood and ridiculed for being born in the
wrong body and are condemned to exist at the bottom rung of Pakistan’s social
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ladder. Such people are even denied their right to inheritance, civil rights and
registration in the formal workforce. The Government will take cognizance and
provide them opportunities for education, job and all other facilities of social
welfare which a common citizen is entitled to.
http://www.eobi.gov.pk/announcement/labour+poilcy+2010.pdf
About ILO/ Pakistan
The International Labour Organization (ILO) was created in 1919 as a means to
promote social progress and overcome social and economic conflicts of interest through
dialogue and cooperation.
Its unique tripartite structure brings together workers, employers and governments and
gives them an opportunity to search for common rules, policies and behaviors from
which all can benefit.
The ILO is a specialized technical agency of the United Nations system and the
principal centre and authority in the international system on labor and social policy. It is
devoted to advancing opportunities for women and men to obtain decent and productive
work in conditions of freedom, equity, security and human dignity.
Its main aims are to promote rights at work, encourage decent employment
opportunities, enhance social protection and strengthen dialogue in handling work-related
issues. Its 183 member States seek to ensure that International Labor
Standards are respected both in principle and practice, assisted by a secretariat (the

16. International Labor Office) headquartered in Geneva. To date, 188 Conventions, setting
out basic principles and rights at work have been drawn up by ILO constituents.
The ILO Country Office for Pakistan
The ILO Country Office for Pakistan was set up in 1970 in Karachi and later moved to
Islamabad where it is housed in its own building on land donated by the Government of
Pakistan. The ILO’s major work in Pakistan has covered a wide range of activities:
promotion of International Labor Standards; prevention and elimination of child and
bonded labor; job creation through employable skills; mainstreaming gender equality;
strengthened labor market governance; employment and livelihoods recovery in
response to conflicts and crises; expansion of social security schemes and social safety
nets, especially in the informal economy and the promotion of tripartism and social
dialogue.
Pakistan has been an important and active member State of the ILO since its inception
in 1947, and has ratified 36 Conventions, including the eight core Conventions.
Representatives of the Government, employers’, and workers’ organizations have
served repeatedly on the ILO’s Governing Body over the years.
The CO-Islamabad supports the constituents in their efforts to achieve decent work and
social justice in Pakistan.
Four broad priority areas that emerged from the first National Plan of Action and Decent
Work Country Programme and that remain relevant within the current National Plan of
Action for Decent Work (NPADW, 2010 – 2015) provide the basis for the ILO’s areas of
work:
Labor law reform;
Employment generation through human resource development, with a focus on
employable skills;
Social protection expansion, including in the informal economy; and
Tripartism and social dialogue promotion.
The ILO’s Strategic Policy Framework (2010 – 2015) and the Biennial Programme &
Budget (2010-2011), adopted by the ILO’s Governing Body, provide the basis for the
ILO’s programmatic and technical support over the next six years. More specifically the
ILO’s current areas of work in Pakistan focus on:
The application of the 36 ratified ILO Conventions (International Labor Standards);
Enhancing the capacities of government, employers’ and workers’ organizations to
provide institutional services and products that facilitate decent work, and especially in
pursuit of equality of opportunity and non-discrimination;
Enabling the labor market environment for more and better quality jobs in line with the
National;
Employment Policy and especially systems for the enhancement of competency-based
skills for greater employability. Enhancing opportunities for green jobs is also a priority;
Supporting the operationalisation of the National Policy & Plan of Action to Eliminate
Child Labor and the National Policy & Plan of Action to Abolish Bonded Labor;
Supporting the implementation of the National Labor Policy and other policies that
promote and facilitate decent work, including the Labor Protection and Inspection

17. policies, the National Skills Strategy, the National Youth and Education policies and
Gender Reform Action Plan;
Enhancing the protection and working conditions of the more vulnerable and
marginalized, and especially in the informal economy which employs the majority of
non-agriculture workers in Pakistan; and
Enhancing opportunities for decent work, with the requisite protections, in other
countries. http://labourwatchpakistan.com/?p=490
NEW LABOUR POLICY, 2002
Policy Foundations
Fundamental rights concerning labour as laid down in the Constitution of the Islamic
Republic of Pakistan and international labour standards as enunciated in ILO
Conventions ratified by Pakistan provide necessary framework for evolving a sound and
stable mechanism for ensuring core labour rights. The labour laws and the system of
labour administration in Pakistan will thus be brought in conformity with these standards
to meet national objectives and international obligations.
Bilateralism
The traditional environment of mutual antagonism and mistrust between employers and
labour has adversely affected investment, business profitability and growth, all of which
are crucial elements for ensuring security of employment, decent wages and social
security for the labour sector.
The government keenly feels the need to foster an employer-employee relationship
based on trust and partnership. For this purpose, the Labour Policy aims to enhance the
required social dialogue between the labour and employers by facilitating and nurturing
bilateral mechanisms for negotiations and mutual co-operation.
The creation of WEBCOP (Workers and Employers Bilateral Council of Pakistan) by the
enlightened employers and labour leaders of Pakistan is a pioneering effort, and a
positive development in this respect. The government fully supports this initiative and
will promote steps, which aid such efforts. The regulatory authority of the government
will be exercised only when bilateral mechanisms are demonstrably unable to resolve
conflicts and issues.
Consolidation of Labour Laws
The existing voluminous labour legislation is overlapping in its coverage in several
areas and anomalies in definitions and scope. The variety and complexity of labour laws
has contributed adversely to industrial relations system. There is, therefore, the need for
rationalisation/consolidation of the existing laws. It is proposed to simplify and
consolidate these laws into following six basic laws:
1. Industrial Relations Ordinance
2. Conditions of Employment Ordinance

18. 3. Wages Ordinance
4. Human Resource Development Ordinance
5. Occupational Safety and Health Ordinance
6. Labour Welfare and Social Protection Ordinance
Social Safety Nets
Institutions responsible for social protection, social insurance and labour welfare need to
be made fully autonomous and effective by restructuring their respective management
boards to ensure adequate labour and employer representation and to strengthen their
tripartite character. Policy-making, co-ordination, and monitoring of the functioning of
these institutions will be entrusted to these tripartite boards exclusively.
Elimination of Gender Discrimination
There is a need to improve the role and contribution of women in the labour force and to
provide them equal opportunities for employment. The work places will be made
conducive for women workers. The principle of equal pay for work of equal value has
been adopted with the ratification of ILO Convention 100, to promote gender equality in
terms of the pay/wage system.
Workers' Children Education
The existing unjust two-tier system of education in the country has created a system of
apartheid in society, wherein, the children of low-income groups are effectively deprived
of access to good quality education thus preventing uplift of the deprived classes.
Workers Welfare Funds and Education Cess Funds will be utilized to establish quality
educational facilities in all district of the country for providing free education up to metric
and intermediate levels to workers' children. Also, a system of merit scholarships for
higher education will be put in place.
Elimination of Child Labour and Bonded Labour
Targets and activities set out in the National Policies Action Plans to Combat Child
Labour (May 2000) and for Abolition of Bonded Labour (2001) need to be actively
implemented. Additionally, Pakistan, by ratifying ILO Convention 182, has accepted the
obligation to enhance age limit to 18 years in respect of worst forms of child labour, for
entry into the labour market. Wages
45. The federal government shall review every three years minimum wages of workers
in consultation with the National Tripartite Minimum Wage Council in keeping economic
conditions in the field concerning equal pay for men and women for work of equal value.
A fair wage and respect of male and female workers will be introduced in the law to give
effect to the Convention

19. Occupational Safety and Health
47. The laws relating to occupational safety and health and working conditions shall be
consolidated. Developments in industry and technology, a National Safety and Health
Council shall be established to set OSH standards and meet the needs of the industry.
Transport Workers
49. The existing law to transport workers needs to be updated with a view to providing
better transport development:
50. A human resource development programme shall be launched.
51. The law relating to apparel training, rehabilitation of disabled persons, etc., shall be
consolidated and enacted as a law namely, the Human Resource Development
Ordinance to meet the of new technology.
The role of Skill Development Council under the new law
52. The institutional arrangement to associate employer-workers in human resource
development including planning and management through the Skill Development
Councils in all the four provinces and the territory of Islamabad as employers-led
autonomous organisations will be strength.
53. A comprehensive Social Insurance Scheme for old age and health benefits will be
introduced on self-registration/voluntary basis to allow workers in the formal and
informal sector of economy to benefit from it.
Model Schools for Workers & Children
54. Workers Model Schools (up to intermediate level) will be established in every district
of the country to provide education for children of workers. These schools will be
managed by independent tripartite provincial board of governors to protect them from
political and bureaucratic interference.
Merit Scholarship/Stipend Scheme
55. A scholarship fund will be established to provide merit scholarships to workers'
children seeking higher education. A stipend scheme for placement of workers' children
in selected quality schools and colleges will also be initiated.
Welfare of Mine Workers
56. The Mines Act, 1923, and other laws relating to welfare of mine workers will be
revised to provide more amenities to them. Steps will be taken to provide on-job training
to these workers. EOBI, Social Security Schemes, and WWF Schemes would be
extended to the mining sector to provide much needed social protection to mine
workers.
Institutional improvement

20. 57. The institutions namely Workers Welfare Fund, EOBI, and Social Security shall be
re-organized and re-structured to ensure minimum administrative expenditure and
maximum output and benefits for the employees. The management boards of these
institutions would be re-structured to provide appropriate representation from labour and
employers to strengthen their tripartite character.
Labour Welfare Measure by Employers
58. The employers of large establishments will be persuaded to evolve their own
programmes for the welfare and social protection of their workers.
Inspection Services:
59. The labour inspection services in the provinces shall be reorganized and
streamlined.
Labour Market Information System
60. A labour market information system for providing up to date labour force statistics
and job market information shall be developed with the ILO and UNDP funding.
Research and training facilities will be re-organized.-APP
.
http://www.smyaqoob.com/lab-policy.htm

22. http://www.pildat.org/Publicatio
Transportation

23. Public Transportation Planning and Policy—
Literature Review
Public Transport Planning and Policy in Pakistani Cities—
Pakistan, with 155 million people, has a reasonably developed transport infrastructure.
Road transport is the backbone of Pakistan's transport system. The 9,574 km long
National Highway and Motorway network - which is 3.65 percent of the total road
network - carries 80 percent of Pakistan's total traffic. Over the past ten years, road
traffic – both passenger and freight - has grown significantly faster than the national
economy. Currently, it is accounting for 91 percent of national passenger traffic and 96
percent of freight. Port traffic in Pakistan grows at 8 percent annually in recent years.
Two major ports, Port Karachi and Port Qasim, handle 95 percent of all international
trade. Port Gwadar, which was inaugurated in March 2007 and is being operated by
Singapore Port Authority, is aiming to develop into a central energy port in the region.
14 dry ports cater to high value external trade.
Pakistan Railways (PR) has a broad gauge system (with a small network of meter
gauge in the South East). The network consists of the main North – South corridor,
connecting the Karachi ports to the primary production and population centers in
Pakistan. The track is in good condition with an axle-load of 23 tons and maximum
permitted speeds of 100/110 kph.

24. There are 36 operational airports. Karachi is Pakistan's main airport but significant
levels of both domestic and international cargo are also handled at Islamabad and
Lahore. Pakistan International Airlines (PIA), the major public sector airline, though
facing the competition from a few private airlines, carries approximately 70 percent of
domestic passengers and almost all domestic freight traffic.
The transportation sector accounts for about 10.5 percent of the country’s GDP and
27.4 percent of Gross Fixed Capital Formation (GFCF) in FY06. It provides over 6
percent of employment in the country and receives 12 to 16 percent of the annual
Federal Public Sector Development Program (PSDP). Government agencies dominate
the sector.
Challenges
Although the sector is functional, its inefficiencies with long waiting and traveling times,
high costs, and low reliability are dragging the country’s economic growth. These factors
also reduce the competitiveness of the country’s exports, increase the cost of doing
business in Pakistan, and constrain Pakistan's ability to integrate into global supply
chains which require just-in-time delivery. The poor performance of the sector is
estimated to cost the economy 4-6 percent of GDP each year.
The quality of road transport services is low . Over half the national highways network is
in poor condition, and the road safety record is poor. The country’s truck fleet is mostly
made up of obsolete, underpowered, and polluting vehicles, and trucks are often grossly
overloaded. Truck operating speeds on the main corridors are only 40 – 50 kph for
container traffic, half of the truck speeds in Europe. For trucks carrying bulk cargoes,
the journeys take 3-4 times longer than in Europe.
The performance of port operations is improving, but remains insufficient for the long
term. Port charges have been reduced to slightly above international average levels.
With the implementation of Pakistan Customs Computerized System (PACCS), the
customs clearance time has been reduced from 4-5 days to less than 24 hours in
Karachi International Container Terminal (KICT). PACCS was rolled out to the three
other container terminals in December 2006. The free storage period was also
shortened from 7 days to 4-5 days. Yet, the Container dwell times – 5-6 days on
average - are still above the international standard of 3-5 days, thus reducing the
capacity of container terminals to less than their potential. In addition, the ports’ limited
drafts - at 10-12 meters - keep the latest and most efficient ships from calling.
Pakistan Railways (PR) needs to take major steps to make freight services more
competitive. The productivity of PR’s freight services is about 1/8 of Chinese Railways,
1/3 of Indian Railways (IR), and half of Thai Railways, a network of comparable size. In
addition, PR continues to cross-subsidize passenger services from freight services,
resulting in non-competitive freight rates over road transport. In contrast, China rail is 2-
3 times cheaper than road. As a result, the PR has a very low and stagnant market
share, carrying less than 10 percent of passenger traffic and 5 percent of freight.

25. Civil Aviation should increases competition and be more commercialized to boost air
transportation. There are restrictions on entering the market of international and
domestic air transport. The government’s close involvement prevents PIA from
operating on a strictly commercial basis. All these constraints contributed to the slow
growth of air transportation. The passenger volumes in terms of passenger kms were
just one tenth of rail service and one hundredth of road service. During 1995 and 2005,
the average growth rate of export freight by air was about 7 percent, while the growth
rates of import freight by air and domestic air freight were 3.4 percent and 3.8 percent,
respectively.
Key Government Initiatives
There is growing recognition within the Government of Pakistan (GOP) that the
sustainability of economic growth is closely linked to the efficiency of its transport
system. To support sustained growth and increase competitiveness, the GOP is taking
a strategic and holistic approach to the transport sector and has launched a major
initiative to improve the trade and transport logistics chain along the north-south
‘National Trade Corridor’ (NTC) linking Pakistan’s major ports in the south and south-west
with its main industrial centers and neighboring countries in the north, north-west
and east. Together the ports, road and railways along NTC handle 95 percent of
external trade and 65 percent of total land freight serving the regions of the country
which contribute 80-85 percent of GDP.
The main objective of the NTC initiative is to reduce the cost of trade and transport
logistics and bring it up to international standards in order to reduce the cost of doing
business in Pakistan and ultimately enhance export competitiveness and the country's
industrialization. The National Trade Corridor Improvement Program (NTCIP) consists
of key policy reforms along with a comprehensive investment program to be
implemented over the current Medium Term Development Framework (MTDF) period –
2005-2010.
The key NTCIP policies would:
Lead to modern and streamlined trade and transport logistics practices ;
Improve port efficiency, reduce the costs for port users and enhance port management
accountability ;
Create a commercial and accountable environment in Pakistan Railways and increase
private sector participation in operation of rail services ;
Modernize the trucking industry and reduce the cost of externalities for the country;
Sustain delivery of an efficient, safe and reliable National Highways system; and,
Promote and ensure safe, secure, economical and efficient civil aviation operations and
boost air trade .

26. The Government is in an advanced stage of preparing a consolidated business plan for
NTCIP. This plan would be the formal translation of the holistic approach decided by the
Government and the single consolidated document of the reforms, the investments, the
expected impacts, the resources available and financing sought. A preliminary estimate
of this investment program totals US$6 billion during the next five years.
http://web.worldbank.org
Public Transport in Pakistan—1947 to 1991
In 1947, the railways constituted the most valuable capital asset of the country and were
the only intercity public transport mode (Hasan 1998). At that time, Pakistan Railway
(North Western Railway) carried the largest number of passengers in Pakistan (Govt. of
Pakistan, National Planning Board 1957). The First Five Year Plan (1955-60)
acknowledged this fact and stated:
The backbone of [West] Pakistan’s transport system is a broad-gauge railway
network. It is a system of main lines, one in each of five parallel river valleys,
interlinked and stretching from the coast to Afghanistan and India’s frontiers
(Govt. of Pakistan, National Planning Board 1957: 485).
However, the plan proposed that “in [West] Pakistan a powerful railway system and
growing road transport system operate side by side and should complement each other”
(Govt. of Pakistan, National Planning Board 1957: 485). Accordingly, 70 per cent of the
total land transport investment was made for Pakistan Railway (North Western
Railway), as compared to 30 per cent for road transport during the plan period of 1955-
60 (Govt. of Pakistan, National Planning Board 1957). The Road Transport Board was
set up to coordinate the rail and road networks with an intercity passenger ratio of 75
and 25 per cent in the favor of railway (Govt. of Pakistan, National Planning Board
1957). It is important to note here that although resources were allocated in the favor of
the railways, the plan proposed that the ratio of road to railway would increase to 25:75,
as compared to 10:90 in 1947. Moreover, this plan did not propose any extension of the
railway network. On the other hand, 1800 miles of new roads were planned to be
constructed along with the improvement of 2000 miles of existing roads (Govt. of
Pakistan, National Planning Board 1957).In urban areas, motorized traffic was very
limited until 1947 (Qadeer 1983). For example, in the city of Lahore, homes, work
places, bazaars (commercial areas), and community places were located in a mixed
land use pattern within a short distance. Therefore, walking was the largest mode of
transport followed by tonga (horse-drawn carriage). In spite of this fact, Omni Bus was
operated in the cities of Lahore and Karachi, while tramway provided services in
Karachi only (Qadeer 1983). The Omni Bus (public transport) service has been a public
monopoly from the beginning of its inception and expanded both in organization and
resources early1970s.In 1951, the Motor Vehicle Act 1939 was amended, and the Road
Transport Board was established in Punjab. The main function of the Punjab Road
Transport Board was to provide efficient, adequate, economical, and coordinated public
transport services in the province. In 1957, the (West) Pakistan Road Transport Board
was established according to the recommendation of the First Five Year Plan (1955-60).
Accordingly, the Karachi Road Transport Corporation (KRTC) was created in 1959 to be
responsible to run bus-based urban public transport in Karachi.The Second Five Year

27. Plan (1960-65) became the first planning document in Pakistan in which the roads
sector was given priority over railways by being allocated more financial resources
(Govt. of Pakistan, Planning Commission 1960). The perception behind this act was
stated in the plan as: ‘Road transport is particularly suited to the conditions and
requirements of Pakistan … the motor vehicle is more adaptable than the railways to
varying degrees of traffic intensity and permits a greater degree of speed and efficiency
in haulage over short distance … there is close relationship between the volume of
transport and the level of economic activity because each depends upon the other
(Govt. of Pakistan, Planning Commission 1960).
Under these beliefs, the Second Five Year Plan (1960-65) had initiated a new era of
road construction in Pakistan. The large cities of Pakistan were also inclined towards
the construction of new roads and implementing road-based public transport. The
Second Five Year Plan allocated considerable money to the [West] Pakistan Road
Transport Board to introduce 500 new buses in its fleet for intercity public transport
(Govt. of Pakistan, Planning Commission 1960). For urban transport, money was
allocated to the Karachi Road Transport Corporation (KRTC) for building up a fleet of
1200 buses, procuring 700 vehicles in addition to the 500 obtained in the First Plan
period(Govt. of Pakistan, Planning Commission 1960). The Second Plan took an
initiative to encourage the private sector to come forward and run road based public
Transport. The reason for this initiative was the rapid population growth that
Resulted in a corresponding growth in the demand for public transport. Originally, the
public sector had a monopoly on public transport in Pakistani cities. After the
encouragement of private sector policy, private wagons started their operations
along assigned routes to fulfill the growing demand for public transport. Initially, these
services were reliable, fast, and comfortable, but they eventually became crowded and
unsafe. Although many regulations existed and many promises were made over time,
the situation has not been improved yet.
Moreover, the Second Five Year Plan (1960-65) supported the inclusion of the
Karachi Circular Railway (KCR) as the first (and last to date) rail-based urban public
transport project in Pakistan (Govt. of Pakistan, Planning Commission 1960). The KCR
was planned to serve the whole of Karachi, including the periphery of the city. It was
projected as a regular, cheap, and efficient transport for the residents of Karachi (Govt.
of Pakistan, Planning Commission 1960). Later, some sections of the KCR were built.
This service was very successful in the first 15 years; however, it started to decline due
to lack of investment in the infrastructure. In city of Lahore, the Master Plan for Greater
Lahore proposed a mass transit system in the form of a circular railway in 1965 to
connect existing railway that passes through the city(Govt. of Punjab 1973). However,
the recommendations concerning the circular railway as a mass transit system did not
catch the attention of decision makers. In the early 1970s, public transport was
deregulated; this allowed the private sector to compete with public-owned bus services
(Govt. of Pakistan, Planning Commission 1978). However, it was observed that public-owned
bus services were given priority over private operators in the allocation of routes.
In 1977, the Punjab Road Transport Corporation’ (PRTC) and Punjab Urban Transport
Corporation (PUTC) were established in the province of Punjab (Lahore Development
Authority and World Bank/International Development Association 1980). The functions
of the PRTC and PUTC were to provide an efficient, adequate, economical, and

28. properly coordinated system of road-based intercity and urban public transport services,
respectively. PUTC was also responsible to provide bus stands; develop amenities;
purchase, manufacture, maintain, and repair buses; and provide other related services
in urban areas. Later, PUTC developed its own maintenance and body building
workshops, central stores, offices, and a central transport training institute.
Although public-owned Omni Buses were merged into PUTC, it had always been short
of buses due to a lack of investment by the government and international organizations.
To fulfill this deficiency, PUTC and the Volvo International Development Corporation
completed a study for the Model Urban Transport System in Lahore (Volvo 1980). The
PUTC-Volvo Model Transportation System project comprised transport planning,
organizational restructuring, capacity building, and the provision of vehicles. This study
identified different issues for an efficient bus-based public transport network in
Lahore. It recommended a continuation of the mixed public and private bus system. As
a result of this study, 350 Volvo buses were gifted by the Swedish government to
Lahore. These buses were added to the fleet of PUTC.
Although Omni Buses were merged with PUTC and the Volvo buses were introduced,
PUTC did not expand its fleet as required to cope with the enlarged system of routes
and growing demand in Lahore. Therefore, PUTC tried to attract private sector by
starting a leased buses scheme on specific routes run and managed by the private
sector (LDA 1997). However, all these efforts were not successful over time and,
gradually, PUTC bus services declined. Due to lack of investment, new buses were not
purchased after 1989. Therefore, the public-owned bus system in Lahore managed by
PUTC collapsed after being operational for a couple of years. Finally, the government
disbanded the PUTC in 1998.
Public Transport in Pakistan—1991 Onward
Public Transport in the National Transport Policy, 1991
In 1991, a draft National Transport Policy was published by the National Transport
Research Centre (NTRC). This policy suggested the adoption of a bus-based public
transport system, as compared to a rail-based mass transit system, as the preferred
urban transport model in the metropolitan cities of Pakistan (Govt. of Pakistan, NTRC
1991). This approach may have been adopted due the lack of finance available from the
World Bank to implement a rail-based mass transit system. However, at the same time,
heavy- and light-rail-based public transport was proposed in Lahore by the technical
and financial assistance of JICA (TEPA and JICA 1992).The NTRC transport policy also
proposed that government responsibility should be limited to low-income groups by
providing a sufficient number of subsidized public transport services (Govt. of Pakistan,
NTRC 1991). It was argued that the introduction of low-quality public transport in urban
areas would convey a negative image of government-owned transportation, ultimately
discouraging the efforts towards promoting public transport. This policy also proposed
that the government should encourage the private sector to provide efficient and
High-quality public transport services for the middle class. Several steps were
Proposed to encourage the involvement of the private sector, including soft loans from
banks, a reduction of custom duty, and tax incentives for the importation of vehicle
spare parts.

29. Public Transport in the Prime Minister’s Public Transport Scheme, 1991
In 1991, the Prime Minister’s Incentives Scheme to Revamp the Public Transport
Scheme was initiated by the Nawaz Sharf’s government (Govt. of Pakistan, Ministry of
Communication 1991). This policy included incentive packages to import taxis, buses,
and mini-buses for an efficient public transport system. The incentive packages included
duty free imports of taxis, buses, and mini-buses; loan arrangements from banks at a 15
per cent annual interest rate; and special registration numbers for new public transport.
This policy was implemented, and the public transport fleet was upgraded. However, the
policy was changed after the Nawaz government left office.
Public Transport in the National Conservation Strategy (Agenda 21), 1992
The National Conservation Strategy (NCS) was the first comprehensive strategy to
provide a framework for addressing the specific environmental concerns of
Pakistan(Govt. of Pakistan, Environment and Urban Affairs Division and International
Union for Conservation of Nature 1992). The Transport sectors received very little
attention in the NCS. The strategy recognized the wider ecological consequences of
transport use, and particular attention was paid to energy and air pollution problems.
However, the emphasis was clearly on technical solutions to solve environmental
problems associated with improving the energy efficiency of motor vehicles. Although
the roles of public transport and non-motorized transport in reducing the impact on the
environment were acknowledged, at the same time, fuel efficient cars were promoted by
providing incentives in the form of tax and
customs duty relief. Public Transport through Community-Based Welfare Organization
In 1990s, two cities of Punjab province (Faisalabad and Lahore) conducted an
innovative experiment to run public transport services by creating NGOs in collaboration
with local private operators (Anjum and Russell 1997; LDA 1997). Accordingly, the
Faisalabad Urban Transport Society (FUTS) was created in 1994 followed by the
Lahore Transport System (LTS) in 1997. The FUTS and LTS were registered with the
provincial Social Welfare Department with funding arranged from private operators.
These NGOs were regulated by the law of social companies and administrated by a
governing body. The governing body typically comprised concerned government
officers, community representatives, transporters, and bus owners. This governing body
was developed on the basis of public-private-community participation to provide efficient
public transport services in the city of Faisalabad and Lahore. These NGOs generated
their funds through the private sector, renting existing infrastructure facilities and setting
higher fares. The most interesting features of these NGOs were the setting of their own
fares (without approval of the government) and enforcement. Initially, this experiment
(especially in the case of FUTS) was successful in providing efficient, reliable, and
decent public transport services by incorporating the private and community sectors in
the decision making process. However, lack of investment by the private and public
sectors in inducting new vehicles made this venture unsuccessful.The People’s Train
and Awami (People’s) Bus Train Projects In 1996, under Prime Minister Benazir
Bhutto’s Development Programme for big cities, a mass transit project was started in
the cities of Rawalpindi and Islamabad. This system was based on a rail-road mixed
mode that contained an urban rail link between Rawalpindi and Islamabad connected
with feeder coasters (mini buses)in Islamabad. The main objective of this service was to

30. reduce peak-hour traffic congestion, reduce air pollution, and make use of existing
railway infrastructure
(Govt. of Pakistan, NTRC 1996). Initially, the train service was designed for 6,000-8,000
commuters per day. Therefore, only three train services at the frequency of 1.5 hours in
the morning peak and three train services at the frequency of 3 hours in the afternoon
peak were started. However, after three months of operation, these services were
reduced to four train services per day. Finally, this rail-road mass transit system was
shut down due to heavy financial losses. The main reasons behind its failure were
inadequate
service planning, which includes the absence of feeder buses in Rawalpindi; very low
frequency; lack of information about timetabling; lack of amenities on railway stations;
and relatively higher fares without any time savings. Additionally, this train service
caused traffic jams at the level crossing roads in Rawalpindi. A similar kind of project,
the Awami (People’s) Bus Train, was started in 1989 by Ms. Bhutto’s first government in
Karachi, Rawalpindi, and Islamabad (Govt. of Pakistan, NTRC 1992). In this project, the
National Transport Research Centre (NTRC) designed and developed a Bus Train
(prime mover plus three trailers) using old discarded buses to provide high-capacity bus
services at peak hours. The Awami Bus Train provided services on main corridor that
had sufficient road width. Initially, this project was started in Karachi, and, after one year
of operation, the Bus Train was shifted to Rawalpindi and Islamabad. The Bus Train
had, for the first time, introduced an imaginary bus lane on the extreme left of the road.
It was estimated that the Bus Train attracted a large number of commuters in
Rawalpindi and Islamabad from 1991 to 1993. This service used 45 per cent of its
capacity
and recovered 68 per cent of its cost from fares in two years of operation (Govt. of
Pakistan, NTRC 1996). However, this service was shut down due to lack of interest
from the government in providing public transport services
Public Transport in the National Integrated Transport Policy, 1998
In 1998, the Ministry of Communications gave the mandate to the Chartered
Institute of Transport (now Chartered Institute of Logistic and Transport - CILT) for
preparing a draft National Integrated Transport Policy’ (CILT 1998). This policy
emphasized land use and transport integration to reduce the need to travel land to
maximize the accessibility of public transport. However, the policy also suggested a
zoning plan for different land uses with reservation of land for future urban transport
infrastructure. It is now widely accepted that land use planning based on separated
zones will generate more travel and reduce the viability of public transport. Public
Transport in the Transport Sector Development Initiative (TSDI), 1999 The Transport
Sector Development Initiative (TSDI) was a joint effort among the Government of
Pakistan, international development institutions (especially the World Bank), and the
private sector to collectively develop a comprehensive transportation policy (TSDI
2001). The TSDI policies were heavily framed by a
perception that privatization and deregulation of public transport would bring
about more efficient and cost effective transport. In relation to privatization, the
document states, ”each mode should be developed according to the guidance of market
forces … the private sector should be encouraged to play its part in public transport … a
common platform of public and private sector should be established to discuss issues

31. regarding different modes of transport … existing laws and tax duties should be
modified in favor of privatization” (TSDI 2001). It is noted that the emphasis on
privatization has been found in all transport documents prepared with the collaboration
of international development institutions. Later, these policies and recommendations
were reproduced by the NTRC transport policy in 2001.Public Transport in the National
Transport Strategy, 1999 In 1999, the National Transport Strategy was developed by
the Small and Medium Enterprise Development Authority (SMEDA), under the Federal
Ministry of Industries and Production (Govt. of Pakistan, SMEDA 1999). In the presence
of different transport ministries, the SMEDA national transport strategy showed the
Nawaz government’s intention to attract private investment to the road transport sector.
This strategy was approved quickly by the federal government in 1999. It should be
noted that all other transport documents were draft policy documents and not formally
approved by the government. Although the strategy is called the National Transport
Strategy, it merely focused on the introduction of buses as the mode of urban public
transport. Therefore, an institutional reform package for government organizations that
enabled them to attract private investment in bus-based urban public transport was
proposed.Accordingly, a franchise system of bus operation was introduced to run bus-based
public transport. Therefore, favorable policies, tax incentives, and regulations
were
formulated to attract the private sector to invest in the franchise system of public
transport. Government also encouraged commercial institutions and banks to cooperate
with private investors to help the franchise system succeed. At the same time, a
SMEDA-type of a bus-based public transport policy on a franchise basis was introduced
by the provincial (Punjab) Transport Department with the help of the World Bank
(Meakin 1998). The goal was to phase out the aged public transport vehicles by
introducing a regulated bus system owned and operated by the corporate private sector
on the basis of route franchises (Govt. of Punjab 1998). The main role of government
was the regulation of services; operational aspects were left to the private sector. Under
this new policy, the government provided a package of incentives to attract private
investment. These incentives consisted of a subsidy on the interest of loans, exemption
of customs duty on the
import of Compressed Natural Gas (CNG) and diesel buses, and subsidized lease of
depots. In response to this policy, corporate private sectors introduced new buses on
dedicated routes in various cities of Punjab. The policy was widely appreciated by public
transport users due to the improved quality of public transport. Initially, this policy made
a significant difference in the quality of public transport but started to decline due to lack
of investment by the private sector. Over time, it was realized that the lack of
institutional capacity in the government meant that it was not able to play an effective
role in attracting private investment and managing and solving conflicts of franchised
bus operations. As a result, the public transport franchising operations in the cities of
Rawalpindi and Islamabad ended in early 2000.

32. Public Transport Policies in 2000s
In 2000s, the federal Planning Commission prepared a draft Transport Policy
through an in-house process (Govt. of Pakistan, Planning Commission 2000). This
document also presented a bus-based public transport system as the transport solution
for metropolitan cities in Pakistan. The policy was the first to propose reserving special
bus lanes at grade or grade-separated road infrastructure. The policy encouraged
revitalization of the KCR as an urban rail line; the KCR had been abandoned in the late
1990s. This policy also encouraged the private sector to operate public transport.The
Ten Year Perspective Development Plan and a Medium Term Development Framework
(MTDF) were prepared by the Planning Commission to be implemented
Between 2001 and 2011. The MTDF stated that the “development of an
efficient public transport system primarily based on buses needs to be linked to mass
transit systems, with light rail as an option” (Govt. of Pakistan, Planning Commission
2005). However, no money has yet been allocated for the recommended public
transport system.
Franchised Bus in Lahore
The latest effort to formulate a National Transport Policy was initiated at the end of
2003, through technical assistance from the Asian Development Bank (ADB and Govt.
of Pakistan, NTRC 2003). Stage one of the assistance appeared in the form of a report,
“Assessment of Critical Current Transport Sector Needs,” prepared by international

33. consultants appointed by the ADB. However, this document was silent on the
assessment and development of public transport in Pakistani cities. Stage two of the
technical assistance, which will mainly contain sub-sector policy statements, has not yet
been completed. In early 2000, the Integrated Master Plan (2001-2021) was prepared in
Lahore to guide future development (LDA 2004a). Like all previous Master Plans
prepared for Lahore, this plan favored the urban road network and ignored the potential
of developing public transport. Accordingly, the first five-year program for transportation
development in Lahore proposed to include 94.8 percent of funding for road
development, management, and maintenance and only 5.2 percent for a public
transport terminal (LDA, 2004a). Clearly the plan is a road development plan, not, as it
is called, a comprehensive transport plan.In 2005, the Government of the Punjab,
Transport Department, commissioned MVA Asia Ltd (international consultants) to
develop a network for a mass transit system (Govt. of Punjab, Transport Department
2006). The study recommended a rail-based four-line network called the Lahore Rapid
Mass Transit System (LRMTS).
This rail system was proposed on the assumption that air-conditioned franchised buses
introduced in the past became successful due to the rising income of the growing
population. Therefore, people were willing to pay for a better service. However, no
evidence was provided in support of this argument. In 2005, the Government of Punjab
prepared a Medium Term Development Framework to be implemented in 2006 to 2009.
Under this framework, urban development policy objectives encompassed the
establishment of an Urban Commission for preparing a comprehensive urban policy. It
was proposed that a Provincial Urban Transport Policy (PUTP) would be developed to
guide the future
Comprehensive Urban Transport Strategy for Lahore. This strategy will be a part of the
proposed Lahore City Development Strategy, which would be prepared with the
technical and financial assistance of Cities Alliance. The Alliance supported cities in
preparing city development strategies that “link the process by which local stakeholders
define their vision for their city and its economic growth, environmental and poverty
reduction objectives, with clear priorities for actions and investments” (Cities Alliance
2006: 1). The strategy would be implemented by the proposed Punjab Large Cities
Development Policy Loan (DPL), with technical and financial assistance from the World
Bank (World Bank 2006). The objectives of the proposed DPL project complement city
development strategies to promote economic growth in the major cities of Punjab. This
growth would be achieved through metropolitan level strategic planning, integrated
infrastructure investment programs, and efficient urban service delivery. The
improvement of urban transport is one of the key areas in the project. This historical
review shows that a number of policy documents were produced at the national,
provincial, and local levels that addressed public transport directly or indirectly in
Pakistan. These policy documents consistently affirmed the need for the development of
publics transport. Reasons why this development has not happened will be discussed in
the next section.
Lack of Capacity among Public Transport Organizations
Kennedy et al. (2005), in their article ‘”The Four Pillars of Sustainable Urban
Transportation, “reviewed the factors contributing to best practice in urban transport.

34. They concluded that adequate finance, infrastructure, and urban planning are important
for public transport planning, but the critical requirement is effective governance.
Effective governance included appropriate organizations with the necessary powers,
skills, finance, and responsibilities for public transport planning. These characteristics of
governance were not present in public transport organizations in Pakistan. These
organizations have a long history of deficiency in professional,
Administrative and financial capacity to manage public transport service
Planning (Imran 2006; Haider and Badami 2007).
Transport and Communications
: Road Transport
Roads are the most important segment of Pakistan’s transport sector. Roads carry over
96 percent of inland freight and 92 percent of passenger traffic and are undoubtedly the
backbone of the economy. The current road network is about 260,000 kms catering to
eleven million vehicles of all types.
-a: National Highway Authority
The NHA road network is around 12,000 kms, which is merely 4.6 percent of the overall
road network but it takes 80 percent of Pakistan’s commercial traffic. Despite overall
budgetary constraints during the fiscal year, and the effects of heavy floods in 2010 and
law and order challenges NHA performed well. This performance in terms,of NHA
projects is summarized
a. Completed Projects
NHA has completed 12 projects of flyovers bridges, interchanges and road up gradation
during the last one year at a cost of Rs 19.6 billion.
b. Ongoing Projects
At present, 46 development projects on roads covering 2,985 kms are ongoing at a cost
Rs 245 billion in different sections/packages. These projects include construction of
roads, river bridges, tunnels, flyovers, interchanges.

35. D.New Development Projects
During the financial year, NHA has launched/ awarded 16 new development projects
covering a length of above 500 kms including construction of a number of bridges,
flyovers and interchanges costing Rs. 70,951 million. NHA is simultaneously
constructing 12 bridges across the rivers. These are; on river Chenab 4, on rivers Sutlej
2, on river Swan 1 and on river Indus 5.
Pakistan Railways
An effective railway system of the country facilitates commerce and trade, reduces
transportation cost and promotes rural development and national integration. Pakistan
Railways has entered into the Public-Private Partnership business in; Passenger Trains,
Rehabilitation of Locomotives, Management Operation of Terminal Facilities including
Dry Ports. The Ministry of Railways has also adopted a“Track Access Policy” for private
sector participation to operate freight and passenger trains on Pakistan Railways
Infrastructure. The Ministry of Railways is also in process of allowing private sector to
operate on Pakistan Railways network under Public Private Partnership (PPP) frame
Work. The Ministry of Railways has also created a “Real Estate Development and
Marketing Company” as subsidiary of Ministry of Railways. The company will manage to
commercialize the surplus lands of Pakistan Railways in order to overcome its financial
challenges. In addition to the above, six Factories including Locomotive Factory
Risalpur, Carriage Factory Islamabad, and four Concrete Sleeper Factories in Kohat,
Khanewal, Sukkur and Kotri, are being corporatized for eventual privatization subject to
approval of the government..
Research papers

36. Communications
The 21st century can safely be named the IT Century as no institution can run without
the help of IT in the future. The advancement of IT has brought enormous benefits to
individuals, businesses and organization. The world has developed into an information
economy and the application of new technologies has become the centerpiece of
activities. Rapid development of Information and Communication Technology (ICT)
infrastructure and its adoption is now a prerequisite for making national progress in the
economy and in daily life as well. Modernization and development of telecom
infrastructure has been correlated with increase in economic activities. The Information
Technology (IT) revolution is probably the most important force shaping communities
today.

39. Environment
Definition
The surroundings or conditions in which a person, animal, or plant lives or operates.
The setting or conditions in which a particular activity is carried on.

43. Environment
A healthy and safe environment is a much cherished public good of every society as it
enables people to lead healthy lives and thus contribute to productivity. The significance
of environment was admitted explicitly and internationally at the UN Millennium
Declaration 2000. MDG No.7 explicitly makes ensuring environmental sustainability one
of the goals developing nations must achieve until 2015. Since then the efforts to
provide safe and healthy environment have got special focus of the government.
Pakistan has taken some steps towards addressing environmental issues more
Effectively, the most significant of which was the making of the National Environmental
Policy in 2005. However despite this development, Pakistan’s environmental indicators
remain dismal.
According to the Pakistan Millennium Development Goals Report 2005 Pakistan’s forest
cover has not changed from 4.1 million hectares since 1990. Pakistan’s forests also
face the threat of rapid deforestation and the main reason for this trend is the rise in
demand of wood for fuel amongst poorer people and an intense commercial clearing of
forests. Air pollution has also worsened in Pakistan because of a sharp increase in
vehicles since 1990.22 However, this has now been matched by a rise in the number of
vehicles consuming CNG, from 280,000 in 2001 to 700,000 by March 2005.23 Efforts
have also been made by the government to settle people living in slum areas and about
60 percent of them have been regularized.24 The root cause of environmental problems
in Pakistan is a growing population, increasing rural-urban
migration and a lack of awareness. These issues can only be resolved if the
government prioritizes environment and increases its budgetary allocation25 for the
environment in the MTDF from the present minimal levels. A greater budgetary
allocation along with the recently promulgated strategies of Clean Drinking Water for All,
National Drinking Water and Sanitation Policy as well as promotion of CNG as vehicle
fuel can put Pakistan on the path to environmental sustainability. At present, meeting
the goals of increased forest cover and energy savings per unit of consumption seem
difficult in the medium term because of Pakistan’s climate, rising population pressures
and past negative trends. The MDG targets for clean potable water and sanitation (see)
depend on the success of the government’s plan to provide clean drinking water to all
and at present seems a great challenge. However plans to regularize most slum areas
in line with MDG targets is likely to be successful.