Motorways Without the Gateway: The Neglect of Sindh in Pakistan’s Transport Planning…

By: Rahmatullah Buriro

Motorways play a vital role in economic growth, trade, and national connectivity. In Pakistan, most of the country’s imports and exports move through the seaports located in the province of Sindh. From these ports, goods are transported by road to the inland provinces and dry ports. Therefore, motorway planning should logically start from the coastal areas and move towards the interior regions. Unfortunately, the current development pattern does not follow this economic logic.
According to the plans of the National Highway Authority, several motorways were proposed to pass through Sindh. However, only a small portion of these plans has been implemented. The M-5 Motorway is the only completed project in Sindh. Its 126-kilometre portion from Kashmore to Sukkur has been built successfully.
The remaining projects are still pending. The M-6 Motorway, which is about 306 kilometres long and connects Sukkur with Hyderabad, has not yet started. Similarly, the M-7 Motorway from Dadu to Hub has not begun in the Sindh section. The M-8 Motorway also passes through Sindh, but the 64-kilometre stretch from Ratodero to Qubo Saeed Khan has not been upgraded to motorway standards.
Other important routes also remain incomplete. The M-9 Motorway connecting Karachi and Hyderabad still lacks full motorway standards. The M-10 Motorway has also not been converted into a proper motorway. In addition, a proposed new motorway from Hyderabad to Karachi via Kirthar National Park has not yet started.
In total, the National Highway Authority had planned about 957 kilometres of motorways in Sindh. However, only 126 kilometres have been completed, while about 831 kilometres are still pending.
This delay is surprising because Sindh is the gateway of Pakistan’s trade. The country’s major seaports — Port of Karachi, Port Qasim, and Gwadar Port — handle cargo that moves to the inland provinces such as Punjab and Khyber Pakhtunkhwa. Ideally, high-speed motorways should connect these ports with the rest of the country.
However, the present situation is different. There is still no continuous motorway corridor across Sindh. Because of this, heavy trucks and trailers move slowly on ordinary highways. Transporters often take two to three days to travel about 700 kilometres, which could normally be covered in about ten hours on a proper motorway. This increases transportation costs and slows down trade.
The imbalance becomes clearer when we look at the overall motorway development in Pakistan. Out of about 4,000 kilometres of planned motorways, nearly 2,300 kilometres have already been built in Punjab and Khyber Pakhtunkhwa. In contrast, 831 kilometres in Sindh and about 870 kilometres in Balochistan are still waiting for construction.
A wise national transport policy should be based on economic needs and national equality, not on provincial differences. From a trade perspective, motorway construction should begin from the seaports and then extend toward the dry ports and markets of the interior provinces. Unfortunately, the current planning appears to be the opposite.
For many years, whenever motorway projects in Sindh are discussed, they are delayed with the explanation of lack of funds. However, continuous development of motorways in other regions raises serious questions about planning priorities.
In conclusion, the motorway network of Pakistan should be developed in a balanced and strategic way. Sindh, as the country’s main gateway for trade, deserves proper motorway connectivity. Investing in these routes will not only benefit Sindh but will strengthen the entire national economy of Pakistan