Technical Assistance Consultant’s Report

Project Number: 46378-001/TA 8405-PAK July 2014

Islamic Republic of Pakistan: Preparing the Regional Improving Border Services Project (Financed by the Technical Assistance Special Fund)

Prepared by PPTA Individual Consultants under Phase 1 of the TA

For Government of Pakistan Federal Board Revenue

This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design. Asian Development Bank

TA – 8405 PAK: Improving Border Services Project Final Report

July 10, 2014 Acronyms and Abbreviations

ADB Asian Development Bank AEO Authorized Economic Operator ANF Anti-Narcotics Force APTTA Afghanistan Pakistan Transit Trade Agreement BCP Border Crossing Point CBRN Chemical, Biological, Radioactive and Nuclear detectors CBTA CAREC Border and Transport Agreement CCTV Close Circuit Television CCZ Customs Control Zone CPR Computerized Payment Receipt DR Disaster Recovery DSL Digital Subscriber Line DXX Digital Cross Connect EDI Electronic Data Interchange EGD Export Goods Declaration EGM Export General Manifest EPD Electronic Pre Declaration e-QMS Electronic Queue Management System FBR Federal Board of Revenue FC Frontier Corps FIA Federal Investigation Agency FPCCI Federation of Pakistan Chambers of Commerce and Industry GATT General Agreement on Tariffs and Trade GD Goods Declaration GDP Gross Domestic Product GoP Government of Pakistan I/O Input / Output ICT Information and Communications Technology ID Identification IGM Import General Manifest IP Internet Protocol or Packet IP (PBX) Internet Protocol (Private Branch Exchange) ISAF International Security Assistance Force ISCM International Supply Chain Management IT Information Technology ITTMS Integrated Transit Trade Management System Kbps Kilobits per second KPI Key Performance Indicators KPK Khyber Pakhtun Khuwa KPT Karachi Port Trust KVA Kilo Volt Ampere LAN Local Area Network LPI Logistics Performance Index Mbps Megabits per second MFN Most Favored Nation

i MoC Ministry of Commerce NADRA National Database and Registration Authority NATO North Atlantic Treaty Organization NBP National Bank of Pakistan NLC National Logistics Cell NTN National Tax Number NVR Network Video Recorder O/S Operating System OCS One Customs System OGAs Other Government Agencies PCA Post Clearance Audit PCs Personal Computers PFC Passenger Facilitation Center PKR Pakistani Rupee PQA Port Qasim Authority PR Pakistan Railways PRAL Pakistan Revenue Automation Limited PSTN Public Switched Telephone Network RFID Radio Frequency Identification RKC Revised Kyoto Convention RMS Risk Management System SCPC VSAT Single Channel Per Carrier Very Small Aperture Terminal SEP Single Entry Permit SVM Seal Verification Mechanism SWS Single Window System TA(PT) Technical Assistance Project Team TIR Transports Internationaux Routiers (International Road Transport) ToR Terms of Reference TRS Time Release Survey UCR Unique Consignment Reference UPS Uninterruptable Power Supply US United States UTM Unified Threat Management VA Volt-Ampere VP Vice President WAN Wide Area Network WCO World Customs Organization WeBOC Web Based One Customs Wi-Fi Wireless Fidelity WLAN Wireless Local Area Network WTO World Trade Organization

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Table of Contents 1. Executive Summary ...... 7 1.1 Design and Layout ...... 7 1.1.1 Final Border Crossing Design and Layout ...... 7 1.2 Customs and Trade Facilitation ...... 7 1.2.1 Overall process findings ...... 7 1.2.2 Overall infrastructure and equipment findings ...... 8 1.2.3 Overall process and infrastructure and equipment solutions ...... 8 1.2.4 Legal framework review ...... 8 1.2.5 Customs training and skills assessment ...... 8 1.2.6 World Customs Organization SAFE Framework of Standards to secure and facilitate global trade and Authorized Economic Operator (AEO) program ...... 9 1.3 Information and Communications Technology - ICT ...... 9 1.3.1 Overall ICT Infrastructure Findings ...... 9 1.3.2 Overall IT Systems Findings ...... 10 1.4 Border Crossing Security ...... 10 1.5 Abstract of Total Project Cost ...... 11 1.5.1 BCP Transition Plan Costs Summary (USD) ...... 11 2. Introduction...... 12 3. Methodology...... 14 3.1 Design and Layout ...... 14 3.1.1 Guiding Principles of Design and Layout: ...... 14 3.2 Border Crossing Point Infrastructure, Equipment and Processes ...... 15 3.3 Information and Communication Technology – ICT ...... 15 3.4 Security ...... 16 4. Border Crossing Point Customs and Trade Facilitation Processes ...... 16 4.1 Wagah Border Crossing Point ...... 17 4.1.1 Export bottlenecks ...... 17 4.1.2 Import bottlenecks ...... 18 4.1.3 Bus passenger process and bottlenecks ...... 19 4.1.4 Pedestrian process and bottlenecks ...... 19 4.1.5 Wagha border crossing point 24 hour 7 day opening issues ...... 19 4.1.6 Short term transition to international practice border crossing at Wagha ...... 20 4.1.7 Long term transition to international good practice border crossing processing ...... 21 4.2 Torkham Border Crossing Point ...... 21 4.2.1 Export and import bottlenecks ...... 22 4.2.2 Transit processing, timings and bottlenecks ...... 23 4.2.3 Bus passenger bottlenecks ...... 24 4.2.4 Pedestrian bottlenecks and challenges ...... 25 4.2.5 Short term transition to good practice infrastructure and equipment ...... 25 4.2.6 Long term transition to good practice infrastructure and equipment ...... 26 4.2.7 Short term transition to good practice export, import and transit processing ...... 26 4.2.8 Long term transition to international good practice export, import & transit processing ...... 26 4.3 Chaman Border Crossing Point ...... 26 4.3.1 Export and import bottlenecks ...... 27 4.3.2 Transit outbound and inbound bottlenecks ...... 28 4.3.3 Pedestrian bottlenecks ...... 29 4.3.4 Short term transition to good practice infrastructure and equipment ...... 29 4.3.5 Stakeholder feedback ...... 31 4.4 Legal Framework ...... 31 4.4.1 Non-existence of Inter Agency Agreement...... 31 4.4.2 Non ratified international network conventions ...... 31 4.4.3 Ratified road traffic and road safety conventions ...... 32 4.4.4 Non ratified road traffic and road safety conventions ...... 32 4.4.5 Non ratified vehicle conventions ...... 32 4.4.6 Other non-ratified legal instruments and related to road transport ...... 32 4.4.7 Non ratified border crossing facilitation conventions...... 32 4.4.8 Afghanistan Pakistan Trade and Transport Agreement (APTTA) ...... 33 4.4.9 Cross Border Transport Agreement (CBTA) ...... 33 4.4.10 Legal framework Conclusions ...... 33 4.4.11 Legal framework Recommendations ...... 34 4.5 World Customs Organization and Authorized Economic Operator ...... 35 4.6 Assessing the Capacity of Border Crossing Staffs ...... 36 4.7 Karachi ...... 37 4.7.1 ICT Equipment - Karachi ...... 38 4.7.2 Internet / Data Connectivity Requirements – Karachi Primary Site and Islamabad DR Site ...... 38 5.0 Final Design ...... 38 5.0.1 Border Crossing Design and Layout ...... 38 5.0.1.2 Good practice border crossing infrastructure ...... 40 5.0.1.3 Good practice border crossing equipment ...... 41 5.0.1.4 Good practice border crossing environmental factors ...... 42 5.0.2 ICT Considerations for Designing and Constructing BCPs ...... 43 5.0.2.1 Data Centre Requirements ...... 43 5.0.2.2 ICT Space Requirements ...... 44 5.0.2.3 Interconnecting BCP Buildings Requirements ...... 45 5.0.2.4 Cabling Standards and Requirements ...... 45 5.0.2.5 Cable Containment System ...... 46 5.0.2.6 Earthing and Grounding System ...... 47 5.0.2.7 Wide Area Network (WAN) Connectivity for BCPs ...... 48 5.0.3 IT Systems ...... 49 5.0.4 Security ...... 51 5.0.4.1 Perimeter Security ...... 51

5.0.4.2 Security of Building and Personnel...... 52 5.0.4.3 BCP Security...... 52 5.0.4.4 Security of material from Theft/Loss...... 52 5.0.4.5 Security of Data ...... 52 5.0.4.6 Security of Armory ...... 53 5.0.4.7 Power Arrangements ...... 53 5.0.4.8 Telecommunications ...... 53 5.0.4.9 Security against fire hazards ...... 53 5.1 WAGAH ...... 54 5.1.1 Design and Layout Proposals ...... 54 5.1.2 Information and Communications Technology – ICT ...... 58 5.1.2.1 ICT Equipment ...... 58 5.1.2.2 Internet / Data Connectivity Requirements ...... 59 5.1.2.2 Fiber Optic Cabling Layout – Long Term ...... 59 5.1.3 Wagha Border Crossing Security...... 60 5.1.3.1 Law and Order Situation ...... 60 5.1.3.2 Presence of Law Enforcement Agencies ...... 61 5.1.3.3 Vulnerabilities...... 61 5.1.3.4 Wagha “As Is” Situation ...... 61 5.1.3.5 Wagha border crossing short and long term solutions ...... 62 5.2 TORKHAM ...... 62 5.2.1 Design and Layout Proposals ...... 62 5.2.2 Information and Communications Technology – ICT ...... 67 5.2.2.1 ICT Equipment ...... 67 5.2.2.2 Internet / Data Connectivity Requirements ...... 68 5.2.2.3 Fiber Optic Cabling Layout – Long Term ...... 68 5.2.3 Torkham Border Crossing Security ...... 69 5.2.3.1 Law and Order Situation ...... 69 5.2.3.2 Presence of Law Enforcement Agencies ...... 69 5.2.3.3 Vulnerabilities...... 70 5.2.3.4 Torkham “As Is” Situation...... 70 5.2.3.5 Torkham Short and Long Term Border Crossing Solutions ...... 71 5.3 CHAMAN ...... 71 5.3.1 Design and Layout Proposals ...... 71 5.3.2 Information and Communications Technology – ICT ...... 75 5.3.2.1 ICT Equipment ...... 75 5.3.2.2 Internet / Data Connectivity Requirements ...... 76 5.3.2.3 Fiber Optic Cabling Layout – Long Term ...... 76 5.3.3 Chaman Border Crossing Security ...... 77 5.3.3.1 Law and Order Situation ...... 77 5.3.3.2 Law Enforcement Agencies ...... 77 5.3.3.3 Vulnerabilities...... 78

5.3.3.4 Chaman “As Is” Situation ...... 78 5.3.3.5 Chaman Short and Long Term Solutions ...... 79 5.4 Border Crossing Transition Plan ...... 79 6 Border Crossing Point Security Training...... 79 6.1 Common Short and Long Term Border Crossing Security Solutions ...... 79 7 Costing ...... 81 7.1 Design and Layout ...... 81 Table 16: Improving Torkham, Wagha and Chaman Border Crossing Consolidated Cost Summary (USD) ...... 81 Table 17: Improving Torkham Border Crossing Quantities and Costs (PKR)...... 82 Table 18: Improving Wagha Border Crossing Quantities and Costs (PKR) ...... 84 Table 19: Improving Chaman Border Crossing Quantities and Costs (PKR) ...... 85 7.2 Customs and Trade Facilitation ...... 87 Table 20: Draft Pakistan Transition to SWS and WCO Safe and AEO Capacity Development (Training) Costs (USD) ...... 87 7.3 Information and Communications Technology – ICT ...... 89 Table 21: Border Crossing Points Consolidated ICT Equipment Transition and Costs (PKR & US$) ...... 89 Table 22.1A: WAGHA Border Crossing Point ICT Equipment Transition and Costs (PKR & US$) ...... 90 Table 22.1B: WAGHA Border Crossing Data / Internet Connectivity Transition and Costs (PKR) ...... 96 Table 22.2A: CHAMAN Border Crossing Point ICT Equipment Transition and Costs (PKR & US$) .... 98 Table 22.2B: CHAMAN Border Crossing Point Data / Internet Connectivity Transition and Costs (PKR) ...... 102 Table 22.3A: TORKHAM Border Crossing Point ICT Equipment Transition and Costs (PKR & US$) ...... 94 Table 22.3B: TORKHAM Border Crossing Point Data / Internet Connectivity Transition and Costs (PKR) ...... 99 Table 22.4: Karachi Directorate of Transit Trade ICT Equipment Transition and Costs (PKR & US$) ...... 100 Table 22.5: Data Connectivity requirement with Other Government Agencies And BCPs Aggregation Links at KHI & ISB in the Long/Short Term Transition and Costs (PKR) ...... 100 Table 22.6: Data Connectivity requirement One Time Costs Transition and Costs (PKR) ...... 101 7.4 Draft Hard and Soft Security Transition Plan and Costs ...... 104 Table 23: Draft Hard and Soft Security Transition Plan and Costs (USD) ...... 104 7.5 Abstract of Total Project Cost ...... 107 Table 24: BCP Transition Plan Costs Summary (USD) ...... 107 8 Conclusion ...... 108

1. Executive Summary

1.1 Design and Layout

1.1.1 Final Border Crossing Design and Layout

The proposed three border crossing point (BCP) design and layouts will help improve the country‟s image and they will become more user friendly, safer and be part of the solution to get Pakistan products to international markets in less time and at a reduced transaction cost as well as becoming part of regional transport corridors connecting Pakistan with Central Asia and neighboring trading partners. How can the project BCP design and layout proposals achieve these objectives?

The design and layout concept moves away from the current traditional linear type of road border crossing point to one where traffic types start getting segregated on the approach road in order for trucks to enter truck only lanes and pedestrians get directed and segregated to their safe and secure lanes and processing halls. In this new scenario pedestrians no longer mingle with moving cargo trucks, cars and buses making it easier for the security agencies to control the BCPs. The design approach for BCP entry and exit is multi lane where each entry lane has a check booth built to the height of a truck cab window eliminating the need for the truck driver to leave the truck. The multi entry lanes will provide the primary check while the inside of the BCP called the Customs Control Zone (CCZ) will have the “one stop shop” for processing all import, transit and export shipments. This will also allow those trucks with high risk cargo selected using risk management to be taken too safe and secure secondary inspection area where Customs together with security staffs and other agency staffs can carry out 100% physical inspection. At the moment not enough trucks get selected for 100% physical inspections. Separate new pedestrian and new bus passenger processing halls will get located so they do not interfere with the other BCP functions. Each processing area will get covered with a new canopy. Approximately 30% extra land has been included allowing for the future expansion of traffic lanes, weighing machines and X-Ray scanners, vehicle parking and administrative buildings.

1.2 Customs and Trade Facilitation

1.2.1 Overall process findings

At all three road border crossing points (BCP) export, import and transit declaration processing is labor intensive and use paper documents. Each border crossing point has long lines of queuing trucks waiting to enter the Customs Control Zone (CCZ) inside the BCP. Each procedure from gate entry registration, driver security check, document registration and processing to gate exit is time consuming. The National Logistic Cell and Customs insist on 100 per cent truck weighing and X-Ray scanning at Wagha which raises the issue that when the FBR achieves real time entity based risk management to identify high risk cargo which agency shall make the final selectivity decision. There is scope to reduce processing times at each of the three border crossing and increase BCP export, import and transit throughput.

Table 1: Border crossing process times (minutes) Border crossing Export Import Transit out Transit in Wagha 413 237 N/A Torkham 225 195 230 452

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Chaman 178 372 210 185 Average 272 268 220 318 Source: International and national expert surveys at each of the border crossings

1.2.2 Overall infrastructure and equipment findings

Each of the border crossing points does not have fit for purpose infrastructure and equipment in the form of administrative buildings for cargo and pedestrian processing, segregated entry and exit gates, priority (fast track) lanes, parking, secondary inspection areas, testing or detection equipment such as baggage and vehicle scanning as well as a lack of information comunication technology (ICT). The lack of adequate infrastructure and equipment results in long lines of queuing trucks, longer than required processing times and hard and soft security concerns. The FBR might wish to consider creating a new border crossing point design agency or group tasked to use international good practice BCP design and layout principles instead of using ad hoc solutions.

1.2.3 Overall process and infrastructure and equipment solutions

The lack of fit for purpose infrastructure and equipment is an opportunity to invest in new technology which will reduce export, import and transit processing times and increase volume throughput helping each border crossing point become more efficient and user friendly as well as providing a better working environment for all border crossing staffs and improve the image for Pakistan. Hard infrastructure solutions include integrated administrative offices, safe and secure secondary inspection areas, angled truck parking, multi-lane entry and exit complete with check booths and electronic gates and signs, canopies, new transit sheds and new pedestrian processing halls. Equipment solutions include WeBOC, passport and visa scanners, CCTV, lighting, fencing, large baggage scanners, CBRN, drug testing kits, inspection equipment as well as new weighing machines and vehicle X-Ray scanners which will all help reduce cargo processing times and increase export, import and transit volume throughputs. Constructing new facilities and upgrading equipment will allow the transition to Single Window Systems and WCO SAFE and AEO. The short term future should include a border crossing strategy plus an inter border agency agreement becoming part of the ITTMS Steering Committee instigated Integrated Transit Trade Master Plan.

1.2.4 Legal framework review

A legal gap analysis was completed with regard to Single Window System, border crossing facilitation and developing transport corridors (connectivity). Pakistan has not acceded with several international traffic and border crossing facilitation conventions. Some of the neighboring trading partners have contracted and Pakistan should contract to the missing conventions and transit agreement and therefore gain the benefits of using standard international documentation and develop transport corridors with Central Asia and the People’s Republic of China (PRC) and with other regional trading partners. The Prime Minister of Pakistan supports trade and transport connectivity with the PRC and also supports a new overland and maritime “Silk Road” (See Annex 4 Legal Framework Review).

1.2.5 Customs training and skills assessment

Transition to the Single Window System shall require Pakistan Customs to further invest in Customs staff and user training. The annual training programs need changing to 3 to 5 year, or longer, training programs which will continually train staffs and managers in the current

8 range of skills plus the new skills required to modernize processes and absorb the requirements to carry out Single Windows System (SWS) and a WCO SAFE and AEO program. In addition the Customs Training Centers will need trained trainers who are skilled to prepare new training materials, syllabuses and develop a new training plan which shall deliver continuous skills training for SWS and WCO SAFE and AEO. The short term training might take nearly 600 training days, 209 courses and cost about US$412,000 to deliver. Extra trained trainers will be needed to deliver SWS, WeBOC and WCO SAFE and AEO training.

1.2.6 World Customs Organization SAFE Framework of Standards to secure and facilitate global trade and Authorized Economic Operator (AEO) program

A gap analysis of missing international conventions and laws has been completed. The project delivered to the FBR a draft Pakistan WCO SAFE and AEO transition plan a copy is in the Annex 3 to this report (See Annex 3).

As part of a transition program WCO SAFE and AEO Pakistan needs to have in place several missing laws and initiatives: (i) a law prescribing the use of mechanical seals complying with the ISO 17712 standard; (ii) a law on the use of a Unique Consignment Reference (UCR) number; (iii) a Confidentiality of Information Law; (iv) ratify the Johannesburg Convention; (v) ratify the 1972 Customs Container Convention; (vi) ratify the Customs Convention on International Transport of Goods Under Cover of TIR Carnets (TIR Convention 1975); (vii) ratify the 1982 Harmonization of Frontier Controls Convention; and (viii) start an International Supply Chain Management initiative.

1.3 Information and Communications Technology - ICT

1.3.1 Overall ICT Infrastructure Findings

At all three border crossing points adequate ICT infrastructure is lacking. Manual processing of imports, exports and transit consignments increases dwell time. Investing in ICT infrastructure in terms of servers, computers, tablets, printers, scanners, network switches, LAN cabling, Wi-Fi connectivity, anti-virus software, firewalls, uninterruptible power supply etc. shall result in reduced dwell time with increased capacities for handling additional international trade.

ICT infrastructure at Karachi can be classified into two areas i.e. data center and Directorate of Transit Trade. Data center hosts IT systems responsible for processing of all imports, exports and transit consignments throughout the country. For short term measure, there is no need to further invest in terms of ICT infrastructure as processing power is adequate and can meet the requirements of BCP for the next 3 years. However, data center shall need to be upgraded to enable hosting of Single Window System and meet requirements of its users. Likewise, ICT infrastructure requirements of Directorate of Transit Trade in Karachi needs some investment in terms of computers, printers and scanners enabling them to quickly process transit GDs.

FBR is using Layer 3 MPLS services of a Private Data Services & Connectivity Provider which seems to be highly stable and efficient. This service is offered on FBR‟s nationwide field offices last mile connectivity. Dedicated VPNs using VRF Table are configured to deliver layer 3 services. The VRF table is not ping-able from outside world due to which the connectivity will become secure as Layer 2 connectivity. Service Provider‟s MPLS domain is QoS capable. Packets marked with QoS values, coming from FBR, are treated with the marked QoS value inside Service Provider‟s MPLS domain.

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Different Last mile connectivity are present at FBR‟s BCP locations which includes Fiber Optics, Wireless and i-Direct based Satellite VPN Service. There are 2 Aggregation sites present in the FBR WAN namely; Customs House, Karachi as a Primary Site and FBR House, Islamabad as a Disaster Recovery Site for WeBOC / One Customs Applications.

1.3.2 Overall IT Systems Findings

BCPs particularly Torkham and Chaman are processing imports, exports and transit in the absence of any IT systems. Lack of ICT infrastructure has been the main reason behind under-utilization of IT systems which have been implemented elsewhere for years in varying degree of success. IT systems are merely being used as electronic register instead of a tool for reducing consignments processing time and facilitating trade. Automation at Wagha is somewhat better however dependence on paper based processing and lack of Risk Management System are the main obstacles. Customs staff operating IT systems at BCPs is not adequately trained and therefore they tend to delegate their responsibility of updating system to data entry operators which undermine system security.

IT systems at Karachi are well established. Replacement of paper based IT system for transit trade with paperless system is underway at Karachi, which is an opportunity for the department to embrace risk management and do away with mandatory 100% compulsory containers scanning and 5% physical inspection. WeBOC initiative of paperless processing with robust risk management capability, if adopted in letter and spirit, can significantly reduce processing times and increase volume throughput helping sea ports to handle more traffic and reduce cost of doing business.

1.4 Border Crossing Security

Surveys revealed considerable investment is needed at each of the three border crossings even though each border crossing has different hard and soft security characteristics. Investing in hard security (infrastructure and equipment) and soft security (personnel standard operating procedures, training and WCO SAFE and AEO programs to get a safe and secure international supply chain for Pakistan) will better protect expensive facilities and protect agency personnel and user staffs such as truck drivers, bus drivers, pedestrians and logistics service providers.

In the short term new border security infrastructure, equipment and practices must not dislocate, delay or add extra cost to traders and their logistics service providers. Security measures must select high risk cargo and high risk traders and also high risk logistics service providers which mean managing information because the measures must be used in such a way as to prevent risks reaching the border crossing. Using real time entity based risk management plus the use of 24hour advance pre notification of all exports, imports and transit cargo will help reduce high risk cargo arriving at the border crossing. In the long term Single Window Systems and WCO SAFE and AEO programs will further help Customs, other border agencies and private industry better prevent risk and reduce border events.

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1.5 Abstract of Total Project Cost

1.5.1 BCP Transition Plan Costs Summary (USD)

TA 8405: Improving Border Services Project: TORKHAM, WAGHA & CHAMAN BCP + Karachi Transit Trade Directorate Abstract of Total Project Costs as of 8th July 2014 - Prices in USD (1 USD = PKR 100)

No. Description of Item Torkham Wagha Chaman Karachi Total 1 Design & Layout Infrastructure & i 23,398,004.95 31,284,387.40 30,640,249.00 - 85,322,641.35 Developmental Works ii Building 25,505,095.00 30,686,295.00 26,421,495.00 - 82,612,885.00 2 Trade Facilitation i Trade Facilitation 212,175.00 212,175.00 212,175.00 - 636,525.00 3 Information & Communication Technology Equipment, Connectivity i Monthly Recurring Cost 2,472,391.29 2,035,255.85 2,345,940.30 20,263.00 6,873,850.44 (Per Year) & IT Systems Othr Govt. Agencies Long ii Term Data Connectivity 382,888.20 - 382,888.20 Cost (Per Year) Long Term Data / Internet iii 475,000.00 - 475,000.00 Connectivity One Time Cost 4 Security & Equipment i Security & Equipment 10,636,308.00 8,589,748.00 9,087,784.00 - 28,313,840.00

Total 62,223,974.24 72,807,861.25 68,707,643.30 20,263.00 204,617,629.99 10% Contingency 6,222,397.42 7,280,786.13 6,870,764.33 2,026.30 20,461,763.00 Total with Cont. 68,446,371.66 80,088,647.38 75,578,407.63 22,289.30 225,079,392.99 17% Tax 11,635,883.18 13,615,070.05 12,848,329.30 3,789.18 38,263,496.81 Grand Total 80,082,254.85 93,703,717.43 88,426,736.93 26,078.48 263,342,889.80

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2. Introduction

Pakistan has increased the focus on trade with regional markets and the new policies and strategies1 to achieve this objective developed by the Federal Board of Revenue and the Ministry of Commerce include improving border crossing point infrastructure, equipment and procedures to reduce cargo dwell time and increase throughput. The improved border crossing points are part of the strategy to develop more efficient transport corridors. The benefits to traders and manufacturers in Pakistan is to lower their transaction costs and give them more predictable export and import supply chains so they can get products to regional markets faster; this should help increase exports2.

However, the current border crossing points are not fit for purpose because they can no longer process the current volumes of export, import and transit cargo and pedestrians. Cargo dwell times are long and commercial trucks and pedestrians suffer long queue waiting times often in challenging climatic environments. The border crossings are characterized with mixed traffics and pedestrians trying to get through border crossing points which do not have the space to cope with the current volume of exports, imports and transit cargo never mind coping with the predicted future increase in trade. The current border crossings lack modern good practice infrastructure and procedures. Customs and other border agencies lack modern good practice equipment, ICT infrastructure and IT Systems which would help them make the border crossings more efficient, safer and more secure.

The current border crossing points were not designed to process the current levels of cargo and they were never designed as part of a trade facilitation solution. The FBR ITTMS objectives include reducing cargo dwell times and increasing throughput as part of a strategy to get better road and rail connectivity with neighboring trading partners and with Central Asia. The ADB TA-8405 PAK project objectives match the ITTMS objectives because the three improved road border crossing points will serve as good practice examples for Pakistan as a result of new infrastructure, new equipment, new computer technology, improved processes and good practice design and layout shall reduce cargo dwell times, increase throughput and improve the image for Pakistan.

The project team, which is part of the first phase of the project, has surveyed and identified the bottlenecks which create delays and reduce throughput and have proposed solutions and prepared new design and layout options for the Wagha, Torkham and Chaman road border crossing points. The project proposes to construct new infrastructure such as integrated administrative offices, widen approach roads, layout new angled vehicle parking, install new multi-lane traffic lanes, erect new pedestrian processing facilities, and build canopies and bridges. The project proposes to install new equipment such as cargo X-Ray scanning, truck weighing and pedestrian multi entry and exit lane scanning and detection equipment. The project proposes to install new Information and Communication Technology (ICT) hardware and software as part of the transition to a Single Window System (SWS). The project also recommends using international good practice export, import and transit processes which will get implemented using the new layout, new infrastructure and new equipment. The project examined the ability of the Customs training structure to train staffs and managers in the new SWS and future World Customs Organization SAFE and Authorized Economic Operator (AEO) programs which shall serve to give safe and secure international supply chains for Pakistan.

The project team has identified the amount of land needed to accommodate the current levels of traffics as well as giving enough land for future expansion; extra traffic lanes, extra

1 Out of 15 elements in the Strategic Trade Policy Framework 2012-15 the number one element is focus on regional trade

2 There is evidence that time delays affect trade. See Trading on Time by Simeon Djankov, Caroline Freund and Cong S. Wong, The World Bank, 2006

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X-Ray scanning and weighing machines and extra commercial vehicle parking. The FBR with the cooperation of local authorities need to solve the land acquisition challenge.

The project team reviewed the legal framework as part of the strategy to develop international transport corridors and improve the efficiency of the border crossings. For example, under Articles V (Freedom of Trade) and Article VIII (Fees and Formalities connected with Importation and Exportation) of General Agreement on Tariffs and Trade (GATT) Pakistan is bound to provide transit trade facilities at its international border crossing points. The National Trade Facilitation Strategy which started in 2008 emphasizes the simplification of customs procedures, infrastructure development, and getting integrated border management. Pakistan has signed the Afghanistan-Pakistan Transit Trade Agreement (APTTA) in October 2010 replacing the old Afghan Transit Trade Agreement of 1965. Under the provisions of the APTTA both the Afghanistan and the Pakistan Governments are bound inter alia to build or upgrade the required infrastructure in accordance with international good practices and standards at the border crossings between the two countries. The first priority step is getting an Inter-Agency Memorandum (Agreement) signed by all the border crossing agencies and implement it. The legal framework review also includes a description of the new WTO Trade Facilitation Agreement and lists what actions the FBR might wish to consider implementing it.

The second phase of the project will carry out technical, economic, financial, social, and environment due diligence.

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3. Methodology

3.1 Design and Layout

Good practice design and layout must guide the type of different border crossing points are achieved at Wagha, Torkham and Chaman. The border crossing design and layout must take into account current flows as well as take into account future import, transit and export cargo and pedestrian and vehicular passenger volume expansion. For example, if four new entry and exit traffic lanes are proposed for a BCP the layout includes sufficient land space so that extra traffic lanes can be installed in the future.

The design concept moves away from the traditional linear type of road border crossing point to one where traffic types start getting segregated on the approach road in order for trucks to enter truck only lanes and pedestrians get directed and segregated to safe and secure lanes. In this scenario pedestrians no longer mingle with moving cargo trucks, cars and buses. The design approach for BCP entry and exit is multi-lane where each entry lane has a check booth built to the height of a truck cab window eliminating the need for the truck driver to leave the truck. The multi entry lanes will provide the primary check while the inside of the BCP called the Customs Control Zone (CCZ) will have the secondary vehicle inspection area, the “one stop shop” for processing all import, transit and export shipments. Separate new pedestrian and new bus passenger processing halls will get located so they do not interfere with the other BCP functions. Each processing area will get covered with a new canopy.

Although transshipment is not an ideal transit method new transit sheds will get designed which will get fully utilized if and when goods get unloaded and loaded using pallets and fork lift trucks.

Future traffic volumes were not calculated. As a rule of thumb approximately 30% extra land has been included allowing for the future expansion of traffic lanes, weighing machines and X-Ray scanners, vehicle parking spaces and administrative buildings. Future traffic volumes might vary because the Government of Pakistan (GOP) may develop the Ganda Sing and Ghulam Khan Border crossing points.

3.1.1 Guiding Principles of Design and Layout:

1. User friendly, safe and efficient pedestrian and bus passenger exit and entry and processing; 2. Good practice import, transit and export processes and vehicle and pedestrian flows; 3. Segregating vehicle and passenger and bus traffic lanes allowing authorities to install priority lanes when needed; 4. Locating new import, transit, export and pedestrian and bus passenger and parking areas so they do not interfere with existing BCP facilities; 5. Multi entry and exit traffic lanes each entry lane complete with a check booth built to the height of a truck cab window, and linked to passport, road transport and immigration and customs databanks allowing customs to use risk management, red and green channel selection in the future; 6. New vehicle weighing machines which can also measure dimensions and transmit data to a central databank allowing end to end checking; 7. New fit for purpose fixed tunnel and mobile X-Ray scanning machines complete with computer access to a central databank;

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8. Primary inspection and safe and secure secondary vehicle inspection allowing customs and other agencies to carry out joint 100% vehicle inspections using risk management to select vehicles posing a revenue or security threat; 9. Vehicle number plate scanners linked to road transport database in order for authorities to get a security check on the truck company and a road worthiness check on the truck; 10. Integrated administrative building which will allow the authorities to take advantage of coordinated border management (CBM) and integrated border management (IBM) when it gets implemented in the future; 11. Control room complete with CCTV and accommodation for multi-agency staffs; 12. SPS facilities including disinfection facility; 13. New traffic signposting (Bi or Multilingual) plus electronic lane signs; 14. Geographic, topographic and climatic factors taken into account; 15. Safe and secure working environment; 16. Environment friendly design; 17. Extra land for future expansion.

3.2 Border Crossing Point Infrastructure, Equipment and Processes

The project experts designed and carried out two surveys at each of the three border crossing points; infrastructure / equipment and process. Each survey serves as a benchmark and allows a gap analysis to be made comparing the “as is” situation with international good practice border infrastructure and equipment. The experts recorded the average time trucks take to carry out export, import and transit processes. The experts prepared a list of infrastructure and equipment and processes that can be found at an “ideal” international good practice border crossing examples which is intended for use by the border crossing design and layout specialist. The survey results are shown in Annex 2, 5, 6, 7, 8, 9 and 10.

3.3 Information and Communication Technology – ICT

Assessment of ICT infrastructure and IT systems at each of the three border crossing points has been carried out with a view to document “as is” situation. Taking design and layout considerations of each BCP, fit for purpose ICT requirements have been worked out which shall not only fulfill the needs for short term but shall also act as building block for long term solution.

IT systems at these BCPs have never been successfully implemented because these were not adapted to meet the peculiar requirements of BCPs nor required ICT infrastructure was provided resulting in failed automation attempts in the past. Learning from these experiences and after having evaluated WeBOC system, it is a considered opinion to roll out of WeBOC system at these BCPs as a short term measure. For long term arrangements, detailed evaluation of WeBOC system shall be required which shall look into its ability to seamlessly integrate with systems of stakeholder organizations without compromising on information and system security.

The report contains specifications and costing of ICT infrastructure including servers, desktop / laptop computers, tablets, printers, scanners, network switches, data racks, LAN cabling, Wi-Fi connectivity, anti-virus software, firewalls, UPS, generator sets and other equipment which is mandatory for IT systems to function successfully at BCPs.

ICT experts visited Karachi to assess ICT requirements relating to customs data center as well as Directorate of Transit Trade. They also studied business processes at Karachi and Bin Qasim seaports for clearance of transit consignments and developed recommendations

15 which shall assist customs in expeditious clearance of transit cargo and increase throughput of seaports.

3.4 Security

The Security portion was designed after survey of all the BCPs. The surveys were carried out to assess the present security equipment installed over there, the security challenges, presence of LEAs and other security related issues. This was followed by an assessment and analysis which revealed major problems and shortcomings at all three locations. It was found that the whole security apparatus, including hard and soft security measures needed to be revamped from scratch. The over-all security approach was developed based on security principles for provision of a robust security mechanism capable of addressing all the shortcomings. The “As Is” situation to “Interim” solutions were developed which would ultimately lead to transition to the SW system. This includes Hard as well as Soft Security measures at Wagah, Torkham and Chaman. The new systems, hardware, techniques and SOPs when implemented would ultimately result in a much better and robust security mechanism at these locations for enhancing the trade facilitation.

4. Border Crossing Point Customs and Trade Facilitation Processes

The Logistics Performance Index shows that for the last ten years Pakistan‟s ranking has not recovered from its 68 ranking in 2007. Pakistan ranks 72 in 2014. This is better compared with a ranking of 110 in 2010. However, when the ten year rankings are aggregated the result shows that Pakistan has remained static with a 72 ranking. The Customs, infrastructure, international shipping rankings show small improvements. The ranking for the quality and competence of logistics in Pakistan is 75 during the ten year period. The rankings for tracking and tracing plus timeliness show a reduction in which might indicate the growth in export, import and transit volume is creating congestion and delays in the seaport terminals and border crossings.

Table 2: Pakistan Logistics Performance between 2007 and 20143 Logistics Tracking International Year Rank Customs Infrastructure quality and and Timeliness Shipments competence tracing 2014 72 58 69 56 75 86 123 Weighted aggregate results for 72 60 72 67 75 85 116 2007, 2010, 2012 and 2014

3 From Logistics Performance Index, in Connecting to Compete 2014 Trade Logistics in the Global Economy, The World Bank, 2014

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4.1 Wagah Border Crossing Point

Photo 1: Manual handling during Photo 2: Trucks waiting in line after entering transshipment of fresh tomatoes at Wagha Pakistan from India at Wagha. The last truck in the results in several broken crates and damaged queue must wait the longest resulting in extra time product. There is no cover from the sun during and added costs. On the right side of the two lanes transshipment resulting in product deterioration (only one lane is used) is the registration booth

4.1.1 Export bottlenecks

Several infrastructure and process bottlenecks were identified which create longer than necessary cargo dwell times and restrict throughput. The approach road gets congested with waiting trucks because the border crossing point does not open 24 hours seven days each week. The border crossing point entry has one entry gate and one entry lane so trucks must queue to enter. There is no joint agency checking at the entry gate instead each agency such as Rangers and Customs carry out their individual checks. The number of import trucks each day is not enormously high if compared with some busy international road border crossing points in Europe or North America and import and export dwell times are high. Throughput and dwell time is shown in the Table below.

Table 3: Wagha road border crossing throughput and dwell times Issue Import Export 150 trucks on average each day 80-90 trucks on average each day Throughput 250 trucks each day high season 100 trucks each day high season 7 to 12 hours on average 7 to 12 hours on average Dwell time Up to 2 days during December and Maximum over 17 hours January high season ADB TA-8405 PAK Border Services Project site survey result 15th January 2014

Exports are not pre notified in advance electronically and declarations must get manually registered before getting entered into the “One System” processing computer method. All trucks get weighed and scanned because real time entity based risk management is not used to select high risk cargo. Transshipment means wasting time while all trucks are unloaded and reloaded into another truck. Each process step means trucks must queue and wait. A summary of the export truck process and timings which shows the bottlenecks is given in the Table below.

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Table 4: Wagha export truck process, timings and bottlenecks Waiting Waiting Wagah BCP export Process Total time Total time time time process time average maximum average maximum Approach road 3 hours 11 hours 3 mins 180 mins 663 mins Entry gate 3 mins 30 mins 3 mins 3 33 Export “processing” 5 5 10 10 registration Customs gate 5 5 10 10 registration NLC yard entry 0 5 0 5 Truck weighing 10 5 15 15 Truck scanning 5 25 mins 3 8 28 Examination including unloading and loading - 120 mins 180 mins 30 120 180 transshipment Truck re weighing 10 30 mins 5 15 35 Export superintendent 5 10 mins 2 7 12 Single entry permit 25 30 mins 5 30 35 Out of gate 10 15 mins 5 15 20 Total 283 mins 480 mins 76 mins 413 mins 1046 mins Source: survey at Wagah BCP by international and national project experts ADB TA-8405 PAK 15th January 2014

4.1.2 Import bottlenecks

All Indian trucks enter using the “trade gate” in one line because there is only one entry lane. Each border agency carries out its individual check and uses paper registration instead of a combined agency check using ID card electronic scanning and vehicle number plate scanning. Each truck gets weighed and scanned using the one black and white X-Ray vehicle scanner. Transshipment of cargo from the Indian truck to the Pakistan takes time during which damage to product and wastage occurs during manual handling. No real time entity based risk management is used to select cargo for examination. Each import process involves the truck queuing and waiting. A summary of the import process, times and bottlenecks is given in the Table below.

Table 5: Wagha import truck process, timings and bottlenecks Waiting Waiting Wagah BCP import Process Total time Total time time time process time average maximum average maximum Step 1a Entry gate and 5 mins 10 mins 0 5 mins 10 mins NLC yard entry Step 1b Entry lane: goods register and SEP 5 10 5 10 15 check and IGM number Step 1c Entry lane: Ranger driver cab check 0 0 2 2 2 and driver “frisking” Step 2: Truck weighing 10 30 5 15 35 Step 3: Import 5 0 5 10 10 “processing” registration Step 4: Truck scanning 5 30 5 10 35 Step 5: Transshipment unloading and loading 120 180 0 120 180 and verification Step 6: Examination 0 0 60 0 0 carried during Step 5

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Step 7: Empty truck 10 15 5 15 20 weighing Step 8: Customs duty 5 10 10 15 20 assessment Step 9: Customs duty 10 20 10 10 30 payment Step 10: Release / Out 5 0 5 10 10 of Charge Step 11: Out of gate 5 0 10 15 15 Total 185 mins 305 mins 122 mins 237 mins 382 mins Source: survey at Wagah BCP by international and national project experts ADB TA-8405 PAK 15th January 2014

4.1.3 Bus passenger process and bottlenecks

The bus passenger processing building is currently adequate in size for the volume of bus passengers. However, it is not physically separated from the rest of the Customs Control Zone of the BCP. Passengers enter the facility with no security screening, and baggage is taken to an unsecure area inside the building. No sniffer dogs were seen checking passengers and their luggage. There are no segregated lanes for passport control and no passport scanners. Passengers leave the facility but are still inside the cargo Customs Control Zone of the BCP. The facility is not built as a multi modal bus and car park terminal.

4.1.4 Pedestrian process and bottlenecks

Two types of pedestrians enter Wagha by foot: (i) traders and their logistics service provider staffs; and (ii) pedestrians for the Bab-e-Azadi gate ceremony. Neither is segregated from the cargo and bus areas of the Customs Control Zone and they can wander around unsupervised and they are not given any identification and this unauthorized entry poses a security risk to the BCP. There is no pedestrian screening equipment and no CCTV. 4.1.5 Wagha border crossing point 24 hour 7 day opening issues

During the project the Federal Board of Revenue (FBR) announced it would open the Wagha road border crossing point to 24 hour operations. In reality operations were extended by only one hour. To achieve efficient 24 hour operations which should help reduce cargo dwell time and increase throughput several issues must be considered:

 The current inadequate and poor quality infrastructure and lack of modern cargo handling equipment is not able to handle the current and future import, export and transit traffic volume. Provision of the equipment and improvement in infrastructure will not be possible in a short period of time. Changing processes will take longer.  Security is compromised at this BCP because pedestrians coming into the BCP territory for witnessing the Flag Ceremony at the Bab-e-Azadi gate can walk anywhere in the BCP because they are not segregated from the commercial part of the BCP. There are no fences and no supervision and no CCTV. The manual male and female security check at the entry gate to the BCP is not equipped with modern international good practice screening technology; such as hand held and walk through detectors.  There are no covered transshipment areas. NLC plans to build five canopies for temporary goods storage which will be built at a height to allow trucks to “dock” and load and unload. One canopy is currently getting built. Goods stored at Wagah should be stored under a temporary import regime or get stored in a

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bonded warehouse. Either NLC or private industry could build transit sheds for goods under customs bond.  There are no temperature controlled transit sheds at Wagah for transshipping perishable products. An estimated 5% of tomatoes get wasted at Wagah during manual transshipment. Perishable products are not packed in logistics industry standard boxes or crates. No product is palletized and shrink wrapped and containers are not used to facilitate fast transshipment.  There is no good quality rest facility for truck drivers and transshipment labor. The shed type covered area used by truck drivers while waiting and eating is too small to cater for their eating and rest requirements. There is no segregation between Indian and Pakistan drivers, who must have an SEP (Single Entry Permit) and laborers.  There is no good quality office accommodation for custom broker agents and traders working and visiting the BCP.  There is only one old truck X-Ray scanner being operated by NLC. One scanner is used for both import and export trucks creating queues and delays; bottleneck. The current X-Ray scanner is not able to provide a color back scatter image of the contents.  There are insufficient truck weighing machines in the NLC yard creating queuing and time delays; bottleneck.  There is no firefighting equipment, no medical facility, no sniffer dog facility, and no testing laboratories. The nearest product testing laboratory is at Mughal Pura dry port which is 17 kms away.

4.1.6 Short term transition to international practice border crossing at Wagha

Short term transition arrangements and improvements which will shave minutes from some of the import and export processes and which cumulatively might help increase throughput and reduce dwell time include:

 Two mobile vehicle X-Ray scanners: most of the trucks are not 40 foot articulated container trailers and are instead 10 to 15 ton open top high walled trucks. While waiting for the ADB TA-8405 PAK project to complete its deliverables two mobile vehicle X-Ray scanners, one for import and another for export, will reduce truck waiting times;  Widen the Pakistan approach road to the export entry gate: there is currently sufficient tarmac road space to install one or two extra truck lanes. There is also enough road width for two trucks to enter the NLC transshipment yard. New lanes need marking on the tarmac and segregated with concrete blocks and sign posted;  Install export entry gate area lighting so that the Rangers and other authority staffs can carry out their duties at night. Extra power generators might be needed;  Security: (i) segregate bus passenger access from all other traffic movements by installing new fencing and lighting; (ii) move male and female pedestrian who come to watch the Flag Ceremony at the Bab-e-Azadi gate away from the central road which goes through the centre of the BCP facility to one side of the BCP terrain and install fit for purpose ID check scanners, hand held metal and explosive scanners, male and female walk through detectors, lighting, shade and fenced off from the rest of the BCP;  Install one extra entry traffic lane from India: there is only one truck entry lane from the trade gate. Installing one extra lane will reduce truck waiting time. Both entry lanes need new control booths built with windows to the height of a truck cab window so truck drivers will not need to leave their truck to carry out

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Single Entry Permit check and register with Customs and other agencies. The new booths will reduce truck waiting time;  Install CBRN vehicle detection equipment at entry gates to add extra security;  Extra staffs: extra staff will be needed to cover additional BCP working hours;  Staff accommodation: temporary staff accommodation and rest room facilities are needed; and  Identify enough land for future expansion so that the FBR can add extra entry and exit traffic lanes as required, and add extra weighing machines and X-Ray scanners.

4.1.7 Long term transition to international good practice border crossing processing

Long term transition include international good practice border crossing processing at the border and also behind the border: (i) palletization of all fresh product and cement bags allowing fork lift handling equipment to transfer pallets from one truck to another; (ii) containerization would allow comparatively fast transfer of a container from one truck to another; (iii) real time entity based risk management would allow customs to select high risk cargo for secondary inspection; (iv) advance rulings would allow faster processing at the border because the HS Code would be agreed in advance by Customs; (v) advance notification of export, import and transit cargo allowing Customs to carry out risk management and selection for inspection before the truck arrives at the border crossing; (vi) single window system will save companies in Pakistan time and cost preparing documentation in a predictable and error free manner; (vii) WCO SAFE and AEO will reduce time and cost by creating end to end predictable international supply chains; (viii) “Whole of Government” approaches to managing border crossings ensuring all border agencies work together instead of carrying out separate controls; (ix) border crossings become check points instead of control points; and (x) multi modal transport operations using the railway line near Wagha. 4.2 Torkham Border Crossing Point

Photo 3: All export, import and transit trucks must Photo 4: The majority of the 10,000 outbound go through the narrow road in the bazaar to get to and 10,000 inbound pedestrians each day do the Torkham border crossing and traffic slows not pass through any controls such as because of the congestion created by the large passport, ID or baggage scanning. While this numbers of other trucks, buses and pedestrians. is a serious security challenge new pedestrian There is little room here to widen the road and processing needs to get built on a large scale segregate the different traffic types because of the and take into account local sensitivities; a constricted topography design and layout challenge

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4.2.1 Export and import bottlenecks

The border crossing is not open 24 hours 7 days each week. Instead it is open only between 08:30am until 05:00pm although at least the restricted opening hours are harmonized with the Afghanistan side. The survey revealed on average 30 trucks wait to cross into Pakistan most mornings but only two trucks wait on the Pakistan side most mornings. The one lane road bridge is another bottleneck because it funnels all trucks into a line of vehicles it is also the main pedestrian crossing which gives a serious health and safety and security challenge in addition to slowing the flow of trucks. Transshipment of cargo is not an operational issue at Torkham as it is at the Wagha BCP. Evidence of transshipment taking place at Torkham is not because of Government rules instead it takes place because of commercial and or operational reasons decided by the transport service provider.

There is no purpose built pedestrian and bus passenger processing facility so the majority of pedestrians each day unchecked, a serious security and immigration control issue. The opportunity for “shuttle trade” is enormous with the resultant loss of revenue.

The amount of import trucks each day is not high at 50 trucks although the number rises to about 400 trucks during high season. The number of export trucks at 600 each day rising to 1,000 trucks during the high season between March and July is high and gives an operational challenge to border agency staffs and managers. These figures are important when considering the future size and design layout of the new border crossing infrastructure and equipment because the new border crossing must accommodate the seasonal peaks. The Torkham throughput and dwell time is shown in the Table below:

Table 6: Torkham road border crossing throughput and dwell times Issue Import Export Transit 50 on average each day 600 on average each day Import: 2 on average 400 each day high 1,000 high season; March to each day rising to 40; Throughput season; May to July July; Export: 90 on average 12,500 pedestrians each 12,500 pedestrians each day each day rising to 200 day 4 hours on average each 4 hours on average each 3 hours on average each day Dwell time day day; 12 hours maximum 12 hours maximum 8 hours maximum ADB TA-8405 PAK Border Services Project site survey result 10th February 2014

There is no truck X-Ray scanning and the weighing machine cannot measure vehicle dimension. There is no regular power supply and must rely heavily on generators. There is no segregated import, transit and export truck traffic lanes and pedestrians and trucks are mixed together. Vehicle congestion bottlenecks were identified on the road through the bazaar (village) and on the bridge crossing (zero point). There is no quality and secure office building or room for customs brokers to prepare the paper declarations. Customs brokers do not file the declarations electronically. The bank is not located in the same building. There is no designated and secure truck parking available. Instead trucks park in the dry river bed and along the road. The main time delay is on the approach road. The resultant export and import time delays and bottlenecks are shown in the Tables below.

Table 7: Torkham export truck process, timings and bottlenecks Waiting Total Torkham BCP export Waiting time Process Total time time time process average time maximum maximum average Approach road 150 mins 180 mins - 150 mins -

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Entry gate 5 mins 25 mins 20 mins 25 mins 30 mins Truck weighing 100% 15 mins 5 mins 20 mins Export GD processing N/A N/A and filing: PRAL and N/A 30 mins 30 mins One Customs System Examination N/A N/A 60 mins N/A Secondary Inspection N/A N/A (4-5 hours) N/A 5% of trucks Approval N/A N/A 15 mins N/A N/A Release / Out of Charge N/A N/A 5 mins N/A N/A Out of gate N/A N/A 10 mins N/A N/A Total 170 mins 205 mins 145 mins 225 mins Source: survey at Torkham BCP by international and national project experts ADB TA-8405 PAK 10th February 2014

Table 8: Torkham import truck process, timings and bottlenecks Waiting Waiting Torkham BCP import Process Total time Total time time time process time average maximum average maximum Approach road N/A N/A N/A N/A N/A Shaheed road check 5 mins N/A 10 mins 15 mins N/A point: manual entry pass Zero Gate registration N/A 17-18 mins N/A Truck weighing 30 mins N/A 5-7 mins 35 mins 37 mins Import Goods N/A Declaration: OCS, IGM N/A 12-13 mins 12 mins 13 mins and PRAL Examination 5-10% 20 mins N/A 30 mins 50 mins N/A Secondary Inspection: N/A N/A (4-5 hours) N/A N/A 1 truck each month Customs duty 20 mins N/A 15 mins 35 mins N/A assessment Customs duty payment 3 mins 10 mins 5 mins 8 mins 18 mins Release / Out of Charge 3 mins N/A 10 mins 13 mins N/A Out of gate 5 mins N/A 5 mins 10 mins N/A Total 86 mins 109 mins 195 mins Source: survey at Torkham BCP by international and national project experts ADB TA-8405 PAK 10th February 2014

4.2.2 Transit processing, timings and bottlenecks

Trucks must pass two check points, Mechini and Shaheed before getting to the border crossing. The BCP is not open 24 hours 7 days each week instead the border crossing is open for 14 hours from 06:00am to 20:00pm. All trucks are weighed.

No transit trucks are processed at the Torkham border crossing instead they are processed at the Shaheed dry river bed two kilometers away. Customs broker clerks must travel between Shaheed and the Torkham border crossing with documents. De-sealing trucks and removing tracking devices takes a long time because the Customs officer must travel from Torkham to Shaheed and the form and EDI message up dating adds an extra 50 minutes. The outbound transit processing is described in the Table below.

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Table 9: Torkham outbound transit truck process, timings and bottlenecks Torkham BCP Waiting time Waiting time Process Total time Total time outbound transit average maximum time average maximum process Approach road: Michini 20 mins N/A N/A 20 mins N/A Approach road: 20 mins N/A 5 mins 25 mins N/A Shaheed check point Truck weighing 100% 15 mins N/A 5 mins 20 mins N/A Transit Consignment processing: 2 kms away 45 mins 10 mins 55 mins at Shaheed using One N/A N/A Customs System + TPL De sealing and removing tracking 30 mins N/A 50 mins 80 min N/A device Approval N/A N/A 15 mins 15 mins N/A Release / Out of Charge N/A N/A 5 mins 5 mins N/A Out of gate N/A N/A 10 mins 10 mins N/A Total 130 mins 100 mins 230 mins Source: survey at Torkham BCP by international and national project experts ADB TA-8405 PAK 10th February 2014

Inbound transit from Afghanistan takes considerable more time to process although there are on average about two inbound transit trucks each day. The major bottlenecks include secondary inspection and sealing.

Table 10: Torkham inbound transit truck process, timings and bottlenecks Waiting Torkham BCP inbound Waiting time Process Total time Total time time transit process average time average maximum maximum Zero Gate: 3 checks 25 mins 25 mins Truck weighing 100% 30 mins 5 mins 35 mins 7 mins Transit Goods Declaration processing: 12 mins 12 mins One Customs System + PRAL Examination 100% 30 mins 30 mins Secondary inspection; 2 240 mins 240 mins 300 mins trucks each day Sealing container 40 mins 40 mins 80 mins Release / Out of Charge 15 mins 15 mins Out of gate 15 mins 10 mins Total 100 mins 352 mins 452 mins 514 mins Source: survey at Torkham BCP by international and national project experts ADB TA-8405 PAK 10th February 2014

4.2.3 Bus passenger bottlenecks

Torkham serves 2 large and 2 small inbound buses on average each day comprising about 300 passengers. It is the same for outbound bus traffic. Total waiting plus processing time is on average 30 minutes. There is no bus passenger processing facility.

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Part of the solution includes building a new bus passenger facility where its location will not interfere with other traffics. The facility should have: (i) passport and visa scanners; (ii) other document and currency scanners; (iii) large scale baggage scanners complete with conveyor belt and rollers; (iv) handheld metal and narcotic detectors; (v) walk through metal and narcotic particulate detectors; (vi) perimeter and task lighting; (vii) blast protection; (viii) booths with web cameras; and (ix) CCTV. Having good modern equipment is only part of the method ensuring the safety of the border, managing information in order to detect illegal entry and illegal exit as well as those wanted for crimes and offences is essential.

4.2.4 Pedestrian bottlenecks and challenges

The large number of inbound (10,000) and outbound (10,000) pedestrians poses a considerable control challenge for the border authorities. Only about 200 persons each way get their passports stamped. There is no pedestrian processing facility. The solution for pedestrians is similar to that with bus passengers but on a much larger scale. The pedestrian processing facility should ideally have many exit and entry processing lanes (male and female) and have land specified for future lane expansion.

4.2.5 Short term transition to good practice infrastructure and equipment

Torkham needs considerable investment including a purpose built integrated administrative building complete with BCP control room, driver processing hall which in time shall become the Single Window operations center and bank. Other buildings which are needed include: (i) accommodation; (ii) rest room facilities; (iii) canteen; (iv) testing laboratory; (v) detention center; (vi) pedestrian processing center complete with interview rooms and security screening and rest rooms; (vii) safe and secure truck secondary inspection area; (viii) import, transit and export truck parking areas; (ix) canopy over the separate import, transit and export processing areas; (x) medical, armory, firefighting, sniffer dog, pray area, offices for renting by customs broker and bonded carrier companies and boundary fencing with security watch towers and facility blast proofing; (xi) several modern truck weighing machines able to measure vehicle dimensions and electronically submit to a central processing facility; (xii) modern fixed tunnel back scatter X-Ray scanners able to scan between 90 and 150 trucks each hour; and (xiii) installing WeBOC.

In addition Torkham border crossing requires the FBR to:

 Segregate pedestrians from all import, transit and export trucks by fencing off part of the bridge and entry and exits points, or build a new vehicle bridge;  Segregated pedestrian lanes directing them to a safe multi-lane primary check booths complete with ID scanning, narcotic and chemical and explosive detection equipment, and large scale baggage scanning equipment;  Install canopy over the in and out pedestrian checking areas;  Blast proofing all facilities and areas where users queue and congregate;  Install CCTV surveillance at entry points and along all vehicle and pedestrian movement routes;  Install a multi-agency surveillance and BCP control office;  Install CBRN detection equipment in the vehicle entry and exit traffic lanes;  Install priority lanes for perishable product which in the future can become the TIR EPD and AEO lanes;  Install a BCP perimeter track which the Ranger and or Frontier Corps can patrol either on foot or in vehicles;

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 Any safe and secure truck road to export, import and transit processing area must have secure fencing, razor wire, CCTV and lighting; and  Have enough land to be able to expand the new border crossing and install extra export and import lanes without disrupting traffic flows and have spare space for future weighing machines and vehicle X-Ray scanners. 4.2.6 Long term transition to good practice infrastructure and equipment

Border crossing points become check points instead of control points by developing inland clearance depots (ICDs); and Incorporating the railway and rail station at Landi Kotal, or other location to develop a multi modal transport facility. 4.2.7 Short term transition to good practice export, import and transit processing

Computerizing the export, import and transit processing will help reduce the time to carry out each step. In addition modern international good practice processing is needed to further reduce dwell time and increase throughput:

 Integrated border management by first getting an Inter-Agency Memorandum or Agreement;  Transaction based risk management;  Electronic Data Exchange (EDI) between Afghanistan and Pakistan customs administrations;  Joint operations and joint agency inspections;  Implementing the recommendations of Time Release Studies (TRS); and  WeBOC 4.2.8 Long term transition to international good practice export, import & transit processing

 WCO SAFE and AEO;  Real time entity based risk management;  Advance rulings; and  Pre notification of all exports, imports and transit cargo at least 24 hours before arrival of the truck at the border crossing;  Single Window System; and  “Whole of Government” approaches to managing border crossings.

4.3 Chaman Border Crossing Point

The BCP was built in 1962 and USAID installed a generator, lighting and flooring in 2009. The size of the BCP is about 26 acres on mostly flat terrain. Chaman is another border crossing which is not open 24 hours 7 days each week. Instead it is open for 11 and half hours from 06:30am to 18:00pm and extended to 20:00pm during season peak from July to October. However, the Customs office does not open until 09:00am.

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Photo 6: Pedestrians do not have international Photo 5: With no international good practice good practice infrastructure and equipment making export, import and transit cargo infrastructure it a challenging environment to efficiently and and equipment all border agency staffs are securely process pedestrians. The project challenged to give good practice controls. The proposes to install new good practice outbound project proposes substantial improvements and inbound pedestrian processing facilities segregated from cargo traffic

The number of export, import and transit trucks each day is not enormous but without fit for purpose border crossing layout and detection equipment the 40 customs staffs and managers are challenged to provide international good practice controls and management. Pedestrians and cars and trucks do not have segregated traffic lanes making it difficult to monitor movements. Chaman has a lack of most border crossing facilities and equipment and as at Wagha all border staffs and managers work in challenging climatic conditions; they do not have good working environments. Throughput and dwell times are listed in the Table below.

Table 11: Chaman road border crossing throughput and dwell times Issue Import Export Transit 20 trucks each day rising 20 trucks on average each Import: 10 trucks on to 300 in high season; day; average each day rising 250 cars each day; 150 trucks each day during to 100 in high season; Throughput 50 pedestrians each high season; Export: 20 on average day; and 50 pedestrians each day; and each day rising to 300 2,500 local registered 2,500 local registered during high season residents each day. residents each day 3 hours on average each 4 hours on average each 3 hours on average each day Dwell time day day; 6 hours maximum 6 hours maximum 8 hours maximum ADB TA-8405 PAK Border Services Project site survey result 4th March 2014

4.3.1 Export and import bottlenecks

Bottlenecks occur because the export and import process is not yet computerized and the border crossing is a traditional linear type where trucks enter the Customs Control Zone in line. Long queues of trucks were not observed although 3 trucks were waiting to pass the first check which means the third truck in line will wait the longest time. Very few secondary inspections are carried out. There are no X-Ray vehicle scanners although all APTTA containers arriving from Karachi are scanned in one of the seaport container terminals. Four processes increase dwell times: (i) import goods declaration; (ii) examination; (iii) paying customs duties and taxes; and (iv) release / out of charge. Export and import process timings and bottlenecks are listed in the two Tables below.

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Table 12: Chaman export truck process, timings and bottlenecks Waiting Chaman BCP outbound Waiting time Process Total time Total time time export process average time average maximum maximum Approach road: FC N/A 10 mins 10 mins N/A Truck weighing 100% 35 mins N/A 5 mins 40 mins N/A Export Goods Declaration processing: 25 mins 8 mins 33 mins One Customs System + N/A N/A PRAL Examination 15 mins N/A 15 mins 30 mins N/A Secondary Inspection N/A (300 mins) N/A Approval N/A 25 mins 25 mins N/A Release / Out of Charge N/A 25 mins 25 mins N/A Out of gate N/A 15 mins 15 mins N/A Total 75 mins N/A 103 mins 178 mins N/A Source: survey at Chaman BCP by international and national project experts ADB TA-8405 PAK 4th March 2014

Table 13: Chaman import truck process, timings and bottlenecks Chaman BCP inbound Waiting time Waiting time Process Total time Total time import process average maximum time average maximum Friendship Gate: two N/A 12 mins 12 mins N/A FC checks Truck weighing 100% 35 mins N/A 5 mins 40 mins N/A Import Goods Declaration processing: 110 mins 110 mins One Customs System + N/A N/A PRAL Examination N/A 50 mins 50 mins N/A Secondary Inspection N/A (300 mins) N/A Assessment of Customs 10 mins N/A 15 mins 25 mins N/A duties and taxes Customs duty and taxes 60 mins N/A 10 mins 70 mins N/A payment Release / Out of Charge 30 mins N/A 20 mins 50 mins N/A Out of gate N/A 15 mins 15 mins N/A Total 135 mins N/A 237 372 mins N/A Source: survey at Chaman BCP by international and national project experts ADB TA-8405 PAK 4th March 2014

4.3.2 Transit outbound and inbound bottlenecks

Out bound trucks in transit are partly processed in Chaman City transit office and not entirely at the border crossing. The transit truck parking area is too small to accommodate all trucks. Queuing for obligatory truck weighing wastes time as does getting approval before the truck can leave. Inbound trucks in transit also waste time queuing to get weighed, as well as wasting further time during obligatory inspection.

Table 14: Chaman outbound transit truck process, timings and bottlenecks Chaman outbound Waiting time Waiting time Process Total time Total time transit process average maximum time average maximum Transit Consignment processing: 2 kms away 25 mins 5 mins 30 mins at Chaman City using N/A N/A One Customs System

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De sealing and removing tracking 10 mins N/A 20 mins 30 mins N/A device plus TPL Weighing Chaman BCP 75 mins N/A 5 mins 80 mins N/A Approval 20 mins N/A 15 mins 35 mins N/A Release / Out of Charge N/A 15 mins 15 mins N/A Out of gate N/A 20 mins 20 mins N/A Total 130 mins N/A 80 mins 210 mins N/A Source: survey at Chaman BCP by international and national project experts ADB TA-8405 PAK 4th March 2014

Table 15: Chaman inbound transit truck process, timings and bottlenecks Chaman inbound Waiting time Waiting time Process Total time Total time transit process average maximum time average maximum Zero Gate: FC check 10 mins 10 mins Truck weighing 100% 35 mins 5 mins 40 mins Transit Goods Declaration processing: 20 mins 10 mins 30 mins One Customs System + PRAL Examination 5% 50 mins 50 mins Secondary inspection; 3 (240 mins) (240 mins) (300 mins) to 4 each day Sealing container 25 mins 15 mins 40 mins Release / Out of Charge 10 mins 10 mins Out of gate 5 mins 5 mins Total 80 mins 105 mins 185 mins Source: survey at Chaman BCP by international and national project experts ADB TA-8405 PAK 4th March 2014

4.3.3 Pedestrian bottlenecks

There is no purpose built pedestrian processing facility although there is a canopy over the processing area. Approximately 2,500 pedestrians each day pass in and out through Chaman. Processing takes about 5 minutes but pedestrians might wait from between 10 to 20 minutes to get processed which is a long time in a challenging environment; hot summers and cold winters.

4.3.4 Short term transition to good practice infrastructure and equipment

Chaman border crossing point requires considerable investment in fit for purpose buildings and equipment. Modern layout, buildings and equipment will facilitate faster import and export processes. It is essential enough land is obtained to not only build a new border crossing facility to handle current traffic flows but allow the FBR to expand as traffic levels increase. For example, there must be enough space to allow extra truck and pedestrian lanes to be built in the future (10 to 20 year‟s time). Following infrastructure and equipment are essentially and urgently required at Chaman BCP for short term transition to good practice infrastructure and equipment:

Infrastructure  Eight traffic lanes with gates (4 exit and 4 entry);  Integrated administrative office building in which all border agency staffs get located inside one building, with no public access;

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 BCP control room with CCTV;  Office for logistics and customs service providers;  Pedestrian and passenger processing hall;  Bank premises complete with ATM;  SPS testing laboratory;  Detention center;  Pedestrian and passenger processing halls;  Passenger interview room;  Quarantine room;  Confiscated/ Seized items warehouse complete with inventory management;  Canopy over export and import processing areas;  Angled truck parking area;  Segregated truck and pedestrian traffic lanes;  Pedestrian entry and exit lanes with female lanes and closed scanning areas all covered by a canopy and lighting and ideally with water spray equipment. The pedestrian exit and entry must be characterized with multi entry lanes complete with queue barriers;  Staff dormitory and management housing;  One combined staff and manager canteen;  Import and export and transit processing areas complete with canopies;  Safe and secure secondary inspection area;  Blast proofing all exit and entry areas plus all facilities;  Computer and telecommunications rooms;  Rest room facilities for all agency staffs and users;  Mosque complete with washing facilities;  Observation towers;  Border agency staff car parking area fenced off from the Customs Control Zone of the BCP (no border agency staff cars allowed inside a BCP);  Safe and secure vehicle parking for customs broker staffs and visitors (no service provider vehicles allowed inside a BCP);  Fire fighting and medical buildings;  Helicopter landing pad; and  Enough land for future expansion of export and import traffic lanes and space for extra weighing machines and X-Ray scanners as and when the FBR decides.

Equipment  Procure and install two weighbridges able to measure dimensions (export and import);  Procure and install two fixed tunnel and one mobile X-Ray scanners;  Electricity generators;  Water supply;  Sniffer dogs complete with kennels;  Testing lab equipment;  Primary lane check booths complete with air conditioning, optic fiber connectivity plus computers and scanners;  Electronic gates and signaling;  CBRN equipment at entry gates;  Perimeter and task lighting;  Passport and ID scanners;  Currency scanners;  Narcotic particulate detectors;  Chemical and explosive detectors;

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 Large weight baggage scanners complete with conveyor and rollers;  CCTV;  ID card making machine;  Perimeter and internal fencing complete with razor wire  Vehicle barriers at exit and entry lanes;  Non-intrusive equipment such as endoscope;  Customs rummage kits;  Fork lift;  Mobile cleaner able to “sweep” at traffic areas and parking areas;  Overhead electronic signs;  New approach road signs telling trucks and cars and pedestrians to get into their correct lanes.

4.3.5 Stakeholder feedback

 The road from Quetta to Chaman is in poor condition which will slow vehicles getting to the BCP after improvement. Stakeholder meeting participants viewed getting the road improved as important as improving the BCP;  There are two Customs posts: (i) Chaman town for transit and; (ii) Chaman BCP which creates delays. All processes and equipment should be located in one place;  The road from Chaman town to the BCP is narrow and congested and this needs improving;  Chaman town needs a bypass road;  There is no conflict of issue on land because Governor supports this project;  There is a rail connectivity opportunity in the future at Chaman BCP where there is a disused railway station and railway line.

4.4 Legal Framework4

4.4.1 Non-existence of Inter Agency Agreement.

At the three BCPs a number of departments/organizations belonging to different Ministries/Agencies are performing duties such as Customs, Immigration, NLC. ANF, Animal and Plant Quarantine, FC, Rangers/Law Enforcing Agencies etc. However there is no Ministry/Authority which could coordinate the work of these departments/organizations. It is imperative that an Inter-Agency Agreement is formulated and implemented to ensure better coordination between all the entities performing duties at the three BCPs

4.4.2 Non ratified international network conventions

Pakistan has not ratified any transport infrastructure network conventions compared with Kazakhstan, Turkey and most European Union member states which have: (i) Construction Traffic Arteries 1950; (ii) E-Road Network (AGR) 1975; (iii) E-Rail Network (AGC) 1985; (iv) E-Combined Transport Network (AGTC) 1991; (v) Protocol International Navigation to AGTC 1997; (vi) E-International Water Network (AGN) 1996. Presumably Kazakhstan and Turkey,

4 The Legal Framework Review is in the Annex to this Report

31 both non European Union member states joined to the network conventions in anticipation of developing Europe to Asia road and rail transport corridor links.

4.4.3 Ratified road traffic and road safety conventions

Pakistan is a contracting party to only two international road traffic and road safety conventions: (i) Road Traffic 1968; and (ii) Road Signs and Signals 1968. Pakistan has not ratified any other road traffic and road safety conventions.

4.4.4 Non ratified road traffic and road safety conventions

Pakistan is not a contracting party to the following road traffic and road safety conventions: (i) Supplement 1968 Convention Road Traffic 1971; (ii) Supplement 1968 Convention Road Signs and Signals, 1971; (iii) Weights and Dimensions 1950; (iv) Supplement 1949 Convention and Protocol 1950; (v) Road Markings 1957; (vi) Protocol Road Markings 1973; and (vii) Issue and Validity of Driving Permits (APC).

4.4.5 Non ratified vehicle conventions

Pakistan is not a contracting party to the following vehicle conventions: (i) Vehicles Regulations 1958; (ii) Technical Inspection of Vehicles 1997; and (iii) Global Vehicle Regulations 1998.

4.4.6 Other non-ratified legal instruments and related to road transport

Pakistan is not a contracting party to the following: (i) Work of Crews in International Road Transport 1956; (ii) Taxation of Private Road Vehicles 1956; (iii) Taxation of Road Passenger Vehicles 1956; (iv) Taxation of Road Goods Vehicles 1956; (v) Contract of Road Goods Transport (CMR) 1956; (vi) Protocol to CMR 1978; (vii) Additional Protocol to CMR (e-CMR) 2008; (viii) Contract Passenger and Luggage Road Transport (CVR) 1973; (ix) Protocol to CVR 1978; (x) Economic Regulation on Road Transport 1978.

4.4.7 Non ratified border crossing facilitation conventions

Pakistan has not ratified several important border crossing facilitation conventions such as the: (i) Touring Facilities 1954; (ii) Protocol Touring Facilities 1954; (iii) Temporary Import of Private Road Vehicles 1954; (iv) Temporary Import Aircraft and Boats 1956; (v) Cross Frontier Passenger Baggage by Rail 1952; (vi) Cross Frontier Goods by Rail 1952; (vii) Spare Parts European Wagons 1958; (viii) Customs Container Convention 1956; (ix) Liability Dangerous Goods (CRTD); and (x) Dangerous Goods by Inland Waterways (ADN) 2000.

The important missing multilateral conventions include: (i) Transport Internationaux Routiers Convention 1975 (TIR); (ii) Harmonized Frontier Control of Goods Convention 1982 and Annex; (iii) Customs Container Convention 1972 (iv) Customs Treatment Pallets 1960; (v) Customs Pool Containers 1994; (vi) SMGS Transit by Rail 2006; (vii) Dangerous Goods by Road (ADR) 1957; (viii) Protocol to ADR 1993; (ix) Perishable Foodstuffs (ATP) 1970; and (x) Temporary Importation of Commercial Road Vehicles 1956.

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4.4.8 Afghanistan Pakistan Trade and Transport Agreement (APTTA)

Signed in 2010 some challenges remain for example the APTTA slows the transit of containers from the three Karachi contain terminals: (i) mandatory 100% scanning of all APTTA containers resulting in containers taking on average 2 days to get scanned; (ii) importers must arrange bonded carriers which takes on average one day to arrange; (iii) brokers sometime find it a challenge to find the guarantee monies because Afghanistan Customs is not discharging a lot of Transit Consignments which results in Pakistan Customs blocking broker national tax number (NTN). Afghan Customs must discharge the transit consignments reaching there from Pakistan.

Outstanding issues involve insurance and the discharge of bank guarantees although the amount of bank guarantee has been reduced to 25% Pakistan has created a Directorate General of Transit Trade to further the implementation of the agreement. For the Agreement for Traffic in Transit to work better there is a need to: (i) open bank branches in other contracting countries; (ii) set up joint ventures for use of local raw materials; and (iii) develop all weather land routes.

4.4.9 Cross Border Transport Agreement (CBTA)

Central Asia Regional Economic Cooperation (CAREC) Transport and Trade Facilitation Strategy (TTF) was endorsed by the CAREC member countries at the sixth ministerial conference held in Dushanbe, Tajikistan in 2007. The TTF strategy aims to (i) establish competitive transport corridors across the CAREC region(ii)facilitate efficient movement through the corridors and across the borders, and(iii) develop sustainable, safe, and user friendly transport and trade networks. The TTF strategy also emphasizes the so called soft areas of harmonizing and simplifying cross border transport and trade procedures, documentation, and regulations among the countries, to create a level playing field for economic operators and to promote efficiency and better services.

An Agreement on the Cross Border Transport of persons, vehicles and goods within the framework of CAREC was signed in Dushanbe on 02 December 2010 between Republic of Tajikistan and Cyrgyz Republic.

Article 12 of the Agreement dealing with Facilitation of Border Crossing formalities lays down that the Contracting Parties shall facilitate the border crossing formalities for international transport operations via: (a) simplification of border crossing procedures (b) harmonization of commodity description and coding (c) harmonization of cargo valuation system (d)harmonization of documentation layout.

Article 28 of the Agreement allows accession by other countries subject to the consent of Contracting Parties. Government of Pakistan is considering to accede to the CBTA

4.4.10 Legal framework Conclusions

Pakistan is lagging behind neighboring trading partner countries when it comes to signing and ratifying international traffic and border crossing facilitation conventions. Neighboring countries which have ratified more international conventions compared with Pakistan include: (i) Afghanistan 3; (ii) India 6; and (iii) Iran 10. The lack of trade and transport conventions results in a lack of good practice trade and transport connectivity with neighboring and regional trade partners. It also makes developing transport corridors challenging and delays economic development along the corridor.

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Pakistan has made statements wanting to develop trade and transport corridors with Central Asia but this might be challenging because all of the Central Asian states have ratified more conventions compared with Pakistan: (i) Kazakhstan 18; Kyrgyz Republic 11; Tajikistan 9; Turkmenistan 6; and Uzbekistan 12. The PRC is a transport corridor development target for Pakistan regardless of the difficult mountainous terrain separating the PRC from Pakistan but the PRC has only ratified 3 international traffic, vehicle and border crossing facilitation conventions.

Pakistan is not a contracting party to the pallet and container pooling conventions and their absence provides for a lack of guidance and control methods for users and customs. Reducing the number of transshipments at Wagha border crossing will require the need of pallets and containers and conventions which help their introduction are needed. Getting neighboring trading partners to join multilateral conventions might be challenging; they may prefer bilateral agreements.

APPTA should result in extra import and export traffic as both economies develop but APTTA traffic will continue to suffer delays while all containers arriving in the three Karachi container terminals are all scanned. It is difficult to ascertain at this moment in time the willingness of both contracting parties to reduce this rate of scanning using real time entity based risk management. Furthermore, eliminating the need for APTTA transport bonded carriers is not currently an agenda item so eliminating this burden on APTTA transport is not seen as achievable in the short or long term.

There seems a lack of clarity as to which Ministry is solely responsible for border crossing point development and management. Several Ministries have border crossing functions but each cannot be responsible for border crossing development. There is currently a lack of awareness for the need of a whole of government approach and the absence of a single “one face at the border”5.

4.4.11 Legal framework Recommendations

Pakistan must consider the following actions if it wants to fulfill trade and transport corridors, introduce international border crossing point good practice and help increase traffic levels at border crossing points:

 Ratify important missing international traffic and border crossing facilitation conventions;  Prioritize ratifying those international conventions with neighboring countries which will help achieve trade and transport corridors;  Contract with the TIR Convention to get faster and more secure cross border trade which is covered by the customs guarantee;  Contract with the 1982 Harmonization Convention to get coordinated controls, eliminate repeated examinations and achieve Customs as the lead agency;  In the future Customs must consider building TIR-EPD Green Lanes at road border crossing points;  Ensure bank guarantees do not hinder the full implementation and benefits of using the APTTA;  Contracting to the CBTA should give Pakistan the stimulus to ratify a number of required international conventions helping it take advantage of connections to

5 One face at the border: one agency carries out all primary checks. For example, a customs officer checks if the driver has the complete set of documents and scans the driver passport. If, there is reason to question the driver or inspect the documents the truck is moved to a safe and secure secondary inspection area where a combined agency inspection is carried out. When real time entity based risk management and 24 hour pre alert is used Customs and other agencies will be able to assign staffs to the expected secondary inspection.

34 Central Asia although many of the objectives of the CBTA provisions are normally part of a modern customs and trade facilitation strategy;  Facilitate the APTTA transport by using risk management to reduce the 100% container scanning rate at Karachi seaport terminals and eliminating the need for transport bonded carriers and instead using another customs guarantee method or using the TIR method;  Pakistan should consider trying to progress the implementing of a professional truck driver Common Visa Sticker;  Pakistan is recommended to become a contracting party to the HS Convention to further facilitate its ability to trade with the global market place;  Contract to the pallet and container pool conventions to enable the use and control of containers for users and customs;  Pakistan grants India Most Favored Nation status;  Pakistan might wish to study the example of the Australia Customs Service “whole of government” approach to inter agency border crossing management.

4.5 World Customs Organization and Authorized Economic Operator6

The FBR reports it has a mandate to develop WCO SAFE framework including AEO and the legal instrument is the Rules of Business 1973 and the Prime Minister is allowed to task Ministries and so tasked revenue division of Ministry of Finance to do WCO SAFE and AEO.

The Federal Board of Revenue (FBR) has not embarked on a WCO SAFE and AEO program. The FBR asked The World Bank to fund a WCO SAFE and AEO and reports it is waiting for the result of the funding request.

Karachi seaport has a system for compliant large importers and exporters enjoying simplified procedures which might serve as the start of a Customs low risk due diligence initiative. The FBR is not aware of business reaction to carry out an AEO program and is recommended to measure the reaction of Pakistan business to the start of a WCO SAFE and AEO program; a customs to business (C2B) initiative is a WCO SAFE requirement. The Pakistan National Trade and Transport Facilitation Committee (NTTFC) should be part of a FBR WCO SAFE and AEO outreach initiative.

The WCO SAFE and AEO program involves committing to a number of initiatives one of which is an Integrated Supply Chain Management (ISCM) program. At this moment in time the FBR has not initiated an ISCM program. But Pakistan does have a UNODC project and a WCO program Global Chain sponsored by USAID. The Container Control Program which includes port control units at each entry point are mandated to identify dual use items (security issues) and to identify precursor chemicals with an end user program to monitor the import of dual use chemicals; are they bona fide importers or not.

The FBR does not own the vehicle inspection equipment at road BCPs except at airports. For the FBR to own and operate the scanning and weighing equipment will be a new development. Furthermore, the FBR does not have a budget for non-intrusive inspection equipment. Scanning and weighing machine ownership and operation is the prerogative of the NLC a branch of the Ministry of Defence. In the meantime, JICA is funding installing three new vehicle fixed tunnel type X-Ray scanners while the UNODC and Homeland Security is funding 5 particulate detection units for intelligence use but not for BCP operations.

6 A draft Pakistan transition to WCO SAFE and AEO is included in the Annex to this Report

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The FBR has a risk management program which is transaction based. New software for risk management was started in January 2012. Risk management starts after filling a Declaration which is incorporated into WeBOC. This is not advance pre notification type of risk management and Customs do not and cannot start their risk assessment prior to the arrival of goods at the border. High risk cargo is not identified prior to its arrival at the border. FBR is aware of the need for prior notification and has awarded a study to Microsoft to audit the software to get real time entity based risk management.

The FBR has not carried out Time Release Studies (TRS) at any of the border crossing points so it has not identified the import and export process and equipment bottlenecks. USAID carried out a TRS for Afghanistan transit cargo.

As part of a WCO SAFE and AEO program Pakistan does have a law allowing Customs to request the advance electronic submission to Customs data from the exporter and by the carrier allowing Customs to carry out risk assessment. This authority is provided for in the Pakistan Customs Act Section 219 Power to Make Rules, and the 2001 Customs Rules has a separate chapter allowing electronic submission of advance information. In practice only vessels coming from Dubai to Karachi submit 24 hour electronic pre notifications.

Before transiting to a WCO SAFE and AEO program Pakistan needs to have in place several missing laws: (i) a law prescribing the use of mechanical seals complying with the ISO 17712 standard; (ii) a law on the use of a Unique Consignment Reference (UCR) number. Customs gives a Goods Declaration (GD) number but it is not called a UCR; (iii) a Confidentiality of Information Law; (iv) ratify the Johannesburg Convention; (v) ratify the 1972 Customs Container Convention. The FBR reports it might take one and half years to ratify; (vi) ratify the Customs Convention on International Transport of Goods Under Cover of TIR Carnets (TIR Convention 1975). The FBR reports the document is with the Ministry of Foreign Affairs (MOFA); and (vii) ratify the 1982 Harmonization of Frontier Controls Convention.

To facilitate end to end safe and secure international supply chain management Pakistan must get into a position with its WCO SAFE and AEO program to obtain mutual recognition with other customs administrations.

4.6 Assessing the Capacity of Border Crossing Staffs

The experts carried out a customs training gap analysis to identify if the current Customs training strategy and training centre is adequately prepared to support the supply of trained staffs and managers in SWS and WCO SAFE and AEO skills. The project is not tasked to carry out an assessment of the Directorate of Training & Research. The Directorate trains 3500 existing staffs and managers each year but only trains about 7 to 20 new recruits each year which is not conducive to good staff replenishment. The lack of enough new recruits each year might result in the prospect of some staffs and managers receiving training but leave or retire before the WCO SAFE and AEO programs are implemented.

A review of the Directorate of Training & Research (Customs, Sales Tax & Federal Excise) strategy describes good intentions and the Course Calendar 2014 lists over 50 courses neither document has a long term training plan to help the FBR implement Single Window Systems and WCO SAFE and Authorized Economic Operator program. The Directorate of Training & Research does not seem to have been given key performance indicators (KPI) by the FBR directorate to measure the effectiveness of current training delivery or to measure the quality and effectiveness of future training plans and programs.

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The FBR has not yet tasked the Directory of Training to help with implementing SWS and WCO SAFE and AEO and because all these programs are long term developments the Directory of Training should prepare long term training plans and programs, perhaps for the next 3 to 5 years, or longer, in order that all staffs and managers have SWS and WCO SAFE and AEO skills.

In order that border crossing staffs and managers can carry out their daily operational tasks when SWS and WCO SAFE and AEO get implemented the Directorate of Training & Research shall need extra resources and trained trainers to develop and implement the following new long term (transition) skills training courses: (i) SWS; (ii) WCO SAFE; (iii) AEO; (iv) International Supply Chain Management (ISCM); and (v) real time entity based risk management instead of transaction based risk management.

In addition the FBR might wish to consider extra new training skills which can get developed and implemented in the short to medium term (transition): (i) advance ruling; (ii) Time Release Surveys (TRS); (iii) RFID tracking; (iv) Integrated Border Management (IBM); (v) Coordinated Border Management (CBM); (vi) 24 hour pre notification road and maritime border export, import and transit pre notification; (v) Border crossing point infrastructure and equipment sharing between agencies such as joint acquisition, using non-intrusive detection equipment, sniffer dogs, patrol cars, ICT, CCTV, and border facilities such as office space; (vi) BCP queue management and electronic queue management; (vii) “one face at the border” policy and operations; (viii) joint agency analysis of work flows; (ix) surveillance; (x) Unique Consignment Reference (UCR); (xi) how to prepare and implement an inter-agency agreement / memorandum; (xii) 1975 TIR Convention provisions and implementation; (xiii) 1982 Harmonized Frontier Control of Goods Convention provisions and implementation; (xiv) CBTA provisions and implementation; (xv) BCP design and layout principles including international good practice; and (xvi) “whole of government” approach to coordinated border management.

Other border crossing agencies such as the Anti-Narcotic Force, Immigration, Health, Agriculture, National Logistics Cell and the PSQCA should receive trade facilitation, single window system skills training and the training costings include budget lines for these agencies. The project has not considered specialized skills training for example drug detection which is the prerogative of the Anti-Narcotic Force. Perhaps the other agencies staffs and managers might join the FBR and Customs staffs during their skills training in order to better integrate the trade facilitation and SWS training.

Cost matrix for Pakistan Transition to SWS and WCO SAFE and AEO Customs Training Costs is provided in Section 7 – Costing.

4.7 Karachi

Experts visited Karachi three times. Solutions to reducing cargo dwell times for all import and transit to Afghanistan cargo includes: (i) allowing the submission of the manifest instead of the goods declaration to allow Customs to start risk management selectivity for inspection; (ii) If the manifest pre alert method is used Customs must tell each of the three container operators 24 hours ahead of the vessel berthing which container numbers are selected for inspection eliminating double handling and eliminating the operator having to divert container handling equipment from other tasks. This will save time and cost to the operator and importer; and (iii) start using risk management to identify high risk import and APTTA containers and start reducing the 100% rate of APTTA container scanning.

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4.7.1 ICT Equipment - Karachi

Customs data center is located at Karachi which is a central facility for electronic processing of all customs documents. The data center was upgraded in recent past with the help of World Bank funded TARP project. Servers, SAN, firewalls and other relevant ICT equipment meets the current as well as short term requirements worked out under this project.

The other setup which is relevant to smooth BCPs operations is Directorate of Transit Trade which is responsible for processing of transit consignments at seaports of Karachi and Bin Qasim. Working of Directorate of Transit Trade has been studied with a view to expedite port operations as a result following ICT equipment has been identified for procurement for the Directorate of Transit Trade:

Karachi based Locations Required ICT equipment East Wharf 3 Desktop PCs, 1 Scanner, 3 Printers West Wharf 1 Desktop PCs, 1 Scanner, 1 Printer Processing Section 3 Desktop PCs, 2 Scanner, 3 Printers 2 Desktop PCs, 1 Scanner, 2 Printers, 1 Port Muhammad Bin Qasim Photocopier Preventive Staff Posted at Transit Trade Examination 3 Desktop PCs, 2 Scanner, 2 Printers Sheds

4.7.2 Internet / Data Connectivity Requirements – Karachi Primary Site and Islamabad DR Site

Last mile Data connectivity at Karachi and Islamabad data centers (Data rates) needs to be upgraded as per the requirement mentioned in the table 22.5 in the Section 7.

5.0 Final Design 5.0.1 Border Crossing Design and Layout

The border crossing design and layout objectives must include four issues: (i) respect for local image, local aesthetics and building materials; (ii) take into consideration for fit for purpose function including user friendliness, law enforcement, making easy traffic flows and a productive building layout; (iii) environmental consideration including international good practice health and safety practices; and (iv) take into consideration the local and national economy. At this moment in time the FBR has not benchmarked border crossing point performance using key performance indicators (KPI) so it not possible for the FBR to confidently measure the before and after scenarios. The BCP surveys which the project carried out help but the FBR is recommended to create a BCP benchmarking team using KPI.

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Photo 7: Good practice design and layout Photo 8: Good practice design and layout includes includes primary check multi-lane export and having booths in each primary check truck lane built import traffic lanes each with a canopy. to the height of the truck cab window. In this scenario Commercial trucks are segregated from cars and the driver stays in the cab and customs checks if the pedestrians. Each booth is connected to driver has all documents and can also scan passport databases. There must be spare land to add extra and check other documents. Each lane has lanes in the future. automated gates.

No consideration is made by the project regarding the process and time to get building certificates and other approvals. Pakistan does not have a border crossing design agency which should be tasked to become the custodian of international border crossing good practice and national building laws and regulations so the project has listed below some of the international good practices border crossing design and layout concepts used to improve the three border crossings:

 Instead of using the traditional “linear” (one lane and one lane out) border crossing design the project proposes using a multi traffic lane layout. Each lane will have a booth with the staff window at the height of the truck cab window. In this scenario the truck driver stays in the truck. Each lane will have electronic gates and traffic red and green lights. As the FBR introduces TIR and other priority traffic such as AEO extra traffic lanes can be added;  User friendly, safe and efficient pedestrian and bus passenger exit and entry processing;  Good practice import, transit and export processes and vehicle and pedestrian flows;  Segregating commercial vehicle, pedestrian and bus traffic;  Locating new import, transit, export and pedestrian and bus passenger and parking areas so they do not interfere with existing BCP facilities;  Multiple primary inspection check lanes where Customs check drivers have correct documents and in the future check if the truck is expected at the BCP as a result of introducing 24 hour pre notification and also allowing Customs to tell which drivers are selected for secondary inspection as a result of the risk assessment identifying high risk cargo;  Safe and secure secondary vehicle inspection allowing customs and other agencies to carry out joint 100% vehicle inspections using risk management to select vehicles posing a revenue or security threat (high risk cargo, trick or driver or other information or intelligence);  About 30 per cent extra land for future expansion of traffic lanes, offices, scanning and export, import, transit and pedestrian processing and vehicle parking areas.

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5.0.1.2 Good practice border crossing infrastructure

 Multi entry and exit traffic lanes each entry lane complete with a check booth built to the height of a truck cab window, and linked to passport, road transport and immigration and customs databanks allowing customs to use risk management, red and green channel selection in the future;  Multi entry pedestrian exit and entry lanes, for male and female, complete with walk though detectors, hand held metal and explosive detectors, large scale baggage scanning equipment plus passport and ID and visa scanning equipment, plus currency and document scanning equipment, plus booths for each lane complete with task lighting and connectivity to appropriate databanks;  Canopies over pedestrian queuing areas and over import, export and transit processing areas;  Integrated administrative office building for all border agency staffs and managers with no public access which will allow the authorities to take advantage of coordinated border management (IBM) when it gets implemented in the future. The office building must include training room, conference room, and changing and locker rooms;  Office building for users such as customs brokers, banks, freight forwarders and transport service providers complete with ICT connectivity including fiber optic cable;  Interview rooms and detention cells;  Staff and user rest room facilities;  One canteen and one kitchen for all border agency staffs;  Export, import and transit cargo processing areas complete with “herringbone” angled vehicle parking with safe paths for drivers to walk to the “one stop shop” facility;  One stop shop processing facility complete with ICT connectivity;  Generator area covered with a canopy;  Control room complete with CCTV and accommodation for multi-agency staffs;  SPS facilities including disinfection facility;  Safe and secure vehicle secondary inspection area complete with perimeter fencing, access control, and non-intrusive inspection equipment, rummage tools and other mechanical tools to gain access into “hidden” compartments. Inspection building complete with inspection pit;  Internal “U” turn traffic lanes in case vehicles are selected for 100% secondary inspection;  Laboratory testing facilities;  Vehicle disinfectant pits;  Veterinary holding areas where appropriate;  Accommodation for all staffs and managers and visitors;  Dog kennels and veterinary support facility;  Armory; and  Seized goods warehouse complete with seizure inventory system.

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Photo 9: Good practice design and layout Photo 10: Good design and layout includes having includes several multi lane export and import efficient fit for purpose border crossing points which lanes instead of one lane in and out. Electronic serve to reduce dwell times and reduce costs and lights displaying priority, truck, car or bus lanes times for users. Efficient border crossings are needed allow customs to manage the border crossing on proposed transport corridors connecting Pakistan so that each lane is utilized to its capacity with neighbors and Central Asia to give more increasing throughput. predictable export, import and transit supply chains.

5.0.1.3 Good practice border crossing equipment

 New vehicle weighing machines which can also measure dimensions and transmit data to a central databank allowing end to end checking;  New fit for purpose fixed tunnel and mobile back scatter and color X-Ray scanning machines complete with computer access to a central databank;  Vehicle number plate scanners linked to road transport database in order for authorities to get a security check on the truck company and a road worthiness, licensing and business registration check on the truck;  New traffic signposting starting 1 kilometer from the BCP informing drivers to slow down and be aware of traffic lane segregation ahead – static Bi or Multilingual signs plus electronic lane signs;  New overhead signs at about 500 meters from the BCP directing drivers into appropriate traffic lanes – trucks, cars and buses and priority lanes for perishable product and for TIR in the future;  Chemical, Biological, Radioactive and Nuclear (CBRN) detection equipment in entry traffic lanes;  Large scale baggage back scatter and color scanning equipment;  Hand held metal and explosive and narcotic vapor detection equipment;  Drugs testing kits;  Non-intrusive endoscope equipment;  Vehicle inspection rummage kits;  Passport and ID scanning equipment;  Secondary document and currency examination equipment;  Portable instrument for infrared analysis;  Primary traffic lane check booths; for cars (window at car window level and trucks with the window at the truck cab level);  Booth equipment: bio data collection readers, iris scanner, and fingerprint and face image equipment;

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 Bio data card equipment;  HF radio base station and antenna;  Electricity generators 35KVA or larger;  Digital cameras;  HAZCHEM signs and signs directing fuel trucks to secure processing area;  Perimeter, interior area and task lighting;  Barriers stopping vehicles and users crossing traffic lanes;  Bus passenger facility;  Automated entry and exit traffic lanes complete with color “stop” and “go” signs;  Stationary radioactive scanning equipment; and  EDI/RFID readers and tags for trucks and containers.

5.0.1.4 Good practice border crossing environmental factors

 Geographic, topographic, soil test and load bearing analysis and climatic factors (rainfall, flash flood, heat, wind and dust) taken into account;  Safe and secure working environment;  International good practice health and safety practices;  Environment friendly design taking into consideration local climatic conditions to give good working conditions;  Drainage and water collection;  Solar power electricity generation option;  Refuse collection and storage areas with an option to sort and recycle waste;  Buildings should include energy efficient design and materials;  Utility channel and man hole cover plan; and  Well hole boring results.

Photo 11: The long term future for border Photo 12: Getting efficient and predictable crossings is to get all procedures carried out prior international export, import and transit supply chains to the goods leaving the country. This will be takes time. Bottlenecks and delays exist on the possible when the Pakistan Single Window PRC to Kazakhstan border crossing rail and road System become fully operational. Exports and terminal where non containerized cargo must be imports can get cleared at inland clearance manually stacked on pallets. Getting road transport depots and at multi modal transport terminals. In companies and national railways to use containers this scenario borders become check points. and pallets remains a challenge in Pakistan.

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These specifications cover requirements to be taken into account at the time of design and construction of new BCP physical buildings and spaces:

1. Copper and Fiber based cabling 2. Proliferation of IP based general equipment 3. Higher standards of redundancy and reliability 4. Ease of access to ICT equipment and infrastructure for maintenance and repair

5.0.2.1 Data Centre Requirements

This section refers to the requirements for the main data center serving the BCP site design considerations:

1. Must be on the first floor or above (if available). This is to prevent equipment damage and loss of business continuity based on potential flooding 2. Minimum sq. ft. 300-400 sq. ft 3. N+1 UPS System with Voltage Stabilizers and Isolation Transformer along with turnkey input / output power cabling from main electrical source till UPS systems as well as data racks. Battery banks with at least 1 hour backup capacity at full load would also be installed for backup purpose 4. Easy access for authorized data center personnel 5. Easy access to move large and sensitive equipment IN and OUT 6. Away from unrelated human traffic (internal and public) 7. Power redundancy - Dual electrical service feeds and distribution from building‟s main sub-stations and dual backup generator supply 8. Data distribution redundancy - Fiber Optic feed from Service Provider as a primary media (this includes ducts within the building as well). Any other media e.g. Wireless, VSAT etc. for backup purpose. This is to ensure the site availability in case of any outage / disruption on primary media 9. No water, steam, hot, cold, drain piping etc. should run above / adjacent / below to the Data Centre 10. Secure Entry/Exit Access Control (preferably Proximity Cards and Biometric readers) 11. Multiple surveillance systems both within and outside the data center - monitored 24/7 with IP Based cameras and NVR (Network Video Recorder) 12. Fire alerting/suppression system 13. Data Centre cooling (Redundant) and lighting system 14. Full real time monitoring and alerting of intrusion, AC power failure, high/low voltage alarm, generator failure, UPS failure, temperature/humidity/air flow etc.

Below is a conceptual layout of the data center required at each BCP:

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5.0.2.2 ICT Space Requirements

Each building should have space for ICT support staff seating. Every floor should have space for ICT network closets with dedicated access, appropriate cooling and UPS power supply – approximately 50sq ft. Additionally, every building / parking facility etc. should have a dedicated room for networks and communication devices with below mentioned facilities available:

1. Must not be on ground floor, if possible 2. Preferably should be away from public access 3. Exclusive to ICT and therefore should have access control 4. Minimum space requirement is 50 sq. ft. 5. Redundant (minimum 2) uninterrupted power supply 6. Dual electrical service feeds with backup generator supply 7. Dual/redundant fiber and copper feed from main Data Centre preferably through different paths 8. No water, steam, hot, cold, drain piping etc. should run above/below/adjacent to the ICT room 9. Entry/exit access control (preferably Proximity Cards and Biometric readers) 10. Multiple surveillance systems both within and outside the ICT Room monitored 24/7 and connected with NVR 11. Fire alerting/suppression system 12. Appropriate cooling and lighting system 13. Every construction should have backup provision for connecting telephone cables from main PABX room to the main building network room 14. Full real time monitoring and alerting of intrusion, AC power failure, high/low voltage alarm, generator failure, UPS failure, temperature/humidity/air flow etc. 15. Within each room from the main data feed to the user desk there should be minimum two conduits. One will have an active cable (fiber or copper) for current use and the

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other will be left empty for future cable pulling when additional bandwidth/connectivity is required 16. All collaboration spaces should be considered as potential data connectivity spaces. This includes lounges, rooms, courtyards, warehouses, parking spaces etc. They should therefore have sufficient power outlets provisioning and data connectivity ports.

5.0.2.3 Interconnecting BCP Buildings Requirements

Each new building should have an underground cable duct leading to it and through it, which will bring all the utilities including IT cables from the nearest fully, provisioned building. Based on limitations other choices for data cable deliveries are:

1. Direct buried cable trenches 2. Concrete cable troughs

Furthermore, following guidelines may be adhered to:

1. Creating a digital web of fiber and copper cabling throughout the facility to bring data to all parts of the BCP facility to serve the needs for minimum 25 years. This should preferably be via underground cable duct 2. Retrofitting existing ducts and hand-holes to create capacity for additional IT fiber and copper cabling / pulling 3. Provide mechanism to keep existing and new service hand-holes (with cables) free of rust and corrosion. So this should stipulate the type of ducting material and equipment, such as HDPE or UPVC Piping, Roads crossings and traffic area ducting should be protected to bear heavy loads

5.0.2.4 Cabling Standards and Requirements

All ICT related cabling should conform to the following standards:

1. European Union CENELEC EN standards, America ANSI/TIA/EIA standards, Canada CSA standards, Australia/New Zealand AS/NZ standards and rest of the world ISO/IEC standards 2. Voice and data will have standard termination connectors i.e. RJ-45/48 for Data and RJ-11 for Voice 3. Front desk / counter area should have additional outlets for connecting devices like printer, scanner, card readers etc. 4. Minimum two RJ45/48 outlets per work station 5. Minimum two RJ45/48 outlets per 10 square meters of useable floor space 6. Copper based cable runs to be less than 90 meters 7. Max total length of patch cords at both ends of the link to be at least 10 meters 8. Copper Cable and RJ45/48 connectors to be of CAT 6 grade (minimum) of branded quality 9. Dedicated UPS + emergency (Raw) power outlets (3 Pin – 1 Phase, 1 Neutral & 1 Ground) to be allocated for each data outlets 10. The density of cables, number of outlets and their positions is based on users and nature of building 11. The facility cabling links different buildings together this will follow a Hybrid fiber optic cabling 12. Type of fiber cables for external (inter-building connectivity) should be of minimum 12 core hybrid (6 x Single Mode and 6 x Multi Mode) armored

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5.0.2.5 Cable Containment System

Following considerations are recommended for taking into account in BCP buildings:

1. Density and volume of cables to be organized 2. The aesthetic appearance of the cabling within offices and other visible areas 3. Usage of different color schemes for multiple purposes 4. Safety from power cables and other potential sources of inferences 5. Fire stopping

Cables should be protected within buildings. The cable laying support accessories choices per situations are:

1. Cable trays 2. Wire basket/raceways 3. Cable ladders 4. Conduit 5. Dado rails 6. PVC/UPVC/HDPE trunking 7. Built-in under floor duct 8. Raised floors with ducts 9. Catenary wire – for aerial cabling

Furthermore, following considerations are required to be taken into account:

1. In all cases, the construction must ensure that all civil work has been carried out for IT cabling 2. Rights of way established and availability of cable ducts and hand-holes established 3. Aerial cable routes must keep a minimum distance away from power cables 4. All external cables must be selected for the environment and temperature ranges in which they are expected to survive 5. At the point where external cables enter a building there has to be a protection against inside air/cooling escape so that devices currently in use remain protected. This will also help in protecting the air contamination. Use of Roxtec is highly recommended at all cable entry / exit points in the building(s)

Below is the conceptual layout of a BCP site inter-buildings data cabling:

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5.0.2.6 Earthing and Grounding System

Following considerations relating to earthing and grounding are recommended for taking into account in BCP buildings:

1. Electrically clean earths are required at termination points and also within building network and main network rooms 2. Exposed metal work of containment system must be earthed 3. All exposed metallic elements of the cable system and cable containment system need to be earthed for safety and also electromagnetic compatibility requirements 4. All earthing and bonding requirement should follow EIA/TIA 607 standard 5. Grounding rod(s) should reach 10-15 ft. below water level, connected with dual, insulated copper wires from rod till grounding bus bar to be installed at the earth chamber with copper lugs 6. Minimum 2 earth pits with less than 1 Ohms (at Ground/Earth pit level) reading. 1 earth pit should be used for data center electrical purpose and the other should be used for racks, cable trays etc. body ground purpose 7. Distance between both earth pits should be minimum 15+ ft. 8. Drainage of data center air conditioners should be terminated at the earth pits to maintain water level in the earth pits.

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5.0.2.7 Wide Area Network (WAN) Connectivity for BCPs

There is a requirement for redundant L3 MPLS data connectivity and Internet at Torkham, Chaman and Wagha BCPs. This connectivity will enable all these locations to connect the BCP applications suite in real time for data processing needs.

The data connectivity will be aggregated at the Customs House Karachi – Customs Primary Data Center location where WeBOC (Web Based One Customs) application suite is hosted and accessed by nationwide customs stations. The last mile connectivity at the Karachi Custom House as a primary and FBR House Islamabad as a DR site will be required through redundant fiber optic cables. This connectivity at both locations is already present, maybe upgraded to cater the new data rates at the BCPs. As per requirement, service provider will be responsible for providing end to end connectivity over L3 MPLS.

Below is a conceptual ICT layout of all 3 BCPs with Karachi based customs Data Center:

For short term arrangements, existing connectivities can be upgraded in order to meet the short term requirement. Service provider will have to terminate the required WAN links (Data Circuits) at each location/facility. Circuit Termination Router with 4 Ethernet Ports Card, CPE and any other required devices would be the responsibility of service provider.

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5.0.3 IT Systems

One of the basic requirements for making the BCPs effective and efficient is availability of fit- for-purpose IT systems. Any IT system running at BCPs need to have access to traders‟ profiles with customs department and real time linkages to FBR‟s registration databases. It also needs to have tight integration with customs seaport operations to securely process transit consignments. It must have capability of Electronic Data Interchange with external stakeholders as well as other customs administrations. IT system should provide facility for electronic filing and processing of customs declarations with paperless workflow. All of its users including traders, clearing agents, bonded carriers etc. should be able to electronically communicate with customs authorities. IT system should also be able to process consignments using robust risk management system.

Fortunately, WeBOC is a suitable choice available for automation of BCPs, at least for short term purposes, as it provides most of the desired features. During the last three years of its operations, WeBOC has developed a profiling database of 40,000 traders, clearing agents, bonded carriers, customs staff etc. and has processed over 1.5 million consignments thereby meaning that the system is dependable and time tested.

In general terms, IT system for BCPs should provide the following functionalities:

1. Electronic filing of GDs other relevant documents 2. Paperless workflow 3. Robust and effective risk management system 4. Pre-arrival information and customs to customs information exchange 5. Linkage with phytosanitary and veterinary processes 6. Efficient and timely system of collecting, processing and disseminating information 7. Data security and integrity 8. Real-time data analytics / dashboards 9. Integration of IT System with BCP equipment including RFID, weigh bridges, cargo scanners, automated gates, vehicle number plate recognition etc.

To ensure uniformity in IT systems for all the three BCPs, generic steps for processing of imports, exports, transit (in / out) consignments is given below which can assist in reducing dwell time and increase throughput at BCPs:

Processing of import consignments:

1. System generated imports manifest number 2. Electronic GD filing method (pre-arrival information) 3. Gate-in activity on arrival of truck; in case of live animals / animal products information to be electronically shared with veterinary staff; in case of plants / plants products information to be electronically shared with phytosanitary staff 4. Risk Management System to check the profiling and consignment information 5. In case RMS marks truck for weighing; weighing activity to be performed and the weighing / dimension information to be electronically communicated to WeBOC 6. In case RMS marks the truck for scanning; scanning activity to be performed and the scanned image to be electronically sent to WeBOC with further instructions e.g. secondary inspection required or not 7. Payment of duties, taxes, other charges at bank counter / electronic means 8. RMS to determine processing channel of the consignment: . In case of red channel, 100% secondary inspection to be conducted and inspection findings fed in WeBOC. GD marked to assessing officer. . In case of yellow channel, GD marked to assessing officer for appraisal / marking for secondary inspection.

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. In case of green channel, electronic „Out of Charge‟ message generated 9. Joint inspection by customs and veterinary / phytosanitary staff where required 10. GD marked to the customs / BCP staff posted at the Gate to perform the Gate out activity

Processing of export consignments:

1. Electronic GD filing method (pre-arrival information) 2. Payment of duties, taxes, other charges at bank counter / electronic means 3. GD marked to preventive or terminal staff posted at the gate of BCP to „Gate In‟ the truck on arrival; in case of live animals / animal products information to be electronically shared with veterinary staff; in case of plants / plants products information to be electronically shared with phytosanitary staff 4. Risk Management System to be executed at the time of „Gate In‟. RMS to determine one of the following processing channels for the consignments: . In case of red channel, 100% secondary inspection to be conducted and inspection findings fed in WeBOC. GD then marked to assessing officer . In case of yellow channel, GD marked to assessing officer . In case of green channel, „Out of Charge‟ message generated electronically 5. Joint inspection by customs and veterinary / phytosanitary staff where required 6. „Gate Out‟ performed at the international border gate

Processing of out-bound transit consignments:

1. Pre-arrival information 2. „Gate In‟ information on arrival of transit consignment at BCP 3. Truck weighing and electronic communication of weighing data to WeBOC 4. In case, variation in weight in excess of 10% as compared to weight recorded before Gate Out at Port of Departure then the system to mark such consignment for secondary inspection 5. Container seal verification step; in case, seal is found tampered or tracking company reports deviation of vehicle from the approved route then WeBOC to mark the consignment for secondary inspection 6. Un-mounting of tracking device from the container; communication of EDI messages with the tracking company for the event 7. In case of secondary inspection, 100% inspection carried out. Inspection report fed and images of the inspected goods uploaded in WeBOC. GD marked to assessing officer for appraisal / determines the value of goods etc. 8. After assessment process, WeBOC to generate and send EDI message for “Cross Border” to other customs administration 9. Release of security on electronic verification of cross-border event through EDI

Processing in-bound transit consignments:

1. System generated transit manifest number 2. Electronic GD filing method (Pre-arrival information) 3. Gate-in activity on arrival of truck 4. RMS to decide whether truck to be marked for weighing; weighing activity performed and electronic weighing information sent to WeBOC 5. RMS to decide whether truck to be marked for scanning; scanning activity performed and WeBOC to receive the scanned image and further instructions e.g. secondary inspection required or not 6. Container sealed; seal number along with truck number, container number, bonded carrier, port of destination details fed in WeBOC

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7. Tracking device to be mounted on the container. Device id / other details received from tracking company through EDI message 8. Transit documents checked by the assessing officer and „Out of Charge‟ activity performed 9. GD marked to the customs /terminal staff posted at the Gate to perform the Gate out activity.

5.0.4 Security

These are the common design and layout security considerations for all border crossing points.

5.0.4.1 Perimeter Security

. It will be beneficial if all the buildings/structures are located in a single compound. An outer perimeter comprising of at least 10 feet high concrete walls with concertina coils on top of them. The thickness of walls should be at least 1 foot at the top and 1.5 feet at the base. Although for making them Rocket Proof a thickness of 1.5 M is required but that would grossly escalate the costs and can be compensated by using Hesco Bags filled with earth, having at least 5 feet thickness. This will ensure protection against rifle bullets, Rocket Propelled Grenades and Vehicle Borne Improvised Explosive Devices (to some extent). . The perimeter should have at least four watch towers, one at each corner with overhead protection having 12 inches thickness made of reinforced concrete. . The main building should have a sentry post at the top with protection all around comprising of Hesco bags. . The area should be clear of obstructions which limit observation. There will be adequate lighting arrangements for the perimeter. . If there are separate parking areas for cargo and buses these should have perimeter walls/fence around them with concertina coils on top of them. This should be supplemented by a good Entry/Exit system based on metallic gates and road barriers/retractable barriers. . There should be a separate gate for pedestrians. . The Entry/Exit points should have traffic lights (Signals) to guide the traffic. . The whole area should have a Public Address system. . Intrusion detection and surveillance will be covered in the main Security Plan. . If catering for a POL store in the compound it should be at least 100 M away from the main building. (I am not sure how much space is being used for the whole compound but 100 M would be a safe distance). . The POL Store should have sufficient ventilation. . It should have space so that vehicles do not clog the area. . Separate areas are marked for vehicles carrying normal cargo and POL. . Parking area should be located outside the main compound. . If there is a small p arking area in the main compound then it should be in a corner and as far away from the buildings as is possible. And the nearby buildings should have Hesco bags placed around them. There must be no staff vehicle parking inside the border crossing; . All buildings/parking areas etc. will be covered by a CCTV network so there must be power plus media cabling and fitments.

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5.0.4.2 Security of Building and Personnel.

The building should provide safety to employees, staff and visitors as well to provide safety to the equipment housed inside it. The walls and roof should provide protection from rifle bullets. Considering the area, 7.62 x 39 mm (AK 47) is the predominant caliber in use so 9” thick walls should be good enough.

. Windows should have metal railings to protect against intrusion. . Windows should be shatter proof. . Windows should deny/restrict observation from outside. . Entry/Exit should have barriers for visitors. . The entrance doors should be strong preferably of metal. . The visitor entrance should lead directly to the Reception. . The building should have its own Public Address System. . The building should have an armory with restricted access. . It should have a separate facility for storing ammunition. (This can be housed in the armory. A safe with double locking system fixed in a wall will work well) . The building should have an Emergency alarm system. . There should be separate Control room for keeping the monitoring/security equipment like CCTV etc. . The control room should have bullet proof glass if it has windows. . The room should be accessible to authorized personnel only. . The room should have a strong metallic door with access control. . The building should have a public address system.

5.0.4.3 BCP Security.

. BCP should have a preliminary barrier/stop 100 M from the main barrier. . BCP should have Hesco protection all around it. . It should have dedicated lighting arrangements from two power sources. . It should have a separate lane for pedestrians if possible.

5.0.4.4 Security of material from Theft/Loss.

In order to ensure security of material from theft or loss it will be preferred that the building have minimum Entry/Exit points. Having minimum entry/exit points means they can be monitored easily and hence obviate chances of theft or loss.

. The Entry/Exit points should have strong doors with locking mechanism. . The windows should be strong enough so that they cannot be easily broken in to. . There should be adequate security lighting on the exterior as well as interior. . Offices should have strong doors and locks so as to prevent theft.

5.0.4.5 Security of Data

. Security of data will be taken care of by the IT experts but it is important to have a Data Centre/Safe Room with restricted access where the servers will be placed. . Please consider fire proof cabling for the room. . Redundant power system for the Data Centre. . The Data Centre should preferably not have any windows.

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5.0.4.6 Security of Armory

. Armory should be located at a place where it is not easily accessible, for example basement. . It should have two doors leading to it, an inner and an outer door. . A strong metallic door with two layer access for the Armory. . Armory should have a strong safe for housing the arms/weapons. . It should have a separate safe with different lock for keeping ammo. . The cabling should be fire proof. . The Armory should have a dedicated Alarm system with independent power from two sources. . There should be no windows in the armory.

5.0.4.7 Power Arrangements

. It is important to have at least two power sources for the whole setup, Primary power form the Grid and Secondary power from a standby generator. Other important equipment like CCTV, computers etc. system will have UPS in addition these two sources. . Please consider using solar lights for outdoor lighting. . Needless to say a good earth for the building and all power equipment.

5.0.4.8 Telecommunications

. The whole setup should have its own dedicated PABX system linking all offices, administrative buildings and even sentry posts. It will be backed by a Digital Wireless Radio (Two way radios) system capable of being integrated in the PABX system via an interface. . IP based CCTV system is recommended with a self-healing fiber optic cabling. DVR system maybe placed at the BCP‟s ICT facility / Data Center. . The cabling should not be exposed it should be housed in ducts or concealed in walls/underground.

5.0.4.9 Security against fire hazards

. There should be Firefighting points for outdoor fire hazards. Separate points for vehicle parking areas, BCP, pedestrian areas. . All indoor facilities should have firefighting equipment. . Vital facilities like Data Room/Center, Control Room Armory should have fire proof cabling. . Fire exits at required places with one way doors. . Fire Alarms for indoor as well as outdoor facilities. . Smoke detectors for indoor facilities; . Water sprinkler system for the indoor facilitates.

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5.1 WAGAH

5.1.1 Design and Layout Proposals

The site is flat and all operations and goods are exposed to the summer heat because of the lack of canopies and transit sheds. Export and import trucks get mixed and transshipment is carried out manually making it difficult for the border agencies to control operations and movements in such challenging working and environmental conditions. Therefore, the design and layout proposal includes concepts to solve the challenges.

Photo 13: One old X-Ray scanning machine at Photo 14: One old weighing machine check weighs Wagha creates a bottleneck and delays export each export and import truck creating queues, and import cargo because all trucks get scanned adding time to the trip and adding cost. The project but there is only one scanner. The project proposal includes installing two new weighbridges, proposes two new back scatter color X-Ray one for export and the other for import. This will scanners. Using real time entity based risk reduce queue waiting times. Modern good standard management will allow customs to reduce the weigh bridges will be connected to a central 100% scanning rate by selecting only high risk database allowing authorities to check weight and cargo. In case authorities want to add extra fixed vehicle dimension on entry and exit. In case any tunnel scanning equipment in the future enough authorities want to add extra weigh bridges in the land must be allowed for in the current proposal. future enough land must be given in the proposal.

The outbound export approach road needs widening from one lane to four lanes. The inbound import two lanes need widening to four lanes. Each lane will have a booth built to the height of a truck cab window allowing Customs to check the driver has the required documents for entry into the Customs Control Zone of the border crossing; this is the primary check. Any truck selected for secondary inspection as a result of using 24 hour pre notification allowing customs and other agencies to carry out risk assessment will get moved along a new bypass road to the safe and secure secondary inspection area complete with building and tools to carry out a 100% physical inspection of the cargo and truck. The extra export and import lanes will reduce truck queuing times and help achieve reduced dwell times and increase throughput. Each lane will have electronic gates and an electric red and green lighting system, CCTV, vehicle number plate scanners and ideally sniffer dogs and a canopy. This combination of trade facilitation and security equipment will make the border crossing more user friendly for agency staffs and for users plus making the border crossing more safe and secure.

Ideally, each export and import traffic lane should have a vehicle weighing and dimension equipment so that while customs are checking the driver has all his documents and while the truck drivers passport, ID and entry permit get scanned the truck is weighed and measured saving time by combining procedures. Using this method the truck driver stays in the cab.

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The bus passenger and pedestrian entry and exit gate are located nearby the export traffic lane and truck exit gate. The new proposal will move the bus passenger and pedestrian entry and exit gates to the perimeter of the border crossing so that they are segregated from the cargo areas and cannot wander around the Customs Control Zone. The current one male and female gate entry needs expanding to at least four male and four female gates each equipped with person, baggage scanning equipment, passport and ID scanners, CCTV, overhead and task lighting, and covered with a canopy.

The design and layout proposal includes new separate export and import processing areas and infrastructure. The existing NLC transshipment yard area terminal is close to the border and there is lack of sufficient space in the yard area. There is sufficient space in the vicinity and most of it is cultivated land. According to the local municipality, City District Government of Lahore land can be acquired from locals. The whole area comprises flat agricultural land and less construction exists at the eastern side of the BCP along the border. The project has selected export and import processing sites comprising 62 acres, one for imports at the western side of the main road comprising 50 acres and a third site near the railway station and railway terminal comprising 40 acres. A new 4 kilometer approach road of 4 lanes is proposed on both sides of the canal at the western side of the main road and connected with the trade gate.

The proposal include new equipment such as two new truck back scatter and color X-Ray scanners and two new truck weighing and dimension measuring machines plus CCTV and overhead and task lighting in case the border crossing ever moves to 24 hour operation.

Ideally transshipment should use pallets and containers. In the absence of modern materials handling equipment new transshipment sheds are needed for perishable product plus refrigerated and chilled vehicle electric plus in facilities. If and when transport companies start using pallets and shrink wrap fork lift trucks will be needed. When containers get used stacker trucks will be needed.

The project team is aware the proposal must solve current congestion and long processing times and also provide space for future expansion as and when the FBR decides to add extra traffic lanes and the NLC decides to expand the administrative office building, user office building and restaurant and other facilities. The Wagha design and layout proposals are shown below.

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Fig 2: Proposed Wagha Border Crossing Design and Layout Proposal

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. Wagha Railway Option . The Wagha railway station is located approximately 3 kms from the existing Wagha border crossing point / Trade Gate; . The Wagha railway station only caters to the requirements of passengers using the Samjhota Express; . There is plenty of land around Wagha railway station which can be utilized to build a modern „Container Terminal‟; . There needs to be an agreement between the two countries to allow trade using containers; . XRay scanners can be installed to check each container to alley security concerns; . Goods coming from India using the railway are unloaded at Lahore Railway Station „T-10 platform‟ where trucks come for loading / unloading only during late hours. Such goods can also be handled at Wagha Railway Station where there is no restriction on truck movement; . Trade through India can also be handled at the Mughalpura Dryport which has the infrastructure to handle containerized cargo. Additional equipment can be added to handle increased workloads.

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5.1.2 Information and Communications Technology – ICT 5.1.2.1 ICT Equipment

Existing ICT equipment at Wagah includes 33 PCs which shall be out of warranty within a year. Other ICT equipment includes 9 printers and 2 flatbed scanners. There are few low end network switches and 2 ageing generators. There is a need to upgrade ICT equipment at Wagah.

Following ICT equipment requirement worked out for interim arrangements shall equally be useful for Long Term implementation:

S. No. Description Quantity 1 Laptop Computers 5 2 Desktop Computers 50 3 Tablets/PDAs 5 4 Application Server 1 5 Printers 5 6 Desktop Scanners 5 7 Wi-Fi Outdoor 1 8 Wi-Fi Indoor 4 9 Data Racks (Branded) 1 10 Rack PDUs 2 11 Data / LAN Cabling Cat-6 Category As per requirement 24 Port 1G Layer 2 Devices Aggregation 12 1 Ethernet Switch 24 Port 1G Layer 2 User Access Ethernet 13 9 Switch 14 UTM Firewall 1 15 Anti-Virus for users 50 16 Anti-Virus for server 1 17 E-Queue Management System 1 18 IP PBX (30 users) 1 19 Environment Monitoring System 1 20 IP Based Surveillance System (CCTV) 1 21 UPSs 3, 6 & 10 KVA with Ext Battery backup 12 22 Gensets – 100 KVA 2 23 User end UPS Output Power Cabling As per requirement 24 Access Control Device 1

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5.1.2.2 Internet / Data Connectivity Requirements

Wagah has a high-speed fiber optic link at all Customs locations with Customs Data Center. Network connectivity is up to the mark and redundant. Primary connectivity is through fiber optic link and backup connectivity is through i-Direct satellite link. This redundancy provides 100% up-time in the event of failure / outage on primary connectivity.

For short-term arrangements, existing network and internet connectivity required to be upgraded at various processing points at Wagah is given below:

Short Term Plan Primary (Fiber) Backup (i-Direct) # Location Name Data Internet Data Internet 1 Customs Building (Already Connected on Fiber) N/A 2 Mbps N/A 2 Mbps 2 In/Out Gate Pak side (Already Connected on Fiber) N/A - N/A - 3 In/Out Gate India side (Already Connected on Fiber) N/A - N/A - 4 Weigh Bridge (Already Connected on Fiber) N/A - N/A - 5 Passengers Facilitation + Bank (Already Connected on Fiber) N/A 1 Mbps N/A 1 Mbps 6 Customs Examination Wi-Fi (Connected to Customs Bldg) P-to-P - - 7 Scanner (Already Connected on Fiber) N/A - N/A -

. N/A means No changes or upgradation at these Locations are required since Fiber Optic as a Primary and i-Direct based connectivity as a backup already present. . Internet connectivity is required as a primary media over Fiber Optic i-Direct based Internet connectivity would be required as a backup media at the designated locations.

5.1.2.2 Fiber Optic Cabling Layout – Long Term

Below is a detailed fiber optic ducting layout for Wagha BCP. All the buildings, parking spaces, offices area and accommodation are inter-connected with each other with state-of- the-art underground HDPE ducts having multiple cores of fiber optic cables for long term usability. The duct would be running up to the passenger terminals located near the border passenger gate.

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5.1.3 Wagha Border Crossing Security 5.1.3.1 Law and Order Situation

The law and order situation a t Wagha is comparatively better than at the Torkham and Chaman road border crossing points. There have not been any incidents which can be termed as serious in nature with respect to law and order. However, because the border crossing is located close to the international frontier with India it is under close watch by the Law Enforcement Agencies (LEAs). Petty crimes if any are not worth mentioning as these are present anywhere in the country. Majority of the population is Sunni Muslims and there have been no reported cases of ethnic or religious violence. Being closely guarded by the LEAs there have been no terrorist attacks on the border crossing which i s significant because the border crossing is on a major international trade route. There have been isolated incidents of across the border firing between Pakistan Rangers (PR) and the Indian Border Security Force (BSF) and because there are sensitivities that are peculiar in nature from the Pakistan and India historical relations perspective. There have been cases where the Lahore-Amritsar bus service was suspended as a result of the strained relations between the two countries or the bus being blocked in India by political party activists. Similar actions h a v e taken place on the Pakistani side of the border. Considering the overall law and order situation in the country Wagha can be termed as a comparatively peaceful area.

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5.1.3.2 Presence of Law Enforcement Agencies

Wagha and its surrounding areas are controlled by the Pakistan Rangers (Punjab). The Rangers Headquarters is located at Lahore. There is also the presence of Punjab Police in this area. There is a Police Check Post 2 kilometers from the border crossing. The area is close to Lahore and the International Border and therefore sensitive for the authorities. There is also the presence of other agencies in this area; these however do not directly come under the authority of the Law Enforcement Agencies (LEAs).

5.1.3.3 Vulnerabilities

Considering the law and order situation prevalent in this area Wagha can be termed as a safe location to work. There are no major threats in the area to speak of such as terrorism, religious or sectarian related events. However, future isolated incidents of terrorism and crime should not be ruled out. There is also the possibility of the route being blocked temporarily in the event of relations turning sour between the two countries. The international supply chain may get disturbed temporarily, though. In the event of a terrorist attack the BCP and its allied infrastructure like Immigration control and administrative setup has to be able to sustain the brunt. A disaster recovery plan is recommended. Some of the vulnerabilities envisaged in this area are:

1. Acts of terrorism such as suicidal attacks or physical attacks with the aim of disrupting the transition or even disrupting the international supply chain with the aim of hurting relations between Pakistan and India; 2. A Law and Order situation resulting from relations between the two countries turning sour; 3. Across the demarcated border line firing incidents resulting in disruption of the international supply chain and the project transition process; 4. Any religious or sectarian incident in the country which might trigger violent public response and interrupt working. 5.1.3.4 Wagha “As Is” Situation

Based on the border crossing surveys carried out at Wagha by project experts several security short comings have been identified.

. 7 Absence of a good CCTV system and inter agency monitoring control room. . Absence of emergency alarms. . Absence of a Public Announcement (PA) System. . No good standard telecom system is in place. . Poor pedestrian screening system. . Absence of good perimeter fencing system. . There is no intrusion detection system installed. . Access control is manual. . Absence of armory for safe keeping of arms and ammo. . Absence of firefighting equipment and other firefighting mechanisms. . Lack or absence of good standard operating procedures (SOPs) and preventative measures and emergency drills. . Absence of Hydraulic barriers in exit and entry vehicle lanes for stopping vehicles. . Untrained staff on security related issues. . Inadequate area and task lightning.

7 Based on the EU Jordan-Iraq Border Technical Specification Report, J Tomczyk

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. Absence of blast protection such as Hesco Bags and concrete blocks for all exit and entry areas, facility walls or Hesco bags. . Inadequate staff radio equipment and common communication systems linking each agency team. . Absence of Chemical, Biological, Radioactive and Nuclear scanning equipment. . Absence of Narcotics Particulate Trace Detection Equipment. . Absence of Vehicle Number Plate Scanning Equipment. . Absence of explosive, narcotic, biological, cigarette and currency sniffer dogs, kennels and veterinary support facilities; . Absence of hand held explosive and narcotics Vapor Tracing Equipment. . Absence of Bio-data reading and collection equipment. . Absence of RFID tags/scanners and allied equipment. . Absence of Quarantine areas. . Absence of Luggage Inspection scanning equipment. . Absence of Hand-held Metal detectors. . Absence of Walk-through gates. . Document and Currency Examination Instruments. . Absence of Walk-through Explosive and narcotic Trace detectors. . Absence of Explosive Detection Equipment. . Absence of vehicle and cargo X-Ray Inspection Equipment. . Lack iris recognition equipment (long term transition).

5.1.3.5 Wagha border crossing short and long term solutions

The security approach needs to be developed and implemented with the objective to minimize damage in case of a terrorist incident or other event using a hard (infrastructure and equipment) and a soft security (staff standard operating procedures and relevant aspects of the WCO SAFE and AEO program) approach. Inter-agency cooperation is important otherwise any security initiative and investment will be applied piece meal instead of achieving a coordinated preventative measures which will give a coordinated management response. This project must propose and then build the facilities, install the equipment and ensure the border agencies implement good practice coordinated processes during the border crossing design. An inter-agency memorandum, or agreement, with the objective of getting integrated and coordinated security management structures and standard operating procedures prepared, signed and carried out in practice is a short term priority because it will facilitate the building and equipping of fit for purpose border crossing points and implementing good practice border crossing security management.

5.2 TORKHAM

5.2.1 Design and Layout Proposals

The site is constrained in a narrow valley and surrounded by steep mountains and as a result there is not a large amount of flat land near the border or the “zero gate” with Afghanistan. In addition there is a market bazaar through which the border crossing approach road goes. There is not enough land to build good practice export and import commercial truck and pedestrian processing facilities near the border. Any attempt to build new facilities near the border will involve large scale dislocation of housing and business premises. Building border crossing facilities near the border will not give reduced cargo dwell times and increase throughput. International good practice border crossing design and layout includes multi-lane entry and exit traffic lanes instead of single lane entry and exit.

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International good practice border crossing also includes moving processing areas to inland clearance depots (ICDs) instead of building them at the border and the border crossing becomes a check point not a control point.

Photo 15: Flat land has been identified at Torkham Photo 16: The project proposal includes with the help of local authorities. There is no flat segregating pedestrians from moving commercial land close to the border. The project proposal has trucks making the border safer and more secure. three separate pieces of flat land identified for Pedestrians will get a new purpose built processing export, import and transit. As traffic volumes area. Trucks can move from „zero point” to the increase authorities might wish to consider processing areas controlled using a new bypass developing a multi modal transport terminal at road which will be fenced and under surveillance Landi Kotal. using CCTV and military and other patrols.

Transport connectivity with the Torkham border crossing is improving. The approach road from Peshawar to Torkham is under construction and is expected to be finalized during 2015. An alternative route called the “expressway” is also proposed although a completion timeline is not known. The road from the Afghanistan side of the border is proposed to be four lanes wide and the condition of the existing road is good. The railway line was laid eight decades ago but is no longer in a functional state. Considerable investment is needed to repair and upgrade the railway. An alternative temporary road at the south mountain base was constructed recently and is called the Cement Road. Connectivity might be improving but when trucks arrive at Torkham they slow down because the approach road is not adequate for the volume of traffic. The project proposes a bypass road, not marked on the map below, which would mean trucks not travelling though the congested bazaar and would also avoid all pedestrian and bus traffic. This solution will solve the chaotic current situation of thousands of pedestrians having to get passed moving heavy commercial trucks; a serious safety and security challenge.

The project proposes that new border crossing export and import facilities are built away from the border line where there is flat land. The entry and exit pedestrian processing facility, not marked on the proposal map below, should get built close to the border. Ideally a new road bridge needs building for commercial vehicles. The land where the new border crossing export and import facilities are proposed to be located was recently acquired by the political authority and during the project stakeholder seminars the political administration told the project team they were willing to acquire more land depending on the location and size requirements. A new bus and bus passenger facility is proposed in the vicinity of the welfare center. The proposal includes a site of 17 acres for import, 46 acres for export and 32 acres for transit will be required. The sites are identified in the map below.

During stakeholder meetings in Karachi and Torkham participants mentioned another option might be the railway terminal land in Landi Kotal. This site is flat and could serve as a future

63 multi modal road and railway terminal. In the proposed option in Torkham and Landi Kotal commercial vehicles can move using RFID tags to alert customs in real time if there is any tampering with the container and goods and if there is any unexplained vehicle stops or deviation from prescribed routes.

Fig 3A: Proposed Torkham Border Crossing Design and Layout Proposal

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Fig 3B: Proposed Torkham Border Crossing (Cargo Terminal) Design and Layout Proposal

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Torkham Railway Option . The Peshawar to Landi Kotal railway link is non-operational for many years; . The railway track has been badly damaged as a result of floods and lack of maintenance; . The railway line needs major investment in repairing damaged infrastructure to get the railway track back into operation; . The last railway station on Peshawar – Landi Kotal railway track is at Landi Khana, which is approx 5 kms further on from Landi Kotal towards Torkham; . The railway line is in sight from the proposed site for the new Torkham border crossing facilities is approximately 2 kms away from the Torkham border gate; . The Railway authority needs to assess the feasibility of pulling container freight trains through the mountainous region; . The repair of the track and adding handling equipment and lifting equipment may take at least 2 years.

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5.2.2 Information and Communications Technology – ICT

5.2.2.1 ICT Equipment

ICT equipment at Torkham is inadequate for existing workload. PCs are operated in a dusty environment which greatly shortens their lives. Printers and scanners are of low end. The survey of ICT equipment necessitates urgent upgrade of ICT equipment at Torkham.

Following ICT equipment requirement worked out for short-term arrangements shall equally be useful for Long Term implementation:

S. No. Description Quantity 1 Laptop Computers 5 2 Desktop Computers 50 3 Tablets/PDAs 5 4 Application Server 1 5 Printers 5 6 Desktop Scanners 5 7 Wi-Fi Outdoor 1 8 Wi-Fi Indoor 2 9 Data Racks (Branded) 1 10 Rack PDUs 2 11 Data / LAN Cabling Cat-6 Category As per requirement 24 Port 1G Layer 2 Devices Aggregation 12 1 Ethernet Switch 24 Port 1G Layer 2 User Access Ethernet 13 7 Switch 14 UTM Firewall 1 15 Anti-Virus for users 50 16 Anti-Virus for server 1 17 E-Queue Management System 1

18 IP PBX (30 users) 1 19 Environment Monitoring System 1 20 IP Based Surveillance System (CCTV) 1 21 UPSs 3, 6 & 10 KVA with Ext Battery backup 10 22 Gensets – 100 KVA 2 23 User end UPS Output Power Cabling As per requirement

24 Access Control Device 1

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5.2.2.2 Internet / Data Connectivity Requirements

Torkham lacks connectivity to a high-speed fiber optic link with Applications Data Center. Currently available satellite data link is insufficient. For interim arrangements, network and internet connectivity required to be upgraded at various processing points at Torkham is given below:

Short Term Plan Primary (Fiber) Backup (i-Direct) # Location Name Data Internet Data Internet 1 Customs Building 2 Mbps 2 Mbps 2 Mbps 2 Mbps 2 In Gate 512 Kbps - 512 Kbps - 3 Out Gate 512 Kbps - 512 Kbps - 4 Weigh Bridge 512 Kbps - 512 Kbps - 5 Passengers Facilitation Office 1 Mbps 1 Mbps 1 Mbps 1 Mbps Customs Examination Wi-Fi (Connected to 6 P-to-P - - - Customs Bldg) 7 National Bank (Connected to Customs Bldg) P-to-P - - -

. 2 Mbps Data Connectivity over Fiber Optic is required. Existing 2 Mbps i-Direct based connectivity would be utilized as a backup media with automatic fail-over. . Internet connectivity is required as a primary media over Fiber Optic i-Direct based Internet connectivity would be required as a backup media at the designated locations. . Connectivity at other proposed locations is required.

5.2.2.3 Fiber Optic Cabling Layout – Long Term

Below is a detailed fiber optic ducting layout for Torkham BCP. All the buildings, parking spaces, offices area and accommodation are inter-connected with each other with state-of- the-art underground HDPE ducts having multiple cores of fiber optic cables for long term usability.

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5.2.3 Torkham Border Crossing Security

5.2.3.1 Law and Order Situation

Torkham is located in the Khyber Agency of FATA, 50 kilometers from Peshawar. The FATA area starts a few kilometers outside Peshawar at the important town of Jamrud when moving in the North West of Peshawar on the Grand Trunk Road. The population is Sunni Muslim. At the other side of Torkham lies the Nangrahar province of Afghanistan. The general law and order situation in and around Torkham is comparatively bad and international experts were not allowed to visit the border crossing at Torkham. The area is devoid of Police and does not come under the Government of Pakistan Laws. It has its own law by the name of Frontier Crimes Regulations. The area has been subjected to some of the worst acts of terrorism for over ten years. After 9/11 this area has experienced a lot of infighting and of late terrorist activities which at times spills over to the other side of border and vice versa.

5.2.3.2 Presence of Law Enforcement Agencies

Torkham and its surrounding areas are policed by the Frontier Corps (FC). The local unit of FC, entitled the Khyber Rifles has its Headquarters at Landi Kotal which is about 7 kms from Torkham. At least six Wings of t h e FC are deployed throughout the Khyber Agency. There is also the Frontier Constabulary (FC) at times confused with Frontier Corps which is responsible for guarding the provincial borders. The movement of vehicles and pedestrians

69 at the Torkham border crossing is observed by the Frontier Corps. There is also the Levies Force which comes under the Political Agents and at times the District Coordination Officers (DCOs). Then there are the Khasadars who are the Tribal Police and are appointed by the tribal heads. Pakistan Customs staffs are also at the Torkham border crossing. In addition there is the Pakistan Army at selected locations in the Khyber Agency; Jamrud Fort, Shagai Fort and at Landi Kotal where there is a small garrison.

5.2.3.3 Vulnerabilities

Torkham and its surrounding areas are not safe. The security situation is really bad, as it has been for over a decade now. This will affect the project during implementation stage and the supply chain traffic also. The area is prone to a number of vulnerabilities, such as:

1. Deliberate acts of terrorism to destroy facilities and disrupt operations. 2. Suicide attacks at BCP or other administrative setups. 3. Vehicle Borne Improvised Explosive Devices attacks against BCP facilities and to disrupt operations. 4. Deliberate acts of arson to interrupt the international supply chain. 5. Crimes such as looting and theft of vehicles. 6. Planting of Improvised Explosive Devices on the route to interrupt the supply chain. 7. Any religious or sectarian incident in the country which might trigger violent public response. 8. Remote or time controlled bombings targeted against buildings. 9. An act or attack on other side of the border which may evoke a similar response such as blocking traffic or looting. 10. Kidnapping for ransom of workers, staff or visitors. 11. Stoppage or disruption of supply chain because of politically motivated workers. 12. Any act of consequence internationally that might stir public feelings. 13. Smuggling of drugs, weapons, ammunition or other contraband items.

5.2.3.4 Torkham “As Is” Situation

The details survey of Torkham has revealed following shortcomings with respect to security.

. Absence of blast protection walls or concrete blocks along traffic lanes. . Lack of road traffic management; no segregated truck export and import lanes and no lanes for pedestrians. . Insufficient area and task lightning. . No barriers to keep inbound and outbound pedestrians separate. . Absence of a good and reliable CCTV system. . Absence of perimeter fencing in parking areas. . There is no armory for safe keeping of arms and ammo. . The helipad is 3 km away but devoid of necessary navigational landing equipment, firefighting and medical equipment or ambulance. . There is no hand held metal scanners for pedestrian lanes or entrance to main administrative office building and to other areas. . Absence of PA system. . Absence of emergency alarms. . Absence of a good and reliable telecom system which is common to all border agencies. . Absence of Hesco bags outside buildings or traffic lanes. . Absence of firefighting equipment/mechanism. . Absence of Hydraulic barriers for stopping vehicles.

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. No proper pneumatic gates to entrance. . No proper access control system to the buildings. . Poor surveillance. . Lack or absence of good procedures, drills and SOPs. . There is no intrusion detection system of any sort. . Access control is manual. . Staff is not trained on security related issues. . Absence of Chemical, Biological, Radioactive and Nuclear scanning equipment (CBRN in the exit and entry traffic lanes). . Absence of Narcotics Particulate Trace Detection Equipment. . Absence of Vehicle Number Plate Scanning Equipment. . Absence of explosive, narcotic, biological, cigarette and currency sniffer dogs, kennels and veterinary support facilities. . Absence of Hand-held explosive and narcotics Vapor Tracing Equipment. . Absence of Bio-data reading and collection equipment. . Absence of iris recognition equipment (long term) . Absence of RFID tags/scanners and allied equipment. . Absence of Quarantine areas. . Absence of pedestrian luggage back scatter color scanning equipment . Absence of Hand-held Metal detectors. . Absence of Walk-through gates. . Document and Currency scanning equipment. . Absence of Walk-through Explosive and narcotic trace detectors. . Absence of drug testing kits. . Absence of vehicle and cargo back scatter and color X-Ray scanning equipment.

5.2.3.5 Torkham Short and Long Term Border Crossing Solutions

The Torkham border crossing security challenges are comparatively greater than the ones with Wagha because of its unique geographical location, political sensitivities and historical back ground. However, in terms of hard and soft security solutions many are common to Wagha and Chaman; see sub section 5.1.4.5 above.

5.3 CHAMAN 5.3.1 Design and Layout Proposals

The approach road to the Chaman BCP from Chaman city is congested and passes through densely populated areas. The commercial vehicle transit terminal is not located at the border crossing and instead it is located in the city using he railway authorities space for parking. Ideally a new road bypassing Chaman city is suggested. A new bypass road will be 5 kilometers long, depending on the roads alignment and layout.

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Photo 18: Existing structures need incorporating Photo 17: Chaman border crossing has no into the new design and layout. Pedestrians will get segregated export and import truck processing a new processing facility with inbound and area and no detection equipment. The project outbound lanes covered by a canopy. Each lane proposal includes building new export, import and will have booths equipped to scan passports, ID transit facilities and internal layout which will cards and currency and other documents. reduce dwell time and increase throughput. Staffs Scanners will check for explosive and narcotic and users will work in a better working vapors making the border crossing safer and more environment. secure.

To segregate commercial truck traffic from pedestrians approach road at the Chaman border crossing is proposed to be widened from one lane each way to four lanes each way. Enough land must be made available to allow extra in and out lanes to be built in case of extra volume of traffic (commercial, pedestrian and or bus and cars) in the future and will also allow some lanes to be marked as priority lanes (or extra lanes added later) for perishable product, TIR and AEO.

In addition a new link of four lanes (two each way) is proposed from Chaman city to the Chaman BCP is proposed where all Custom export, import and transit facilities will get built. In this proposal Chaman city will no longer have any customs or other agency facilities and functions.

The approach road towards the Chaman border crossing is linear and North-South in alignment. There are small settlements within 300 meters on the west and 600 meters on the east of the road. There is a piece of land behind the NLC yard on the west side and free space behind the railway station on the east side.

The project team examined two border crossing options. Option 1 will have problems in the future which will limit expansion and because only about 30 acres is available. Option 2 has more than 100 acres of space. Furthermore, with option 2 involves less building dislocation because there is less habitation nearby. In addition, the proposed railway line and station are on the east side making it a better choice as a future multimodal transport terminal. During two stakeholder meetings in Quetta and a meeting with the provincial Governor the political leadership and chamber of commerce and local business participants expressed their interest and willingness to support the development of a refurbished modern good practice border crossing.

The current Chaman border crossing point has no fit for buildings and equipment. The project proposal includes new international good practice border crossing infrastructure and equipment that should reduce dwell times and increase throughput. The new design and layout will contribute to efficient export and import and transit traffic flows saving time and costs for users and should help develop the Chaman border crossing as an important part of a transport corridor to Central Asia.

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Fig 4: Chaman Border Crossing Design and Layout Proposal

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. Chaman Railway Option . Transportation of transit cargo (loose) from Karachi to Chaman using railway wagons has been discontinued since 2010. From the Chaman railway station onward transportation of Afghanistan transit cargo used to be carried out by trucks; . There are daily train commutes between Chaman and Quetta but the rights have been reportedly privatized; . The Chaman Railway Station is located 3 kms away from the existing customs border crossing office; . Railway track will need to be extended to the proposed BCP location to enable multi modal transportation of containers from Karachi seaport to Chaman; . Handling and lifting equipment and civil infrastructure shall be required to load and unload containers at the BCP; . The Railway authority will have to assess the ability pulling container freight train through the mountainous region.

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5.3.2 Information and Communications Technology – ICT 5.3.2.1 ICT Equipment

Chaman is currently poorly equipped with respect to ICT equipment. Only 9 computers are operational which are inadequate. Printers are insufficient. There is a general lack of regular power supply, which in the absence of reliable uninterruptible power supply (UPS) facility means that almost all GDs are processed manually and later on data is fed in the legacy One Customs System.

ICT equipment for Chaman has been worked out keeping in view the immediate requirements as well as its usefulness for long term Single Window arrangements:

S.No. Description Quantity 1 Laptop Computers 5 2 Desktop Computers 50 3 Tablets/PDAs 5 4 Application Server 1 5 Printers 5 6 Desktop Scanners 5 7 Wi-Fi Outdoor 1 8 Wi-Fi Indoor 2 9 Data Racks (Branded) 1 10 Rack PDUs 2 11 Data / LAN Cabling Cat-6 Category As per requirement 24 Port 1G Layer 2 Devices Aggregation 12 1 Ethernet Switch 24 Port 1G Layer 2 User Access Ethernet 13 7 Switch 14 UTM Firewall 1 15 Anti-Virus for users 50 16 Anti-Virus for server 1 17 E-Queue Management System 1

18 IP PBX (30 users) 1 19 Environment Monitoring System 1 20 IP Based Surveillance System (CCTV) 1 21 UPSs 3, 6 & 10 KVA with Ext Battery backup 10 22 Gensets – 100 KVA 2 23 User end UPS Output Power Cabling As per requirement

24 Access Control Device 1

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5.3.2.2 Internet / Data Connectivity Requirements

Chaman lacks connectivity to a high-speed fiber optic link with main Applications Data Center. Currently available satellite data link is insufficient to cater the load of application processing. For interim arrangements, network and internet connectivity required to be upgraded at various processing points at Chaman is given below:

Short Term Plan Primary (Fiber) Backup (i-Direct) # Location Name Data Internet Data Internet 1 Customs Building 2 Mbps 2 Mbps 2 Mbps 2 Mbps 2 In Gate 512 Kbps - 512 Kbps - 3 Out Gate 512 Kbps - 512 Kbps - 4 Weigh Bridge 512 Kbps - 512 Kbps - 5 Passengers Facilitation Office 1 Mbps 1 Mbps 1 Mbps 1 Mbps Customs Examination Wi-Fi (Connected to 6 P-to-P - - - Customs Bldg) 7 National Bank (Connected to Customs Bldg) P-to-P - - -

. 2 Mbps Data Connectivity over Fiber Optic is required. Existing 256 Kbps i-Direct based connectivity would be upgraded to 2 Mbps and utilized as a backup media with automatic fail-over. . Internet connectivity is required as a primary media over Fiber Optic i-Direct based Internet connectivity would be required as a backup media at the designated locations. . Connectivity at other proposed locations is required.

5.3.2.3 Fiber Optic Cabling Layout – Long Term

Below is a detailed fiber optic ducting layout for Wagha BCP. All the buildings, parking spaces, offices area and accommodation are inter-connected with each other with state-of- the-art underground HDPE ducts having multiple cores of fiber optic cables for long term usability. The duct would be running up to the passenger terminals located near the border.

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5.3.3 Chaman Border Crossing Security

5.3.3.1 Law and Order Situation

Chaman is around 130 kms from Quetta. The other side of the border is Kandahar province of Afghanistan. The general law and order situation in Chaman is not good either, except that besides terrorism, law and order, kidnapping and other issues it also has a good share of an armed insurgency. There are religious sensitivities in this area that have morphed to situations, very ugly. There have been cases of bombing, kidnapping, arson and looting. The LEAs have been trying to apprehend terrorists and book them according to the law.

5.3.3.2 Law Enforcement Agencies

Chaman is controlled by the Frontier Corps Balochistan (FC) with its headquarters at Quetta. The Chaman Scouts which is a unit of the FC (B) is policing the Chaman area and its surroundings including the border crossing point. The headquarters of the Chaman Scouts is located in the town of Chaman. In addition to the FC there are also the Federal Investigation Agency posts at Chaman BCP and some forces in Chaman town. There are Customs personnel at Chaman BCP. In the town of Chaman there is one Army unit but it is restricted to the town only.

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5.3.3.3 Vulnerabilities

Chaman has experienced a lot of violence during recent years. The area is located very close to the porous Durand Line so any trouble on one side has its effects on the other side. The vulnerabilities of Chaman are as under:

. Kidnapping for ransom workers, staffs and visitors. . Thieving and looting vehicles. . Deliberate acts of terrorism like suicidal attacks and bomb blasts at BCP, Government offices, schools, colleges and market places. . Vehicle Borne Improvised Explosive Devices targeting BCP and important installations. . Improvised Explosive Devices near or on the road with a view to target vehicles. . Physical attacks to harm/damage life and property so as to disrupt the transition phase. . Deliberate acts of arson to disrupt the supply chain. . An act or attack on other side of the border which may evoke a similar response like blocking of traffic or looting thus disturbing the environment badly. . Targeted killings of businessmen and traders. . Smuggling of drugs, weapons, ammunition or other contraband items.

5.3.3.4 Chaman “As Is” Situation

The Chaman BCP has several challenges which need solving:

. Blast protection for the BCP facility walls and BCP traffic approach lanes. . Space constraints resulting in congestion creating targets; . Car, truck and pedestrian lanes are not segregated or fenced. . Absence of a good CCTV System with centralized inter agency staff control. . Absence of an armory. . Absence of a dedicated telecom system common to all border agencies. . There is no helipad near the premises and its related navigational equipment, firefighting equipment and medical facilities plus an ambulance. . No walk through gates or hand held metal detectors for entrance to buildings or pedestrian areas. . Poor surveillance system. . Absence of firefighting equipment and emergency standard operating procedures. . There is no intrusion detection system of any sort. . Access control to the BCP and its facilities is manual. . Absence of Hesco bags outside buildings or along traffic lanes. . Bad road traffic management. . Staffs not trained on security related issues. . Absence of Chemical, Biological, Radioactive and Nuclear (CBRN equipment in exit and entry vehicle traffic lanes) Equipment. . Absence of Narcotics Particulate Trace Detection Equipment. . Absence of Vehicle Number Plate Scanning Equipment. . Absence of Sniffer dogs, kennels and veterinary support facilities. . Absence of Hand-held explosive and narcotics Vapor Tracing Equipment. . Absence of Bio-data reading and collection equipment. . Absence of iris recognition equipment (long term) . Absence of RFID tags, readers and allied equipment. . Absence of Quarantine areas. . Absence of pedestrian and driver luggage scanning equipment.

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. Absence of Hand-held Metal detectors. . Absence of Walk-through gates. . Document and Currency Examination scanning equipment. . Absence of Walk-through Explosive and narcotic trace detectors. . Absence of Explosive Detection Equipment. . Absence of vehicle and cargo back scatter and color X-Ray scanning equipment. . Lack of drug testing kits.

5.3.3.5 Chaman Short and Long Term Solutions

The Chaman border crossing security challenges are comparatively greater than the ones with Wagha because of its unique geographical location and historical back ground. However, in terms of hard and soft security solutions many are common to Wagha and Torkham; see sub section 5.1.4.5 above.

5.4 Border Crossing Transition Plan

Some infrastructure and equipment is common to the three border crossing points and are listed in the Table below. Good practice infrastructure and equipment on their own will not give maximum dwell time reductions and increase throughput. International good practice export, import and transit procedures will also help. With the combination of good practice infrastructure, equipment and procedures the authorities have an opportunity to reduce the time to market for Pakistan exports. Pakistan companies relying on using imports to manufacture products for the domestic and export market will benefit from more predictable supply chains. The cost acquiring land is not included.

Cost matrix for Border Crossing Short and Long Term Infrastructure and Equipment Transition and Costs is provided in the Section 7 – Costing.

6 Border Crossing Point Security Training

6.1 Common Short and Long Term Border Crossing Security Solutions

The short and long term security transition plan arrangement from the “As Is” to interim and final implementation includes much of the hard and soft security getting built and installed in the short term because investment items such as detention buildings, armories, vehicle weigh bridges, vehicle X-Ray scanning equipment, installing CCTV monitoring equipment, traffic lane access equipment, perimeter fences, perimeter and internal lightning, intruder alarm systems, public address systems and CBRN equipment and other detection equipment are needed for each of the three border crossing points on opening and cannot be installed piecemeal in later years. The lack of the hard and soft security infrastructure, equipment, training and operating procedures at opening will seriously jeopardize the safety and security of the new investment and staffs and users.

Long term security infrastructure and equipment initiatives might include: (i) RFID tracking equipment and its installation could be carried out in partnership with private logistics service providers; (ii) helipad equipment; (iii) electronic traffic queuing equipment and training which can be carried out with private industry and or with the help of the Pakistan NTTFC; and (iv)

79 iris recognition equipment. Long term soft security initiatives might include: (i) WCO SAFE and AEO programs and need the partnership of private industry and the NTTFC; (ii) Single Window System implemented on a regional level; and (iii) international supply chain management which requires partnership with private industry and the NTTFC.

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7 Costing 7.1 Design and Layout

Table 16: Improving Torkham, Wagha and Chaman Border Crossing Consolidated Cost Summary (USD)

TA 8405: Improving Border Services Project: TORKHAM, WAGHA & CHAMAN BCP (USD) Abstract of Costs as of 6 July 2014 (1 USD = 100 PKR)

Ref. Description of Item Torkham Wagha Chaman Total (USD) Infrastructure & 1 23,398,004.95 31,284,387.40 30,640,249.00 85,322,641.35 Developmental Works 2 Building 25,505,095.00 30,686,295.00 26,421,495.00 82,612,885.00

Total 48,903,099.95 61,970,682.40 57,061,744.00 167,935,526.35 Taxes 17% 8,313,526.99 10,535,016.01 9,700,496.48 28,549,039.48 Total with Tax 57,216,626.94 72,505,698.41 66,762,240.48 196,484,565.83 Add 10% Contingency 5,721,662.69 7,250,569.84 6,676,224.05 19,648,456.58 Grand Total 62,938,289.64 79,756,268.25 73,438,464.53 216,133,022.41

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Table 17: Improving Torkham Border Crossing Quantities and Costs (PKR) TA 8405: Improving Border Services Project Approximate Costs as of 6 July 2014 A: TORKHAM BORDER CROSSING POINT

Ref. Item Unit Quantity Cost/Unit (PKR) Cost (PKR)

1 DEVELOPMENTAL WORKS

1.1 Earthworks M³ 7500 1,000.00 7,500,000.00 1.2 Approach Road M² 18095 14,665.00 265,363,175.00

Approach Road (3+3 Lane) Cement Road Incl. Fencing & 1.3 M² 21600 12,300.00 265,680,000.00 Signage

1.4 Overhead Water Reservoir (100000 Gallon) Each 2 7,500,000.00 15,000,000.00 1.5 Street Lights 150 Watt LED Each 220 82,000.00 18,040,000.00 1.6 Flood Lights 100 Watt LED Each 120 70,000.00 8,400,000.00 1.7 Bridge M² 600 150,000.00 90,000,000.00 1.8 Parking Area (Tuff Pavers Min. 7000 PSI) M² 231700 6,000.00 1,390,200,000.00 1.9 Retaining Wall for Road (1.5mx3m) M 1300 18,500.00 24,050,000.00 1.10 Boundary Wall (0.9mx3m) M 2220 12,000.00 26,640,000.00 1.11 Toll Booth (Pre Fab in uPVC) Each 20 300,000.00 6,000,000.00 1.12 Toll Canopy M² 900 21,530.00 19,377,000.00 1.13 Secondary Inspection Canopy M² 1130 21,530.00 24,328,900.00 1.14 Cargo Immigration Canopy M² 944 21,530.00 20,324,320.00 1.15 Quarantine Shed M² 820 21,530.00 17,654,600.00 1.16 Surface Drainage Works M² 231700 300.00 69,510,000.00

Solar Power System Incl. Panels, Inverters & deep Cycle 1.17 Watt 80000 245.00 19,600,000.00 Batteries (De-centralized System for each block/ area)

1.18 Power Supply Network M² 231700 225.00 52,132,500.00

Total Amount 2,339,800,495.00 (PKR)

2 BUILDINGS

2.1 Central Administration Building M² 2055 32,300.00 66,376,500.00 2.2 Seized Goods Warehouse M² 5250 33,500.00 175,875,000.00 2.3 Commercial Warehouse M² 10480 33,500.00 351,080,000.00 2.4 Small Offices M² 300 32,000.00 9,600,000.00 2.5 Customs Lab M² 400 32,000.00 12,800,000.00 2.6 Passenger Terminal Building M² 1800 35,600.00 64,080,000.00 2.7 Services Area (Pray Area,Café,Maint Shop) M² 1650 30,000.00 49,500,000.00 2.8 Services M² 1200 30,000.00 36,000,000.00 2.9 Watch Tower M² 400 28,000.00 11,200,000.00 2.10 Security Gates M² 7 450,000.00 3,150,000.00 2.11 Business Center M² 1950 28,500.00 55,575,000.00

Total Amount 835,236,500.00 (PKR)

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3 COLONY/ ACCOMMODATION

3.1 Accommodation M² 1200 30,000.00 36,000,000.00 3.2 Pavement M² 1600 3,500.00 5,600,000.00 3.3 Approach Road (2 Lane) KM 1 3,200,000.00 3,200,000.00

Total Amount 1,715,273,000.00 (PKR)

TOTAL 1+2+3 (PKR) 4,890,309,995.00

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Table 18: Improving Wagha Border Crossing Quantities and Costs (PKR) TA 8405: Improving Border Services Project Approximate Costs as of 6 July 2014 B: WAGHA BORDER CROSSING POINT

Ref. Item Unit Quantity Cost/Unit (PKR) Cost (PKR)

1 DEVELOPMENTAL WORKS 1.1 Earthworks M³ 1200 1,000.00 1,200,000.00 1.2 Approach Road to Passenger Terminal M² 5850 12,300.00 71,955,000.00

1.3 M² 19395 12,300.00 238,558,500.00 Approach Road (3+3 Lane) Incl. Fencing & Signage Road inside BCP (4+4 Lane) M² 37000 12,300.00 455,100,000.00 1.4 Overhead Water Reservoir (100000 Gallon) Each 1 7,500,000.00 7,500,000.00 1.5 Street Lights 150 Watt LED Each 115 82,000.00 9,430,000.00 1.6 Flood Lights 100 Watt LED Each 120 70,000.00 8,400,000.00 1.7 Bridge M² 180 150,000.00 27,000,000.00 1.8 Parking Area (Tuff Pavers Min. 7000 PSI) M² 312500 6,000.00 1,875,000,000.00 1.9 Retaining Wall for Road (1.5mx3m) M 230 18,500.00 4,255,000.00 1.10 Boundary Wall (0.9mx3m) M 4600 12,000.00 55,200,000.00 1.11 Toll Booth (Pre Fab in uPVC) Each 12 300,000.00 3,600,000.00 1.12 Toll Canopy M² 1464 21,530.00 31,519,920.00 1.13 Secondary Inspection Canopy M² 1130 21,530.00 24,328,900.00 1.14 Cargo Immigration Canopy M² 944 21,530.00 20,324,320.00 1.15 Quarantine Shed M² 820 21,530.00 17,654,600.00 1.16 Surface Drainage Works M² 412500 400.00 165,000,000.00

1.17 Watt 80000 245.00 19,600,000.00 Solar Power System Incl. Panels, Inverters & deep Cycle Batteries (De-centralized System for each block/ area) 1.18 Power Supply Network M² 412500 225.00 92,812,500.00

Total Amount 3,128,438,740.00 (PKR)

2 BUILDINGS 2.1 Central Administration Building M² 2055 32,300.00 66,376,500.00 2.2 Seized Goods Warehouse M² 5250 33,500.00 175,875,000.00 2.3 Commercial Warehouse M² 16700 33,500.00 559,450,000.00 2.4 Small Offices M² 200 32,000.00 6,400,000.00 2.5 Customs Lab M² 400 32,000.00 12,800,000.00 2.6 Passenger Terminal Building Renovation M² 1210 15,000.00 18,150,000.00 2.7 Services Area (Pray Area,Café,Maint Shop) M² 1800 30,000.00 54,000,000.00 2.8 Services M² 1200 30,000.00 36,000,000.00 2.9 Watch Tower M² 400 28,000.00 11,200,000.00 2.10 Security Gates M² 10 450,000.00 4,500,000.00 2.11 Business Center M² 2300 28,000.00 64,400,000.00

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Total Amount 1,009,151,500.00 (PKR)

3 COLONY/ ACCOMMODATION 3.1 Accommodation M² 1200 30,000.00 36,000,000.00 3.2 Pavement M² 1250 3,500.00 4,375,000.00 3.3 Approach Road (2 Lane) KM 0.25 3,200,000.00 800,000.00

Total Amount 2,059,478,000.00 (PKR)

TOTAL 1+2+3 (PKR) 6,197,068,240.00

Table 19: Improving Chaman Border Crossing Quantities and Costs (PKR) TA 8405: Improving Border Services Project Approximate Costs as of 6 July 2014 C: CHAMAN BORDER CROSSING POINT

Ref. Item Unit Quantity Cost/Unit (PKR) Cost (PKR)

1 DEVELOPMENTAL WORKS

1.1 Earthworks M³ 1300 1,000.00 1,300,000.00 1.2 Approach Road M² 51552 14,665.00 756,010,080.00

Approach Road (3+3 Lane) Cement Road Incl. Fencing & 1.3 M² 0 12,300.00 - Signage

1.4 Overhead Water Reservoir (100000 Gallon) Each 2 7,500,000.00 15,000,000.00 1.5 Street Lights 150 Watt LED Each 110 82,000.00 9,020,000.00 1.6 Flood Lights 100 Watt LED Each 135 70,000.00 9,450,000.00 1.7 Bridge M² 4460 150,000.00 669,000,000.00 1.8 Parking Area (Tuff Pavers Min. 7000 PSI) M² 220600 6,000.00 1,323,600,000.00 1.9 Retaining Wall for Road (1.5mx3m) M 370 18,500.00 6,845,000.00 1.10 Boundary Wall (0.9mx3m) M 4425 12,000.00 53,100,000.00 1.11 Toll Booth (Pre Fab in uPVC) Each 12 300,000.00 3,600,000.00 1.12 Toll Canopy M² 1464 21,530.00 31,519,920.00 1.13 Secondary Inspection Canopy M² 1130 21,530.00 24,328,900.00 1.14 Cargo Immigration Canopy M² 0 21,530.00 - 1.15 Quarantine Shed M² 1200 21,530.00 25,836,000.00 1.16 Surface Drainage Works M² 220600 300.00 66,180,000.00

Solar Power System Incl. Panels, Inverters & deep Cycle 1.17 Watt 80000 245.00 19,600,000.00 Batteries (De-centralized System for each block/ area)

1.18 Power Supply Network M² 220600 225.00 49,635,000.00

Total Amount 3,064,024,900.00 (PKR)

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2 BUILDINGS

2.1 Central Administration Building M² 2055 32,300.00 66,376,500.00 2.2 Seized Goods Warehouse M² 5250 33,500.00 175,875,000.00 2.3 Commercial Warehouse M² 10480 33,500.00 351,080,000.00 2.4 Small Offices M² 300 32,000.00 9,600,000.00 2.5 Customs Lab M² 400 32,000.00 12,800,000.00 2.6 Passenger Terminal Building M² 2100 35,600.00 74,760,000.00 2.7 Services Area (Pray Area,Café,Maint Shop) M² 2300 30,000.00 69,000,000.00 2.8 Services M² 1200 30,000.00 36,000,000.00 2.9 Watch Tower M² 400 28,000.00 11,200,000.00 2.10 Security Gates M² 9 450,000.00 4,050,000.00 2.11 Business Center M² 1950 28,500.00 55,575,000.00

Total Amount 866,316,500.00 (PKR)

3 COLONY/ ACCOMMODATION

3.1 Accommodation M² 1200 30,000.00 36,000,000.00 3.2 Pavement M² 1600 3,500.00 5,600,000.00 3.3 Approach Road (2 Lane) KM 0.5 3,200,000.00 1,600,000.00

Total Amount 1,775,833,000.00 (PKR)

TOTAL 1+2+3 (PKR) 5,706,174,400.00

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7.2 Customs and Trade Facilitation

Table 20: Draft Pakistan Transition to SWS and WCO Safe and AEO Capacity Development (Training) Costs (USD) Total No of Wagha Torkham Chaman training Cost of Training Cost of Total cost Training task trained 50 55 40 days travel and courses training US$ trainers staffs staffs staffs for 145 materials staffs Short term training IT System WeBOC 2 12 staff 12 staff 12 staff 44 11 8,800.00 15,425.00 24,225.00 Training Advance ruling 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 Time Release 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 Survey (TRS) RFID tracking 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 Integrated Border 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 Management Coordinated Border 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 Management 24 hour pre 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 notification BCP sharing 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 BCP queue 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 management One face at the 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 border Anti Narcotics 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 Force

Immigration 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 (Passport Control)

Phyto sanitary 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 (Health) Phyto sanitary 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 (Agriculture) National Logistic 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 Cell PSQCA 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 Joint agency analysis of work 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 flows Surveillance 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 Unique Consignment 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 Reference Inter agency 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 agreement 1975 TIR 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 Convention 1982 Harmonized Frontier 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 Convention

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CBTA provisions 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 BCP design and 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 layout “whole of Government” 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 approach TOTAL (A) N/A N/A N/A N/A 792 275 158,400.00 385,625.00 544,025.00 Long term training Single Window 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 System (SWS) WCO SAFE and 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 AEO International Supply Chain 1 12 12 12 22 11 4,400.00 15,425.00 19,825.00 Management Real time entity based risk 2 12 12 12 44 11 8,800.00 15,425.00 24,225.00 management TOTAL (B) N/A N/A N/A N/A 154 44 30,800.00 61,700.00 92,500.00 TOTAL (A+B) 946 319 189,200.00 447,325.00 636,525.00

Notes: 1. Total number of staffs at the three BCPs = 145 staffs; 2. 12 staffs from each of the three BCPs attend each training course; 3. Cost each day of training = US$200; 4. Training gets carried out in three different training centers: Lahore, Karachi and Islamabad

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7.3 Information and Communications Technology – ICT

Table 21: Border Crossing Points Consolidated ICT Equipment Transition and Costs (PKR & US$)

TA 8405: Improving Border Services Project: WAGHA, CHAMAN, TORKHAM BCPs & Directorate of Transit Trade Abstract of Approximate Costs for ICT - July 06, 2014 Note: USD 1.0 = PKR 100.00 PKR (Local USD (Foreign TOTAL PKR+USD Ref. Description Supplies) Items) (in USD) 1 WAGHA i Short Term Data Connectivity MRC Per Year 15,327,000.00 - 153,270.00 ICT Equipment 5,528,552.00 278,804.00 334,089.52 ii Long Term

Data Connectivity MRC Per Year 79,860,000.00 - 798,600.00 ICT Equipment 18,598,933.00 472,307.00 658,296.33 IT Systems 8,600,000.00 5,000.00 91,000.00 Total 127,914,485.00 756,111.00 2,035,255.85 Tax - 17% 21,745,462.45 128,538.87 345,993.49 Total with Tax 149,659,947.45 884,649.87 2,381,249.34 Contingency - 10% 14,965,994.75 88,464.99 238,124.93 Grand Total (Tax + Cont) 164,625,942.20 973,114.86 2,619,374.28

2 CHAMAN i Short Term Data Connectivity MRC Per Year 31,710,000.00 - 317,100.00 ICT Equipment 5,400,347.00 267,434.00 321,437.47 ii Long Term Data Connectivity MRC Per Year 79,860,000 - 798,600.00 ICT Equipment 33,657,583.00 481,227.00 817,802.83 IT Systems 8,600,000.00 5,000.00 91,000.00 Total 159,227,930.00 753,661.00 2,345,940.30 Tax - 17% 27,068,748.10 128,122.37 398,809.85 Total with Tax 186,296,678.10 881,783.37 2,744,750.15 Contingency - 10% 18,629,667.81 88,178.34 274,475.02 Grand Total (Tax + Cont) 204,926,345.91 969,961.71 3,019,225.17

3 TORKHAM i Short Term Data Connectivity MRC Per Year 37,162,200.00 - 371,622.00 ICT Equipment 5,400,347.00 267,434.00 321,437.47 ii Long Term Data Connectivity MRC Per Year 95,432,700 - 954,327.00 ICT Equipment 25,459,482.00 479,410.00 734,004.82 IT Systems 8,600,000.00 5,000.00 91,000.00 Total 172,054,729.00 751,844.00 2,472,391.29 Tax - 17% 29,249,303.93 127,813.48 420,306.52 Total with Tax 201,304,032.93 879,657.48 2,892,697.81 Contingency - 10% 20,130,403.29 87,965.75 289,269.78 Grand Total (Tax + Cont) 221,434,436.22 967,623.23 3,181,967.59

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4 DIRECTORATE OF TRANSIT TRADE i ICT Equipment - 20,263.00 20,263.00 Total - 20,263.00 20,263.00 Tax - 17% - 3,444.71 3,444.71 Total with Tax - 23,707.71 23,707.71 Contingency - 10% - 2,370.77 2,370.77 Grand Total (Tax + Cont) - 26,078.48 26,078.48

4 Other Government Agencies + KHI & ISB Aggregation Links (Data Connectivity) i Long Term Data Connectivity MRC Per Year 38,288,820.00 - 382,888.20 Total 38,288,820.00 - 382,888.20 Tax - 17% 6,509,099.40 - 65,090.99 Total with Tax 44,797,919.40 - 447,979.19 Contingency - 10% 4,479,791.94 - 44,797.92 Grand Total (Tax + Cont) 49,277,711.34 - 492,777.11

Total Long Term - One Time Cost 47,500,000.00 - 475,000.00 Data/Internet Connectivity Grand Total (All BCPs+Karachi) 640,264,435.67 2,936,778.27 9,814,422.63

Table 22.1A: WAGHA Border Crossing Point ICT Equipment Transition and Costs (PKR & US$)

Table: Wagha Border Crossing Point ICT Transition and Costs (Local Works in PKR & Foreign Imports in USD)

Short term

Unit Cost Tax Unit Cost Tax Total Cost Total Cost Description Qty Unit Remarks (PKR) (PKR) (US$) (US$) (PKR) (US$) Data / Internet Please see the connectivity costing sheet Connectivity

PKR USD TOTAL - - PKR USD Tax - - PKR USD Total with Tax - - CONTINGENCY - 10% PKR 0.00 USD 0.00 GRAND TOTAL (Short PKR 0.00 USD 0.00 Term)

ICT Equipment For BCP Laptop Computers 5 No. - - 159.00 936.00 - 4,680.00 Officers

Desktop Computers 50 No. - - 132.00 For BCP users 774.00 - 38,700.00 For Customs Tablets/PDAs 5 No. - - 132.00 774.00 - 3,870.00 examiners For on -site Application Server 1 No. - - 2,076.00 12,209.00 - 12,209.00 applications

Printers 5 No. - - 69.00 For BCP users 407.00 - 2,035.00

Desktop Scanners 5 No. - - 138.00 For BCP users 814.00 - 4,070.00 For outdoor

Wi-Fi Outdoor 1 No. - - 332.00 Data / Internet 1,954.00 - 1,954.00 connectivity For indoor Data

Wi-Fi Indoor 4 No. - - 242.00 / Internet 1,425.00 - 5,700.00 connectivity For ICT Data Racks (Branded) 1 No. - - 692.00 4,069.00 - 4,069.00 equipment

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For ICT Rack PDUs 2 No. - - 55.00 325.00 - 650.00 equipment For BCP users with User End Technology Box, Structured Ducting, Patch Data / LAN Cabling Per 60 12,000.00 2,040.00 - - Panels, Cat-6 Category node 720,000.00 - Distribution Racks, Patch Cords, Testing & Commissioning For ICT equipment in 24 Port 1G Layer 2 main building (1

Devices Aggregation 1 No. - - 510.00 x Aggregation 3,000.00 - 3,000.00 Ethernet Switch 24 Port-1G) - ICT Data Center For ICT users in 24 Port 1G Layer 2 main building (3

User Access Ethernet 3 No. - - 136.00 x Access 24 800.00 - 2,400.00 Switch Port-1G in Main Building For BCP users 24 Port 1G Layer 2 and equipment

User Access Ethernet 6 No. - - 136.00 in other 800.00 - 4,800.00 Switch buildings - 24 Port- 1G For ICT rack/site UTM Firewall 1 No. - - 4,359.00 25,641.00 - 25,641.00 security firewall For BCP users Anti-Virus for users 50 No. - - 6.00 34.00 - 1,700.00 PCs

Anti-Virus for server 1 No. - - 6.00 For BCP Server 34.00 - 34.00 For Passenger facilitation E-Queue Management purpose with 3 1 No. - - 2,076.00 System 12,209.00 - 12,209.00 Seater visitor seats & 2 x 50" LED TVs For BCP users with Digital, IP, Wireless, Softphones sets with Turnkey IP PBX (30 users) 1 No. - - 5,812.00 34,188.00 - 34,188.00 cabling, software, testing and commissioning solution For Main Environment Monitoring 1 No. - - 222.00 building ICT System 1,303.00 - 1,303.00 Room For BCP site with Fix, PTZ (Indoor/Outdoor) IP Based Surveillance 1 No. - - 3,633.00 Cameras (10 System (CCTV) 21,368.00 - 21,368.00 Cameras) with NVR Turnkey Solution UPSs 6 KVA with Ext For D ata Center 1 No. - - 588.00 Battery backup 3,459.00 - 3,459.00 ICT Rack UPSs 10 KVA with Ext For Main 1 No. - - 761.00 Battery backup 4,477.00 - 4,477.00 Building users For other UPSs 6 KVA with Ext 6 No. - - 588.00 buildings, users Battery backup 3,460.00 - 20,760.00 and equipment For smaller UPSs 3 kVA with Ext. buildings/gates, 4 No. - - 363.00 Battery backup 2,137.00 - 8,548.00 users and equipment Estimated Turnkey ICT Equipment, ICT Equipment Cabling, integration, 1 No. 2,500,000.00 425,000.00 - - Transportation, configuration and 2,500,000.00 - Network commissioning cost integration, configuration and commissioning Cost

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For Main building Gensets – 100 KVA 2 No. - 4,843.00 28,490.00 - 56,980.00 including ICT Room Input/output Panel for For BCP main 1 No. 51,282.00 8,718.00 - - 10kVA (Main Building) 51,282.00 - building users For BCP main Input/output Panel for 1 No. 42,735.00 7,265.00 - - building ICT 6kVA (ICT Rack) 42,735.00 - Rack For BCP other Input/output Panel for 7 No. 42,735.00 7,265.00 - - buildings user / 6kVA (Other Buildings) 299,145.00 - equipment For BCP smaller Input/output Panel for buildings/gates 4 No. 42,735.00 7,265.00 - - 3kVA (Small Buildings) 170,940.00 - user / equipment User End Power Outlet User end raw Box (1 x Flat Pin, 1 x 60 No. 855.00 145.00 - 51,300.00 - power outlet Round Pin) User end UPS power outlet User end UPS Output Per with Structured 60 5,556.00 945.00 - - Power Cabling node 333,360.00 - Ducting/Testing and Commissioning UPSs Electrical Input For main 10 Per Mtr 1,368.00 233.00 - - Cabling/Ducting 13,680.00 - building UPSs For Main

Earthing 2 Per pit 128,200.00 21,794.00 - - Building / ICT 256,400.00 - room For Main building Earthing for Gensets 4 Per pit. 128,200.00 21,794.00 - - 512,800.00 - including ICT Room For Main Gensets Cabling (2 x building 50 Per Mtr 6,410.00 1,090.00 - - 95mm - 4 Core) 320,500.00 - including ICT Room One time fixed Electrical Labour 1 No. 128,205.00 21,795.00 - - charges (Per Charges 128,205.00 - site) For Main building ICT Room with (Bio

Access Control Device 1 No. 128,205.00 21,795.00 - - Metric+RFID) 128,205.00 - with Proximity Cards and Door Lock PKR USD TOTAL 5,528,552.00 278,804.00 PKR USD Tax 939,853.84 47,396.68 PKR USD Total with Tax 6,468,405.84 326,200.68 PKR USD CONTINGENCY - 10% 646,840.58 32,620.07 GRAND TOTAL (Short PKR USD term) 7,115,246.42 358,820.75

PKR USD Grand Total (Short Term) 7,115,246.42 358,820.75

Long Term Data / Internet Please see the connectivity costing sheet Connectivity

PKR USD TOTAL - - PKR Tax USD 0.00 - PKR USD Total with Tax - - CONTINGENCY - 10% PKR 0.00 USD 0.00 GRAND TOTAL (Long PKR 0.00 USD 0.00 Term)

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ICT Equipment For BCP Laptop Computers 5 No. - - 159.00 936.00 - 4,680.00 Officers

Desktop Computers 50 No. - - 132.00 For BCP users 774.00 - 38,700.00 For Customs Tablets/PDAs 5 No. - - 132.00 774.00 - 3,870.00 examiners For on-site

Application Server 1 No. - - 2,076.00 applications 12,209.00 - 12,209.00 (redundancy)

Printers 10 No. - - 69.00 For BCP users 407.00 - 4,070.00

Desktop Scanners 10 No. - - 138.00 For BCP users 814.00 - 8,140.00 For outdoor

Wi-Fi Outdoor 4 No. - - 332.00 Data 1,954.00 - 7,816.00 connectivity For indoor Data / Internet connectivity at Central Admin Wi-Fi Indoor 10 No. - - 242.00 1,425.00 - 14,250.00 (6), Passenger Facilitation (2) Accommodation (2) Buildings For ICT Data Racks (Branded) 1 No. - - 692.00 4,069.00 - 4,069.00 equipment For ICT Rack PDUs 2 No. - - 55.00 325.00 - 650.00 equipment For BCP buildings with User End Technology Box, Structured Per Data / LAN Cabling Ducting, Patch 120 Running 12,000.00 2,040.00 - - Cat-6 Category 1,440,000.00 - Panels, Ft. Distribution Racks, Patch Cords, Testing & Commissioning One time installation / Campus Fiber Optic commissioning cabling – 10 G charges for fiber 1 No. 2,000,000.00 340,000.00 - - Standard. 2,000,000.00 - optic cabling Installation Cost with turnkey termination and testing. Cables, equipment, supply of Campus Fiber Optic accessories, cabling – 10 G 1 No. 7,707,220.00 1,310,227.40 - - racks, patch Standard. 7,707,220.00 - cords, ODF etc Cabling Cost as per available inter-building ducts. 2 x Core Switches for redundancy purpose

Layer 3 Core Switch 2 No. - - 2,550.00 required for 15,000.00 - 30,000.00 buildings aggregation / centralized connectivity For Central Admin (3) Layer 2 Ethernet Switch 4 No. - - 204.00 Passenger 48 Ports 1,200.00 - 4,800.00 Terminal Buildings (1) For other Layer 2 Ethernet Switch 14 No. - - 136.00 buildings, users 24 Ports 800.00 - 11,200.00 and equipment For redundancy and 100% site uptime, UTM Firewall 1 No. - - 4,359.00 25,641.00 - 25,641.00 additional device would be required.

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Estimated Turnkey ICT Equipment, Cabling, ICT Equipment Transportation, integration, 1 No. 4,500,000.00 765,000.00 - - Network configuration and 4,500,000.00 - integration, commissioning cost configuration and commissioning Cost For ICT Racks (2 UPSs System 2 x 20 kVA UPS (N+1) in N+1 with Ext Backup and 1 No. - - 7,509.00 44,170.00 - 44,170.00 Redundant Parallel Maint. Bypass Load Balancing Configuration) For ICT Racks Input/output Panel with (2 UPSs System

Cabling / earthing for 1 No. 97,015.00 16,493.00 - Supporting 97,015.00 - 20 kVA UPSs Panels and Cabling) For Central Admin (3)

10 kVA UPS 4 No. - - 761.00 Passenger 4,477.00 - 17,908.00 Terminal Buildings (1) For other

6 kVA UPS 12 No. - - 588.00 buildings, users 3,460.00 - 41,520.00 and equipment For Accommodation

3 kVA UPS 2 No. - - 363.00 and IN/OUT 2,137.00 - 4,274.00 Gate (India Border) Power Input/output Panel for Distribution 4 No. 51,282.00 8,718.00 - 10 kVA UPSs 205,128.00 - Panel for UPS I/O Power Input/output Panel for 6 Distribution 12 No. 42,735.00 7,265.00 - - kVA UPSs 512,820.00 - Panel for UPS I/O Power Input/output Panel for 3 Distribution 2 No. 42,735.00 7,265.00 - - kVA UPSs 85,470.00 - Panel for UPS I/O For BCP users Anti-Virus for users 50 No. - - 6.00 34.00 - 1,700.00 PCs

Anti-Virus for servers 1 No. - - 6.00 For BCP Server 34.00 - 34.00 Upgradation of installed system For BCP users with Analog (for 50 users), Digital, IP, Wireless,

IP PBX (150 users) 1 No. - - 6,800.00 Softphones sets 40,000.00 - 40,000.00 (for 100 users) with Turnkey cabling, software, testing and commissioning solution For Main Environment Monitoring 2 No. - - 222.00 building ICT System 1,303.00 - 2,606.00 Room For Main building ICT Room + UPS room with (Bio Metric+RFID)

Access Control Device 16 No. 128,205.00 21,795.00 - - with Proximity 2,051,280.00 - Cards and Door Lock (2 devices) and all other buildings ICT rooms For BCP site IP Based Surveillance with Fix, PTZ

System (CCTV) with 1 No. - - 25,500.00 (Indoor/Outdoor) 150,000.00 - 150,000.00 Control Room Cameras (Approx 80

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Cameras) & NVR Turnkey Solution

TOTAL 18,598,933.00 472,307.00

Tax 3,161,818.61 80,292.19

Total with Tax 21,760,751.61 552,599.19 PKR USD CONTINGENCY - 10% 2,176,075.16 55,259.92 GRAND TOTAL (Long PKR USD

Term) 23,936,826.77 607,859.11

Long Term IT Systems

Also includes integration with WeBOC Enhancements Complete 1 7,000,000.00 1,190,000.00 - - labs, for SWS Module 7,000,000.00 - phytosanitary, veterinary etc.

For seized / Inventory Management 1 1 System 1,600,000.00 272,000.00 - - confiscated System 1,600,000.00 - goods

Network / Device NMS for upto 25

Monitoring System with 1 1 System - - 850.00 Devices + 1 x 5,000.00 - 5,000.00 LCD Display (NMS) 50" LCD Display PKR TOTAL 8,600,000.00 5,000.00

Tax 1,462,000.00 850.00

Total with Tax 10,062,000.00 5,850.00 PKR USD CONTINGENCY - 10% 1,006,200.00 585.00 GRAND TOTAL (Long PKR USD

Term) 11,068,200.00 6,435.00

PKR USD Grand Total (Long Term) 35,005,026.77 614,294.11

PKR USD Grand Total (Short + Long Term) inclusive of Taxes and Contingency 42,120,273.20 973,114.86 Note:

All ICT equipment is covered under 3 Years warranty along with on-Site Delivery, Installation, Support and Services. Applicable Taxes would be charged as per prevailing Govt. Duty structure at the time of ordering. Above prices are inclusive of GST and/or Other Applicable Taxes. Since building designs & layouts are not available therefore cabling (data and electrical) charges have been worked out on per running feet or meter on assumptions basis. Campus fiber cabling charges are assumed on the basis of available underground cable ducts for buildings inter-connectivity, to be provided by the Design & Layout team as per the ICT recommendations.

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Table 22.1B: WAGHA Border Crossing Data / Internet Connectivity Transition and Costs (PKR)

Wagha Data / Internet Connectivity: Short & Long Term Short Term Plan Primary (Fiber) Backup (i-Direct) Primary Primary Backup # Location Name Data Internet Data Internet Backup OTC OTC MRC MRC Customs Building (Already PKR PKR PKR PKR 1 N/A 2 Mbps N/A 2 Mbps Connected on Fiber) 300,000 100,000 190,000 395,000 In/Out Gate Pak side (Already 2 N/A - N/A - - - - - Connected on Fiber) In/Out Gate India side (Already 3 N/A - N/A - - - - - Connected on Fiber) Weigh Bridge (Already Connected 4 N/A - N/A - - - - - on Fiber) Passengers Facilitation + Bank PKR PKR PKR PKR 5 N/A 1 Mbps N/A 1 Mbps (Already Connected on Fiber) 300,000 100,000 136,000 250,000 Customs Examination Wi-Fi P-to-P 4 PKR PKR 6 - - - - - (Connected to Customs Bldg) Mbps 475,000 200,000 Scanner (Already Connected on 7 N/A - N/A - - - - - Fiber) PKR PKR PKR PKR Total Cost 1,075,000 200,000 526,000 645,000 Taxes (Mention Tax Details) - - - - PKR PKR PKR PKR Individual Total 1,075,000 200,000 526,000 645,000 PKR PKR Total OTC & MRC 1,275,000 1,171,000 PKR Grand Total (OTC+MRC) for 1 Year 15,327,000

Long Term Plan Primary (Fiber) Backup (i-Direct) Primary Primary Backup # Location Name Data Internet Data Internet Backup OTC OTC MRC MRC Central Admin. Building (Offices + PKR PKR 1 4 Mbps 4 Mbps 2 Mbps 2 Mbps ICT Room) 426,000 520,000 PKR PKR 2 Passenger Gate IN/OUT 512 Kbps - 512 Kbps - 70,000 80,000 PKR PKR 3 Passenger Terminal Inbound 2 Mbps 2 Mbps 2 Mbps 2 Mbps 355,000 520,000 PKR PKR 4 Passenger Terminal Outbound 2 Mbps 2 Mbps 2 Mbps 2 Mbps 355,000 520,000 Transit Outbound Canopy/Booths & PKR PKR 5 1 Mbps - 1 Mbps - Weigh Bridge 120,000 100,000 PKR PKR 6 Transit Outbound Scanner 2 Mbps - 2 Mbps - 166,000 125,000 Transit Outbound Sec. Inspection PKR PKR 7 1 Mbps - 1 Mbps - Area 120,000 100,000 Transit Outbound Sec. Inspection 8 ------Area Wi-Fi Long Term Onetime Charges are mentioned in Export Canopy/Booths & Weigh PKR PKR 9 1 Mbps - 1 Mbps - "Long term OTC" Bridge 120,000 100,000 tab PKR PKR 10 Export Scanner 2 Mbps - 2 Mbps - 166,000 125,000 PKR PKR 11 Export Sec. Inspection Area 1 Mbps - 1 Mbps - 120,000 100,000 12 Export Sec. Inspection Area Wi-Fi ------Drivers Immigration Booth / In-Exit PKR PKR 13 512 Kbps - 512 Kbps - Gate / Booths (India Side) 70,000 80,000 Imports / Transit IN Gate / Booths PKR PKR 14 512 Kbps - 512 Kbps - (India Side) 70,000 80,000 Import Entry Canopy/Booths & PKR PKR 15 1 Mbps - 1 Mbps - Weigh Bridge 120,000 100,000 PKR PKR 16 Import Scanner 2 Mbps - 2 Mbps - 166,000 125,000 PKR PKR 17 Import Sec. Inspection Area 1 Mbps - 1 Mbps - 120,000 100,000

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18 Import Sec. Inspection Area Wi-Fi ------Transit Inbound Entry PKR PKR 19 1 Mbps - 1 Mbps - Canopy/Booths & Weigh Bridge 120,000 100,000 PKR PKR 20 Transit Inbound Scanner 2 Mbps - 2 Mbps - 166,000 125,000 Transit Inbound Sec. Inspection PKR PKR 21 1 Mbps - 1 Mbps - Area 120,000 100,000 Transit Inbound Sec. Inspection 22 ------Area Wi-Fi PKR PKR 23 Accommodation 2 Mbps 2 Mbps 190,000 395,000 PKR PKR Total Cost 3,160,000 3,495,000 Taxes (Mention Tax Details) - - PKR Grand Total (Primary MRC & Backup MRC) for 1 Year 79,860,000

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Table 22.2A: CHAMAN Border Crossing Point ICT Equipment Transition and Costs (PKR & US$)

Table: Chaman Border Crossing Point ICT Transition and Costs (Local Works in PKR & Foreign Imports in USD)

Short term

Unit Cost Tax Unit Cost Tax Total Cost Total Cost Description Qty Unit Remarks (PKR) (PKR) (US$) (US$) (PKR) (US$) Data / Internet Please see the connectivity costing sheet Connectivity

PKR USD TOTAL - - PKR USD Tax - - PKR USD Total with Tax - - CONTINGENCY - PKR 0.00 USD 0.00 10% GRAND TOTAL PKR 0.00 USD 0.00 (Short Term)

ICT Equipment

Laptop Computers 5 No. - For BCP Officers - 936.00 159.00 - 4,680.00

Desktop Computers 50 No. - For BCP users - 774.00 132.00 - 38,700.00

Tablets/PDAs 5 No. - For Customs examiners - 774.00 132.00 - 3,870.00

Application Server 1 No. - For on-site applications - 12,209.00 2,076.00 - 12,209.00

Printers 5 No. - For BCP users - 407.00 69.00 - 2,035.00

Desktop Scanners 5 No. - For BCP users - 814.00 138.00 - 4,070.00 For outdoor Data / Internet Wi-Fi Outdoor 1 No. - - 1,954.00 332.00 - 1,954.00 connectivity For indoor Data / Internet Wi-Fi Indoor 2 No. - - 1,425.00 242.00 - 2,850.00 connectivity Data Racks 1 No. - For ICT equipment (Branded) - 4,069.00 692.00 - 4,069.00

Rack PDUs 2 No. - For ICT equipment - 325.00 55.00 - 650.00 For BCP users with User End Technology Box, Data / LAN Cabling Structured Ducting, Patch 60 Per node 12,000.00 - - Cat-6 Category 2,040.00 720,000.00 - Panels, Distribution Racks, Patch Cords, Testing & Commissioning For ICT equipment in 24 Port 1G Layer 2 main building (1 x Devices Aggregation 1 No. - - 3,000.00 510.00 - 3,000.00 Aggregation 24 Port-1G) - Ethernet Switch ICT Data Center 24 Port 1G Layer 2 For ICT users in main

User Access 3 No. - building (3 x Access 24 - 800.00 136.00 - 2,400.00 Ethernet Switch Port-1G in Main Building 24 Port 1G Layer 2 For BCP users and

User Access 4 No. - equipment in other - 800.00 136.00 - 3,200.00 Ethernet Switch buildings - 24 Port- 1G For ICT rack/site security UTM Firewall 1 No. - - 25,641.00 4,359.00 - 25,641.00 firewall

Anti-Virus for users 50 No. - For BCP users PCs - 34.00 6.00 - 1,700.00

Anti-Virus for server 1 No. - For BCP Server - 34.00 6.00 - 34.00 For Passenger facilitation E-Queue purpose with 3 Seater Management 1 No. - - 12,209.00 2,076.00 - 12,209.00 visitor seats & 2 x 50" LED System TVs For BCP users with Digital, IP, Wireless, Softphones

IP PBX (30 users) 1 No. - sets with Turnkey cabling, - 34,188.00 5,812.00 - 34,188.00 software, testing and commissioning solution Environment For Main building ICT 1 No. - Monitoring System - 1,303.00 222.00 - 1,303.00 Room

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For BCP site with Fix, PTZ IP Based (Indoor/Outdoor) Cameras Surveillance System 1 No. - - 21,368.00 3,633.00 - 21,368.00 (10 Cameras) with NVR (CCTV) Turnkey Solution UPSs 6 KVA with 1 No. - For Data Center ICT Rack Ext Battery backup - 3,459.00 588.00 - 3,459.00 UPSs 10 KVA with 1 No. - For Main Building users Ext Battery backup - 4,477.00 761.00 - 4,477.00

UPSs 6 KVA with For other buildings, users 4 No. - Ext Battery backup - 3,460.00 588.00 - 13,840.00 and equipment For smaller UPSs 3 kVA with 4 No. - buildings/gates, users and Ext. Battery backup - 2,137.00 363.00 - 8,548.00 equipment Estimated Turnkey ICT ICT Equipment Equipment, Cabling, integration, 1 No. 2,500,000.00 425,000.0 - - Transportation, Network configuration and 2,500,000.00 - 0 integration, configuration commissioning cost and commissioning Cost For Main building including Gensets – 100 KVA 2 No. - 28,490.00 4,843.00 - 56,980.00 ICT Room Input/output Panel For BCP main building for 10kVA (Main 1 No. 51,282.00 - - 8,718.00 51,282.00 - users Building) Input/output Panel For BCP main building ICT 1 No. 42,735.00 - - for 6kVA (ICT Rack) 7,265.00 42,735.00 - Rack Input/output Panel For BCP other buildings for 6kVA (Other 4 No. 42,735.00 - - 7,265.00 170,940.00 - user / equipment Buildings) Input/output Panel For BCP smaller for 3kVA (Small 4 No. 42,735.00 - - buildings/gates user / 7,265.00 170,940.00 - Buildings) equipment User End Power

Outlet Box (1 x Flat 60 No. 855.00 - - User end raw power outlet 145.00 51,300.00 - Pin, 1 x Round Pin) User end UPS power User end UPS outlet with Structured Output Power 60 Per node 5,556.00 - - 945.00 333,360.00 - Ducting/Testing and Cabling Commissioning UPSs Electrical

Input 10 Per Mtr 1,368.00 - - For main building UPSs 233.00 13,680.00 - Cabling/Ducting For Main Building / ICT Earthing 2 Per pit 128,200.00 - - 21,794.00 256,400.00 - room For Main building including Earthing for Gensets 4 Per pit. 128,200.00 - - 21,794.00 512,800.00 - ICT Room Gensets Cabling (2 x For Main building including 50 Per Mtr 6,410.00 - - 95mm - 4 Core) 1,090.00 320,500.00 - ICT Room Electrical Labour One time fixed charges 1 No. 128,205.00 - - Charges 21,795.00 128,205.00 - (Per site) For Main building ICT Room with (Bio Access Control 1 No. 128,205.00 - - Metric+RFID) with Device 21,795.00 128,205.00 - Proximity Cards and Door Lock PKR USD TOTAL 5,400,347.00 267,434.00 USD Tax PKR 918,058.99 45,463.78 PKR USD Total with Tax 6,318,405.99 312,897.78 CONTINGENCY - USD PKR 631,840.60 10% 31,289.78 GRAND TOTAL PKR USD

(Short term) 6,950,246.59 344,187.56

PKR USD Grand Total (Short Term) 6,950,246.59 344,187.56

Long Term Data / Internet Please see the connectivity costing sheet Connectivity

PKR USD TOTAL - - Tax PKR 0.00 USD 0.00

Total with Tax PKR 0.00 USD 0.00

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CONTINGENCY - PKR 0.00 USD 0.00 10% GRAND TOTAL PKR 0.00 USD 0.00 (Long Term)

ICT Equipment

Laptop Computers 5 No. - For BCP Officers - 936.00 159.00 - 4,680.00

Desktop Computers 50 No. - For BCP users - 774.00 132.00 - 38,700.00

Tablets/PDAs 5 No. - For Customs examiners - 774.00 132.00 - 3,870.00 For on -site applications Application Server 1 No. - - 12,209.00 2,076.00 - 12,209.00 (redundancy)

Printers 10 No. - For BCP users - 407.00 69.00 - 4,070.00

Desktop Scanners 10 No. - For BCP users - 814.00 138.00 - 8,140.00 For outdoor Data Wi-Fi Outdoor 4 No. - - 1,954.00 332.00 - 7,816.00 connectivity For indoor Data / Internet connectivity at Central Admin (6), Passenger Wi-Fi Indoor 10 No. - - 1,425.00 242.00 - 14,250.00 Facilitation (2) Accommodation (2) Buildings Data Racks 1 No. - For ICT equipment (Branded) - 4,069.00 692.00 - 4,069.00

Rack PDUs 2 No. - For ICT equipment - 325.00 55.00 - 650.00 For BCP buildings with User End Technology Box, Per Data / LAN Cabling Structured Ducting, Patch 120 Running 12,000.00 - - Cat-6 Category 2,040.00 1,440,000.00 - Panels, Distribution Racks, Ft. Patch Cords, Testing & Commissioning One time installation / Campus Fiber Optic commissioning charges for cabling – 10 G 1 No. 3,000,000.00 510,000.0 - - fiber optic cabling with Standard. 3,000,000.00 - 0 turnkey termination and Installation Cost testing. Cables, equipment, supply Campus Fiber Optic of accessories, racks, cabling – 10 G 1 No. 21,167,580.00 3,598,488. - - patch cords, ODF etc as Standard. 21,167,580.00 - 60 per available inter-building Cabling Cost ducts. 2 x Core Switches for redundancy purpose

Layer 3 Core Switch 2 No. - required for buildings - 15,000.00 2,550.00 - 30,000.00 aggregation / centralized connectivity Layer 2 Ethernet 3 No. - For Central Admin Building Switch 48 Ports - 1,200.00 204.00 - 3,600.00 Layer 2 Ethernet For other buildings, users 18 No. - Switch 24 Ports - 800.00 136.00 - 14,400.00 and equipment

For redundancy and 100%

UTM Firewall 1 No. - site uptime, additional - 25,641.00 4,359.00 - 25,641.00 device would be required.

Estimated Turnkey ICT ICT Equipment Equipment, Cabling, integration, 1 No. 4,500,000.00 765,000.0 - - Transportation, Network configuration and 4,500,000.00 - 0 integration, configuration commissioning cost and commissioning Cost 2 x 20 kVA UPS For ICT Racks (2 UPSs (N+1) with Ext System in N+1 Redundant 1 No. - Backup and Parallel - 44,170.00 7,509.00 - 44,170.00 Load Balancing Maint. Bypass Configuration) Input/output Panel For ICT Racks (2 UPSs with Cabling / 1 No. 97,015.00 - System Supporting Panels earthing for 20 kVA 16,493.00 97,015.00 - and Cabling) UPSs

10 kVA UPS 4 No. - For Central Admin Building - 4,477.00 761.00 - 17,908.00 For ot her buildings, users 6 kVA UPS 14 No. - - 3,460.00 588.00 - 48,440.00 and equipment For Accommodation and 3 kVA UPS 2 No. - - 2,137.00 363.00 - 4,274.00 IN/OUT Gate

100

Input/output Panel Power Distribution Panel 4 No. 51,282.00 - - for 10 kVA UPSs 8,718.00 205,128.00 - for UPS I/O Input/output Panel Power Distribution Panel 14 No. 42,735.00 - - for 6 kVA UPSs 7,265.00 598,290.00 - for UPS I/O Input/output Panel Power Distribution Panel 2 No. 42,735.00 - - for 3 kVA UPSs 7,265.00 85,470.00 - for UPS I/O

Anti-Virus for users 50 No. - For BCP users PCs - 34.00 6.00 - 1,700.00

Anti-Virus for servers 1 No. - For BCP Server - 34.00 6.00 - 34.00 Upgradation of installed system For BCP users with Analog (for 50 users), Digital, IP, Wireless,

IP PBX (150 users) 1 No. - Softphones sets (for 100 - 40,000.00 6,800.00 - 40,000.00 users) with Turnkey cabling, software, testing and commissioning solution Environment For Mai n building ICT 2 No. - Monitoring System - 1,303.00 222.00 - 2,606.00 Room For Main building ICT Room + UPS room with Access Control (Bio Metric+RFID) with 20 No. 128,205.00 - - Device 21,795.00 2,564,100.00 - Proximity Cards and Door Lock (2 devices) and all other buildings ICT rooms IP Based For BCP site with Fix, PTZ

Surveillance System (Indoor/Outdoor) Cameras 1 No. - 150,000.0 25,500.0 (CCTV) with Control - - 150,000.00 (Approx 80 Cameras) & 0 0 Room NVR Turnkey Solution PKR USD TOTAL 33,657,583.00 481,227.00 PKR USD Tax 5,721,789.11 81,808.59 PKR USD Total with Tax 39,379,372.11 563,035.59 CONTINGENCY - PKR USD

10% 3,937,937.21 56,303.56 GRAND TOTAL PKR USD

(Long Term) 43,317,309.32 619,339.15

Long Term IT Systems WeBOC Also includes integration Complete Enhancements for 1 7,000,000.00 1,190,000. - - with labs, phytosanitary, Module 7,000,000.00 - SWS 00 veterinary etc. Inventory For seized / confiscated Management 1 1 System 1,600,000.00 272,000.0 - - 1,600,000.00 - goods System 0 Network / Device Monitoring System NMS for upto 25 Devices + 1 1 System - with LCD Display - 5,000.00 850.00 - 5,000.00 1 x 50" LCD Display (NMS) PKR USD TOTAL 8,600,000.00 5,000.00 PKR Tax USD 850.00 1,462,000.00 PKR USD Total with Tax 10,062,000.00 5,850.00 CONTINGENCY - PKR USD 585.00 10% 1,006,200.00 GRAND TOTAL PKR USD

(Long Term) 11,068,200.00 6,435.00

PKR USD Grand Total (Long Term) 54,385,509.32 625,774.15

PKR USD Grand Total (Short + Long Term) inclusive of Taxes and Contingency 61,335,755.91 969,961.71 Note:

All ICT equipment is covered under 3 Years warranty along with on-Site Delivery, Installation, Support and Services. Applicable Taxes would be charged as per prevailing Govt. Duty structure at the time of ordering. Above prices are inclusive of GST and/or Other Applicable Taxes. Since building designs & layouts are not available therefore cabling (data and electrical) charges have been worked out on per running feet or meter on assumptions basis. Campus fiber cabling charges are assumed on the basis of available underground cable ducts for buildings inter-connectivity, to be provided by the Design & Layout team as per the ICT recommendations.

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Table 22.2B: CHAMAN Border Crossing Point Data / Internet Connectivity Transition and Costs (PKR)

Chaman Data / Internet Connectivity: Short & Long Term Short Term Plan Primary (Fiber) Backup (i-Direct) # Location Name Data Internet Data Internet Primary OTC Backup OTC Primary MRC Backup MRC 1 Customs Building 2 Mbps 2 Mbps 2 Mbps 2 Mbps PKR 600,000 PKR 200,000 PKR 355,000 PKR 520,000 2 In Gate 512 Kbps - 512 Kbps - PKR 300,000 PKR 100,000 PKR 70,000 PKR 80,000 3 Out Gate 512 Kbps - 512 Kbps - PKR 300,000 PKR 100,000 PKR 70,000 PKR 80,000 4 Weigh Bridge 512 Kbps - 512 Kbps - PKR 300,000 PKR 100,000 PKR 70,000 PKR 80,000 5 FIA Passengers Facilitation Office 1 Mbps 1 Mbps 1 Mbps 1 Mbps PKR 600,000 PKR 200,000 PKR 255,000 PKR 350,000 Customs Examination Wi-Fi (Connected to P-to-P 4 6 - - - PKR 475,000 - PKR 200,000 - Customs Bldg) Mbps P-to-P 4 7 National Bank (Connected to Customs Bldg) - - - PKR 475,000 - PKR 200,000 - Mbps PKR PKR Total Cost PKR 3,050,000 PKR 700,000 1,220,000 1,110,000 Taxes (Mention Tax Details) - - - - PKR PKR Individual Total PKR 3,050,000 PKR 700,000 1,220,000 1,110,000 PKR PKR Total OTC & MRC 3,750,000 2,330,000 PKR Grand Total (OTC+MRC) for 1 Year 31,710,000

Long Term Plan Primary (Fiber) Backup (i-Direct) # Location Name Data Internet Data Internet Primary OTC Backup OTC Primary MRC Backup MRC Central Admin. Building (Offices + ICT 1 4 Mbps 4 Mbps 2 Mbps 2 Mbps PKR 426,000 PKR 520,000 Room) 2 Drivers Immig. Booths 512 Kbps - 512 Kbps - PKR 70,000 PKR 80,000 3 Outbound Passenger Terminal 2 Mbps 2 Mbps 2 Mbps 2 Mbps PKR 355,000 PKR 520,000 4 Inbound Passenger Terminal 2 Mbps 2 Mbps 2 Mbps 2 Mbps PKR 355,000 PKR 520,000 Import Entry Canopy/Booths & Weigh 5 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 Bridge 6 Import Scanner 2 Mbps - 2 Mbps - PKR 166,000 PKR 125,000 7 Import Sec. Inspection Area 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 8 Import Sec. Inspection Area Wi-Fi ------Inbound Transit Entry Canopy/Booths & 9 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 Weigh Bridge 10 Inbound Transit Scanner 2 Mbps - 2 Mbps - PKR 166,000 PKR 125,000 11 Inbound Transit Office Area 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 12 Inbound Transit Sec. Inspection Area ------13 Inbound Transit Sec. Inspection Area Wi-Fi 512 Kbps - 512 Kbps - Long Term Onetime Charges are PKR 70,000 PKR 80,000 Export Entry Canopy/Booths & Weigh mentioned in 14 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 Bridge "Long term OTC" tab 15 Export Scanner 2 Mbps - 2 Mbps - PKR 166,000 PKR 125,000 16 Export Sec. Inspection Area 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 17 Export Sec. Inspection Area Wi-Fi ------Transit Outbound Entry Canopy/Booths & 18 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 Weigh Bridge 19 Transit Outbound Scanner 2 Mbps - 2 Mbps - PKR 166,000 PKR 125,000 20 Transit Outbound Sec. Inspection Area 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 Transit Outbound Sec. Inspection Area Wi- 21 ------Fi 22 Transit Outbound Transit Office Area 512 Kbps - 512 Kbps - PKR 70,000 PKR 80,000 23 Accommodation 2 Mbps 2 Mbps PKR 190,000 PKR 395,000 PKR PKR Total Cost 3,160,000 3,495,000 Taxes (Mention Tax Details) - - PKR Grand Total (Primary MRC + Backup MRC) for 1 Year 79,860,000

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Table 22.3A: TORKHAM Border Crossing Point ICT Equipment Transition and Costs (PKR & US$)

Table: Torkham Border Crossing Point ICT Transition and Costs (Local Works in PKR & Foreign Imports in USD)

Short term Unit Cost Tax Unit Cost Tax Total Cost Description Qty Unit Total Cost (PKR) Remarks (PKR) (PKR) (US$) (US$) (US$) Data / Internet Please see the connectivity costing sheet Connectivity

PKR USD TOTAL - - Tax

Total with Tax

CONTINGENCY - 10% PKR 0.00 USD 0.00 GRAND TOTAL (Short PKR 0.00 USD 0.00 Term)

ICT Equipment

Laptop Computers 5 No. For BCP Officers - - 936.00 159.00 - 4,680.00

Desktop Computers 50 No. For BCP users - - 774.00 132.00 - 38,700.00 For Customs Tablets/PDAs 5 No. - - 774.00 132.00 - 3,870.00 examiners For on - site Application Server 1 No. - - 12,209.00 2,076.00 - 12,209.00 applications

Printers 5 No. For BCP users - - 407.00 69.00 - 2,035.00

Desktop Scanners 5 No. For BCP users - - 814.00 138.00 - 4,070.00 For outdoor Data /

Wi-Fi Outdoor 1 No. Internet - - 1,954.00 332.00 - 1,954.00 connectivity For indoor Data /

Wi-Fi Indoor 2 No. Internet - - 1,425.00 242.00 - 2,850.00 connectivity For ICT Data Racks (Branded) 1 No. - - 4,069.00 692.00 - 4,069.00 equipment For ICT Rack PDUs 2 No. - - 325.00 55.00 - 650.00 equipment For BCP users with User End Technology Box, Structured Data / LAN Cabling Cat- Per Ducting, Patch 60 6 Category node 12,000.00 2,040.00 - - 720,000.00 - Panels, Distribution Racks, Patch Cords, Testing & Commissioning For ICT equipment in 24 Port 1G Layer 2 main building (1 x Devices Aggregation 1 No. - - 3,000.00 510.00 - 3,000.00 Aggregation 24 Ethernet Switch Port-1G) - ICT Data Center For ICT users in main building (3 x 24 Port 1G Layer 2 User 3 No. Access 24 Port- Access Ethernet Switch - - 800.00 136.00 - 2,400.00 1G in Main Building For BCP users 24 Port 1G Layer 2 User and equipment in 4 No. Access Ethernet Switch - - 800.00 136.00 - 3,200.00 other buildings - 24 Port- 1G For ICT rack/site UTM Firewall 1 No. - - 25,641.00 4,359.00 - 25,641.00 security firewall For BCP users Anti-Virus for users 50 No. - - 34.00 6.00 - 1,700.00 PCs

Anti-Virus for server 1 No. For BCP Server - - 34.00 6.00 - 34.00

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For Passenger facilitation E-Queue Management purpose with 3 1 No. System - - 12,209.00 2,076.00 - 12,209.00 Seater visitor seats & 2 x 50" LED TVs For BCP users with Digital, IP, Wireless, Softphones sets

IP PBX (30 users) 1 No. with Turnkey - - 34,188.00 5,812.00 - 34,188.00 cabling, software, testing and commissioning solution Environment Monitoring For Main building 1 No. System - - 1,303.00 222.00 - 1,303.00 ICT Room For BCP site with Fix, PTZ (Indoor/Outdoor) IP Based Surveillance 1 No. Cameras (10 System (CCTV) - - 21,368.00 3,633.00 - 21,368.00 Cameras) with NVR Turnkey Solution UPSs 6 KVA with Ext For Data Center 1 No. Battery backup - - 3,459.00 588.00 - 3,459.00 ICT Rack UPSs 10 KVA with Ext For Main Building 1 No. Battery backup - - 4,477.00 761.00 - 4,477.00 users For other UPSs 6 KVA with Ext 4 No. buildings, users Battery backup - - 3,460.00 588.00 - 13,840.00 and equipment For smaller UPSs 3 kVA with Ext. buildin gs/gates, 4 No. Battery backup - - 2,137.00 363.00 - 8,548.00 users and equipment Estimated Turnkey ICT Equipment, Cabling, ICT Equipment Transportation, integration, configuration 1 No. 425,000.00 2,500,000.00 - - 2,500,000.00 - Network and commissioning cost integration, configuration and commissioning Cost For Main building

Gensets – 100 KVA 2 No. including ICT - - 28,490.00 4,843.00 - 56,980.00 Room Input/output Panel for For BCP main 1 No. 10kVA (Main Building) 51,282.00 8,718.00 - 51,282.00 - building users Input/output Panel for For BCP main 1 No. 6kVA (ICT Rack) 42,735.00 7,265.00 - - 42,735.00 - building ICT Rack For BCP other Input/output Panel for 4 No. buildings user / 6kVA (Other Buildings) 42,735.00 7,265.00 - - 170,940.00 - equipment For BCP smaller Input/output Panel for 4 No. buildings/gates 3kVA (Small Buildings) 42,735.00 7,265.00 - - 170,940.00 - user / equipment User End Power Outlet User end raw Box (1 x Flat Pin, 1 x 60 No. 855.00 145.00 - - 51,300.00 - power outlet Round Pin) User end UPS power outlet with User end UPS Output Per Structured 60 Power Cabling node 5,556.00 945.00 - - 333,360.00 - Ducting/Testing and Commissioning UPSs Electrical Input For main building 10 Per Mtr Cabling/Ducting 1,368.00 233.00 - - 13,680.00 - UPSs For Main Building Earthing 2 Per pit 128,200.00 21,794.00 - - 256,400.00 - / ICT room For Main building

Earthing for Gensets 4 Per pit. including ICT 128,200.00 21,794.00 - - 512,800.00 - Room For Main building Gensets Cabling (2 x 50 Per Mtr including ICT 95mm - 4 Core) 6,410.00 1,090.00 - - 320,500.00 - Room Electrical Labour One time fixed 1 No. Charges 128,205.00 21,795.00 - - 128,205.00 - charges (Per site)

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For Main building ICT Room with (Bio Metric+RFID) Access Control Device 1 No. 128,205.00 21,795.00 - - 128,205.00 - with Proximity Cards and Door Lock USD TOTAL PKR 5,400,347.00 267,434.00 USD Tax PKR 918,058.99 45,463.78 USD Total with Tax PKR 6,318,405.99 312,897.78 USD CONTINGENCY - 10% PKR 631,840.60 31,289.78 GRAND TOTAL (Short USD PKR 6,950,246.59 term) 344,187.56

USD Grand Total (Short Term) PKR 6,950,246.59 344,187.56

Long Term Data / Internet Please see the connectivity costing sheet Connectivity

PKR USD TOTAL - - PKR USD Tax - - PKR USD Total with Tax - - CONTINGENCY - 10% PKR 0.00 USD 0.00 GRAND TOTAL (Long PKR 0.00 USD 0.00 Term)

ICT Equipment

Laptop Computers 5 No. For BCP Officers - - 936.00 159.00 - 4,680.00

Desktop Computers 50 No. For BCP users - - 774.00 132.00 - 38,700.00 For Customs Tablets/PDAs 5 No. - - 774.00 132.00 - 3,870.00 examiners For on-site

Application Server 1 No. applications - - 12,209.00 2,076.00 - 12,209.00 (redundancy)

Printers 10 No. For BCP users - - 407.00 69.00 - 4,070.00

Desktop Scanners 10 No. For BCP users - - 814.00 138.00 - 8,140.00 For outdoor Data Wi-Fi Outdoor 4 No. - - 1,954.00 332.00 - 7,816.00 connectivity For indoor Data / Internet connectivity at Central Admin (6), Wi-Fi Indoor 10 No. - - 1,425.00 242.00 - 14,250.00 Passenger Facilitation (2) Accomodation (2) Buildings For ICT Data Racks (Branded) 1 No. - - 4,069.00 692.00 - 4,069.00 equipment For ICT Rack PDUs 2 No. - - 325.00 55.00 - 650.00 equipment For BCP buildings with User End Technology Box, Structured Per Data / LAN Cabling Cat- Ducting, Patch 120 Running 6 Category 12,000.00 2,040.00 - - 1,440,000.00 - Panels, Ft. Distribution Racks, Patch Cords, Testing & Commissioning

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One time installation / Campus Fiber Optic commissioning cabling – 10 G charges for fiber 1 No. 340,000.00 Standard. 2,000,000.00 - - 2,000,000.00 - optic cabling with Installation Cost turnkey termination and testing. Cables, equipment, supply Campus Fiber Optic of accessories, cabling – 10 G racks, patch 1 No. Standard. 14,234,436.00 2,419,854.12 - - 14,234,436.00 - cords, ODF etc as Cabling Cost per available inter-building ducts. 2 x Core Switches for redundancy purpose required

Layer 3 Core Switch 2 No. for buildings - - 15,000.00 2,550.00 - 30,000.00 aggregation / centralized connectivity Layer 2 Ethernet Switch For Central Admin 3 No. 48 Ports - - 1,200.00 204.00 - 3,600.00 Building For other Layer 2 Ethernet Switch 17 No. buildings, users 24 Ports - - 800.00 136.00 - 13,600.00 and equipment For redundancy and 100% site

UTM Firewall 1 No. uptime, additional - - 25,641.00 4,359.00 - 25,641.00 device would be required. Estimated Turnkey ICT Equipment, Cabling, ICT Equipment Transportation, integration, configuration 1 No. 765,000.00 4,500,000.00 - - 4,500,000.00 - Network and commissioning cost integration, configuration and commissioning Cost For ICT Racks (2 2 x 20 kVA UPS (N+1) UPSs System in with Ext Backup and 1 No. N+1 Redundant - - 44,170.00 7,509.00 - 44,170.00 Parallel Maint. Bypass Load Balancing Configuration) For ICT Racks (2 Input/output Panel with UPSs System

Cabling / earthing for 20 1 No. Supporting 97,015.00 16,493.00 - 97,015.00 - kVA UPSs Panels and Cabling) For Central Admin 10 kVA UPS 3 No. - - 4,477.00 761.00 - 13,431.00 Building For other

6 kVA UPS 15 No. buildings, users - - 3,460.00 588.00 - 51,900.00 and equipment For

3 kVA UPS 2 No. Accommodation - - 2,137.00 363.00 - 4,274.00 and IN/OUT Gate Input/output Panel for 10 Power Distribution 3 No. kVA UPSs 51,282.00 8,718.00 - 153,846.00 - Panel for UPS I/O Input/output Panel for 6 Power Distribution 15 No. kVA UPSs 42,735.00 7,265.00 - - 641,025.00 - Panel for UPS I/O Input/output Panel for 3 Power Distribution 2 No. kVA UPSs 42,735.00 7,265.00 - - 85,470.00 - Panel for UPS I/O For BCP users Anti-Virus for users 50 No. - - 34.00 6.00 - 1,700.00 PCs

Anti-Virus for servers 1 No. For BCP Server - - 34.00 6.00 - 34.00

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Upgradation of installed system For BCP users with Analog (for 50 users), Digital, IP, Wireless,

IP PBX (150 users) 1 No. Softphones sets - - 40,000.00 6,800.00 - 40,000.00 (for 100 users) with Turnkey cabling, software, testing and commissioning solution Environment Monitoring For Main building 2 No. System - - 1,303.00 222.00 - 2,606.00 ICT Room For Main building ICT Room + UPS room with (Bio Metric+RFID) with

Access Control Device 18 No. Proximity Cards 128,205.00 21,795.00 - - 2,307,690.00 - and Door Lock (2 devices) and all other buildings ICT rooms For BCP site with Fix, PTZ IP Based Surveillance (Indoor/Outdoor)

System (CCTV) with 1 No. Cameras (Approx - 150,000.00 25,500.00 - 150,000.00 Control Room 80 Cameras) & NVR Turnkey Solution PKR USD Total 25,459,482.00 479,410.00 USD Tax 4,328,111.94 81,499.70 PKR USD TOTAL with Tax 29,787,593.94 560,909.70 USD CONTINGENCY - 10% PKR 2,978,759.39 56,090.97 GRAND TOTAL (Long PKR USD

Term) 32,766,353.33 617,000.67

Long Term IT Systems Also includes integration with WeBOC Enhancements Complete 1 `0 labs, for SWS Module 7,000,000.00 1,190,000.00 - - 7,000,000.00 phytosanitary, veterinary etc. Inventory Management For seized / 1 1 System 272,000.00 System 1,600,000.00 - - 1,600,000.00 - confiscated goods Network / Device NMS for upto 25

Monitoring System with 1 1 System Devices + 1 x 50" - - 5,000.00 850.00 - 5,000.00 LCD Display (NMS) LCD Display PKR USD TOTAL 8,600,000.00 5,000.00 PKR Tax USD 850.00 1,462,000.00 PKR USD Total with Tax 10,062,000.00 5,850.00 CONTINGENCY - 10% PKR 1,006,200.00 USD 585.00 GRAND TOTAL (Long PKR USD

Term) 11,068,200.00 6,435.00

PKR USD Grand Total (Long Term) 43,834,553.33 623,435.67

PKR USD Grand Total (Short + Long Term) inclusive of Taxes and Contingency 50,784,799.92 967,623.23 Note:

All ICT equipment is covered under 3 Years warranty along with on-Site Delivery, Installation, Support and Services. Applicable Taxes would be charged as per prevailing Govt. Duty structure at the time of ordering. Above prices are inclusive of GST and/or Other Applicable Taxes. Since building designs & layouts are not available therefore cabling (data and electrical) charges have been worked out on per running feet or meter on assumptions basis. Campus fiber cabling charges are assumed on the basis of available underground cable ducts for buildings inter-connectivity, to be provided by the Design & Layout team as per the ICT recommendations.

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Table 22.3B: TORKHAM Border Crossing Point Data / Internet Connectivity Transition and Costs (PKR)

Torkham Data / Internet Connectivity: Short & Long Term Short Term Plan Primary (Fiber) Backup (i-Direct) Primary Backup Primary # Location Name Data Internet Data Internet Backup MRC OTC OTC MRC PKR PKR 1 Customs Building 2 Mbps 2 Mbps 2 Mbps 2 Mbps PKR 355,000 PKR 520,000 600,000 200,000 PKR PKR 2 In Gate 512 Kbps - 512 Kbps - PKR 70,000 PKR 80,000 300,000 100,000 PKR PKR 3 Out Gate 512 Kbps - 512 Kbps - PKR 70,000 PKR 80,000 300,000 100,000 PKR PKR 4 Weigh Bridge 512 Kbps - 512 Kbps - PKR 70,000 PKR 80,000 300,000 100,000 PKR PKR 5 FIA Passengers Facilitation Office 1 Mbps 1 Mbps 1 Mbps 1 Mbps PKR 255,000 PKR 350,000 600,000 200,000 Customs Examination Wi-Fi P-to-P 4 PKR 6 - - - - PKR 200,000 - (Connected to Customs Bldg) Mbps 475,000 National Bank (Connected to P-to-P 4 PKR 7 - - - - PKR 200,000 - Customs Bldg) Mbps 475,000 PKR PKR PKR PKR Total Cost 3,050,000 700,000 1,220,000 1,110,000 Taxes (Mention Tax Details) - - PKR 237,900 PKR 216,450 PKR PKR PKR PKR Individual Total 3,050,000 700,000 1,457,900 1,326,450 PKR PKR Total OTC & MRC 3,750,000 2,784,350 PKR Grand Total (OTC+MRC) for 1 Year 37,162,200

Long Term Plan Primary (Fiber) Backup (i-Direct) Primary Backup Primary # Location Name Data Internet Data Internet Backup MRC OTC OTC MRC Central Admin. Building (Offices + 1 4 Mbps 4 Mbps 2 Mbps 2 Mbps PKR 426,000 PKR 520,000 ICT Room) 2 Drivers Immig. Booths 512 Kbps - 512 Kbps - PKR 70,000 PKR 80,000 3 Outbound Passenger Terminal 2 Mbps 2 Mbps 2 Mbps 2 Mbps PKR 355,000 PKR 520,000 4 Inbound Passenger Terminal 2 Mbps 2 Mbps 2 Mbps 2 Mbps PKR 355,000 PKR 520,000 Import Entry Canopy/Booths & 5 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 Weigh Bridge 6 Import Scanner 2 Mbps - 2 Mbps - PKR 166,000 PKR 125,000 7 Import Sec. Inspection Area 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 8 Import Sec. Inspection Area Wi-Fi ------Inbound Transit Entry 9 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 Canopy/Booths & Weigh Bridge 10 Inbound Transit Scanner 2 Mbps - 2 Mbps - PKR 166,000 PKR 125,000 11 Inbound Transit Office Area 1 Mbps - 1 Mbps - Long Term Onetime PKR 120,000 PKR 100,000 Inbound Transit Sec. Inspection Charges are mentioned 12 512 Kbps - 512 Kbps - PKR 70,000 PKR 80,000 Area in Inbound Transit Sec. Inspection "Long term OTC" 13 ------Area Wi-Fi tab Export Entry Canopy/Booths & 14 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 Weigh Bridge 15 Export Scanner 2 Mbps - 2 Mbps - PKR 166,000 PKR 125,000 16 Export Sec. Inspection Area 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 17 Export Sec. Inspection Area Wi-Fi ------Outbound Transit Entry 18 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 Canopy/Booths & Weigh Bridge 19 Outbound Transit Scanner 2 Mbps - 2 Mbps - PKR 166,000 PKR 125,000 Outbound Transit Sec. Inspection 20 1 Mbps - 1 Mbps - PKR 120,000 PKR 100,000 Area Outbound Transit Sec. Inspection 21 ------Area Wi-Fi 22 Outbound Transit Office Area 512 Kbps - 512 Kbps - PKR 70,000 PKR 80,000

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23 Accommodation 2 Mbps 2 Mbps PKR 190,000 PKR 395,000 PKR PKR Total Cost 3,160,000 3,495,000 Taxes (Mention Tax Details) PKR 616,200 PKR 681,525 PKR PKR Grand Total 3,776,200 4,176,525 PKR Grand Total (Primary MRC + Backup MRC) for 1 Year 95,432,700

Table 22.4: Karachi Directorate of Transit Trade ICT Equipment Transition and Costs (PKR & US$)

Table: Directorate of Transit Trade - Customs ICT Transition and Costs (Local Works in PKR & Foreign Imports in USD) Unit Cost Tax Unit Cost Tax Total Cost Description Qty Unit Total Cost (US$) Remarks (PKR) (PKR) (US$) (US$) (PKR) ICT Equipment For Directorate of Transit Trade Desktop Computers 12 No. - - 774.00 132.00 - 10,872.00 users For Directorate of Transit Trade Printers 11 No. - - 407.00 69.00 - 5,236.00 users For Directorate of Transit Trade Desktop Scanners 7 No. - - 814.00 138.00 - 6,664.00 users For Directorate of Transit Trade Photocopier 1 No. - - 800.00 136.00 - 936.00 users TOTAL PKR 0.00 USD 23,708.00 CONTINGENCY - PKR 0.00 USD 2,370.80 10% GRAND TOTAL PKR 0.00 USD 26,078.80 Note: All ICT equipment is covered under 3 Years warranty along with on-Site Delivery, Installation, Support and Services. Applicable Taxes would be charged as per prevailing Govt. Duty structure at the time of ordering. Above prices are inclusive of GST and/or Other Applicable Taxes. Since building designs & layouts are not available therefore cabling (data and electrical) charges have been worked out on per running feet or meter on assumptions basis. Campus fiber cabling charges are assumed on the basis of available underground cable ducts for buildings inter-connectivity, to be provided by the Design & Layout team as per the ICT recommendations.

Table 22.5: Data Connectivity requirement with Other Government Agencies And BCPs Aggregation Links at KHI & ISB in the Long/Short Term Transition and Costs (PKR)

Other Govt. Agencies Data Connectivity for Long Term – KHI & ISB Connectivity for Short & Long Term (From KHI Custom House & ISB FBR House) Primary Backup Long Term Plan (Fiber) (Fiber) Backup Primary Backup # Location Name Data Data Primary OTC 19.5% Tax 19.5% Tax OTC MRC MRC Karachi Custom House (Last Mile - PKR PKR 1 PKR 34,125 PKR 19,500 Redundant Fiber) Short 175,000 100,000 Islamabad FBR House (Last Mile - PKR PKR 2 Redundant Fiber) 175,000 100,000 PKR 3 NADRA Head Quarters - ISB 2 Mbps 2 Mbps PKR 83,000 166,000 PKR 4 FIA Head Quarters - ISB 2 Mbps 2 Mbps PKR 83,000 166,000 PKR 5 NLC Head Quarters - RWP 2 Mbps 2 Mbps PKR 83,000 Long Term Onetime Charges 166,000 NLC Dry Ports and Border are mentioned in PKR 6 2 Mbps 2 Mbps PKR 83,000 Terminals Head Quarters - LHR "Long term OTC" 166,000 tab PKR 7 ANF Head Quarters - ISB 2 Mbps 2 Mbps PKR 83,000 166,000 Ministry of National Food Security PKR 8 2 Mbps 2 Mbps PKR 83,000 (NFS) - ISB 166,000 PKR 9 Ministry of Interior - ISB 2 Mbps 2 Mbps PKR 83,000 166,000 PKR 10 Ministry of Defence - RWP 2 Mbps 2 Mbps PKR 83,000 166,000 PKR 11 National Bank Head Office - KHI 2 Mbps 2 Mbps PKR 32,370 PKR 83,000 PKR 16,185 166,000

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State Bank of Pakistan Head Office PKR 12 2 Mbps 2 Mbps PKR 32,370 PKR 83,000 PKR 16,185 - KHI 166,000 PKR PKR Total Cost PKR 98,865 PKR 51,870 2,010,000 1,030,000 Taxes (Mention Tax Details) - - PKR PKR Grand Total PKR 98,865 PKR 51,870 2,010,000 1,030,000 PKR Grand Total Primary + Backup MRC (With Tax) for 1 Year 38,288,820

Table 22.6: Data Connectivity requirement One Time Costs Transition and Costs (PKR)

Other Govt. Agencies Data Connectivity: Long Term (From KHI Custom House & ISB FBR House) Long Term Plan Primary (Fiber) Backup (i-Direct) # Location Name Data Internet Data Internet Location Primary OTC Backup OTC Central Admin. Building 1 4 Mbps 4 Mbps 2 Mbps 2 Mbps Wagha (Offices + ICT Room) 2 Passenger Gate IN/OUT 512 Kbps - 512 Kbps - Wagha 3 Passenger Terminal Inbound 2 Mbps 2 Mbps 2 Mbps 2 Mbps Wagha 4 Passenger Terminal Outbound 2 Mbps 2 Mbps 2 Mbps 2 Mbps Wagha Transit Outbound 5 Canopy/Booths & Weigh 1 Mbps - 1 Mbps - Wagha Bridge 6 Transit Outbound Scanner 2 Mbps - 2 Mbps - Wagha Transit Outbound Sec. 7 1 Mbps - 1 Mbps - Wagha Inspection Area Transit Outbound Sec. 8 - - - - Wagha Inspection Area Wi-Fi Export Canopy/Booths & 9 1 Mbps - 1 Mbps - Wagha Weigh Bridge 10 Export Scanner 2 Mbps - 2 Mbps - Wagha 11 Export Sec. Inspection Area 1 Mbps - 1 Mbps - Wagha Export Sec. Inspection Area 12 - - - - Wagha Wi-Fi Drivers Immigration Booth / 13 In-Exit Gate / Booths (India 512 Kbps - 512 Kbps - Wagha Side) Imports / Transit IN Gate / 14 512 Kbps - 512 Kbps - Wagha Booths (India Side) Import Entry Canopy/Booths & PKR 47,500,000.00 15 1 Mbps - 1 Mbps - Wagha Weigh Bridge 16 Import Scanner 2 Mbps - 2 Mbps - Wagha 17 Import Sec. Inspection Area 1 Mbps - 1 Mbps - Wagha Import Sec. Inspection Area 18 - - - - Wagha Wi-Fi Transit Inbound Entry 19 Canopy/Booths & Weigh 1 Mbps - 1 Mbps - Wagha Bridge 20 Transit Inbound Scanner 2 Mbps - 2 Mbps - Wagha Transit Inbound Sec. 21 1 Mbps - 1 Mbps - Wagha Inspection Area Transit Inbound Sec. 22 - - - - Wagha Inspection Area Wi-Fi 23 Accommodation 2 Mbps 2 Mbps Wagha Central Admin. Building 1 4 Mbps 4 Mbps 2 Mbps 2 Mbps Chaman (Offices + ICT Room) 2 Drivers Immig. Booths 512 Kbps - 512 Kbps - Chaman 3 Outbound Passenger Terminal 2 Mbps 2 Mbps 2 Mbps 2 Mbps Chaman 4 Inbound Passenger Terminal 2 Mbps 2 Mbps 2 Mbps 2 Mbps Chaman Import Entry Canopy/Booths & 5 1 Mbps - 1 Mbps - Chaman Weigh Bridge 6 Import Scanner 2 Mbps - 2 Mbps - Chaman 7 Import Sec. Inspection Area 1 Mbps - 1 Mbps - Chaman

101 Import Sec. Inspection Area 8 - - - - Chaman Wi-Fi Inbound Transit Entry 9 Canopy/Booths & Weigh 1 Mbps - 1 Mbps - Chaman Bridge 10 Inbound Transit Scanner 2 Mbps - 2 Mbps - Chaman 11 Inbound Transit Office Area 1 Mbps - 1 Mbps - Chaman Inbound Transit Sec. 12 - - - - Chaman Inspection Area Inbound Transit Sec. 13 512 Kbps - 512 Kbps - Chaman Inspection Area Wi-Fi Export Entry Canopy/Booths & 14 1 Mbps - 1 Mbps - Chaman Weigh Bridge 15 Export Scanner 2 Mbps - 2 Mbps - Chaman 16 Export Sec. Inspection Area 1 Mbps - 1 Mbps - Chaman Export Sec. Inspection Area 17 - - - - Chaman Wi-Fi Transit Outbound Entry 18 Canopy/Booths & Weigh 1 Mbps - 1 Mbps - Chaman Bridge 19 Transit Outbound Scanner 2 Mbps - 2 Mbps - Chaman Transit Outbound Sec. 20 1 Mbps - 1 Mbps - Chaman Inspection Area Transit Outbound Sec. 21 - - - - Chaman Inspection Area Wi-Fi Transit Outbound Transit 22 512 Kbps - 512 Kbps - Chaman Office Area 23 Accommodation 2 Mbps 2 Mbps Chaman Central Admin. Building 1 4 Mbps 4 Mbps 2 Mbps 2 Mbps Torkham (Offices + ICT Room) 2 Drivers Immig. Booths 512 Kbps - 512 Kbps - Torkham 3 Outbound Passenger Terminal 2 Mbps 2 Mbps 2 Mbps 2 Mbps Torkham 4 Inbound Passenger Terminal 2 Mbps 2 Mbps 2 Mbps 2 Mbps Torkham Import Entry Canopy/Booths & 5 1 Mbps - 1 Mbps - Torkham Weigh Bridge 6 Import Scanner 2 Mbps - 2 Mbps - Torkham 7 Import Sec. Inspection Area 1 Mbps - 1 Mbps - Torkham Import Sec. Inspection Area 8 - - - - Torkham Wi-Fi Inbound Transit Entry 9 Canopy/Booths & Weigh 1 Mbps - 1 Mbps - Torkham Bridge 10 Inbound Transit Scanner 2 Mbps - 2 Mbps - Torkham 11 Inbound Transit Office Area 1 Mbps - 1 Mbps - Torkham Inbound Transit Sec. 12 512 Kbps - 512 Kbps - Torkham Inspection Area Inbound Transit Sec. 13 - - - - Torkham Inspection Area Wi-Fi Export Entry Canopy/Booths & 14 1 Mbps - 1 Mbps - Torkham Weigh Bridge 15 Export Scanner 2 Mbps - 2 Mbps - Torkham 16 Export Sec. Inspection Area 1 Mbps - 1 Mbps - Torkham Export Sec. Inspection Area 17 - - - - Torkham Wi-Fi Outbound Transit Entry 18 Canopy/Booths & Weigh 1 Mbps - 1 Mbps - Torkham Bridge 19 Outbound Transit Scanner 2 Mbps - 2 Mbps - Torkham Outbound Transit Sec. 20 1 Mbps - 1 Mbps - Torkham Inspection Area Outbound Transit Sec. 21 - - - - Torkham Inspection Area Wi-Fi 22 Outbound Transit Office Area 512 Kbps - 512 Kbps - Torkham 23 Accommodation 2 Mbps 2 Mbps Torkham Karachi Custom House (Last 1 OGAs Site Mile - Redundant Fiber)

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Islamabad FBR House (Last 2 OGAs Site Mile - Redundant Fiber) 3 NADRA Head Quarters - ISB 2 Mbps 2 Mbps OGAs Site 4 FIA Head Quarters - ISB 2 Mbps 2 Mbps OGAs Site 5 NLC Head Quarters - RWP 2 Mbps 2 Mbps OGAs Site NLC Dry Ports and Border 6 2 Mbps 2 Mbps OGAs Site Terminals Head Quarters - LHR 7 ANF Head Quarters - ISB 2 Mbps 2 Mbps OGAs Site Ministry of National Food 8 2 Mbps 2 Mbps OGAs Site Security (NFS) - ISB 9 Ministry of Interior - ISB 2 Mbps 2 Mbps OGAs Site 10 Ministry of Defence - RWP 2 Mbps 2 Mbps OGAs Site National Bank Head Office - 11 2 Mbps 2 Mbps OGAs Site KHI State Bank of Pakistan Head 12 2 Mbps 2 Mbps OGAs Site Office - KHI

Terms and Conditions : 1. Above mentioned prices are budgetary quotes, and are subject to change after actual physical survey. 2. Exact GPS coordinates for the above mentioned locations are required to identify the exact feasibility. 3. The above mentioned financials are part of a bundled deal, PO shall be issued for all sites and both Short Term and Long Term Plan/Scope.

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7.4 Draft Hard and Soft Security Transition Plan and Costs

The Table below gives an estimated list of the required security related infrastructure and equipment for each border crossing. The estimate is based upon: (i) Wagha getting eight import and export (4 each) traffic lanes; (ii) Torkham getting eight import and export traffic lanes (4 each); and (iii) Chaman also getting 4 import and 4 export traffic lanes. The Torkham border crossing pedestrian facility is a particular security control challenge and assumes that the list below assumes 10 inbound and 10 outbound segregated lanes are needed requiring 20 scanners of each type.

Table 23: Draft Hard and Soft Security Transition Plan and Costs (USD)

TA 8405: Improving Border Services Project Approximate Costs for BCP Security & Equipment as of 8 July 2014 Hard security Total item Item cost infrastructure and Wagha Torkham Chaman Total cost GST G Total Remarks number in $ equipment Short term

Perimeter and traffic lane 10000 ft 10000 ft 10000 ft 30000 feet $15/ft $450,000 $76,500 $526,500 10 acres per BCP fencing and segregation 1 x Base=600, PABX, 1 x PABX, 1 x PABX, HH=500, 20 + 120 lines 1 x VHF 3 x PABX, 3 x 14756 101556 1 x VHF 1 x VHF PABX, with Telecom System, PABX Base, VHF Base, 96 Base, 32 x Base, 32 x $86,800 installation and Digital Two way radios 32 x x Hand held Hand held Hand held PABX=9,000 charges, phones Hand radios radios radios + 10000 and tel lines held radios Based on perimeter wall of Intrusion detection system 1 1 1 3 40000 120000 5 acre area, 5000 RFT per site. $8 20400 140400 per RFT. Bio-metric Access control 3 3 3 9 300 $2,700 $459 $3,159 mechanism Concertina coils on perimeter fencing and Includes 5000 M 5000 M 5000 M 15000 M 68 $1,020,000 segregation of restricted installation cost area 173400 1193400 Hesco bags around walls and traffic entry and exit 656 656 656 1968 105 206640 lanes and booths 35128 241768 5 per acre. LED based solar light, Perimeter and task 50 50 50 150 2000 300000 6 M pole, 10000 lightning lumens, battery 51000 351000 and solar panel. Integrated with Emergency alarm system 1 1 1 3 - - PA System 10 x outdoor speakers (20 W), Public address system 1 1 1 3 5000 $15,000 1 x amplifier 300 (PA) Watts, 1 x mixer 2550 17550 98 channel) 25 KVA (Diesel) Standby power 1 1 1 3 8000 24000 with installation arrangement 4080 28080 and earthing

Hand held metal detectors 10 20 16 46 300 13800 2346 16146 Walk through scanning 10 20 16 46 3000 138000 gates 23460 161460

Smoke detectors 50 50 50 150 10 1500 255 1755

Firefighting equipment 7 sets 7 sets 7 sets 21 sets 500 10500 1785 12285 Marking lanes to get traffic 4 4 4 12 1000 12000 lane segregation 2040 14040 Hydraulic entry and exit 8 8 8 24 10000 240000 traffic lane barriers 40800 280800

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Under vehicle scanners 8 8 8 24 30000 720000 122400 842400

Chemical, Biological, Radioactive and Nuclear 8 8 8 24 40,650 975,600 (CBRN) vehicle scanning equipment 165852 1141452 Vehicle Number Plate 8 8 8 24 20,000 480,000 Scanning Equipment 81600 561600

Sniffer dogs and kennels 6 6 6 18 2000 36000 6120 42120 Hand-held explosive and No instl req. narcotics Vapor Tracing 10 20 16 46 35,500 1,633,000 Training cost Equipment included. 277610 1910610 Bio-data reading and 10 20 16 46 8500 391000 collection equipment 66470 456470 Pedestrian luggage 10 20 16 46 60000 2760000 scanning equipment 469200 3229200 Document and currency 10 20 16 46 1000 46000 scanning equipment 7820 53820 Explosive detection 10 20 16 46 68,500 3,151,000 equipment 535670 3686670 Vehicle and cargo back Installation and scatter and color X-Ray 4 4 2 10 315,000 3,155,000 training cost scanning equipment included. 536350 3691350 Training & Mobile vehicle X-Ray 1 1 1 3 2,470,000 7,410,000 installation cost scanner 1259700 8669700 included. Vehicle weighing and 4 4 4 12 30000 360000 dimension check machine 61200 421200 Long term

RFID readers and tags 4 4 4 12 5000 60000 10200 70200 Windsock, fuel Helipad equipment 1 1 1 3 2000 6000 7020 drum and fire 1020 extinguisher Electronic vehicle queuing 4 4 4 12 12000 144000 24480 equipment 168480

Total $23,968,540 4074651 $28,043,191 Soft security

Short term Training to operate new Cost will be detection equipment using 1 1 1 3 - - included in actual vendor trainers and equipment manuals Preparing new standard operating procedures 22 22 22 66 1500 33000 (SOPs) Practicing new SOPs 22 22 22 66 2000 132000 Emergency operating 1 1 1 3 1500 4500 SOPs Terrorist event SOPs 1 1 1 3 1500 4500 Earthquake, Natural disaster policies, 2 2 1 5 5000 25000 landslide and plans and SOPs floods Long term Equipment training included RFID tracking equipment 4 4 4 12 - 1500 in cost of training and SOPs equipment. $ 1500 for SOP. 3 days, 8 hours daily. Total 24 Helipad training and 1 1 1 4 - 15000 hours training @ certification $ 1000 per person Equipment training included Electronic vehicle queuing 1 1 1 3 - 1500 in equipment training and SOPs cost. $ 1500 for SOP

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$ 1500 for SOP WCO SAFE and AEO 1500 + and $ 1000 per 1 1 1 3 - training and SOPs 15000 person for 5 days training. Single Window System inter agency SOPs and TBD TBD TBD TBD training Total 233,500 Contingency Total Hard & Soft Security 28,276,691 10 % = 2,827,669 Total Including 31,104,360 contingency

1. Prices of perimeter, Hesco bags, concertina coils, Intrusion detection systems are based on assumption that area of administrative building compound is 5 acres. Cost will be extrapolated for increase in area accordingly.

2. CCTV not included as already covered in ICT.

3. Costs figures can be further improved after working out detailed building designs.

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7.5 Abstract of Total Project Cost

Table 24: BCP Transition Plan Costs Summary (USD)

TA 8405: Improving Border Services Project: TORKHAM, WAGHA & CHAMAN BCP + Karachi Transit Trade Directorate Abstract of Total Project Costs as of 8th July 2014 - Prices in USD = 1 USD = PKR 100

No. Description of Item Torkham Wagha Chaman Karachi Total (USD) 1 Design & Layout Infrastructure & i 23,398,004.95 31,284,387.40 30,640,249.00 - 85,322,641.35 Developmental Works ii Building 25,505,095.00 30,686,295.00 26,421,495.00 - 82,612,885.00 2 Trade Facilitation i Trade Facilitation 212,175.00 212,175.00 212,175.00 - 636,525.00 3 Information & Communication Technology Equipment, Connectivity i Monthly Recurring Cost 2,472,391.29 2,035,255.85 2,345,940.30 20,263.00 6,873,850.44 (Per Year) & IT Systems Othr Govt. Agencies Long ii Term Data Connectivity 382,888.20 - 382,888.20 Cost (Per Year) Long Term Data / Internet iii 475,000.00 - 475,000.00 Connectivity One Time Cost 4 Security & Equipment i Security & Equipment 10,636,308.00 8,589,748.00 9,087,784.00 - 28,313,840.00

Total 62,223,974.24 72,807,861.25 68,707,643.30 20,263.00 204,617,629.99 10% Contingency 6,222,397.42 7,280,786.13 6,870,764.33 2,026.30 20,461,763.00 Total with Cont. 68,446,371.66 80,088,647.38 75,578,407.63 22,289.30 225,079,392.99 17% Tax 11,635,883.18 13,615,070.05 12,848,329.30 3,789.18 38,263,496.81 Grand Total 80,082,254.85 93,703,717.43 88,426,736.93 26,078.48 263,342,889.80

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8 Conclusion

The three border crossing points in the project are not fit for purpose because they can no longer process the current volumes of export, import and transit cargo and pedestrians. Cargo dwell times are long and commercial trucks and pedestrians suffer long queue waiting times often in challenging climatic environments. The border crossings are characterized with mixed traffics and pedestrians trying to get through border crossing points which do not have the space to cope with the current volume of exports, imports and transit cargo never mind coping with the predicted future increase in trade. The current border crossings lack modern good practice infrastructure. Customs and other border agencies lack modern good practice equipment which would help them use good practice procedures which would make the border crossings more efficient, safer and more secure.

The current border crossing points were not designed to process the current levels of cargo and they were never designed as part of a trade facilitation solution. The FBR ITTMS objectives include reducing cargo dwell times and increasing throughput as part of a strategy to get better road and rail connectivity with neighboring trading partners and with Central Asia. The ADB TA-8405 PAK project objectives match the ITTMS objectives because the three improved road border crossing points will serve as good practice examples for Pakistan as a result of new infrastructure, new equipment, new computer technology, improved processes and good practice design and layout shall reduce cargo dwell times, increase throughput and improve the image for Pakistan.

Border crossing administrative procedures further delay import clearance because agencies other than Customs insist on 100% inspection of Afghanistan bound containers at the Karachi seaport terminals and 100% inspection of goods imported from India. Pakistan will never perform well in global logistics until it develops and implements real time entity based risk management to identify high risk cargo8.

The ADB TA-8405 PAK Improving Border Services Project surveyed and recorded the physical and nonphysical challenges to reducing border crossing dwell times and throughput congestion. Although the surveys show the challenges and help identify opportunities the Logistics Performance Index9 shows that Pakistan since 2007 to 2014 has remained static in its logistics performance; ranking in 2007 and again in 2014. Timeliness shows a marked deteoration from a 116 ranking in 2007 to 123 ranking in 2014 which might be caused by the increased level of export, import and transit traffic flows trying to get through border crossings which can no longer cope with the traffic.

According to the World Economic Forum 201310 report improving two key components of trade facilitation, border administration and transport and communications infrastructure would increase Gross Domestic Product (GDP) and increase global trade. The ADB and the FBR are correct in approaching the ADB TA-8405 PAK Improving Border Services project by examining the barriers to trade created by administrative procedures and poor quality infrastructure. Furthermore, the transition to the national Single Window System should help reduce some of the “iceberg” trade costs further releasing previously wasted transaction costs.

8 Countries performing well in the Logistics Performance Index (LPI) have low physical inspection of import shipments and a low incidence of multiple physical inspections of import shipments, page 22, Table 2.5, Connecting to Compete 2014, The World Bank 9 Logistics Performance Index 2014, Connecting to Compete 2014 Trade Logistics in the Global Economy, the World Bank. The 2014 edition compares the 2014 LPI with weighted aggregate results for 2007, 2010, 2012 and 2014. The rankings for Customs, infrastructure, international shipments show small improvements but the rankings for tracking and tracing and for timeliness declined. 10 World Economic Forum 2013, Enabling Trade Report

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The FBR mentioned during the first project steering committee meeting that the ITTMS must develop a trade master plan. Border administration and transport and communication infrastructure are two parts of such a master plan. The FBR might wish to consider adding extra components to the trade master plan including: (i) ICT; (ii) logistics facilities; (iii) border management integration; (iv) services reform; (v) regional trade facilitation and transport corridors; (vi) national data tools; and (vii) green logistics. Examples exist in Germany, Greece, Finland and Canada and other countries. All of the examples include involving national logistics associations in developing and implementing trade strategies or master plans and Pakistan has moved in the right direction by creating the National Trade and Transport Facilitation Committee.

In order to facilitate the ITTMS trade master plan the FBR should institionalize the measuring of border crossing performance outcomes on cost, and time, the measuring of the reliability of specific supply chains (perhaps vital exports and imports), measuring the performance of transport corridors and ports and in addition measure the impact of cutting logistics costs on the Pakistan economy. This would help the FBR get evidence or fact based policy making mechanism. Implementing a trade master plan in Pakistan which must include SWS and the WCO SAFE Framework will take time but are achievable but developing good practice third party logistics, trucking and forwarding is a complex policy issue because the National Logistics Cell (NLC) which is a Government body carrying out what are normally considered in other countries to be private company logistic service provider functions.

In addition the FBR must consider how it will manage the key measures introduced by the new WTO Trade Facilitation Agreement.

The World Trade Organization Trade Facilitation Agreement11

After more than nine years of negotiations, WTO members reached consensus on a Trade Facilitation Agreement at the Ministerial Conference held in Bali, Indonesia, on December 7, 2013. The final agreement builds on the now 50-year-old trade rules covered by Articles V, VIII, and X of the General Agreement on Tariffs and Trade and contains provisions for faster and more efficient customs and border management procedures.

The key measures include commitments on publishing and making available information for traders, as well as adopting modern approaches to customs and border management. Principles include:

• Operational standards by customs agencies in terms of risk management for clearance post-audit. • Transparency measures such as transparency of new legislation, appeals against administrative decisions, and advance rulings. • Improved cooperation between government agencies, such as in implementing national single- window systems. • Guidelines for streamlining international transit procedures.

In effect, the new agreement brings under the formal auspices of WTO many of the standards and best practices enshrined in other international instruments. In many respects the Bali agreement spells out minimum common standards; the full benefits of trade facilitation will be fully realized only if countries are prepared to go beyond it, for instance, with regionally integrated facilitation frameworks similar to the European Union‟s.

11 Taken from the Connecting to Compete 2014 Trade Logistics in the Global Economy, Box 2.2, page.25 The World Bank

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Asian Development Bank

TA – 8405 PAK: Improving Border Services Project

Final Report Volume 2 ANNEXES

July 10, 2014

Table of Contents ANNEX 1: Chaman Border Crossing Point Import, Export and Transit Process and Time Survey ...... 4 ANNEX 2: CHAMAN BORDER CONTROL POINT EQUIPMENT AND INFRASTRUCTURE SURVEY FORM ...... 12 ANNEX 3: Draft Pakistan World Customs Organization SAFE Framework of Standards to secure and facilitate global trade transition plan ...... 27 ANNEX 4: Legal Framework Review ...... 59 Introduction ...... 59 1.0 International transport and border crossing facilitation conventions ...... 60 1.1 Non ratified international network conventions ...... 60 1.2 Ratified road traffic and road safety conventions ...... 60 1.3 Non ratified road traffic and road safety conventions ...... 60 1.4 Non ratified vehicle conventions ...... 60 1.5 Other non ratified legal instruments and related to road transport ...... 60 1.6 Non ratified border crossing facilitation conventions ...... 61 2.0 Important border crossing facilitation conventions which need ratifying ...... 61 2.1 Transport Internationaux Routiers Convention 1975 (TIR) ...... 61 2.2 International Convention on the Harmonization of Customs Control of Goods 1982 and Annex 8 ...... 63 2.3 Customs Container Convention 1972 ...... 63 2.4 The International Convention on the Harmonized Commodity Description and Coding System 64 2.5 European Convention on Customs Treatment of Pallets Used in International Transport 1960 64 2.6 Convention on Customs Treatment of Pool Containers Used in International Transport (Customs Pool Containers) 1994 ...... 65 2.7 Convention on International Customs Transit Procedures for the Carriage of Goods by Rail Under Cover of SMGS Consignment Notes 2006 ...... 65 2.8 The European Agreement Concerning the International Carriage of Dangerous Goods by Road (ADR) 1957 ...... 66 2.9 Agreement on the International Carriage of Perishable Foodstuffs and on the Special Equipment to be used for such Carriage (ATP) 1970 ...... 66 2.10 Customs Convention on the Temporary Importation of Commercial Road Vehicles 1956 ...... 66 3.0 Important transit and border crossing facilitation agreements ...... 67 3.1 Afghanistan and Pakistan Trade and Transport Agreement (APTTA) ...... 67 3.2 ADB Agreement on the Cross-Border Transport of Persons, Vehicles and Goods within the Framework of Central Asian Regional Economic Cooperation (CAREC CBTA) ...... 68 3.3 Economic Cooperation Organization (ECO) ...... 72 4.0 Important International Customs Conventions and legal instruments ...... 73 4.1 The WCO SAFE Framework of Standards to Secure and Facilitate Global Trade ...... 73 4.2 International Convention on the simplification and harmonization of Customs (Revised Kyoto Convention) 1999 ...... 74

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5.0 Bilateral Trade Agreement ...... 75 5.1 Pakistan India Trade Agreement ...... 75 6.0 Bilateral Transport Facilitation Agreements ...... 76 7.0 World Trade Organization Trade Facilitation Agreement ...... 76 7.1 Advance rulings ...... 77 7.2 Border agency cooperation ...... 77 7.3 Freedom of transit ...... 77 7.4 Customs cooperation ...... 78 8.0 Conclusions...... 78 9.0 Recommendations ...... 79 ANNEX 5: TORKHAM BORDER CONTROL POINT EQUIPMENT AND INFRASTRUCTURE SURVEY FORM ...... 80 ANNEX 6: Torkham Border Crossing Point Import, Export and Transit Process and Time Survey ...... 95 ANNEX 7: Wagah Border Crossing Point Analysis ...... 103 1.0 Summary ...... 103 2.0 Pakistan truck export findings and solutions ...... 103 2.0.1 Wagah border crossing point export approach road ...... 103 2.0.2 Entry gate ...... 104 2.0.3 Export processing steps ...... 105 2.0.4 Pakistan truck import findings and solutions ...... 106 2.0.5 Import processing solutions ...... 108 2.0.6 Bus passenger ...... 110 2.0.7 Pedestrians ...... 111 ANNEX 8: Wagha Border Crossing Point Import, Export and Transit Process and Time Survey ...... 112 ANNEX 9: CHAMAN BORDER CROSSING POINT PEDESTRIAN EACH DAY ...... 120 ANNEX 10: TORKHAM BORDER CROSSING POINT PEDESTRIANS EACH DAY ...... 120 Annex 11: Border Crossing Short and Long Term Infrastructure and Equipment Transition ...... 122 ANNEX 12: Detailed ICT Equipment Specifications ...... 124 ANNEX 13: Road Border Crossing Point Security ...... 153

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ANNEX 1: Chaman Border Crossing Point Import, Export and Transit Process and Time Survey

Date: 4th March 2014 BCP opening hours: 06: 30 am – 06:00 pm Agency Average BCP APPROACH ROAD Responsibility process time 1. FC check point 1 km prior to the Friendship Gate at Pak-Afghan border acts as an informal entry gate into Chaman BCP 2. FC check point remains open from 06:30 am to 06:00 pm (timing FC Average 2 – 3 extended to 08:00 pm during peak season). Only checks truck minutes registration books, pedestrians‘ national identity cards, passport & visa, in case of Afghan nationals 3. Estimated number of trucks waiting near the FC Check Point on the date of visit: 3 trucks (incoming) and 2 trucks (outgoing) at 09:00 am 4. On average how long are the truck queues? None, as no entry pass is issued for trucks entering BCPs just truck documents are casually checked 5. BCP customs office opening and closure hours? 09:00 am to 06:00 pm, closing time is extended up to 08:00 pm in peak season i.e. July to October to process fresh fruit imports from Afghanistan 6. BCP opening time harmonization with the other side of the BCP: Yes; BCP opening and closing time are changed with mutual consultation

THROUGHPUT: number of trucks per day 1. Import low and high season: 20; 300 high season 2. Export low and high season: 20; 150 high season 3. Transit low and high season: inbound 10; 100 high season and outbound 20; 300 high season

DWELL TIME: inside the Customs Control Zone of the BCP 1. Import low and high season: 3; 6 hours max 2. Export low and high season: 3; 6 hours max 3. Transit low and high season: 4; 8 hours max DAILY PEAK PROCESS TIMES: timings in hours 1. Import: 09:00 am – 11:00 am and 04:00 pm - 08:00 pm (fresh fruit season) 2. Export: 10:00 am - 02:00 pm 3. Transit: 10:00 am – 02:00 pm SEASONAL PROCESS PEAKS: 1. Import: July to October 2. Export: None 3. Transit: None Agency Average IMPORT TRUCK PROCESS process time STEP 1: FRIENDSHIP GATE: TRUCK REGISTRATION Time between entry of the truck from Friendship Gate to the first step FC 10 minutes in the control process: Registration book of Pakistan registered trucks is checked; for Afghan registered trucks, validity of road pass issued by Pakistan embassy at Kabul is checked

NOTE: No entry pass is issued for trucks at Chaman BCP

Security ―frisking‖ of driver and truck cab visual check FC 2-3 minutes

STEP 2: TRUCK WEIGHING (first weighing) 1. Truck moves to weigh bridge nearly 400 meters away in a single Private 10 min travel

Page 4 of 155 lane; joins the queue to get weighed; approaches truck weigh Contractor time; 25 min in bridge near customs border office queue 2. Truck weighing process average time 5 minutes 3. Dimension check: None 4. Truck International Vehicle Weight Certificate validity check (International Convention on Harmonization of Frontier Controls, 1982; Annexe 8): No 5. Are all trucks weighed (100% weighing) or are some trucks selected for weighing and what management method is used to select trucks for weighing: (i) risk management; (ii) information; and (iii) intelligence: All trucks weighed (100% weighing)

NOTE: Weighing results are usually not very reliable due to calibration issues.

STEP 3: IMPORT GOODS DECLARATION by customs broker 1. Customs broker prepares goods details on a format called Customs broker 10 minutes ‗barnama‘ and submits it to customs office; details on barnama include: truck number, driver name, customs broker name, goods description, truck weight 2. Goods details are manually entered on customs register and Customs 5 minutes ‗barnama number‘ is issued 3. Customs broker goes back to his office with barnama number and Customs broker 1 hour manually prepare Goods Declaration (GD); again comes to customs office with manually prepared GD (usually offices of customs brokers are located in Chaman city – 15 minutes drive from customs border office) 4. IGM number is issued manually Customs 10 minutes 5. Imports GD is submitted; customs clerk writes down details from Customs 10 minutes GD on a manual register 6. Using the ―One Customs‖ manual import declaration method the Customs broker 10 minutes customs broker visits Customs Facilitation Centre at BCP and presents the Goods Declaration Form 7. Goods Declaration is entered in the system by Customs PRAL 5 minutes Facilitation Centre staff; data entry is validated; each Goods Declaration Form is affixed with sequential ‗Machine Number‘ using special purpose Machine Number printers

Note: (i) Machine Number process also assigns Customs appraiser and examiner against each Goods Declaration Form to do further processing for clearance of the consignment; (ii) the current ―as-is‖ method gives a paper and electronic information; (iii) the Pakistan Customs ―WeBOC‖ system is not currently used in Chaman; (iv) number of visibly redundant steps

STEP 4: EXAMINATION 1. Imports GD is presented to DS who manually marks GD to Customs 10 minutes examiner irrespective of examiner marked by the One Customs System 2. Customs broker and examiner take Imports GD to the truck Customs 10 minutes parked in the examination shed 3. 10% of the goods are examined and the examination report is Customs 30 minutes recorded on reverse side of GD 4. What is the goods examination selection method: (i) percentage sample examination depending on type of goods; (ii) transaction risk management; (iii) real time entity based risk management; (iii) all goods sample inspection: Percentage sample examination depending on type of goods 5. Do the phytosanitary / veterinary check take place at this time too? Phytosanitary inspection takes place simultaneously whereas veterinary inspection does not take place at Chaman BCP

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Note: Duplication: Customs officer records the examination report on the reverse side of the Import GD and also in the ―One Customs‖ system.

SECONDARY 100% TRUCK AND GOODS INSPECTION Do Customs carry out any secondary vehicle and cargo physical inspections? Yes How many trucks are selected or detected for a 100% document and Customs 4 – 5 hours cargo inspection each day /month? Only on the basis of credible intelligence information, one truck per month (avg) undergoes secondary 100% truck and goods inspection How are trucks selected for a secondary 100% document and cargo Customs inspection: 1. Transaction based risk management? No 2. Real time entity based risk management? No 3. How do they identify and manage risk i.e. intelligence, volume of trade, trade patterns, high value goods, under declarations, wrong HS Code, origin, destination, etc.? No risk and / or selectivity criteria adopted 4. What is the number of prosecutions: (i) fraud; (ii) smuggling; and others? 2 to 3 cases per month during the peak imports season

1. Are all 100% secondary customs physical inspection carried out Customs in a safe and secure secondary inspection building / area: No 2. What is the average time taken to carry out a full 100% Approx 5 secondary document, vehicle and cargo physical inspection hours 3. Minimum time taken 4 hours 4. Maximum time taken 5 hours

STEP 5: ASSESSMENT OF CUSTOMS DUTY and TAXES 1. How long does the customs broker take to walk from the truck Customs 10 minutes location where examination performed to the Assessment Room? 2. How long on average does the complete import goods appraisal Customs 15 minutes take?

VETERINARY INSPECTION Veterinary inspection staff not posted at Chaman BCP. PHYTO SANITARY INSPECTION 1. How long does it take on average to carry out a phyto sanitary 10 minutes inspection? 2. How many phyto sanitary inspections get carried out each day? Nearly 70-80 such inspections per days 3. What types of phyto sanitary inspections get carried out? Secondary inspections 4. How do the phyto sanitary inspection staffs get alerted to carry out an inspection? They are informed by customs / traders 5. Which agency staffs are mandated to carry out phyto sanitary Plant Protection inspections? Dept.

STEP 6: CUSTOMS DUTY and TAXES PAYMENT 1. How long does it take the customs broker to travel to bank branch Customs broker 30 minutes to pay customs duty and taxes in the National Bank of Pakistan (NBP) booth? Nearest NBP branch is in Chaman city approx 2 kms from the customs border office 2. How long does it take in time to pay the customs duties and Bank 10 minutes; 30 taxes? min in waiting

3. Is there a Customs Guarantee method in operation? No STEP 7: RELEASE / OUT OF CHARGE

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1. Customs broker travels back to cash section at customs border Customs broker 30 minutes office and presents payment challan with bank stamp, as proof of paid duties and taxes. 2. Customs staff enters payment details in the register and allocates Customs 5 minutes manual cash number 3. Customs superintendant checks the documents and signs GD; Customs 5 minutes ‗Out of Charge‘ process is completed. 4. Customs inspector affixes stamp on copy of GD thereby meaning Customs 10 minutes that duties and taxes have been paid; stamped GD acts as ‗Gate Pass‘; no separate ‗Gate Pass‘ is issued

STEP 8: OUT OF GATE 1. Stamped GD is presented at check post FC 5 minutes 2. Details on GD are recorded in a manual register and truck is FC 10 - 15 allowed to proceed minutes

Agency Average EXPORT TRUCK PROCESS process time CHAMAN BCP APPROACH ROAD Truck arrives at FC check post where export documents are checked FC 10 minutes which includes Form-E, commercial invoice, truck registration book; no ‗Entry Pass‘ is issued

STEP 1: TRUCK WEIGHING (first weighing) Truck moves along the single entry lane towards weigh bridge Private 10 minutes Truck joins the queue to get weighed; approaches truck weigh bridge; Contractor 25 minutes waiting time? Truck weighing process average time 5 minutes Dimension check: None Truck International Vehicle Weight Certificate validity check (International Convention on Harmonization of Frontier Controls, 1982; Annexe 8): No Are all trucks weighed (100% weighing) or are some trucks selected for weighing and what management method is used to select trucks for weighing: (i) risk management; (ii) information; and (iii) intelligence? All trucks weighed (100% weighing)

NOTE: Weighing results are not very reliable due to calibration problems. STEP 2: EXPORT GOODS DECLARATION PROCESSING and FILING 1. Customs broker brings the paper Exports Goods Declaration Customs Broker 20 minutes (EGD) and support documents to Customs: (i) Form - E; (ii) Exporter‘s NTN Certificate; (iii) Commercial Invoice; (iv) Packing list; (v) Certificate of Origin and (vi) Weighing Slip 2. Customs broker takes EGD to Customs Facilitation Centre. EGD PRAL 5 minutes data is entered in One Customs System and verified; machine number is affixed on EGD 3. Customs clerk checks EGD and assigns manual EGD number – Customs 5 minutes also records EGD info on manual register (duplication) 4. Customs DS check the documents and assign examiner & Customs 3 minutes assessment officers manually on back of the EGD

STEP 3: EXAMINATION 1. The paper copy of the EGD is taken by customs broker and Customs 30 minutes examiner to the location where export truck is parked in customs examination shed area: (i) 10% of the goods are physically examined (ii) the customs examiner records examination report on the reverse side of the EGD and signs it; and (ii) the DS countersigns it on return to the customs office. 2. Do all exports get physically examined by Customs? 10% of the

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goods are examined on each export truck. In case of cement where exports consignment may consist of 20 or more trucks, randomly 3 – 4 trucks are examined.

NOTE: Anti-Narcotics Force staff not posted at BCP. 100% SECONDARY TRUCK AND CARGO INSPECTION Customs 5 hours Do Customs carry out a 100% physical inspection of the vehicle and cargo? Yes; only if prior credible intelligence information is available. Are all 100% secondary customs physical inspection carried out in a safe and secure secondary inspection building / area? Yes

NOTE: On average one truck in three months undergoes secondary 100% truck and goods inspection EXPORT VETERINARY INSPECTION Veterinary inspection staff not posted at Chaman. However the - inspection of animal meant for exports are carried out at Quetta. EXPORT PHYTO SANITARY INSPECTION 1. How long does it take on average to carry out an export phyto 15 minutes sanitary inspection? 2. How many phyto sanitary inspections get carried out each day? 30 per day 3. What types of phyto sanitary inspections get carried out? Secondary inspections 4. How do the phyto sanitary inspection staffs get alerted to carry out an inspection? They are informed by traders / customs 5. Which agency staffs are mandated to carry out phyto sanitary Plant Protection export inspections? Dept. STEP 4: APPROVAL 1. Escort Letter is issued bearing signatures of the examiner & DS Customs 15 minutes 2. EGD is checked by the exports superintendent and signed for Customs 10 minutes ‗Out of Charge‘ STEP 5: RELEASE / OUT OF CHARGE How long on average does the release / ―out of charge‖ process take? Customs 25 minutes STEP 6: OUT OF GATE 1. Do all documents get checked again at Friendship Gate? Yes, Customs 10 minutes exports documents manually checked include: (i) EGD; (ii) vehicle number plate; (iii) Escort Letter 2. Does security check takes place - truck registration and physical FC 5 minutes truck cabin checking? Yes Agency Average TRANSIT TRUCK PROCESS (OUT-BOUND) process time CHAMAN BCP APPROACH ROAD 1. Trucks carrying out-bound transit are processed 2 kms prior to Chaman BCP i.e. at Chaman city transit office; trucks are parked in a small yards with parking facility for 10 trucks, rest of the trucks are parked in a nearby private truck yard; no FC check post

STEP 1: TRANSIT CONSIGNMENT PROCESSING 1. Transit trucks are parked in truck parking facility at Chaman city Truck drivers 15 minutes transit office customs station 2. Customs broker takes documents from the truck; visits customs Customs 20 minutes office and presents a copy of Transit Declaration, weighing slip brought from Karachi and Form-A (container sealing details) 3. ‗Gate In‘ event is entered in the One Customs System for Transit Customs 5 minutes GDs filed in Karachi under One Customs System and in the WeBOC System where Transit GDs were filed in WeBOC System in Karachi. (NOTE: Gradually containerized transit consignments are being shifted from One Customs System to WeBOC at Chaman)

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STEP 2: DESEALING / REMOVING TRACKING DEVICE 1. Customs transit inspector travels to the truck along with customs Customs 10 minutes broker and checks customs seal affixed at Karachi sea port for any tampering. 2. Container seal is removed (de-sealed); customs seal is secured Customs 10 minutes and Form – A is updated 3. De-sealing information is entered in the system when inspector is Customs 5 minutes back in his office 4. Tracking device in un-mounted from the container and TPL 5 minutes information of the successful trip is sent to the system through EDI message for reconciliation purposes

NOTE: In case, seal is found broken / tampered then the Discrepancy Report is prepared and entered in the system. Examination is marked in such cases, but the incidence of such cases is rare. 100% examination of container is carried out in such cases which takes 4 -5 hours for the completion of the whole process.

STEP 3: TRUCK WEIGHING Truck now moves along the single entry lane to Chaman BCP where Truck driver 40 minutes weigh bridge is available Truck joins the queue to get weighed; approaches truck weigh bridge Truck driver 25 minutes Truck weighing process average time 5 minutes Dimension check: None Truck International Vehicle Weight Certificate validity check (International Convention on Harmonization of Frontier Controls, 1982; Annexe 8): No Are all trucks weighed (100% weighing) or are some trucks selected for weighing and what management method is used to select trucks for weighing: (i) risk management; (ii) information; and (iii) intelligence? All trucks weighed (100% weighing)

STEP 4: APPROVAL 1. Customs broker bring weighing slip to Chaman city transit office Customs broker 20 minutes and submit it to DS while truck is kept parked at Chaman BCP Customs 2. Gate pass is issued by DS Customs 10 minutes 3. Superintendant checks the transit documents and signs 5 minutes

NOTE: In case, variance in the weight of the container is found in excess of 10% when compared to the weight taken at Karachi sea port then the Discrepancy Report is prepared and entered in the system. Examination is marked in such cases, but the incidence of such cases is 2 -3 cases per month. 4 -5 hours take place in 100% examination process.

STEP 5: RELEASE / OUT OF CHARGE How long on average does the release / ―out of charge‖ process take? Customs 15 minutes STEP 6: OUT OF GATE 1. Do all documents get checked again at Friendship Gate? Yes Customs 10 minutes along with the Gate pass 2. Is there any security check at Friendship gate? Yes, truck FC 10 minutes registration papers and physical truck cabin checking takes place

Agency Average TRANSIT TRUCK PROCESS (IN-BOUND) process time STEP 1 ZERO GATE: TRUCK REGISTRATION AND DRIVER CHECK Time between entry of the truck from Friendship Gate to the first step FC 10 minutes in the control process: Registration book of Pakistan registered trucks is checked; for Afghan registered trucks, validity of road pass issued

Page 9 of 155 by Pakistan embassy at Kabul is checked

NOTE: No entry pass is issued for trucks at Chaman BCP

STEP 2: TRUCK WEIGHING (first weighing) 1. Truck moves along the single entry lane to join the queue to get Private 10 min; 25 min weighed; approach truck weigh bridge (distance: 400 m) Contractor in queue 2. Truck weighing process average time 5 min 3. Dimension check: None 4. Truck International Vehicle Weight Certificate validity check (International Convention on Harmonization of Frontier Controls, 1982; Annexe 8): No 5. Are all trucks weighed (100% weighing) or are some trucks selected for weighing and what management method is used to select trucks for weighing: (i) risk management; (ii) information; and (iii) intelligence: All trucks weighed (100% weighing)

NOTE: After weighing process, in-bound truck is taken to Chaman city Truck driver & 30 minutes customs office for further processing customs broker STEP 3:TRANSIT GOODS DECLARATION by customs broker Using the ―One Customs‖ manual transit declaration method the Customs broker 20 minutes customs broker visits Customs Facilitation Centre at Chaman city transit office and presents in-bound transit ‗Goods Declaration‘

1. IGM Number is issued manually Customs 5 minutes 2. Goods Declaration for transit is entered in One Customs System; PRAL 5 minutes data entry is validated; each Goods Declaration Form is affixed with sequential ‗Machine Number‘ using special purpose Machine Number printers

STEP 4: EXAMINATION 1. Transit GD is presented to DS who manually marks GD to Customs 10 minutes examiner 2. Customs broker and examiner take Transit GD to the truck for Customs 10 minutes examination 3. 5% of the consignments on truck are examined and the Customs 30 minutes examination report is recorded on reverse side of GD 4. What is the goods examination selection method: (i) percentage sample examination depending on type of goods; (ii) transaction risk management; (iii) real time entity based risk management; (iii) all goods sample inspection? Percentage sample examination 5. Do the phytosanitary / veterinary check take place at this time too? No

Note: Duplication: Customs officer records the examination report on the reverse side of the Transit Goods Declaration and also in the ―One Customs‖ system.

SECONDARY 100% TRUCK AND GOODS INSPECTION Do Customs carry out any secondary vehicle and cargo physical inspections? Yes How many trucks are selected or detected for a 100% document and Customs 4-5 hours cargo inspection each day /month? On the basis of credible intelligence, one truck in 2 – 3 months is required to undergo secondary inspection

NOTE: Average number of in-bound transit trucks per day is 3 – 4

How are trucks selected for a secondary 100% document and cargo inspection: 1. Transaction based risk management? NO

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2. Real time entity based risk management? NO 3. How do they identify and manage risk i.e. intelligence, volume of trade, trade patterns, high value goods, under declarations, wrong HS Code, origin, destination, etc.? Intelligence 4. What is the number of prosecutions: (i) fraud; (ii) smuggling; and others? Rare

1. Are all 100% secondary customs physical inspection carried out Customs in a safe and secure secondary inspection building / area: Yes 2. What is the average time taken to carry out a full 100% 4 hours secondary document, vehicle and cargo physical inspection? 3. Minimum time taken 3 hours 4. Maximum time taken 4 hours

STEP 5: SEALING OF CONTAINER 1. Customs inspector travels to the truck along with customs broker Customs 15 minutes to physically check the container number, truck number etc. as per declaration; also takes customs seal with him after getting it issued and recorded in the manual register 2. Customs inspector affixes customs seal on the container and Customs 15 minutes prepares Form-A which contains all the necessary information including Transit GD number, truck number, bonded carrier name, container number, customs seal number, date & time of sealing, sealed by, destination etc. 3. Customs inspector travels back to his office and enters Form-A Customs 10 minutes information in the One Customs System

STEP 6: RELEASE / OUT OF CHARGE 1. Gate pass is issued by DS Customs 5 minutes 2. Transit GD is checked and signed by the Superintendent for Customs 5 minutes release / Out of Charge STEP 7: OUT OF GATE 1. No formal gate available at Chaman city transit office; exit of Customs 5 minutes examination yard acts as informal gate where ‗Gate Pass‘ of in- bound transit truck is collected and is allowed to proceed

CUSTOMS AND BORDER CROSSING POINT PROCESSES Agency Indicate if in REDUCING DWELL TIMES AND INCREASING THROUGHPUT responsible place at the BCP or in a Examples of customs and border crossing point management strategy methods good practices which might help increase throughput and document reduce dwell times

Infrastructure and equipment sharing between customs and border No guards and others: (i) joint acquisition; (ii) sniffer dogs; (iii) non intrusive equipment; (iv) patrol cars; (v) IT; (vi) buildings such as admin, kitchens, rest rooms and inspection rooms. Professional truck driver visa at BCPs No Integrated Border Management (IBM) No Risk management and risk analysis: No 1. Transaction based risk management and risk analysis; 2. Real time entity based risk management: One Window No Single Window System (SWS) No Shared BCP buildings or co-located BCP buildings No Electronic Data Information exchange: (i) risk analysis; (ii) anti No smuggling; (iii) anti crime; (iv) operational; (v) risk assessment; (vi) sharing of information with other border agencies; (vii) data from other customs administrations and organizations such as Interpol and WCO and others; (viii) are there any interagency cooperation agreements and/ or cross border cooperation agreements:

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Pre Alert: import, export and transit No BCP queue management method No BCP peak time charging No RFID tracking of cargo container and truck No Customs due diligence low risk programme No Authorised Economic Operator (AEO) No Green Lane Red Lane management method No Joint analysis of work flows No Coordination of available space No Joint operations No Surveillance No Contingency planning for emergencies and other situations No Advance Rulings No BCP Memorandum of Understanding No Unique Consignment Reference (UCR) No Time Release Survey (TRS) No

ANNEX 2: CHAMAN BORDER CONTROL POINT EQUIPMENT AND INFRASTRUCTURE SURVEY FORM

BCP MANAGEMENT AND THROUGHPUT INFORMATION 1 When was the current BCP built? 1962 2 By which agency was the BCP built? Pak PWD 3 Last date when BCP rebuilt or improved: 2009-10 USAID 22 Light Poles, 3 Genset, 4 Acres flooring 4 BCP land size sqm: 26 Acre in total, 22 acre dispute with Army 4 Acre 5 Total number of BCP staffs and managers: Customs: 40 Border Guards: 30 Phyto Sanitary: 0 Quarantine: 0 Immigration: 3 Anti Narcotics: 0 Lavies force: 8 Other agencies:

TOTAL: 79 6 Average number of commercial trucks each day Import: 32000/year (Peak 250) Export: 150/ Year (decline each day) Transit: (i) inbound transit: 10/ Day (ii) outbound transit: 20/Day (iii) NATO: 7 Average number of passenger cars crossing each day 500 8 Average number of buses each day Large buses (30-45 plus seater): None Mini bus (6-12 seater): None 9 Average number of pedestrians crossing each day (not 150 (Immigration) passengers from vehicles) 10 Average number of local BCP residents crossing each day 5000 (special border area registered inhabitant) 11 Average number of other types of vehicles crossing each day: -Bullock carts (Donkey) 300

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-Vans 500 (Cars) -other please describe 12 Average number of declarations each day Export: 150 Import: 100 Transit: (i) inbound transit including APTTA; 10-15 (ii) outbound transit including APTTA: 20 13 What are the main export cargo types Loose Cargo (If, this can be listed by HS Code good, if not please describe) What is the average volume each day: -Tonnes -Value 14 What are the main import cargo types (If, this can be listed by HS Code good, if not please describe) What is the average volume each day: -Tonnes -Value 15 What are the main transit cargo types Vegetable Ghee, Black Tea, (If, this can be listed by HS Code good, if not please describe) Blankets, Art Silk Cloth, What is the average volume each day: -Tonnes -Value BCP LOCATION INFORMATION 16 Does the BCP location determine BCP congestion? Yes Please describe (BCP close to a village, restricted land site at the (Space constraint + traffic bottom of a valley, import and export traffic lanes converge on a regulation) bridge with two traffic lanes, etc): 17 Is there a minibus station close to the BCP? Yes (100 M) 18 Do taxis park near BCP entry and exit gates? No 19 Distance from BCP to nearest village and or town? 3 Km (Chaman City) 20 Distance from the BCP to an inland customs clearance depot 3 Km (Chaman City) (ICD) or Border Terminal? (kilometers) 21 Is adjacent land available for BCP expansion? Yes, Almost Flat Please describe how much and its gradient (flat or sloped) 28 Is all the BCP located on level ground? Yes 29 Are there electricity power lines crossing the site? No 30 Are there any public uses of the expansion land? No Are there any privately owned buildings on the current BCP site? No 31 Has the expansion land been re zoned for BCP use? Is there documentary evidence proving expansion land has been zoned for BCP use? Are there any private owned buildings or farms on the proposed No BCP expansion land (possible displacement challenge)? 32 Who owns the land? BCP APPROACH ACCESS ROAD Fit for purpose BCP approach road 33 BCP entry and exit security: 1. Are there straight traffic lanes or ―zig-zag‖ traffic lanes No approaching the BCP entry gate and leaving the BCP exit gate? 2. Are there concrete blast protection walls along side each No traffic lane(s)? 3. Is there a pneumatic gate inserted in each traffic lane? No 4. Are there reinforced emplacements for BCP security No (But Gabion Blocks) personnel close to the BCP entry and exit gates? 5. Other types of physical security (please describe)?

34 1. Number of highway traffic approach lanes to the BCP 2 2. What is the width of the BCP approach road (not including the 30 Feet ―hard shoulder‖)

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3. Is there adequate open land available each side of the BCP Yes approach road to widen the BCP approach road by: (i) one lane in and out; or (ii) two extra lanes for in and out? 4. Is there adequate open land to build several BCP approach Yes, Approx. 4 lanes and by how many? 5. Can the BCP approach road get widened for the following 500m distances: (i) 100m; (ii) 200m; (iii) 300m; (iv) 400m; or (v) 500m (If, more please describe the maximum distance the BCP approach road can get widened) 6. Please describe what types of building activities hinder Customs station, Immigration widening the BCP approach road (Please sketch the BCP Office, Tourist Hotel approach road activities and take photographs) 7. Is there private land either side of the BCP approach road, Yes please describe: 8. Is there a displacement challenge in case the BCP approach Yes (Tourist Hotel & Customs/ road needs widening? Immigration office)

35 What is the condition of the BCP approach road? Poor 36 What is the approximate width in meters of the BCP approach 6 feet road shoulder 37 Are there trucks and other vehicles parked on the approach road No shoulder causing congestion?

Are there trucks and other vehicles parked on the BCP approach Seldom road queuing to get inside the BCP Customs Control Zone (CCZ)?

38 Are trucks queuing with cars and buses? No 39 Approximate approach road traffic queue length in terms of meters No and kilometers?

What is the average daily traffic queue pattern? Customs Yard

At what times are the usual daily traffic queuing peaks? 03 PM-04 PM

When are the BCP import, export and transit seasonal peak August, Sept, Oct traffics? Please describe why the seasonal peaks occur Fresh Fruit

40 Peak time number of commercial trucks in the queue? Peak time buses Peak time cars Peak time pedestrians 41 Is there a BCP approach road traffic management scheme? No

If, there is a BCP approach road traffic management scheme what is it? 1. RFID tracking reader at gate? 2. Peak charging scheme? 3. other please describe

Which authority is responsible for building and maintaining the National Highway Authority BCP approach road?

Which authority(s) is responsible for managing the BCP approach Levies force, police road traffic control to: 1. reduce queuing times and to 2. reduce approach road congestion and to 3. ensure road traffic safety 4. other, please describe

42 Are there truck parking areas or a Border Terminal near the BCP? Custom Yard 1. Who owns the terminal / parking areas? Customs 2. Who manages the terminal / parking areas Customs

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43 Are there Border Crossing Point signs on the road, approx 1 to 2 No kilometers from the BCP and lane designation signs?

Is vehicle lane segregation enforced? How and which agency? No

BCP ENTRY INFRASTRUCTURE Fit for purpose BCP buildings 44 BCP Entry Gate: 1. Is there a BCP traffic lane entry gate? Yes 2. Which agency staff controls the BCP entry and exit gates? Frontier Corps 3. Are there Chemical and Biological and Radiation and Nuclear No (CBRN) detection equipment installed at the entry gate? 4. Is there a vehicle number plate scanner? Is the scanning No information linked to a database enabling real time decision making? 5. Entry gate physical security: is there a pneumatic security No, FC entry gate installed into the ground? Who operates this gate? 6. Is there tire puncture equipment? No 7. Is there blast protection concrete walling? Please describe: No 8. Other physical security equipment: please describe: Walk through

45 How many vehicle traffic lanes exist inside the Customs Control Two Zone (CCZ) of the BCP? 46 How many traffic lanes were open and in use during the visit? Two

How many traffic lanes were closed and why? None

47 How many dedicated truck lanes are in use? Two

48 Is there a dedicated truck fast track truck lane for: -Authorized Economic Operator (AEO) scheme (part of WCO No SAFE): -simplified procedure: No -fresh vegetables: No -or other scheme, please describe NA

Do an assorted range of vehicles use each traffic lane? No If, yes please describe.

49 Is there a dedicated bus lane? No

50 Are there any types of priority traffic lanes? -VIP No -Bilateral Agreement No -other please describe NA

51 Are there dedicated pedestrian lanes in operation? Yes Are pedestrian crossing lanes segregated from moving vehicles, Yes or are pedestrians crossing mixed with moving trucks, buses and cars? Are the segregated pedestrian crossing lanes fenced off from Yes other traffic?

52 Are car, truck and bus vehicle lanes fenced off from each other? No

53 Are BCP traffic lanes ―straight‖ (linear) or do the lanes have Linear ―herringbone‖ parking spaces?

54 Do car and truck drivers leave the vehicle to go to a number of Yes different kiosks to carry out passport, vehicle document and other

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primary inspections, blocking the traffic lane?

55 Are there vehicle bypass lanes in the BCP which vehicles use No when going to the secondary inspection area?

56 Is there space available to build extra lanes? Yes

57 Is there a Duty Free Shop in use or closed? No shop

Where is the Duty Free Shop located and does it interfere with the NA smooth flow of vehicle traffics?

BCP CANOPY / ROOF 58 1. Does the BCP have a canopy? Yes/No No 2. Is the entire Customs Control Zone (CCZ) of the BCP covered No with a canopy? 3. If, no what process areas are covered and which process Inspection, Parking, Waiting areas are open to the elements? 4. What is the height of the canopy? NA 5. Is the canopy built of steel or other material? NA 6. When was the canopy built? NA 7. What is the condition of the canopy? NA

BCP LIGHTING 59 EXTERIOR LIGHTING Fit for purpose task lighting

1. What are the types of the exterior BCP lighting for example High Pressure Sodium 2000 halogen, daylight bulb or florescent strip lighting; please also Watt describe watt size? 2. Are lights located on stanchions or fixed under the canopy / Poles roof? 3. Is there specialized lighting installed and operating at primary No and secondary vehicle and pedestrian checking / inspection areas and describe watt size? For example, is there day light type lighting installed allowing Customs and or border guard staffs to inspect and see inside open engine bonnet and rear car boot?

INTERIOR LIGHTING 1. Work / Task Lighting: are there specialized daylight bulb task Linear Fluorescent Lamps (36 lighting installed at customs and border guard passport Watts) or Compact Fluorescent control kiosks, or is it an ordinary light bulb (watt size?), Lamps (23 Watts) halogen or florescent strip lighting? 2. Are there lights installed and operating inside driver and No Interview rooms pedestrian interview rooms and describe type and watt size?

60 Are there lights located at ―No Man‘s Land‖? No

If, yes please describe location and types

PRIMARY COMMERCIAL VEHICLE AND CARGO CHECKING EQUIPMENT AND INFRASTRUCTURE 61 ENTRY TRAFFIC LANE AREA Fit for purpose safe and secure vehicle entry and exit management

(i) Entry gate detection equipment Is there Chemical Biological Radioactive and Nuclear (CBRN) No detection equipment installed and operating in each vehicle lane (multi lane type BCP) or at a one entry gate type BCP?

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(ii) Entry lane gate bars Are there automated entry gates? No Are there red / green ―traffic lane‖ control lights in each vehicle lane?

(iii) Entry gate check kiosks Are there kiosks or booths located at each vehicle check lane? No How many? Size and condition? Year installed? Does each vehicle primary control / check kiosks (booth) have passport computer scanners and ID cameras? What type of passport and visa scanner? Do they all have electric power connection?

Are there kiosks or booths located at each pedestrian check lane? No How many? Size and condition? Year installed? Does each pedestrian primary control / check kiosk (booth) have No computer scanners and ID cameras? What type of passport and visa scanner? Do they all have electric power connection?

(iv) Entry gate area canopy Is there a canopy over the entry gates? No When was the canopy installed? What is the condition of the canopy?

(v) Entry gate lane condition What is the quality condition of the ground surface? Bad and weak Tarmac? Concrete? Concrete Stone / brick? Other please describe:

(vi) other agency kiosks or booths located at the entry gate for vehicles and pedestrians Which agencies have kiosks or booths? Border Guards (Frontier Corps) How many? 2 Size and condition? 70‘x30‘ Steel Canopy Year installed? 2006 Do they all have electric power supply? Yes

(vii) What is the approximate area in sqm of the entry gate area?

(viii) Is there vehicle congestion in each vehicle lane? If, yes Seasonal describe how many vehicles waiting / queuing in each lane?

(ix) How many meters from the BCP entry gate to the control 400m kiosks / booths?

(x) Do Customs and Border Guards or other agency staff sit Only Border Guards together in a kiosk or booth and check driver passport and other documentation?

(xi) How many total border agency staffs are on average working 15 (on duty) to carry out the primary driver and cargo and vehicle (commercial truck) check?

(xii) Is there a vehicle diversion lane to a secondary vehicle No inspection area?

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(xiii) Are there vehicle bypass lanes which serve to allow trucks to No go around other vehicles in the same lane? (Does the one lane configuration of the BCP entry traffic lanes contribute to congestion and dwell time?)

(xiv) Is the primary check / entry gate area configured in a linear No lane (straight) or multi lane design?

(xv) Is the primary check / entry gate area configured using a No ―herringbone‖ design (diagonal vehicle parking)?

(xvi) Are all passport and customs and other agency processes No carried out in the primary vehicle check lane?

(xvii) Do truck drivers stay in their truck cabs or do they switch off They have to get out if not the engine and get out to passport control and to submit paper carrying ‗Ease Agreement‘ declaration to customs? Cards/ If Not Locals

(xvii) Are there segregated import, export and transit truck parking No and container storage areas? Number of designated truck parking areas, locations – size (taking into account maximum width and length of truck and container sizes). Type of parking areas i.e. herringbone.

(xvii) Do truck parking areas have electrical plug-in for refer No trucks/containers? If so, number of plug-in. Is there sufficient number to accommodate average number of refer trucks?

SINGLE WINDOW (SW) BUILDING

(i) Is the a Single Window building Yes/No (If no proceed to No the next section) (ii) Do truck drivers go to a Single Window building or do they walk from one agency kiosk or office to another agency kiosk / office and so forth (iii) If there is a Single Window building how many meters is it from the parked trucks in the entry lane (iv) What is the size of the building / office space (sqm) (v) When was the building built (vi) Is there a sit down area for truck drivers and for how many (vii) Are there rest room facilities for drivers (viii) Are there rest room facilities for female staff (ix) What is the sqm area designated for truck drivers (x) What is the sqm area designated for customs staffs (xi) What are the sqm areas for manager offices (xii) Does the SW building operations area have computer links with other areas of the BCP and with other customs functions such as risk management and others? Please describe (xiii) Does the SW building have dedicated electric power back up generating units? If, yes please describe (xiv) Is the SW building operations area designed to stop physical contact between customs staff, truck drivers and customs broker staff (xv) Which other agency staffs sit inside the SW operations area?

SECONDARY COMMERCIAL VEHICLE AND CARGO EXAMINATION EQUIPMENT AND INFRASTRUCTURE 62 Fit for purpose vehicle and container management and

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1. Does the secondary vehicle and cargo inspection area have a No safe and secure fence? What type? When was it installed? 2. Does the secondary inspection process have a dedicated No building complete with vehicle inspection pits? If yes when was it built? How large in terms of sqm and height? 3. Does the secondary inspection process area have a modern No tunnel type X-Ray scanning installation or does it have mobile scanning vehicles? What type is it? When was it installed? Is it in working order? How many vehicles can the X-Ray scanner scan during a 24 hour period? How many minutes do the X-Ray scanner takes to scan each 40 foot articulated truck with a container? 4. If, the BCP has mobile X-Ray scanners how many? When 01, 2006, No budget purchased? What type? Is there a diesel budget to operate the mobile scanner(s)? 5. Does the secondary inspection building have non intrusive No inspection tools? 6. Does the secondary inspection building have ―rummage No tools‖? 7. Does the secondary inspection building have a safe holding No area for truck and car drivers? 8. Does the secondary inspection building have an office for the No inspectors? 9. Does the office have computer access to the Risk No Management Unit and BCP manager? 10. Does the office have the equipment to make reports and No communicate with other staffs? If yes what equipment is used? 11. Are there separate inspection areas for veterinary and phyto- No sanitary examinations?

VEHICLE AND CONTAINER X-RAY SCANNING 1. Is there a tunnel X-Ray scanner on site? If, no proceed to the next station. 2. How do the secondary inspection staffs record their X-Ray scanning and physical inspection findings? What equipment is used for this process? 3. Does the tunnel X-Ray scanner operate 24/7? 4. Who decides to use the tunnel X-Ray scanner? 5. Does the secondary inspection building the X-Ray scanner have continuous electric power supply enabling 24/7 inspection and scanning process? 6. How many trucks on average wait queuing to get scanned? 7. What is the truck waiting area in sqm? 8. Does the tunnel X-Ray scanner building have lights allowing night time operation? 9. How long in minutes does it take to scan one 40 foot articulated truck with trailer? 10. How many vehicle X-Ray scans does the tunnel machine carry out each hour and day?

VEHICLE WEIGHING AND DIMENSION CHECKING

1. Does the BCP have a vehicle weighing machine: yes / no? Yes 2. How many vehicle weighing machines? 01 3. What type of vehicle weighing machine? 4. Does the weighing machine have vehicle dimension No measuring ability: yes / no? 5. When was the weighing machine installed? 2006 6. For what purpose is the weighing machine used? Exports, Imports

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7. Which agency staff operates the weighing machine? Private Contractor 8. How does the weighing machine record the information? Standalone computer/ Manual 9. How does the recorded information get communicated to NA those staff needing it? 10. How does the weighing machine archive information? NA 11. Where is the weighing machine located inside the Customs No, At entry/ Exit gate of Control Zone of the BCP? Customs station 12. What is the sqm size area of the weighing machine? 34 sqm 13. How long in minutes does the weighing machine take to carry 3-10 Mins out the weighing process? 14. How much did the weighing machine cost? No Known

BUS PASSENGER PROCESSING HALL 63 PRIMARY BUS PASSENGER CHECKING EQUIPMENT AND INFRASTRUCTURE Fit for purpose bus passenger management and detection

1. Is there a dedicated purpose built bus passenger processing No hall? 2. What is the sqm size of the building? Its Immigration building which also contain lodging for Immigration staff

3. How many passengers can the building process each hour? 80 4. What is the average amount of time to process each 1-3 Mins passenger (performance target)? 5. How many passenger processing lanes? 2 6. Does each passenger processing lane booth have Yes computerized passport and visa scanning? 7. Does each passenger processing lane booth have cameras to Yes photo each passenger and record the photo? 8. Does each passenger processing lane have a 250kgs outsize No luggage conveyor scanner? 9. What type is the baggage scanner: (i) maximum load weight; NA (ii) back scatter type; (iii) colour or other? 10. Is the luggage and outsize item scanner able to scan for: (i) NA metal objects; (ii) chemical; (iii) biological; (iv) radioactive; (v) nuclear; and (vi) explosive particulates? 11. Does each passenger processing lane have a hand held NA metal scanner? 12. Does each passenger processing lane have a hand held NA explosive particulate scanner? 13. When was the bus passenger processing hall built? NA 14. Who built the bus passenger processing hall? NA 15. How many agency staffs work in the passenger processing 3-4 hall? 16. Which agency is in charge of the bus passenger processing Immigration (FIA) hall? 17. Does the bus passenger hall have offices for agency staff and Yes, 800 sqm what is the sqm size of the office area? 18. Is the office area open plan (different BCP agency staffs sit in Closed door offices one open plan office) or does each agency staff sit inside a closed door office? 19. Is the import and export declaration method based on paper Yes documents? 20. If, yes how many paper documents are needed for: (i) import; and (ii) export; 21. How many official stamps are required to process: (i) import; and (ii) export? 22. How many official signatures are needed to process: (i) import; and (ii) export? 23. Is there a computerized import and export declaration system

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with the hardware to manage bus passenger declarations? 24. Please describe the type of software used and the hardware necessary to operate and manage declarations: 25. Is there a separate computer room? 26. What is the sqm size? 27. How many staffs work in the computer room during a typical shift? 28. Is the room air conditioned?

SECONDARY BUS PASSENGER CHECKING EQUIPMENT AND INFRASTRUCTURE 1. Are there safe and secure interview rooms? No 2. Are there the following detection equipments: (i) bank note No scanner; (ii) drugs testing kits: (iii) document paper scanners able to determine if documents or books have antiquarian value or as a result of the test shows the document or book is prohibited to be exported?; (iv) chemical testing; (v) biological testing; (vi) radioactive; and (vii) nuclear testing? PEDESTRIAN PRIMARY CHECKING 64 PRIMARY PEDESTRIAN CHECKING EQUIPMENT AND INFRASTRUCTURE 1. Is there a dedicated purpose built pedestrian processing hall Yes but it‘s a canopy not hall or area? 2. What is the sqm size of the building? 190 sqm 3. How many pedestrians can the building process each hour? 500-700 4. What is the average amount of time to process each 30 Sec-2 Mins pedestrian (performance target)? 5. How many pedestrian processing lanes? Are there 8, 4 + 4 segregated inward and outward pedestrian lanes? 6. Does each pedestrian processing lane booth have No computerized passport and visa scanning? 7. Does each pedestrian processing lane booth have cameras to No photo each pedestrian and record the photo? 8. Does each pedestrian processing lane have a 250kgs outsize No luggage conveyor scanner? 9. What type is the baggage scanner: (i) maximum load weight; NA (ii) back scatter type; (iii) colour or other? 10. Is the luggage and outsize item scanner able to scan for: (i) NA metal objects; (ii) chemical; (iii) biological; (iv) radioactive; (v) nuclear; and (vi) explosive particulates? 11. Does each pedestrian processing lane have a hand held Seldom but usually No metal scanner? 12. Does each pedestrian processing lane have a hand held No explosive particulate detector? 13. When was the pedestrian processing hall / facility built? 2006 14. Who built the pedestrian processing hall / facility? FIA, NADRA 15. How many agency staffs work in the pedestrian processing 3-6 hall? 16. Which agency is in charge of the pedestrian processing hall? BG (Frontier Corps) 17. Does the pedestrian hall have offices for agency staff and No what is the sqm size of the office area? 18. Is the office area open plan (different BCP agency staffs sit in NA one open plan office) or does each agency staff sit inside a closed door office? 19. Is the import and export declaration method based on paper documents? 20. If, yes how many paper documents are needed for: (i) import; and (ii) export; 21. How many official stamps are required to process: (i) import; and (ii) export? 22. How many official signatures are needed to process: (i) import; and (ii) export?

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23. Is there a computerized import and export declaration system with the hardware to manage bus passenger declarations? 24. Please describe the type of software used and the hardware necessary to operate and manage declarations: 25. Is there a separate computer room? 26. What is the sqm size? 27. How many staffs work in the computer room during a typical shift? 28. Is the room air conditioned?

SECONDARY PEDESTRIAN CHECKING EQUIPMENT AND INFRASTRUCTURE 1. Are there safe and secure interview rooms? No 2. Are there the following detection equipments: (i) bank note No scanner; (ii) drugs testing kits: (iii) document paper scanners able to determine if documents or books have antiquarian value or as a result of the test shows the document or book is prohibited to be exported?; (iv) chemical testing; (v) biological testing; (vi) radioactive; and (vii) nuclear testing? LABORATORY TESTING BUILDING 65 1. Does the Customs Control Zone of the BCP have a Customs testing laboratory 2. Is the laboratory in a separate building or is it located inside another functional building 3. What type of tests does the customs laboratory carry out 4. How many tests does the laboratory carry out on average each day 5. How many staff work in the lab 6. What is the sqm size of the lab 7. What test equipment does the lab have and when was it procured (please describe) 8. To what standards do the lab tests get carried out? 9. How does the lab record test results 10. How does the lab communicate test results BCP ADMINISTRATION BUILDING 66 1. Is there a dedicated BCP administration building / office No accommodation? 2. What is the approximate size of the BCP office building? NA 3. How many staffs and managers are accommodated inside the NA office building? 4. Do all the border control agency staffs and managers sit in NA one open plan office space (different BCP agency staffs sit in one open plan office)? 5. Do the border control agency staffs and managers sit in NA separate ―closed door‖ office buildings? 6. Do the border control agency staffs and managers sit in the same building but sit in separate ―closed door‖ offices? 7. Do customs broker, freight forwarding and other private industry personnel have unrestricted access to the BCP office building? 8. Do members of the public have unrestricted access to the BCP office building(s)? 9. Is there a security guard checking person ID before entering the BCP office building? 10. Describe what security facilities exist to control access to the BCP office building: secure door with ID card unlocking mechanism, metal doors, blast proof concrete blocks, guard(s) etc. 11. Are there rest room facilities and what is the sqm size? 12. Are there dedicated female rest rooms and what is the sqm No size? 13. Are there canteen facilities, and how many staff can it No

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accommodate during one shift meal sitting? 14. Are there interview rooms in the building? If yes please No describe how many, sqm size, and do the meeting rooms have secure doors and locking methods and interview recording equipment? 15. Are there detention facilities? If yes please describe the sqm No size, are there rest room facilities, female detention cells, medical facility? What is the security equipment used? 16. Is there a secure seizure storage facility on site complete with No computer inventory management equipment? What is the size? 17. Does the BCP admin building have a conference room: yes / No no? 18. What is the sqm size of the conference room? 19. How many persons does the conference room sit? 20. Does the BCP have a customs training room on site: yes / No no? 21. What is the sqm size of the customs training room? NA 22. How many staff does the training room sit? NA 23. Is there an e-learning room inside the admin building: yes / no No 24. What is the sqm size of the e-learning room? NA 25. How many staff does the e-learning room sit? NA 26. Does the e-learning room have computers and screens? NA 27. Does the e-learning room have internet connection? NA 28. Does the admin building have a customs library on site: yes / No no? 29. What is the sqm size of the library? NA 30. How many staff does the library sit? NA

OTHER BCP MANAGEMENT BUILDINGS 67 CONTROL ROOM 1. Is there a central BCP control room monitoring lane use and No other BCP functional areas? 2. How many agency staffs in the office? NA 3. Does the BCP monitoring room have CCTV? NA 4. What is the size of the control room? NA 5. Which agency staffs work in the control room? NA

68 STAFF DORMITARY 1. Is there a BCP customs staff dormitory building Yes 2. Is there a Border Guard dormitory building? Yes 3. Is there a dormitory for other agency staffs (please describe)? Yes, Immigration & Levies Force 4. What is the size of the total dormitory building? 5. How many beds in each dormitory? 6. Is there a dormitory for temporary assigned staff and if yes how large in sqm and how many beds?

69 COMPUTER BUILDING 1. Is there a BCP computer room or building? No 2. If, yes how large sqm? NA 3. What type of computer equipment does the computer building NA have, please describe? 4. How many staffs work inside the computer building? NA 5. What special considerations does the computer building have such as air conditioning temperature control and other, please describe?

70 ILLEGAL IMMIGRANT HOLDING AREA 1. Is there a border guard office and illegal immigrant holding No area? 2. Does the illegal immigrant holding area have rest rooms? NA

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3. Does the illegal immigrant holding area have female rest NA rooms? 4. Is there a dedicated female interview rooms? NA 5. What is the security equipment to lock and unlock and NA manage access to the illegal immigrant holding area? 6. Are there segregated sleeping facilities for illegal immigrants? NA 7. Are there CCTV cameras in the holding area? NA 8. Does the holding area have a working public telephone and NA working internet for illegal immigrants?

71 SNIFFER DOG KENNEL 1. Is there a dog kennel area: yes / no? No, but it‘s done in an open 2. If, no go to next section space 3. How many dogs are accommodated in the kennel? 1 4. What is the sqm size? In open space 5. When was the kennel built? 6. Which agency(s) manages the kennel? Border Guards 7. Does the kennel have a veterinary clinic: yes / no and please No describe sqm size? 8. Does the kennel have a dog training area: yes / no and please No describe sqm size? 9. How many dog handlers work at the kennel? 2 10. Is there a separate room to store dog food and prepare dog No meals inside the kennel, yes / no and please describe sqm size? 11. What is the sqm size of the kennel management office(s)? NA

72 POLICE 1. Is there a police station on site: yes / no? No, but a small police post 2. What is the sqm size of the police station? 200 3. How many police staff does the police station building 8 accommodate during a typical shift? 4. Does the police station facility have a separate armory? No

73 DETENTION FACILITY (Not to be confused with illegal immigration holding) 1. Is there a Customs and or Border Guard suspect detention No facility on site: yes / no? 2. What is the size of the sqm detention facility? 3. How many customs and other agency staff work in the detention facility in a typical shift? 4. How many detention cells does the detention facility have? Do cells contain toilet facility, wash basin? Are there separate cells for male and female? Size of cells? 5. How many detainees does the detention facility hold on average? 6. Are there detainee peaks: why and how many? 7. Is there a safe detainee transfer area inside the detention facility (where detainees get placed from cell into a vehicle)? 8. Is there CCTV inside and outside the detention facility? 9. Is there fencing around the detention facility, please describe type and height? 10. Are there rest rooms for detainees and staff inside? 11. Are there hand held metal detectors and other type of hand held detectors such as explosives:

74 ARMOURY 1. Is there an armory inside the Customs Control Zone of the No BCP? 2. What is the sqm size of the armory? 3. How many staffs work inside the armory? 4. Does the armory store ammunition in addition to weapons?

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5. What are the physical measures guarding the armory? 6. Does the armory have blast wall protection?

75 PHYTO SANITARY 1. Is there a phyto sanitary office on the site of the BCP? No 2. What is the sqm size of the office? 3. How many phyto sanitary staffs work inside the office in any one typical shift? 4. Are extra phyto sanitary staffs working inside the office during seasonal peaks? 5. Does the phyto sanitary office building(s) have a testing laboratory? 6. If, the building has a testing laboratory what is the sqm size? 7. How many staff work inside the testing laboratory? 8. What types of laboratory testing equipment does the lab have? 9. What types of laboratory testing equipment is lacking? (please describe type and cost)

76 CANTEEN 1. Is there a staff canteen on site: yes / no? No 2. What is the sqm size of the canteen? 3. How many staff can the canteen sit during a typical sitting? 4. Can the canteen sit one or two shifts at the same time? 5. What is the sqm size of the canteen kitchen? 6. What is the sqm size of the canteen ambient food storage area? 7. What is the sqm size of the canteen frozen food storage area? 8. Does the canteen have a visitor or VIP reception area: yes / no? 9. What is the size of the visitor / VIP area?

77 BANK 1. Does the Customs Control Zone of the BCP have a bank on No site: yes / no? 2. What is the sqm size of the bank? 3. How many persons work inside the bank during a typical shift? 4. Is the bank open 24/7; please describe opening hours: 5. What are the functions of the bank? 6. Is the bank private and does the bank pay rent and to whom? 7. What is the monthly rent each sqm? 8. Are there ATM machines on site?

CUSTOMS CASHIERS OFFICE 1. Is there a customs cashiers office or other type of payment No office on site: yes / no? please describe 2. What is the sqm size? 3. How many staffs work in the cashier‘s office during a typical shift? 4. What is the physical security equipment and infrastructure? 5. Does the office have a blast protection wall?

78 TELECOMMUNICATIONS 1. Is there a telecommunications building and or area on site? No 2. What is the sqm size? 3. How many persons work inside the room / building during a typical shift? 4. What equipment does the facility have? 5. Does the facility have a dedicated back-up power generator? 6. If, yes what type and size? (please describe):

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79 POWER SUPPLY 1. Is there electric power transmission equipment? Continuous No electricity supply for the entire site? 2. What is the sqm size? 3. What power equipment does the site have? 4. Does the BCP suffer from power cuts: yes / no 5. If, yes what are the reasons for the electric power cuts? 6. How many persons work at the power site during a typical shift?

80 STAFF RECREATION 1. Is there a staff recreation room and area? No 2. If, yes what is the sqm size? 3. How many people does the staff recreation safely accommodate? 4. When was the staff recreation centre / building built? 5. What facilities and equipment doe the staff recreation centre have?

81 ANIMAL INSPECTION PEN(S) 1. Is there an animal inspection pen? No 2. If, yes what is the sqm size? 3. How many animals can the animal pen accommodate? 4. Does the animal pen have a management building? 5. Does the animal pen have a veterinary building? 6. How many staffs does the animal have during a typical shift? 7. Which agency manages the animal pen?

82 WATER SUPPLY 1. Is there a water supply to the BCP site? No 2. Where does the water come from: pipe, tanker, etc (please Tanker describe): 3. Which agency is responsible to order (procure) the water? Self help, Usually private suppliers 4. Which agency is responsible to maintain and repair the water NA supply pipes and storage tank(s) on site? 5. Is there a water storage tank on site? Yes 6. If, yes what is the storage capacity? Small tanks in various buildings 7. Is it drinking water quality or technical water quality? Not tested yet 8. Which agency is responsible to supply water to the site? 83 MOSQUE 1. Is there a mosque on site: yes / no? No 2. What is the sqm size? 3. How many persons can the mosque accommodate? 4. When was the mosque built? 84 HELICOPTER LANDING AND TAKE OFF PAD 1. Is the there a heli pad on site? No 2. When was the heli pad built? 3. Is there dedicated equipment on the heli pad site: wind sock, ground to air radio communication, fire fighting etc? 85 Medical Centre / First Aid Post: 1. Is there a medical centre and or a first aid post: yes / no? No 86 FIRE FIGHTING 1. Is there a fire station on site: yes / no? No 2. What is the sqm size? 3. How many fire fighting machines in the building? When was the fire station built? OTHER BCP DETECTION EQUIPMENT 87 Do Customs use EDI? 88 Do Customs use RFID tags to track trucks?

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89 Customs drugs testing kit (SABRE 2000 type)? 90 Endoscope? 100 Is there an inbound and outbound container monitoring room which ensures ―first-in first out‖ management and also manages container tracking?

ANNEX 3: Draft Pakistan World Customs Organization SAFE Framework of Standards to secure and facilitate global trade transition plan

WCO SAFE Pillars Aims and objectives Tasks and measurable Competent Start Finish and Standards evidence authority date date Pillar 1: Customs to Customs 3.1 Customs to Customs Standards Standard 1: Customs must follow the 1. Mandate in place authorizing Lead: Integrated Supply integrated Customs ISCM; Customs. Chain Management control procedures 2. ISCM working group in place Others: (ISCM) outlined in the WCO and holding regular meetings NTF, NLC, Customs Guidelines on with set agendas; CoC; ISCM. 3. ISCM Action Plan prepared Customs To increase end-to-end and resourced and budgeted; Clearing national and international 4. ISCM pilot project prepared Union, supply chain security by and implemented in NTTFC; introducing a balanced participation with business; and others approach to security 5. ISCM full program roll out; measures and 6. Agree the percentage facilitations; to safeguard reduction of the time taken to shipments entering or export a container by 50% by leaving a customs 2019 as a result of using a territory from mutually recognized WCO manipulation or SAFE and AEO; interference by terrorists 7. Agree the reduction in the or criminals and to cost of exporting a container provide compliant traders by 20% by 2019; with greater facilitations; 8. Agree increase in exports and to increase both the by10% by 2019; level of protection 9. Agree the number of new achieved by customs jobs in the logistics industry controls and cooperation and other industries. between customs and business. Standard 2: Cargo Customs must have the 1. Ensure mandate and or the Lead: inspection authority written authority to Pakistan Customs Act articles Customs; inspect cargo originating, to inspect import, transit and Others: exiting and transiting or export cargo is in place and NTF, NLC, being transshipped complies with the provisions CoC, of the Revised Kyoto Customs Convention and any other Clearing trade and transport Union, and agreement; others 2. Ratify any necessary changes to import, transit and

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export legislation; 3. Implement changes to import, transit and export operational procedures based on the new ratified legal instruments Standard 3: Modern Non intrusive inspection 1. Customs develops and Lead: technology in (NII) equipment and implements Risk Customs. inspection equipment radiation detection Management (RM) either Others: equipment should be transaction based or ideally NLC, MoI, made available and used real time entity based RM; CoC, CCU, to carry out inspections 2. Customs develops and NTTFC, based on risk implements risk assessment NTF and assessment; and risk analysis; others Inspect high risk cargo 3. Customs ensures there is a and or transport vehicles Inter Agency Agreement without disrupting the flow (IAA) between all agencies of legitimate trade relevant to implement RM; 4. Create a Risk Management Unit; 5. Develop and implement Post Clearance Audit (PCA); 6. Ensure the Custom Training Centre develops and implements RM and PCA training courses complete with syllabuses and training materials and trained RM and PCA trainers. See also Standard 4 below Standard 4: Risk Customs must create a 1. Legal basis: create (i) a Lead: Management risk management system harmonized risk management Customs. systems to identify potentially high model; (ii) use measures Others: risk shipments and which identify high risk areas; NLC, CoC, automate the system; (iii) ensure there is a RM NTFFC, The RM system must mandate authorizing RM; and MoI, CCU, validate threat (iv) create an Inter Agency MoT, NTF assessments, make Agreement. and others targeting decisions and 2. Risk management process: implement RM good create (i) risk analysis skills practices. and system; (ii) how to treat Customs in partnership risk; and (iii) regular and as with business must needed RM monitoring and develop appropriate review. techniques for systematic 3. Cooperation: (i) internal risk identification and communication created implementation ensuring real time electronic of all measures needed to information exchange (EDI) limit exposure to risk, and and intelligence transfer; and to implement international (ii) external customs to and customs (C2C) ensuring EDI national strategies, in and customs to business accordance with the (C2B) communication relevant legislation, for created; and (iii) national risk the collection of data and analysis centre created. information, analyzing 4. Customs to business RM and assessing risks, partnership formally created.

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prescribing action and 5. Equipment, facilities and ICT: monitoring out comes in create and implement: (i) ICT order to facilitate improve RM systems which are ideally and streamline control working in a real time working procedures for high risk environment; (ii) vehicle X- and legitimate cargo. Ray scanning; (iii) weighing machines able to measure vehicle dimensions; 6. International good practice: (i) Australia Customs Service Risk Management based on real time entity based assessments1; (ii) Jordan Customs Golden List Program; (iii) risk analysis good practice includes: Finland, UK, Canada, New Zealand and the USA. Standard 5: Customs must use Customs must implement: Lead: Selectivity, profiling sophisticated methods to  Strategic intelligence; Customs. and targeting import, identify and target  Automated trade data; Others: transit and export potentially high risk  Anomaly analysis; NLC, CoC, cargo cargo, including – but not  Relative security analysis of a NTFFC, limited to – electronic trader‘s supply chain; MoI, CCU, information about import,  Customs to use the Customs MoT, NTF transit and export cargo Business Pillar certification and others shipments before they and validation of point of depart or arrive at the origin security method road, air or seaport reducing the risk, and border crossing point. therefore, the targeting score.  Increased number of detected cases of HS classification and revenue fraud as a result of using targeted physical inspection;  Increased number of import, transit and export cargo shipments getting simplified procedures and less number of physical inspections and no delay as a result of X-Ray scanning. Standard 6: Advance Customs must develop Customs must implement a Lead: Electronic Information and implement advance transition of several months Customs (ADI) electronic information in during which a 48 hour advance Others: time for adequate risk import, transit and export MOI, NLC, assessment to get carried notification from trader‘s and their NTTFC, out. service providers gets reduced to NTF, CCU 24 hours. etc International good practice cases in UK, Jordan and USA and Australia.

1 FBR visited Australian Customs Service during March 2014 with the objective of studying the their risk management system based on real time entity based assessments and their WCO SAFE framework and Authorized Economic Operator (AEO) system.

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Standard 7: Targeting Customs must start by Customs must use: and communication developing and using  Standardized sets of targeting national joint targeting criteria; and screening which will  Compatible communication help develop mutually and or information exchange recognized AEO controls mechanisms Standard 8: Customs must maintain Customs statistics must measure: Lead: Performance statistical reports that  Measure the subset of high Customs. measures contain performance risk shipments; measures including but  Measure the number of not limited to the number examinations of high risk of shipments reviewed. shipments carried out;  Examination of high risk shipments using non intrusive inspection technology;  Examination of high risk shipments by only using physical measures;  Record customs clearance times and positive and negative results;  The reports should be consolidated by the WCO;  International good practice includes using the WCO Time Release Survey (TRS) to record import, transit and export shipments. Standard 9: Security Customs must work with Customs must work to: Lead: assessments other competent  Prepare the legal or Customs. authorities to carry out operational basis to carry out Others: security assessments security assessments which NTF, MOJ, which involve the may include working to NLC, CoC, movement of goods in the overcome perceived NTFFC, international supply chain institutional ―islands‖ of MoI, CCU, and commit to solving responsibilities; MoT and identified security gaps.  Create the legal or rule based others authority so Customs can with other competent authorities carry out security assessments of goods;  Train Customs staffs to carry out security assessments;  Create the Customs management and operational method to administer and carry out security assessments. Standard 10: Staff Customs must have a Customs must manage an anti integrity program to prevent, corruption program including but detect and prosecute not limited to: cases of suspected,  Develop and implement a recorded and proven staff Ethics Code based on lapses in employee the (Revised) Arusha integrity. Declaration (Declaration of

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the Customs Cooperation Council Concerning Good Governance and Integrity in Customs);  Develop and implement a customs anti corruption strategy and policy which includes: exercising strong political will, establish credibility, launch a direct assault on corruption ―sinners‖, attract new staff, limit the State‘s role, adopt unconventional methods, get close coordination, use tailored examples from international good practice, use modern technology, and use communications.

For international good practice integrity examples please see (i) Georgia Customs anti corruption case study; (ii) EU Working Groups on Trade Facilitation and Customs Procedures and on Security and Safety and the Fight Against Fraud. Standard 11: Customs must carry out Customs must put in place: Lead: Outbound security export shipment security  Policy directive; Customs inspections inspections of high risk  Implement management and Others: cargo and of transport operational procedures; NLF, MOI vehicles at the  Train staffs and managers; reasonable request of the  Create an acceptable importing country Customs reporting and Customs administration. certification method which includes securely electronically sending the information and certification to other Customs administrations. 3.2: Technical Specifications for Implementing the Standards Standard 1: Customs must follow the Customs must develop and Lead: Integrated Supply integrated Customs implement: Customs. Chain Management control procedures as  Legal authority that will allow Others: outlined in the World Customs to request the NTF, MOJ, Customs Organization's advance electronic NLC, CoC, (WCO) Customs submission to Customs of NTFFC, Guidelines on data from the exporter and by MoI, CCU, Integrated Supply Chain the carrier for security risk- MoT and Management (ISCM assessment purposes; others Guidelines).  The integrated Customs

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The legal and C2C control procedures involve requirements are cross-border co-operation supported by WCO- between Customs developed instruments: (i) administrations on risk Guidelines for the assessment and Customs Development of National controls, to enhance the Laws for the Collection overall security and the and Transmission of release process, that require Customs Information; (ii) a legal basis. This will take the Model Bilateral medium to long term Agreement; and the transition taking into account International Convention the regional environment; on Mutual Administrative Customs must implement Assistance in Customs controls: Matters (Johannesburg  Customs controls must Convention). As part of comply with The Revised this co-operation, Kyoto Convention General Customs must in the Annex (Standard 6.1) that all medium to long term goods, including means of agree on mutual transport, which enter or recognition of leave the Customs territory, control/inspection results shall be subject to Customs and AEO programmes. control. For the purpose of Standard 1, the integrity of the consignment has to be ensured from the time the goods are loaded into the container, or if not containerized, onto the means of transport until they have been released from Customs control at destination;  Risk assessment: In the integrated Customs control chain, Customs control and risk assessment for security purposes is an ongoing and shared process commencing at the time when goods are being prepared for export by the exporter and, through ongoing verification of consignment integrity, avoiding unnecessary duplication of controls. To enable such mutual recognition of controls, Customs should agree on consistent control and risk management standards, the sharing of intelligence and risk profiles as well as the exchange of Customs data, taking into account the work which has been carried out

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within the context of the WCO Global Information and Intelligence Strategy. Such agreements should foresee the possibility of joint monitoring or quality control procedures to oversee the adherence to the standards;  Controls at departure: Customs at the office of departure must take all necessary action to enable the identification of the consignment and the detection of any unauthorized interference along the supply chain. In respect of maritime containerized consignments, any such screening or further action should be based on risk management principles and should be taken prior to loading the container onto the ship. The ISPS Code (b1 630- 37) describes in broad terms the measures which should be taken by the port facility;  Customs must get Customs administrations along the supply chain to agree to use an electronic messaging system to exchange Customs data, control results and arrival notifications, in particular for high-risk consignments. If, necessary Customs should modify their enabling statutory authority so that they can fully screen high-risk cargo;  Container sealing: to achieve supply chain security and the integrated Customs control chain, and to ensure secure movement from stuffing of the container to the release from Customs control at the destination, Customs should apply a seal integrity program as detailed in the revised Guidelines to Chapter 6 of the General Annex to the Revised Kyoto Convention. Such seal integrity programs, based on the use of a high-

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security mechanical seal as prescribed in ISO 17712 at the point of stuffing, include procedures for recording the affixing, changing and verification of seal integrity at key points, such as modal change;  Customs should facilitate the voluntary use of technologies to assist in ensuring the integrity of the container along the supply chain such as GPS and RFID;  Unique Consignment Reference (UCR): Customs should apply the WCO Recommendation on the UCR and its accompanying Guidelines. The TA8405 project includes the use of the UCR in its ICT and SWS recommendations. Customs must implement import, transit and export data submission methods:  Export Goods declaration: The exporter or his/her agent should submit an advance electronic export Goods declaration to the Customs at export prior to the goods being loaded onto the means of transport or into the container being used for their exportation. For security purposes Customs should not require the advance export Goods declaration to contain more than the details listed in the Annex. The exporters have to confirm to the carrier in writing, preferably electronically, that they have submitted an advance export Goods declaration to Customs. Where the export Goods declaration was an incomplete or simplified declaration, it may have to be followed up by a supplementary declaration for other purposes such as the collection of trade statistics at a later stage as stipulated by the national Customs law;

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 Import Goods declaration: The importer or his/her agent should submit an advance electronic import Goods declaration to Customs at import prior to arrival of the means of transport at the first Customs office or, for maritime container shipments, prior to loading. For security purposes, Customs should not require more than the details listed in the Annex. Where the import Goods declaration was an incomplete or simplified declaration, it may have to be followed up by a supplementary declaration for other purposes such as duty calculation or the collection of trade statistics at a later stage as stipulated by national law. The Authorized Supply Chain provides the possibility to integrate the export and import information flows into one single declaration for export and import purposes, which is being shared between the Customs administrations concerned;  Cargo declaration: The carrier or his/her agent should submit an advance electronic cargo declaration to Customs at export and/or at import;

Maritime and seaport Customs need to:

 For maritime containerized shipments the advance electronic cargo declaration should be lodged prior to the goods/container being loaded onto the vessel. For all other modes and shipments, it should be lodged prior to arrival of the means of transport at the Customs office at export and/or import. For security purposes, Customs should not require more than the details listed in Annex II to the WCO SAFE

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Guidelines. The advance cargo declaration may have to be followed by a supplementary cargo declaration as stipulated by national law;  Vessel Stow Plan: Customs may require the vessel operator, or ―carrier‖, to submit via electronic data exchange system advance vessel stow plans (VSPs) to the Customs at import prior to the arrival of the means of transport at the first Customs office. Vessels that are not transporting containers are exempt from providing a VSP. Since VSPs apply only to the maritime mode, the advance stow plans should be received via electronic data exchange system by the Customs office at import no later than 48 hours after the carrier‘s departure from the last foreign port. For voyages less than 48 hours in duration, the VSP should be submitted prior to the vessel‘s arrival at the first Customs office;  Container Status Messages: Customs for maritime transport may require the carrier to submit container status messages (CSM) to report terminal container movements and to report changes in the status of the containers. The CSM are required for all containers, including empty containers, destined to arrive within the limits of the Customs office at import no later than 24 hours after the message has been entered into the carrier‘s system. There is no requirement that carriers create or collect any CSM that the carrier does not otherwise create or collect it‘s owned and maintain in its electronic equipment tracking system. Of note, carriers are

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exempt from the CSM requirement for bulk and break bulk cargo;  ―No load‖, ―No unload‖ notification: Customs should establish a system whereby notifications will be issued only for those consignments which cannot be loaded or unloaded. Such notifications should be issued within a specified time following the submission of data needed for risk assessment. Customs must give a time limit for maritime, air, rail and road cargo pre arrival notification:  Time limit: The exact time at which the Goods and Cargo declarations have to be lodged with Customs at either export or import should be defined by national law after careful analysis of the geographical situation and the business processes applicable for the different modes of transport, and after consultation with the business sector and other Customs administrations concerned. Customs should provide equal access to simplified arrangements to AEOs regardless of the mode of transport. However, in order to ensure a minimum level of consistency and without prejudice to specific situations, Customs should not require the advance declarations to be submitted more than: Maritime Containerized cargo: 24 hours before loading at port of departure which is also compliant with the IMO FAL Convention; Bulk/Break bulk: 24 hours before arrival at first port in the country of destination Air Short haul: At time of ―Wheels Up‖ of aircraft. Long haul: 4 hours prior to arrival at the first port in the country of

Page 37 of 155 destination. Rail 2 hours prior to arrival at the first port in country of destination. Road 1 hour prior to arrival at the first port in country of destination.

Customs must stipulate C2C data exchange and that their IT systems are compatible with the WCO Data Model:

 Exchange of information for high-risk consignments as part of the integrated Customs control chain, Customs administrations along the supply chain must consider Customs-to- Customs data exchange, in particular for high-risk consignments, to support risk assessment and facilitate release. Such an electronic messaging system could include the exchange of notifications about the export transaction, including the control results, as well as a corresponding arrival notification. National legislation must contain provisions to allow Customs to transmit information they collect for their purposes to other Customs administrations. If not, such provisions must be developed and enabled. The Guidelines for the Development of National Laws for the Collection and Transmission of Customs Information may be used as a basis to develop these provisions. In addition, existing WCO tools such as the Johannesburg Convention and the Model Bilateral Agreement may serve as a basis to exchange information on high-risk goods;  WCO Data Model: Customs should ensure that their IT systems are interoperable

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and are based on open standards. To this end, Customs should use the WCO Data Model, which defines a maximum set of data for the accomplishment of export and import formalities. The Data Model also defines the electronic message formats for relevant Cargo and Goods declarations. The WCO Data Model includes all the data elements listed in the WCO SAFE Annex that may be required by way of advance information for security purposes.

Note: TA8405 ICT experts confirm WeBOC developed based on the Data Model.

Customs must initiate and manage an Authorized Supply Chain by:  Authorizing Economic Operators AEOs who meet criteria specified by Customs. Participants in an AEO program should reasonably expect to participate in simplified and rapid release procedures on the provision of minimum information. The criteria to participate must include having an appropriate record of compliance with Customs requirements, a demonstrated commitment to supply chain security by being a participant in a Customs-Business partnership program, a satisfactory system for managing their commercial records and financial viability. In order to enhance supply chain security and harmonization of Customs procedures Customs administrations should seek mutual recognition of AEO status between or among programmes. The Jordan Customs ―Golden List‖ low

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risk compliance program demands company and service provider participation includes having successfully passed a Post Clearance Audit and producing internal company customs procedure manuals which must be approved by Customs;  Authorized Supply Chain: Customs must approve all participants in an Authorized Supply Chain; a concept under which all participants in an international trade transaction are approved by Customs as observing specified standards in the secure handling of goods and relevant information. Consignments passing from origin to destination entirely within such a chain would benefit from an integrated cross border simplified procedure, where only one simplified declaration with minimum information would be required for both export and import purposes.

Customs must develop and use national ratified legal instruments which regulate:  Risk management and export controls;  The use of a UCR;  Who has to provide the information and who is legally liable;  Which information would have to be requested from whom for risk assessment ensuring that information is submitted only once;  To whom this information has to be transmitted;  When and at what point in the trade process the information has to be provided;  How the information has to be provided;  What simplification and facilitation Customs will give to AEOs and secure

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economic operators;  How the information received will be used and protected. Standard 2: Cargo Custom must have the Customs must not interpret the Lead: Inspection Authority mandated authority to inspection mandate to carry out Customs. inspect cargo originating, 100 per cent physical inspection. Others: exiting and transiting or Instead customs must use risk NTF, MOJ, being transshipped. management to select high risk NLC, CoC, cargo. NTFFC, MoI, CCU, MoT and others Standard 3: Modern Customs must use non Currently Customs is using out Lead: inspection equipment intrusive inspection dated X-Ray scanning equipment Customs. and technology equipment and radiation to carry out 100 per cent Others: detection equipment inspection; NTF, MOJ, when carrying out Customs does not have a NLC, CoC, inspections. The program to identify high risk NTFFC, equipment should be cargo; MoI, CCU, used to inspect high risk Customs does not have a MoT and cargo and transport program to identify legitimate others vehicles and trailers cargo and transport vehicles; without disrupting the flow Current process and inspection of legitimate cargo. disrupts and delays all import, transit and export cargo flows; Donor and FBR initiatives exist to reduce delay using modern non intrusive inspection technology to inspect cargo and transport vehicles; FBR must use risk management and use the Unique Consignment Reference (UCR); FBR must use the WCO Data Bank on Advanced Technology and Guidelines on the Purchase and Deployment of Scanning /NII equipment as part of the SAFE Package. Standard 4: Risk Customs must create a  Objective: Customs should management risk management system use transaction based risk systems to identify high risk cargo management and ideally real and transport vehicles time entity based risk and automate the system. management. The objective The system must have a is to assess the threat as method to validate threat soon as possible; assessments and enable  RM good practices: Customs managers and staff to must use international good make targeting and practice risk management selectivity decisions and which includes developing to use good practices. and using an automated selectivity system. Examples of good practice can be found with the Australia Customs Service, USA, UK and other

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customs administrations;  WCO Global Information and Intelligence Strategy: Customs must incorporate into a RM system the ability to collect information, process and disseminate the information. The intelligence function coupled with Standardized Risk Assessments which produce risk indicators for Customs targeting and screening of cargo and transport equipment is contained in the WCO Global Information and Intelligence Strategy;  References: The WCO Risk Management Guide, the WCO Global Information and Intelligence Strategy, WCO Standardized Risk Assessment and General High Risk Indicators should be used eliminating the need to reinvent the basics of good risk management policies and operational practices.

Standard 5: Customs must use  Customs must ensure they Lead: Selectivity, profiling sophisticated methods to use a customs computer Customs. and targeting identify and target system which incorporates all Others: potentially high risk the requirements to enable NTF, MOJ, cargo, including - but not Customs to achieve NLC, CoC, limited to - advance selectivity, profiling and NTFFC, electronic information targeting; MoI, CCU, about cargo shipments to  Customs must use the MoT and and from a country before Customs – Business Pillar others they depart or arrive; certification and validation of strategic intelligence; point of origin. automated trade data; anomaly analysis; and the relative security of a trader‘s supply chain. For example, the Customs- Business Pillar certification and validation of point of origin security reduces the risk, and therefore, the targeting score. Standard 6: Advance Customs must require Computerization: send advance Lead: Electronic Information advance electronic export, transit and import Customs. (AEI) information in time for risk notification using electronic Others: management to take exchange of information in the NTF, MOJ, place. Customs computer system; NLC, CoC,

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Revised Kyoto Convention ICT NTFFC, Guidelines: The Standards 7.1, MoI, CCU, 6.9, 3.21 and 3.18 of the General MoT and Annex to the Revised Kyoto others Convention require Customs to apply Information and Communication Technologies (ICT) for Customs operations, including the use of e-commerce technologies. For this purpose, the WCO has prepared detailed Guidelines for the application of automation for Customs. These Kyoto ICT Guidelines should be referred to for the development of new, or enhancement of existing, Customs ICT systems. In addition, Customs are recommended to refer to the WCO Customs Compendium on Customs Computerization. Pakistan customs is developing WeBOC and using the guidelines but it is not certain at this stage what the status is concerning a Government eCommerce program; Use of economic operators‘ systems: The ICT Guidelines also recommend the possibility to use economic operators‘ commercial systems and to audit them to satisfy Customs‘ requirements. In particular in the context of the Authorized Supply Chain, the possibility for Customs to have online access to the commercial systems of the parties involved, once any confidentiality or legal issues have been resolved, would provide enhanced access to authentic information and offer the possibility for far-reaching simplified procedures. Another example is Cargo Community Systems (CCS) where in ports or airports all parties involved in the transport chain have established an electronic system by which they exchange all relevant cargo and transport related data. Provided that these systems contain the necessary particulars

Page 43 of 155 for Customs purposes, Customs should consider participating in such systems and extracting the data required for their purposes; Electronic data-exchange standards: The Kyoto Convention ICT Guidelines recommend to Customs to offer more than one solution for the electronic exchange of information. While EDI using the international standard UN/EDIFACT is still one of the preferred interchange options, Customs should also look at other options such as XML. Depending on the risks, expected volumes of transactions and types of business involved, even the use of e-mail and telefax could provide a suitable solution; WCO Data Model: Economic operators required to submit Cargo and Goods declarations to Customs based on the data sets of the WCO Data Model should use the electronic message specifications of the WCO Data Model; ICT Security: Customs must prepare an ICT security strategy which includes information confidentiality, avoidance of repudiation at origin or receipt. Customs should use the Kyoto ICT Guidelines; Digital signatures: essential for a supply chain security strategy. Digital signatures, or Public Key Infrastructure arrangements, can play an important role in securing the electronic exchange of information. The integrated Customs control chain includes the possibility that traders can submit their declarations in advance to both the Customs administration at export and to the Customs administration at import. It would be beneficial if economic operators would also benefit from mutual recognition of digital certificates. This would allow the economic operator to sign all electronic messages to those

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Customs administrations having accepted to recognize this certificate. This cross-border recognition of digital certificates can help increase security but, at the same time, provide significant facilitation and simplification for the trader. For this purpose, Customs administrations are encouraged to apply the WCO Recommendation concerning the electronic transmission and authentication of Customs and other relevant regulatory information; Capacity building: Customs must request assistance in developing or acquiring the requisite automated systems and Customs must have the political will to implement the SAFE Framework; Data privacy and data protection: The exchange of data between Customs or with the private sector as requested by Customs should be initiated only after consultation between the government entities concerned about the necessary data privacy and data protection. Data privacy and data protection legislation is enacted in order to protect the individual's right to privacy, trade confidentiality and to allow individuals to have access to their personal data held to verify its accuracy. The FBR must ensure national legislation must contain provisions that specify that any data collected and or transmitted by Customs must be treated confidentially and securely and be sufficiently protected, and it must grant certain rights to natural or legal persons to whom the information pertains. Customs can use the provisions for data protection and confidentiality in existing WCO tools such as the Johannesburg Convention and the Model Bilateral Agreement.

Note: Pakistan currently does not have a Confidentiality of Information Law. Standard 7: Targeting Customs should provide Customs must ensure other Lead:

Page 45 of 155 and communication for joint targeting and agencies participate in joint Customs. screening, the use of targeting and that criteria and Others: standardized sets of protocols are in place enabling NTF, MOJ, targeting criteria, and joint targeting and screening. NLC, CoC, compatible NTFFC, communication and/or Customs should use the following MoI, CCU, information exchange documents: MoT and mechanisms; these others elements will assist in the  WCO Global Information and future development of a Intelligence Strategy: chapter system of mutual IV includes provisions for recognition of controls. Standardized Risk Assessments;  WCO Standardized Risk Assessment: has 5 risk indicator clusters;  WCO General High Risk Indicator: headings for the document are: Details of the carriers manifest; Identification of high-risk country; Commodity and transportation factors that may indicate high-risk conditions; Known high-risk commodities used for concealment purposes; List of dangerous goods that may be potentially used in a terrorist attack; and factors which may reflect high-risk, such as container, importer/exporter and shipper;  WCO Handbook for Customs Officers on Risk Indicators – Factors for Intellectual Property Infringement: contains a list of factors indicating a high risk for piracy and counterfeiting. These 17 risk indicators are intended to be a standardized set of targeting criteria and to be used by front-line Customs officers to help them determine which shipments present a high risk of potential intellectual property rights violations; and  Legal considerations: Joint targeting and screening are activities that can be carried out by Customs to increase their effectiveness in ensuring the security of shipments and

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in combating trans-border organized crime although this might be an aim which is difficult to achieve in the current security environment. Nevertheless, the rules and conditions for joint efforts are outlined in WCO tools such as the Johannesburg Convention and the Model Bilateral Agreement; containing provisions that support international or bilateral co-operation. Standard 8: Customs should maintain  Customs should start regular Lead: Performance statistical reports that use of the WCO Time Customs. measures contain Release Study (TRS) to get Others: performance measures statistical data which it should NTF, MOJ, including, but not limited use to get improvements to NLC, CoC, to, the number of border crossing point import, NTTFC, shipments reviewed, transit and export process the subset of high-risk performance; MoI, CCU, shipments, examinations  Customs should train a cadre MoT and of high-risk shipments of staffs to carry out regular others conducted, TRS. examinations of high-risk shipments by non- intrusive inspection technology, examinations of high-risk shipments by non-intrusive inspection and physical means, examinations of high-risk shipments by physical means only, Customs clearance times and positive and negative results. Those reports should be consolidated by the WCO. Standard 9: Security Customs should work Customs should initiate a Lead: assessment with other competent mandate under which Customs Customs. authorities to carry out and the other competent Others: security assessments authorities carry out security NTF, MOJ, involving the movement assessments and prepares the NLC, CoC, of goods in the operational protocols how to fill NTTFC, international supply chain the gaps. MoI, CCU, and to commit to MoT and resolving identified gaps others expeditiously. Standard 10: Customs and other To reduce corruption Customs Lead: Employee integrity competent authorities must consider using the following: Customs. should create a program  WCO Revised Arusha Others: to prevent lapses in Declaration: the pre-eminent NTF, MOJ, employee integrity and to source of guidance for NLC, CoC, identify and combat Customs to install anti- NTTFC,

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breaches in integrity to corruption systems; MoI, CCU, the extent possible.  Training: Security and MoT and facilitation along the global others supply chain require highly trained and motivated staff in Customs as well as in all other parties involved in the supply chain. Customs have to ensure that all levels of staff are regularly provided with the necessary training to build up and maintain the skills required to perform effective and efficient Customs controls and to operate in an electronic environment;  Staff Code of Conduct and Ethics Code;  Internal audit and investigations;  Staff recruiting procedure which is not based on payment to get into the Customs service;  Consider staff remuneration in line with other civil service rates;  Enhance Customs careers;  Use anti corruption good practices such as Georgia Customs and others. Standard 11: Customs should carry out  Examination on request: Lead: Outbound security outbound security When a Customs Customs. inspections inspection of high-risk administration, in applying Others: cargo and/or transport risk assessment, has reason NTF, MOJ, conveyances at the to believe that cargo and/or NLC, CoC, reasonable request of the transport conveyances NTTFC, importing country. destined to any of its ports of MoI, CCU, entry may represent high risk, MoT and it can request the Customs others administration of the outbound country to conduct an examination, preferably prior to loading;  Legal considerations: Among other administrative arrangements, WCO tools such as the Johannesburg Convention and the Model Bilateral Agreement make it possible for a Customs administration to request another Customs administration to carry out

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such an activity. Pillar 2: Customs to Business (C2B) 4.1 Customs to business (C2B) standards Standard 1: AEOs involved in the  Customs must start an AEO Lead: Partnership international trade supply self assessment program; Customs. chain will engage in a self  Customs must decide Others: assessment security standards against NTF, MOJ, process measured which the AEO self NLC, CoC, against pre-determined assessment will be NTTFC, security standards and measured; MoI, CCU, best practices to ensure  Customs should carry out MoT and that their internal policies audits of each trader and others and procedures provide service provider applying to adequate gain AEO status and safe guards against certification. Only applicants compromise of their passing an audit will be supply chains until cargo assessed for AEO status; is released from Customs  Customs must decide which control at destination. benefits they will give AEO participants;  AEO applicants must compile written manuals on how they carry out their procedures;  Good practice internal company written procedure manual examples exist in Jordan and in the USA. Standard 2: Security; AEOs will incorporate  Customs must approve the pre-determined security written security procedures; best practices into their  Customs must check the existing business security procedures are practices. carried out at the applicants premises;  AEO applicants must prepare procedure manuals which include security procedures. Standard 3: Customs must together  Customs must decide which Lead: Authorization with representatives from benefits they will give AEO Customs. the trading community certified members such as Others: design validation simplified procedures, NTF, MOJ, processes or quality deferred payment times, NLC, CoC, accreditation procedures designated traffic lanes, and NTTFC, that offer incentives to pre release of imports etc; MoI, CCU, businesses through their  Trading companies and their MoT and status as AEOs. Note: if service providers must others business does not engage with Customs to perceive benefits of the discuss and agree AEO AEO method they will not benefits; invest time and money.  Customs and the trading community must agree how to achieve ―end to end‖ AEO supply chains;

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 Customs must decide on what grounds AEO status is removed. Standard 4: All parties will maintain  AEO applicants must have Lead: Technology cargo and container secured container loading Customs. integrity by facilitating the areas; Others: use of modern  Container stuffing staffs NTF, MOJ, technology. should be vetted to ensure NLC, CoC, they have not been NTTFC, compromised and do not MoI, CCU, have a record of previous MoT and convictions; others  Customs should check the secured container stuffing and handling areas at AEO applicant premises to ensure the integrity of containers is not easy to compromise and that threats to the container and cargo are monitored by CCTV, RFID, GPS and other modern technology;  Customs must check if the AEO applicant is part of a container insurance tracking method and the containers are sealed using ISO 17712 standard seals. Standard 5: Customs will regularly  Customs must publish new Lead: Communication update Customs- updates; Customs. Business partnership  Customs might want to Others: program to promote become a member of a new NTF, MOJ, minimum security working group on WCO SAFE NLC, CoC, standards and supply end to end international NTTFC, chain security good supply chain and security MoI, CCU, practices. under the auspices of the MoT and NTTFC. others Standard 6: Customs will work co-  Customs might wish to create Lead: Facilitation operatively with AEOs to a working group of AEO Customs. maximize security and applicants and members; Others: facilitation of the  Customs might wish to have NTF, MOJ, international trade supply the AEO working group NLC, CoC, chain originating in or represented at the Pakistan NTTFC, moving through its NTTFC. MoI, CCU, Customs territory. MoT and others 4.2 Technical specifications for implementing standards Standard 1: Authorized Economic  Written check list of security Lead: Partnership Operators involved in the procedures based on the Customs. international trade supply AEO template2 model; Others:

2 See: WCO AEO Template C5BFD21DF7FF4E18992EA359DD3E4EDB.ashx

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chain will engage in a  Jointly determine and NTF, MOJ, self-assessment process document the appropriate NLC, CoC, measured against security measures which will NTTFC, predetermined security be applied by the AEO; MoI, CCU, standards and best  Ensure the document and MoT and practices to ensure that procedures comply with the others their internal policies and WCO SAFE framework procedures provide standards; adequate safeguards  Customs and AEOs carry out against compromise of periodic reviews of their supply chains until procedures and security cargo is released from measures consistent with the Customs control at agreement; destination.  FBR and Customs managers might wish to help future AEO applicants by preparing a model AEO self assessment based on the WCO SAFE Package AEO Template: (i) Part I Definitions; (ii) Part II: Global information about applicant company; (iii) Part III: Specific information related to each country for which the applicant is seeking AEO certification; Part IV: A self assessment that affirms the existence of policies and procedures that will evidence a control environment against specific criteria required for AEO Certification. The self assessment should be completed in accordance with the applicant company‘s business model. Flexibility and customization is needed for SMEs. Standard 2: Security Authorized Economic AEOs must prepare and Lead: Operators will incorporate implement the following security Customs. pre-determined security measures which Customs must Others: best practices into their check as part of an audit: NTF, MOJ, existing business  security measures that NLC, CoC, practices. assure the security of NTTFC, buildings as well as those that MoI, CCU, monitor and control exterior MoT and and interior perimeters and others access controls that prohibit unauthorized access to facilities, conveyances, loading docks and cargo areas. Access control of facilities in the secure supply chain should incorporate managerial control over the

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issuance and adequate control of identification badges (employee, visitor, vendor, etc.) and other access devices, including keys, access cards, and other devices that allow for unfettered access to company property and assets;  Access control to facilities in the secure supply chain should incorporate prompt and thorough removal of a terminated employee‘s company-issued identification and access to premises and information systems;  Trade-sensitive data should be protected through use of necessary automated back- up capabilities, such as individually assigned password accounts that require periodic recertification, appropriate information system security training, and protection against unauthorized access to and misuse of information;  Personnel security programmes should incorporate screening of employees and prospective employees, as appropriate and as allowed for by national legislation. These programmes should include periodic background checks on employees working in security-sensitive positions, noting unusual changes in an employee‘s apparent social and economic situation;  In accordance with the AEO‘s business model, security programmes and measures should be in place to promote the integrity of a business partner‘s processes that are related to the transportation, handling and storage of cargo in the secure supply chain;  Procedures should be employed to ensure that all

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information used for cargo processing, both electronic and manual, is legible, timely, accurate, and protected against alteration, loss or introduction of erroneous data. The AEO and Customs will ensure the confidentiality of commercial and security- sensitive information. Information provided should be used solely for the purposes for which it was provided;  An AEO shipping or receiving cargo should reconcile it with the appropriate shipping documentation. The AEO shall ensure that cargo information received from business partners is reported accurately and in a timely manner. Persons delivering or receiving cargo must be identified before cargo is received or released;  The AEO should conduct specific training to assist employees in maintaining cargo integrity, recognizing potential internal threats to security and protecting access controls. The AEO should make employees aware of the procedures the company has in place to identify and report suspicious incidents. Standard 3: Customs together with  Customs should co-operate Lead: Authorization representatives from the with business partners to Customs. trading determine joint benefits to be Others: community, will design derived by collective NTF, MOJ, validation processes or participation in the secure NLC, CoC, quality accreditation supply chain; NTTFC, procedures  Customs should be receptive MoI, CCU, that offer incentives to to the concerns of the AEO MoT and businesses through their and its authorized others status as Authorized representatives and Economic determine, in consultation Operators. These with them, a formalized processes will ensure that method of communication they see a benefit to their that ensures that issues are investment in good properly received, addressed security systems and and resolved; practices, including  Customs should document reduced risk targeting

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assessments and the tangible benefits that the inspections, and administration expects to expedited processing of provide (within its jurisdiction) their goods. to fully engaged business partners in the secure supply chain. These benefits should be measured and reported, and should keep pace with obligations as Customs phase in national programmes;  Customs should seek mutual recognition of AEO status between or among programmes to enhance the benefits offered to their respective AEOs;  Customs should, where appropriate, seek or amend provisions and implement procedures to expedite the processing for consumption or export of shipments that are determined to be in a low- risk category for security concerns;  Customs will derive benefits through the enhanced security of goods in the international supply chain, where improved intelligence processes, risk assessment capabilities and better targeting of high-risk consignments will lead to optimized use of resources.  Customs as well as AEOs will derive benefits from the use of self-assessment and verification. Standard 4: All parties will maintain  AEOs should conform, at a Lead: Technology cargo and container minimum, to the current Customs. integrity by facilitating the requirements as set forth in Others: use of modern various international NTF, MOJ, technology. agreements, including, but NLC, CoC, not limited to, the 1972 NTTFC, Customs Container MoI, CCU, Convention and the Customs MoT and Convention on International others Transport of Goods under Cover of TIR Carnets (TIR Convention, 1975);  Customs should encourage and facilitate, through appropriate incremental

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incentives, the voluntary use by AEOs of more advanced technologies beyond mechanical sealing for establishing and monitoring container and cargo integrity, as well as reporting unauthorized interference with container and cargo;  AEOs should have documented procedures that set forth their internal policy regarding the affixing and processing of cargo and containers that employ high- security seals and/or other devices that are designed to prevent tampering with cargo;  Customs should have documented procedures that set forth its seal verification regime, as well as its operational procedures for addressing discrepancies;  Customs and the AEO should maintain an open dialogue on areas of common concern to collectively benefit from advancements in industry standards and container integrity technologies, as well as mutual operational readiness as related to identified instances of security seal breach. Standard 5: Customs will regularly  Customs should establish, in Lead: Communication update Customs- consultation with an AEO or Customs. Business partnership its representatives, Others: program to promote procedures to be followed in NTF, MOJ, minimum security the event of queries or NLC, CoC, standards and supply suspected Customs offences, NTTFC, chain security best including providing the AEO MoI, CCU, practices. or its agents with contact MoT and information where appropriate others Customs officials can be contacted in an emergency;  Customs should engage in regular consultation, at both the national and local level, with all parties involved in the international supply chain to discuss matters of mutual interest including Customs regulations, and procedures and requirements for

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premises and consignment security;  The AEO should be responsive to Customs co- ordination of the outreach efforts and contribute to a dialogue that provides meaningful insight to ensure that the program remains relevant and well grounded in minimum security standards that benefit both partners. Standard 6: Customs will work co-  Customs should seek or Lead: Facilitation operatively with AEOs to amend provisions and Customs. maximize security and implement procedures that Others: facilitation of the consolidate and streamline NTF, MOJ, international trade supply the submission of required NLC, CoC, chain originating in or information for Customs NTTFC, moving through its related clearance to both MoI, CCU, Customs territory. facilitate trade and identify MoT and high-risk cargo for others appropriate action;  Customs should establish mechanisms to allow for business partners to comment on proposed amendments and modifications that significantly affect their role in securing the supply chain. 5 Coordinated border management (CBM) 5.1 Government Governments should  Customs should initiate an Lead: agency coordination develop cooperative Inter Agency Agreement with Customs. arrangements and the objective of achieving Others: protocols among their CBM by coordinating and NTF, MOJ, agencies that are harmonizing different NLC, CoC, involved in international approaches; NTTFC, trade and security.  Government must decide MoI, CCU, which agency shall lead the MoT and coordinating role; others  Action aligning functions to avoid duplicating checks and procedures by carrying out joint checks and inspections;  Good practice examples exist such as the ―One Face at the Border‖ on the US Border with Canada and Mexico where Customs scan passports. 5.2 Cross border Governments should Customs should consider Lead: management work with the border initiating: Customs. agencies of foreign  Creating Memorandums of Others:

Page 56 of 155 governments in order to Understanding (MoUs); NTF, MOJ, maximize the  Consider carrying out export NLC, CoC, harmonization of border procedures on one side of an NTTFC, control functions. BCP while the other side of MoI, CCU, the same BCP carries out MoT and import procedures; others  Construct ―one stop border crossing points‖;  Put in place the legal instruments allowing cross border management. As part of a CBM program Customs actions:  Customs ratifies the Frontier Controls Harmonization Convention in order to invoke Articles 4, 5, 6 and 7;  Action Revised Kyoto Convention transitional standard 3.4 which calls for contracting parties to operate joint customs controls at border crossings and standard 3.5 which calls upon parties to plan for ―juxtaposed‖ customs control at new border crossings;  Follow the initiative of The Almaty Program of Action which recommends financial investment in existing border crossings and creating new joint border crossings;  Consider using the Turkish ―build operate and transfer‖ (BOT) method to finance and build border crossing points without the need for tax payers monies;  Consider using the transit good practice example of the Greater Mekong Sub region Cross Border Transport Agreement (GMS CBTA) as a template to develop similar agreements with neighboring trading partners; and  Consider using the ASEAN Framework Agreement on the Facilitation of Goods in Transit Article 7 as a guide to developing similar facilitation agreements with neighboring and other trading partners in the region.

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5.3 Single window Governments should  Customs must ensure Lead: develop co-operative commercial processes and Customs. arrangements, nationally information flows in the global Others: and internationally, supply chain in included in a NTF, MOJ, between Customs and SW system; NLC, CoC, other Government  Customs developing NTTFC, agencies involved in electronic declaration MoI, CCU, international trade in submission using WeBOC; MoT and order to facilitate the  Customs using international others seamless transfer of standards for SW such as international trade data UN/CEFACT (Single Window Recommendations on environment) and to creating an international trade exchange risk Single Window; intelligence.  International good practice SW exists in Singapore and other countries. 6 Trade continuity and resumption Government should work  Customs must develop plans Lead: with their agencies and to ensure trade is not Customs. the private sector, as well disrupted in the event of Others: as with other security and other events; NTF, MOJ, governments, to develop  Customs initiates a rapid NLC, CoC, mechanisms, plans, and trade recovery plan; NTTFC, processes toward  Use the guidelines in the MoI, CCU, maximizing the continuity WCO Trade Recovery MoT and and resumption of trade Guidelines in the SAFE others in the event of disruption Package and use Section L – of and within the Crisis Management and international supply Incident Recovery of the AEO chain. requirements. 7 Mutual recognition Mutual recognition is Getting mutual In order for a system of mutual Lead: a broad concept recognition includes recognition to work it is essential Customs. whereby an action or putting in place: Customs ensures that: Others: decision taken or an Pillar 2, Standard 3 - • The AEO program is compatible NTF, MOJ, authorization that has Authorization: Customs and conforms with the standards NLC, CoC, been properly should agree on mutual and principles set out in the SAFE NTTFC, granted by one recognition of AEO Framework MoI, CCU, Customs status. • There is an agreed set of MoT and administration is • Pillar 1, Standard 6 - common standards that include others recognized and Advance Electronic sufficiently robust accepted by another Information: Economic ―action‖ provisions for both Customs operators should also Customs and AEOs; administration. The benefit from mutual • Standards are applied in a standardized recognition of digital uniform manner so that one approach to AEO certificates, allowing the Customs authorization economic operator to administration may have provides a solid submit all electronic confidence in the authorization of platform for long-term messages to those another; development of Customs administrations • If the certification process is international systems having agreed to delegated to a designated of mutual recognition recognize this certificate. authority by an authorizing

Page 58 of 155 of AEO status at • Pillar 1, Standard 7 - Customs administration, there bilateral, sub- Targeting and shall be an agreed upon regional, regional Communication: Customs mechanism and, in the future, should provide for joint and standards for that authority; global levels. targeting and screening, • Legislation to enable the the use of standardized implementation of a mutual sets of targeting criteria, recognition system is in place. and compatible communication and/or International good practice information exchange examples exist between Jordan mechanisms; these Customs and the USA, and elements will assist in the between the European Union and future development of a the USA. system of mutual recognition of controls. Mutual recognition Customs must be aware  Customs should use the Lead: of AEOs and mutual of bilateral, sub-regional guidelines to introduce mutual Customs. recognition of or regional initiatives recognition; Others: customs controls which are being  Customs should use the NTF, MOJ, developed as useful model application and NLC, CoC, stepping stones toward a authorizing form; NTTFC, global AEO mutual  Customs might wish to create MoI, CCU, recognition system. a WCO SAFE and AEO MoT and working group which has others representation on the Pakistan NTTFC;  Customs should become involved in regional WCO SAFE and AEO initiatives;  Start the long term development of WCO SAFE and AEO by piloting sharing screening results across a border leading to joint screening.

ANNEX 4: Legal Framework Review

Introduction

The Customs and Trade Facilitation specialists are tasked to assess the legal and institutional frameworks for BCP management in Torkham, Chaman, and Wagha, identify the gaps with the international best practices, map their migration, firstly to support an interim arrangement for a quick improvement and, finally to adopt the single window systems.

The customs and trade facilitation experts are also tasked to review the Afghanistan-Pakistan Transit Trade Agreement (APTTA) and CAREC's Cross-Border Transport Agreement (CBTA), identify the strengths and limitations of each agreement, assess how to upgrade each agreement to reinforce the strengths and remove the limitations, and propose the ways to

Page 59 of 155 integrate bilateral trade agreements among CAREC countries under the umbrella of CAREC's CBTA

1.0 International transport and border crossing facilitation conventions

1.1 Non ratified international network conventions

Pakistan has not ratified any transport infrastructure network conventions compared with Kazakhstan, Turkey and most European Union member states which have: (i) Construction Traffic Arteries 1950; (ii) E-Road Network (AGR) 1975; (iii) E-Rail Network (AGC) 1985; (iv) E- Combined Transport Network (AGTC) 1991; (v) Protocol International Navigation to AGTC 1997; (vi) E-International Water Network (AGN) 1996. Presumably Kazakhstan and Turkey, both non European Union member states joined to the network conventions in anticipation of developing Europe to Asia road and rail transport links.

1.2 Ratified road traffic and road safety conventions

Pakistan is a contracting party to only two international road traffic and road safety conventions: (i) Road Traffic 1968; and (ii) Road Signs and Signals 19683. Pakistan has not ratified any other road traffic and road safety conventions.

1.3 Non ratified road traffic and road safety conventions

Pakistan is not a contracting party to the following road traffic and road safety conventions: (i) Supplement 1968 Convention Road Traffic 1971; (ii) Supplement 1968 Convention Road Signs and Signals, 1971; (iii) Weights and Dimensions 1950; (iv) Supplement 1949 Convention and Protocol 1950; (v) Road Markings 1957; (vi) Protocol Road Markings 1973; and (vii) Issue and Validity of Driving Permits (APC).

1.4 Non ratified vehicle conventions

Pakistan is not a contracting party to the following vehicle conventions: (i) Vehicles Regulations 1958; (ii) Technical Inspection of Vehicles 1997; and (iii) Global Vehicle Regulations 1998.

1.5 Other non ratified legal instruments and related to road transport

Pakistan is not a contracting party to the following: (i) Work of Crews in International Road Transport 1956; (ii) Taxation of Private Road Vehicles 1956; (iii) Taxation of Road Passenger Vehicles 1956; (iv) Taxation of Road Goods Vehicles 1956; (v) Contract of Road Goods Transport (CMR) 1956; (vi) Protocol to CMR 1978; (vii) Additional Protocol to CMR (e-CMR) 2008; (viii) Contract Passenger and Luggage Road Transport (CVR) 1973; (ix) Protocol to CVR 1978; (x) Economic Regulation on Road Transport 1978.

3 UNECE Transport Agreement and Conventions Status at 30th January 2013

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1.6 Non ratified border crossing facilitation conventions

Pakistan has not ratified several important border crossing facilitation conventions such as the: (i) Touring Facilities 1954; (ii) Protocol Touring Facilities 1954; (iii) Temporary Import of Private Road Vehicles 1954; (iv) Temporary Import Aircraft and Boats 1956; (v) Cross Frontier Passenger Baggage by Rail 1952; (vi) Cross Frontier Goods by Rail 1952; (vii) Spare Parts European Wagons 1958; (viii) Customs Container Convention 1956; (ix) Liability Dangerous Goods (CRTD); and (x) Dangerous Goods by Inland Waterways (ADN) 2000.

The important missing multilateral conventions include: (i) Transport Internationaux Routiers Convention 1975 (TIR); (ii) Harmonized Frontier Control of Goods Convention 1982 and Annex; (iii) Customs Container Convention 1972 (iv) Customs Treatment Pallets 1960; (v) Customs Pool Containers 1994; (vi) SMGS Transit by Rail 2006; (vii) Dangerous Goods by Road (ADR) 1957; (viii) Protocol to ADR 1993; (ix) Perishable Foodstuffs (ATP) 1970; and (x) Temporary Importation of Commercial Road Vehicles 1956.

2.0 Important border crossing facilitation conventions which need ratifying

2.1 Transport Internationaux Routiers Convention 1975 (TIR)4

This international convention is an example of good practice transit policy5. It is the only regime designed for global international transit; trucks crossing several international border crossing points use the same seal and the same transit document. It provides an internationally recognized procedure to facilitate the cross border transportation of goods in transit through the use of a standard, internationally recognized customs document – TIR Carnet – which also serves as proof of an internationally valid guarantee. Owing to implementing challenges ―many attempts to copy the TIR and the common transit system in developing regions have not succeeded‖6. All Economic Cooperation Organization (ECO) member states, such as Iran and the Central Asian states are signatory parties to the TIR Convention except Pakistan.

The TIR system is now electronic so customs officers do not need to key in up to 50 data elements into national electronic customs systems. The eTIR system brings additional security and risk management opportunities reducing the risk of fraud. International cooperation allows all actors to reduce their administrative burden and maximize the benefits of integrated supply chain management. The provision of advanced cargo information and real time information exchange speeds up the TIR procedure.

4 www.iru.org 5 Turkey, one of the largest users of the TIR Carnets, and the Islamic Republic of Iran are both contracting parties to the TIR Convention and could be important if Pakistan wishes to develop a transport corridor via these two countries. 6 Transit Facilitation for Regional Economic Integration and Competiveness, April 2013, Tadashi Yasui, WCO Research Paper No.28, p.5

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Fig 1: The operational steps of a typical customs transit system

The operational steps of a typical customs transit system illustrated above include:  Customs secure goods by sealing the vehicle – in closed containers or trailers;  The principal (the owner of the goods or owner‘s representative) deposits a guarantee or bond;  Regulation of transit operators;  Documentation Flow; and  Customs authorities control the information on goods in transit; on entry, exit and in the case of internal transit, the clearance of the goods;  When cargo is selected for examination using risk management the trailer seal is broken. In the case of TIR Customs does not break the seal. It is enough to check the vehicle using sniffer dogs.

Before the typical transit system gets computerized to become an eTIR system Customs must ensure a number of steps to get completed: (i) incorporating the eTIR Reference Model into national customs ICT systems; (ii) the adoption of eTIR into the legal text of national legislation; and (iii) creating an international Customs to Customs (C2C) exchange platform.

There are currently a number of electronic TIR systems in use: (i) the world wide customs database for TIR Data system; (ii) SafeTIR data transmission; (iii) Real Time SafeTIR (RTS); (iv) TIR Carnet Management applications for National Associations; and (v) TIR –Electronic Pre Declaration (TIR-EPD).

The TIR-EPD is a web based application which also enables each truck fleet owner to maintain full confidentiality of commercial data by avoiding third parties while considerably reducing the time needed for Customs procedures at borders. For Customs TIR-EPD gives a number of benefits: (i) guarantees the secure pre declaration data transmission by authorized senders; (ii) checks the validity of the TIR Carnet mentioned in the pre declaration; (iii) provides advance cargo information for pre arrival risk analysis; and (iv) facilitates by using ICT tools the work of customs officers. Fir international trade TIR-EPD gives a number of benefits: (i) facilitates and

Page 62 of 155 secures international trade; (ii) reduces international trade related risks – enhances risk management; (iii) facilitates and streamlines border crossing point procedures; and (iv) reducing associated costs. After implementing the TIR Convention Pakistan might wish to consider creating a border waiting time observatory (BWTO) using the International Road Transport Union model.

2.2 International Convention on the Harmonization of Customs Control of Goods 1982 and Annex 8

The aim of this international convention is to help signatory states to achieve no more repeated examinations and coordinate all inspections at road and rail border crossing points. Fundamental to getting these aims is having Customs as the one lead agency which does not mean Customs replacing other agencies at the border but having coordinated border management. Over 50 signatory parties belong to the convention including some of the Central Asia republics and the PRC and Iran want to join.

Faster border crossing point times will get achieved by Customs and other agencies such as Phyto Sanitary nationally coordinating international standardized documentation and certificates. The benefits of signing to the convention include: (i) reducing transport costs to users; (ii) reducing transaction costs for users; (iii) reducing border operating costs for the State budget; and (iv) more efficient investment in border facilities (infrastructure and equipment). The provisions of the convention include using facilities and equipment by national agencies and neighboring border agencies, moving controls away from the border to inland clearance depots (ICDs) and allowing Customs to take the lead.

Annex 1 to the convention includes provision to harmonize controls, getting simultaneous controls and getting the same border crossing point working hours. The Annex 8 which came into force in 2008 includes provisions to develop and implement the International Vehicle Weight Certificate which if practiced will eliminate repeated truck weighing. The new Annex 9 which came into force in 2011 deals with rail transport and the facilitation of rail border crossings and controls of goods by reducing, harmonizing and coordinating procedures and paperwork. This objective will get achieved by introducing minimum requirements for border (interchange) stations, cooperation at the stations, moving of controls from the border to stations of departure or destination, reducing the time needed for controls and eliminating paper documents and the use of the CIM/SMGS common consignment note as a customs document.

2.3 Customs Container Convention 1972

This Convention facilitates the temporary import of containers duty and tax free for a period of three months. The period of importation can be extended with Customs administration approval. The technical conditions for containers are provided for in the Annexes to the Convention. Currently most road trade at the Wagha road border crossing point takes place using open top trucks. Having the Customs Container Convention 1972 in place will help increase the use of containers for national transport and international transport while providing for their international good practice control.

Page 63 of 155 2.4 The International Convention on the Harmonized Commodity Description and Coding System

Pakistan is not a signatory party to this convention even though Pakistan Customs uses a goods classification system based on the Convention. The Convention known as the ―HS Convention‖7 it is a multipurpose international product nomenclature developed by the World Customs Organization (WCO). It uses a six digit code, comprises 5,000 groups with rules to achieve uniform goods classification. It is a basis for Customs tariffs. It contributes to the harmonization of Customs and trade procedure. It is used by Governments and international organizations and private industry for other purposes such as internal taxation, trade policy, monitoring of controlled goods, rules of origin, freight tariffs, transport statistics, price monitoring, quota controls, compilation of national accounts and economic research and analysis. The HS Convention is a universal economic language and code for goods and a tool for international trade.

The HS code is also required to be reported to Customs before loading product for export. For example, the United States mandatory advanced cargo reporting system called the Importer Security Filing (IFS) or ―10+2‖ uses the HS code method.

2.5 European Convention on Customs Treatment of Pallets Used in International Transport 1960

Pakistan is not a contracting party to this convention. The convention commits each contracting party to grant admission, without payment of import duties and import taxes, and free of import prohibitions or restrictions, to pallets on condition: (i) that they have been previously exported or that they will be subsequently re-exported, or (ii) an equal number of pallets of the same type and substantially the same value have been previously exported or will be subsequently exported. This second part of Article 2 makes the convention challenging to administer for a Customs administration. However, there are several pallet pool supply companies which keep a record of client‘s pallets and in case Pakistan chooses to contract to the convention private pallet companies might take the burden of keeping a record of pallet location and numbers.

Each Contracting Party shall endeavor to make the formalities as simple as possible and in particular not to require a security in respect of import duties and import taxes without requiring in respect of importation or exportation either the production of a Customs document or security in respect of import duties and import taxes, to pallets pooled under an agreement by which the parties thereto: (i) exchange among themselves, from country to country, pallets of one and the same type in the course of operations involving the international transport of goods; (ii) keep accounts, for each type of pallet, showing the number of pallets so exchanged from country to country; and (iii) undertake to deliver to one another within a specified period the number of pallets of each type necessary to offset at regular intervals, on a bilateral or multilateral basis, the outstanding balances of the accounts so kept.

The provisions of the convention are applicable only if: (i) pallets bear a marking conforming to that laid down in the pooling agreement; and (ii) the pooling agreement has been communicated to the Customs administrations of the Contracting Parties concerned and these administrations

7 HS: Harmonized System

Page 64 of 155 have approved it, being satisfied that the types of pallet are sufficiently well defined and that the due and proper implementation of the agreement is adequately ensured.

2.6 Convention on Customs Treatment of Pool Containers Used in International Transport (Customs Pool Containers) 1994

Pakistan is not a contracting party to this convention. The objective of the convention is to enhance the efficient use of pool containers in international transport of goods and to facilitate administrative procedures, in order to reduce the transport of empty units. The contracting parties undertake to grant admission to containers for use as part of a pool whose members are established in their territory, without payment of import duties and taxes, free of import prohibitions or restrictions of an economic character, without limitations as to use in internal traffic and without requiring Customs documents and security.

The United Kingdom is a contracting party to the convention and their HM Revenue & Customs issued an implementing Notice 3068 in February 2012 defining a container as ―For relief purposes, containers are defined as articles of transport equipment (lift vans, movable tanks and other similar structure):

 fully or partially enclosed to constitute a compartment for containing goods;  of a permanent character and strong enough for repeated use;  specially designed to aid the carriage of goods, by one or more modes of transport, without intermediate reloading;  designed to be easily filled and emptied;  designed for ready handling, particularly when being transferred between different modes of transport. Relief also covers normal spare parts, accessories and equipment that accompany a container demountable bodies and platform flats.‖

2.7 Convention on International Customs Transit Procedures for the Carriage of Goods by Rail Under Cover of SMGS Consignment Notes 2006

Pakistan is not a contracting party to this transit rail convention. The objective of the convention is to promote international cooperation with a view to ensuring the harmonious development of railway transport and to establish an international Customs transit procedure for the carriage of goods undertaken by railway companies under cover of a Consignment Note. Countries join in order to achieve simplified administrative formalities in international transport by rail, with a view to reducing border controls. Contracting parties wanted to make use of the consignment note as a Customs document. Pakistan is a member of the CIM rail system the same as Turkey and most of Europe. In comparison all Central Asian state railways are members of the SMGS system. Iran state railways are a member of CIM and SMGS. Recently Kazakhstan, Mongolia, The PRC and the Russian Federation are voluntarily using the new CIM/SMGS consignment note. The new CIM/SMGS consignment note is accepted as a customs document and as a letter of credit. It is also used to transmit information electronically.

8 Notice 306, February 2012, UK HM Revenue & Customs on the ―Temporary Admission – temporarily importing non EU containers and pallets‖

Page 65 of 155 Pakistan might wish to consider joining to the new joint CIM and SMGS consignment note method in order to facilitate railway traffic using the ADB CAREC rail routes from the PRC and Central Asia to the Indian Ocean seaports. The joint CIM/SMGS consignment note is already being used on rail routes from the PRC across the Russian Federation to Europe.

2.8 The European Agreement Concerning the International Carriage of Dangerous Goods by Road (ADR) 1957

Pakistan is not a contracting party to this convention which entered into force in 1968. The Agreement itself was amended by the Protocol amending article 14 (3) on 21 August 1975, which entered into force on 19 April 1985. The convention was amended again in 2011 and consolidated in 2013. The Agreement itself is short and simple. The key article is the second, which say that apart from some excessively dangerous goods, other dangerous goods may be carried internationally in road vehicles subject to compliance with: (i) packaging and labeling; and (ii) regards construction, equipment and operations of the vehicle carrying the dangerous goods. Pakistan might wish to contract to this convention in order to comply with international good practice of carrying dangerous goods by road and get a uniform standard of vehicle display templates.

2.9 Agreement on the International Carriage of Perishable Foodstuffs and on the Special Equipment to be used for such Carriage (ATP) 1970

Pakistan is not a contracting party to this convention. The convention which came into force in 1976 and up dated in September 2103 establishes standards for the international transport of perishable food between the states that ratify the treaty. ATP mandates that certain types of equipment be used to transport perishable food across borders and that such equipment will be regularly inspected for example the equipment may need to be refrigerated, heated, or insulated. ATP applies to transport by road and by rail, but it does not apply to transport within the borders of a single country. Regional trading partners contracting to the ATP include Turkey, Kazakhstan, Kyrgyz and Tajikistan.

2.10 Customs Convention on the Temporary Importation of Commercial Road Vehicles 1956

Pakistan is not a contracting party to this convention. The objective of the contracting parties is to grant temporary admission without payment of import duties and import taxes and free of import prohibitions and restrictions, subject to re-exportation to vehicles registered in the territory of any of the other Contracting Parties and imported and used in international road traffic for commercial use by undertakings operating from that territory. The vehicles covered by temporary importation papers ("Carnets de passages en douane") are to be re-exported within a prescribed time limit. The convention which entered into force in 1959 does not cover vehicles intended to be hired out. This convention has been somewhat super ceded by the Istanbul Convention.

Page 66 of 155 3.0 Important transit and border crossing facilitation agreements

3.1 Afghanistan and Pakistan Trade and Transport Agreement (APTTA)

In February 2011 Afghanistan and Pakistan started operating the new agreement intended to ease the flow of trade between and through the two countries9. The APTTA is important for Pakistan in order for it to achieve a trade and transport corridor access to Central Asia. In addition to the transit trade – goods travelling through both countries to and from other countries – can generate income through the expanded use of transport logistics service providers and the greater use of Pakistani seaports. Pakistani logistics service providers such as truck owners, customs brokers and freight forwarders can benefit from economies of scale that additional traffic to and from Afghanistan can generate while lowering transaction costs in what is defined as a ―virtuous circle‖. The Pakistan National Trade and Transport Facilitation Committee (NTTFC) helped introduce the Single Administrative Document (SAD) to facilitate trade and ensuring the goods declaration matched international good practice documentation.

The APTTA ensures the freedom of transit though the territory of each contracting party using pre determined transport corridors (routes) and no distinction can be made which is based on flag of vessel, the place of origin, departure, entry, exit or destination, or on any circumstances relating to the ownership of goods, vessels or other means of transport. In addition the APTTA commits both parties to using containerized cargo three after the launch. This desire might not get reached and the committee which decides changes to the APTTA may extend the deadline.

The APTTA commits each signatory party to provide and upgrade border and transit infrastructure in accordance with international best practices and standards including sheds and space. For Dangerous goods, separate arrangements for storage shall be made available. Railways must try and accommodate more traffic. Freight forwarders and transport operators of the other contracting party are allowed to have offices in their respective territories for the purpose of operating activities related to trade in transit. Permission to open offices is granted on a reciprocal basis.

Article 21 to the APTTA stipulates cargo must be carried using: a. containers complying with international specifications; b. for a period of three years the cargo shall be allowed to get transported using internationally acceptable and verifiable standard of sealable trucks; c. out of size and bulk cargo (not imported in container ships) shall be transported in open trucks or other transport units; and d. export of perishable goods in transit such as vegetables shall be transported in open trucks or other transport units.

Article 23 provides for the speedy border crossing clearance formalities of perishable goods by creating a priority regime to avoid delays. In addition the contracting parties agree to define phyto-sanitary measures and Customs requirements to allow direct transport of perishable goods without the need for transshipment.

9 Box 2.9 Bilateral cooperation: The Afghanistan –Pakistan Transit Trade Agreement (APTTA), Handbook of Best Practices at Border Crossings: A Trade and Transport Facilitation Perspective, OSCE, UNECE, p.48

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Article 24 to the APTTA stipulates that the contracting parties agree to take into account the provisions of the European Agreement Concerning the International Carriage of Dangerous Goods by Road for transit and cross border movements of dangerous goods.

Article 28 provides for the contracting parties to recognize that documentation and processing procedures are costly and time consuming, affecting the efficiency of transit operations, and that efforts should be made to reduce these costs and delays and agree to carry out the following range of improvements, which comply with international good practice found in a number of conventions:

a) to limit the number of documents and reduce, procedures and formalities required for traffic in transit; b) to harmonize, as much as possible, codes and descriptions of commodities commonly used in international trade; c) to consolidate procedures and documentation so that the transit traffic will not be subjected to redundant requirements; d) to periodically review the necessity and usefulness of all documents and procedures prescribed for transit traffic; e) to adopt risk management for transit traffic in order to reduce delays; f) to establish a customs transit system including customs guarantee coverage, for the cargo as mutually agreed; and g) to align their documents to the United Nations Layout Key (UNLK) for trade documents.

Other provisions of the APTTA slow the transit of containers from the three Karachi container terminals: (i) mandatory 100% scanning of all APTTA containers resulting in containers taking on average 2 days to get scanned; (ii) importers must arrange bonded carriers which takes on average one day to arrange; (iii) brokers sometime find it a challenge to find the guarantee monies because Afghanistan Customs is not discharging a lot of Transit Consignments which results in Pakistan Customs blocking broker national tax number (NTN). Afghan Customs must discharge the transit consignments reaching there from Pakistan.

Outstanding issues involve insurance and the discharge of bank guarantees although the amount of bank guarantee has been reduced to 25% Pakistan has created a Directorate General of Transit Trade to further the implementation of the agreement. For the Agreement for Traffic in Transit to work better there is a need to: (i) open bank branches in other contracting countries; (ii) set up joint ventures for use of local raw materials; and (iii) develop all weather land routes10.

3.2 ADB Agreement on the Cross-Border Transport of Persons, Vehicles and Goods within the Framework of Central Asian Regional Economic Cooperation (CAREC CBTA)

This bilateral transport agreement is designed to facilitate international transit along the corridors, providing the basis for exchange of traffic rights between and among the participating signatory countries, and facilitation of frontier crossing formalities.

10 Pakistan Silk Road to Prosperity, p.17 in Where to From Here? Corridor – Based Transport Facilitation Arrangements in the CAREC Region, ADB, 2012

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Composed of 32 articles and 9 annexes aimed at facilitating cross-border transport. It was originally signed by Kyrgyzstan and Tajikistan in 2010 and Afghanistan joined in 2011. Pakistan has expressed a wish to become a signatory party to CBTA during the CAREC Senior Official‘s Meeting in Almaty Republic of Kazakhstan in June 2013.

The CBTA includes exemption from Customs duty for goods in transit and provisions for the temporary admission of vehicles and containers but charges may be permissible based on national laws which might introduce a measure of non transparency to some users unless clarified and if those national laws, allowing certain charges, are not freely available on customs web sites. The CBTA also includes simplification of border crossing facilitation measures such as simplification of clearance measures which are all well and good but national Customs administrations must engage with importers and exporters in order to give compliant companies this privilege. Annex 9 to the CBTA includes provisions for the common description and coding, customs valuation and document harmonization which are described as objectives in international conventions, such as the WCO valuation rules (WCO Customs Valuation Agreement 199611) to which all the CBTA members are signatory parties. SPS procedures are referred to international agreements.

The customs transit regime part of the CBTA refers to the use of the International Transport of Goods Under Cover of the TIR Carnet Convention to which Pakistan currently is not a signatory party. Likewise the signatory parties to the CBTA are told to follow the provisions for the temporary admission of motor vehicles as described in the Convention on the Temporary Importation of Commercial Road Vehicles 1956, to which Pakistan is not a signatory party. Temporary admission for containers follows the Convention on Containers 1972 and Pakistan is not currently a signatory party.

The CBTA introduces the concept of vehicle quotas and permits and to implement this concept the CBTA stipulates the type of vehicles to be used including licensing in the country of origin and professional competence. Transport operators will be designated by each contracting party. Pakistan is advised to seek clarification on these issues in order to ascertain their impact on its transport industry prior to contracting to the CBTA.

Measures which facilitate trade and transport in the CBTA include Article 5 which stipulates that contracting parties shall mutually recognize the international driving licenses issued by the competent authorities of other contracting parties, according with the Vienna Convention on Road Traffic 1968. In addition Article 7 to the CBTA describe that contracting parties shall admit to their territory the road vehicles registered in another contracting party. For this purpose the vehicles shall conform with the Convention on Road Traffic Vienna 8th November 1968 with respect to: (i) the type of vehicles; (ii) their technical standards; (iii) the format and contents of their registration certificate, plate, and marks and their nationality sign, and; (iv) their roadworthiness. Furthermore, contracting parties shall harmonize their traffic regulations and signage in accordance with the Conventions on Road Traffic and on Road Signs and Signals, 8 November 1968.

Part five of the CBTA regarding transport operators and operations states transport to and from third countries is not covered by CBTA. Conditions of carriage (Part V, Article 9, section f) and carrier liability for goods transport shall be in accordance with the regime set out in the Convention on the Contract for the International Carriage of Goods by Road (CMR), Geneva

11 Agreement on Implementation of Article VII of the General Articles on Trade and Tariffs (GATT) 1994

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1956. Conditions of carriage and carrier liability for passenger transport shall be in accordance with the regime set out in the CBTA Annex 7, Part II Article 6.

Infrastructure road and bridge design and construction standards shall be in accordance with the precept of Annex II of the Intergovernmental Agreement on the Asian Highway Network (IGA) 2003.

Annex 8 on infrastructure includes border crossing point infrastructure and facilities by stating contracting parties shall ―strive to establish joint border posts, whose configuration of facilities is juxtaposed and straddling the border‖. Parties shall create dual channel border crossings allowing priority border clearance of transport operations and install other border crossing point infrastructure and equipment and facilities for users. Border crossing infrastructure and equipment is listed but the technical specification nor expected performance and benefits are not described.

Border crossing point facilities listed in the CBTA include: (i) hard surfaced areas and covered shelters from the weather conditions to enable staff to carry out inspections such as customs, sanitary and veterinary for the vehicle and cargo; (ii) customs warehousing facilities, storage including refrigerated and container deport. International good practice border crossing point facilities do not need to include customs warehouse because in the ―just in time‖ supply chain the container on the truck is the warehouse and when using risk management there is no need to delay cargo in warehouses. Customs might license a bonded warehouse and customs will need a warehouse for storing seizures as a result of secondary physical inspection; (iii) disinfection facilities for vehicles and livestock; (iv) facilities for plant quarantine and live animal isolation purposes; (v) vehicle weigh bridge and weigh stations; (vi) vehicle and cargo X-Ray scanning machines; (vii) gauge for vehicle dimensions; and (viii) traveler check and search facilities. Contracting parties are asked to keep up to date with equipment technology development. Passport and vehicle number plate readers are required.

For cargo processing the CBTA lists a number of requirements: (i) hard surface area; (ii) covered shelter; (iii) warehouse and refrigerated storage; (iv) container depot; and (v) animal pen. Again warehousing is not needed. Refrigerated storage is not needed but all border crossing points should be equipped with electric plug is stations for refrigerated trucks. Transshipment sheds are only needed where transshipment is a necessity. Animal pens should not be required and if they are necessary should be located some distance from the border crossing point. The need for animal pens might be because of the rigid border crossing point design requirement in the Kyrgyz Republic.

Other facilities and equipment requirements include: (i) communication centre; (ii) travel information centre; (iii) bank and currency exchange; (iv) police station; (v) secure vehicle parking; and (vi) staff must have English language proficiency.

Annex 9 to the CBTA covers a number of border crossing point policy and management issues such as contracting parties shall: (i) coordinate border crossing point opening hours; (ii) preliminary exchange of cargo information at BCPs using appropriate communications methods; (iii) preliminary clearance and post entry audit; (iv) reduce physical inspections by using risk management; (v) use priority at BCPs presumably by creating segregated traffic lanes for perishable product and TIR Carnet vehicles which is not possible at Pakistan road border crossing points which only have one entry and one exit lane each with one access gate; (vi) integrated border management plus One Stop Shop and Single Window System (SWS); and (vii) use the Harmonized System (HS) by implementing the International Convention on the

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Harmonized System which assumes contracting parties using the HS Nomenclature 2012 Edition. However, this list of desirable improvements is for all types of traffic import, export as well as transit. Pakistan might wish to include transit facilitation at border crossing points including segregated transit lanes and parking areas if it wishes to get transit trucks out of the mix of trucks queuing in line at border crossing point approach roads. Providing for transit facilitation at border crossing points follows the World Trade Organization (WTO) trade facilitation proposal that ―Members are encouraged to make available, where practicable, physically separate infrastructure (such as lanes, berths and similar) for traffic in transit‖.

Pakistan might join to the CBTA to get the benefits of a transit system without it having to join and ratify missing international conventions. Furthermore, transit system principles are adequately described in international conventions such as Article 5 of the General Agreement on Tariff and Trade (GATT) which refer to non discrimination and freedom of transit12. The Revised Kyoto Convention (RKC)13 gives technical details on how to implement Customs transit procedures, supplemented by tools such as the RKC Guidelines and Customs Transit Compendium. The 1982 International Convention on the Harmonization of Frontier Control Goods14 also encourages transit facilitation. The general provisions which are usually found in transit agreements are listed in the box below.

Box 1: General provisions applicable to Customs transit codified by international conventions 1. General • Freedom of transit. • Normally no technical standards control. • No distinction based on flag or owner origin. • No unnecessary delays or restriction.

2. Customs diligences in transit • Limitation of inspection. • Exemption from customs duties. • Normally no escort of goods or itinerary. • No duty on accidentally lost merchandise. • No unnecessary delays or restriction.

3. Health and safety • No sanitary, veterinary, or phytosanitary inspections for goods in transit if no contamination risk.

4. Guarantees offered by the carrier • Declarant to choose the form of guarantees, within the framework afforded by legislation. • Customs should accept a general guarantees from declarants who regularly declare goods in transit in their territory. • On completion of the transit operation, the guarantees should be discharged without delay.

Source: Arvis, Jean-Francois, “Transit regimes”, Chapter 17, p.279-296, Border Management Modernization, edited by Gerard McLinden, Enrique Fanta, David Widdowson and Tom Doyle, January 2011, Box 17.3, p.284)

Regardless of Pakistan joining to any transit agreements it should implement a number of Customs transit and trade facilitation measures including but not limited to: (i) standardization of documents; (ii) real time entity based risk management; (iii) advance ruling; (iv) radio frequency identification to facilitate end to end tracking (RFID); (v) electronic seals; (vi) information

12 Transit Facilitation for Regional Economic Integration and Competiveness, April 2013, Tadashi Yasui, WCO Research Paper No.28, p.2 13 The RKC is officially referred to ―International Convention on the simplification and harmonization of Customs procedures, as amended‘, available at: www.wcoomd.org/Kyoto_New/Content/content.html 14 www.unece.org/fileadmn/DAM/trans/convention/harmone.pdf

Page 71 of 155 exchange; (vi) import, export and transit pre arrival notification; (vii) pilot Customs low risk due diligence program identifying some complaint traders and their logistics service providers as a prelude to starting a WCO SAFE and Authorized Economic Operator (AEO) program; and (ix) Time Release Studies (TRS).

The FBR might wish to consider the necessary steps to getting a transit method. According to experts15 a transit systems means the infrastructure, legal framework, institutions, and procedures serving trade corridors (seen as a whole). Every transit system must have six components:

1. The political commitment to allow transit trade—formalized in bilateral, regional, or multilateral treaties; 2. The physical infrastructure for transit, including border checking facilities. Public and private institutions and people with certain capacities and competencies related to the movement of goods along a trade corridor. These institutions and people comprise: • Public agencies in the transit country supervising the flow—mainly customs and other agencies involved in controlling international trade and transportation. • Transportation services, including the trucking industry, customs brokers, and freight forwarders. 3. Trust-building mechanisms, partnerships, and cooperative initiatives that bring together the many participants in the transit and corridor operations. 4. An enabling environment for movements of vehicles and people—including vehicle registrations, the provision of trade in freight services across countries, allocation visas for drivers, mutual insurance recognition, and a financial sector integrated across countries, and law enforcement. 5. The provisions and procedures applicable to shipments in transit and to the carriers or traders of the goods. 6. The sixth and last component listed, transit provisions and procedures, and is the transit regime. The transit regime is the heart of the transit system as it governs and makes possible the movements of goods from their origin (often a seaport) to their destination (such as a clearance center in the destination country).

3.3 Economic Cooperation Organization (ECO)

Pakistan is a member of ECO. The ECO Transit Transport Framework Agreement (TFFA), which is not currently implement, includes Article 12 which is a commitment to implementing a visa for professional truck drivers which is valid for one year multiple entry with the right of stay in the territory of each contracting party for 15 days. ECO has developed a draft ECO Common Visa Sticker for drivers involved with transit transport similar with the Merchant Seaman ID.

Consuls are not the problem for drivers and getting visas. Consuls give truck drivers visas comparatively quickly. Professional drivers must apply and wait either a day or two, therefore unproductive, for visas. Truck drivers might be on an international transit trip and cannot be in another place to apply for a certain visa. The ECO Common Visa Sticker is a solution. Giving the Common Visa Sticker to transport companies and their transit drivers would help increase truck productivity.

15 Gerard McLinden, Enrique Fanta, David Widdowson and Tom Doyle, editors Border Management Modernization, The World Bank, 2011

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In addition some ECO contracting parties insist on truck drivers registering with the Police as part of national immigration rules. Registration means filling in an immigration form and the necessity of giving an address which in the case of long haul transit truck drivers is not an option. Police registration for professional truck drivers is a challenge because they usually stay with their trucks and sleep in the sleeping area of their truck cabs instead of booking into a hotel as a tourist. Eliminating immigration registration requirements for professional truck drivers should be an aim. Immigration and or Ministries of Interior might wish to have data banks with professional truck driver information to ensure only accredited professional truck drivers get a Common Visa Sticker.

The ECO/IRU Silk Road Truck Caravan in September 2010 which started in Pakistan and went across Iran, Turkmenistan, Afghanistan, Tajikistan and Azerbaijan identified a number of border crossing point challenges: (i) wasting time double checking trucks (checking the same truck on each side of a common border crossing point; (ii) slow truck driver visa procedure; (iii) lack of standard truck technical specification and different national axle loads; (iv) lack of international good practice truck driver and operator staff training; (v) limited institutional skills; (vi) under developed border crossing point infrastructure and equipment; (vii) lack of automation and application of Single Window Systems; (viii) divergent transit transport rules; and (ix) lack of road signs. Pakistan might want to consider further road train caravans under the auspices of ECO and the IRU which serve to identify operational and legal challenges to transit transport.

4.0 Important International Customs Conventions and legal instruments

4.1 The WCO SAFE Framework of Standards to Secure and Facilitate Global Trade

This is not an international customs convention. It is an international customs policy instrument and the WCO unanimously adopted the instrument in June 2005 and by virtue Pakistan is a member of the World Customs Organization it is compliant upon Pakistan Customs to implement the instrument. It is a new approach to end to end management of goods moving across borders while recognizing the significance of a closer partnership between Customs and business.

In 200716 a version of the SAFE Framework was published which included conditions and requirements for Customs and Authorized Economic Operators (AEO) available in a single instrument.

In June 2010 the WCO issued its SAFE Package which brought together all WCO instruments and guidelines that support implementation of the SAFE Framework. The Package includes the SAFE Framework, the Integrated Supply Chain Management Guidelines, AEO Implementation Guidance, the AEO Compendium, Model AEO Appeal Procedures, AEO Benefits: A contribution from the WCO Private Sector Consultative Group, the Guidelines for the Purchase and Deployment of Scanning/NII Equipment, the SAFE Data Element Maintenance Mechanism, the Trade Recovery Guidelines, and FAQ for Small and Medium Enterprises. Guidelines for Developing a Mutual Recognition Arrangement/Agreement (MRA) and an AEO Template have now been added to the Package.

16 SAFE Framework of Standards to secure and facilitate global trade, June 2012, page 1, www.wcomd.org

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In June 2012 version of the SAFE Framework includes a new part 5 in respect of Coordinated Border Management, a new part 6 in respect of Trade Continuity and Resumption, moving the language on Mutual Recognition to a new part 7, moving the AEO Conditions, Requirements and Benefits to a new Annex III, moving the text of the CCC Resolution on the SAFE Framework to a new Annex IV and creating a new Annex I for Definitions, which also defines ‗high risk cargo‘.

Capacity building assistance under the WCO Columbus Program remains a vital part of the SAFE implementation strategy, and WCO Members that have requested support are receiving it in a structured and on-going manner which will ensure sustainability in implementing the provisions and spirit of the SAFE Framework. Implementation is further supported by Customs and private sector working bodies established within the WCO Secretariat and working in close collaboration to maintain the relevance of the SAFE Framework in a changing trade environment.

The SAFE Framework is part of the WCO role in realizing the ―Customs in the 21st Century‖ vision. A draft Pakistan transition plan to WCO SAFE and AEO was delivered to the Federal Board of Revenue (FBR) on 18th March 2014 by the ADB TA-8405 PAK project. The International Finance Corporation is reportedly tasked by the FBR to carry out a WCO SAFE study.

Pakistan is recommended to pursue the long term goal of achieving its WCO SAFE and AEO program because according to experts17 avoiding excess in global supply chain security policy is essential to facilitate international trade; foster calm, productive and equitable international relations; enable beneficial allocation of scare resources; and prevent excessive spending that merely achieves diminishing marginal utility or less security. This approach should be guided by empirical rather than anecdotal evidence; precise definitions of terms; consideration of probabilities; and the application of risk assessment principles to customs controls. The WCO SAFE Framework is the global community consensual policy choice for supply chain security management.

4.2 International Convention on the simplification and harmonization of Customs (Revised Kyoto Convention) 1999

Comparing the Revised Kyoto Convention with the Pakistan Customs Act with the objective of identifying gaps has been carried out by a USAID project. The gap analysis report is with the FBR which is studying the implications. It is therefore deemed inappropriate for another project to try and carry out a comparison of the Revised Kyoto Convention (RKC) with the provisions of the Pakistan Customs Act and the customs rules.

17 The WCO SAFE Framework of Standards: Avoiding Excess in Global Supply Chain Security Policy, WCO Research Paper No.3 November 2009, Robert Ireland, page13

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5.0 Bilateral Trade Agreement

5.1 Pakistan India Trade Agreement

Pakistan has an important bilateral trade agreement with India. Trade between India and Pakistan increased by 9 times between 2000 and 2011; from US$144 million to US$2.76 billion. However, the informal trade between India and Pakistan is estimated to be about US$10 billion each year as a result of Pakistan‘s negative list. Imports from India reportedly arrive from India via seaports such as Dubai, Singapore and over land from some Central Asian states.18

However, despite progress between the two countries to relax some of the constraints and protective trade measures 58% of India‘s export potential is with products that are on Pakistan‘s negative list for India or on Pakistan‘s sensitive list applicable to India under SAFTA South Asian Free Trade Area. Similarly, 32% of India‘s import potential from Pakistan is in items on the sensitive list for Pakistan applicable under SAFTA.

India gave Pakistan Most Favored Nation (MFN) but Pakistan has not given India MFN. Need to delink trade negotiation and political issues. SAFTA has been a virtual non starter for Pakistan and India.19

In November 2011 The Joint Statement (JS) sequencing and timelines for full phasing: (i) Pakistan will move from positive list to a small negative list specifying banned rather than permitted items; (ii) Pakistan will phase out the negative the negative list.

Adhering to the Joint Statement Pakistan made a transition list approach to a small negative list of 1,209 items in March 2012. But Pakistan restricts road based trade by allowing only 137 items to be imported from India by road.20

September 2012 India reduced tariffs on all items excepting a list of items known as the ―sensitive‖ list supposedly to protect domestic markets. India offered to cut its sensitive list after December 2012 and after Pakistan gave notice of complete transition to Most Favored Nation (MFN) status for India including phasing out of the negative list and removal of restrictions on items traded by road.

By April 2013 Pakistan and India will reduce the SAFTA sensitive list to 100 tariff lines, from 936 within the next five years which help to further increase traffic at the Wagha border crossing point. By the end of 2020 the peak tariff rate for all other tariff lines would not be more than 5%

Legal and related solutions which will help increase traffic at Pakistan road and rail border crossing points:

 Allowing India and Pakistan trucks to travel in each other‘s country;  All Pakistan trucks to transit Nepal, Bangladesh and Bhutan;

18 Status Paper on India – Pakistan Economic Relations, February 2012, Federation of Indian Chamber of Commerce and Industry, FICCI 19 Enhancing India –Pakistan Trade, by Nisha Taneja, Indian Council for Research on International Economic Relations (ICRIER), January 2013, page 3 20 Enhancing India –Pakistan Trade, by Nisha Taneja, Indian Council for Research on International Economic Relations (ICRIER), January 2013, page 4

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 Allow Indian trucks to transit to Afghanistan;  Develop and implement the legal instruments to foster multimodal transport;  India lowers non tariff barriers;  Pakistan grants India Most Favored Nation status21;  Lower behind the border costs when creating export and import documentation;  Using risk management to select high risk cargo;  Using risk management to identify legitimate traders resulting in less X-Ray scanning and physical inspections;  Using Single Window System to reduce the time and cost to prepare export and import documentation and in theory stimulating SMEs to export more;  Develop predictable international export and import supply chains;  Start and fulfill the Pakistan WCO SAFE and AEO program.

6.0 Bilateral Transport Facilitation Agreements

Pakistan is a member of a 1995 road transport agreement with the PRC, Kyrgyz and Kazakhstan. Pakistan has bilateral agreements with the Kyrgyz Republic 1994 and with Uzbekistan 1993.

7.0 World Trade Organization Trade Facilitation Agreement22

After more than nine years of negotiations, WTO members reached consensus on a Trade Facilitation Agreement at the Ministerial Conference held in Bali, Indonesia, on December 7, 2013. The final agreement builds on the now 50-year-old trade rules covered by Articles V, VIII, and X of the General Agreement on Tariffs and Trade and contains provisions for faster and more efficient customs and border management procedures. The key measures include commitments on publishing and making available information for traders, as well as adopting modern approaches to customs and border management. Principles include:

• Operational standards by customs agencies in terms of risk management for clearance post- audit. • Transparency measures such as transparency of new legislation, appeals against administrative decisions, and advance rulings. • Improved cooperation between government agencies, such as in implementing national single- window systems. • Guidelines for streamlining international transit procedures.

In effect, the new agreement brings under the formal auspices of WTO many of the standards and best practices enshrined in other international instruments. In many respects the Bali agreement spells out minimum common standards; the full benefits of trade facilitation will be fully realized only if countries are prepared to go beyond it, for instance, with regionally integrated facilitation frameworks similar to the European Union‘s.

21 India Pakistan Bilateral Trade: Past, Present and Future, PHD Research Bureau, February 2013 22 Taken from the Connecting to Compete 2014 Trade Logistics in the Global Economy, The World Bank, 2014

Page 76 of 155 The WCO has published23 guidance to implementing the WTO Trade Facilitation Agreement which consists of 12 Articles which include: (i) advance rulings; (ii) border agency cooperation; (iii) freedom of transit; and (iv) Customs cooperation. The FBR must take them into consideration when revising its Customs Act.

7.1 Advance rulings

Article 3 of the WTO AFT requires Members to issue advance rulings regarding the tariff classification and the (non-preferential) origin of goods in accordance with the provisions of that article. Members are also encouraged to issue advance rulings for other areas such as Customs valuation and requirements for relief or exemption from Customs duties. The provisions of ATF set rules regarding the issuance of advance rulings including cases where an application may be declined by Members and the validity of advance rulings for a reasonable period.

Standard 9.9 of the General Annex to the Revised Kyoto Convention states that binding rulings shall be issued at the request of the interested person. The RKC Guidelines to this standard cover many aspects of binding rulings, including their scope, notification, time-limits and use.

The following WCO tools are also useful for the implementation of the ATF:

1. Recommendation (1996) on the Introduction of programmes for binding pre-entry classification information 2. Recommendation (1998) on the Improvement of tariff classification work and related infrastructure Technical Guidelines on Binding Origin Information; and 3. Practical Guidelines for Valuation Control.

7.2 Border agency cooperation

The ATF requests all national border authorities/agencies to cooperate with each other and coordinate border control and procedures to facilitate trade. Such cooperation and coordination may include alignment of working days and hours, alignment of procedures and formalities, development and sharing of common facilities, joint controls and establishment of one stop border post control.

Standard 3.35 of the Revised Kyoto Convention lays down the principle that the Customs inspection of goods should take place in coordination with other competent authorities. The SAFE Framework of Standards takes the same approach as the ATF text.

7.3 Freedom of transit

The ATF requires that regulations or formalities in connection with traffic in transit should be eliminated or reduced if they are no longer required, or a less trade restrictive solution becomes available. Fees or charges may be imposed on transit only for transportation or if commensurate with administrative expenses entailed by transit or with the cost of services rendered.

23 April 2014, http://www.wcomd.org/en/topics/wco-implementing-the-wto-atf/

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The ATF includes several measures that facilitate transit procedures, including the pre-arrival declaration, and prohibit restrictive measures in relation to customs charges, formalities, and inspections other than at the offices of departure and destination. It contains several provisions relating to guarantees.

Chapter 1 of Specific Annex E to the Revised Kyoto Convention sets out principles concerning Customs transit. It covers procedures such as formalities at the office of departure, Customs seals, formalities en route and termination of Customs transit. Moreover, Chapter 2 to Specific Annex E to the Revised Kyoto Convention concerns transshipment. The RKC Guidelines offer more technical and detailed information on transit.

Innovative practices on transit include Argentina (road), Bulgaria (air, road, rail and sea), Hong Kong International Transshipment Facilitation Scheme (ITFS), Jordan, Poland, and others.

7.4 Customs cooperation

Article 12 of the WTO Agreement on Trade Facilitation (ATF), which concerns Customs Cooperation, sets out the terms and requirements for Members to share information in order to ensure effective customs control, while respecting the confidentiality of the information exchanged. Article 12 allows Members flexibility in terms of establishing the legal basis for information exchange. Members may enter into or maintain bilateral, plurilateral or regional agreements for sharing or exchanging customs information and data, including advance information. The Revised Kyoto Convention (RKC) provides, in the General Annex (Standard 6.7), that the Customs shall seek to co-operate with other Customs administrations and seek to conclude mutual administrative assistance agreements to enhance Customs control.

The WCO SAFE Framework of Standards (FoS) requires Members to establish and enhance Customs-to-Customs network arrangements to promote seamless movement of goods through secure international trade supply chains. The WCO Model Bilateral Agreement and the Model Memorandum of Understanding on Mutual Administrative Assistance in Customs Matters are used extensively by WCO Members as the basis for concluding bilateral agreements. The Globally Networked Customs (GNC) Utility Blocks are useful in providing standard templates for bilateral and multilateral agreements.

8.0 Conclusions

Pakistan is lagging behind neighboring trading partner countries when it comes to signing and ratifying international traffic and border crossing facilitation conventions. Neighboring countries which have ratified more international conventions compared with Pakistan include: (i) Afghanistan 3; (ii) India 6; and (iii) Iran 10. The lack of trade and transport conventions results in a lack of good practice trade and transport connectivity with neighboring and regional trade partners. It also makes developing transport corridors challenging and delays economic development along the corridor.

Pakistan has made statements wanting to develop trade and transport corridors with Central Asia but this might be challenging because all of the Central Asian states have ratified more

Page 78 of 155 conventions compared with Pakistan: (i) Kazakhstan 18; Kyrgyz Republic 11; Tajikistan 9; Turkmenistan 6; and Uzbekistan 12. The PRC is a transport corridor development target for Pakistan regardless of the difficult mountainous terrain separating the PRC from Pakistan but the PRC has only ratified 3 international traffic, vehicle and border crossing facilitation conventions.

Pakistan is not a contracting party to the pallet and container pooling conventions and their absence provides for a lack of guidance and control methods for users and customs. Reducing the number of transshipments at Wagha border crossing will require the need of pallets and containers and conventions which help their introduction are needed. Getting neighboring trading partners to join multilateral conventions might be challenging; they may prefer bilateral agreements.

APPTA should result in extra import and export traffic as both economies develop but APTTA traffic will continue to suffer delays while all containers arriving in the three Karachi container terminals are all scanned. It is difficult to ascertain at this moment in time the willingness of both contracting parties to reduce this rate of scanning using real time entity based risk management. Furthermore, eliminating the need for APTTA transport bonded carriers is not currently an agenda item so eliminating this burden on APTTA transport is not seen as achievable in the short or long term.

There seems a lack of clarity as to which Ministry is solely responsible for border crossing point development and management. Several Ministries have border crossing functions but each cannot be responsible for border crossing development. There is currently a lack of awareness for the need of a whole of government approach and the absence of a single ―one face at the border‖.

9.0 Recommendations

Pakistan must consider the following actions if it wants to fulfill trade and transport corridors, introduce international border crossing point good practice and help increase traffic levels at border crossing points:

 Ratify important missing international traffic and border crossing facilitation conventions;  Prioritize ratifying those international conventions with neighboring countries which will help achieve trade and transport corridors;  Ratify the TIR Convention to get faster and more secure cross border trade which is covered by the customs guarantee;  Ratify the 1982 Harmonization Convention to get coordinated controls, eliminate repeated examinations and achieve Customs as the lead agency;  In the future Customs must consider building TIR-EPD Green Lanes at road border crossing points;  Ensure bank guarantees do not hinder the full implementation and benefits of using the APTTA;  Contracting to the CBTA should give Pakistan the stimulus to ratify a number of required international conventions helping it take advantage of connections to Central Asia although many of the objectives of the CBTA provisions are normally part of a modern customs and trade facilitation strategy;

Page 79 of 155  Facilitate the APTTA transport by using risk management to reduce the 100% container scanning rate at Karachi seaport terminals and eliminating the need for transport bonded carriers and instead using another customs guarantee method or using the TIR method;  Pakistan should consider trying to progress the implementing of a professional truck driver Common Visa Sticker;  Pakistan is recommended to become a contracting party to the HS Convention to further facilitate its ability to trade with the global market place;  Contract to the pallet and container pool conventions to enable the use and control of containers for users and customs;  Pakistan grants India Most Favored Nation status;  Pakistan might wish to study the example of the Australia Customs Service ―whole of government‖ approach to inter agency border crossing management.

ANNEX 5: TORKHAM BORDER CONTROL POINT EQUIPMENT AND INFRASTRUCTURE SURVEY FORM

BCP MANAGEMENT AND THROUGHPUT INFORMATION 1 When was the current BCP built? 1934 2 By which agency was the BCP built? Public Works Department 3 Last date when BCP rebuilt or improved: Jan 2012-May 2012 Customs 4 BCP land size sqm: 5 Total number of BCP staffs and managers: Customs: 55 Border Guards:20 Khasadar (Levies): Phyto Sanitary: 1 Quarantine: 1 Immigration: 4 Anti Narcotics: 0 Other agencies:

TOTAL: 6 Average number of commercial trucks each day Import: 39096/ year (2013) Export: 165717/ Year (2013) Transit: (i) inbound transit;2237/ year (ii) outbound transit:27451/ year 7 Average number of passenger cars crossing each day 8 Average number of buses each day Large buses (30-45 plus seater): Mini bus (6-12 seater): 9 Average number of pedestrians crossing each day (not 25000 passengers from vehicles) 10 Average number of local BCP residents crossing each day (special border area registered inhabitant) 11 Average number of other types of vehicles crossing each day: -Bullock carts (Hand Trolleys) 1000 -Vans -other please describe 12 Average number of declarations each day Exports: 250-300 Imports: 40-70 Transit: (i) inbound transit including APTTA: Approx 1-2 GDs per day (ii) outbound transit including APTTA: 1500 /

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month GDs filed at Karachi but processed at Torkham 13 What are the main export cargo types 2523. 2900 Cement (If, this can be listed by HS Code good, if not please describe) Tones: 212924 What is the average volume each day: Value: Rs. 1250 Million /month -Tonnes -Value 1101.0010 Wheat Flour Tones: 22328 Value: Rs. 550 Million /month

1516.2010 Vegetable Ghee Tonnes:4176 Value: Rs. 445 Million /month

0710.8000 Vegetables Tonnes:45088 Value: Rs. 1800 Million /month

1701.9910 Sugar Tones: 41253 Value: Rs. 1700 Million /month

14 What are the main import cargo types 2701. 1900 Mineral Coal (If, this can be listed by HS Code good, if not please describe) Tones: 90475 What is the average volume each day: Value: Rs. 800 Million /month -Tonnes -Value 2526.1010 Soap Stone Tones: 20180 Value: Rs. 130 Million /month

2610.0000 Chromite Stone Tonnes:1700 Value: Rs. 20 Million /month

Chapter 08 Fruits Tonnes:450 Value: Rs. 65 Million /month

15 What are the main transit cargo types Chapter 85: Electric Goods (If, this can be listed by HS Code good, if not please describe) Tones: N/A What is the average volume each day: Value: Rs. 1080 Million / Month -Tonnes -Value Chapter 09:Black / Green Tea Tones: 4600 Value: Rs. 1200 Million / Month

Chapter 15: Vegetable Ghee/ Cooking Oil Tones: 4145 Value: Rs. 660 Million / Month

Chapter 69: Tiles Tones: 10516 SQM Value: Rs. 20 Million / Month

BCP LOCATION INFORMATION 16 Does the BCP location determine BCP congestion? Yes Please describe (BCP close to a village, restricted land site at the It‘s a narrow valley, all bottom of a valley, import and export traffic lanes converge on a construction is linear bridge with two traffic lanes, etc): 17 Is there a minibus station close to the BCP? Yes 18 Do taxis park near BCP entry and exit gates? 500 M

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19 Distance from BCP to nearest village and or town? 500 M 20 Distance from the BCP to an inland customs clearance depot Peshawar (ICD) or Border Terminal? (kilometers) 21 Is adjacent land available for BCP expansion? Not much Please describe how much and its gradient (flat or sloped) Slope, steep contours 28 Is all the BCP located on level ground? No 29 Are there electricity power lines crossing the site? Yes 30 Are there any public uses of the expansion land? Yes Are there any privately owned buildings on the current BCP site? Yes 31 Has the expansion land been re zoned for BCP use? Yes Is there documentary evidence proving expansion land has been No zoned for BCP use? Are there any private owned buildings or farms on the proposed No BCP expansion land (possible displacement challenge)? 32 Who owns the land? Local Tribe + Leased by Pakistan Army BCP APPROACH ACCESS ROAD Fit for purpose BCP approach road 33 BCP entry and exit security: 6. Are there straight traffic lanes or ―zig-zag‖ traffic lanes Straight but there is a separate approaching the BCP entry gate and leaving the BCP exit exit road for Cement/ Transit gate? vehicles 7. Are there concrete blast protection walls along side each No traffic lane(s)? 8. Is there a pneumatic gate inserted in each traffic lane? No 9. Are there reinforced emplacements for BCP security No personnel close to the BCP entry and exit gates? 10. Other types of physical security (please describe)? Concrete barricades at various place + Gabion Blocks 34 9. Number of highway traffic approach lanes to the BCP Two 10. What is the width of the BCP approach road (not including the 30 feet ―hard shoulder‖) 11. Is there adequate open land available each side of the BCP No but locals agree to give land approach road to widen the BCP approach road by: (i) one lane in and out; or (ii) two extra lanes for in and out? 12. Is there adequate open land to build several BCP approach Yes, 2-3 Lanes lanes and by how many? 13. Can the BCP approach road get widened for the following More than 1000m distances: (i) 100m; (ii) 200m; (iii) 300m; (iv) 400m; or (v) 500m (If, more please describe the maximum distance the BCP approach road can get widened) 14. Please describe what types of building activities hinder Illegal encroachments at South widening the BCP approach road (Please sketch the BCP edge of the road. approach road activities and take photographs) 15. Is there private land either side of the BCP approach road, Yes, Private land is at various please describe: intervals 16. Is there a displacement challenge in case the BCP approach Yes road needs widening?

35 What is the condition of the BCP approach road? Not Good 36 What is the approximate width in meters of the BCP approach 2m road shoulder 37 Are there trucks and other vehicles parked on the approach road Yes shoulder causing congestion?

Are there trucks and other vehicles parked on the BCP approach Yes, In fact there is no CCZ road queuing to get inside the BCP Customs Control Zone (CCZ)?

38 Are trucks queuing with cars and buses? Yes 39 Approximate approach road traffic queue length in terms of meters In summers it go up to 5 km and kilometers?

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What is the average daily traffic queue pattern?

At what times are the usual daily traffic queuing peaks?

When are the BCP import, export and transit seasonal peak traffics? Please describe why the seasonal peaks occur

40 Peak time number of commercial trucks in the queue? Peak time buses Peak time cars Peak time pedestrians 41 Is there a BCP approach road traffic management scheme?

If, there is a BCP approach road traffic management scheme what No is it? 4. RFID tracking reader at gate? 5. Peak charging scheme? 6. other please describe

Which authority is responsible for building and maintaining the National Highway Authority BCP approach road?

Which authority(s) is responsible for managing the BCP approach Political Agent (Khyber road traffic control to: Khasadar force) and Frontier 5. reduce queuing times and to Corps (Khyber Rifles) 6. reduce approach road congestion and to 7. ensure road traffic safety 8. other, please describe

42 Are there truck parking areas or a Border Terminal near the BCP? Not properly, they park on roads 3. Who owns the terminal / parking areas? and in a gully basin 4. Who manages the terminal / parking areas

43 Are there Border Crossing Point signs on the road, approx 1 to 2 No kilometers from the BCP and lane designation signs?

Is vehicle lane segregation enforced? How and which agency? No

BCP ENTRY INFRASTRUCTURE Fit for purpose BCP buildings 44 BCP Entry Gate: 9. Is there a BCP traffic lane entry gate? No 10. Which agency staff controls the BCP entry and exit gates? 11. Are there Chemical and Biological and Radiation and Nuclear (CBRN) detection equipment installed at the entry gate? 12. Is there a vehicle number plate scanner? Is the scanning information linked to a database enabling real time decision making? 13. Entry gate physical security: is there a pneumatic security entry gate installed into the ground? Who operates this gate? 14. Is there tire puncture equipment? 15. Is there blast protection concrete walling? Please describe: 16. Other physical security equipment: please describe:

45 How many vehicle traffic lanes exist inside the Customs Control 2 Zone (CCZ) of the BCP? 46 How many traffic lanes were open and in use during the visit? 2

How many traffic lanes were closed and why?

47 How many dedicated truck lanes are in use? 2

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48 Is there a dedicated truck fast track truck lane for: -Authorized Economic Operator (AEO) scheme (part of WCO SAFE): -simplified procedure: -fresh vegetables: -or other scheme, please describe Yes, for NATO and Cement Consignments Do an assorted range of vehicles use each traffic lane? No If, yes please describe.

49 Is there a dedicated bus lane? No

50 Are there any types of priority traffic lanes? -VIP Yes (VIP) -Bilateral Agreement -other please describe

51 Are there dedicated pedestrian lanes in operation? Yes Are pedestrian crossing lanes segregated from moving vehicles, Yes or are pedestrians crossing mixed with moving trucks, buses and cars? Are the segregated pedestrian crossing lanes fenced off from Yes other traffic?

52 Are car, truck and bus vehicle lanes fenced off from each other? Yes, with barricades

53 Are BCP traffic lanes ―straight‖ (linear) or do the lanes have No ―herringbone‖ parking spaces?

54 Do car and truck drivers leave the vehicle to go to a number of Yes different kiosks to carry out passport, vehicle document and other primary inspections, blocking the traffic lane?

55 Are there vehicle bypass lanes in the BCP which vehicles use No when going to the secondary inspection area?

56 Is there space available to build extra lanes? Yes (locals agree to give land)

57 Is there a Duty Free Shop in use or closed? No

Where is the Duty Free Shop located and does it interfere with the smooth flow of vehicle traffics?

BCP CANOPY / ROOF 58 8. Does the BCP have a canopy? Yes/No No 9. Is the entire Customs Control Zone (CCZ) of the BCP covered No with a canopy? 10. If, no what process areas are covered and which process Offices are enclosed areas are open to the elements? 11. What is the height of the canopy? 12. Is the canopy built of steel or other material? 13. When was the canopy built? 14. What is the condition of the canopy?

BCP LIGHTING 59 EXTERIOR LIGHTING Fit for purpose task lighting

4. What are the types of the exterior BCP lighting for example High Pressure Sodium Lights halogen, daylight bulb or florescent strip lighting; please also (Road Lights)

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describe watt size? 5. Are lights located on stanchions or fixed under the canopy / Poles roof? 6. Is there specialized lighting installed and operating at primary No and secondary vehicle and pedestrian checking / inspection areas and describe watt size? For example, is there day light type lighting installed allowing Customs and or border guard staffs to inspect and see inside open engine bonnet and rear car boot?

INTERIOR LIGHTING 3. Work / Task Lighting: are there specialized daylight bulb task Linear Fluorescent lamps (80 & lighting installed at customs and border guard passport 36 watts) and CFL (23 watts) control kiosks, or is it an ordinary light bulb (watt size?), halogen or florescent strip lighting? 4. Are there lights installed and operating inside driver and No pedestrian interview rooms and describe type and watt size?

60 Are there lights located at ―No Man‘s Land‖? No

If, yes please describe location and types

PRIMARY COMMERCIAL VEHICLE AND CARGO CHECKING EQUIPMENT AND INFRASTRUCTURE 61 ENTRY TRAFFIC LANE AREA Fit for purpose safe and secure vehicle entry and exit management

(i) Entry gate detection equipment Is there Chemical Biological Radioactive and Nuclear (CBRN) No detection equipment installed and operating in each vehicle lane (multi lane type BCP) or at a one entry gate type BCP?

(ii) Entry lane gate bars Are there automated entry gates? No Are there red / green ―traffic lane‖ control lights in each vehicle lane? No (iii) Entry gate check kiosks Are there kiosks or booths located at each vehicle check lane? How many? Size and condition? Year installed? Does each vehicle primary control / check kiosks (booth) have passport computer scanners and ID cameras? What type of passport and visa scanner? Do they all have electric power connection? No

Are there kiosks or booths located at each pedestrian check lane? How many? Size and condition? Year installed? Does each pedestrian primary control / check kiosk (booth) have computer scanners and ID cameras? What type of passport and visa scanner? Do they all have electric power connection? No

(iv) Entry gate area canopy Is there a canopy over the entry gates? When was the canopy installed? What is the condition of the canopy? Tarmac

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(v) Entry gate lane condition What is the quality condition of the ground surface? Tarmac? Concrete? Stone / brick? Other please describe:

(vi) other agency kiosks or booths located at the entry gate for Frontier Corps vehicles and pedestrians 1 (female checking) Which agencies have kiosks or booths? 2mx3m, very bad How many? 2010 Size and condition? No Year installed? Do they all have electric power supply? 100x75 = 7500 sqm

(vii) What is the approximate area in sqm of the entry gate area? Yes; in each lane approx 200 vehicles wait (viii) Is there vehicle congestion in each vehicle lane? If, yes describe how many vehicles waiting / queuing in each lane? There are no control kiosks / booths (ix) How many meters from the BCP entry gate to the control kiosks / booths? No

(x) Do Customs and Border Guards or other agency staff sit together in a kiosk or booth and check driver passport and other documentation?

(xi) How many total border agency staffs are on average working (on duty) to carry out the primary driver and cargo and vehicle (commercial truck) check? No

(xii) Is there a vehicle diversion lane to a secondary vehicle inspection area? No

(xiii) Are there vehicle bypass lanes which serve to allow trucks to go around other vehicles in the same lane? (Does the one lane configuration of the BCP entry traffic lanes contribute to congestion and dwell time?) Liner lane

(xiv) Is the primary check / entry gate area configured in a linear lane (straight) or multi lane design? No

(xv) Is the primary check / entry gate area configured using a ―herringbone‖ design (diagonal vehicle parking)? Yes

(xvi) Are all passport and customs and other agency processes carried out in the primary vehicle check lane? Truck drivers do not stay on their truck cabs (xvii) Do truck drivers stay in their truck cabs or do they switch off the engine and get out to passport control and to submit paper declaration to customs? There are segregated import, export and transit truck (xvii) Are there segregated import, export and transit truck parking parking areas but these are and container storage areas? Number of designated truck parking unmarked and formless areas areas, locations – size (taking into account maximum width and in dry river bed length of truck and container sizes). Type of parking areas i.e. herringbone.

No

(xvii) Do truck parking areas have electrical plug-in for refer trucks/containers? If so, number of plug-in. Is there sufficient

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number to accommodate average number of refer trucks?

SINGLE WINDOW (SW) BUILDING No

(xvi) Is the a Single Window building Yes/No (If no proceed to the next section) (xvii) Do truck drivers go to a Single Window building or do they walk from one agency kiosk or office to another agency kiosk / office and so forth (xviii) If there is a Single Window building how many meters is it from the parked trucks in the entry lane (xix) What is the size of the building / office space (sqm) (xx) When was the building built (xxi) Is there a sit down area for truck drivers and for how many (xxii) Are there rest room facilities for drivers (xxiii) Are there rest room facilities for female staff (xxiv) What is the sqm area designated for truck drivers (xxv) What is the sqm area designated for customs staffs (xxvi) What are the sqm areas for manager offices (xxvii) Does the SW building operations area have computer links with other areas of the BCP and with other customs functions such as risk management and others? Please describe (xxviii) Does the SW building have dedicated electric power back up generating units? If, yes please describe (xxix) Is the SW building operations area designed to stop physical contact between customs staff, truck drivers and customs broker staff (xxx) Which other agency staffs sit inside the SW operations area?

SECONDARY COMMERCIAL VEHICLE AND CARGO EXAMINATION EQUIPMENT AND INFRASTRUCTURE 62 Fit for purpose vehicle and container management and examination

11. Does the secondary vehicle and cargo inspection area have a No safe and secure fence? What type? When was it installed? 12. Does the secondary inspection process have a dedicated No building complete with vehicle inspection pits? If yes when was it built? How large in terms of sqm and height? 13. Does the secondary inspection process area have a modern No tunnel type X-Ray scanning installation or does it have mobile scanning vehicles? What type is it? When was it installed? Is it in working order? How many vehicles can the X-Ray scanner scan during a 24 hour period? How many minutes do the X-Ray scanner takes to scan each 40 foot articulated truck with a container? 14. If, the BCP has mobile X-Ray scanners how many? When NA purchased? What type? Is there a diesel budget to operate the mobile scanner(s)? 15. Does the secondary inspection building have non intrusive NA inspection tools? 16. Does the secondary inspection building have ―rummage No tools‖? 17. Does the secondary inspection building have a safe holding NA area for truck and car drivers? 18. Does the secondary inspection building have an office for the NA inspectors? 19. Does the office have computer access to the Risk NA Management Unit and BCP manager?

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20. Does the office have the equipment to make reports and NA communicate with other staffs? If yes what equipment is used? 11. Are there separate inspection areas for veterinary and phyto- NA sanitary examinations?

VEHICLE AND CONTAINER X-RAY SCANNING 11. Is there a tunnel X-Ray scanner on site? If, no proceed to the No next station. 12. How do the secondary inspection staffs record their X-Ray scanning and physical inspection findings? What equipment is used for this process? 13. Does the tunnel X-Ray scanner operate 24/7? 14. Who decides to use the tunnel X-Ray scanner? 15. Does the secondary inspection building the X-Ray scanner have continuous electric power supply enabling 24/7 inspection and scanning process? 16. How many trucks on average wait queuing to get scanned? 17. What is the truck waiting area in sqm? 18. Does the tunnel X-Ray scanner building have lights allowing night time operation? 19. How long in minutes does it take to scan one 40 foot articulated truck with trailer? 20. How many vehicle X-Ray scans does the tunnel machine carry out each hour and day?

VEHICLE WEIGHING AND DIMENSION CHECKING

15. Does the BCP have a vehicle weighing machine: yes / no? No 16. How many vehicle weighing machines? 17. What type of vehicle weighing machine? 18. Does the weighing machine have vehicle dimension measuring ability: yes / no? 19. When was the weighing machine installed? 20. For what purpose is the weighing machine used? 21. Which agency staff operates the weighing machine? 22. How does the weighing machine record the information? 23. How does the recorded information get communicated to those staff needing it? 24. How does the weighing machine archive information? 25. Where is the weighing machine located inside the Customs Control Zone of the BCP? 26. What is the sqm size area of the weighing machine? 27. How long in minutes does the weighing machine take to carry out the weighing process? 28. How much did the weighing machine cost?

BUS PASSENGER PROCESSING HALL 63 PRIMARY BUS PASSENGER CHECKING EQUIPMENT AND INFRASTRUCTURE Fit for purpose bus passenger management and detection

29. Is there a dedicated purpose built bus passenger processing No hall? 30. What is the sqm size of the building? 31. How many passengers can the building process each hour? 32. What is the average amount of time to process each passenger (performance target)? 33. How many passenger processing lanes? 34. Does each passenger processing lane booth have computerized passport and visa scanning? 35. Does each passenger processing lane booth have cameras to

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photo each passenger and record the photo? 36. Does each passenger processing lane have a 250kgs outsize luggage conveyor scanner? 37. What type is the baggage scanner: (i) maximum load weight; (ii) back scatter type; (iii) colour or other? 38. Is the luggage and outsize item scanner able to scan for: (i) metal objects; (ii) chemical; (iii) biological; (iv) radioactive; (v) nuclear; and (vi) explosive particulates? 39. Does each passenger processing lane have a hand held metal scanner? 40. Does each passenger processing lane have a hand held explosive particulate scanner? 41. When was the bus passenger processing hall built? 42. Who built the bus passenger processing hall? 43. How many agency staffs work in the passenger processing hall? 44. Which agency is in charge of the bus passenger processing hall? 45. Does the bus passenger hall have offices for agency staff and what is the sqm size of the office area? 46. Is the office area open plan (different BCP agency staffs sit in one open plan office) or does each agency staff sit inside a closed door office? 47. Is the import and export declaration method based on paper documents? 48. If, yes how many paper documents are needed for: (i) import; and (ii) export; 49. How many official stamps are required to process: (i) import; and (ii) export? 50. How many official signatures are needed to process: (i) import; and (ii) export? 51. Is there a computerized import and export declaration system with the hardware to manage bus passenger declarations? 52. Please describe the type of software used and the hardware necessary to operate and manage declarations: 53. Is there a separate computer room? 54. What is the sqm size? 55. How many staffs work in the computer room during a typical shift? 56. Is the room air conditioned?

SECONDARY BUS PASSENGER CHECKING EQUIPMENT AND INFRASTRUCTURE No 3. Are there safe and secure interview rooms? 4. Are there the following detection equipments: (i) bank note No scanner; (ii) drugs testing kits: (iii) document paper scanners able to determine if documents or books have antiquarian value or as a result of the test shows the document or book is prohibited to be exported?; (iv) chemical testing; (v) biological testing; (vi) radioactive; and (vii) nuclear testing? PEDESTRIAN PRIMARY CHECKING 64 PRIMARY PEDESTRIAN CHECKING EQUIPMENT AND INFRASTRUCTURE 29. Is there a dedicated purpose built pedestrian processing hall No, but there is a small booth or area? 30. What is the sqm size of the building? 30 sqm Approx 31. How many pedestrians can the building process each hour? 100 (if anyone shows up) 32. What is the average amount of time to process each Only passports are stamped pedestrian (performance target)? with entry & Exit 33. How many pedestrian processing lanes? Are there 1 (in fact pedestrian stay behind segregated inward and outward pedestrian lanes? fence and handover passports) 34. Does each pedestrian processing lane booth have No

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computerized passport and visa scanning? 35. Does each pedestrian processing lane booth have cameras to No photo each pedestrian and record the photo? 36. Does each pedestrian processing lane have a 250kgs outsize No luggage conveyor scanner? 37. What type is the baggage scanner: (i) maximum load weight; NA (ii) back scatter type; (iii) colour or other? 38. Is the luggage and outsize item scanner able to scan for: (i) NA metal objects; (ii) chemical; (iii) biological; (iv) radioactive; (v) nuclear; and (vi) explosive particulates? 39. Does each pedestrian processing lane have a hand held No metal scanner? 40. Does each pedestrian processing lane have a hand held No explosive particulate detector? 41. When was the pedestrian processing hall / facility built? 1980‘s 42. Who built the pedestrian processing hall / facility? Political Agent 43. How many agency staffs work in the pedestrian processing 3 hall? 44. Which agency is in charge of the pedestrian processing hall? Political Agent 45. Does the pedestrian hall have offices for agency staff and Its only an office for staff, 30sqm what is the sqm size of the office area? 46. Is the office area open plan (different BCP agency staffs sit in (Pedestrian stay behind fence one open plan office) or does each agency staff sit inside a and handover passports) closed door office? 47. Is the import and export declaration method based on paper Yes documents? 48. If, yes how many paper documents are needed for: (i) import; and (ii) export; 49. How many official stamps are required to process: (i) import; and (ii) export? 50. How many official signatures are needed to process: (i) import; and (ii) export? 51. Is there a computerized import and export declaration system with the hardware to manage bus passenger declarations? 52. Please describe the type of software used and the hardware necessary to operate and manage declarations: 53. Is there a separate computer room? 54. What is the sqm size? 55. How many staffs work in the computer room during a typical shift? 56. Is the room air conditioned?

SECONDARY PEDESTRIAN CHECKING EQUIPMENT AND INFRASTRUCTURE 3. Are there safe and secure interview rooms? No 4. Are there the following detection equipments: (i) bank note No scanner; (ii) drugs testing kits: (iii) document paper scanners able to determine if documents or books have antiquarian value or as a result of the test shows the document or book is prohibited to be exported?; (iv) chemical testing; (v) biological testing; (vi) radioactive; and (vii) nuclear testing? LABORATORY TESTING BUILDING 65 11. Does the Customs Control Zone of the BCP have a Customs No testing laboratory 12. Is the laboratory in a separate building or is it located inside another functional building 13. What type of tests does the customs laboratory carry out 14. How many tests does the laboratory carry out on average each day 15. How many staff work in the lab 16. What is the sqm size of the lab 17. What test equipment does the lab have and when was it

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procured (please describe) 18. To what standards do the lab tests get carried out? 19. How does the lab record test results 20. How does the lab communicate test results BCP ADMINISTRATION BUILDING 66 31. Is there a dedicated BCP administration building / office No accommodation? 32. What is the approximate size of the BCP office building? NA 33. How many staffs and managers are accommodated inside the NA office building? 34. Do all the border control agency staffs and managers sit in NA one open plan office space (different BCP agency staffs sit in one open plan office)? 35. Do the border control agency staffs and managers sit in NA separate ―closed door‖ office buildings? 36. Do the border control agency staffs and managers sit in the NA same building but sit in separate ―closed door‖ offices? 37. Do customs broker, freight forwarding and other private No industry personnel have unrestricted access to the BCP office building? 38. Do members of the public have unrestricted access to the Yes BCP office building(s)? 39. Is there a security guard checking person ID before entering Yes the BCP office building? 40. Describe what security facilities exist to control access to the Yes but just a security gate BCP office building: secure door with ID card unlocking mechanism, metal doors, blast proof concrete blocks, guard(s) etc. 41. Are there rest room facilities and what is the sqm size? 42. Are there dedicated female rest rooms and what is the sqm size? 43. Are there canteen facilities, and how many staff can it No accommodate during one shift meal sitting? 44. Are there interview rooms in the building? If yes please No describe how many, sqm size, and do the meeting rooms have secure doors and locking methods and interview recording equipment? 45. Are there detention facilities? If yes please describe the sqm No size, are there rest room facilities, female detention cells, medical facility? What is the security equipment used? 46. Is there a secure seizure storage facility on site complete with No computer inventory management equipment? What is the size? 47. Does the BCP admin building have a conference room: yes / No no? 48. What is the sqm size of the conference room? NA 49. How many persons does the conference room sit? NA 50. Does the BCP have a customs training room on site: yes / No no? 51. What is the sqm size of the customs training room? NA 52. How many staff does the training room sit? NA 53. Is there an e-learning room inside the admin building: yes / no No 54. What is the sqm size of the e-learning room? NA 55. How many staff does the e-learning room sit? NA 56. Does the e-learning room have computers and screens? NA 57. Does the e-learning room have internet connection? NA 58. Does the admin building have a customs library on site: yes / No no? 59. What is the sqm size of the library? NA 60. How many staff does the library sit? OTHER BCP MANAGEMENT BUILDINGS 67 CONTROL ROOM

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6. Is there a central BCP control room monitoring lane use and No other BCP functional areas? 7. How many agency staffs in the office? NA 8. Does the BCP monitoring room have CCTV? NA 9. What is the size of the control room? NA 10. Which agency staffs work in the control room? NA

68 STAFF DORMITARY 7. Is there a BCP customs staff dormitory building Yes 8. Is there a Border Guard dormitory building? No 9. Is there a dormitory for other agency staffs (please describe)? Yes, FC and levies have their own accommodation. 10. What is the size of the total dormitory building? NA 11. How many beds in each dormitory? NA 12. Is there a dormitory for temporary assigned staff and if yes No how large in sqm and how many beds?

69 COMPUTER BUILDING 6. Is there a BCP computer room or building? Yes 7. If, yes how large sqm? 160 sqm 8. What type of computer equipment does the computer building Computers, Printers, Scanners have, please describe? 9. How many staffs work inside the computer building? 10 10. What special considerations does the computer building have No special consideration, only such as air conditioning temperature control and other, please network enclosure has an air describe? conditioning

70 ILLEGAL IMMIGRANT HOLDING AREA 9. Is there a border guard office and illegal immigrant holding Yes area? 10. Does the illegal immigrant holding area have rest rooms? No 11. Does the illegal immigrant holding area have female rest No rooms? 12. Is there a dedicated female interview rooms? No 13. What is the security equipment to lock and unlock and Not at all manage access to the illegal immigrant holding area? 14. Are there segregated sleeping facilities for illegal immigrants? No 15. Are there CCTV cameras in the holding area? In some areas 16. Does the holding area have a working public telephone and No working internet for illegal immigrants?

71 SNIFFER DOG KENNEL 12. Is there a dog kennel area: yes / no? No 13. If, no go to next section 14. How many dogs are accommodated in the kennel? 15. What is the sqm size? 16. When was the kennel built? 17. Which agency(s) manages the kennel? 18. Does the kennel have a veterinary clinic: yes / no and please describe sqm size? 19. Does the kennel have a dog training area: yes / no and please describe sqm size? 20. How many dog handlers work at the kennel? 21. Is there a separate room to store dog food and prepare dog meals inside the kennel, yes / no and please describe sqm size? 22. What is the sqm size of the kennel management office(s)?

72 POLICE 5. Is there a police station on site: yes / no? Yes 6. What is the sqm size of the police station? Khasadar Force & Frontier 7. How many police staff does the police station building Corps

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accommodate during a typical shift? 8. Does the police station facility have a separate armory?

73 DETENTION FACILITY (Not to be confused with illegal immigration holding) 12. Is there a Customs and or Border Guard suspect detention No facility on site: yes / no? 13. What is the size of the sqm detention facility? NA 14. How many customs and other agency staff work in the NA detention facility in a typical shift? 15. How many detention cells does the detention facility have? Do NA cells contain toilet facility, wash basin? Are there separate cells for male and female? Size of cells? 16. How many detainees does the detention facility hold on NA average? 17. Are there detainee peaks: why and how many? NA 18. Is there a safe detainee transfer area inside the detention facility (where detainees get placed from cell into a vehicle)? 19. Is there CCTV inside and outside the detention facility? 20. Is there fencing around the detention facility, please describe type and height? 21. Are there rest rooms for detainees and staff inside? 22. Are there hand held metal detectors and other type of hand held detectors such as explosives:

74 ARMOURY 7. Is there an armory inside the Customs Control Zone of the No BCP? 8. What is the sqm size of the armory? 9. How many staffs work inside the armory? 10. Does the armory store ammunition in addition to weapons? 11. What are the physical measures guarding the armory? 12. Does the armory have blast wall protection?

75 PHYTO SANITARY 10. Is there a phyto sanitary office on the site of the BCP? No 11. What is the sqm size of the office? 12. How many phyto sanitary staffs work inside the office in any one typical shift? 13. Are extra phyto sanitary staffs working inside the office during seasonal peaks? 14. Does the phyto sanitary office building(s) have a testing laboratory? 15. If, the building has a testing laboratory what is the sqm size? 16. How many staff work inside the testing laboratory? 17. What types of laboratory testing equipment does the lab have? 18. What types of laboratory testing equipment is lacking? (please describe type and cost)

76 CANTEEN 10. Is there a staff canteen on site: yes / no? No 11. What is the sqm size of the canteen? 12. How many staff can the canteen sit during a typical sitting? 13. Can the canteen sit one or two shifts at the same time? 14. What is the sqm size of the canteen kitchen? 15. What is the sqm size of the canteen ambient food storage area? 16. What is the sqm size of the canteen frozen food storage area? 17. Does the canteen have a visitor or VIP reception area: yes / no?

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18. What is the size of the visitor / VIP area?

77 BANK 9. Does the Customs Control Zone of the BCP have a bank on No site: yes / no? 10. What is the sqm size of the bank? But a branch of National Bank of 11. How many persons work inside the bank during a typical Pakistan is located a few shift? hundred meters from customs 12. Is the bank open 24/7; please describe opening hours: office which is now connected 13. What are the functions of the bank? with WeBOC / One Customs 14. Is the bank private and does the bank pay rent and to whom? System using iDirect link 15. What is the monthly rent each sqm? 16. Are there ATM machines on site?

CUSTOMS CASHIERS OFFICE 6. Is there a customs cashiers office or other type of payment No office on site: yes / no? please describe 7. What is the sqm size? 8. How many staffs work in the cashier‘s office during a typical shift? 9. What is the physical security equipment and infrastructure? 10. Does the office have a blast protection wall?

78 TELECOMMUNICATIONS 7. Is there a telecommunications building and or area on site? No 8. What is the sqm size? 9. How many persons work inside the room / building during a typical shift? 10. What equipment does the facility have? 11. Does the facility have a dedicated back-up power generator? 12. If, yes what type and size? (please describe):

79 POWER SUPPLY 7. Is there electric power transmission equipment? Continuous Two generators electricity supply for the entire site? 8. What is the sqm size? 9. What power equipment does the site have? 10. Does the BCP suffer from power cuts: yes / no Yes 11. If, yes what are the reasons for the electric power cuts? Load Shedding & less fuel for 12. How many persons work at the power site during a typical generators shift? None

80 STAFF RECREATION 6. Is there a staff recreation room and area? No 7. If, yes what is the sqm size? 8. How many people does the staff recreation safely accommodate? 9. When was the staff recreation centre / building built? 10. What facilities and equipment doe the staff recreation centre have?

81 ANIMAL INSPECTION PEN(S) 8. Is there an animal inspection pen? No 9. If, yes what is the sqm size? 10. How many animals can the animal pen accommodate? 11. Does the animal pen have a management building? 12. Does the animal pen have a veterinary building? 13. How many staffs does the animal have during a typical shift? 14. Which agency manages the animal pen?

82 WATER SUPPLY 8. Is there a water supply to the BCP site? Yes

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9. Where does the water come from: pipe, tanker, etc (please Pipe describe): 10. Which agency is responsible to order (procure) the water? Local Govt. Political AdmIn. 11. Which agency is responsible to maintain and repair the water Customs supply pipes and storage tank(s) on site? 12. Is there a water storage tank on site? Yes 13. If, yes what is the storage capacity? Approx. 2000 Gallons 14. Is it drinking water quality or technical water quality? No 8. Which agency is responsible to supply water to the site? Local Govt. Political Administration. 83 MOSQUE 4. Is there a mosque on site: yes / no? Yes 5. What is the sqm size? There are a few 6. How many persons can the mosque accommodate? 4. When was the mosque built? 84 HELICOPTER LANDING AND TAKE OFF PAD 3. Is the there a heli pad on site? It‘s on a hilltop, 3 kms away 4. When was the heli pad built? 2006 3. Is there dedicated equipment on the heli pad site: wind sock, No ground to air radio communication, fire fighting etc? 85 Medical Centre / First Aid Post: 1. Is there a medical centre and or a first aid post: yes / no? Yes 86 FIRE FIGHTING 4. Is there a fire station on site: yes / no? No 5. What is the sqm size? 6. How many fire fighting machines in the building? When was the fire station built? OTHER BCP DETECTION EQUIPMENT 87 Do Customs use EDI? Customs send EDI message to Afghan Customs with respect to each Transit Container ready to cross over to Afghan area; EDI is currently under test run and shall be implemented within a few weeks subject to successful System Audit of the EDI System 88 Do Customs use RFID tags to track trucks? No; But has successfully conducted a pilot project last year for tracking of trucks using RFID tags 89 Customs drugs testing kit (SABRE 2000 type)? No 90 Endoscope? No 100 Is there an inbound and outbound container monitoring room No which ensures ―first-in first out‖ management and also manages container tracking?

ANNEX 6: Torkham Border Crossing Point Import, Export and Transit Process and Time Survey

Date: 10th February 2014 BCP opening hours: 06:00 am – 08:00 pm Agency Average time BCP APPROACH ROAD Responsibility mins / hours 7. Shaheed check point 2 km before the zero point at Pak-Afghan border acts as entry gate into Torkham BCP 8. Manned by customs staff, check posts operates from 6 am to 8 pm. 9. Customs issue manual entry pass (includes truck number and goods description) for each export and transit truck passing through Shaheed Customs Average 10 to check point. Gate passes of outgoing trucks are collected here. 15 minutes

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10. Estimated number of trucks waiting near the Customs Check Point on date of visit: 30 trucks (incoming) and 2 trucks (outgoing) at 09:00 am 11. On average how long are the truck queues? Incoming 8 – 10 trucks; Outgoing 4 – 5 trucks 12. BCP customs office opening and closure hours? 08:30 am to 05:00 pm 13. BCP opening time harmonization with the other side of the BCP: Yes; BCP opening and closing time are changed with mutual consultation

THROUGHPUT: number of trucks per day 4. Import low and high season: 50; 400 high season 5. Export low and high season: 600; 1000 high season 6. Transit low and high season: inbound 2; 40 high season and outbound 90; 200 high season

DWELL TIME: inside the Customs Control Zone of the BCP 4. Import low and high season: 4; 12 hours max 5. Export low and high season: 3; 12 hours max 6. Transit low and high season: 4; 8 hours max DAILY PEAK PROCESS TIMES: timings in hours 4. Import: 09:00 am – 11:00 am 5. Export: 09:00 am - 11:00 am 6. Transit: 09:00 am – 12:00 am SEASONAL PROCESS PEAKS: 4. Import: May to July 5. Export: March to July 6. Transit: None Agency Average IMPORT TRUCK PROCESS process time Mins / hours STEP 1 ZERO GATE: TRUCK REGISTRATION Time between entry of the truck from Border Gate (Zero Point) to the first Political 10 minutes step in the control process: Registration book of Pakistan registered trucks Administration is checked, for Afghan registered trucks, validity of road pass issued by Pakistan embassy at Kabul is checked. Security ―frisking‖ of driver and truck cab visual check FC 2-3 minutes

Entry pass issuance process (manual) involving (i) vehicle number plate Customs 5 minutes and goods description; signed by customs

STEP 2: TRUCK WEIGHING (first weighing) 6. Truck moves along the single entry lane to join the queue to get Private 30 minutes weighed; approach truck weigh bridge Contractor 7. Truck weighing process average time 5 - 7 minutes 8. Dimension check: None 9. Truck International Vehicle Weight Certificate validity check (International Convention on Harmonization of Frontier Controls, 1982; Annexe 8): No 10. Are all trucks weighed (100% weighing) or are some trucks selected for weighing and what management method is used to select trucks for weighing: (i) risk management; (ii) information; and (iii) intelligence: All trucks weighed (100% weighing)

NOTE: Truck weighing details electronically communicated to Customs through WiFi link

STEP 3: IMPORT GOODS DECLARATION by customs broker Using the ―One Customs‖ manual import declaration method the customs broker visits Customs Facilitation Centre at BCP and presents the ‗Goods Declaration Form‘. Customs 2-3 minutes 8. IGM Number is issued manually PRAL 10 minutes

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9. Goods Declaration is entered in the system by Customs Facilitation Centre staff; data entry is validated; each Goods Declaration Form is affixed with sequential ‗Machine Number‘ using special purpose Machine Number printers

Note: (i) Machine Number process also assigns Customs appraiser and examiner against each Goods Declaration Form to do further processing for clearance of the consignment; (ii) the current ―as-is‖ method gives a paper and electronic information; (iii) the Pakistan Customs ―WeBOC‖ system is not currently used in Torkham. STEP 4: EXAMINATION 6. Customs broker and examiner take manifested Goods Declaration to Customs 20 minutes the truck for examination. There is no purpose built examination area. 7. Goods are examined; 5% (min) to 10% (max); In case of single Customs 30 minutes imports consignment involving multiple trucks e.g. in case of coal, few trucks are randomly examined. How long on average does the document and goods examination take? 8. What is the goods examination selection method: (i) percentage sample examination depending on type of goods; (ii) transaction risk management; (iii) real time entity based risk management; (iii) all goods sample inspection: Percentage sample examination depending on type of goods 9. Do the phytosanitary / veterinary check take place at this time too? No

Note: Duplication: Customs officer records the examination report on the reverse side of the Import Goods Declaration and also in the ―One Customs‖ system.

SECONDARY 100% TRUCK AND GOODS INSPECTION Do Customs carry out any secondary vehicle and cargo physical inspections? Yes How many trucks are selected or detected for a 100% document and cargo Customs 4 – 5 hours inspection each day /month? Only on the basis of credible intelligence information, one truck per month (avg) undergoes secondary 100% truck and goods inspection How are trucks selected for a secondary 100% document and cargo Customs inspection: 5. Transaction based risk management? No 6. Real time entity based risk management? No 7. How do they identify and manage risk i.e. intelligence, volume of trade, trade patterns, high value goods, under declarations, wrong HS Code, origin, destination, etc.? No risk and / or selectivity criteria adopted 8. What is the number of prosecutions: (i) fraud; (ii) smuggling; and others? 3 to 4 cases per year

5. Are all 100% secondary customs physical inspection carried out in a Customs safe and secure secondary inspection building / area: No 6. What is the average time taken to carry out a full 100% secondary Approx 5 hours document, vehicle and cargo physical inspection 7. Minimum time taken 4 hours 8. Maximum time taken 5 hours

STEP 5: ASSESSMENT OF CUSTOMS DUTY and TAXES 3. How long does the customs broker take to walk from the truck location 20 minutes where examination performed to the Appraisement Hall? 4. How long on average does the complete import goods appraisal take? Customs 15 minutes

VETERINARY INSPECTION Veterinary staff not posted at Torkham. Customs informed that there is no import from Afghanistan which would require veterinary inspection.

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PHYTO SANITARY INSPECTION Phyto sanitary staff not posted at Torkham. No phyto sanitary inspection takes place at BCP.

STEP 6: CUSTOMS DUTY and TAXES PAYMENT 4. How long does it take the customs broker clerk to walk the 300 meters Bank 3 minutes to pay customs duty and taxes in the National Bank of Pakistan (NBP) booth? 5 minutes; 10 5. How long does it take in time (minutes and hours etc) to pay the minutes in customs duties and taxes waiting 6. Is there a Customs Guarantee method in operation? No STEP 7: RELEASE / OUT OF CHARGE 5. How long does the customs broker take to walk to get the ―Out of Customs 3 minutes Charge‖? From bank to customs building? 6. How long on average does it take to arrange the Customs ―Out of Customs 10 minutes Charge‖; release signature and stamp?

STEP 8: OUT OF GATE 3. How long does it take for the customs broker to get a Gate Pass? Customs 5 minutes 4. How long does it take at Shaheed check point to present gate pass Customs 5 minutes and get the clearance?

Agency Average EXPORT TRUCK PROCESS process time Mins / hours TORKHAM BCP APPROACH ROAD 1. Trucks move downhill from Michini point administered by FC and 20 minutes Political Administration to Shaheed check point (distance 3 kms), no truck parking space between the two check points because of hilly terrain / steep slopes. Customs 20 minutes 2. Shaheed check point opens at 06:00 am for exports trucks to enter into BCP. Average truck waiting time before Shaheed check point. Customs 5 minutes 3. Entry pass issued to each truck with truck number plate and goods description information. Signed by customs clerk.

Note: (i) security: No hard blast proofing at BCP, no FC check points i.e., no tall observation tower, no hydraulic barrier in the road, etc., vehicles slowed down because of bad road condition and truck jams (ii) BCP approach road truck queue management: No truck queue management, trucks parked on the road or road sides where extra space available.

On our way to BCP, saw overturned truck in the middle of road, causing truck jams several kms long on both sides of the road. On average, 2-3 hours usually wasted in such conditions.

STEP 1: TRUCK WEIGHING (first weighing) Truck moves along the single entry lane to join the queue to get weighed; Private approaches truck weigh bridge; waiting time? Contractor 15 minutes Truck weighing process average time 5 minutes Dimension check: None Truck International Vehicle Weight Certificate validity check (International Convention on Harmonization of Frontier Controls, 1982; Annexe 8): No Are all trucks weighed (100% weighing) or are some trucks selected for weighing and what management method is used to select trucks for weighing: (i) risk management; (ii) information; and (iii) intelligence? All trucks weighed (100% weighing)

NOTE: Truck weighing details electronically communicated to Customs through WiFi link STEP 2: EXPORT GOODS DECLARATION PROCESSING and FILING 5. Customs broker brings a copy of the paper Export Goods Declaration Customs broker

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(EGD) and support documents to Customs: (i) E-Form; (ii) Exporter‘s NTN Certificate; (iii) Export invoice; (iv) Packing list; and (v) Weighing Slip. PRAL 15 minutes 6. Customs broker takes EGD to Customs Facilitation Centre. EGD data is entered in One Customs System and verified; machine number is Customs 5 minutes affixed on EGD 7. Customs clerk checks EGD and assigns manual EGD number – also Customs 10 minutes records EGD info on manual register (duplication) 8. Customs DS checks paper documents accuracy and carries out assessment of EGD; signs and stamps the EGD

STEP 3: EXAMINATION 3. The paper copy of the EGD is taken by customs broker and examiner Customs 1 hour to the location where export truck is parked on the road side: (i) 5% of the contents are physically examined (ii) the customs examiner records examination report on the reverse side of the EGD and signs it; and (ii) the DS countersigns it on return to the customs office 4. Do all exports get physically examined by Customs? 5% of the goods are examined on each export truck. In case of cement where exports consignment may consist of 20 or more trucks, randomly 3 – 4 trucks are examined.

NOTE: Anti-Narcotics Force staff not posted at BCP. 100% SECONDARY TRUCK AND CARGO INSPECTION Do Customs carry out a 100% physical inspection of the vehicle and Customs 4 -5 hours cargo? Yes; only if prior credible intelligence information is available. Are all 100% secondary customs physical inspection carried out in a safe and secure secondary inspection building / area? No

NOTE: On average one truck per month undergoes secondary 100% truck and goods inspection EXPORT VETERINARY INSPECTION Veterinary Staff not posted at Torkham. Veterinary certificates are issued at Peshawar. EXPORT PHYTO SANITARY INSPECTION Phyto sanitary staff not posted at Torkham. No phyto sanitary inspection takes place at BCP. Phyto Sanitary certificates are issued at Peshawar. STEP 4: APPROVAL 3. Gate pass is issued by DS Customs 10 minutes 4. The EGD is checked by the Export Superintendent and signed Customs 5 minutes STEP 5: RELEASE / OUT OF CHARGE How long on average does the release / ―out of charge‖ process take? Customs 5 minutes STEP 6: OUT OF GATE 3. Do all documents get checked again at Zero point? Yes, manually Customs 5 minutes checked: (i) EGD; (ii) vehicle number plate; (iii) Gate pass 4. Does security check takes place - truck registration and physical truck FC 5 minutes cabin checking? Yes

Agency Average TRANSIT TRUCK PROCESS (OUT-BOUND) process time Mins / hours TORKHAM BCP APPROACH ROAD 2. Trucks move downhill from Michini point administered by FC and 20 minutes Political Administration to Shaheed check point (distance 3 kms), no truck parking space between the two check points because of hilly terrain / steep slopes. 20 minutes 3. Shaheed check point opens at 06:00 am for transit trucks to enter into BCP. Average truck waiting time before Shaheed check point. 5 minutes 4. Entry pass issued to each truck with truck number plate and goods description information. Signed by customs clerk.

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Note: (i) security: No hard blast proofing at BCP, no FC check points i.e., no tall observation tower, no hydraulic barrier in the road, etc., vehicles slowed down because of bad road condition and truck jams (ii) BCP approach road truck queue management: No truck queue management, trucks parked on the road or road sides where extra space available.

STEP 1: TRUCK WEIGHING Truck moves along the single entry lane to join the queue to get weighed; Private approaches truck weigh bridge; waiting time? Contractor 15 minutes Truck weighing process average time 5 minutes Dimension check: None Truck International Vehicle Weight Certificate validity check (International Convention on Harmonization of Frontier Controls, 1982; Annexe 8): No Are all trucks weighed (100% weighing) or are some trucks selected for weighing and what management method is used to select trucks for weighing: (i) risk management; (ii) information; and (iii) intelligence? All trucks weighed (100% weighing)

NOTE: Truck weighing details electronically communicated to Customs through WiFi link STEP 2: TRANSIT CONSIGNMENT PROCESSING 4. Transit trucks are parked in dry river bed near Shaheed check point i.e. approx. 2 kms from the customs offices. 5. Customs broker takes documents from the truck, visits customs office Customs broker 45 minutes and presents a copy of Transit Declaration, weighing slip, entry pass and Form-A Customs 10 minutes 6. ‗Gate In‘ event is entered in the One Customs System for Transit GDs filed in Karachi under One Customs System and in the WeBOC System where Transit GDs were filed in WeBOC System in Karachi. (NOTE: Gradually containerized transit consignments are being shifted from One Customs System to WeBOC at Torkham) STEP 3: DESEALING / REMOVING TRACKING DEVICE 5. Customs transit inspector travels to the truck along with customs Customs 30 minutes broker and checks customs seal affixed at Karachi sea port for any tampering. Customs 10 minutes 6. Container is de-sealed; customs seal is secured and Form – A is Customs 30 minutes updated TPL (Tracking 10 minutes 7. De-sealing information is entered in the system when inspector is back Company) in his office 8. Tracking device in un-mounted from the container and information of the successful trip is sent to the system through EDI message for reconciliation purposes

NOTE: In case, seal is found broken / tampered or variance in the weight of the container is found in excess of 10% when compared to the weight taken at sea port then the Discrepancy Report is prepared and entered in the system. Examination is marked in such cases, but the incidence of such cases is 2 -3 cases per month. 4 -5 hours take place in the whole process.

STEP 4: APPROVAL 4. Gate pass is issued by DS Customs 10 minutes 5. Superintendant checks the transit documents and signs Customs 5 minutes

STEP 5: RELEASE / OUT OF CHARGE How long on average does the release / ―out of charge‖ process take? Customs 5 minutes STEP 6: OUT OF GATE 3. Do all documents get checked again at Zero point? Yes along with Customs 5 minutes the Gate pass FC 5 minutes 4. Is there any security check at zero gates? Yes, truck registration papers and physical truck cabin checking takes place

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Agency Average TRANSIT TRUCK PROCESS (IN-BOUND) process time Mins / hours STEP 1 ZERO GATE: TRUCK REGISTRATION AND DRIVER CHECK Time between entry of the truck from Border Gate (Zero Point) to the first Political 15 minutes step in the control process: Registration book of Pakistan registered trucks Administration is checked, for Afghan registered trucks, validity of road pass issued by Pakistan embassy at Kabul is checked.

Security ―frisking‖ of driver and truck cab visual check FC 5 minutes

Entry pass issuance process (manual) involving (i) vehicle number plate Customs 5 minutes and goods description; signed by customs clerk

STEP 2: TRUCK WEIGHING (first weighing) 6. Truck moves along the single entry lane to join the queue to get Private 30 minutes weighed; approach truck weigh bridge Contractor 7. Truck weighing process average time 5 – 7 minutes 8. Dimension check: None 9. Truck International Vehicle Weight Certificate validity check (International Convention on Harmonization of Frontier Controls, 1982; Annexe 8): No 10. Are all trucks weighed (100% weighing) or are some trucks selected for weighing and what management method is used to select trucks for weighing: (i) risk management; (ii) information; and (iii) intelligence: All trucks weighed (100% weighing)

NOTE: Truck weighing details electronically communicated to Customs through WiFi link

STEP 3:TRANSIT GOODS DECLARATION by customs broker Using the ―One Customs‖ manual transit declaration method the customs Customs broker broker visits Customs Facilitation Centre at BCP and presents his ‗Goods Declaration‘ for transit. Customs 2 minutes 3. IGM Number is issued manually PRAL 10 minutes 4. Goods Declaration for transit is entered in One Customs System; data entry is validated; each Goods Declaration Form is affixed with sequential ‗Machine Number‘ using special purpose Machine Number printers

Note: Pakistan Customs ―WeBOC‖ system is not currently used for in- bound transit at Torkham. STEP 4: EXAMINATION 1. Customs broker and examiner take manifested Goods Declaration to Customs 30 minutes the truck for examination. There is no purpose built examination area. 2. What is the goods examination selection method: (i) percentage sample examination depending on type of goods; (ii) transaction risk management; (iii) real time entity based risk management; (iii) all goods sample inspection? 100 % examination irrespective of type of goods 3. Do the phytosanitary / veterinary check take place at this time too? No

Note: Duplication: Customs officer records the examination report on the reverse side of the Transit Goods Declaration and also in the ―One Customs‖ system.

SECONDARY 100% TRUCK AND GOODS INSPECTION Do Customs carry out any secondary vehicle and cargo physical inspections? Yes

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How many trucks are selected or detected for a 100% document and cargo Customs 4 -5 hours inspection each day /month? All trucks are required to undergo secondary inspection

NOTE: Average number of in-bound transit trucks per day are two

How are trucks selected for a secondary 100% document and cargo Customs inspection: 5. Transaction based risk management? No 6. Real time entity based risk management? No 7. How do they identify and manage risk i.e. intelligence, volume of trade, trade patterns, high value goods, under declarations, wrong HS Code, origin, destination, etc.? No risk and / or selectivity criteria adopted 8. What is the number of prosecutions: (i) fraud; (ii) smuggling; and others? 1 to 2 cases per year

5. Are all 100% secondary customs physical inspection carried out in a Customs safe and secure secondary inspection building / area: No 6. What is the average time taken to carry out a full 100% secondary Customs Approx 5 hours document, vehicle and cargo physical inspection 7. Minimum time taken 4 hours 8. Maximum time taken 5 hours

STEP 5: SEALING OF CONTAINER 4. Customs inspector travels to the truck along with customs broker to Customs 40 minutes physically check the container number, truck number etc. as per declaration; also takes customs seal with him after getting it issued and recorded in the manual register Customs 10 minutes 5. Customs inspector affixes customs seal on the container and prepares Form-A which contains all the necessary information including Goods Declaration number, truck number, bonded carrier name, container Customs 30 minutes number, customs seal number, date & time of sealing, sealed by, destination etc. 6. Customs inspector travels back to his office and enters Form-A information in the One Customs System

STEP 6: RELEASE / OUT OF CHARGE 3. Gate pass is issued by DS Customs 10 minutes 4. Transit GD is checked and signed by the Superintendent for release / Customs 5 minutes Out of Charge STEP 7: OUT OF GATE 5. How long does it take for the customs broker to get a Gate Pass? Customs 5 minutes 6. How long does it take at Shaheed check point to present gate pass Customs 10 minutes and get the clearance?

CUSTOMS AND BORDER CROSSING POINT PROCESSES REDUCING Agencies Indicate if in DWELL TIMES AND INCREASING THROUGHPUT involved place at the BCP or in a Examples of customs and border crossing point management methods strategy good practices which might help increase throughput and reduce dwell document times Infrastructure and equipment sharing between customs, FC, Political No Administration and others: (i) joint acquisition; (ii) sniffer dogs; (iii) non intrusive equipment; (iv) patrol cars; (v) ICT; (vi) buildings such as admin, kitchens, rest rooms and inspection rooms. Professional truck driver visa at BCPs No Integrated Border Management (IBM) No Risk management and risk analysis: No 3. Transaction based risk management and risk analysis; 4. Real time entity based risk management: One Window No

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Single Window System (SWS) No Shared BCP buildings or co-located BCP buildings No Electronic Data Information exchange: (i) risk analysis; (ii) anti smuggling; No (iii) anti crime; (iv) operational; (v) risk assessment; (vi) sharing of information with other border agencies; (vii) data from other customs administrations and organizations such as Interpol and WCO and others; (viii) are there any interagency cooperation agreements and/ or cross border cooperation agreements: Pre Alert: import, export and transit No BCP queue management method No BCP peak time charging No RFID tracking of cargo container and truck No Customs due diligence low risk programme No Authorised Economic Operator (AEO) No Green Lane Red Lane management method No Joint analysis of work flows No Coordination of available space No Joint operations No Surveillance No Contingency planning for emergencies and other situations No Advance Rulings No BCP Memorandum of Understanding No Unique Consignment Reference (UCR) No Time Release Survey (TRS) No Inter Agency Agreement: (i) BCP operations and management; (ii) risk No management; and (iii) single window system:

ANNEX 7: Wagah Border Crossing Point Analysis

1.0 Summary The project team carried out a border crossing point (BCP) equipment and infrastructure survey plus a BCP process and time survey to identify process and control requirements and lack of equipment and infrastructure which restrict export, import and transit throughput and give longer than necessary cargo dwell times. The same surveys helped identify layout and design challenges. The surveys give an ―as is‖ or bench mark of the current situation. Customs has not carried out a Time Release Study (TRS) which would precisely measure the process time for import, export and transit cargo. The analysis below identifies the possible opportunities and solutions to help increase export, import and transit throughput and reduce dwell time.

2.0 Pakistan truck export findings and solutions

2.0.1 Wagah border crossing point export approach road Findings

The approach road to the BCP has 4 lanes and waiting trucks park on subsidiary roads either side of the main highway. There is space in the future to add extra road traffic lanes and segregate them into commercial truck and bus lanes. About 30 trucks might park outside the BCP entry gate over night. The trucks wait between 3 to 11 hours depending on what time they arrived in the night. There is a Ranger road side check point for Pakistan export trucks about 500 meters from the BCP entry gate. The check point has no shade or blast protection. As the Rangers check a truck other trucks must queue and wait in line. The Ranger check takes between 2 to 3 minutes.

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Approach road solutions

Solution 1: build extra export and import road traffic lanes segregating them into commercial truck and bus lanes. In the future when a WCO SAFE program of authorized economic operators (AEO) gets implemented one export and import lane can be designated for AEO vehicles. Solution 2: install extra road side lighting allowing 24hour approach road operation. Solution 3: add fit for purpose blast proof Ranger check point complete with shade and install work task lighting allowing 24hour checking and build a ―herringbone‖ style one lane parking for vehicles requiring extra security checking.

2.0.2 Entry gate Findings

There is one road traffic lane for Pakistan export trucks into the Wagah BCP. This is a traditional linear type border crossing point design which creates a vehicle congestion bottleneck during daily and seasonal peak times; reducing BCP throughput and increasing truck dwell times. After the BCP gate opens at 06:30am trucks queue at the BCP entrance while their drivers wait while for Customs to manually register and check documents which might take 3 minutes each truck. The last truck in the queue waits the longest perhaps 30 minutes. There is no queue management. There is no shade canopy.

Security: Concrete blocks in a ―zig-zag‖ configuration on the road ensure no vehicles can approach the BCP at speed. Security staffs at the entry gate are not blast proof protected. Vehicles are not segregated from pedestrians. No sniffer dogs are used at his point and there is no CBRN detection equipment. There is no concrete gate on rails which can be closed in case of incidents.

Entry gate solutions

Solution 4: instead of one entry traffic lane several export truck lanes can be built, each with a booth and all covered by a shade canopy. The booth in each lane must be built to the height of the truck cab window. This check point can be used for the driver to pay NLC fees while at the same time getting his Gate Pass and getting an initial document check ensuring the driver has the documents needed to carry out the Export Goods Declaration. This will eliminate double registration at the BCP entry gate and NLC yard. Trucks without a full set of required documents can be turned about at this point. In future some of the truck lanes can be sign posted for TIR and or AEO or other Pakistan Customs Low Risk Due Diligence method or for trucks designated to enjoy ―simplified procedures‖. During seasonal peaks for fresh vegetable exports some of the lanes can be designated as fast track lanes for fresh vegetables. This stage will become the primary inspection lane. Solution 5: Each export traffic lane must have the vehicle speed limit marked on the road tarmac. Solution 6: Each export traffic lane must be managed using electronic gates with red and green lights. Solution 7: Each export traffic lane must have a vehicle number plate scanner. Solution 8: In the future NLC and Customs might want to install a vehicle weigh bridge in each export traffic lane. Solution 9: Install international good practice vehicle chemical, biological, nuclear and radiation (CBRN) detection equipment. Solution 10: Allow private industry to build a logistics centre in the area to give vehicle support services, communications, food and accommodation. Solution 11: Each export traffic lane booth must have ICT links and get equipped with passport and visa scanners which must be able to scan driver ID cards, passports, visas, and other documents giving in effect ―one face at the gate‖. Each booth must have CCTV cameras and a web camera to take driver photos.

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2.0.3 Export processing steps

Step 1: Export Goods Declaration: The truck driver takes the export goods declaration documents to Customs which is currently about 2 to 5 minutes walk away. Customs signs and stamps the documents as ―Processing‖ which might take between 2 to 5 minutes if there is no congestion. Step 2: Customs manually register: (i) truck number plate; (ii) commodity; and (iii) entry time. NLC issue a gate pass which gets entered into ―One Customs‖ which might take 5 minutes. Step 3: Truck moves into the NLC yard which might take about 5 minutes. Step 4: Truck weighing which might take about 15 minutes in total; 10 minutes waiting and 5 minutes processing. Trucks might wait longer during peak times. There is no vehicle dimension checking. All trucks get weighed because there is no selective risk management and risk analysis instead using a time consuming ―catch all‖ method. Step 5: Truck scanning: Using the one fixed tunnel X-Ray scanner all trucks get scanned because the Anti Narcotic Force (ANF) insists on 100% truck scanning. The scanner was reportedly purchased 10 years ago and is not a back scatter type. The scanner can process about 20 trucks each hour about one truck each 3 minutes. Each truck might wait 25 minutes in a queue. Because there is only one scanner export trucks must queue when import trucks are scanned. The scanner reportedly works about 18 hours each day as a consequence of Customs using a third shift. There is no physical segregation between import and export truck parking and handling. Step 6: Examination and verification. There is no 100% customs supervision while trucks unload cargo on to the dusty tarmac. Customs use a 10% sampling examination method to match goods with export cargo declaration documents. It might take about 60 minutes to unload a truck if NLC labor is immediately available. The export examination might take about 30 minutes if a Customs officer is available without the broker having to wait. Cases of secondary inspection (full 100% truck and cargo physical inspection) were not reported which incurs there is no random sampling or risk management or risk analysis. The empty truck is weighed which might take another 15 to 30 minutes depending on congestion levels. The cargo is reloaded which might add another 60 minutes. Step 7: Export Superintendant Approval: the gets checked by the Export Superintendent who signs the EGD. This might take about 2 minutes but waiting time might be about 5 to 10 minutes. Step 8: Release / Out of Charge: getting the out of charge might take between 1 to 5 minutes with waiting time adding another 5 minutes. Step 9: Single Entry Permit (SEP): a Pakistan driver might get his SEP in about 5 minutes but he might have to wait for 25 to 30 minutes. Step 10: Out of gate: this might take about 5 minutes but waiting time might add another 10 to 15 minutes depending on congestion.

Export processing solutions

Solution 12: start carrying out Export Goods Declaration registration and numbering after the truck passes the entry gate. Solution 13: weighing: as a transition to a ―best case‖ example of a border crossing point two extra modern electronic weigh bridges are needed, one export and the second for imports, the software and hardware to record vehicle weight and transmit the same information to other agencies and locations. The ―best case‖ example would include a weigh bridge in each export entry traffic lane. Having a weigh bridge in each entry traffic lane will eliminate the linear process of one truck at a time getting weighed and seriously reduce weighing waiting time. Solution 14: the NLC yard needs vehicle management to ensure each truck goes to the X-Ray scanner and then goes to its designated unloading area or covered platform. Internal vehicle movement lanes must remain free of other vehicles and cargo at all times. Painted arrows on the tarmac and electronic sign posting will help NLC staff better manage vehicle movement better allocate unloading spaces. NLC and Customs might want to consider the use of Radio Frequency Identification (RFID) to tag, monitor and record the location and movement of vehicles inside the Customs Control Zone (CCZ) of which an NLC yard is part. Solution 15: each cargo unloading and loading space must have CCTV installed.

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Solution 16: three modern fixed tunnel type vehicle X-Ray scanners are needed; one each for export and import and the third for seasonal peaks and if one of the scanners needs servicing or repair. Customs and or ANF might want to have a mobile vehicle scanner so that they can scan those vehicles they decide because of information, intelligence or random selection to scan as a matter of priority. Solution 17: Pakistan and India might wish to consider jointly supplying pallets so that when cargo in boxes, bags and sacks are unload by hand they can be stacked on pallets making it easier and faster to reload the truck. Ideally, the exporting company freight forwarder and the importers broker should supply pallets. Ideally, palletized goods should be shrink wrapped lowering the rate of spoilage. The current use of boxed crates for tomatoes results in a high rate of spoilage. The box cartons are not fit for purpose to transport tomatoes and were seen to break on impact when unloaded. Solution 18: if all goods were palletized it will be easier to load 20 and 40 foot containers using forklifts. Using containers will considerably speed the transshipment of cargo. Security and good logistics management will be further improved when each pallet inside the container has a RFID tag. The container will also have an RFID tag which Customs will read using supplied RFID reading equipment. If, in the future all transshipment gets carried out using containers and trailers each trailer must have an RFID tag. If, security authorities require each driver and truck can get an RFID tag allowing security staff to know the location of each driver and truck in real time. Using the combination of RFID, pallets and containers will increase throughput times, eliminate spoilage and reduce dwell times and as a result of this investment NLC should be able to generate more revenue each sqm. Solution 19: if all cargo was unloaded in fit for purpose loading and unloading docks (warehouses) which are covered with a canopy using forklifts this will help increase throughput and reduce spoilage.

Export truck process and timings Wagah BCP process Waiting time Waiting time Process Total time Total time average maximum time average maximum Approach road 3 hours 11 hours 3 minutes 180 minutes 663 minutes Entry gate 3 minutes 30 minutes 3 minutes 3 33 Export ―processing‖ 5 5 10 10 registration Customs gate registration 5 5 10 10 NLC yard entry 0 5 0 5 Truck weighing 10 5 15 15 Truck scanning 5 25 minutes 3 8 28 Examination including 120 minutes 180 minutes 30 120 180 unloading and loading - transshipment Truck re weighing 10 30 minutes 5 15 35 Export superintendent 5 10 minutes 2 7 12 Single entry permit 25 30 minutes 5 30 35 Out of gate 10 15 minutes 5 15 20 Total 283 mins 480 mins 76 mins 413 minutes 1046 minutes 4.71 hours 16.33 hours 1.26hours 6.88 hours 17.43 hours Source: survey at Wagah BCP by international and national project experts ADB TA-8405 PAK 15th January 2014

2.0.4 Pakistan truck import findings and solutions Step 1: Zero Gate Indian truck enters into Pakistan using one lane creating a long line of queuing trucks because there is one booth, on the opposite side of the lane, where each truck stops allowing Pakistan Customs and NLC to: (i) register goods; and (ii) check the Indian drivers Single Entry Permit and enter the information manually into a paper register. The truck entry through the Zero Gate might take about 5 minutes. The first truck gets processed quickly but each truck behind the first one must wait. The goods register and SEP check might take about 15 minutes. During this process the IGM number gets issued. After completing the SEP check the truck

Page 106 of 155 moves 50 meters forward and stops while the driver gets out of the cab to get ―frisked‖ by a Ranger. The same Ranger visually inspects the inside of the truck cab which takes about 2 minutes. Step 2: Truck weighing Using the same single traffic lane when entering the Zero Gate the truck moves forward another 100 meters to the one truck weighing bridge; 5 minutes. The weighing process takes about 5 minutes while other trucks might wait between 10 to 30 minutes. All trucks get weighed. Step 3: Import declaration The truck moves to a parking area where the driver gives paper documents to a Customs broker who manually enters the import declaration into the ―One Customs‖ computer which assigns a ‗machine number‘ to the Customs Examiner and Appraiser. The process might take about 5 minutes with the driver having to wait perhaps another 5 minutes. The Pakistan Customs WeBOC system is not yet used at Wagah.

There is no dedicated office facility for customs broker clerks to enter import declaration information into the ―One Customs‖ computer system. Paper import declarations are currently handed by the customs broker clerk to Customs officers who input the data into ―One Customs‖. There is no dedicated office facility for all agency staffs and managers. The current office space used by Customs staffs and managers is not fit for purpose and not conducive to carry out declaration verification and support document checks. There is no integration of border management functions and processes. There is no optic fiber facility which could facilitate integrated border management and data exchange. Step 4: Truck X-Ray Scanning The truck moves from parking area to the X-Ray Scanner which might take 2 to 3 minutes. The X-Ray scanning might take about 3 to 5 minutes but most trucks must queue in line to get scanned between 10 to 30 minutes. The Wagah fixed tunnel X-Ray scanner is about 10 years old and gives the Customs, ANF and NLC staff a black and white image of the scan which is not acceptable; a back scatter scanner giving color images is a minimum requirement. The scanner scans about 20 trucks each hour which is too slow for the volume of traffic. The same scanner is used for import and export trucks making this area a congestion bottleneck. All trucks get compulsory scanned because reportedly the ANF insists on 100% scanning. The scanner is used for about 18 hours each day. Customs works three shifts each working day extending the process time to 18 hours but not 24 hours each 7 days. Step 5: Transshipment The truck moves from the scanner to the goods unloading / transshipment area. Each cargo commodity has a designated transshipment area in the NLC compound. None of the transshipment areas are covered resulting in all cargo getting handled in hot sun in the summer and rain in the winter. There is no electricity plug in points for chilled or refrigerated trucks. All the trucks unloading tomatoes were 10 to 15 ton open top (high side) trucks. No refrigerated trucks were seen at Wagah on the visit day. The transshipment process might take between 2 to 3 hours. Longer time delays during high season occur when trucks might wait longer because there is not enough manual labor to transship each truck immediately on arrival. During transshipment the Customs Examiner will make a 10% goods sample. No goods are palletized. Tomatoes for example were packed in flimsy wooden crates which sometimes broke open after getting dropped from the back of trucks onto the tarmac floor resulting in an approximate 5% level of product spoilage. Step 6: Examination While the transshipment handling takes place Customs staff carry out the goods examination and take a 10% sample taking about one hour. This is a revenue protection exercise to check the goods with the HS Tariff heading and goods description in the Declaration and support documents which might take about one hour. Goods are not checked using any type of risk management method. The Customs staff records the examination report on the reverse side of the Import Goods Declaration and also in the ―One Customs‖ computer system; duplication. No secondary physical inspection takes place as part of a risk management or security program. No trucks get randomly selected by ―One Customs‖ or other system. There is no purpose built safe and secure secondary inspection building. No goods or trucks are selected for full 100% physical secondary inspection as a result of intelligence, information, high customs value, origin, under declaration or other targeting criteria.

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Step 7: Empty truck weighing Each empty truck is checked weighed to compare the tare weight with the cargo weight and declared cargo weight. The process might take about 5 minutes but the truck might wait 5 to 10 minutes. Step 8: Customs duty assessment It might take about 3 to 5 minutes for the customs broker clerk to walk to the Appraisement Hall to obtain the ―Cash Number‖ from the One Customs system, which might take about 5 minutes to get after waiting 10 minutes. Step 9: Customs duty payment From the Appraisement Hall to the Passenger Centre it might take 3 minutes for the clerk to walk the 300 meters where the National Bank of Pakistan (NBP) booth is located. The NBP opens at about 9 or 10 in the morning and closes at about 11pm or 11:45pm after the last payment. Payment might take 5 minutes but the clerk might wait 10 minutes. There is a new NBP office near the Appraisement Hall (LFU) since October 2012 but it is not operative because it is not yet licensed. Step 10: Release / out of charge It takes the truck driver about 2 to 3 minutes to walk where he will get the ―out of charge‖ release note from Customs, about 5 minutes to get and 5 minutes waiting to get it. Step 11: Out of gate It takes the truck driver about 2 to 3 minutes to walk from Customs to the NLC yard to get the gate pass, and about 5 minutes waiting before the gate pass process which takes about 10 minutes. Customs up dates the ―One Customs‖ computer after the truck leaves.

2.0.5 Import processing solutions

Step 1: Zero Gate

Solution 20: Install extra entry vehicle lanes by using multi lanes not one lane which will reduce truck queuing times and reduce congestion. Each lane needs over head and ground sign posting enabling Indian truck drivers to get into the correct lane, for example if the truck is carrying perishable product or other type of cargo requiring specialized intervention. Ideally each lane will have a booth built to the height of the truck cab window. In the booth customs and NLC can register the truck and cargo and also check the SEP. Ideally the entry lanes and the booths get covered with a canopy to provide shade. Solution 21: each entry lane should have red and green light entry barrier gate equipment. Solution 22: each entry lane should have a vehicle stopping device in case of incidents. Solution 23: each lane and each booth should have blast proofing concrete blocks. Solution 24: the canopy must have lighting enabling the entry gates to function at night. Solution 25: each booth must have ID card, passport and SEP scanners and web cameras and ICT links with customs and relevant security databanks. Solution 26: each entry lane must have vehicle number plate scanners. The scanners must be linked with Customs, NLC and relevant security databanks. Solution 27: consider giving each cargo entry a Unique Consignment Reference (UCR) at the entry booth. This will facilitate Post Customs Audit and tracking. This might be a medium to long term process solution. Solution 28: consider using Advance Notification giving Customs and other agencies time to use their Risk Management. This might be a medium to long term process solution because it needs the cooperation of traders and their service providers. Solution 29: consider installing vehicle weigh bridges in each entry lane. While vehicle cargo and the SEP is getting registered and checked, NLC staff in the booth could carry out the truck weighing and vehicle dimension check. Getting trucks weighed at the entry gate will save the time it takes to carry out weighing using the current method. This might be considered as a medium to long term equipment solution.

Step 2: Truck weighing Solution 30: two or three extra truck weighing machines each equipped to weigh 100 ton trucks, deliver and archive weighing certificates, and measure vehicle dimensions. Funneling all trucks onto one weighing machine creates a queuing bottleneck. Installing two or three new weighing machines should

Page 108 of 155 reduce vehicle queuing lines and time. Space should be given in case extra vehicle weighing machines might be needed in the future. The truck weighing and dimension record must be sent to the next BCP so a comparison can take place; requiring computer equipment.

Step 3: Import declaration Solution 31: Infrastructure – build a new BCP administration (Appraisal Hall) building using a configuration and internal design which will help facilitate integrated border management. The building must be able to accommodate the future Single Window System. All BCP staffs and managers must be accommodated in the same building. The building must be constructed to with stand blast. No vehicles must park close to or have access to the administrative building. Build a dedicated office facility for customs broker companies, to rent space, where they will have access to computers and where they can use WeBOC. Solution 32: Equipment – install fiber optic cable, computers, WeBOC, electronic staff security entry and exit system and CCTV. Solution 33: Process – medium to short term implement advance import notification. Advance import notification will allow Customs staff to carry out risk management using risk analysis and allow the use of dedicated traffic lanes for ―Green‖ and ―Red‖ and other color channel selection. Pakistan Customs wishes to implement the WCO SAFE Authorized Economic Operator (AEO) method, but it will require certain management methods to be in place before AEO can be considered: (i) the legal framework must give provision and power to Customs; (ii) develop and implement Post Clearance Audit (PCA); and (iii) develop and implement Risk Management, either transaction or ideally real time entity based risk management.

Step 4: X-Ray Scanning Solution 34: install two import truck X-Ray fixed tunnel scanners which can provide color 3D back scatter images. Provide enough surrounding space in case extra scanners get installed in the future. One mobile vehicle X-Ray scanner is needed to allow customs and other agencies to scan a truck anywhere in the NLC yard without disrupting normal operations.

Step 5: Transshipment Solution 35: install new transit sheds able to allow Indian and Pakistan trucks to dock on opposite sides of the docking platform. New transit sheds to have canopies, computer equipment, CCTV, walk through metal and narcotic scanners and if necessary laborer security entry and exit security equipment. New transit sheds will need task lighting allowing staff to work during the night allowing customs staffs and managers to carry out their operations inside the transit sheds and not in an Appraisal Hall several hundred meters away. This should give customs the opportunity to monitor the transit shed operations. Solution 36: Secondary vehicle and goods inspection – build a new import safe and secure secondary inspection facility. Trucks selected for 100% physical inspection as a result of risk management, intelligence or random selection should deter some smuggling and trafficking. This should be a short term infrastructure, equipment and process priority.

Step 6: Examination Solution 37: revenue verification must continue but customs and other agency staff will need computerized offices to work in inside each transit shed. Each transit shed should have rest room facilities.

Step 7: Empty truck weighing Solution 38: install extra truck weighing machines close to the transit sheds, which will reduce the truck queuing and time wasted by sending trucks all the way to the yard weighing machine at the yard entry. Install computer technology to send truck weight to other BCPs and Customs headquarters.

Step 8: Customs duty assessment Solution 39: ideally this process should take place during import declaration verification and or examination.

Step 9: Release / out of charge

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Solution 40: in the future this function might take place inside the transit shed.

Step 10: Out of gate Solution 41: in the future this function might take place inside the transit shed.

2.0.6 Bus passenger Findings “as is” situation Step 1: Passenger get out of the bus with no shade from sun and rain. Passengers do not carry their luggage which is transferred from the bus into the terminal. Passengers collect their luggage in an unsecure area inside the terminal building after passport control. Step 2: Passenger enter the bus passenger terminal building with no security screening. There is no security screening equipment for passengers. There is one single door for all passengers to enter the building. Step 3: Passengers get passport check by FIA staff. There are no designated lanes for passport checks and no entry gate controlled by FIA staff. Passengers and children are free to wander about the bus passenger terminal building. Step 4: After passport check passengers must find their personal luggage from a heap of baggage in the terminal and take it to the Customs baggage check. Baggage gets sent through a scanner. Step 5: After baggage check passengers get checked once again by FIA staff that their passports were stamped. After this check passengers are free to proceed and enter Pakistan. Bus passenger are not segregated by a specific lane and fencing from the rest of the BCP.

Solutions

Border crossing points should ideally project a good image for a country. The current bus passenger building can be kept while the commercial part of the BCP gets redesigned and rebuilt. In the short term some improvements are needed to: (i) make the bus passenger process more ―user friendly‖ and at the same time make it (ii) more secure. A new bus passenger terminal building can get designed and built at a later date. Solution 1: Install a canopy over the bus passenger terminal entrance under which bus passengers can get out of the bus. Solution 2: Install extra doors into the terminal building eliminating the current one door congestion. Install doors for female and male passengers. Solution 3: Install walk through detectors at each door. FIA staff need hand held metal and narcotic detectors. Solution 4: Install large scale baggage scanners in each door lane. The scanners are for security reasons. Solution 5: After the entrance security screening passengers should proceed to the FIA passport and visa check, which requires designated lanes from which passengers cannot leave. Each FIA passport booth needs passport and visa scanners and web cams and task lighting. After passport check each passenger should go through an entrance barrier gate and are deemed to enter the customs control area of the BCP. Solution 6: Passengers should proceed to the customs screening lanes which should also have heavy duty baggage X-Ray scanners complete with conveyor rollers. If, customs wish to open baggage there must be an area separated from the scanning area where an intensive physical baggage inspection can take place. The physical baggage inspection area needs hand held narcotic and explosive detectors. In addition Customs need drug detection kits and bank note scanners and paper scanners. In case of further enquiries or questions there must be separate female and male interview rooms, complete with CCTV and rest rooms. Solution 7: The bus passenger terminal building must have a sniffer dog facility in which dogs rest after each bus passenger processing. Solution 8: Ideally the terminal building should have a canopy at the exit doors covering the passengers from sun and rain up to the exit gate of the BCP.

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2.0.7 Pedestrians Findings “as is” situation

There are two types of pedestrians which have access to the BCP territory: (i) traders; and (ii) Bab-e- Azadi gate ceremony. Each type of pedestrian can wander about the BCP uncontrolled and unsupervised. It is currently impossible to identify non authorized personnel inside the BCP; this poses a security risk to the BCP installation and staffs. There is no pedestrian screening equipment and no CCTV to monitor person movement. All pedestrians enter the BCP at a vehicle gate located at the centre of the BCP.

Solutions

1. Re locate and build new pedestrian entry and exit gates to one side of the BCP territory. 2. Each female and male entry and exit gate must be a multi gate facility complete with shade canopy. This will eliminate congestion. 3. Each entry and exit gate must have a walk through metal and explosive detector. 4. Each entry and exit gate must have personal baggage screening scanners linked to conveyors. 5. Each female and male entry and exit gate must have hand held metal and narcotic scanners. 6. The female and male entry and exit gates must be supervised by Rangers with sniffer dogs. 7. Trader or other type of visitors to the BCP must access the entry gate and obtain a color coded pass. Ideally, the visitor entry gate should be close to the present Appraisal Hall and future integrated administrative building. Visitor car parking must be securely fenced and controlled by the Rangers or FIA staff. Visitor cars must get searched on entry and exit from the specified visitor parking area using metal and narcotic detectors.

Import truck process and timings Wagah BCP import Waiting time Waiting time Process Total time Total time process average maximum time average maximum Step 1a Entry gate and 5 10 0 5 10 NLC yard entry Step 1b Entry lane: goods 5 10 5 10 15 register and SEP check and IGM number Step 1c Entry lane: 0 0 2 2 2 Ranger driver cab check and driver ―frisking‖ Step 2: Truck weighing 10 30 5 15 35 Step 3: Import 5 0 5 10 10 ―processing‖ registration Step 4: Truck scanning 5 30 5 10 35 Step 5: Transshipment 120 180 0 120 180 unloading and loading and verification Step 6: Examination 0 0 60 0 0 carried during Step 5 Step 7: Empty truck 10 15 5 15 20 weighing Step 8: Customs duty 5 10 10 15 20 assessment Step 9: Customs duty 10 20 10 10 30 payment Step 10: Release / Out of 5 0 5 10 10 Charge Step 11: Out of gate 5 0 10 15 15 Total 185 mins 305 mins 122 mins 237 mins 382 mins

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3.08 hours 5.08 hours 2.08 hours 3.95 hours 6.36 hours Source: survey at Wagah BCP by international and national project experts ADB TA-8405 PAK 15th January 2014

ANNEX 8: Wagha Border Crossing Point Import, Export and Transit Process and Time Survey

Date: 15th January 2014 BCP opening hours: 06:30am -7pm BCP APPROACH ROAD Agency Average time responsibility mins / hours 14. Ranger check point 1.5km before the BCP entry gate. Trucks Rangers for 12 hours park off the main highway after 19:00pm to wait for the next security; maximum day crossing when BCP Customs opens at 06:30am for export Traffic waiting time if and 09:30am for imports. Truck driver with docs go to BCP management? the truck entry gate and then to the NCL booth in the NCL yard before misses the driving the truck into the NCL yard. 19:00pm 15. Estimated number of trucks waiting near the Ranger Check closing time. Point: 30-40 each night 16. On average how long are the truck queues: 23 trucks with gypsum export waiting at 10:00am on 15/01/2014 to enter the BCP 17. On average how many trucks are waiting in the queue to enter the BCP and NLC yard: 10-15 (not counting trucks parked off road)

THROUGHPUT: number of trucks 7. Import: 150; 250 high season 8. Export: 80-90; 100 high season 9. Transit: included in the export truck numbers DWELL TIME: inside the Customs Control Zone of the BCP 7. Import: Customs For Imports 8. Export: consignment: 9. Transit: 12 hours other than soya meal (used in poultry feed), cotton which takes 2-3 days on average For Exports consignments : 12 hours For Transit consignments : 12 hours DAILY PEAK PROCESS TIMES: timings in hours 7. Import: 15:00pm-19:00pm 8. Export: 06:30-13:00pm 9. Transit: export only transit 07:00am -10:00am SEASONAL PROCESS PEAKS 7. Import: December and or January Customs Imports: Up to 8. Export: none 2 days 9. Transit: none Exports: Up to 12 hours Transit: 12 hours IMPORT TRUCK PROCESS Agency Average time responsibility hours / days

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STEP 1 ZERO GATE: truck registration, and driver SEP check Time between entry of the truck from The Trade Gate (Zero Gate) 5 to 10 to the first step in the control process: minutes waiting 1. Truck recording process involving (i) GOODS REGISTER NLC and 5 minutes (manual entry): vehicle number plate; exporter name; importer Customs. name; goods description; quantity; and invoice number and date; (ii) SINGLE ENTRY PERMIT REGISTER (manual entry): Ranger. permit number; name of driver; vehicle number plate; entry 10 minutes date; exit date; time in; and time out. The photo ID on the SEP waiting is checked with the photo ID on the Indian driver‘s licence. 2. IGM number issued; 3. Ranger security ―frisking‖ of Indian driver and truck cab visual check 2 minutes

Note: There are two truck delays here (bottlenecks): (i) trucks wait in single line while each truck driver leaves the cab to walk across the road to register the truck with Customs and get the SEP checked. The total queue waiting time might add 10 minutes. There is only one brick built booth which is on the wrong side of the entry road and it is not built to the height of a truck cab window; and (ii) the truck moves forward about 10 to 20 metres where the Indian driver must leave the cab to get body searched by a Ranger. The same Ranger enters the truck cab to visually inspect the inside of the drivers cab.

4. Does the Goods Declaration (GD) get a Unique Consignment Customs New IGM Reference (UCR) at this step? No. An IGM number is issued. number issued in 15 min.

5. Can professional truck drivers get Pakistan visas at the BCP of Customs Single Entry entry (See new Annex 8 to the International Convention on Permit for Harmonization of Frontier Controls of Goods, 1982): No. Indian Pakistani truck drivers must get a Single Entry Permit from the Indian drivers takes side before crossing The Trade Gate to Pakistan. 5 minutes; For Afghan drivers, Single Entry Permit takes 20 minutes STEP 2: TRUCK WEIGHING (first weighing) 11. Truck moves along the single entry lane to join the queue to Customs 5 minutes get weighed; there is one vehicle weigh bridge in the entry lane: 12. Truck weighing process average time: 2 to 5 minutes 13. Dimension check: None 10 to 30 14. Truck International Vehicle Weight Certificate validity check minutes (International Convention on Harmonization of Frontier queue waiting Controls, 1982; Annexe 8): No time 15. Are all trucks weighed (100% weighing) or are some trucks 100% selected for weighing and what management method is used to select trucks for weighing: (i) risk management; (ii) information; and (iii) intelligence. No Risk Management. Weighing helps check goods weight.

STEP 3: IMPORT DECLARATION by customs broker Using the ―One Customs‖ electronic import declaration method the 5 minutes customs broker enters the import goods declaration; process. 5 minutes Note: (i) the ―One Customs‖ method assigns a Machine Number to waiting. the Customs appraiser and examiner; (ii) the current ―as-is‖ method

Page 113 of 155 gives a paper and electronic information; (iii) the Pakistan Customs ―WeBOC‖ system is not currently used in Wagah. STEP 4: TRUCK X-RAY SCANNING (NCL yard) 1. Truck moves about 250 metres from weigh bridge to the one 2 to 3 minutes X-Ray scanner which is deemed to be inside the NLC area: 2. How many minutes does the truck take to travel from the weigh 3-5 minutes bridge to the X-Ray scanner? up to 30 mins 3. NLC staffs operate the X-Ray scanner with Customs and ANF waiting staffs in attendance: 4. Only one fixed tunnel X-Ray scanner on site. 5. Is the X-Ray scanner working and is it used? Yes 6. When was the X-Ray scanner purchased? 10 years ago 7. How many truck and trailer scans can the X-Ray scanner carry out on average each hour: maximum 20 trucks each hour 8. Is the X-Ray scanner used 24/7? If, no why: 18 hours. The BCP is not open 24 hours each day. Customs works three shifts each day to clear the last trucks at about 12:30pm – 23:00pm 9. How does Customs decide which trucks get selected for X-Ray 100% scanning? 10. What management method is used by customs use to decide None which trucks get selected for X-Ray scanning: (i) 100% truck scanning; (ii) random; and (iii) risk management; and other please describe? 11. How do customs record and archive scanning results? Scanned Scanning Electronically in the scanner system. image not kept time: 15 - 20 in system minutes per truck; Waiting 12. How do customs share scanning results? Three agency staffs Scanning time may take sit inside the scanner. results can 3-4 hours only be seen in scanning room

13. Does the X-Ray scanner building have 24/7 uninterrupted mains electric power supply? No. Back-up power generator used. STEP 5: 100 % GOODS UNLOADING in NCL examination yard 1. Truck moves from scanner to the goods unloading area: 2 to 3 minutes. 2. How long on average do the goods unloading take? 1 hour process. Note: (i) there is no 100% visual Customs or other agency supervision while hired NLC labourers unload each Indian truck; (ii) during peak seasonal periods trucks might have to wait before NLC assign labourers to hand unload a truck; (iii) there is a 5 ton fork lift in the NLC yard (it was not seen in operation); (iv) no goods were palletized; (v) trucks carrying tomatoes were not 40 foot articulated type – 10 to 15 tons in cargo weight. STEP 6: EXAMINATION 10. What is the goods examination selection method: (i) 10% sample percentage sample examination depending on type of goods; inspection of (ii) transaction risk management; (iii) real time entity based risk goods by management; (iii) all goods sample inspection: Customs 11. How long on average does the document and goods 5 minute examination take? process; 5 minutes Note: Duplication: Customs officer records the examination report waiting on the reverse side of the Import Goods Declaration and also in the ―One Customs‖ system.

12. Does the Phyto sanitary check take place at this time too? 13. How long does the Phyto sanitary check?

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SECONDARY 100% TRUCK AND GOODS INSPECTION

How many trucks are selected or detected for a 100% document None and cargo inspection each day /month? How are trucks selected for a secondary 100% document and No secondary cargo inspection: truck and 9. Transaction based risk management; cargo 10. Real time entity based risk management? inspection takes place.

11. How do they identify and manage risk i.e. intelligence, volume RM not used. of trade, trade patterns, high value goods, under declarations, wrong HS Code, origin, destination, etc. 12. What is the number of prosecutions: (i) fraud; (ii) smuggling; Very rare – and other one a month

9. Are all 100% secondary customs physical inspection carried There is no out in a safe and secure secondary inspection building / area: safe and yes / no secure 10. What is the average time taken to carry out a full 100% secondary Min time: 1 secondary document, vehicle and cargo physical inspection: inspection hour 20 11. Minimum time taken: building. minutes 12. Maximum time taken: Max time: 4 hours (including off- loading of cargo from truck for physical inspections) STEP 7: EMPTY TRUCK WEIGHING 1. Why is the empty truck weighed? Check tare 2. How are the full truck weight and the empty truck weight weight; compared? compare 3. How is the comparison used and archived? empty and full 4. How long on average does the empty truck weighing take truck 15 mins: wait place? 10 / 5 process

STEP 8: ASSESSMENT OF CUSTOMS DUTY and TAXES 5. How long does the truck or the customs broker clerk take to 3-5 mins walk from the NLC weigh bridge to the Appraisement Hall? 6. How long on average does the complete import goods 15 mins: wait appraisal take 5 / 10 process 7. The Cash Number is electronically allotted in the ―One Customs‖ system by the Customs Cash Department.

VETERINARY INSPECTION 1. How long does it take on average to carry out a veterinary One hour inspection? 2. How many veterinary inspections get carried out each day? 5 to 6 veterinary inspections per month as such consignments are rarely imported 3. What types of veterinary inspections get carried out? Secondary Inspections 4. How do the veterinary inspection staffs get alerted to carry out an inspection? They are informed by customs / traders 5. Which agency staffs are mandated to carry out inspections? Animal Quarantine Department PHYTO SANITARY INSPECTION 6. How long does it take on average to carry out a phyto sanitary 30 minutes

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inspection? 7. How many phyto sanitary inspections get carried out each day? Nearly 100 such inspections per days 8. What types of phyto sanitary inspections get carried out? Secondary inspections 9. How do the phyto sanitary inspection staffs get alerted to carry out an inspection? They are informed by customs / traders 10. Which agency staffs are mandated to carry out phyto sanitary Plant inspections? Protection Department STEP 9: CUSTOMS DUTY and TAXES PAYMENT 7. How long does it take the customs broker clerk take to walk 2-3 mins the 300m to the Passenger Centre to pay the customs duty and taxes in the National Bank of Pakistan (NBP) booth? 8. How long does it take in time (Minutes and hours etc) to pay 15 mins: 5 the customs duties and taxes; Open 9-10 and close for the last wait/ 10 payment at 11-11:45pm process

Note: NBP now has an office next to the Customs LFU building but it is currently not licensed.

9. Is there a Customs Guarantee method in operation: no. STEP 10: RELEASE / OUT OF CHARGE 7. How long does the truck driver take to walk to get the ―Out of Customs DS 2 to 3 minutes Charge‖? 8. How long on average does it take to arrange the Customs ―Out 7 to 10 mins: of Charge‖; release signature and stamp. 2 to 5 mins process and 5 mins waiting STEP 11: OUT OF GATE 5. How long does it take for the driver to walk from Customs to NLC 2 to 3 minutes the NLC yard to get a Gate Pass? 6. How long on average does this take? 15 mins: 5 mins wait / 10 Note: (i) NLC issue a gate pass after taking a copy of the Import process Goods Declaration; (ii) A customs officer in charge of the gate checks all the relevant import documents and allows the truck to exit the gate; (iii) customs up dates ―One Customs‖. EXPORT TRUCK PROCESS Agency Average time responsibility hours / days WAGAH BCP APPROACH ROAD 4. Estimated average truck waiting time in hours before the BCP No agency entry gate lifted allowing truck to enter the BCP and start seems export control agency process: trucks arrive the night before so responsible for some might spend 11 hours waiting; BCP approach 5. Rangers carry out visual security check about 1 kilometre from road the BCP entry at a road check point congestion or 6. Minimum truck waiting time before BCP entry gate lifted? parking Between 3 to 7. Maximum truck waiting time before BCP entry gate lifted? management 11 hours.

Note: (i) security: there is no blast proofing at the Ranger road check point, no tall observation tower, no vehicle speed reduction bumps in the road surface. Vehicles are slowed down because of ―zigzag‖ concrete blocks in the road. The Rangers did not have any vehicles at the check point. No shade. (ii) BCP approach road truck queue management: trucks are parking off the main highway on separate lanes. There is no queue management system.

STEP 1: EXPORT GOODS DECLARATION PROCESSING and FILLING

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9. Customs broker clerk brings a copy of the paper Export Goods Customs 2 to 5 minutes Declaration (EGD) and support documents to Customs: (i) E- Form; (ii) Exporter‘s NTN Certificate; (iii) Copy of Exporter‘s CNIC; (iv) Export invoice; (v) Packing list; and (vi) Exporter undertaking. 10. Customs DS checks paper document accuracy and makes appraisal 11. Signs and stamps the paper documents ―Processing‖ 2 to 5 minutes 12. Customs agent electronically files the Export Goods Declaration in the ―One Customs‖ system; 13. ―One Customs‖ electronically allocates a Machine Number, which is written on the EGD. STEP 2: TRUCK QUEUES AT BCP ENTRY GATE Trucks move from Ranger road check point to the BCP entry gate: 2 to 5 minutes STEP 3: PAKISTAN EXPORT GATE Driver presents document and support documents to Customs who Customs 3 to 5 minutes manually register: (i) truck plate number; (ii) commodity; (iii) time of entry. NLC staff issue a yard entry pass at the NLC booth which gets NLC 5 mins entered into ―One Customs‖ Distance and time from the BCP entry gate to the NLC yard entry: 300 metres 2 minutes Does each entry receive a Unique Consignment Reference (UCR)? No STEP 4: TRUCK GOES INTO NLC YARD Is each truck manually registered into the NLC yard? Yes NLC How long on average does it take? 5 mins Note: Security: there was no concrete barrier on rails that could be used to close the NLC yard entry in case of incidents. STEP 5: TRUCK WEIGHING IN NLC YARD 1. Truck weighing process average time: NLC 15 mins: 10 wait/ 5 process 2. Vehicle dimension check: no 3. Truck International Weight Certificate validity check (UNECE Convention): none 4. Are all trucks weighed (100% weighing) or are some trucks 100% selected for weighing and what management method is used weighing to select trucks for weighing: (i) risk management; (ii) information; and (iii) intelligence: STEP 6: TRUCK SCANNING IN THE NLC yard 1. Is there an export fixed tunnel or a mobile truck X-Ray scanner NLC, ANF, Yes: tunnel on site? Customs 2. Is the X-Ray scanner working and is it used? Yes 3. When was the X-Ray scanner purchased? 10 yrs ago, cannot scan containers 4. How many truck and trailer scans can the X-Ray scanner carry 20 out on average each hour? 5. How long on average does a truck X-Ray scan take: 30 mins: wait 25 / process 5 6. Is the X-Ray scanner used 24/7? If, no why? Now 18 hours because customs working third shift 7. How does Customs decide which trucks get selected for X-Ray scanning? 100% scanning regardless 8. What management method is used by customs use to decide which trucks get selected for X-Ray scanning: (i) 100% truck scanning; (ii) random; and (iii) risk management; and other please describe? 9. How do customs record and archive scanning results? Electronically backing up the data. 10. How do customs share scanning results? Three agency staffs in the scanner; NLC, Customs and ANF 11. Does the X-Ray scanner building have 24/7 uninterrupted

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electric power supply? Yes power cuts but have a back-up generator. 12. What mandates 100% export truck and cargo X-Ray scanning? ANF dictates 100% scan STEP 7: EXAMINATION 5. The paper copy of the EGD is taken to the designated export Customs 5-10 mins examination area in the NLC yard where: (i) the customs examiner records his entry / report on the reverse side of the EGD and signs it; and (ii) the DS countersigns it 6. Do all exports get physically examined by Customs? Yes / no: 7. Do Customs use a percentage examination method depending 10% sample on the type of export goods (commodity)? Please describe: method 8. How long on average does the total export examination take: 30 mins: 5 wait / 25 process 100% SECONDARY TRUCK AND CARGO INSPECTION How are trucks selected for a 100% physical truck, document and ANF cargo inspection: 1. Transaction based risk management? no 2. Real time entity based risk management? no 3. How do they identify and manage risk i.e., intelligence, volume of trade, trade patterns, high value goods, under declarations, origin, destination, etc. ANF decides 4. Do Customs use a green and red and blue channel selection management method? No Is the 100% secondary customs export physical inspection carried Yes but few out in a safe and secure secondary inspection building / area: trucks are 1. Average time taken to carry out a full secondary vehicle and inspected One hour cargo physical inspection; 2. Minimum time taken 30 min 3. Maximum time taken 12 hours 4. What is the average time between registration of declaration 6 hours and examination and release of goods EXPORT VETERINARY INSPECTION 1. How long does it take on average to carry out an export veterinary inspection? Only one truck in 3 months exported under this category from Wagha 2. How many veterinary inspections get carried out each day? NIL 3. What types of veterinary inspections get carried out? N/A 4. How do the veterinary inspection staffs get alerted to carry out an inspection? N/A 5. Which agency staffs are mandated to carry out an export Animal inspection? Quarantine Department EXPORT PHYTO SANITARY INSPECTION 6. How long does it take on average to carry out an export phyto 30 minutes sanitary inspection? 7. How many phyto sanitary inspections get carried out each day? 2-3 per day 8. What types of phyto sanitary inspections get carried out? Secondary inspections 9. How do the phyto sanitary inspection staffs get alerted to carry out an inspection? They are informed by traders / customs 10. Which agency staffs are mandated to carry out phyto sanitary Plant export inspections? Protection Department STEP 8: APPROVAL BY EXPORT SUPERINTENDENT 5. The EGD is checked again by the Export Superintendent; Customs 1 to 2 minutes 6. Export Superintendent signs the EGD process; 5 to 10

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minutes waiting STEP 9: RELEASE / OUT OF CHARGE How long on average does the release / ―out of charge‖ process 1 to 5 minutes take? process; 5 mins waiting STEP 10: SINGLE ENTRY PERMIT (SEP) How long on average does it take to get a SEP? 5 min process 25 min waiting STEP 11: OUT OF GATE 5. How long on average does it take to carry out the out of gate 3 to 5 mins process? process; 5 to 6. Do all documents get checked again? Yes, this is manually 10 mins entered: (i) EGD number; (ii) vehicle number; (iii) commodity; waiting and (iv) exit date and exit time. 7. One copy of the SEP kept by Customs, and one copy given to Indian Customs CUSTOMS AND BORDER CROSSING POINT PROCESSES Agency Indicate if in REDUCING DWELL TIMES AND INCREASING THROUGHPUT responsible place at the BCP or in a Examples of customs and border crossing point management strategy methods good practices which might help increase throughput and document reduce dwell times

Infrastructure and equipment sharing between customs and border No guards and others: (i) joint acquisition; (ii) sniffer dogs; (iii) non intrusive equipment; (iv) patrol cars; (v) IT; (vi) buildings such as admin, kitchens, rest rooms and inspection rooms. Professional truck driver visa at BCPs No / SEP Integrated Border Management (IBM) No Risk management and risk analysis: No 5. Transaction based risk management and risk analysis; 6. Real time entity based risk management: One Window No Single Window System (SWS) No Shared BCP buildings or co-located BCP buildings No Electronic Data Information exchange: (i) risk analysis; (ii) anti No smuggling; (iii) anti crime; (iv) operational; (v) risk assessment; (vi) sharing of information with other border agencies; (vii) data from other customs administrations and organizations such as Interpol and WCO and others; (viii) are there any interagency cooperation agreements and/ or cross border cooperation agreements: Pre Alert: import, export and transit No BCP queue management method No BCP peak time charging No RFID tracking of cargo container and truck No Customs due diligence low risk programme No Authorised Economic Operator (AEO) No Green Lane Red Lane management method No Joint analysis of work flows No Coordination of available space No Joint operations No Surveillance No Contingency planning for emergencies and other situations ? Advance Rulings No BCP Memorandum of Understanding No Unique Consignment Reference (UCR) No Time Release Survey (TRS) No

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ANNEX 9: CHAMAN BORDER CROSSING POINT PEDESTRIAN EACH DAY

Process and time for: (i) pedestrians; and (ii) bus passengers.

Inbound pedestrians Agency Average Average Total Average Per Day process time waiting time Mins / hours Mins / hours

Process: Only passport & visa checked and stamped FIA 5 Minutes per 10-15 Minutes 20 affixed person Minutes

Total number of pedestrians reporting to immigration authorities: Pakistani: 4; Afghani: 50

NOTE: Number of inbound pedestrians not reporting to immigration authorities approx. 2500 Outbound pedestrians Average Per Day

Process: Only passport & visa checked and stamped FIA 5 Minutes per 15-20 Minutes 25 affixed person Minutes

Total number of pedestrians reporting to immigration authorities: Pakistani: 8; Afghani: 46

NOTE: Number of outbound pedestrians not reporting to immigration authorities approx. 2500 Inbound bus passengers Agency Average Average Total process time waiting time Mins / hours Mins / hours NIL N/A NIL NIL NIL

Outbound bus passengers NIL N/A NIL NIL NIL

NOTE: Results drawn from last 15 days (between 1st April 2014 to 15th April 2014) data of FIA Chaman

ANNEX 10: TORKHAM BORDER CROSSING POINT PEDESTRIANS EACH DAY

Process and time for: (i) pedestrians; and (ii) bus passengers.

Inbound pedestrians Agency Average Average Total process waiting time time Mins / Mins / hours hours Process: Only passport & visa checked and stamped FIA 15 minutes 15 minutes 30 affixed minutes

Total number of pedestrians reporting to immigration authorities per day: 200

NOTE: Number of inbound pedestrians not reporting to immigration authorities per day approx. 10,000

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Outbound pedestrians FIA 15 minutes 15 minutes 30 Process: Only passport & visa checked and stamped minutes affixed

Total number of pedestrians reporting to immigration authorities per day: 200

NOTE: Number of outbound pedestrians not reporting to immigration authorities per day approx. 10,000 Inbound bus passengers Agency Average Average Total process waiting time time Mins / Mins / hours hours Process: Bus is parked in the bus stand and passengers FIA 15 minutes 15 minutes 30 report to Immigration authorities where passport & visa minutes checked and stamped affixed (manual process)

Total number of inbound large buses per day: 2 Total number of inbound small buses per day: 2

Total number of inbound bus passengers per day: 304 Outbound bus passengers Process: Bus is parked in the bus stand and passengers FIA 15 minutes 15 minutes 30 report to Immigration authorities where passport & visa minutes checked and stamped affixed (manual process)

Total number of outbound large buses per day: 2 Total number of outbound small buses per day: 2

Total number of outbound bus passengers per day: 304

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Annex 11: Border Crossing Short and Long Term Infrastructure and Equipment Transition

Infrastructure Wagha Torkham Chaman BCP approach road widening for 500 meters 8 lanes 8 lanes aligned with BCP entry traffic lanes Approach road signage 1 kilometer and 500 2 2 2 meters from BCP BCP entry gate security guard reinforced 8 8 emplacements and blast proofing BCP entry gate directional and segregating signs 8 8 and markings plus over head traffic lights Multi entry and exit traffic lanes each entry lane complete with a check booth built to the height of 8 8 a truck cab window plus red and green channel selection lane signs Multi entry pedestrian exit and entry lanes, for 8 20 10 male and female plus booths for each Canopies over pedestrian queuing areas and over 1 1 1 import, export and transit processing areas Integrated administrative office building for all border agency staffs and managers with no public 1 1 1 access including training room, conference room, and changing and locker rooms Office building for users such as customs brokers, banks, freight forwarders and transport service 1 1 1 providers complete with ICT connectivity including fiber optic cable Interview rooms and detention cells 1 2 1 Staff and user rest room facilities 1 2 1 One canteen and kitchen 1 1 1 Export, import and transit cargo processing areas complete with ―herringbone‖ angled vehicle 3 (one each) 3 3 parking with safe paths for drivers to walk to the ―one stop shop‖ facility One stop shop processing facility complete with 1 2 1 ICT connectivity Generator area covered with a canopy 1 2 1 Control room complete with CCTV and 1 1 1 accommodation for multi agency staffs SPS facilities including disinfection facility 1 1 1 Safe and secure vehicle secondary inspection area complete with perimeter fencing, access control, and non intrusive inspection equipment, 1 1 1 rummage tools and other mechanical tools to gain access into hidden compartments. Inspection building complete with inspection pit Internal ―U‖ turn traffic lanes in case vehicles are selected for 100% secondary inspection 1 2 1

Laboratory testing facilities 1 1 1 Veterinary holding areas where appropriate Accommodation for all staffs and managers and 1 1 1 visitors Dog kennels and veterinary support facility 1 1 1 Armory 1 1 1 Seized goods warehouse complete with seizure 1 1 1 inventory system Fire fighting building complete with equipment 1 1 1

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Medical clinic building complete with equipment 1 1 1 Equipment New vehicle weighing machines which can also measure dimensions and transmit data to a 2 3 2 central databank allowing end to end checking New fixed tunnel and mobile back scatter and color X-Ray scanning machines complete with 2 3 2 computer access to a central databank Vehicle number plate scanners linked to road transport database in order for authorities to get a security check on the truck company and a road 8 8 worthiness, licensing and business registration check on the truck Chemical, Biological, Radioactive and Nuclear 4 4 detection equipment in entry traffic lanes (CBRN) Large scale baggage back scatter and color 8 20 10 scanning equipment Hand held metal and explosive and narcotic vapor 8 20 10 detection equipment Drugs testing kits 1 2 1 Non intrusive endoscope equipment 1 2 1 Vehicle inspection rummage kits 1 2 1 Passport and ID scanning equipment 8 20 10 Secondary document and currency examination 2 4 2 equipment Portable instrument for infrared analysis 1 2 1 Primary traffic lane check booths; for cars (window at car window level and trucks with the 8 8 window at the truck cab level) Booth equipment: bio data collection readers, iris scanner, and fingerprint and face image 8 20 10 equipment Bio data card equipment 8 20 10 HF radio base station and antenna 1 1 1 Electricity generators 35KVA or larger 1 2 1 Digital cameras 8 20 10 HAZCHEM signs and signs directing fuel trucks to 1 2 1 secure processing area Perimeter, interior area and task lighting Barriers stopping vehicles and users crossing traffic lanes Bus passenger facility 1 1 1 Automated entry and exit traffic lanes complete 8 8 with color ―stop‖ and ―go‖ signs Infrastructure Helipad complete with navigational equipment and 1 1 1 firefighting equipment Equipment EDI/RFID readers and tags for trucks and 1 2 1 containers

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ANNEX 12: Detailed ICT Equipment Specifications

Data Rack and LAN Cabling S.No. Description 1 Panduit/Schneider/Clipsal/LeGrand Cat- 6 Cable 1000 Ft. Box 2 Panduit/Schneider/Clipsal/LeGrand Cat- 6 Faceplate Single I/O with back box complete set 3 Panduit/Schneider/Clipsal/LeGrand Cat-6 Patch Panel 24 Port

4 Panduit/Schneider/Clipsal/LeGrand Cable Manager 1U Rack Mount

5 Panduit/Schneider/Clipsal/LeGrand Cat-6 Patch Cord - 1 meter 6 Panduit/Schneider/Clipsal/LeGrand Cat-6 Patch Cord - 3 meter Imported 9 or 12U 600x600, 2- Fans, 1- Fixed Tray wall Mount Rack with 19" Horizontal 7

Lan CablingLan mountable Rack PDU UTP Cable laying with duct, pipe and accessories (To be charged on actual) Per Running Feet / 8 Meter UTP Termination, Testing & Labelling Charges (per node, bill on actual usage) Fluke Testing 9 per node would be required. 42U 750mm Wide x 1000mm Deep Enclosure with Roof Fan Kit and 2 x 16 Amps – Zero U PDUs The unit shall be designed to provide a secure, managed environment for computer and networking equipment. The unit shall conform to EIA-310 Standard for Cabinets, Racks, Panels and Associated Equipment and accommodate industry standard 19” rack mount equipment.

Enhanced door ventilation with scalable options capable of cooling high density solutions. Tool less 0U mounting provisions for extensive line of Rack Power Distribution Units (PDUs) for 10 high density applications.

Integrated features and options for horizontal and vertical routing of high-density cabling. Data Rack Data Vendor-neutral mounting for guaranteed compatibility with all EIA-310 compliant 19” equipment. 42U - 750mm Wide x 1070mm Deep Enclosure with side panels & FRONT AND BACK LOCKABLE DOORS. ROOF FAN TRAY KITS. 2 x 16 Amps – Power Distribution Units, Zero U (Vertically Mounted), Metered and SNMP enabled per rack. Layer 2 Network Switches . Fixed Configuration - 48 x 10/100/1000 Ports

. Uplinks Ports – 2 x Gigabit Fiber Uplinks Ports (including SFPs) . Throughput: 130 Gbps or more . Forwarding Rate: 101 Mpps or more 11A . VLAN Support must include: Port & MAC-based . Number of VLANs: 100

. Dedicated stacking ports with Category 1 & 2 (standard stack cables included ) Ethernet Ethernet Switch . IP and MAC addressing binding capability on per port basis . IEEE 802.1d: Spanning Tree Protocol . IEEE 802.1s: Multiple Instance Spanning Tree Protocol (MSTP)

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. IEEE 802.1w: Rapid Spanning Tree Protocol . IEEE 802.1X: Port Access Control . IEEE 802.1p: CoS prioritization . IEEE 802.1Q: VLAN tagging . IEEE 802.3ad: Link Aggregation Control Protocol (or Multi-Link Trunking) . Traffic Mirroring: Port or VLAN-based . Management: HTTP/HTTPS, SNMP, CLI (Console, SSHv2, Telnet) . Must include support for Multicast, SNTP/NTP, DHCP, RADIUS, TACACS+, Syslog

Layer 2 Network Switches

. 24 RJ-45 autosensing 10/100/1000 ports

. Media Type: Auto-MDIX . Duplex: 10BASE-T/100BASE-TX: half or full; 1000BASE-T: full only (IEEE 802.3 Type 10BASE-T, IEEE 802.3u Type 100BASE-TX, IEEE 802.3ab Type 1000BASE-T) 11B . 4 dual-personality ports . autosensing 10/100/1000BASE-T or SFP

Ethernet Ethernet Switch . 1 RJ-45 serial console port . 2 port expansion module slots . Supports a maximum of 24 autosensing 10/100/1000 ports

Layer 3 Core Network Switches . OSPF Support plus 10G enhancement capabilities . 24 fixed Gigabit Ethernet SFP ports

. 8 dual-personality ports; autosensing

. 10/100/1000BASE-T or SFP . 1 RJ-45 serial console port 11C . 2 port expansion module slots . Throughput: 107.2 million pps . Routing/Switching capacity: 144 Gb/s Ethernet Ethernet Switch . Routing table size: 12000 entries (IPv4) . SFPs: 8 x SFP 1000Base-T (RJ-45) 12 x SFP 1000Base-SX . Hot Swappable Redundant Power supplies

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UTM Firewall with WLAN Controller with ASIC based Accelerated Security

S.No. Description

A HARDWARE SPECIFICATIONS

1 No of Accelerated ASIC Ports 10/100/1000 Interfaces (RJ-45): 8 2 Maximum Network Interfaces 10/100/1000 10 3 USB (Client/Server): (1/2) 4 RJ-45 Serial Console: 1 5 Internal Storage: 32GB

B SYSTEM PERFORMANCE 1 Firewall Throughput (1518 / 512 / 64 byte UDP packets): 8 / 8 / 8 Gbps 2 Firewall Latency (64 byte UDP packets): 2 μs 3 Firewall Throughput (Packets Per Second): 12 Mpps 4 Concurrent Sessions (TCP): 2 Million 5 New Sessions/Sec (TCP): 50,000 6 Firewall Policies: 10,000 7 IPSec VPN Throughput (512 byte packets): 4.5 Gbps 8 Gateway-to-Gateway IPSec VPN Tunnels: 6,000 9 Client-to-Gateway IPSec VPN Tunnels: 10,000 10 SSL-VPN Throughput: 200 Mbps 11 Concurrent SSL-VPN Users (Recommended Max): 500 12 IPS Throughput: 1.4 Gbps 13 Antivirus Throughput (Proxy Based / Flow Based): 200 / 550 Mbps 14 Virtual Domains (Default / Max): (10/10) 15 Firewall should support Access Points 16 Max Number of supported APs: 256 17 Firewall should support 2 Factor Authentication 18 Max Number of supported Tokens: 1,000 Active/Active, 19 Supported High Availability Configurations: Active/Passive, Clustering 20 User Licenses for UTM Unlimited 21 Application Control 2400 Application + 22 Web Filtering Categories 79+

C UTM Features The FW UTM license should have the following services as part

of the license: 1 Firewall 2 IPS 3 VPN (IP Sec/SSL) 4 Application Control

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5 Anti Virus 6 Web Filtering 7 Anti Spam 8 Wireless Controller 9 Two Factor Tokens Support 10 Wan Optimization 11 Data Leak Prevention 12 Quality of Service-QoS 13 High Availability (A/A, A/P) 14 Routing 15 Logging and Reporting

D Authentication The Platform should support following Authentication

Framework: 1 LDAP 2 RADIUS 3 TACACS+ 4 Tokens 5 Local Database 6 MS Active Directory

Routing The system should support following Routing Protocols: 1 RIP v1 & v2 2 OSPF 3 BGP-4 4 ISIS 5 OSPF v3 6 RIPng 7 PIM v2

Logging & Reporting 1 SysLog Server Support 2 Log and Stats Dashboard 3 Log Search and Filtering Capabilities 4 Log and Correlation 5 Instant and Schedule Reports 6 Real Time Logging and Reporting

Certifications 1 ICSA Certified FW, IPS, SSL, AV 2 NSS Certified FW, IPS and Application Control 3 Common Criteria EAL4 4 RoHS Compliant

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5 FCC Class A, Part 15, UL/CUL, C Tick, CE, VCCI 6 ISO 9001:2000

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WiFi Hotspot – Indoor S. No. Description A HARDWARE 1 Indoor/Outdoor Deployment Indoor and Plenum 2 Number of Radios 2 3 Number of Antennas 6 internal 4 Peak Antenna Gain 3 dBi for 2.4 Ghz, 4 dBi for 5 Ghz 5 Frequency Bands (GHz) 2.400–2.4835, 5.150–5.250, 5.250–5.350, 5.470–5.725, 5.725–5.850 6 Frequency of Radio 1 2.4 GHz b/g/n or 5 GHz a/n 7 Frequency of Radio 2 2.4 GHz IEEE b/g/n Tx/Rx Streams (802.11n mode) 3x3 MIMO with 3 spatial streams. 450 Mbps / Radio for total of 900 Mbps 8 aggregated traffic 9 Ethernet Port 2 x 10/100/1000 10 Serial Console Port Yes 11 USB For quick setup 12 Power over Ethernet (PoE) Dual redundant PoE power ports with support for IEEE 802.3af or 13 802.3at 14 WME Multimedia Extensions (4 priority queues for voice, video, data and background traffic) 15 Simultaneous SSIDs 16 (14 for client access, 2 for monitoring) 16 EAP Type(s) EAP-TLS, EAP-TTLS/MSCHAPv2, EAPv0/EAP-MSCHAPv2, 17 PEAPv1/EAP-GTC EAP-SIM, EAP-AKA, EAP-FAST User/Device Authentication WPA™ and WPA2™ with 802.1x or Preshared key, WEP and Web Captive 18 Portal, MAC blacklist & white list 19 Maximum Tx Power 24 dBm (250mW) 20 Physical Security Kensington Lock 21 Mean Time Between Failures > 5 years IEEE Specifications 802.11a, 802.11b, 802.11e, 802.11g, 802.11h, 802.11i, 802.11j, 802.11n, 802.1X, 22 802.3af 802.11n Features 20Mhz and 40Mhz High-Throughput (HT) Support Increased maximum frame 23 transmission by incorporating A-MPDU and A-MSDU Packet Aggregation Conserve power via Dynamic MIMO power save 24 Advanced 802.11n to enhance Low-density parity check (LDPC) encoding Maximum likelihood 25 rate-over-range including: demodulation (MLD) Transmit beam forming (TxBF) Maximum Ratio 26 Combining (MRC) for improved receiver performance 27 Mounting Options Drywall Mount anchors, T-Rail Mount and Ceiling mount must be 28 included in package

B ENVIRONMENT 1 Power Adapter Input: 100-240V, 50/60Hz, 0.4A 2 Output: 12V DC, 1.25A center positive 3 Humidity 10% to 90% non-condensing 4 Operating Temperature 32–104 ˚F (0–40 ˚C) 5 Storage Temperature -4–158 ˚F (-20–70 ˚C) 6 Target Application Suitable for high performance, high availability installations. 7 Directives Low Voltage Directive • RoHS

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C DECLARATION OF CONFORMITY 1 Organization Compliance Identifier 2 CB IEC 60950-1:2005 3 UL UL 60950-1, CSA C22.2 No. 60950-1-07 4 FCC FCC Part 15, Class B and Subpart C & E ICES-003 5 CE RR&TTE Directive 1999/5/EC 6 EN 300 328 / EN 301 489 / EN 301 893 / EN 50385 7 EU Directive 2004/108/EC EMC 8 EU Directive 2006/95/EC LVD 9 EN 55022/ EN 55024/EN 61000 10 IC Canada RSS-210 Issue 7 / Canada RSS-Gen Issue 2 11 RSS102, Issue 4

D GENERAL 1 Complete integration with LAN/WAN is required. 2 Turnkey installation with cabling (Data / Power) is required. 3 Support Services: 3 Year Complete On-Site Comprehensive Warranty/Support/Service. All required cables, connectors and 3 Pins Flat power cords with installation software and manuals 4 must be provided.

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WiFi Hotspot – Outdoor S.No. Description A HARDWARE 1 Outdoor Deployment 2 Number of Radios 2 3 Number of Antennas 4 external - N type 4 2 pieces - OUTDOOR DIPOLE 5 2.4GHZ 5DBI 180 X D20 6 2 pieces - OUTDOOR DIPOLE 7 5GHZ 7DBI 180 X D20 8 Frequency Bands (GHz) 2.400 - 2.4835 • 5.150 - 5.250 • 5.250 - 5.350 •5.470 - 5.725 • 5.725 - 5.850 9 Frequency of Radio 1 5 GHz a/n 10 Frequency of Radio 2 2.4 GHz b/g/n 11 Tx/Rx Streams (802.11n mode) 2x2 MIMO dual stream – 300 Mbps/Radio (600 Mbps Total) 12 Ethernet Port 1 x 10/100/1000 13 Power over Ethernet (PoE) PoE power injector supplied, or 802.3at (30W) 14 WME Multimedia Extensions (4 priority queues for voice, video, data and background traffic) 15 WMM® Multimedia Features Certified by the Wi-Fi Alliance‘s Wi-Fi Multimedia™ certification program. 16 Simultaneous SSIDs 16 (14 for client access, 2 for monitoring) EAP Type(s) EAP-TLS EAP-TTLS/MSCHAPv2 EAPv0/EAP-MSCHAPv2 PEAPv1/EAP-GTC EAP-SIM EAP- 17 AKA EAP-FAST Maximum Transmission Power 27dBm (500mW) hardware capable – limited by software for regulatory 18 compliance 19 Physical Security Concrete and pole mount 20 Mean Time Between Failures 305,420 hours 21 Mounting Options Wall or Pole with mounting kit

B ENVIRONMENT 1 Power Adapter POE injector supplied with AC power source. 2 Humidity 0 to 100% 3 Operating Temperature -4 – 140 ˚F (-20 – 60 ˚C) 4 Storage Temperature -4 – 140 ˚F (-20 – 60 ˚C) 5 Target Application Warehouses, outdoor areas, and other harsh environments. 6 Directives Low Voltage Directive • RoHS

C GENERAL 1 Complete integration with LAN and Hand held Tablet Devices is required. 2 Turnkey installation with Mast Poles / Towers, cabling (Data / Power, Grounding) is required. 3 Hardware Support Services: 3 Year Complete On-Site Hardware Warranty/Support/Service All required cables, connectors, Fibre-to-Ethernet Media Converters (if required) and 3 Pins Flat 4 power cords with installation software and manuals must be provided.

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Laptop Computers S.No. Description PROCESSOR INTEL CORE i5-4200U 1.6GHZ MAX TURBO FREQ. UP TO 2.6GHZ 4TH 1 GENERATION 2 CORES - CACHE NO. OF CORES 2 - L3 CACHE 3MB 3 CHIPSET INTEL® EXPRESS 4 MEMORY 6144MB DDR3 1600MHz 5 NUMBER OF MEMORY SLOT 2 SLOTS 6 STORAGE HARD DRIVE 750GB SATA 5400 rpm 7 OPTICAL DRIVE SUPER MULTI DVD RW DRIVE 8 OPERATING SYSTEM Windows 8 Professional – 64 Bit 9 Kaspersky Antivirus, Microsoft® Office Home and Business 2013, English, French and Spanish 10 GRAPHIC INTEL® HD GRAPHIC 4400 (NO DEDICATED GRAPHIC CARD) 11 DISPLAY 15.6" BACK-LIGHT LED DISPLAY WITH TOUCH SCREEN 12 SCREEN RESOLUTION 1366x768 13 HDMI, BLUETOOTH, CAMERA NATIVE HD 1.0MP WEBCAM, ETHERNET/LAN CARD, WiFi 14 ORIGINAL CARRY CASE 15 Hardware Support Services 3 Year Complete On-Site Hardware Warranty/Support/Service All required cables, connectors and 3 Pins Flat power cords with installation software and 16 manuals must be provided. (Quantity may increase/decrease)

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Desktop Computers S.No. Description Processor Intel® Core™ i5-4570 Processor (Quad Core, 6MB Cache, 3.2GHz, w/HD Graphics 1 4600) 2 Operating System Windows 7 Professional English/French 64bit 3 Microsoft® Office Home and Business 2013, English, French and Spanish 4 Memory 4G (1x4G) 1600MHz DDR3 5 Video Card Intel® Integrated Graphics 6 Built-in Ethernet / Network ready 7 Hard Drive 500GB 3.5inch SATA (7.200 Rpm) Hard Drive 8 CD ROM/DVD ROM 8X DVD+/-RW Drive 9 USB Sound Bar with Power Adapter 10 LED 19 inch Monitor 11 Keyboard US English (QWERTY) Quiet Key USB Keyboard Black 12 USB Optical Mouse 13 3 Year Complete On-Site Hardware Warranty/Support/Service All required cables, connectors and 3 Pins Flat power cords with installation software and 14 manuals must be provided. (Quantity may increase/decrease)

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Tablets

S.No. Description 1 Processor Intel® Atom™ processor Z3770 (2MB Cache, up to 2.4GHz Quad-Core) 2 Operating System Windows 8.1 (32Bit) MUI 3 Display 10.8 inch IPS Display with FHD (1920 x 1080) resolution with 10-pt capacitive touch 4 Memory 2GB5 DDR3 SDRAM at -1MHz 5 Hard Drive 64GB Mobility Solid State Drive 6 Video Card Intel® Gen7 graphics 7 Security Software McAfee Live Safe 8 Original Carry Case 9 Hardware Support Services 3 Year Complete On-Site Hardware Warranty/Support/Service

10 All required cables, connectors and battery charger/power cords with installation software and manuals must be provided. (Quantity may increase/decrease)

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Laser jet Printers (Network Ready)

S.No. Description 1 Print quality: Up to 1200 x 1200 dpi 2 Print speed: Normal: Up to or greater than 33 ppm 3 Print technology: Laser Connectivity: standard 1 Hi-Speed USB 2.0, 1 Host USB, 1 Ethernet 10/100/1000T network, 1 4 Walk-up USB, Network ready Standard (built-in Gigabit Ethernet) 5 Memory, standard / maximum: 256 MB Paper handling input, standard: 50-sheet multipurpose tray, 250-sheet input tray, automatic 6 duplexer for two-sided printing 7 Paper handling input, optional: Optional 500-sheet tray 8 Paper handling output, standard: 150-sheet output bin 9 Media sizes supported: A4; A5; A6; B5 (JIS) Media sizes, custom: Multipurpose tray: 76 x 127 to 216 x 356 mm; tray 2 and optional 500- 10 sheet tray: 105 x 148 to 216 x 356 mm 11 5 Original Replacement /Cartridge must be included 12 Power Input voltage: 220 to 240 VAC (+/- 10%), 50/60 Hz (+/- 2 Hz) 13 3 Year Complete On-Site Hardware Warranty/Support/Service All required cables, connectors and 3 Pins Flat power cords with installation software and 14 manuals must be provided. (Quantity may increase/decrease)

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Flatbed Scanners S.No. Description 1 Scan resolution: 2400 x 2400 dpi1, 48 bit color depth, 256 gray scale levels 2 Scan speed Preview mode: Up to or greater than 7 sec Scan media types: Paper (banner, inkjet, photo, plain), envelopes, labels, cards (greeting, 3 index), 3-D objects, 35 mm slides and negatives (using transparent materials adapter), iron-on transfers 4 Enlargement range: 10 to 2000% in 1% increments Features: 50 sheet Automatic document feeder (two-sided), Transparent materials adapter, 5 scans three slides or four 35 mm negative frames 6 Two-sided, multi-page scans 7 Scan up to 8 pages - or 4 images - per minute and preview scans in about 7 seconds.

8 Scan, copy, print, e-mail, and more - many features must be available using one-touch buttons.

9 Plug and play using Hi-Speed USB-compatible with USB 2.0 specifications. 10 Scan and e-mail photos and documents 11 3 Year Complete On-Site Hardware Warranty/Support/Service All required cables, connectors and 3 Pins Flat power cords with installation software and 12 manuals must be provided. (Quantity may increase/decrease)

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Anti-virus Software for Servers and PCs / Laptops S.No. Description The antivirus protection product must include:

· Resident antivirus monitoring.

· Network attack protection software.

· Heuristic analyzer that allows to identify and block previously unknown malware more efficiently.

· Detection of hidden processes.

· Antivirus scanning on the user's or administrator's request and according to a schedule.

· Antivirus checking and disinfection of files packed using program like PKLITE, LZEXE, DIET, EXEPACK, etc. · Antivirus checking and disinfection of files in archives using the RAR, ARJ, ZIP, CAB, LHA, JAR, ICE formats, including password-protected files. · Cloud-based technology that provide ability to receive verdicts in online mode about applications and executable files running on computer. · Protection of email correspondence from malware and spam. Scanning of traffic on the following protocols: IMAP, SMTP, POP3, regardless of the mail client being used; Regardless of the type of protocol (including MAPI, HTTP) as part of the operation of plug-ins incorporated in the mail program of Microsoft Office Outlook and The Bat!. · Protection of HTTP-traffic – scanning of all objects entering the user's computer through the HTTP/FTP protocol. · Scanning of scripts – scanning of all scripts, developed in Microsoft Internet Explorer, as well as any WSH scripts (JavaScript, Visual Basic Script WSH scripts (JavaScript, Visual Basic Script etc.), launched when

the user works on the computer, including the Internet. · Scanning of ICQ and MSN traffic to ensure safety when working with Internet pagers.

· Launching of tasks by schedule and/or just after loading the operating system.

· Protection against still unknown malware based of an analysis of their behaviour and examination of changes in the system register, with the option of automatic restoration of system register values changed

by the malware. · Applications control that prevents applications from performing actions that may be dangerous for the system, and ensures control of access to operating system resources and protected data. · Protection against hacker attacks by using a firewall with intrusion detection and prevention system (IDS/IPS) and network activity rules for more popular applications when working in computer networks of

any type, including wireless networks. · Protection against masking programs, auto redial programs, blocking of banners, pop-ups, and malicious scenarios downloaded from websites and identification of phishing sites.

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UPSs (Renowned US / European Brands Only) S.No. Description 20 kVA (N+1) with Extended Run Time (1 Hr on full load) with complete Parallel Kits and N+1 A Integration: 1 Output 2 Output Power Capacity 16 kW / 20 kVA 3 Max Configurable Power 16 kW / 20 kVA 4 Nominal Output Voltage 400V 3PH 5 Output Voltage Note Configurable for 380 : 400 or 415 V 3 Phase nominal output voltage 6 Efficiency at Full Load 95.3% 7 Output Voltage Distortion Less than 5% at full load 8 Output Frequency (sync to mains) 47 - 53 Hz for 50 Hz nominal 910 Other Output Voltages 380, 415 11 Crest Factor 3 : 1 12 Topology Double Conversion Online 13 Waveform Type Sine wave Output Connections (1) Hard Wire 4-wire (3PH + G) (1) Hard Wire 5-wire (3PH + N + G) (1) 14 Screw Terminals 15 Bypass Built-in Maintenance Bypass, Built-in Static Bypass 16 Input 17 Nominal Input Voltage 400V 3PH 18 Input Frequency 40 - 70 Hz (auto sensing) 19 Input Connections Hard Wire 5-wire (3PH + N + G) 20 Input voltage range for main operations 304 - 477V 21 Other Input Voltages 380, 415 22 Maximum Input Current 27A 23 Input Breaker Capacity 50 A 24 Battery Type VRLA 25 Included Battery Modules: Extended (To support minimum 1 Hour Backup Time) 26 Typical recharge time (To support minimum 1 Hour Backup Time) 27 Interface Port(s) DB-9 RS-232, RJ-45 10/100 Base-T Smart-Slot 28 Control panel Multi-function LCD status and control console 29 Audible Alarm Audible and visible alarms prioritized by severity 30 Emergency Power Off (EPO) Yes 31 Protection Class IP 20 Regulatory Approvals C-tick, CE, EN 50091-2, EN/IEC 62040-3, IEC 61000-3-2, IEC 61000-3-3, 32 ISO 14001, ISO 9001, VFI-SS-111 33 Standard Warranty 3 years On-Site repair or replace with Complete Parts 34 Batteries Warranty: 1 Year comprehensive replacement warranty. Complete Turnkey On-Site Installation of UPSs with Input / Output Power Cabling and Power 35 DBs (Input & Output with sufficient Circuit Breakers for Output Circuits for 2 Data Racks-4 PDUs), Power Sockets, Industrial Sockets, Grounding etc. 36 Extended Run Battery Enclosure with 6 Batt. Modules 37 Nominal Input Voltage 208V 3PH

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38 Battery Volt-Amp-Hour Capacity 16590 39 Battery Type VRLA 40 Battery mounting Enclosed battery cabinet 41 Expected Battery Life (years) 3 – 5 from the date of installation and commissioning 42 Included Battery Modules 6 43 Battery Placement External Frame 44 Battery blocks per string 32 45 Regulatory Approvals C-tick, CE, ISO 14001, ISO 9001 46 Standard Warranty 1 year On-Site replacement 47 Parallel Maintenance Bypass Panel 48 Nominal Output Voltage 400V 3PH 49 Maximum Total Current Draw per Phase 182.4A 50 Output Connections (1) Hard Wire 5-wire (3PH + N + G) 51 Nominal Input Voltage 400V 3PH 52 Input Frequency 50 Hz 53 Maximum Input Current per phase: 182.4A 54 Regulatory Approvals EN 50091-2, EN/IEC 62040-3, EN/IEC 62040-1-1, VFI-SS-111 55 Standard Warranty 3 years On-Site repair or replace with Complete Parts

B 6 kVA UPS 1 OUTPUT: 2 Output Power Capacity 4200 Watts / 6 kVA 3 Max Configurable Power 4200 Watts / 6 kVA 4 Nominal Output Voltage 230V 5 Output Voltage Note Configurable for 220 : 230 or 240 nominal output voltage 6 Output Voltage Distortion Less than 3% 7 Output Frequency (sync to mains) 50/60 Hz +/- 3 Hz user adjustable +/- 0.1 8 Other Output Voltages 220, 240 9 Crest Factor 3 : 1 10 Topology Double Conversion Online 11 Waveform Type Sine wave 12 Output Connections (1) Hard Wire 3-wire (H N + G) 13 (8) IEC 320 C13 14 (2) IEC 320 C19 15 (4) IEC Jumpers 16 Bypass Internal Bypass (Automatic and Manual) 17 INPUT: 18 Nominal Input Voltage 230V 19 Input Frequency 50/60 Hz +/- 5 Hz (auto sensing) 20 Input Connections Hard Wire 3 wire (1PH+N+G) 21 Hard Wire 5-wire (3PH + N + G) 22 Input voltage range for main operations 160 - 280V 23 Other Input Voltages 220, 240

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24 BATTERIES AND RUNTIME: Battery Type Maintenance-free sealed Lead-Acid battery with suspended electrolyte : leak- 25 proof 26 Included Battery Modules: Extended (To support minimum 2 Hours Backup Time) 27 Typical recharge time (To support minimum 2 Hours Backup Time) 28 Replacement Battery As Per Manufacturer's Recommendation 29 Communication and Management: 30 Interface Port(s) DB-9 RS-232, RJ-45 10/100 Base-T, Smart-Slot 31 Pre-Installed Remote Monitoring and Management Control panel LED status display with load and battery bar-graphs and On Line : On Battery : 32 Replace Battery : Overload and Bypass Indicators Audible Alarm when on battery : distinctive low battery alarm : overload continuous tone 33 alarm 34 Emergency Power Off (EPO) Option Built-in 35 Surge Protection and Filtering: 36 Surge Energy Rating 480 Joules Filtering Full time multi-pole noise filtering : 0.3% IEEE surge let-through : zero clamping 37 response time : meets UL 1449 38 Conformance: Regulatory Approvals C-tick, CE, EN 50091-1, EN 50091-2, EN 55022 Class A, EN 60950, EN 39 61000-3-2, GOST, VDE 40 Standard Warranty: 3 years On-Site repair or replace with Complete Parts 41 Batteries Warranty: 1 Year comprehensive replacement warranty. Complete Turnkey On-Site Installation of UPSs with Input / Output Power Cabling and Power 42 DBs (Input & Output with sufficient Circuit Breakers for Output Circuits for 2 Data Racks-4 PDUs), Power Sockets, Industrial Sockets, Grounding etc.

C 10 kVA UPS 1 OUTPUT: 2 Output Power Capacity: 8000 Watts / 10 kVA 3 Max Configurable Power: 8000 Watts / 10 kVA 4 Nominal Output Voltage: 230V 5 Output Voltage Note: Configurable for 220 : 230 or 240 nominal output voltage 6 Output Voltage Distortion: Less than 3% 7 Output Frequency: (sync to mains) 50/60 Hz +/- 3 Hz user adjustable +/- 0.1 8 Other Output Voltages: 220, 240 9 Crest Factor: 3 : 1 10 Topology: Double Conversion Online 11 Waveform Type: Sine wave 12 Output Connections: (1) Hard Wire 3-wire (H N + G) 13 (4) IEC 320 C13 14 (4) IEC 320 C19 15 (4) IEC Jumpers 16 Bypass: Internal Bypass (Automatic and Manual)

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17 INPUT: 18 Nominal Input Voltage 230V 19 Input Frequency 50/60 Hz +/- 5 Hz (auto sensing) 20 Input Connections Hard Wire 3 wire (1PH+N+G) 21 Hard Wire 5-wire (3PH + N + G) 22 Input voltage range for main 23 operations 24 160 - 280V 25 Other Input Voltages 220, 240 26 Input Total Harmonic Distortion Less than 7% for full load 27 BATTERIES AND RUNTIME: Battery Type Maintenance-free sealed Lead-Acid battery with suspended electrolyte : leak- 28 proof 29 Included Battery Modules: Extended (To support minimum 2 Hours Backup Time on full load) 30 Typical recharge time (To support minimum 2 Hours Backup Time) 31 Replacement Battery As Per Manufacturer's Recommendation 32 Communication and Management: 33 Interface Port(s) DB-9 RS-232, RJ-45 10/100 Base-T, Smart-Slot 34 Pre-Installed Remote Monitoring and Management Control panel LED status display with load and battery bar-graphs and On Line : On Battery : 35 Replace Battery : Overload and Bypass Indicators Audible Alarm when on battery : distinctive low battery alarm : overload continuous tone 36 alarm 37 Emergency Power Off (EPO) Option Built-in 38 Surge Protection and Filtering: Filtering Full time multi-pole noise filtering : 0.3% IEEE surge let-through : zero clamping 39 response time : meets UL 1449 40 Conformance: Regulatory Approvals C-tick, CE, EN 50091-1, EN 50091-2, EN 55022 Class A, EN 60950, EN 41 61000-3-2, GOST, VDE 42 Standard Warranty: 3 years On-Site repair or replace with Complete Parts: 43 Batteries Warranty: 1 Year comprehensive replacement warranty. Complete Turnkey On-Site Installation of UPSs with Input / Output Power Cabling and Power 44 DBs (Input & Output with sufficient Circuit Breakers for Output Circuits for 30-40 Computer Users), Power Sockets, Industrial Sockets, Grounding etc.

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Diesel Generators (Renowned Brands Only) S.No Description Supply and installation of 100 kVA Diesel Generator (with locally fabricated standard Sound Proof / Weather Resistant canopy) of internationally reputed brands (FG Wilson, Caterpillar, A Cummins or Equivalent). The Generator must meet the following standards: BS5000, ISO 8528, ISO 3046, IEC 60034, NEMA MG-1.22. 1 Genset Electrical Panel: Complete Digital Panel with All Safeties and Status Options 2 Induction: Turbocharged 3 Cooling Method: Water cooled. 4 Governing Type: Electronic 5 Governing Class: ISO 8528 G2 6 Engine Speed: 1500 RPM 7 No. of Phase: 3 Phase 8 Rated Frequency (Hz) 50 Hz 9 Rate Voltage (AC) (V) 400 / 230 Power Factor (COSΦ) 0.8 (lag) 10 Power Supply AC, 3-phase, 4-lines 11 Type In-line, 4-strokes, water cooled, direct injection, diesel engine

B SUPER-SILENCED ACOUSTIC CANOPY Diesel Genset must be provided with locally fabricated Sound Proof / Weather Resistant Canopy 1 with following characteristics. 2 Fresh air provided through Acoustic Louvers. 3 Canopy must be equipped with double silencers to absorb maximum sound. Hinged and lockable door all around Canopy for easy access to DG Set for routine maintenance 4 and security. 5 Sound level within 72 dB at 1 meter. Canopy painted with two coats of Epoxy primer and final painted with two coats of chemical 6 resistant Epoxy paint.

C ATS/AMF/PHASE CORRECTION PANEL Standard ATS designed for 100 KVA Generators with all safety features including Phase 1 Correction and Digital Meters for Incoming and Outgoing Supply Status.

D EXTERNAL FUEL TANK External Fuel Tank with minimum 1000 Litres of fuel capacity along with necessary piping to and 1 from Generator.

A turnkey installation of Generator (power & control cable provisioning & laying) with transportation is required with 2 earth pits along with ground cable, foundation pad, input / output power cable as per the standards and load capacity of the Generator.

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IP Camera and Recording System (Renowned Brands only) S.No. Description Fixed IP cameras (Recording stream) should be at least at 1.2 MPx (1280 x 960) at 30fps. Encoding 1 in H.264(main/high) is recommended PTZ IP cameras (Recording stream) should be at least at 1.3 MPx (1280x960) at 25fps. Encoding in 2 H.264 high is recommended Live viewing stream of both camera type should be at least 1.3 MPx (1280x960) at 20fps when decoding 16/32 stream by viewing solution taking in to account all cameras viewed simultaneously 3 in 4x4 matrix view. Resolution shall be at max (1280x960 @ 25/30 fps) when decoding single stream by viewing solution.

A Physical features of cameras: 1 Proposed cameras should have at minimum following features: 2 High sensitivity with Day-Night function with ultra-super wide dynamic range Adaptive Digital Noise Reduction: 2D-DNR and 3D-DNR integration ensures reduced noise and 3 motion blur in various conditions. 4 30x zoom lens: 3.8 mm ~ 114 optical Analytics Auto tracking: The camera automatically pans and tilts to follow a moving subject and 5 256 Preset positions 6 Fully IP based an ONIF complaint 7 Alarm input/out and Audio interface input/output interface 8 Housing will be IP 66 rated 9 220 VAC power operated 10 Pan/Tilt speed of max. 400°/s at preset mode and 0.065°/s super fine control at manual mode 11 SD memory card with 64 GB onboard recording

B Live viewing and control in normal and alarm condition: Proposed VMS system shall offer live view of up to 32 cameras (streams) concurrently across one 1 or two. Resolution during full screen view should be HD (1280x960) at 20fps for each camera. Different screen layouts and camera groups(logical camera groups dividing boundary in zones) 2 shall be defined in system and operator can easily access these groups via keyboard or joy stick 3 During normal viewing Each monitor should have view configuration of 4x4 matrix System should offer Joy stick control to operator. And operate can select any Camera view/group 4 of camera view from screen In case of intrusion and upon receiving number of monitoring zone where instruction occurred camera will home to that zone. Size and resolution (Field of view) of monitoring zone shall be 5 detected by parameter intrusion detection system which intern will be according to security requirement. Joy stick control shall be available to operator to track intruder manual and shall be able to zoom 6 in to identify intruder. Joystick movement shall be all most real-time meaning there shall be no delay in joystick 7 command and actual field actuation of camera gear system. It shall equally be precise and rugged. 8 Multiple ways to export videos

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C VMS system features and integration with Parameter intrusion detection system: VMS system shall offer of following minimum features. (Vendor to provide detail on it with 1 documentary support) 2 Distributed architecture in terms of reliable and fail proof. 3 Powerful at simple central management feature (Configuration of Camera, users alarm and so on) 4 High security protection 5 Scalable to meet future camera requirement. License per camera should be low 6 Comprehensive alarm management feature 7 Paging/two way communication feature to all or selected camera from client software 8 Multiple client available (minimum 5) 9 Advance video searching feature required to locate design record scene in minimum time. 10 Client should offer image tear off to locate area on interest in the scene. System must be able to integrate with parameter wall intrusion detection system and shall be able 11 receive alarm over LAN. 12 Plug and play auto discover features with provided camera and gateways 13 Shall be able to integrate features such as video analytics. Provided System must be able to provide future addition of cameras with compatibility of 14 different brands / type. Must be able to record up-to 1 month of recording data. Ability to view and backup recorded data 15 at Primary data centres in Karachi and Islamabad. Extended storage for CCTV System and recording should be included in the solution. NVR/DVR 16 System must have redundant power supplies for failover protection. Turnkey and neatly organized installation of IP Cameras and NVR at the designated locations including on-demand / continuous recording, safe and secure, structured data and power cabling, 17 power DB with circuit breakers for power connections (if required), mounting of cameras and placement of System NVR in Data Rack is vendor’s responsibility. Any other device / equipment required for the operationalization of the solution, (if required) 18 must be provided. 19 Training of site officials with on-site warranty, support and services.

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IP PBX S.No. Description A GENERAL REQUIREMENTS 1 Any approval from the regulatory authorities would be vendors responsibility The System should be a state-of-the-art- piece of equipment, with the capability for all the latest 2 telecommunications features including IP communications; Soft-phones, Voice over Wireless LAN, Call Centre Functionalities etc.

B HARDWARE COMPONENETS: 1 Analog trunks. Minimum 2 PRI Ports required. Future expansion option must be available. 2 ISDN Lines Connectivity. 3 Digital Extensions. 4 Analog extensions. 5 IP Extensions 6 Operator Consoles (At least 2 - 1 Active and another backup) 7 Auto-attendant Feature 8 Battery backup unit.

C Operating System: 1 The System should be run on high available Operating System. D Cabinets: Modular Cabinets with the provision of installing with-in a data cabinet would be an added 1 advantage. E Migration path: The offered system should be expandable up-to 200 ports; however the system should have a 1 migration path available if required in the future for further expansion. The migration path should be clearly mentioned by the vendor. F System Features: 1 Address book: 2 The system should have a minimum of 2500 contacts in the address book. 3 Caller Line Identification (CLI): 4 Built-in CLI on Analog Trunks Lines (Normal PTCL Lines): The system should have the built in feature of Caller Line Identification on Analog trunks. All the calls 5 coming from outside the office should display Caller ID. 6 Built-in CLI on Analog Extension lines: The system should have the built in feature of Caller Line Identification on Analog Extensions. The 7 analog extensions with CLI feature should be able to see the external incoming caller number. In- case of internal calls the name of the internal caller shall also be displayed. 8 Dial by Name Feature: 9 For ease of use the system should have the feature of Dial by Name for senior executives. 10 This would facilitate the Sr. Executive to dial numbers more conveniently. 13 Integrated Voice Mail System:

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The Voice Mail System required should be an integrated one which would help minimize the point of 14 failures. The Voice Mail System should not use the analog extensions ports of the PBX System for its operations. The Voice Mail System should not be limited to a predefined number of users rather it shall be 15 flexible and programmable to meet the requirements of this office. 16 Soft Phones System: It should include the PC client and the Cell phone client. The system should have built-in soft-phones capability. The soft phones should help the extension 17 user manage telephony features from his PC. 18 The offer should include 25 user soft phones license for basic telephony features. 19 Call Accounting / Logging Software 20 A windows based Call Accounting Software that should have the following features is required; 21  Call Logging of Incoming, Outgoing Calls. 22  Built-in reports and graphical representations of data. 23  The system administrator should be able to manage call logs from his own PC through Ethernet. 24 Remote Maintenance MODEM Remote Maintenance Modem should be part of the PABX, so that the PABX can be managed 25 remotely from another location using a telephone line. 26 ARS ( Automatic Route Selection): While integrating the different mobile operator Tellular services, the system should provide the 27 Automatic Route Selection and Least Cost Routing feature. This feature will offer transparency to the internal callers while calling outside as they need to dial 28 one prefix and the system decides which is the best and cheapest way to call based on the policies set forth by the system administrator. 30 CTI Applications (TAPI & CSTA) Support. 31 VoIP Functions. 34 Soft phones for IP users. 35 IP Soft phone for PDA (on Wireless LAN). 36 Voice Over Wireless LAN functionalities. 37 DECT Mobility Solutions for on-site mobility. 38 Support VoWLAN Solutions for on-site mobility.

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Electronic Queue Management System for Passengers (1 for each BCP)

S.No. Description Quantity (Per Site) A Ticket Dispenser Unit with 12 buttons option: 1 TDU Ticket Range: 0001-9999 2 Ticket Design: Customizable 3 Service Categories: 1-10 4 Display Type: LED Backlit 5 Display Interface: Touch Screen 6 Display Template: Customizable 1 7 Display Language: Multilingual 8 Ticket Printer: Single 9 Printer Type: Thermal 10 Printer Speed: 200 mm/sec 11 Paper Width: 80mm 12 Paper Cutter: Automatic 13 Power: 220 Volts B Active Controller Business Intelligence Branch Reporting Software (BRS) 1 Service time summary 2 Wait time summary 3 Customer in-line summary 1 4 Counter-staff efficiency report 5 Indication of peak hours report 6 Daily activity report 7 Operator performance report C Counter Display Unit Display Type: Dot Matrix 1 Display Color: Red, Green, Amber 2 Display Resolution: 16 x 48 dots 6 3 Display Area: 75mm (H) x 230mm (W) 4 Display Size: 122mm (H) x 360mm (W) x 50mm (D) D Active Hub for 12 CDUs 1 E Customer Waiting Area Display Unit (LED) and Audio System 1 Audio Announcement: Voice, Chime or Melody 2 Display Language: Multilingual 3 Display Type: Dot Matrix 2 4 Display Color: Red, Green, Amber 5 Display Resolution:16 x 64 dots 6 Display Size: 160mm (H) x 550mm (W) x 110mm (D) Audio Announcement System for Waiting Area and Hallway, Ceiling Mounted 7 2 Audio System with Speakers Turnkey Installation and Training, Cabling for Data and Power with Complete integration with Building’s LAN and Switching System. Any other required 9 APR component, software/hardware required for the operationalization of this system must be the responsibility of the vendor.

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F 3 SEATING CAPACITY VISITOR CHAIRS A comprehensive Public Seating (3 seating capacity) waiting chairs, manufactured from quality raw material. Ergonomically designed, must have 12 1 quality finishing, and contemporary in its style. Comfortable seating, Sturdy handles, No sharp edges, Stainless Steel / Chromium Finish. Complete on-site assembling, installation and placement as per the requirement. G 50” LCD/LED DIGITAL TELEVISION FOR VISITORS AREA 50” Panel, Minimum 200 Hz refresh rate, Mega Pixel Full HD 1080P, HDMI Ports with cable, Wi-Fi ready, Ethernet ready, Wall Mount / Table Top 2 1 Bracket/Stand, 30Ft VGA cable for PC/Server connectivity, Required cables, connectors and accessories with Turnkey Installation.

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Servers for Application Hosting at BCP Sites S. No. Description E Rack Mount Server for BCP Sites 1 Processor Number Intel® Xeon® x 02 2 Processor Speed 2.5 Ghz - 3.0 Ghz 3 Number of Cores 12 -Cores per processor 4 Cache memory 20 - 30 MB Level 3 cache per processor 5 Memory 64 GB 6 Optical drive Slim SATA DVD/RW optical drive 7 Hard Disk Drive 5 TB 8 Storage controller Smart Array P420i/1GB FBWC (RAID 0/1/1+0/5/5+0) 9 Network interface Ethernet 1Gb 4-port 331FLR Adapter Interface Serial - 1; Pointing Device (Mouse) - 1; Graphics - 1; Keyboard - 1; VGA - 2 (1 front, 1 back); 10 Network RJ-45 - 2; iLO 2 remote management port - 1; SD slot - 1; USB 2.0 ports - 7 total (2 front, 4 back, 1 internal) 11 Power supply (2) x 460W Redundant, Hot Plug Power Supply (94% Efficient) 12 Form Factor - Rack Mountable with Rack Mounting Kits 13 Warranty Comprehensive 3-Year Parts, 3-Year Labor, 3-Year Onsite support/services

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ICT Room Environment Monitoring & Alerting Device S.No Specifications Description A Hardware 1 Rack Mounted Model Standard 19" Rack mountable 2 Rack Mounted Size (1U 19") 1.75" H x 3.75" D x 19" W 3 Rack Mounting Kit Available Included (Standard) 4 Operating Temperature -40 to 185 F (-40 to 85 C) Operating Relative Humidity 5 5% - 85% RH (Non-Condensing) 6 Power Source VDC Adapter (Included) 7 Power Over Ethernet (PoE) IEEE 802.3af 8 Power Compatibility 110/240 VAC, 50/60 Hz, RoHS Reset Button (Restore To Default 9 Must be available Settings) 10 Ethernet Port & Speed RJ-45, 10/100 Mbps BaseTX 11 Ethernet Link & Activity Indicator Must be available 12 Ethernet Cables Must be available

B Web Server (Built-In) Standalone Capability (No PC 1 Must be available Required) 2 Built-In Web Server Must be available 3 Web Browser Interface Must be compatible with multiple web browsers 4 Password Protected Must be available Built-In Web Server Alert 5 Email, SMS, SNMP, Web Methods Built-In Web Server Alert 6 Individuals, Groups, Hierarchies Recipients 7 Graphic Sensor Status Displays Must be available 8 Real-Time Digital Temperature Must be available 9 Temperature Values Displayed Fahrenheit or Celsius Temperature High / Low 10 Must be available Watermarks Displayed 11 Real-Time Digital Humidity Must be available 12 Humidity Values Displayed % Relative Humidity Humidity High / Low Watermarks 13 Must be available Displayed Heat Index Calculated & 14 Fahrenheit or Celsius Displayed 15 Real-Time Values In Alerts Must be available 16 Easy Click Firmware Updates Must be available 17 SNMP Enabled (Trap & Query) Must be available Compatible With SNMP 18 Must be available Monitoring Applications Real-Time Logging Of Sensor 19 Device Application Software & SNMP Data 20 Real-Time Sensor Data Feeds HTTP, SNMP, JSON, AJAX 21 MIB Files Available Must be available or downloadable

C Required Sensors 1 Digital Sensor Compatibility Temperature, Outdoor Temperature, Fluid

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Temperature, Temperature & Humidity Digital Temperature Sensors for 2 2 Data Racks Digital Temperature Sensor 3 -67 to 257 F (-55 to 125 C) Range Digital Temperature Sensor 4 + / - 0.125 Accuracy Digital Humidity Sensors for 5 1 Room 6 Digital Humidity Sensor Range 5% to 95% RH 7 Digital Humidity Sensor Accuracy + / - 3.5% Digital Sensor Cable Type & 8 RJ-11 Cable, 25' Standard Length 9 Power Sensor 1 10 Flood Sensor 1 11 Smoke Sensor 1 12 Air Flow Sensor 2 13 Room Entry Sensor 1 Dry Contacts (On Other Sensors 14 For Air Conditioner, UPS, Cooler, Etc. or Devices)

D Bundled Device Manager Software Device Manager Software 1 Full Use License must be Included License

E General 1 Set with Required Sensors at Each Site Turnkey and neatly organized installation of environment Monitoring Device with all 1 required Sensors at the designated locations with safe and secure, structured data and power cabling, power mounting of device and placement of sensors at required locations is vendor’s responsibility. Any other device / equipment required for the operationalization of the solution, (if 2 required) must be provided. 3 Training of site officials with on-site warranty, support and services must be provided.

ACCESS CONTROL SYSTEM

# Specifications 1 Standalone Fingerprint / RFID system 2 Access Controller TCP IP/RS485/USB Interface 3 50 x Proximity cards (Must be supported by the system) 4 Exit Card Reader to record the outgoing person data 5 Magnetic Door Lock with Door Closer 6 Management Software for logs and administration 7 Identification Methods: Fingerprint, Password & RFID Card 8 Fingerprint Sensor: Optical 500dpi 9 Display: Backlight Monochrome Display 10 Keypad: Touch Keys

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11 Communication Interface: USB 2.0, RS232/485 and RJ-45 TCP/IP 12 Access Control Functions: Access Controller and Time Zones 13 Software: Time Attendance & Access Control software compatible with Windows OS 14 Power Supply: 12V DC 15 1 Complete Set Turnkey system integration and installation with data & electrical cabling.

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ANNEX 13: Road Border Crossing Point Security

After the successful completion of this project the ultimate goal of the project will have been achieved, that is the Single Window System. This will result in a more efficient system capable of transporting goods, traffic and tourists at a much faster pace than what it is now. Transition Plan from ―As Is‖ to ―Interim Arrangements‖. The BCP surveys have revealed that very less attention has been paid to the Security aspects of the all the three BCPs. The ―As Is‖ situation of all the BCPs is very bad. Considering the general law and order situation and the vulnerabilities present in these areas the Security aspect will be integrated in the whole transition from ―As Is‖ to an Interim System and subsequently to the SW System. The Security Plan has been devised on three main principles, i.e. Strategy, Technology and Tactics. Together, all three will supplement the overall security of the BCPs and strengthen it. Strategy will define the scheme of the overall security. Right use of latest technology will enforce the Strategy whereas; the Tactics will be the actual actions and drills which will be enforced. Security planned for these BCPs comprises of Hard Security as well as Soft Security. The overall Security approach is graphically represented in the Figure 1.

Hard Security

It will deal with all hardware installed in order to enforce the security philosophy or strategy in accordance with the law and order situation and the vulnerabilities present in that area. This will comprise of CCTV system, Access Control systems, Hydraulic barriers, walk through gates, metal detectors, Intrusion Detection Systems, Fences, Hesco Bags, Public Address systems, Emergency Alarms etc.

Soft Security

It will define the set of actions, drills, SOPs, Do‘s and Don‘ts etc that have been devised to be enforced in order to make the premises safe and secure as ordained in the Strategy. Soft security also covers the trainings which are to be imparted to the operators which include Electronic devices, Hydraulic Barriers, CCTV systems, personal security, and use of weapons, fire hazards, fire fighting and use of all the hardware. It also includes the drills that will actually be carried out in the security training.

The Security approach followed in design of BCP, its building and layout focuses on a number of aspects purely from a security perspective considering the vulnerabilities present in that area as well for the smooth regulation of pedestrians, buses, trucks and containers so as to increase the efficiency of the BCP. And also to enforce the security measures at the BCP and its various buildings, parking areas etc.

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The Security Plan has been designed keeping in mind a few principles so that it can adapt to the environments as they change. Although it is difficult to envisage each and every contingency that may be encountered with regards to security of such a huge setup, still a few principles if adopted can greatly help in designing a good security system. The principles for design of this security are:

Simplicity. The plan has to be simple so that all men operating in the area are able to follow it. From operating the machines and gadgetry to the drills and SOPs complications should be avoided as much as possible.

Flexibility. The security plan will be flexible to cater for contingencies that are envisaged as of now based on the present security environments.

Scalability. Scalability in the security domain would mean catering for increased load of work for those doing security related tasks. This will also be ensured by keeping reserve security related equipment and manpower. For the building and premises few cardinal rules have been followed to make the environment secure. To counter any sort or crime activity certain design parameters have to be fulfilled. But for terrorist related threats the whole scenario changes. Interestingly when both the threats are combined the security design becomes more complex. The premises security will follow these principles:

Good Surveillance. A good surveillance is necessary to get first hand info about the criminals or terrorists. It is important to have natural surveillance for the area. In the present design both this has been catered for by making use of look out posts, sentry posts, clear areas, no obstructions and use to technology like CCTV systems and Intrusion detection systems.

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Territorial Strength. This will be ensured by marking the areas and giving the staff clear knowledge about the entry, exit, and no-go areas for pedestrians or strangers. The ultimate goal will be to give the staff feeling of legitimacy and the put the intruder in the defensive position.

Hardening of Premises. This will be ensured by taking all necessary steps to make the building/premises difficult to enter by use of force. Screening procedures and access control besides use of other contraption on the perimeter walls, windows and doors will be relied upon to make it more secure.

Defensibility. The building will have good defensibility against all perceived outside threats as ideated in the threat assessment and vulnerabilities. The civil works, installation of gadgetry, doors, windows, entry/exit points, and internal placement of rooms and facilities will add to the defensibility of the building.

Good Communication. A good communication between the various buildings, entities, personnel, sentry posts and offices will ensure that information can flow fast and easily between them. A dual communication system comprising of IP PBX as well as Digital Two Way radios is therefore being planned for the whole system. This will also give it the desired level of redundancy.

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