Across key sectors: SIFC develops investment pipeline worth USD40bn

ISLAMABAD: The Special Investment Facilitation Council (SIFC) has developed an investment pipeline worth approximately USD 40 billion across key sectors, including industry, oil and gas, railways, roads, power, telecom, IT, pharmaceuticals, tourism and agriculture, as the government moves to revive stalled and delayed projects involving the United Arab Emirates (UAE) and other GCC countries. This was revealed by Jamil Qureshi, Secretary SIFC, while briefing the National Assembly Standing Committee on Economic Affairs Division here on Monday, which met under the acting chairmanship of Mirza Ikhtiar Baig. The committee termed the exports target of USD 60 billion by 2030 unrealistic on account of high input costs, including gas and electricity prices, tight monetary policy and high taxation. READ ALSO: Saudi business delegation visits SIFC to explore investment opportunities SIFC informed the Committee that the Prime Minister has directed that stalled and delayed projects involving the UAE and other countries be actively pursued and brought to a stage of implementation through enhanced coordination and facilitation. The SIFC apprised the Committee that concerted efforts are being made to develop a robust investment pipeline with a potential value of approximately USD 40 billion. The Committee was further informed that, during the initial phase, delays in responses and coordination at both the federal and provincial levels posed challenges to the development and advancement of investment proposals. However, through sustained efforts and improved institutional coordination, considerable progress has been made in developing investment opportunities and building a comprehensive pipeline across key sectors of the economy. The SIFC informed the Committee that the emerging investment pipeline encompasses a broad range of sectors, including industry and production, oil and gas, railways, roads and infrastructure, power, telecommunications and information technology, pharmaceuticals, tourism, food security and agriculture. The Committee emphasised the importance of translating the identified investment opportunities into concrete projects through timely decision-making, effective coordination among federal and provincial institutions, and resolution of regulatory, financial and administrative impediments. The committee stressed that greater coordination among the concerned ministries, provincial governments, and relevant implementing agencies is essential for ensuring that strategically important projects are not delayed due to procedural or institutional bottlenecks. The Committee further emphasised that the concerned authorities should maintain close coordination and undertake regular monitoring of such projects to ensure timely progress and realisation of their intended economic and public service benefits. The committee recommended that a joint consultative meeting comprising four to five Members of the Committee may be convened with representatives of the Ministry of Planning, Development and Special Initiatives, Ministry of Finance and Revenue, Sindh Planning and Development Board, Sindh Finance Department, WAPDA and Karachi Water and Sewerage Corporation (KW&SC), facilitated by the Ministry of Economic Affairs Division. The Committee emphasised that the meeting should focus on the major development and infrastructure projects of Karachi and Sindh, with a view to identifying outstanding issues, resolving inter-departmental and financing-related bottlenecks, and evolving coordinated measures for expediting the implementation of these projects in the larger public interest. The committee was briefed on the Main Line-1 (ML-1) railway project, which covers approximately 1, 800 kilometres of railway track and is aimed at modernising and upgrading Pakistan’s major railway corridor. The committee was informed that the Asian Development Bank (ADB) is being considered as the lead financing institution, while co-financing commitments have been made by the Asian Infrastructure Investment Bank (AIIB) and the World Bank. It was further informed that the European Investment Bank (EIB), Islamic Development Bank (IsDB), and Japan International Cooperation Agency (JICA) have also expressed interest in the project. The Committee was apprised that ML-1 is not limited to the rehabilitation and upgradation of railway infrastructure; rather, the project also incorporates institutional and operational reforms aimed at improving the overall efficiency, sustainability and service delivery of Pakistan Railways. The Committee was further informed that the project design had been re-evaluated to identify any gaps or deficiencies and to incorporate necessary improvements. Following the reassessment, the cumulative estimated cost of the ML-1 project has been revised to approximately USD 6. 68–6. 80 billion, compared with the earlier estimated cost of around USD 9 billion. The committee was further informed that the infrastructure under ML-1 is being designed to accommodate train speeds of up to 160 kilometres per hour, whereas the operational speed is presently envisaged at up to 120 kilometres per hour. The committee expressed reservations regarding the proposed operational speed and emphasised that the project should take full advantage of modern railway technologies and international standards. The committee stressed that the infrastructure and operational parameters should be suitably aligned to facilitate an operational speed of 160 kilometres per hour, where technically and economically feasible, rather than limiting the benefits of the upgraded infrastructure. The committee was informed that the construction period envisaged for completion of the project is approximately three years. The committee expressed serious concern over the progress and completion timeline of the K-IV water supply project, underscoring its critical importance for meeting the growing water requirements of Karachi. The Committee was informed that the expected completion timeline of the project is April 2029. During the briefing, the Committee highlighted that Karachi currently requires more than 1, 200 million gallons of water per day (MGD), while the demand is expected to increase substantially by 2029–30 due to population growth, urban expansion, and increasing domestic and commercial requirements. The Committee also took note of the briefing regarding the desalination plant and was informed that the facility developed earlier had been assessed by NESPAK as not being technically suitable. The Committee stressed that all technical, financial and implementation aspects of the K-IV project should be thoroughly reviewed and that corrective measures should be taken without further delay. In this regard, the Committee recommended that the K-IV project be taken up comprehensively under the Steering Committee at the Ministry of Planning, Development and Special Initiatives, with the participation of all relevant federal and provincial stakeholders. The Committee emphasised that the deliberations should specifically focus on addressing the immediate and long-term water requirements of Karachi, resolving outstanding implementation issues and ensuring timely completion of the project. The committee further proposed that Members of the Standing Committee may also be invited to observe the progress of the project and review the measures being undertaken for its timely implementation. The committee was briefed on the financing and implementation structure of the M-6 (Sukkur-Hyderabad Motorway) project. It was informed that the project has been divided into five sections. Sections I and II are proposed to be implemented under the Public-Private Partnership (PPP) mode, while Section III is to be financed through OPEC funding and Sections IV and V through the Islamic Development Bank (IsDB). The Committee was further informed that the Asian Development Bank (ADB) is providing services as the financial advisor for the PPP component of the project. The Committee stressed the importance of ensuring coordinated financing arrangements, timely completion of requisite processes and effective monitoring of implementation so that the project may proceed without further delays. While discussing the Lyari Elevated Freight Corridor (LEFC), the Committee emphasised the need for rationalisation of the financing cost and stressed that the Karachi Port Trust (KPT) should play a proactive role in the financing arrangements of the project. The Committee underscored that the financial structure should be reviewed with a view to ensuring sustainability, minimising the financial burden, and securing the most appropriate and cost-effective financing arrangement for the project. Copyright Business Recorder, 2026

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