Pakistani industry leaders report that many “mother vessels” are now bypassing Karachi and Port Qasim, opting instead for ports in Colombo or Jebel Ali, with shipments diverted and transhipped via expensive feeder services. Javed Bilwani, president of the Karachi Chamber of Commerce and Industry, estimates these adjustments add 30 to 50 days to transit times and inflate costs considerably.
Textile exporters highlight the ripple effects on Pakistan’s export-driven economy. Although shipping and insurance rates were already high, exporters contend that these latest disruptions have exacerbated costs. Aamir Aziz, a textile made‑ups exporter, notes that while exports have not plunged, the added expense of logistics presents a fresh strain on margins.
Pakistan’s maritime authorities dispute claims of a full blockade, asserting that primary vessels continue to call at national ports and that feeder ships—capable of handling 6,000 to 8,000-container loads—are sufficient to manage current volumes.
Trade data offer mixed insights. While bilateral commerce has been in freefall—dropping from US$2.41 billion in 2018 to US$1.2 billion in 2024—unofficial trade via Dubai, Colombo, and Singapore is estimated at around US$10 billion annually. This parallel supply chain partly mitigates the disruption but carries higher logistical and regulatory costs.
New Delhi has also ramped up enforcement measures to curb concealment of Pakistani-origin goods. ‘Operation Deep Manifest’, led by the Directorate of Revenue Intelligence, has intercepted 39 containers and about 1,100 tonnes of disguised cargo falsely declared as UAE-origin, valued at approximately ₹9 crore. Authorities contend that these efforts are essential to uphold national and economic security.
These shipping restrictions are part of a broader escalation in Indo‑Pakistani relations. Since the April attack, India has downgraded diplomatic ties, suspended the Indus Waters Treaty, expelled diplomats, and closed air and land borders. Pakistan responded by closing its airspace to Indian carriers and barring Indian-flagged ships from its ports.
Despite heated rhetoric—such as Defence Minister Rajnath Singh’s statement at the SCO meeting that terror “epicentres are no longer safe”—Foreign Secretary Vikram Misri insists India has “not escalated, only responded”. Both nations maintain that de‑escalation rests with the other, even as diplomatic channels remain partially closed.
Global observers express concern over the spiralling tit‑for‑tat measures. Russia and China have urged restraint and highlighted an emerging ceasefire pact reached on 10 May, yet the suspension of multilateral treaties and infrastructure sharing casts doubt on future stability.
Pakistan’s government has introduced countermeasures to alleviate pressure on domestic exporters. Tariffs at Port Qasim have been halved, according to Federal Maritime Affairs Minister Muhammad Junaid Anwar Chaudhry, to incentivise resumption of traffic. Still, the effectiveness of such moves may be limited while the maritime chokehold remains in place.
The marooning of freight vessels amid heightened geopolitical distrust illustrates how terror-linked tensions can spill into economic spheres. Businesses across both nations are now weighing costs of alternative routes, insurance premiums, and supply chain delays. With informal trade proving resilient yet more expensive, the blockade reiterates that political friction can reshape regional commerce long after diplomatic relations cool.