Business
Markets before institutions | The Express Tribune
Public financial management (PFM) reforms. PHOTO: FILE
ISLAMABAD:
A common critique of market economics, especially in the developing world, is that it needs perfect institutions to work. These market imperfections, such as monopolies, dominance of firms, state capture by interest groups, weak rule of law, and information asymmetry, pose structural problems for markets to function, critics argue.
It is believed that we ought to remove these market imperfections or inefficiencies first to let a market economy emerge and flourish. In short, administrative and legal institutions should pre-empt a spontaneous, market-led order; otherwise, we will face the risk of exploitation and sub-optimal socio-economic outcomes.
This is the essence of contemporary work on institutional economics, which has formed the basis of the well-known book “Why Nations Fail: The Origins of Power, Prosperity and Poverty” by Acemoglu and Robinson, who received the Nobel Prize in Economics in 2024.
There is another view, however. In this article, I argue, using the framework of co-evolution developed by Yuen Yuen Ang in her book “How China Escaped Poverty”, that markets do not have to wait for strong institutions. A neat temporal separation between two events – establishment of institutions and sustained economic growth – is impossible. Both co-evolve.
In the case of China, as Yuen masterfully demonstrates in her book, economic development actually preceded the emergence of formal, transparent institutions – her insight: “build markets with weak institutions”.
China, she tells us, did not start neatly with a set of well-developed institutions. It began with a messy and chaotic reorganisation of its economy. Once it saw the fruits of economic development, the government and society started building institutional competence.
As China progressed, it also invested in building formal institutions, which complemented the speed of economic development. Thus, we can see a feedback loop – economic development, institutional strengthening, more economic development, and so on. Yuen argues that the role of institutions in advanced industrial economies is to preserve markets.
At the time of independence, Pakistan had “weak institutions”, but there was a strong entrepreneurial and merchant class that migrated from India and settled in Karachi. This network of Muslim business elite played a critical role in early economic development. The state played catch-up. It established development finance institutions and a supportive network.
However, it went to another extreme. Instead of nurturing entrepreneurial talent, it started distributing capital, quotas, and preferences. It took the route of state capitalism. The nationalisation of the 1970s was, in one way, a consequence – and not a reaction – of state capitalism! The first sign of commanding heights was the forceful takeover of Orient Airways by Pakistan’s parliament in 1955 and the incorporation of Pakistan Airlines.
While privatisation and deregulation started in the 1990s, and did bring a wave of economic reforms, we could not completely uproot the statist foundations of our economy.
The most telling example of this contest – between the state and the market – is the unbundling of Wapda. All electricity distribution companies were corporatised, and a new entity, Pakistan Electric Power Company (Pepco), was established in 1998 for “effective monitoring and oversight of the distribution companies (DISCOs)”.
Thus, the state kept its footprint, which has only increased. A quarter century later, we are now witnessing the revival of Pepco as Power Planning and Monitoring Company (PPMC). The energy sector continues to drag our markets and has become an Achilles heel of the state.
Learning from the episode of PPMC, let me offer a new formulation of a well-known reality. When an entrepreneur sets up a company and it fails, they exit and close the company. When the state establishes a company and it fails, the state injects more money to revive it.
Historically, we have suppressed and curbed entrepreneurial talent in the country through two channels. One, by strangulation in the name of regulation. We are setting up more regulatory bodies with each passing day. At the federal level alone, there are 122 regulatory bodies. There are multiple bodies to keep a check on the same business, performing the same function.
Second, the continued and expanding footprint of the government in the market. The federal government has exited the airlines business, but the Punjab government has entered through Air Punjab. When a government enters a business, it distorts the level playing field. It has access to guaranteed capital and can arm-twist regulatory bodies. At entry level, no private firm can do it.
The government has enacted the Asaan Karobar Act and has undertaken a comprehensive regulatory guillotine process. These are good signs. It will be a huge challenge for the government to use these mechanisms to eradicate the statist roots of our economy and trim them where necessary.
THE WRITER IS FOUNDER AND CEO OF POLICY RESEARCH INSTITUTE OF MARKET ECONOMY
Business
Noida International Airport inauguration: Delhi-NCR gets new airport – all you need to know – The Times of India
NEW DELHI: Prime Minister Narendra Modi on Saturday inaugurated Phase I of the Noida International Airport at Jewar in Uttar Pradesh, marking a significant milestone in India’s expanding aviation infrastructure.PM Modi was accompanied by Uttar Pradesh chief minister Yogi Adityanath and Governor Anandiben Patel.
Developed at an investment of around Rs 11,200 crore under a Public–Private Partnership (PPP) model, the project is expected to enhance both regional and international connectivity for the National Capital Region (NCR).The airport is being positioned as a key addition to India’s aviation network, aimed at easing pressure on existing infrastructure while supporting the country’s ambition of becoming a global aviation hub.
Second international gateway for Delhi NCR
Noida International Airport has been developed as the second international gateway for Delhi NCR, complementing the existing Indira Gandhi International Airport, which currently handles the majority of the region’s air traffic.
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With rising passenger demand and capacity constraints at IGI Airport, the new facility is expected to play a crucial role in distributing traffic more efficiently.Together, the two airports will function as an integrated aviation system, helping reduce congestion, improve connectivity, and enhance the region’s standing among leading global aviation hubs.
Phase I capacity and future expansion plans
Phase I of the airport is designed to handle 12 million passengers per annum (MPPA), providing immediate relief to the region’s growing air travel demand.The project has been planned with scalability in mind, with provisions to expand capacity to 70 million passengers annually in subsequent phases. This long-term vision reflects the government’s strategy to future-proof infrastructure and accommodate sustained growth in air travel.
Modern infrastructure and all-weather operations
The airport features a 3,900-metre runway capable of handling wide-body aircraft, making it suitable for both domestic and international long-haul operations.
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Equipped with advanced navigation systems such as the Instrument Landing System (ILS) and modern airfield lighting, the facility is designed to support efficient, all-weather, round-the-clock operations. These features ensure operational reliability even under challenging weather conditions.
Cargo hub and logistics ecosystem
In addition to passenger services, the airport includes a comprehensive cargo ecosystem aimed at strengthening logistics and trade.The Multi-Modal Cargo Hub comprises an Integrated Cargo Terminal and dedicated logistics zones, with an initial handling capacity of over 2.5 lakh metric tonnes annually. This capacity is expected to expand significantly to around 18 lakh metric tonnes in the future, positioning the airport as a major cargo and logistics centre in North India.
Dedicated MRO facility to enhance efficiency
A key component of the airport’s infrastructure is a 40-acre Maintenance, Repair and Overhaul (MRO) facility.This dedicated facility is expected to improve operational efficiency by enabling airlines to service and maintain aircraft locally, reducing turnaround times and operational costs. It also strengthens India’s capabilities in aviation maintenance services.
Sustainability and future-ready design
Noida International Airport has been designed as a sustainable and future-ready infrastructure project, with a focus on achieving net-zero emissions.The project incorporates energy-efficient systems and environmentally responsible practices, aligning with India’s broader climate goals. The airport’s development reflects a growing emphasis on green infrastructure in large-scale projects.
Architecture inspired by Indian heritage
Blending modern infrastructure with cultural aesthetics, the airport’s architectural design draws inspiration from traditional Indian elements such as ghats and havelis.This approach aims to create a distinctive identity for the airport while offering passengers a sense of place rooted in Indian heritage.
Strategic location and multi-modal connectivity
Strategically located along the Yamuna Expressway in Gautam Buddha Nagar district, the airport is planned as a multi-modal transport hub.It will feature seamless integration with road, rail, metro and regional transit systems, ensuring smooth connectivity for passengers and cargo. This connectivity is expected to significantly improve accessibility for travellers across Delhi NCR and neighbouring regions.
Boost to India’s aviation ambitions
The inauguration of Phase I of Noida International Airport is being seen as a major step in strengthening India’s aviation ecosystem.By expanding capacity, improving connectivity, and integrating modern infrastructure with sustainability, the project is expected to play a key role in positioning Delhi NCR as a major global aviation hub while supporting economic growth and regional development
Business
Iran permits 2 Pakistani cargo ships to pass through Strait of Hormuz | The Express Tribune
Iran has permitted two Pakistani cargo ships to transit through the Strait of Hormuz, sources in the Ministry of Maritime Affairs confirmed on Saturday.
The vessels, Multan and P-Akili, which were previously held after Iranian forces took control of the strait — a key global oil supply route — have now crossed and are en route to Karachi. They are expected to dock at Karachi port on March 31, a source familiar with the matter said.
Multan is a general cargo ship, while P-Akili is carrying over 80 million litres of crude oil. Sources added that Iranian authorities not only allowed the vessels to pass but also provided an escort until they cleared the strait’s flashpoint line.
Read: Global poll says Iran war leaves US increasingly isolated internationally
This move comes amid ongoing mediation efforts by Islamabad, in coordination with Turkiye and Egypt, to curb the escalating conflict in the Middle East.
It is the second time Tehran has permitted a Pakistani ship to pass through the Strait of Hormuz since the conflict began on February 28. Previously, a Pakistani oil tanker transited the strait on March 16.
The Middle East region remains on high alert following the joint US-Israel offensive on Iran that began on February 28, which has resulted in over 1,900 deaths, including then-Supreme Leader Ali Khamenei.
Tehran has retaliated with drone and missile strikes targeting Israel, Jordan, Iraq, and Gulf countries hosting US military assets, causing casualties, infrastructure damage, and disruption to global markets and aviation.
Business
Why supermarket prices really became sky high in the UK
Butter, chocolate, coffee and milk have all seen prices rocket. Tracing back through the story of one particular supermarket staple begins to explain why
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