据报道，巴基斯坦政府于周一宣布了一系列汽车进口政策，旨在保护本土汽车产业，同时履行与国际货币基金组织（IMF）的承诺。其中核心措施包括：全面禁止事故受损车辆进口（此举旨在遏制低质量、安全无保障的汽车流入市场）；下月二手商用车进口恢复后，将对其征收 40% 的关税 —— 相较于新车关税，这一税率构成了重要的保护壁垒。巴基斯坦贸易政策联合秘书穆罕默德・阿什法克在参议院财政与工业常务委员会联合会议上详细解读了这些政策，强调禁止事故车与对二手车征税的措施，对为本土制造商创造公平竞争环境至关重要。改革的主要推动力源于巴基斯坦与 IMF 的协议。根据协议，巴基斯坦需从 2025 年 9 月起允许进口车龄不超过 5 年的二手商用车，并在 2026 年 7 月前完全取消对二手车进口的车龄及其他限制。目前，二手商用车进口仍处于禁令状态；大部分进口二手车通过非商业渠道进入市场，包括居留转移（适用于移居巴基斯坦的个人）、行李托运额度及礼品赠予等。这些渠道满足了巴基斯坦约四分之一的国内汽车需求，因为许多消费者更青睐进口二手车（即便部分车辆存在轻微损坏），而非本土生产的车型，这给本土组装厂带来了压力。阿什法克表示，政府尚未决定在商用车进口恢复后，是否继续保留这些特殊的非商业进口渠道。针对二手车的 40% 关税并非永久性措施：未来四年内，该税率将逐步降至零。政府还计划在未来允许进口车龄 6-8 年的二手车，但会附加严格条件 —— 包括数量限制及符合安全与环保标准，以避免公共安全风险或生态损害。除二手车外，IMF 协议还要求巴基斯坦全面降低整体进口关税：未来五年内，平均关税税率将从 20.2% 降至 9.7%（降幅 52%）。2025-26 财年（第一年），平均税率将通过以下调整降至 15.7%：普通关税降至 11.2%、附加关税降至 1.8%、监管税降至 2.7%。未来 4-5 年内，附加关税与监管税将逐步取消，所有免税政策同步终止，关税税目将精简至 4 个（最高税率 15%）。值得注意的是，巴基斯坦《汽车政策》涵盖的汽车产品目前征收 35% 的关税，该税率将从 2026 年 7 月 1 日起取消。巴基斯坦本土汽车行业组织 —— 包括巴基斯坦汽车制造商协会（PAMA）与巴基斯坦汽车零部件制造商协会（PAAPAM）—— 已对政府及 IMF 的计划表示反对，并向参议院委员会表达了担忧。本土组装厂称，即便实现贸易自由化，本土汽车价格仍将高企，因为政府税收占车辆总成本的 30%-61%。会议还引发了关于安全标准的争议：参议院成员指出，本土生产的汽车通常仅配备 2 个安全气囊，而许多进口车则配备 6 个。行业代表反驳称，本土汽车的整体质量与进口车相当，并补充说明安全配置差距正通过持续升级逐步弥补。不过，参议员卡迪尔支持政策中 “逐步取消保护措施” 的部分，认为这有望提升行业效率，并推动安全标准逐步改善。The Pakistani government announced a suite of automobile import policies on Monday, aiming to shield its domestic auto industry while adhering to International Monetary Fund (IMF) commitments, according to The Express Tribune. A key measure is a complete ban on imports of accident-damaged vehicles—targeted at curbing low-quality, safety-compromised cars from entering the market. Additionally, when commercial imports of used vehicles resume next month, a 40% tariff will be imposed on these imports, marking a significant protective barrier compared to tariffs on new cars. Mohammad Ashfaq, Joint Secretary of Trade Policy, detailed the policies during a joint meeting of the Senate Standing Committees on Finance and Industry, stressing that the ban on accident vehicles and tariff on used cars are critical to leveling the playing field for local manufacturers.A major driver of the reforms is Pakistan’s agreement with the IMF. Under the deal, the country must allow commercial imports of used cars aged up to five years starting September 2025, and fully eliminate age and other restrictions on such imports by July 2026. Currently, commercial used car imports remain prohibited; most imported used vehicles enter through non-commercial channels—including transfer of residence (for individuals relocating to Pakistan), baggage allowances, and gift schemes. These channels supply roughly one-fourth of Pakistan’s domestic car demand, as many consumers prefer imported used cars (even those with minor damage) over locally made models, putting pressure on local assemblers. Ashfaq noted that the government has not yet decided whether to continue these special non-commercial import schemes once commercial imports are permitted.The 40% tariff on used vehicles is not permanent: it will be gradually reduced to zero over the next four years. The government also plans to allow imports of used cars aged 6–8 years in the future, but with strict conditions—including quantity limits and compliance with safety and environmental standards—to avoid public health risks or ecological harm. Beyond used cars, the IMF program mandates a broader cut to Pakistan’s overall import tariffs: over five years, the average tariff rate will drop from 20.2% to 9.7% (a 52% reduction). In the first year (FY2025-26), the average rate will fall to 15.7% by lowering average customs duty to 11.2%, additional customs duty to 1.8%, and regulatory duty to 2.7%. Over 4–5 years, additional and regulatory duties will be phased out, all exemptions removed, and the number of tariff slabs streamlined to four (with a maximum rate of 15%). Notably, the 35% duty on auto products covered by Pakistan’s Auto Policy will be eliminated starting July 1, 2026.Local auto industry groups—including the Pakistan Automotive Manufacturers Association (PAMA) and Pakistan Association of Automotive Parts and Accessories Manufacturers (PAAPAM)—have opposed the government’s and IMF’s plans, voicing concerns to the Senate committees. Local assemblers argue that even with trade liberalization, domestic car prices will stay high due to heavy government taxes, which account for 30%–61% of a vehicle’s total cost. A separate debate emerged over safety standards: Senate members pointed out that locally produced cars typically have only two airbags, compared to six in many imported vehicles. Industry representatives countered that overall quality of local cars is comparable to imports, adding that safety feature gaps are being addressed through ongoing upgrades. Senator Qadir, however, supported the policy’s gradual withdrawal of protection, citing potential gains in industry efficiency and improved safety standards over time.来源：Profit
直通巴铁