Morning Edition · Sunday, August 23, 2026Published at 1:11 AM EDT · New York
Customs revenue from Chinese imports through the high-altitude crossing rose to 15 billion rupees in the 2025-26 fiscal year, while Indian exporters face American scrutiny over goods routed through third countries.
Pakistan Customs collected 15 billion rupees on imports from China through the Khunjerab Pass in the 2025-26 fiscal year, a rise from prior years for the crossing, while goods worth 2.8 billion rupees moved outward to China and Central Asia. Khunjerab sits above 4,600 metres and handles a small fraction of Pakistan's total trade, which makes the revenue jump a statement about direction rather than volume.
The same tariff environment is producing a dispute over Indian exports. The Hindu examined American claims that Chinese goods are being relabelled in India to avoid duties, and reported that trade data and industry sources show little Chinese ownership of the pumps and components that India-based companies ship to the United States. In several cases the beneficiaries of the arrangement are American firms that own the Indian suppliers.
Both stories describe the same mechanism. When one border becomes expensive, cargo finds another, and the transit country collects the fee. Overland Eurasian routes and third-country assembly are the two main answers available to exporters that cannot absorb a tariff, and neither reduces the underlying cost. They redistribute it, and they add handling steps that were not economic before the duties existed.
Part of a tracked trend
Tariffs Reroute Rather Than Reduce Trade
Each new tariff round shifts cargo to transit states and third-country assembly instead of cutting trade volumes, so the recurring result is higher logistics costs, more intermediaries and rising customs revenue in countries that sit on alternative routes.
Pakistan's revenue authorities gain a favourable headline about the China corridor, transit states and logistics operators capture the rents tariffs create, and American manufacturers gain from the transshipment framing, while the Indian suppliers named in it, several owned by United States firms, lose contracts if Washington acts on the claim.
The Dawn figure is real and confirmed at 14.93 billion rupees against 13.67 billion the prior year, which is roughly a 9 percent rise on a small base rather than a rerouting surge, and on the second claim the White House report placing India in its top tier of transshipment nodes and The Hindu's finding of little Chinese ownership are not yet reconciled by any published customs adjudication.
An open-source-intelligence read of how likely this story is true with its real nuance, not a judgment of any outlet. It assesses the claim, weighing independent and adversarial reporting. How we label confidence.
What this means
Tariffs create rents for whoever controls an alternative route, which is why a mountain pass with modest throughput can post a large jump in customs receipts. The cost shows up as longer transit times and more intermediaries in the price of the finished good, and the gainers are transit states and logistics operators rather than producers or consumers. American importers using Indian assembly face the risk that Washington reclassifies the practice as evasion, which would strand contracts already signed.
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