Florida No-Fault Auto Insurance Explained

In 1972, Florida responded to what was seen as a crisis in insurance rates and excessive lawsuits by becoming one of the first states to adopt a new form of automobile insurance. The system, known as no-fault insurance or personal injury protection (PIP), was a trade-off: While the victims of car crashes would be guaranteed coverage of medical expenses, they would also lose their right to sue for other damages.

While many view the no-fault system as a success, many others see it as a failure. To understand how the system should be evaluated, it’s important to know how it actually works—and why. Some aspects of the no-fault system are obvious and work just like other insurance plans, but other parts of it can be counterintuitive and require explanation.

How Does No-Fault Work?

In a no-fault system, all drivers are required to carry a minimum amount of insurance coverage. In Florida, the coverage requirement includes $10,000 each for bodily injury liability, property damage liability, and PIP.

When a driver is involved in a crash, these amounts become available to pay for medical expenses and repairs and will be paid automatically; determining which driver caused the crash and how much responsibility each driver bears is not necessary.

With traditional insurance, damage claim amounts are paid by the insurance company of the at-fault driver, often only after a settlement or lawsuit. With no-fault, however, it is actually the injured driver’s own insurance company that pays him; each driver is actually insuring himself against the possibility of being injured in a crash by his or her own actions or those of another. The only way a no-fault system can really work is by taking advantage of these two ideas: All drivers have the required insurance, and all drivers are, in effect, self-insured.

The Pros

No-fault insurance brings concrete benefits. In Florida, these benefits include the following:

• Victims can recover up to $10,000 in medical benefits almost immediately after a crash injury.
• If an injury results in temporary or permanent disability, lost wages and income are covered.
• Victims don’t have to go to court to receive benefits.
• If someone is killed in a crash, a death benefit is paid to the estate or survivors.
• Drivers in less serious crashes know they won’t be sued.

The Cons

No-fault insurance isn’t perfect, however. In Florida, critics often cite these limitations:

• Only 80 percent of medical expenses are covered.
• Only 60 percent of lost wages and income are covered if an injury leaves the victim unable to work—temporarily or permanently.
• The death benefit is only $5,000.
• Non-drivers, such as bicyclists and pedestrians, will not usually have no-fault auto insurance and have no protection when they are injured in a crash. (Remember: The victim’s own insurance company pays.)
• Coverage can cost slightly more. In Florida, the amount might average between $9 and $81 more per year, based on various factors.
• Victims can’t sue for non-monetary damages like emotional distress.

The Future of No-Fault in Florida

No-fault insurance was implemented in at least 24 states in the early 1970s, and 12 still have it today. When no-fault has been declared a failure and repealed, it’s usually been because coverage limits have been too low to provide adequate protection. When coverage is higher, states usually keep it.

For example, in Michigan, which has the highest no-fault limits of any state, voters have repeatedly chosen to keep the system, despite having the most expensive insurance rates in the nation. They seem to understand that, even though it’s costing them, the alternative would be worse.

Most years, there’s talk of repealing no-fault in Florida. In 2017, bills that would have done away with no-fault insurance were introduced in both houses of the legislature. While it at first appeared that the bills might become law, they eventually died in committee at the end of the session.

If you need to know more about no-fault auto insurance, a personal injury lawyer in Florida can help you. Lavent Law practices automobile accident law in South Florida and can help you understand the system.

Suzuki Cultus a car known for its Executive looks was launched in Pakistan in 2000 by Pak Suzuki with 3 Cylinder 1000cc Carbureted Engine and 5 Gear Manual Transmission. The Car was very basic in its outlook and was launched with the three variant that was VX, VXR& VXL. Due to its sleek hatchback shape and economical price it became the Apple of the eye, or you can say it was the only hatchback at that time which had good space from inside while maintaining its sleek exterior. The Interior was luxury according to its price tag. The drive was comfortable. The rear Suspension was Independent which provides the smooth drive even on bumpy roads. In 2001 the Production of Factory Fitted CNG started so it became convenient to the buyers..

The VX variant of the Cultus had black bumpers with no air-conditioning while the VXR was equipped with Body matched color bumpers and with air-conditioning. The VXL Variant of the Cultus was Fully loaded that in addition to the VXR. The features that includes in VXL were POWER STEERING, POWER WINDOWS and BODY MATCHED SIDE MIRRORS.

In 2005, Pak Suzuki discontinued the VX variant while the VXR & VXL remain produced. Although the vehicle had not any Safety feature like SRS Air Bags or ABS but still it was ruling the market very well.

During the whole time period Cultus received some minor Cosmetic Changes that includes ALLOY RIMS, DOOR MOULDINGS, FRONT & REAR BUMPERS and HEAD & TAIL LIGHTS. The Interior Includes, the color changes in AC GRILLS, DASHBOARD FRONT PANEL COVER and a SPEEDOMETER.

In 2007, Pak Suzuki brought a major change in the heart of Cultus and that was the EFI ENGINE. The Old 3 Cylinders carbureted engine was replaced with New 4 Cylinders EFI (Electronic Fuel Injection) Engine while the Transmission remains same. The EFI engine provides the better fuel average than the carbureted engine because the everything in EFI Engine works on the basis of Sensors & Actuators which controlled by ECU (Electronic Control Unit) while improving power and torque delivery as well.The available variants were now called as VXRi and VXLi.

In 2010, Pak Suzuki Launched Suzuki Swift, but their own Cultus VXLi became the competitor to the new Swift so they had to discontinued the production of VXLi to boost up the Sales of newly launched Swift.

In 2012, Pak Suzuki introduced Euro II technology. It is used to prevent harmful emissions from the vehicle and make the environment friendly. Vehicles with EURO Technology also known as Green Vehicles.

In 2016, Pak Suzuki rolled out with the Limited Edition of Cultus. The Shape was same but still some cosmetic changes were made that included new door trims & fabric, 2-DIN sound system, matching door mirrors and alloy rims. The price of the final edition Cultus went up to PKR 11.24 lac for the Euro-II and PKR 11.99 for the Euro-II CNG variant.

This Limited Edition of Cultus remains Continued for about 1 year. In Feb 2017, Pak Suzuki representatives mentioned in a press release about the discontinuation of bookings of Cultus. The Journey of 17 years of Cultus was about to end, and revived in a new mode altogether.

After the discontinuation of Cultus, pictures of New Cultus already leaked and were roaming around the Internet. It became the hot topic for all Automotive Sites/Bloggers and Automotive Enthusiast. Many of them Praise the Car because they did not expect such type of modernized Car from SUZUKI.

In April 2017, Pak Suzuki officially launched the NEW CULTUS with its new Dynamic and Sleek hatchback Shape and with wide luxurious interior.Internationally this car is known as Suzuki Celerio and in Pakistan people also expected the same name but it was launched with the name of CULTUS. The car has new 1000cc, 3 cylinder K-series EFI Engine and 5 gear manual Transmission front wheel drive. The shape was totally different from its old model. The car is also equipped with Key-less entry & Immobilizer (Anti-Theft Security System). Inthis ignition key is encoded for exclusive use with the immobilizer only; therefore, it is impossible to start the engine without the original encoded ignition key. The New Cultus is also equipped with Electronic Power Steering System, Power Windows, Powered Mirrors which can be adjust from driving side, Fog lamps, Chromed front grill, Alloy Rims, ABS (Anti-lock braking system) and best feature regarding Safety is SRS Dual Airbags, one for driver and other for the front passenger while this the only locally manufactured car by Pak Suzuki which is equipped with Airbags. Although this car has not came with factory fitted CNG. The new Cultus is currently available in 7 colors i.e Pearl Red, Graphite Gray, White, Super Pearl Black, Cerulean Blue, Silky Silver & Sand Beige.This New Cultus came up with two variants that is VXR & VXL.

Difference between CULTUS VXR& VXL

• Cultus VXR is a base model that is very simple. VXL comes with Stylish Fog lamps while VXR does not have.
• VXL is equipped with Power Mirrors, while VXR is equipped with simple Mirrors.
• VXL has body color matched side mirrors and VXR has Black color side mirrors.
• VXL has power windows while VXR comes with manual handle through which you have to pull the mirror up or down with your own hand.
• VXL has modern ABS (Anti-Lock Braking System) which provides better grip while braking and prevent the vehicle to skit. And on the other hand VXR is has not ABS sytem.
• Cultus VXL has Alloy Rims while VXR has Steel Rims with Wheels Caps.
• Presence of Dual Air-Bags is the most important difference between both variants. Suzuki Cultus VXL comes with latest safety feature of SRS Dual Air Bag system but VXR does not have this feature. Dual Air-Bags means it has air bags not only for driver but also for passenger on front seat.
• Last and the most important difference between both variants of New Suzuki Cultus 2017 is the price. The basic variant of Cultus VXR comes in 1,250,000 PKR while New Cultus VXL which is fully powered variant comes in 1,391,000 PKR. Hence the difference between VXR and VXL is about 1,41,000 rupees.

All the Authorized Dealers have started to provide free Test Drive of this New Cultus from23^rd of April. On the same day the test drives started, many People Exchanged their old Suzuki Vehicle with the new Suzuki Cultus with Suzuki Exchange Program. Overall New Suzuki Cultus 2017 is perfect hatchback car that is added into the collection Pak Suzuki. Now everybody is waiting for the New Model of Suzuki Mehran and there is hope that it won’t be with just Cosmetic Changes!.

This exclusive article written by Taha Bin Mujahid and published in Monthly AutoMark Magazine’s July-2017 printed edition

Pakistan is considered as a developing country in the world, but most of the major sectors of the country are still facing serious problems and haven’t made any significant progress over the years. The transport sector is one of these sectors where stunted growth due to lack of resources, accountability and meritless appointments in top positions are major concerns. The transport system has deteriorated badly in recent times, which has made commuting on the roads of Pakistan highly unsafe. Dangerous road accidents are recorded on daily basis in different parts of the country, some of which prove to be extremely deadly, just like the recent Ahmedpur Sharqia incident where more than 200 people lost their lives and many suffered serious injuries.

Ahmedpur Sharqia Incident and the Recent Surge in Road Fatalities

Many recent fatal road incidents and especially the Ahmedpur Sharqia incidentraises serious questions about the credibility of the concerned transport authorities and institutions. The Ahmedpur Sharqia incident that took place just one day before the Eid-ul-Fitr in Pakistan on 25^th of Juneis one of the most horrific road incidents of Pakistan’s Transport History. It is an incident that took lives of hundreds of people and left many with disabilities for the lifetime. More than 200 people have reportedly died in this incident and many are still in a critical condition, fighting for their lives after suffering from burns caused by the fire that erupted when an oil tanker burst into flames at Ahmedpur East near Bahawalpur District of Pakistan. Such a massive loss of lives highlights the failure of many institutions of Pakistan and calls for a massive overhauling of the mindset of people who put their lives at stake to collect the oil leaking from the tanker.

Pakistan is facing serious road safety problems as the number of dangerous road accidents has increased incredibly in last few years due to a number of factors. From individuals to all concerned government bodies, everyone needs to contribute towards improving the road safety situation in Pakistan which is worsening day by day.

Let’s dig deep and find out what are the primary reasons for the consistent decline of the transport sector in Pakistan, which has accounted for fatal road incidents and caused fatalities all over the country.

Lack of Accountability in Major Institutions

The first and foremost reason for fatal road accidents in Pakistan is the lack of accountability in the transport sector of Pakistan,which allows different individuals, groups and private organizations to operate their illegal businesses without any fear of being held responsible. The oil supplying companies have manipulated this vulnerability of the system for years and feel no fear in violating the rules and regulations set by the government Pakistan for the supply and transfer of oil and other products in heavy tankers.

The tanker of Shell Petroleum that lost its balance in the Ahmedpur Sharqia incident was insured and even the 50,000-liter oil inside the tanker was insured so the incident didn’t really cause any financial loss to the company.  Accountability of such companies and proper investigation of such incidents is extremely important to make the accused pay for such criminal offences and improve the road safety situation for future.

Bad System of Issuing Driving License

One of the major reasons behind deadly road accidents in Pakistan is the poor system for issuing driving licenses to applicants. Anyone from anywhere can get a driving license on the basis of influence and money without even passing a driving test. The incapable and meritless system of issuing the license doesn’t really check the credentials and history of a driver and that gives a chance to individuals and organizations to manipulate the system with their unlawful activities.

In the Ahmedpur Sharqia incident, the investigation revealed that the driving license of the driver of the tanker was expired. Shell Petroleum has been fined with rupee 1 crore for this criminal negligence and asked to compensate the families of the dead with 1000,000 per person and those of injured with 500,000 per person. Had a proper monitoring system been in place to check the license of the tanker driver, the driver of the tanker would not have been allowed to drive and such an incident might have been avoided.

No System for Training of Drivers and No Proper Testing of Unknown Vehicles

As discussed earlier, there is no proper system for monitoring and accountability of oil supplying companies, which means there is hardly any inspection of the large vehicles carrying oil and other products. Moreover, the absence of any system to train drivers for driving effectively in challenging road and weather conditions further deteriorates the safety situation on the roads. Unknown commercial vehicles with no proper health certificates are a serious threat to the safety of commuters on the roads. The fitness certificate of the oil tanker driver in the Ahmedpur Sharqia incident was also fake. The failure of concerned departments to issue the fitness certificates to vehicles, especially the large commercial vehicles is one of the major reasons for fatal road incidents in Pakistan.

Poor Monitoring and Surveillance by Traffic Authorities

The lack of monitoring of vehicles on highways and poor road surveillance of traffic authorities is another major reason for road accidents in Pakistan.  The highway traffic Police has been declared as equally responsible for the Ahmedpur Sharqia incident in the investigation report as the traffic body couldn’t manage to stop people from collecting oil that was leaking from the tanker. The highway police also failed to identify that the truck was carrying more oil than its capacitywhile it was travelling from Karachi to Vehari and it’s a huge failure that eventually became a reason for a massive life loss.

According to the investigation report, it was a four-excel tanker that was carrying 50,000-liters of petrol while a 5-excel tanker is required to carry such a huge quantity of oil. According to reports, these oil tanker incidents happen everyday in Pakistan but hardly any of them gets reported like the AhmedpurSharqia incident because they don’t prove to be deadly. These incidents clearly highlight the lack of resourcefulness and inability of Pakistan’s major traffic bodies to check and monitor the health of heavy commercial vehicles on merit.

Old Roads and Poor Infrastructure

The road and transport authorities have failed to improve the road and transport infrastructure in Pakistandespite some horrific road incidents that have taken place in recent times.  Government issues funds for the improvement of the infrastructure but the miserable situation of roads in Pakistan hardly improves. The provincial governments show their interest in making new and better roads but the construction process, once started, takes too long to complete and that makes driving difficult asunder-maintenance roads demandthe extra attention of drivers. Drivers have to change their route or divert from lanes because of the construction underway and this is also one of the reasons why drivers feel frustrated and make fatal driving mistakes.

Lack of Awareness among drivers

One very important reason for fatal road accidents in Pakistan is the lack of awareness about traffic rules and traffic violations among the drivers. Generally, the drivers do not follow the road safety practices because they are not properly trained to drive and the monitoring of traffic authorities is too week to catch traffic offenders and charge them with heavy traffic fines. The vulnerable nature of the traffic system allows drivers to take traffic rules for granted and this is what leads to fatal road accidents.

The Way Forward

Ahmedpur Sharqia incident is one of the most horrifying incidents in the transport history of Pakistan, but it is surely not first incident of its kind. The incident has got the attention of media, government and legal bodies only because of the degree of life loss involved in this incident. The government should make the concerned transport and traffic departments learn from their failures and improve the accountability in the institutions as this is the only way to avoid terrifying road incidents from happening.

The road and traffic system needs to be completely revamped in order to improve the road safety levels and a gradual improvement in the system must be the target of authorities in the coming years to make Pakistan’s roads safer than ever for commuting.

By Syed Sarim

The Economic Survey 2016-2017 is full of praise for the Engineering Development Board (EDB) by counting various initiatives taken by the strong arm of Ministry of Industries.

The Survey came out in May 2017 otherwise if it was issued in June, it would have ignored the EDB as the EDB has been hitting the headlines of various print media in June regarding its closure over poor performance and creating hurdles for new entrants.

EDB is the apex government body under Ministry of Industries and Production entrusted to strengthen engineering base in Pakistan.
The Board focuses primarily on the development of engineering goods and services sector on modern lines enabling it to become technologically sound and globally integrated.

The Survey 2016-2017 counted various initiatives taken by EDB like setting up a stall with collaboration of Ministry of Industries in CPEC Summit and EXPO held at Pak China Friendship Centre in Islamabad in August 2016, Hannover Messe Germany 2016-2017 in which 32 prominent engineering companies participated. . EDB brought Pakistan’s best emerging companies to showcase Pakistan’s engineering manufacturing products at leading technology fair.

If the EDB is really an impressive government’s organization as praised by the Economic Survey then what has suddenly gone wrong that the Prime Minister Nawaz Sharif is now determined to close down the supporter and promoter of country’s engineering sector.
Surprisingly only Pakistan Association of Automotive Parts and Accessories Manufacturers (PAAPAM) has come for the rescue of EDB to some extent, otherwise the strong lobby of Japanese bike and car assemblers – Pakistan Automotive Manufacturers Association (PAMA) has kept a mum so far.

Why PAMA is playing safely and PAAPAM is taking keen interest to shield EDB is surprising as both have their interest and lobby in the EDB.
Chairman Association of Pakistan Motorcycle Assemblers (APMA), Mohammad Sabir Sheikh, offering a different view, said the EDB operates under the Ministry of Industries and Production but it is so powerful that it sometimes it looks “God Father” of its own Ministry.

He said the EDB has a good backup support from strong auto mafia of Pakistan especially three car assemblers and one Japanese bike assembler. The EDB supports these four players and in return the four players support the Board.

Sabir said these players use EDB in both ways. One is by promoting their interest and on the other hand creating hurdles through EDB in arrival of new entrants. Print media has surfaced the negative role of EDB in creating hurdles for new entrants.

He said these four players are also responsible in using various SROs in their interest on which EDB is one of the main promoters of supporting discounted SROs.

“I call these SROs as official smuggling order (SROs),” chairman APMA Mohammad Sabir Sheikh said.

Formed under a Prime Minister’s executive order, EDB has been notorious in introducing deletion programs under which no new industries were set up especially car industry and only few players enjoyed a complete monopoly for the last many decades, APMA chief recalled.

Then Tariff Based System (TBS) came in 2006 but the EDB kept amending SROs every year due to which the system became a failure and only few companies were benefitted, he said.

The PML-N government had given new Auto Policy 2016-2021 but in the last one year the EDB had suspended approvals for issuing new production certificates, IOR, permission for importing machinery for plants on zero penalty, APMA chief said.
“I think there is no need to keep EDB alive for the support of auto sector as this department is not entertaining the industry but is actually giving threat to small and medium units,” Sabir said.

The FBR should issue S Form directly to the auto sector for the import of CKDs, raw materials, assemblies, sub assemblies, components and sub components instead of issuing of IOR and production certificates/production quotas through EDB.

Some of the corruption can be gauged from the fact that the Ministry of Industries and the EDB had always been in forefront in supporting wrong practices of the old car and bike players. It had never taken any strict action against late delivery of vehicles ranging between three to four months to the buyers coupled with heavy premium being charged by the authorized dealers of local car assemblers. The EDB’s top brass had never raised their eyebrows over frequent increase in prices of cars and even two wheelers by the assemblers when demand soars.

Pak Suzuki has been rolling out decades-old models since its inception but the Ministry and the EDB had never enquired as to why Suzuki Mehran, Ravi, Bolan etc, which do not exist in the world, are still being assembled in Pakistan. There are no safety standards in these vehicles and consumers cannot access their price in other countries through website as these are only assembled in Pakistan.

For the last two to three years, Honda bikes have become extraordinary items which are not available in showrooms despite their record breaking production. Its authorized dealers are openly charging extra premium in order to make a quick buck. The dealers are giving 30-45 days time to the buyers who book Honda bikes since these are not readily available on spot sales.

Coming back to other vehicles, sources said that most of the new entrants, who have applied for Greenfield projects mainly are worried as the EDB officials are excusing them to deal their cases after reports of EDB closure.

Anxiety prevails among the new entrants as to which government’s department or relevant ministries will deal their new investment cases as no department has solid background of dealing auto sector previously.

They said so far the government has notified disbanding EDB but the officials of the EDB have stopped entertaining new investors as well as old players.
At a time when the fate of EDB hangs in balance, the Ministry of Industries recently granted permission to three new companies out of nine companies to set up their vehicle assembly plants. The cumulative investment to set up assembly plants under Greenfield investment by United Motors Private Limited, Kia-Lucky Motors Pakistan and Nishat Group stands at $372 million.

The Ministry is scrutinizing the documents of other applicants. The decision comes days after the Prime Minister’s Office decided to abolish the EDB on allegations of corruption and creating hurdles in the way of setting up new car manufacturing.
The government awarded the Category-A Greenfield Investment status to United Motors (Pvt) Limited for assembly/manufacture of vehicles covered in the exclusive contract agreement, says a notification issued by the Ministry of Industry. Similar notifications have also been issued to two other companies. These firms had submitted detailed business plans and relevant documents to the EDB for assessment.
United Motors would set up a plant with Chinese collaboration. The Nishat Group will be in partnership with South Korea-based Hyundai Company and Lucky Cement would also collaborate with another South Korean firm, Kia Motors.
It is surprising how the Ministry of Industries can grant approval directly as Auto Industry Development Committee (AIDC) is responsible in giving green signal to the new entrants. First the companies apply in the EDB and after proper scrutiny the EDB refers the case to the AIDC where all stakeholders unanimously approve or reject the case.

The 24th AIDC meeting saw request of Regal Automobiles for its green field investment incentives followed by brown field investment project by Daehan Dewan Motor Company Limited and green field investment project by Al Haj Faw Motors Limited on which the decisions were taken in the AIDC.

The AIDC had mentioned in the minutes that it had received application for investment from United Motors, Habib Rafiq Limited, Kia Lucky Motors Pakistan, Pak China Motors and Khalid Mushtaq Motors in green field projects. As per AIDC minutes no decision was taken on the above projects.
The new Auto Policy 2016-2021 had lured new players, barring European companies, due to tax incentives to new entrants. Sources said in one of the cases two Chinese assemblers are fighting for the rights of introducing a vehicle. Master Motors claims its right while its opponent also claims the right of Forland brand. EDB tried to solve the issue by seeking copies and relevant original agreements.

Surprisingly, when Forland products had already been closed down in China then why a leading Chinese vehicle assemblers is making hue and cry.
In China – many well organized assemblers have given the rights to other companies to make products. Anybody can enter into technical and manufacturing agreements with them.

Chairman PAAPAM Mashood Ali Khan said the government is shutting down the EDB and the decision was taken in a meeting in which stakeholders from the engineering industry were not invited.

Unfortunately, during the last two years tenure of the outgoing CEO EDB, the above strength of EDB was totally eroded by this specific individual, due to his incompetency, inadequacy and malfeasance. His maladministration exceeded all limits, as he bypassed the apex body, AIDC, and assumed dictatorial powers, he said.

The current problems of EDB therefore do not lie with the institution; rather the blame falls squarely on the shoulders of the then head of this institution. All credit goes to the government that it did not renew the contract of the then CEO of EDB. The next right thing to do should be the appointment of the right person for this vacant position of CEO EDB, he said.

Closure and shifting the responsibility of EDB, would derail the engineering industry, specially the auto sector, would lead to inefficiency in the government, and lack of expertise would further complicate the situation, leading to stoppage of investments in auto sector, especially the vending sector, he said.

He urged the government to take back the proposal of disbandment of EDB and a professional CEO EDB should be appointed, based on capability to handle such an organization. Powers of AIDC should be revived and formalized, to ensure a strong system of checks and balances on all EDB ongoing issues.

As per print media, Ministry of Industries and Production (MoI&P) is reportedly hesitant in removing acting Chief Executive Officer (CEO) EDB, Mirza Nasir Baig even after rejection of his summary as permanent CEO by the Prime Minister. The Cabinet Committee on Energy (CCoE) headed by Prime Minister has also directed the closure of this corruption-tainted organisation with immediate effect.

On June 9, 2017, Secretary to Prime Minister, Fawad Hasan Fawad wrote a letter titled “appointment to the post of Chief Executive Officer, Engineering Development Board (EDB)” to the Ministry of Industries and Production and explained the reasons for winding up EDB. The reasons included corruption and malpractices. The key section of the EDB which is involved in malpractices is tariff section, which is being headed by the present incumbent CEO for years. The Secretary to Prime Minister stated that during the meeting of Cabinet Committee on Energy (CCoE) chaired by the Prime Minister on May 29, 2017, it was observed that EDB was not performing any useful function, either in terms of regulation or promotion of engineering enterprises, adding that malpractices had become endemic in the Board, exploitation of business by its staff had become a norm. The Board has become a major impediment to improving the ease of doing business and creating an enabling environment for industrial expansion and economic development.

This exclusive article published in Monthly AutoMark Magazine’s July-2017 printed edition