KARACHI, Feb 9: The Federation of Pakistan Chambers of Commerce and Industry (FPCCI) has expressed serious reservation and apprehensions over the proposed deep-water container port being developed by the Karachi Port Trust (KPT) at east of Keamari Groyne at an ‘astronomical’ cost of $1.5 billion.While levelling serious allegations against the KPT administration over the proposed mega project, the apex trade body has termed it as ill-planned, ill-conceived and non-workable deep-draft container terminal having no direct hinterland connectivity.

The FPCCI feels that there is no justification whatsoever to launch such a mega container terminal with an annual handling capacity of 1.5m Teus because existing terminals of the Karachi Port could be upgraded to easily meet the rapidly growing container traffic for another 20 to 25 years.

These observations and objections were raised by the FPCCI in a letter addressed to the Chief of Naval Staff Admiral M Afzal Tahir, who is also chief maritime adviser to the government and is vested with the authority to approve and oversee port development and expansion plans.

The KPT is planning to construct Pakistan deep-water container port (PDWCP) comprising 10 berths of 18 metres depth, a new approach channel, new basin, breakwaters and protection works at east of Keamari Groyne with an estimated cost of $1.5 billion. The terminal would be able to handle super Post-Panamax ships as well as those vessels, which are still on drawing boards and could carry up to 14,000 Teus.

The FPCCI has also alleged that the KPT management did not take normal official channels for project approval and hurriedly advertised for the execution of its first phase under which four berths will be taken up for construction.

The FPCCI also accused that no geotechnical, hydraulic and navigational studies were carried out for such a mega project, which could be devastating for the environment as well as existing port facilities.

Beside, registering its own objections the FPCCI has also quoted some of the findings and recommendations made by the British consultants, Royal Haskoning/HR Wallingford. According to the feasibility study of the consultant the depth of new port should not be more than 16.5 meters because the super Post-Panamax ships or even the largest container vessels on this route have a maximum draft of 14.5 meters. Consequently, the proposed excess of 2-2.5 metres draft is, therefore, a sheer waste of funds and resources.

However, the consultant also warned in a categorical way that without geo-technical investigation the extent of Oyster Rocks cannot be determined, therefore, the extent of dredging in the new approaches and basin can not be quantified.

The feasibility study stipulates a detailed hydraulic study before embarking on this mega project, but the field data is yet to be collected. The effects of waves (especially the swell and the trapped long shore waves) need to be correctly calculated to plan a safe approach and basin, the FPCCI maintained.

The consultant has also warned that the navigational assimilations indicate that large vessels would not be able to safely negotiate the bend. The FPCCI also quoted KPT’s own study, which states that large vessels of 340 metres length cannot turn around without the assistance of four tugs of 70 ton capacity.

It has been pointed out that when already two container terminals, KICT with a length of 900 meters quay wall and PICT with 600 meters could be further expanded up to 2,700 meters, therefore, there was not need to take a risk of any sort to the existing port facilities by establishing another mega container terminal at the mouth of the Karachi Port.

The FPCCI has also challenged the need for such a mega project in future and pointed out that the existing capacity to handle 2.25 million boxes is extendable up to 4.05 million Teus. This could be sufficient to meet the next 20 years needs of country’s external trade traffic from the Karachi Port.