LIKE Karachi and Qasim ports, Gwadar will be another feeder port because it can only handle first generation vessels with a maximum of 30,000 DWT (dead weight tonnage) or having an average capacity to carry 900 containers. Under the first phase, three berths at the East Bay of the port have been completed and are ready for commercial operation. However, these berths will not be able to even accommodate post-Panamax vessels having 50,000 DWT because the current draft at these berths is only 12.5 metres that can only provide berth facility to small vessels normally used for feeder ports all over the world.

Undoubtedly, the planners have provided a provision for further deepening the draft up to 14.5 metres, but again it will only upgrade the port to accommodate post-Panamax vessels having 50,000 DWT. Against this, vessels belonging to sixth and seventh generation, which are already on the drawing boards and have a loading capacity of 8,000 to 12,500 TEUs, will be used for transhipment purposes. All this is being conceived to meet the economies of scale to ensure a competitive edge. These vessels need a draft of 18 metres and above.

With little extra cost and vision, the Gwadar Port could have been made a hub port, but reasons are best known to our planners and the people at the helm of affairs. The draft for the first three berths could have been further deeper. With strong macroeconomic indicators the country could have easily dished out some extra funds to place the new port at the highest mark and sell the product — Gwadar Port — around the world and shipping circles very easy.

With the present draft, it could be very difficult for the port to compete with other ports of the region which even today have deeper draft and are more competitive and less expensive than our existing ports. Well placed outside the sensitive Strait of Harmuz, the Gwadar Port would have attracted shipping lines very easily. But as of now it would be difficult for the authorities to ‘sell’ the port in the world shipping circles as it carries no extra benefit or facilities.

Therefore, one cannot imagine how the three 200m-long each multipurpose berths with an inadequate backup area could be used for this purpose and compete with nearby ports such as Jabel Ali, Khor Fakkan and Fujairah that are already having problem competing with the ideally-located Port of Salalah from shipping point of view.

The design of the three berths should have been placed over 18 metre and the pile foundation of the berths should have been done accordingly so that as per requirement the dredging could have been done to enhance the draft which could have allowed even sixth or seventh generation vessels to report at the Gwadar Port.

The idea of an alternative port was floated by the Asian Development Bank (ADB) in 1988-89 when the first Gulf War was fought. At that time it was felt that an alternative and safe port outside Harmuz should be available. After carrying a lot of studies in coastal areas of the region, Gwadar was considered to be the most suitable area because it is also a naturally-protected port.

In total, 40 berths, including oil piers, could be built on the East and West Bay of the port. Three berths have been built at the East Bay, which are more safe and secure from the onslaught of rough weather and open seas. In the second phase, 10 berths and some piers will be built.

The first phase of the port is being entirely developed by the Chinese on a grand of $200 million while Pakistan is contributing $50 million (Rs3 billion) out of the Public Sector Development Programme. These amounts are being utilized by the contractors of both the countries. The local contractors are mostly developing onshore infrastructure such as buildings and sheds of the port.

The approach channel of the port, which is presently at 11.5 metres, will also be deepened up to 14.5 metres. Similarly, the construction of 10 berths under the second phase will be offered to the private sector on BOT (Built Operate and Transfer) basis. However, deepening of the channel is being immediately taken by the Chinese contractor.

Although the Gwadar Port project has come up at a fast pace and is almost ready to accommodate vessels, the progress on infrastructure in and around Gwadar such as town related utilities, roads, rail network, telecommunication, etc., has been very slow.

The Chinese contractor will also provide all sort of port machinery, equipment and vessels craft required for the operation. It is unfortunate that most of the civil work being carried out by Pakistan contractors is lagging behind, whereas the Chinese have almost completed their job ahead of schedule.

A master plan for the Gwadar city, which provides basic information on different zones, was prepared by NESPAK and was approved by the government of Balochistan in May 2003. However, in order to develop Gwadar as a port city on the line of modern port cities like Dubai and Singapore, international tenders were invited from reputable foreign consultants for a complete and comprehensive master plan for the development of Gwadar Port.

The entire infrastructure comprising town related services, industries, elements of special economic zone, etc., will commensurate with commercial activity in the region and aim at exploiting the maximum potential of Gwadar as a successful commercial port of the region.

Gwadar — city of mostly poor fishermen and their families sits on an isthmus between two picturesque bays, its most distinctive feature a flat-topped mountain of rock of hammerhead shape extends into the sea like a fortress wall, has now become a precious piece of land as people from all over the country thronged the area to purchase land.