KARACHI, May 3: Ports and shipping experts have held the Gwadar Port Implementation Authority (GPIA) responsible for getting lukewarm response from world reputed port operators for running the country’s strategically located deep sea port of Gwadar.

Originally the port was to be commissioned in March 2005, but once again it seems that another tentative deadline of June 2006 announced by the government for its inauguration will be missed because no worth mentioning port operator has shown interest in Gwadar Port.

The Dubai Port World (DPW), with which negotiations are underway, is reported to have laid down harsh conditions in their terms of reference that were not acceptable. Above all, these experts feel that it was unwise to engage a competitor to manage such a key facility.

“All is not well at the Gwadar Port. The country’s third and the only hub port, just outside the sensitive Straits of Hormuz, is a victim of long delay because of incompetency and lack of experience in developing such a mega port,” the experts unanimously expressed.

Despite the fact that the Chinese contractors finished the work on first phase of the port under which three multi-purpose jetties (berths) were completed three months ahead of schedule, the people at the helm of affairs lacked acumen and necessary expertise to keep pace with the development of the water station.

Ports and shipping circles were suspicious about the sincerity of the team working at the GPIA and its subordinate body, the Gwadar Port Authority (GPA), by raising a question with regard to a public announcement inviting expression of interest (EoI) and request for proposal (RFP) for Gwadar Port operations.

It is being point out that the GPIA in an advertisement published in the print media on June 12/13, 2005 invited EoI and RFP from port operators. In the announcement there was a major flaw which indicated lesser depth of approach channel and berths of the port.

Whereas entire posture and status of any port totally depends upon its capacity of handling and giving berths to a particular size of vessels, but in case of the Gwadar Port the authorities invited EoI and RFP from port operators on indicating depths of 11.5 metres inner and 12.5 metres outer depth of approach channel.

According to the experts, any port having less than 14.5 metres draught of its approach channel or berths could not accommodate mother-ships of Post Panamax category. Consequently, ships with 25,000 to 30,000 deadweight tonnage (DWT) could only be accommodated or container carriers with capacity of 2,000 TEUs could be given berths.

However, if the depth is of 14.5 metres and above for approach channel and berths, mother-ships with 50,000 DWT and 4,000 TEUs could call at a port. On these specifications, the port could be classified a hub port or not.

As far as the Gwadar Port is concerned, it has been designed as a hub port which can accommodate mother-ships of Post Panamax category but not those ships of larger size presently on drawing boards and needs a draft of 18 metres and above.

According to official sources, now dredging was going on to deepen the approach channel to 14.5 metres and third dredger was also being inducted to expedite the process. It has been also indicated that a significant part of the dredging work will be completed by June 2006, and the remaining by December 2006.

The sources told Dawn that the deepening of approach channel was to be carried out under phase-II but it was also included in phase-I to keep the status of the Gwadar Port. However, the GPIA for reasons, or intentions, best known to them announced an 11.5-metre depth of the approach channel.

The port experts believe this has been the main reason which kept major and serious port operators disinterested in a shallower port. The draught of any port is a major tool used for marketing purpose but in case of the Gwadar Port, the GPIA converted a plus point into a negative by announcing 11.5 metres draft of approach channel. As a result of this, a serious problem is presently being confronted for getting a neutral and reputed port operator of world class.

Another question being raised by exporters is about the role of policy board which constitutes public and private sector people. Most of the members do not have any sort of know-how about ports and shipping and belong to banking, brokerage houses, print media, etc. “There is none who could be considered as competent enough to safeguard the interest of the Gwadar Port on technical grounds and knowledge,” they added.

These experts, however, are at total loss when they witness such unprofessional decisions being taken even in the presence of such an expert like Ports and Shipping director general Capt Anwar Shah on the policy board of the Gwadar Port.