KARACHI, Nov 17: The Karachi Port is presently confronted with operational problems resulting in congestion and payment of huge demurrage charges by the port users, port and shipping sources allege.

According to experts operational inefficiency of the KPT could well be judged from the fact that a port having about 29 berths of different drafts and job specifications is handling some 32 million tons cargo annually.

Contrary to this, they said, the Port Qasim having only 10 berths is handling 27 million tons of cargo per annum.

Undoubtedly, the collapsed berths of the port have created shortage of berthing facilities but a pragmatic planning could help overcome such a situation, which is normal for any port because it has to close berths on many accounts, including dredging etc.

The experts further said that the reason of congestion and long-waiting for vessels is due to non-availability of traffic forecast unit in the KPT.

The forecast system is now a common practice in ports the world over. But Karachi Port, with a history of over 100 years, still lacks modern tools of port management, accounting and information systems as practiced in Dubai, Colombo and Singapore.

The port is devoid of any mechanism or software to check port performance indicators, the productivity of ship in terms of volume of tonnage, unit loaded, discharged per ton, shift or day as well as container handling based on moves per hour. As a result of such deficiencies the country has to pay heavy demurrage in foreign exchange, the experts observed.

The port tariffs are not properly regulated because terminal operators hire hard-core professionals to devise and manipulate tariffs. There is an urgent need of taking services of professionals with knowledge of ports and shipping industry, they added.

Port Qasim is still cheaper, whilst the Gwadar Port continues to corrode and erode with no sign of operation, whereas the Sohar Port at Oman coast operates at full capacity.

The experts said that the terminal operators in Pakistan are making profit margin of 32 per cent plus, with dormant charges yielding more profits. The same is true for the QICT and PICT.

The shipping sources are skeptical of the dredging contract for Keamari Groyne awarded to a Chinese company with no experience of designing of the channel and with lack of proper equipment.