Pakistan Deep Sea Ports & Containerized Shipment

BAHRIA UNIVERSITY Karachi

Pakistan Deep Sea Ports And How We Can make it Shipping & Logistics Hub

Conducted by

Ubaid Hassan Registration No.3698

MBA -4A (Eve) Bahria University

Karachi Campus

2010

Table of Contents

Chapter No. 1 : Background/Statement of the Problem

1.1 Scope Of Study ( Introduction) ................................................................................................ 2

1.2 History of Pakistan Trade Routes: ............................................................................................ 3

1.3 Pakistan Coastal Area ................................................................................................................ 3

Chapter No. 2 : Research Method and Procedure

2.1 QICT ........................................................................................................................................... 4

2.2 Unique Facility At QICT ......................................................................................................... 5

2.3 PICT ........................................................................................................................................... 6

2.4 Storage Area PICT ..................................................................................................................... 6

2.5 Terminal Capacity……………………………………..…………………………………….......................................6

2.6 Annual Vessel Handling At PICT……………………………………………………………………………………………7

2.7 KICT……………………………………………………………………………………………………………………………………..8

2.8 Facilities At KICT…………………………………………………………………………………………………………………..8

2.9 KPT………………………………………………………………………………………………………………………………………9

2.10 Facilities At KPT……………………………………..………………………………………………………………………….9

2.11 Gwadar Port……………………………………………….……………………………………………………………………10

2.12 Gwadar District Demography………………………………………………………….………………………………………..10

Pakistan Deep Sea Ports and How we can Make it Shipping & Logistics Hub

Chapter No. 3 : Review of Related Studies

3.1 Containerized Shipment Facility……………………………………………………………..11

3.2 Container Facility at Sea Ports in Pakistan…………………………………………………..14

3.3Container Number and their Tracking………………………………………………………..14

3.4 Empty Container Yards…………………………………………………………………….. 14

Chapter No.4 : Presentation Analysis

4.1 Rail Road System In Pakistan………………………………………………………………..15

4.2 Trucking Companies In Pakistan…………………………………………………………….15

4.3 Port Development Authority In Pakistan…………………………………………………….15

4.4 PACCS……………………………………………………………………………………………………………………16

4.5 Scanner At QICT…………………………………………………………………………….16

4.6 NVOCC……………………………………………………………………………………….16

4.7 World Shipping Companies Working In Pakistan……………………………………………17

4.8 Ship Chandelling Facility at Pakistan………………………………………………………. 17

4.9 Port Dredging & Anchorage………………………………………………………………..17

Chapter No. 5 : Summary of Finding Conclusion and Recommendation

5.1 Action Should Be Taken…………………………………………………………………….18

References/Abbreviations……………………………………………………………………….19

Abstract

From the ancient times people trade for living whether it is spices ,cloths or gems trade always flourish among mankind. Civilization and cultures exchange knowledge and goods from centuries.

For many centuries people use to travel in Carwans and on the route which is safe fertile and has water to feed their animals which are carrying their trade goods.

People use to sell things which has surplus production in their country and in return buy those commodities which are in scarcity in their part of the region.

To facilitate trade from around the different parts of the world mankind always lookout for the better ways of transportation to reach their destination of trade in shortest possible time and in safest way.

Initially only two ways of transportation available in primitive time one is land and other is through sea.

As time passes on mankind developed their trade routes as much efficient as possible and sea route are not much change.

Until 19th century the invent of airplane make trade through airways more efficient and less time consume for small volume of cargos.

The horizon of my study is to see how Pakistan has emerged to facilitate the trade to and from different parts of the world by making sea ports as of the standard as world demands .

My studies encompasses the infrastructure of Pakistan shipping ports and freight station. As most of the bulk cargo and containerized trade done through sea ports ,so I will be discussing this most in details.


1.1Scope O f The Study (Introduction)

Pakistan has a very rich geographical location with miles of coastal area which if utilized efficiently can be act as world hub for trade routing. As we can see that now a days Oman ,Singapore and India are not only facilitating their native traders to use the infrastructure facility they provide through their sea ports but also providing the hub for the traffic going through their waters and earning a very hefty amounts for their governments.

Pakistan has only one national flag carrier PNSC (Pakistan National Shipping Company) comprise of only 10 container and bulk cargo vessel. Pakistan has four operational deep water sea ports.

Pakistan also lack facility of empty container manufacturing which is a ever growing industry and as Pakistan has rich resources of iron and steel mills can easily enter into container manufacturing market.

Pakistan tap this opportunity of their best strategic location by enhancing ,rebuilding and development of their sea ports and air ports.

My study covers the current facilities which is provided to the world traders through our ports and what can be done to increase its facilities.

1.2History Of Pakistan Trade routes

Pakistan is geographically very rich country. Surrounded by ancient trade routes. In the east lies the India which is always been charm for their spices ,cotton and handicraft from ancient time .Then to the west there is Afghanistan through which traders of the east has the access to the central Asia .Then to north west lies Iran ,which is famous for their carpets in the world from the primitive times ,then to the north east lies China which is link through Silk route named after famous silk trade of China. Most of all to the south lies the Arabian Sea of great Indian ocean, which link Pakistan through the rest of the world.

1.3Pakistan Coastal Area

Pakistan has total Area of 1024 Kilometers spread from Karachi to Gwader .In between lies coastal Cities Pasini ,Ormara ,Makran and Keti Bunder and Thata creek area.

Unfortunately ,for such vast area there are only four sea ports serving to the nation for imports and to the world through exports.

Sea Port Containerized Shipping

1.4Pakistan Sea Ports

Pakistan has five deep water sea ports handling cargo containers and oil vessels. Unfortunately Gwader port is still not operational .these five ports are.

QICT (Qasim International Container Terminal)

PICT (Pakistan International Container Terminal)

KICT (Karachi International Container Terminal)

KPT (Karachi Port Trust)

Gwadar Port (Gwadar Development Authority Baluchistan)

2.1 QICT (Qasim International Container Terminal)


Qasim International Container Terminal was constructed in 1995 ,dedicated to cater as a world class deep sea port to fulfill the need of ever increasing Pakistan international Trade needs .It was constructed at Bin Qasim Area ,Karachi on built operate and Transfer basis.

QICT is a consortium put together by P&O ports, Mackinnon’s Pakistan ,P&O Containers Pakistan Limited ,the common wealth development corporation of the UK and the Pakistan –Kuwait Investment Company which later has joint venture with Pakistan on this Project.

Subsequently P&O ports demonstrating their commitment to the project bought out CDC and Pak Kuwait and owned 55% equity in QICT with 25% being owned by international Terminal Holdings limited of UK and 20 % being held by APM terminal.

In March 2006 P&O Ports was globally bought over by DP World (Dubai Ports World), one of the top three marine terminal operators in the world having the widest network of 52 terminals spanning 30 countries and five continents. A global capacity of 50 million TEUs and a dedicated, experienced and professional team of 30,000 people providing services in some of the most dynamic economies of the world.

QICT achieved a major milestone by handling 70361 TEUS in October 2007 which is the highest monthly throughput to date.

Pakistan has achieved a land mark to have the QICT in operational work which is truly a world class sea port container terminal handling more

TEUS :Twenty Foot Equivalent Unit

Source: dpworldkarachi.com

2.2A unique Facility for US cargo Provided at QICT

IC3 Program is based on strategic partnership between Pakistan Customs and the United States Customs & Border Protection under the Safe Freight Initiative (SFI). In the new world order following 9/11, all Customs Administrations are obliged to forge ever closer links, in terms of operational synchronization and information-sharing, to ensure that it is only the genuine commercial cargo which moves through Customs border controls with utmost speed and facilitation, and that deterrence levels are so effective that no economy should feel at risk from a hidden threat in such cargo. These are the new principles of Customs-to-Customs interaction in the context of contemporary international commerce, reflected either under bilateral arrangements, or realized through adoption of legal instruments enunciated by the World Customs Organization.

In implementing these principles, Pakistan Customs and the US Customs and Border Protection have worked together for one year and have jointly invested over US$ 8 million to create an infrastructure, which supports operational integration between them on the one hand, and ensures security and facilitation for the trade, on the other.

The Declaration of Principles on the IC3 Program was signed between Pakistan Customs and the United State Customs and Border Protection in Islamabad in March 2006, and, inter alia, covers all exports from Pakistan to the United States.

Advantages :-

• No delays for just in time shipments. • Reduced cost of business. • US buyers to gain more confidence in Pakistan’s exports. • No operational delays of cargo at US ports view necessary clearance from the IC3

facility. • The US Importer would avoid costs resulting from the inspection and delayed clearance

of imports at US ports. • Reduced clearance time at both ends resulting in net gain in business for both Pakistan

and USA.

Source: dpworldkarachi.com


2.3PICT (Pakistan International Container Terminal)

PICT is a modern container terminal operating at berths 6—9, East Wharf, Karachi Port and its design depth of berths is 13.5 meters ,quay Wall: 600 meters, backup Area: 21 Hectares PICT has started its new commenced terminal operation in 2002. Premier Mercantile Services (Pvt.) Ltd. (“PMS”) – the Sponsor of PICT – has been handling cargo at the Karachi Port since 1964. All equipment is brand new, commissioned in 2004, 2006, 2007 and 2008 PICT is the only Container Terminal in Pakistan Sponsored and Owned by Pakistanis PICT is a public listed company and is the only port infrastructure project listed on the Karachi Stock Exchange It is the first port infrastructure project in Pakistan financed by International Finance Corporation (“IFC”) ‐‐ the private sector arm of the World Bank It is the first private sector project in Pakistan in which the OPEC Fund for International Development has participated as financiers ,total Investment: approx. USD 150 million.

2.4AREA STORAGE CAPACITY

• Total Area is 210,000 square meters at the terminal. Additional area of 50,000 square meters is available at adjacent storage yards in KPT area

• Ground Slots: 3,910 TEU • Container Storage capacity is 19,500 TEU per day

2.5TERMINAL CAPACITY

• Quay Wall: 600 meters • Phase I Handling Capacity: 150,000 TEU per annum (completed in 2004) • Phase II Handling Capacity: 300,000 TEU per annum (completed in 2006) • Phase III Handling Capacity: 550,000 TEU per annum (completed in 2009) • Phase IV Handling Capacity: 750,000 TEU per annum (completed in 2010)

Source: pict.com.pk

2.6Annual Vessel Handling At PICT

Facilities AT PICT

S# Item Description 1

Entrances to the port One 2

Approach Channel

length (m) 2.7 N Miles

width (m) 300

depth (m) 12.5

allowable LOA (m) 305 3

Tidal constraints for entering and leaving Deep draft vessel berthing/ unberthing (with +12 m) only at high water.

4 Distance from Pilot station to Terminal 6.5 nautical miles

5 Time taken for above pilotage 1.5 hrs

6 Turning Basin one

diameter (m) 425

draft (m) 12

allowable LOA (m) 305 7

Night navigation Available 8

Tugs – available Five

Horsepower 2500-3000 hp

Type Conventional/ vsp. 9

Pilot availability 24 hrs. 10

Pilot booking procedure Through line agent. 11

Vessel Bowthruster Compulsory 12

Working hours 24 hrs. with shift break 13

Number of shifts Two. 14

Times of shifts Day shift from 0730 to 1900 and Nite shift from 1930 to 0700 hrs.

15 Meal hours Nil.

16 Idle hours Hardly 10-15 minutes while shift change.

17 Cargo cut-off time 12 hrs before vsl sailing.

18

Can terminal accept break-bulk / heavy lifts Yes with restriction that length should not exceeds from 55'.

19

DG cargo handling DG Cargo class 1 & 7 are restricted and require prior approval/ clearance.

20

Max weight of OOG cargo With and without spreader 40 and 50 tns respectively.

Source: pict.com.pk


2.7KICT(Karachi International Container Terminal)

Karachi International Container Terminal (KICT) is located in the natural deep-water harbor of the Port of Karachi, Pakistan, which handles 80 percent of the country's international trade and is located at the threshold of three strategic regions – South, Central and West Asia. KICT commenced operations in November 1998 and is Pakistan's leading container terminal operator in terms of both efficiency and productivity.

KICT was also the first terminal in Pakistan to implement a cargo pre-clearance system, thereby significantly reducing container dwell time and cargo clearance time at Karachi Port. The ISPS-compliant, ISO 9001:2000-certified terminal currently receives a total of ten weekly services. KICT now has a total yard area of 26 hectares and a total quay length of 963 meters. Dredging will begin this year in order to increase the quayside depth to 14 meters. Source:hph.com/globalbusiness/business.aspx (Hutchison port holdings) 2.8Facilities At KICT

Total Area (hectares) 26

Container Berths 3

Total Berth Length (m) 973

Depth Alongside (m) 11-Dec

Container Quay Cranes 7

Mobile Harbour Cranes 2

Rubber Tyred Gantry Cranes 23

Forklifts 4

Frontloaders 8

Reachstackers 8

Yard Tractors 53

Yard Chassis 75

Reefer Plugs 212

2.9Karachi Port Trust(KPT)

Karachi Port Trust is the oldest harbor in Pakistan .It was built by former British Empire for their cargo coming from England and other parts of the world. By 1852, Karachi was an established city with a population of about 14,000 with a prosperous trade in over-seas markets. However, the existing Port started taking shape in 1854, when the projects of dredging the main navigable channel and the construction of a mole or causeway joining the main harbor with the rest of the city were undertaken. About 5 years later, construction of Manora Breakwater, Keamari Groyne, the Napier Mole Bridge, Native Jetty and the Chinna Creek were started which gave initial shape to the port.

The construction of the wharves started in 1882, and by 1914 the East Wharves and the Napier Mole Boat Wharf had been completed. During the period between 1927 and 1944, the West Wharves of the Port, the lighterage berths and the ship-repairing berths were constructed. Most of these facilities were obsolete by the time Pakistan came into existence in 1947. Since then, the port administration has embarked on extensive development of the port on modern lines.

At the time of independence in 1947, the Port capacity was about 1.5 million tons of dry cargo and 1.0 million tons of P.O.L. products per annum.

2.10Facilities At Karachi Port Trust

Karachi Port is now handling over 11.74 million tons of liquid cargo and 25.45 million tons of dry cargo, including 1,213,744 TEUs which constitute about 60% of import/ export of the country.

Source: kpt.gov.pk


2.11Gwadar Port

Gwadar borders on Arabian Sea and lies in the Baluchistan Province. It is about 533 km from Karachi and 120 km from the Iranian border. Gwadar Port is located at the mouth of the Persian Gulf and outside the Straits of Hormuz. It is near the key shipping routes used by the mainline vessels in the region with connections to Africa, Asia and Europe and enjoys high commercial and strategic significance.

Various professional studies manifest that Gwadar Port location is the most advantageous one as an alternative port, which could handle mother ships and large oil tankers in due course.

It will act as catalyst for large number of related projects like:-

Trans-shipment of bulk cargo Oil storage, refinery and petrochemicals Export processing and industrial zones Export of minerals/livestock Services (hotels, accommodation, tourism)

PURPOSE

The purpose of developing this port is to stimulate economic growth in the western and northern parts of Pakistan, utilizing the available coastline resources of the country and also providing an outlet for the land locked Central Asian Countries and Afghanistan through transit trade and offering transshipment facilities.

2.12GWADAR DISTRICT DEMOGRAPHY

Gwadar/Ormara/Pasni/Jiwani

Geographic Area – 12.637 sq. Coast Line – 600 km District Estimated Population 2004 – 215,000 Male / Female Ratio – 53.6 : 46.4 km. Population Density – 14.7 person per sq.km Population of Gwadar – estimated 72,000 Literacy Ratio – around 29% Land Distances From Gwadar

Quetta 970 Km Turbat 164 Km Gabd 120 Km Karachi 533 Km Ratodero 892 Km

As Gwadar port is not operational yet ,therefore it is not making any fortune for the country and the economy, but near future this will robust logistics and transport facility to the world.

Source: gwadarport.gov.pk

3.1Containerized Shipment Facility

All around the world shipping companies moved their clients cargo on world standardized containers which are as follows.

STANDARD 20 Feet/40 Feet

STANDARD CONTAINERS: Standard 20'

inside inside inside door door capacity tare maxi length width height width height weight cargo

19'4" 7'8" 7'10" 7'8" 7'6" 1,172CuFt 4,916lbs 47,900lbs5.900m 2.350m 2.393m 2.342m 2.280m 33.2CBM 2,230Kg 21,770Kg

Standard 40' inside inside inside door door

capacity tare maxi

length width height width height weight cargo


OPENTOP CONTAINERS:

Opentop 20' inside inside inside door door capacity tare maxi length width height width height weight cargo

19'4" 7'7" 7'8" 7'6" 7'2" 1,136CuFt 5,280lbs 47,620lbs

5.894m 2.311m 2.354m 2.286m 2.184m 32.23CBM 2,400Kg 21,600KgOpentop 40'

inside inside inside door door capacity

tare maxi length width height width height weight cargo


FLATRACK CONTAINERS:


Flatrack 20' inside inside inside door door capacity tare maxi length width height width height weight cargo 18'5" 7'3" 7'4" - - - 5,578lbs 47,333lbs

5.620m 2.200m 2.233m - - - 2,530Kg 21,470KgFlatrack 40'


tare maxi length width height width height weight cargo 39'7" 6'10" 6'5" - - - 12,081lbs 85,800lbs

12.080m 2.438m 2.103m - - - 5,480Kg 39,000Kg

FLATRACK COLLAPSIBLE CONTAINERS:

Flatrack Collapsible 20' inside inside inside door door capacity tare maxi length width height width height weight cargo 18'6" 7'3" 7'4" - - - 6,061lbs 61,117lbs

5.618m 2.208m 2.233m - - - 2,750Kg 17,730KgFlatrack Collapsible 40'



12.080m 2.126m 2.043m - - - 5,800Kg 39,000Kg

REEFER CONTAINERS:

Reefer 20' inside inside inside door door capacity tare maxi length width height width height weight cargo


Reefer 40' inside inside inside door door

capacity tare maxi

length width height width height weight cargo

37'8" 7'5" 7'2" 7'5" 7'0" 2,040CuFt 10,780lbs 56,276lbs

11.493m 2.270m 2.197m 2.282m 2.155m 57.8CBM 4,900Kg 25,580KgReefer High Cube 40'


tare maxi length width height width height weight cargo


HIGH CUBE CONTAINERS:

HIGH CUBE 40' inside inside inside door door capacity tare maxi length width height width height weight cargo


PLATFORM CONTAINERS:

PLATFORM 20' inside inside inside door door capacity tare maxi length width height width height weight cargo 19'11" 8'0" 7'4" - - - 6,061lbs 52,896lbs

6.058m 2.438m 2.233m - - - 2,750Kg 24,000KgPLATFORM 40'



12.180m 2.400m 1.950m - - - 5,800Kg 39,200Kg.Source:srinternational.com/standard_containers.htm


3.2Container Facility at Sea Ports In Pakistan

Unfortunately Pakistan does not have any container manufacturing facility so far we are losing huge amount of revenue by not entering this ever growing market. Pakistan has only one national flag carrier which has only ten vessels and they don’t have their container manufacturing facility ,they rent or leased the containers from the foreign shipping companies container lines.

3.3Container Number and Their Tracking

Actually every shipping company has its own facility of container manufacturing .These containers are distinguish with a unique Four Alphabet and 7 digit letter like (MSKU 1234567).

The first four letter shows the flag carrier of the ship and the 7 digits is a unique identification number .Like in the above mentioned number case MSKU shows Maersk Line container and the digits showing unique identification number .No two container in the whole world has the one common number, when containers being given numbers these system is integrated and they make sure that all the containers has a unique container number. By this number any one can track the status of his shipment through the web portal that every company provides for tracking. By entering the tracking number at web portals one can easily find the location of its container its expected time of departure from the port of destination and the expected time of arrival at the port of origin.

3.4Empty Container Yards

Karachi has five to six dry yards for empty container stuffing they are TPX yard ,Bin Qasim yard ,Hawks bay yard and few with in the remit of east and west wharves. These all yards has very insufficient space and equipment, which some times delayed the empty container pickup by the trucking companies. When the container stuff for export or de stuff for import has to be picked up or returned to these empty container yards. From there they further moved to for loading at the location of exporters. The trucking company first issued a loading program from the shipping company then take it to the empty container yard ,and after checking the paper empty container yard staff allowed them to take a empty container out .After loading from the exporting unit or factory the tracking company take the loaded container to the port for further loading on the vessel.

4.1Rail Road System In Pakistan

The total length of railway track in Pakistan is 5072 Miles(8163 Km) and the total length of roads in Pakistan is approximately 188000 kilometers. This includes 7112 kilometers of motor ways and high way roads. Karachi is linked with the upcountry with rail and road system. As these mode of transport play a major role in developing network from upcountry to the seaport. If Pakistan highway and railways authority provide smooth flow of cargos coming through truck and rail from upcountry will definitely increase the trade ,as every vessel which berth on the Karachi sea port has strict schedule of arrival and departure and if the cargo from up country dry ports does not reach on time or before the vessel cargo taking cut off time it will lie down on the port for a week for to be loaded on the next vessel. This will not only increase the lead time but also increase the cost if cargo is perishable food item it should be kept in refer container the cost has to be bear by the shipper of the goods and there is always fear of order cancellation by the buyer for non conformity of timely delivery .All this hinges can be controlled by making rail road infrastructure more efficient .

4.2Trucking Companies In Pakistan

Unfortunately Pakistan has a very old traditional goods transport trucking companies. They do not have any IT infrastructure for the cargo tracking, as compare to the other part of the world.

The cargo which are book through these transport companies from upcountry cannot be track its where about until and unless it reach its final destination .Trucking companies do not provide adequate storage facilities and the loading and offloading all are done through hooks which will tarnish the most of cargo outer packaging .These trucking companies hardly has lifter or wooden rack or Pilate services. Pakistan has very eminent part global containerized export therefore Government should provide adequate and state of the art trucking services from across Pakistan till to the sea ports.

4.3Port Development Authority In Pakistan

Pakistan Can easily increase it capacity by dredging sea ports depth which will allow large vessels to be dock along side Pakistani ports .As we can see that India has 11 major ports and 136 minor ports which serve as routing for different vessel operating shipping companies.

Pakistan ship and port development authority should be private authority which will work for the betterment of sea ports .


4.4PACCS(Pakistan Computerized Custom System

For cargo clearance Pakistan customs Authority has taken a very good step in the year 2005 towards implementing the computerized goods declaration. By this an importer or exporter can file the GD of their container before it arrives at port from the ease of his office or home. Previously all the custom work took two three days due to hassle of paper work and one has to submit the documents physically before the custom appraisal ,who after verifying the documents examine the cargo by opening its gates and on suspicious cargos dog sniffing also done this all billed to the importer or exporter.

Now after the implementation of PACCS ,all importer and exporter can registered them selves in custom where they provided a user ID and a password for login into paccs website through which they can file their cargo moving before it arrives at the port of loading ,it takes only few minutes after filing that the goods declaration appears on their system and system generated CRN(custom reference number)also called machine number issued to exporter and this number has to be shown at the gate of port by the trucker and the goods automatically appear in the system as port gate in. Now a days only few containers are checked ,if they are found suspicious and most of the cargos are allowed to be load on the vessel. Same is the case in the import container, importer file the GD through PACCS before ten days arrival of the cargo and the details automatically sent to the terminal that these vessel carrying those containers numbers which are now cleared to move out gate and as when the container arrived all the formalities of duty paying and documentation work done in advance which will save time of importer after the vessel arrived at the port discharge or destination.

4.5Inclusion of Scanner at QICT for export in USA

As explained earlier that at Qasim international container terminal ,Pakistan custom and USA custom and border authority jointly implement a large scanner system called IC3 .This is for every container exported to USA has to be gone through a huge scanner in QICT which will save the time for gate opening and also save the time at the destination i.e. in USA ,container which arrives with IC3 inspected is allowed to move from the destination port without further examination this has been done for the security reason. But this eventually benefits the genuine exporter for hassle free examination. Therefore, most of the cargo move through QICT for USA export.

4.6NVOCC In Pakistan(Non vessel Operating Common Carrier)

All those shipping companies which does not own vessel for the cargos which they book for export are called NVOCC.This shipping companies has agreement with the vessel operated shipping companies and they have arrangement in advance for space booking.NVOCC can issue their own Bill of lading to the customer .Some times they provide lesser freight to the customer then the direct vessel operating shipping could provide .as these NVOCC has contract with vessel operated shipping companies on special rates which they approved from their principal agent .Several NVOCC working in Pakistan ,like Khuene Nagel ,Dynamic Shipping ,Sea gold ,World wide logistics, Delta shipping, United Marine Agencies etc.

4.7World Shipping Companies Working in Pakistan

As Pakistan has very rich resources of cotton and it is the fifth largest producer of cotton and third largest exporter country of cotton yarn and beside this Pakistan sports goods ,surgical items handicraft and textile made ups export are ever growing industry in Pakistan .Therefore it is always lucrative for the world renowned shipping companies to have their Branch offices in Pakistan. All the major container carrier vessel shipping companies has their branches working in Karachi ,Lahore ,Faisalabad and Sialkot. Despite fewer world class facilities at Pakistani deep sea ports these shipping companies are expanding their businesses in Pakistan .Almost all world renowned shipping companies has their operational hubs in Pakistan like, Maersk Line ,Hapag Llyod ,CMA CGM ,UASC(united Arab Shipping Company),MSC(Mediterranean Shipping Company),IRSL (Iranian Shipping Line),Triton Container Line, APL (American President Line),China Shipping,Hanjin Shipping etc.

4.8Ship Chandelling Facility at Pakistani Sea Ports

Ship chandelling is a facility provided for the staff of the anchored ship at port for the foods or any thing for daily use ,like toiletries ,drinking water ,fruits ,vegetables .In Pakistani sea ports there is no much formal ship chandelling services provider are available which should be controlled by the port authorities safe supplies for the foreign staff staying with in the ship.

4.9Port Dredging and Anchorage

As sea water carries bulk of sand with it which should be dredge on time to have the maximum depth maintain all the time for container vessels. If dredging is not done on time the fear of vessel stuck always there which will disturb the traffic but also costly for the port authorities to remove the stuck ship .Anchorage facility if increase with in the existing berth will increase the flow .


5.1What actions should be taken to attract Pakistani Sea Ports as foreign Trade routing Base

Pakistan has very large coastal area but unfortunately Pakistan has only five deep water sea ports out which only the two new QICT and Gwadar has the capacity berth Large container ship. Pakistan can increase its capacity by dredging more deep so that world largest container ship can use our ports as hub for further routing towards central Asia middle east and Africa .As ,we have seen that how India has emerged by best utilizing their ports as hub ,like Mundra ,Navasheva to Name a few, like wise Oman has using its Salalah port as main hub for middle east and Asia. Due to less depth and less berthing facilities ,world largest carrier of Maersk Line ,APL ,MSC ,Hapag Lloyd and APL are not able to bring their mother vessels(large container ships) to Pakistan so when ever the goods shipped especially to USA from Karachi sea ports all are moved out on feeder vessels(small Vessels) to take the goods to the nearest larger ports like Mundra ,Nava Sheva (India) ,Salalah(Oman) or Singapore from their all cargo offloaded from the feeder vessel to the ports and then uploaded on the mother vessels for further routing to the rest of the world . Pakistan Should provided good infrastructure for the sea ports . Rail road transportation to and from port should be of world class standard which can bear the loading capacity as per container requires. Villages and illegal and recreational fishing boats should be removed around the sea port areas. Pakistani sea ports should provide IT infrastructure for proper handling of departing and arriving cargos. As like in QICT all he operational work are outsourced to third party DP world. All the other five ports should outsourced their operational work to the more effective and knowledgeable port handling world class companies. Government of Pakistan should invest in building more deep water sea ports in Karachi which has very large coastal belt ,along with this Baluchistan has very rich coastal area which can be used to make more ports in the country and which can also attract foreign investment. Frequent maintenance of Karachi old harbors like KPT ,KICT and PICT should be done on time to time bases . Ship repair and ship building facilities should facilities as we have in Karachi ship yard should be provided every sea ports we have . Stowage ,crane and lifter facilities should be increased and should be of world class standard.

References /Appendices 1.dpworldkarachi.com 2.hph.com 3.pict.com.pk 4.gwadarport.gov.pk 5.srinternational.com/standard_containers Abbreviations TEU :Twenty foot equivalent unit GD:Goods Declaration NVOCC:Non vessel operating common carrier

Pakistan Deep Sea Ports & Containerized Shipment

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