Karachi, Pakistan, 11/06/2021 / Karachi News Desk /
In a recent research, the World Bank investigated the cost, procedure, and impact of relocating Karachi Port.
In the report, the global lender evaluated potential methods of bridging the demand-supply gap, including increased capacity and access to Karachi Port and Port Qasim.
The research, Karachi Ports Supply and Demand Assessment, looked at three options for a national port strategy: developing both Karachi and Qasim ports at the same time, focusing on one at a time, or developing a third new port sometime in the mid-2030s, when Port Qasim would be at capacity.
The expenses of alternative development are discounted when both Karachi and Port Qasim are developed concurrently. Developing either port one at a time might offer navigation, dock, and land access capability at a somewhat significant cost. The construction of an elevated road between Karachi and Port Qasim will not alleviate the channel depth problem at Port Qasim.
According to the assessment, the Karachi Port’s performance and potential can be increased if an elevated expressway project serves South Asia Pakistan Terminals (SAPT), oil installations, East and West Wharves, relieving traffic at Keamari and Dock Yard Road; renovate rail lines at SAPT and dispatch regular trains every day; and develop the Pipri rail corridor.
The second alternative, constructing PQA solely, with enhanced marine access via two channels, would cost $550 million, but this measure alone would not alleviate Karachi’s traffic problems, according to the evaluation.
The third alternative, concurrent development at both KP and PQ for a total cost of $850 million, would effectively address the major impediments. A third new port was the fourth possibility. Somiani, 85 kilometres north of Karachi, and Keti Bunder, 150 kilometres south of Karachi, have already been studied as potential locations.
Neither has rail connection, and both necessitate extensive, high-maintenance access roads that would not alleviate Karachi’s traffic congestion. As a result, previous feasibility studies concluded that no location within 150 kilometres of Karachi met the criteria for a deep-water port.
Gwadar is another alternative. However, in the 15 years since its inception, Gwadar has failed to lure traffic from Karachi Port or Port Qasim. Gwadar is leased to China for a period of 43 years, until 2059. COSCO is the only container service operating in Gwadar, with minimal cargo.
However, it will remain undeveloped until its road and rail connections to centres of economic activity are completely operationalized and it is opened to competing container firms. Given this context, the proposed combined two $850 million improvements in Karachi’s current ports should be able to manage the expected traffic until 2040.
The study finds that no site for a third port is now accessible, but it is suggested that the search for a site continues in case it is needed in the long run.
Source: Submit123News
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