Ports and shipping experts have called for improving the security and safety ecosystem at ports, while expressing grave concerns over it and urging the authorities concerned to ensure four facets — maritime safety, marine environmental protection, maritime law enforcement, and national defence — forthwith.
Pakistan International Bulk Terminal Limited (PIBTL), located at the Port Qasim Authority (PQA), suffered a sudden fire due to the discharging of highly combustible Tanzanian-origin coal recently, prompting the terminal to serve letters of protest to clients for bringing such combustible cargo. The fire was quickly brought under control, nobody was injured, and repairs or replacement work has been initiated without delay.
The experts said foreign exchange drains out of Pakistan in the shape of millions of dollars in terms of demurrage.
"If the problem exists for three weeks, at least $5 million will be paid by ships in terms of demurrage," Seatrade Group of Companies Chairman Muhammad Najib Balagamwala, who is also an expert in ports and shipping, said.
Ports and shipping expert Majyd Aziz said, "I am not comfortable with the security ecosystem at Karachi Port Trust (KPT). For example, there is limited security around the oil tankers. As it is, these are not directly inside the port area, but any accident there could have grave repercussions for the port. Moreover, there is a huge movement of people and vehicles outside the port areas. There is neither traffic control nor human movement control. A flawless system must be developed immediately."
He said, moreover, the management and dock workers need to be trained in the fundamentals of occupational safety and health because these dock workers have a lackadaisical attitude toward their own health and safety. There is an imperative need to enhance the number of fire-fighting equipment along with experienced firefighters.
He said the primary reason why there was a fire at PIBTL has to do with the imports of lower-quality soybean from African countries. Since the ministry concerned had placed an embargo on GMO-based soybean from the US and Brazil, small-time importers started importing non-GMO-based soybean from a number of African countries. There is no inspection of this cargo to ascertain whether it contains combustible elements, the main reason being that no such checking takes place in the exporting country. What all this boils down to is the fact that doable Standard Operating Procedures (SOPs) must be designed for many different commodities, including chemicals, so that these mishaps do not rise.
There are four prominent concerns at any port. These are maritime safety, marine environmental protection, maritime law enforcement, and national defence. All four are essential in ensuring the safety of the ports. A safety council must be set up consisting of representatives for all those involved in these four, plus representatives from the board of trustees, dock workers, as well as experts, and they should meet regularly to discuss and propose new initiatives.
After over seven decades, the ports in the country have not reached global-level standards, and therefore lost time can be mostly covered if a concerted effort is made to enhance the ecosystem at the ports. The ports should be in operation 24/7 for receiving and delivery of cargo. A dedicated expressway needs to be built on an urgent basis to reduce truck congestion on the roads of Karachi.
Every day, vessels with cargo enter ports and clear Customs, involving numerous stakeholders across several jurisdictions. This scenario creates huge opportunities for malpractices, such as illicit payments, one of the biggest problems faced by shipping companies.
However, there should also be a policy laid-down to develop smaller ports, such as the expansion and modernisation of the Jiwani Port in Balochistan. Foreign ships often come to Karachi on goodwill visits, and they usually occupy berths 1 and 2. As a result of this, many ships are kept waiting. It is sincerely advised that these ships should be berthed at Ormara in Balochistan, and berths at KPT should be used only for what these are designated for.
Pakistan should make a paradigm shift and announce a policy to designate the Jiwani Port as a private-sector-owned and operated entity or under a private-public partnership. A mini-Gwadar could be replicated that would include a special economic zone, warehouses, residential and commercial complexes, social infrastructure, and provision of captive power, gas, and water plants.
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