Majyd Aziz
Karachi is blessed with two major Ports, Karachi Port
and Port Qasim, that are operating at full capacity. A modern Port is designed to cater to the
demands of the economy, whether more imports are entering the country or
whether goods and commodities are destined for exports. It is imperative that a
strategic framework be in place to regularly upgrade and improve the
infrastructure, eliminate unnecessary bottlenecks, ensure productivity and
efficiency of dockworkers, stevedores, and the Port management and operational
staff, and to make the Ports user-friendly in real time.
The Karachi Port is the lifeline of Pakistan's
economy. This is the first entry for imports and this is where Pakistan's
exports are shipped around the world. It is important that all essential steps
are undertaken so that the Port users are not handicapped with exorbitant and
ad hoc dues and charges. The present Chairman of KPT, Vice Admiral (R) Shafqat
Jawed, has often stressed the need for creating an enabling environment and
introducing a corporate and efficient culture at the Port. However, decisions
must be taken to rationalize the tariff and dues structure. A review is
presented alongwith some viable suggestions.
The first issue that crops up is that the Karachi Port
tariffs for ships are very high and frequent changes are made without any
information to Port users. Due to high port tariffs and excessive light dues,
KPT earns huge surpluses and then the Trustees become generous in advancing
huge money to build flyovers, underpass in Clifton, water fountains, and
donating large amounts here and there. Port dues are Dollar-based and for
every increase in Dollar value, KPT earns a bonanza. These resources are then
used to finance projects that are not Port based. Ministry of Ports and
Shipping must issue explicit orders that Port cash surplus cannot be used for
non-KPT projects and events.
Light dues, which are based on Net Registered Tonnage (NRT) of the vessel, were Rs 0.50 per NRT, but some five years ago, these were raised to Rs 3 per NRT and again in 2012/2013 increased to Rs 7 per NRT. These excessive dues are levied to maintain the Lighthouse. An example is that a ship carrying coal with 27000 NRT is billed $1,948, adding Rs 5 per metric tonne (PMT) of cargo. However, no proper accounting of the maintenance cost is provided to users. No one is consulted and no one knows where the money is spent. This has resulted in Port dues and Light dues for the vessel propping up to $1/1.50 PMT whereas, in actuality, Port dues should be lower.
All this is eventually paid by users, while the business
community gets to know later that freight costs are increasing for their imports
and exports. They are thus paying
excessive container Terminal Handling Charges (THC) since Port dues ensue into increased
freight charges. Nobody in any trade organizations nor even the Private Sector
Trustees on the KPT Board monitor Light dues and Port dues and nor do they
attempt to get these reduced. Resultantly, these are costing Billions in supplementary
cost to trade.
In fact, Port charges should be bifurcated into local - those incurring Port costs like salaries of KPT, maintenance and repairs, etc, and foreign - where foreign exchange is involved. This would save Billions in cost of handling rapeseed, canola, wheat, coal, etc for exporters, importers, and even government.
The container terminals, PICT and KICT, have been
given carte blanche to charge
whatever they want in blatant violation of the contractual agreement. A vivid
example is at Port Qasim where FAP Terminal, that quoted Rs 390 PMT for the
first ten years in the initial Tender, is now unilaterally charging Rs 469 PMT
and upto $14 PMT. These container terminals are minting record profits and, no
wonder, foreigners grabbed the PICT shares at abnormal prices since the profits
are phenomenal. Shares of container terminals are akin to the money made by LNG
and fertilizer companies, profits at tremendous cost to businessmen and farmers.
In the same manner, shipment of edible oil and crude
oil is subject to higher than market rates because PNSC has been given the
mandate of higher rates thus adding millions to the prices that the nation pays
out for crude oil and petroleum. Private tanker owners worldwide are offering
cheaper transportation freight rates on long-term based index but due to PNSC,
oil cost rises. The modus operandi adopted
by PNSC is that it is given first refusal rights on the Tender for
transportation. Instead of operating its own vessels, PNSC charters vessels
from the open market at lower rates and skims the differential as its profit.
Moreover, the PNSC dry bulk fleet was procured at higher rates and the
operating losses of dry bulk carriers are enormous but these are camouflaged in
the huge profits made from tankers.
KPT resources must be invested to upgrade the berths, introduce modern equipment, plant mangroves, clean up the polluted water and Port area, and building high ceiling edifice at Groyne Yard so that environmental issues emanating from coal stored at the Groyne Yard are seriously addressed and eliminated. It is reiterated that a total ban be placed on utilizing KPT money for fountains, underpasses and flyovers in Karachi.
Another area where costs are negatively affected and
is a very serious concern is the stranglehold that the truckers have on
movement of goods from the Port. They do not accept or agree to long-term
commitments and hence arbitrarily jack up the per ton rates at will. They often
resort to strikes with the result that Port users suffer huge demurrage
charges, stoppage of export shipments, shortage of essential items and
commodities, and negative image of the Port and country. Nowhere in the world,
except Pakistan, is essential cargo blocked or movement hampered. The
government must monitor this situation regularly and take immediate steps to
control this menace.
KPT can reduce and control its maintenance expenses if
there is strict monitoring and accountability on the utilization of tugs, pilot
boats, dredgers, and other equipment. Furthermore, a functional and pragmatic
system must be in force to monitor lethargic and bureaucratic attitude of many
personnel, especially officers, who are always in one meeting or the other.
This slows down Port work and creates avenues of corruption and other ills of
society. Thus, it is crucial that the majority of the Board of Trustees should
be nominated by Port users rather than asking for nominations from trade
associations or appointing irrelevant persons, whether on political basis or
due to their high profile. KPT is the pride of Pakistan and it will always have
the critical mass, even after Gwadar, Port Qasim and the futuristic Keti
Bunder.