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    1. #1
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      Is the Gwadar port being utilized the way it was intended? While in construction, I heard great things like 'economic hub' or 'strategic asset' in regards to the project but it doesn't seem like anything has become of it.

      Also, is there a rivalry between the higher ups of Karachi port vs. Gwadar port?

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      Only time will tell what is going to happened to Gwadar.
      “Democracy will have no meaning, so-called independent judiciary will be only moonshine without the abolition of feudal system, hence, it was imperative to abolish the feudal system which has ruined this country and country men”

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      ^ There is no rivalry because it comes under the minister for shipping, which in the past was that Babur Ghauri of the MQM. Gwadar failed to properly get the only shipment because of some depth/design related problems, and is a heavily mismanaged project. I am sure now everyone will blame the present Govt of 8-9 months for all its miseries, but keep in mind that Gwadar was supposed to be inaugurated in 2006, and that never happened, and I dont see it happening in the future either. What is sad is that alot of money went into this project, including foriegn investment, and nothing productive came out of it, nor will it come out in the future.

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      ^ you need to get over with this mqm phobia. Yeah, they are far from perfect, but focusing your entire life highlighting that, is crazy. Its worst than Austin Powers, who can't stop saying Moley, moley, moley, moley, moley when he sees a mole. Its like that MASTER OF THE HOUSE Line from Les Miserables song stuck in George Costanza's head. Relax dude, you are taking it too serious.

    5. #5
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      Quote Originally Posted by Robert View Post
      ^ you need to get over with this mqm phobia. Yeah, they are far from perfect, but focusing your entire life highlighting that, is crazy. Its worst than Austin Powers, who can't stop saying Moley, moley, moley, moley, moley when he sees a mole. Its like that MASTER OF THE HOUSE Line from Les Miserables song stuck in George Costanza's head. Relax dude, you are taking it too serious.
      not till its declared a terrorist organization worldwide.

    6. #6
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      Quote Originally Posted by JimmyKimble View Post
      not till its declared a terrorist organization worldwide.
      you will have to work really really hard.

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      Gawdar port is one of the few deep-sea ports of the world. The work on the port was inaugurated by President Musharraf on 22 March 2002 and President Musharraf inaugurated working port on 22 March 2007. Gawdar Port was one of many mega projects started by President Musharraf in Balochistan, some others being ... Mirani Dam, revival of Saindak Project, Coastal Highway, etc.

      Today, Gwadar port is already handling cargos since March 2008. Gawdar port can handle some big ships that Karachi port could not even handle. For instance a ship carrying 60000 tons of wheat docked at Gawdar port in June 2008 was a historical moment for Pakistan. Ports in Karachi (Port Qasim or Port Karachi) could not handle such large ships. Anyhow, there was expansion going on at Gwadar and I believe that work has stopped. Further, there is also need for road and rail network from Gwadar onward that is not at place. Here is the news when the port was launched in March 2007:

      BBC NEWS | South Asia | Pakistan launches strategic port

      Pakistan launches strategic port
      Tuesday, 20 March 2007, 17:14 GMT

      Pakistan's President Pervez Musharraf has inaugurated a controversial deep sea port in the southern province of Balochistan on Tuesday.


      Gwadar port is on the Arabian Sea at the mouth of the Gulf through which 30% of the world's daily oil supply passes.

      Officials say the port will benefit Balochistan. That is disputed by Baloch militants fighting the government.
      The current estimated cost of the port project is nearly $1bn. Much of the funding has come from China.


      'Chinese friends'
      While inaugurating the port, President Musharraf described the occasion as "a historic moment" for Pakistan.

      A high-level Chinese delegation, led by Minister for Communications Li Shenglin, was in attendance.
      Gen Musharraf also announced that a modern airport would be built near the port with Chinese assistance.


      "The same Chinese friends will build an airport here for us, where the best aircraft will come," Musharraf said according to AFP news agency.

      Gwadar is expected to provide strategic storage and transport facilities, as well as road and rail links to China.

      The port is seen by observers as China's first foothold in the Middle East. But the project, launched in 2002, has attracted a lot of controversy and opposition from national and international quarters.

      ... ... ...


      Port in operation since March 2008:
      Link: Gwadar Port finally makes history

      Gwadar Port finally makes history
      Date: Thu, 5 Jun 2008
      Ismat Sabir

      At last the first ship carrying 60,000 tonnes of wheat docked, unloaded and safely sailed out from the Gwadar Port. The local company chartered a Panamax class vessel for importing wheat from Canada. The port authorities have faced a few difficulties during unloading, but it is hoped that the next ship will be handled with more care and safety, as per international standards. MV Hyderabad had been engaged for lighterage and around 9,000 tonnes of wheat was unloaded before the Post Glory was allowed to berth at Gwadar Port.

      Thus, Gwadar Port finally made history by beginning its cargo handling from March 15, 2008. It was also an important event in the sense that it was the biggest ship that had ever docked at a Pakistani port. The arrival of the ship has boosted business and trade activities at all levels. It was marvellous to see that hotels and motels were full of visitors. There were even rumours that there was a shortage of flour in certain hotels. Dozens of truck drivers were sleeping on their trucks, waiting for loading wheat to be taken to up country.

      Gwadar Port has depth of 14.5 metres and approach channel of five kilometres. Three multi-purpose berths of 210 metres in width have been built. The port can handle bulk carriers of up to 50,000 DWT through its three berths. The port is ready to handle fertilizer and rice shipments for export, as proper bagging infrastructure is available at the proximity of the port. It is going to emerge as world’s next biggest skyline. In view of its bright future, Gwadar has attracted the business community not only from Pakistan but also abroad.

      Gwadar seaport development programme was approved and it was decided to commence negotiations with Chinese counterparts to the Gwadar seaport development to attract investment in this area. It was already decided that financial incentives equal or better than Chinese SEZs would be provided to the investors in the area.

      The government has already declared Gwadar Port as petrochemical and POL storage field for what it has sought $ 12.5 billion investment from China. The port project aims to have facilities that could help to develop Gwadar as an industrial city that has privately owned warehouses and cold storage, private cargo handling equipment, truck yards and corporate infrastructure such as offices along the same lines as Jebel Ali, Hong Kong, Malaysia and Singapore.

      Under an agreement the Port of Singapore Authority International (PSAI) is responsible for operations of the Gwadar Port. PSAI has asked the government of Pakistan to allow tax holiday for 25 years, exemption of the lenders from income tax on interest and stamp duties in respect of financing agreement and exemption of the operating companies from sales tax.

      Gwadar has potential to be more beneficial port than Karachi or Port Qasim, because of its geographical and strategic location at the mouth of Strait of Hormuz, and as a deep water open sea port. This advantage is not available by Dubai, Khark Island or Kish, in the Gulf. However, there may be competition with Chahbahar Port in Iran, but political and economic constraints of Iran made Gwadar more advantageous. Gwadar may be a gateway to the landlocked states in Central Asia, Gulf, Afghanistan and China.

      The emerging new oil and gas centres around the Caspian seek outlets for their products and Gwadar offers a two-way outlet to markets east and west, north and south, unhampered by the conflicts in the region.

      Dubai has advantages of free port that can be overcome by declaring Gwadar also a free port at least for 10 years to attract local and foreign investment. In order to attract major shipping lines of the world, port tariffs should be made attractive for the initial period of two years. Although Dubai is far more developed as it is a real cosmopolitan city and international trade centre, but Gwadar is a much cheaper and a better place for cost of doing business. Moreover, the backing it receives from China and the advantage of direct access to and from Central Asian States and through them by overland routes to Russia and Europe on the one hand and Korea and Japan on the other, which provides Pakistan a unique opportunity to cash in on its fortunate location. In years to come, particularly when Balochistan would be fully developed and its natural resources exploited to the optimum, the good chances are not too distant to be reaped.

      Gwadar lies on main shipping lanes. While ports of the Gulf are located on western side of Gwadar. Sri Lanka and Indian ports are on its eastern side. Gwadar is strategically located outside the sensitive area of Strait of Hurmuz, a major conduit for global oil supplies in the region. Gwadar can be developed into a multipurpose and mother port of the region which can accommodate motherships of Post Panamax category and need a draft of 18 metres and above. The dredging was carried out to deepen the approach channel to 14.5 metres and third dredger was also inducted to expedite the process. The deepening of approach channel was to be carried out under phase-II but it was also included in phase-I to keep the status of the Gwadar Port.

      The federal government has planned that the existing fish harbour at Gwadar would be used as mini-port for cargo handling purpose annexed with the Gwadar deep seaport and to replace the existing fish harbour. The government aims to construct a fish landing jetty and allied harbour facilities at Pishukan, Gwadar. The project will cost Rs 629 million and the provincial and the federal governments will share the cost on a 20:80 basis. At present, there is no fish landing jetty or allied structures in these villages for necessary all-weather fish catching.

      The project will be implemented in two phases. Phase-I comprises fish jetty, road works, auction hall, break water and groined wall to be completed within two years. Whereas, the second phase will be completed in 36 months through private sector under BOT (build operate transfer) and BOO (build-operate-own) basis consisting of construction of additional jetty, break water, reclamation works, for fishing facility, repair yard, cold storage, ice plant and packing and processing plant.

      After construction of the fish-landing jetty, the fish catch at Pishukan will increases from 9,310 metric tonnes in 2007 to 12,040 metric tonnes by 2015. The Pishukan share in fish catch will increase to 15,560 metric tonnes per year by 2020 and will touch the figure of 20,310 metric tonnes by 2025.

      Site for China-Saudi oil refinery in the proposed Oil City at Gwadar is being identified by the government of Balochistan. Incentives for setting-up of Special Economic Zones (SEZs), Gwadar seaport development programme for expansion of bilateral trade and strengthening of investment relations are also under way. However, the development of Gwadar Port depends on adequate and modern infrastructure in this hinterland. The authorities should give immediate attention to this aspect. The big constraint is financing the project of infrastructures, but the future revenue generation potential of the new port will soon recoup the initial investment.

      The port will provide employment opportunities and social uplift which will solve the age old problems faced by Balochistan. It will fillip the industries, mining, agriculture, horticulture, animal husbandry, trade and commerce in Balochistan. The cumulative effects of all the above and other factors would be innumerable and unimaginable for Pakistan. The public and private sector must speed up their developmental work so as to accommodate the human influx and other related issues. Government should provide some concessions on custom duties, etc to importers and exporters in order to operationalise the Gwadar Port. The concessional flat rate being offered by Dubai port should be followed and it should be made model to study for its efficacy.

      The Ministry of petroleum should make special provisions for the supply of bunker fuel at duty-free price or special incentives should be given to private investors. The East Coast Expressway should be built on priority basis so that transportation to and from the harbour should not be hindered, since the present route passes through the town and is likely to bring chaos, as the port has become operational. Construction of Gwadar-Ratodero and Gwadar-Khuzdar roads needs to be expedited to make the route shorter from Gwadar, which will reduce cost of transportation and time saving.

      The writer is a senior journalist and researcher
      Last edited by Sa1eem; Nov 18th, 2008 at 12:14 PM.

    8. #8
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      Quote Originally Posted by Robert View Post
      ^ you need to get over with this mqm phobia. Yeah, they are far from perfect, but focusing your entire life highlighting that, is crazy. Its worst than Austin Powers, who can't stop saying Moley, moley, moley, moley, moley when he sees a mole. Its like that MASTER OF THE HOUSE Line from Les Miserables song stuck in George Costanza's head. Relax dude, you are taking it too serious.
      Do you know who the minister for the development of Gwadar was? Do you know how many times he has claimed Gwadar will be operational soon? Do you know what happened when the first shipment arrived at Gwadar, and an international embarrassment scene was created where the ship had to be docked away from the port. Read the article below and see for yourself, and before you blame the author of being a PML[N] guy, read the footnote at the bottom about who he is, and what he has been doing for a living.

      Gwadar, a milestone of blunders

      Gwadar port: ‘history-making milestones’ -DAWN - Business; April 14, 2008
      Gwadar Port finally making history by beginning its cargo handling from March 15, 2008,” says a newspaper report.

      And the port is certainly making history. This is perhaps the first port in the annals of the history of port development which could not receive the first commercial ship specifically chartered to use the port on its inauguration. Somebody just forgot to check the draft of the ship against the depth available at the port. The ship had to be partially unloaded at the anchorage to MV Hyderabad, engaged from PNSC, before the ship was able to enter the port.

      According to Singapore’s Business Times of March 27, David Yang of PSA, (the operator of the port), declared the arrival of this ship, Pos Glory, as “a significant milestone in the port’s successful start-up.” The operator had been handed over the $298 million port on January 23, 2007. It handled one commercial ship in 14 months of its operation: a real milestone indeed.

      This is not the first time Gwadar has made history and/or has established milestones.

      Pakistan’s dream of having a deep water port at Gwadar is nearly as old as its existence. It started with the recommendation of Worth Condrick who was deputed by the US for survey of the Balochistan coast in 1954.

      Realising importance of Gwadar, Pakistan paid £3 million (some say half that sum) in September 1958 to buy back the enclave from the Sultanate of Oman ending over 200 years of Omani control. Since then the history of the decision making process for its development has been that of studying, planning, shelving, restudying, re-planning and waiting and hoping for some outside aid agency to finance the project.

      This process has taken half a century before the dream has finally become a reality, though, not fully yet to achieve the avowed objectives. Leaving aside the distant past, even the last two decades are full of events in the life story of Gwadar that make interesting history.

      * 1988-1992: A mini-port was built at a cost Rs1,623 million including the foreign exchange component of Belgian franks of 1,427 million, equivalent to Rs749 million, arranged by the contractor. No ship worth the name ever called at the port.

      * 1992: Karachi Port Trust initiated the project for development of a deep water port at Gwadar at a cost of $200 million with KPT funding 60 per cent of the cost. The rest of the money was to have been raised externally. The port was to be constructed within two years.

      * 1993: Gifford & Partners & Technecon of Southampton, UK, in association with Techno-Consult carried out a study to develop the port.

      * 1993-1994: The transport plan of the 8th Five Year Plan of Pakistan included the development of the port as an essential element of its aims and objectives.

      * 1994 (November): A policy package for development of the port was floated to attract private/foreign investors on a BOT basis. This had a poor response.

      * 1995: The federal government approved the construction of the port in December 1995 but the project could not get started because of shortage of funds.

      * 1997: The government of Prime Minister Nawaz Sharif appointed a task force with Captain Haleem Siddiqui as chairman to address ports and shipping issues. The task force identified Gwadar as one of the focus area of development. However, the project remained a non-starter due to the post-Chagai economic sanctions.

      * May 1999: China offered to jumpstart construction of the port by offering financial and technical assistance. This, however, could not materialise because of some unknown reasons.

      * May 2001: President General Pervez Musharraf personally took up the matter with Chinese PM Zhu Rongji during his visit to Beijing. The latter agreed to help Pakistan in implementing the project.

      * October 2001: Chinese engineers prepared master plan for the port. The groundbreaking ceremony of the construction work was to take place by the end of 2001. It was delayed because of US led air strikes on Afghanistan in retaliation of the September 11 attack in the US. Speculation was, however, rife that the Chinese pulled out of the project because of the expected use of the area around Gwadar by the US as a logistics corridor into Afghanistan.

      * March 11, 2002: A delegation led by Communications Secretary Iftikhar Rashid arrived in Beijing to sign the agreement to re-start the work.

      Finally on March 22, 2002, the groundbreaking ceremony of the project was performed by the President of Pakistan, General Pervez Musharraf, and PRC Vice-Premier Wu Bang Guo. The port was to be completed by March 2005.

      The Gwadar story then became the perfect classical example of a myriad of events developing into the following well-known four stages of a mismanaged project: (a) euphuism of start-up, (b) realisation of ground realities, (c) identification of scapegoats and, (d) correction of the course.

      Start-up: The government started the drum beat by spreading the news that with the day and night efforts of the Chinese, the project would go into operation much earlier than expected. Finance Minister Shaukat Aziz said in May 2003 that the work at the port was proceeding ahead of schedule of March 2005.

      In a briefing to newsmen on June 6, 2004, Gwadar Development Authority, Director General Mir Ahmad Baksh Lehri advanced the date of completing the project to January, 2005.

      The concerned officials were even more hopeful during a meeting on August 20, 2004 that was attended by Prime Minister Chaudhry Shujaat Husain, Finance Minister Shaukat Aziz and the seven-member Chinese delegation led by Charge d’Affairs Song Deheng: “The first phase of the port would become functional by December 25, 2004.”

      The euphuism of the project then slowly started disappearing. Numbers of press reports on the progress of the project started diminishing. Authorities started realising that there were many a slip between the cup and the lip.

      Ground realities: As the date for the hopeful completion of the project (December 2004) was nearing, officials dropped the hint for the first time on September 15, 2004, that all was not going on well with the project. It started having shares of big and problems. The wishes began to be translated into realities. Most probably authorities forgot that for the port to be functional, it required suitable equipment for handling cargo; and boats and tugs for handling ships. It also required deepening of the navigation channel to a more suitable depth for respectable size of ships to enter the port.

      Officials were then instructed by higher authorities to procure equipment and boats required for the port “from the Chinese without any further delay”. The deepening of the port’s navigation channel to 14.7 million was also instructed to be carried out. A specialist firm or a person was considered necessary for smooth execution and port operation. The cost was revised to $298 million from the original cost of $248 million. The project completion date was revised to September 2005.

      The surprising thing, however, was that even the Chinese Assistant Minister of Commerce Chen Jian did not know of this position. Talking to the then Ports and Shipping Federal Minister Babar Khan Ghauri on October 21, 2004, he assured the Pakistan authorities that the Port would be ready for operation by December 18, 2004. There were, however, definite indications by now that the project would not be completed before December 2005, nine months behind the schedule and 12 months behind the hopeful schedule.

      Scapegoats: Apparently the news of delays trickled down to the prime minister and the president. A policy board was formed to ensure development of the Port and the City as an integrated industrial and commercial hub. The president agreed to be the patron-in-chief of the proposed board with the Prime Minister as its head, assisted by a powerful coordination and implementation committee.

      Rear Admiral (Retd) Sarfaraz Khan (TIM), Chairman of the Port Authority silently left from the scene and without much fun fare Mr Akbar Ali Pasani, a local Gwadarite was appointed in his place. However, it was not until April 28, 2006 that the real culprit responsible for the delay was declared. Speaking as chief guest at a meeting of Gwadar Builders Association in Taxila, Federal Minister for Labour, Manpower and Overseas Pakistanis said that, “Gwadar project could not be completed due to sabotage and terrorist acts.

      Another explanation given earlier by a minister, who did not want to be identified, for the delay in the Port’s inauguration in March 2005 was “due to recent floods and rains that damaged some parts of the coastal highway linking Karachi with Gwadar”.

      Correction: Naturally, the correction process started in earnest though at a crawling pace. China provided additional funds for immediate dredging of the channel and purchase of additional cargo handling equipment and floating craft.

      Apparently, President General Pervez Musharraf was very upset over the slow progress. Chairing a high level meeting called to review progress on Gwadar development project at Army House in Rawalpindi on June 10, 2005, the president directed the concerned authorities to simultaneous complete the port and all related infrastructure facilities before June 2006.

      Confirming the above new completion schedule date, the then Minister Ports and Shipping Babar Ghouri told the Senate on June 17, 2005 that the development work of the Gwadar port project would be completed by June 2006 and the inauguration would be held in a befitting manner after its completion.

      It was also realised that the most important thing for operation of the port when completed will be the appointment of a suitable port operator. The GPA in an advertisement published in the print media on June 12/13, 2005 invited EoI and RFPs.

      The appointment of the required port operator made yet another history on its own. It took more than one and a half year for this process to be completed. This happened only after a new tender committee was appointed. Thanks to this committee and its head, Farooq Rahmatullah that within a week of the submission of the bids on December 4, 2006, the winning bidder was declared on December 10, 2006. Following the recommendation of the tender committee, Prime Minister Shaukat Aziz finally approved, on January 23, 2007, the appointment of PSA for operation of the port.

      Conclusion: To sum up, the port with its 36 month construction schedule beginning March 22, 2002, has taken the first commercial ship after 72 months, even that after partially unloading at the anchorage: A ‘history making’ event indeed and a ‘significant milestone,’ as the PSA declares.

      Leaving aside the loss of revenues of $300 million investment due to delay of some three years in the operation of the port, the question now is: who will pay for the demurrage charges of the ship waiting at the anchorage, charter cost of second vessel MV Hyderabad and cost of partial unloading of cargo at the anchorage from one ship to another? The simple answer most probably will be: who else but the poor tax payer!

      However, it is no use crying over spilt milk. Under the present system of multi-level control of such projects in which every one worth position in the government has a finger in the pie, you cannot make any one individual or, even any one organisation accountable for such errors and omissions. In this system, you give power of decision-making to some authority by one hand and take it back by the other to be exercised by so many. This is then what happens: when every thing goes smoothly, every one takes the credit; but when things go sour, you cannot find any one responsible.

      Nevertheless, it is not too late to learn from the past mistakes. Let us wish the port management under the new leadership of Rear Admiral M Ehsan Saeed Godspeed in making up the deficiencies faced by the port to achieve the avowed objectives. Hopefully, the fate of the second phase of the port is not hanging in the air for long lest it keeps up with its name Gwadar which in the local language means “The Gate of Air”.

      The author is a retired port, harbour and shipping consultant in Canada (Email: zrizvi@sympatico.ca)
      Last edited by Spock; Nov 18th, 2008 at 12:20 PM.

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      Quote Originally Posted by Sa1eem View Post
      Gawdar port is one of the few deep-sea ports of the world. The work on the port was inaugurated by President Musharraf on 22 March 2002 and President Musharraf inaugurated working port on 22 March 2007. Gawdar Port was one of many mega projects started by President Musharraf in Balochistan, some others being ... Mirani Dam, revival of Saindak Project, Coastal Highway, etc.

      contrary to your claim the fact of the matter is that the project was conceived in year 1993 and during era of Muhammad Nawaz Sharif practical steps to begin the project were taken. In July 1997 the PML (N) government Okayed the project.

      The Planning Commission approved PC-I of the project in July 17, 1998 and the National Committee of the National Economic Council approved the project on May 14, 1999. This project was included in the budget 1999-2000. A huge grant was allocated for the project.

      In August 1999 the then communications minister Raja Nadir Pervez went to China and held negotiations with the Chinese leadership in connection with the project

      In consequence of these negotiations, the Harbour Engineering Corporation of China signed an MOU with the Government of Pakistan on September16, 1999 for the first phase of the project.

      Had sanctions not been imposed on Pakistan and General Musharraf not revolted against the democratically elected government of Muhammad Nawz Sharif, work on Gawadar Port Project would have started in 1999.
      Last edited by Truth_Surfer; Nov 18th, 2008 at 12:32 PM.

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      Quote Originally Posted by Truth_Surfer View Post
      contrary to your claim the fact of the matter is that the project was conceived in year 1993 and during era of Muhammad Nawaz Sharif practical steps to begin the project were taken. In July 1997 the PML (N) government Okayed the project.

      The Planning Commission approved PC-I of the project in July 17, 1998 and the National Committee of the National Economic Council approved the project on May 14, 1999. This project was included in the budget 1999-2000. A huge grant was allocated for the project.

      In August 1999 the then communications minister Raja Nadir Pervez went to China and held negotiations with the Chinese leadership in connection with the project

      In consequence of these negotiations, the Harbour Engineering Corporation of China signed an MOU with the Government of Pakistan on September16, 1999 for the first phase of the project.

      Had sanctions not been imposed on Pakistan and General Musharraf not revolted against the democratically elected government of Muhammad Nawz Sharif, work on Gawadar Port Project would have started in 1999.
      Yar, I did not claim anything. I gave reference of BBC, plus if you want to, I can give many other references. .

      As for turning Gwadar into port, the idea is very old. It started the time Pakistan bought Gwadar from Oman. But idea stayed an idea, and no one used the idea to steal from Pakistani treasury. Anyhow, Nawaz choor did nothing but started stealing Pakistani treasury in the name of the Gawdar.

      I am surprised that you mentioned the name of this thug who is parlay darjay ka characterless khabees. Yea Ganja na sirf sufid jhoot botla hay balkay bohut bara choor aur dhokay baaz bhie hay. Only planning he ever did in his life was how to lie and steal. As childhood he learned stealing from his dad for Itefaq foundry, and later when Zia-ul-Haq adopted him as son and pulled him into government, his job changed from petty crimes to looting the treasury of Pakistan.

      Anyhow, though Musharraf got the work started in 2002 and saw the project get completed in 2007, if any other group can claim some bit of credit than it would not be NS but Benazir, as BeNazir became Prime Minister in December 1988 to 1991 ... and according to the reference Spock gave, even though that reference also claims that Musharraf started the project in March 2002 and port started handling cargo in March 2008, it also claims that:

      http://www.dawn.com/2008/04/14/ebr7.htm

      Project started March 2002, first cargo handling happened in March 2008.
      Conclusion: To sum up, the port with its 36 month construction schedule beginning March 22, 2002, has taken the first commercial ship after 72 months, even that after partially unloading at the anchorage: A ‘history making’ event indeed and a ‘significant milestone,’ as the PSA declares.
      But ... here is something for Jiyalas to shout about (though work was started before BB came to power in Dec 1988) ... that is different matter that instead of port getting built, most money spent was actually on paper, else it was stolen by both BB during earlier period and NS during later period.
      * 1988-1992: A mini-port was built at a cost Rs1,623 million including the foreign exchange component of Belgian franks of 1,427 million, equivalent to Rs749 million, arranged by the contractor. No ship worth the name ever called at the port.
      Last edited by Sa1eem; Nov 18th, 2008 at 01:42 PM.

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      Quote Originally Posted by Truth_Surfer View Post
      contrary to your claim the fact of the matter is that the project was conceived in year 1993 and during era of Muhammad Nawaz Sharif practical steps to begin the project were taken. In July 1997 the PML (N) government Okayed the project.
      no practical steps were taken. It was just the technical/financial feasibility study that took 4 years, before it was Okayed. so who started the actual work?

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      Quote Originally Posted by Robert View Post
      no practical steps were taken. It was just the technical/financial feasibility study that took 4 years, before it was Okayed. so who started the actual work?
      Yar, paper and technical work was happening on Gawdar port since long time, possibly from time Gwadar was bought by Pakistan from Oman, but only thing both thugs NS and BB did was to use the name 'paper and technical work on Gwadar port' to embezzle money from Pakistan treasury.

      As for Nawaz Shareef, he is maha jhoota and claims everything as his to make innocent Pakistanis fool. I would not be surprised if one day he would start claiming that Anarkali, Shalimar bagh, Baddahi Masjid, GT road, Mangla Dam, Tarbela Dam, etc were all built by him, then Ganjalas would start telling others that they were all built by Nawaz Shareef.
      Last edited by Sa1eem; Nov 18th, 2008 at 01:38 PM.

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      Quote Originally Posted by Robert View Post
      no practical steps were taken. It was just the technical/financial feasibility study that took 4 years, before it was Okayed. so who started the actual work?
      So why is it that its almost 2009 now and the project is still incomplete, and the present Government said it will be completed in 2011? Also, did you read the article I posted?

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      Quote Originally Posted by Spock View Post
      So why is it that its almost 2009 now and the project is still incomplete, and the present Government said it will be completed in 2011? Also, did you read the article I posted?
      Spock is correct. As per the referenced article, Gawader project was mismanaged. There is no doubt in it.

      However before we try to lynch one person or a group for the failures, we must understand a few things.

      1. Gawader is a mega project, and it will have many issues as it starts and grows.
      2. Large ports need lots of labor. And the labor will come from Punjab, Frontier, and Sindh Urban. There are no such facilities to house large numbers of workers.
      3. Government should only be a "watchdog" and not the "executer" of this project.
      4. Pakistani business groups from Sialkot (sponsors of first privately built international airport) should be asked to run the Gawadar project.
      5. Pakistan should ask for forgiveness from South Koreans and invite them back.
      6. South Koreans are the best and the cheapest builders of shipping industry. They and not China should have been asked to help us.
      7. Balochis companies must be brought in. And tax revenues be guaranteed for Balochistan.
      8. We need direct motorways out of Gawadar all the way to Punjab and Frontier. Without them, the port will just sit around. Coastal highway is not enough.

      And the last but not least, we should quit begging for $1 billion from China. Our Sialkot and Wazirabad guys have many times more money than that. They have proven it by building their own airport, and cleaning up their city.

      The only thing we need to do is guarantee the safety and security of private sector finances and you will see this port to start working in few years.

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      Am I the only one who has been to Gwadar? I was there when the first ship arrived back in March. Who cares if there was storage problems?

      Everything has problems! Why do we have to moan and groan. The project is surely but very slowly taking off.

      Good to see that it has handled stuff after March.

      Lets not get into the blame game. Ttrue the port did not exactly take off as quickly under musharaf as he kept bragging BUt the new government has promised change but none of it for any better.

      BE POSITIVE.

      Its like some of you WANT gwadar to fail so you could prove that mushy was a failure. Gwadar will be a serious blow to the pride of pakistan if it fails.

      If only some of you could ever dream of visiting there!

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      Quote Originally Posted by thejoke View Post
      Am I the only one who has been to Gwadar? I was there when the first ship arrived back in March. Who cares if there was storage problems?

      Everything has problems! Why do we have to moan and groan. The project is surely but very slowly taking off.

      Good to see that it has handled stuff after March.

      Lets not get into the blame game. Ttrue the port did not exactly take off as quickly under musharaf as he kept bragging BUt the new government has promised change but none of it for any better.

      BE POSITIVE.

      Its like some of you WANT gwadar to fail so you could prove that mushy was a failure. Gwadar will be a serious blow to the pride of pakistan if it fails.

      If only some of you could ever dream of visiting there!
      Are you saying it is currently operating? Good to know that
      saaray Pakistan ka ek hi naara: ehtasab ehtasab!

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      Quote Originally Posted by thejoke View Post
      Am I the only one who has been to Gwadar? I was there when the first ship arrived back in March. Who cares if there was storage problems?

      Everything has problems! Why do we have to moan and groan. The project is surely but very slowly taking off.

      Good to see that it has handled stuff after March.

      Lets not get into the blame game. Ttrue the port did not exactly take off as quickly under musharaf as he kept bragging BUt the new government has promised change but none of it for any better.

      BE POSITIVE.

      Its like some of you WANT gwadar to fail so you could prove that mushy was a failure. Gwadar will be a serious blow to the pride of pakistan if it fails.

      If only some of you could ever dream of visiting there!
      please give details of your observations there. thanks.

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      Gwadar EPZ industries get 10-year tax exemption:
      * Industrial units in EPZ allowed to sell 50 percent of their produce locally:
      ISLAMABAD: The Federal Board of Revenue (FBR) on Saturday notified a tax exemption on profits and gains of any industrial unit in the Gwadar Export Processing Zone (EPZ) for a period of 10 years.
      The exemption will commence from the time the industrial unit is set up or begins commercial operations.
      The FBR also notified that industrial units established in the Gwadar EPZ would be allowed to sell 50 percent of their produce in the local market, compared to 20 percent previously.
      The remaining produce can be exported as per the producer’s preference.
      Earlier, the industrial units located in the Gwadar EPZ needed to export 80 percent of their production for availing tax exemptions and incentives.
      The FBR issued SRO 606(I)/2009, which amended the Second Schedule of the Income Tax Ordinance and added a new clause, 126-D, after clause 126-C.
      The FBR also issued a notification SRO 612 (I)/2009 that amended the Customs Rules.
      According to newly-added clause IV, the licensee may procure duty-paid input goods manufactured locally in addition to duty-free input goods for the production of finished products.
      If duty drawback and rebate of federal excise duty are admissible on exports of such finished products on the basis of standard duty drawback and rebate notification, the value for claiming duty drawbacks and rebates would be the products’ value less the value of the duty-free input goods.
      LIST OF THE PROJECTS ARE LOCATED IN E.P.ZONE:
      1. Makkah City NOC: 01/O4/IND/GDA
      2. Habitan Shelter NOC: 05/05/IND/GDA
      3. Prince City NOC: 11/07/IND/GDA
      4. Dream City Gwadar NOC: 12/IND/GDA

      Last edited by rajgwadar; Nov 30th, 2009 at 10:07 AM.

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