Eia kpt deep water container port - report

PAKISTAN DEEP WATER CONTAINER PORT
East of Keamari Groyne
Environmental Impact Assessment
Karachi Port Trust
April 2011
Final Report
9R5597
In partnership with
Enviro-Maritime Capacity
Building Institute

Document title Environmental Impact Assessment Report
Status Final Report
Date March 2011
Project name Pakistan Deep Water Container Port East of
Keamari Groyne
Project number 9R5597
Author(s) Various
Client Karachi Port Trust
Reference 9R5597/R001/303494/Lond
Issue Status Date Author Checked Approved
003 Final 11 April 2011 RY Usmani J Lavender
M Hill
S Hinton
002 Draft 18 March 2011 Various J Lavender
M Hill
S Hinton
001 Draft 10 November
2010
RY Usmani M Hill S Hinton
4 Dean's Yard
Westminster
London SW1P 3NL
United Kingdom
+44 (0)20 7222 2115 Telephone
+44 (0)20 72222 659 Fax
info@london.royalhaskoning.com E-mail
www.royalhaskoning.com Internet

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond
Final Report i April 2011
CONTENTS
Page
1 INTRODUCTION 1
1.1 Background 1
1.2 The Project 1
1.3 The EIA Objectives, justification & EIA Team 6
1.4 EIA Methodology 8
1.5 Scoping 9
1.6 Meetings with Stakeholders 9
2 LEGISLATIVE FRAMEWORK 12
2.1 Environmental Policies / Plans 12
2.2 Legal Instruments 15
2.3 International Conventions 18
3 PROJECT DESCRIPTION 22
3.1 History of Karachi Port 22
3.2 Pakistan Deep Water Container Port - Description 23
3.3 Dredging and Reclamation 23
3.4 Marine Protection Works 25
3.5 Quay Wall Works 25
3.6 Navigation Aids 27
3.7 Clifton Beach Outfall 27
3.8 Project Alternatives 27
3.9 Project for Preferred Option 29
4 BASELINE ENVIRONMENT 30
4.1 Coastal Geography 30
4.2 Bathymetric Surveys 31
4.3 Grain Size Analysis 32
4.4 Seismology 36
4.5 Weather Conditions 39
4.6 Hydrodynamics 41
4.7 Sedimentation 50
4.8 Water Quality 56
4.9 Sediment Quality 68
4.10 Air Quality 76
4.11 Noise 78
4.12 Coastal & Marine Ecosystems 79
4.13 Coastal Fisheries 89
4.14 Landscape & Seascape 91
4.15 Navigation 94
4.16 Marine Archaeology 95
4.17 Socio-Economic Conditions 98
4.18 Services 100
4.19 Recreation and Tourism 101
4.20 Traffic and Transport 102
5 POTENTIAL IMPACT IDENTIFICATION 103
5.1 Impact Identification Strategy 103

Final Report ii April 2011
5.2 The EIA Process 103
5.3 Defining Significance 103
5.4 Mitigation and residual impacts 105
5.5 Summary of key activities and potentially affected attributes 105
5.6 Issues of Critical Importance 107
5.7 Risk of Hazards and Accidents 141
5.8 Impacts to sensitive environmental sites 142
5.9 Impacts to Other Human Activities 143
5.10 Cumulative & In-combination Effects 145
5.11 Screening Matrix 145
6 MITIGATION MEASURES 149
6.1 Introduction 149
6.2 Dredging 149
6.3 Disposal of Dredged Material 149
6.4 Construction of Breakwaters 150
6.5 Land Reclamation 151
6.6 Demolition of Existing Terminal Facilities 151
6.7 Construction of Quay Wall 151
6.8 Stockpiling of Dredged Spoil 151
6.9 Degradation of Water Quality 152
6.10 Hazards / Accidents 152
6.11 Other Issues of Concern 153
6.12 Mitigation Plan 153
7 ENVIRONMENTAL MANAGEMENT / MONITORING PLAN 157
7.1 Environmental Management Plan 157
7.2 Roles & Responsibilities 157
7.3 Execution of the Project 159
7.4 Environmental Management Plan (Matrix) 163
7.5 Monitoring & Surveillance 171
8 MONITORING REGIME 173
8.1 Objectives of the Monitoring Process 173
8.2 Monitoring the Impacts of the Channel Deepening Activity 173
8.3 Monitoring of Potential Sources of Hazards / Accidents 176
8.4 Monitoring of Coastal Species / Habitat 177
8.5 Monitoring & Evaluation Regime for KPT 181
8.6 Follow-up Meetings 182
9 TRAINING 183
9.1 Training Needs Assessment 183
9.2 Environmental Training Programme 184
10 CONCLUSION 185
11 REFERENCES 187

Final Report iii April 2011
APPENDICES
Appendix A - Grain Size Distribution A1
Appendix B - Hydraulic Modelling B1
Appendix C - Air Quality Analysis Data Sheets C1
Appendix D - Environmental Management Plan D1
Appendix E - Marine Pollution Control Policy E1
Appendix F - KPT’s Environmental Policy (2002 - 2012) F1
Appendix G - KPT’s Mangroves Policy G1
Appendix H - KPT’s Policy on removal of sludge/oily waste from ships H1

Final Report iv April 2011
GLOSSARY
Term Definition
BOD Biological Oxygen Demand
CD Chart Datum
COD Chemical Oxygen Demand
dB Decibels
DC Deputy Conservator
DHA Defense Housing Authority
DO Dissolved Oxygen
DWT Deadweight Tonnage
ECNEC Executive Committee of the National Economic Council
EIA Environmental Impact Assessment
EMP Environmental Management Plan
EPA Environment Protection Agency
ES Environmental Statement
GI Geotechnical Investigation
HAT Highest Astronomical Tide
HDPE High-density polyethylene
HGV Heavy Goods Vehicle
HRW HR Wallingford
HSE Health, Safety and Environment
IBA Important Bird Area
IEE Initial Environment Policy
KESC Karachi Electricity Supply Corporation
KICT Karachi International Container Terminal
KPD Karachi Port Datum
KPT Karachi Port Trust
LAT Lowest Astronomical Tide
LOA Length Overall
Met. Office Meterological Office (UK)
MHHW Mean High High Water
MHLW Mean High Low Water
MLHW Mean Low High Water
MLLW Mean Low Low Water
MPCD Marine Pollution Control Department
MPW Marine Protection Works
MSL Mean Sea Level
NEAP National Environment Action Plan
NEP National Environment Policy
NEQS National Environment Quality Standards
NWFP North Western Frontier Province
Pcu Passenger car units
PD Port Datum (equal to Chart Datum)
PDWCP Pakistan Deep Water Container Port
PEPA Pakistan Environmental Protection Act
PEPC Pakistan Environmental Protection Council
PMDCP Pakistan Marine Disaster Contingency Plan
PIANC International Navigation Association

Final Report v April 2011
POL Petroleum, oil and lubricant products
PR Pakistan Railways
SITE Sindh Industrial Trading Estates
SQS Sediment Quality Standards
STS Ship-to-Shore
SW South West
TCI Techno-Consult International
TEU Twenty-foot equivalent unit
ULCV Ultra Large Container Vessel
USD US dollars
WER Weekly Environmental Report

Final Report vi April 2011
EXECUTIVE SUMMARY
Background
Karachi Port Trust (KPT) has embarked upon a massive programme for expanding its
facilities for a wider global market. These include a comprehensive plan for extension of
infrastructure and other facilities including incentives for transhipment. Accordingly KPT
has conducted the feasibility of constructing a deep draught Container Terminal
Complex to handle Post Panamax and Ultra Large Container Vessels (ULCV).
There is a requirement for a deep water container port in the area as it would be able to
facilitate large mainline ships / feeder vessels and help transform the Karachi Port into a
transhipment hub of the region. Additionally, the development of a deep water container
port would help to substantially reduce trading costs.
The proposed new complex, Pakistan Deep Water Container Port (PDWCP) is to be
located in the eastern foreshores of Karachi Port, which is presently exposed to open
sea. A new harbour is planned to be created east of Keamari Groyne by providing
breakwaters and dredging of an approach channel and manoeuvring basin (see Figure 1
below).
Land for terminal development is to be partly acquired through reclamation. A potential
source of suitable material could be acquired from capital dredging of the approach
channel and turning basin. To provide shelter from the open sea, the new harbour will
include breakwaters to the south and south east of Keamari Groyne. The east boundary
of the terminal complex will have a sand dyke extending towards the Oyster Rocks to
check for siltation and westerly littoral movement along Clifton shores. The project which
is to be executed in phases is estimated to cost USD1.9Bn.
It is proposed that the container terminal will have both road and rail connections to the
hinterland including the proposed Cargo Village in the western backwaters of Karachi
Port.
Under the Pakistan Environmental Protection Agency (Review of IEE and EIA)
Regulations 2000 Schedule II, there is a requirement for “Ports and harbour
development for ships of 500t and above” to undertake an Environmental Impact
Assessment (EIA). Therefore, an EIA for construction of the PDWCP (marine based
components) has been prepared.

Final Report vii April 2011
Figure 1: layout of phase 1 of the proposed PDWCP
Project Alternatives
The EIA report depicts that KPT considered three alternatives for the project;
1) Location of deep draught berths in a new location (preferred scheme);
2) Increase cargo handling capacity at existing berths; and
3) Increasing dredge depth at the existing berths.
Reasons for preferred option:
• The preferred location is the most easily accessible for the large ships when
compared to any other part of Karachi harbour. Due to the tidal regime in the
area, it is difficult for large ships to navigate the bend in the approach channel.
The proposed location results in a straighter approach channel than currently
exits;
• There is a need to expand due to commercial requirement for more handling
capacity and the existing berths at Karachi Port would not be able to
accommodate the anticipated increase in shipping volume. There is also limited
space to expand at the existing site and therefore expanding into a Greenfield
site was, in this case, a viable solution; and
• The existing shipping operations of Karachi Port area would remain absolutely
undisturbed during the construction phases. The habitat sensitivities at the

Final Report viii April 2011
proposed location were not considered to be a major issue at the selection
stage, given that is away from the mangroves and turtle nesting beaches. This
location does not involve any relocation of the population or any adverse socio-
economic impacts.
Project Details
The project, which is to be executed in five phases, is estimated to cost USD1.9Bn. The
five phases are designed to concentrate on different aspects of the development with
Phase 1 incorporating the initial dredging of the channel, reclamation of land and
construction of breakwaters, construction of the quay wall and construction of a limited
number of berths. Phases 2 to 4 are involved with developing the berths (of which there
will be 10 new berths created in total), and Phase 5 is the final stage of dredging.
The EIA concentrates on phase 1 of PDWCP which comprises 4 berths having a total of
1500m quay length (details of the other phases are not known at this stage). A design
vessel of 340m LOA, 48m beam and 14m draught with 9,000TEUs on board has been
used for planning the PDWCP. The channel and berthing face will be dredged to -
16.0mPD initially, but the quay wall is designed for -18.0mPD depth. This will cater for
the ultimate design vessel, (400m LOA, 60m Beam and 16m Draft with 15,000TEUs on
board), this size of vessel having being considered in the long term future planning of
the region. The container terminal will have both road and rail connections to the
hinterland including the proposed Cargo Village in the Western Backwaters of Karachi
Port.
The overall PDWCP development comprises of the following development components:
• Dredging and reclamation works;
• Marine protection works;
• Quay wall works; and
• Navigation aids.
Dredging & Reclamation
The dredging of the port approach channel and the turning basin together with dredging
for quay wall works and the reclamation (using suitable material from the dredging
operation to form the container terminal area to +5mPD) come under the scope of the
dredging and reclamation works as follows:
• Dredging of existing approach channel at depth -12.2mPD to -16.0mPD;
• Dredging to create basin, at -16.0mPD with turning circle diameter of 510m;
• Reclamation using suitable dredged material to form container terminal area to
+5.0mPD;
• Stockpiling of suitable dredged material for use behind the quay wall and any
future expansion of the terminal;
• Disposal of unsuitable dredged material and surplus dredged material at KPT’s
designated location; and

Final Report ix April 2011
• Design and construction of bunds to retain reclamation material.
The time period stipulated for the above work is dependent on contractors but is
estimated to be around three years during which period, the total dredged quantity
would be 33.0Mm3
and the reclamation would consume 3.5Mm3
with 6.5Mm3
stockpiled
for future use. The remaining dredged spoil would be disposed of at the designated
disposal area, the location of which is yet to be determined.
Marine Protection Works
The Marine Protection Works (MPW) for the project shall include construction of three
breakwaters. The MPW comprise rock or concrete (Core-LOCTM
units) armoured
breakwaters to provide shelter to the port basin and to minimise the sediment transport
into the basin. The scope consists of:
• Existing Keamari Groyne - repairs as deemed necessary to strengthen the
existing groyne;
• Keamari Groyne extension & breakwater - construction of extension (700m long)
and stub breakwater (300m long);
• Oyster Rocks breakwater - construction of 2,500m long breakwater including a
concrete pedestrian access extending as far as Oyster Rocks; and
• New Manora breakwater - construction of 1,100m long breakwater to replace the
existing Manora breakwater which will be rendered redundant.
Keeping in view the significance of the project, the design parameters have been set
giving due consideration to the wave conditions at the entrance to the Port of Karachi
which are dominated by south-westerly (180°to 270°) offshore waves propagating from
the Indian Ocean.
Quay Wall
The quay wall is to be constructed of in-situ bored reinforced concrete piles 2.5m in
diameter. Similar, but smaller diameter, piles will be installed as part of the quay wall
construction as support for the rear crane rail beam and as anchor piles for the quay
wall, 50m to the rear.
The quay wall is designed to be a single continuous alignment to maximise future
operational flexibility.
The quays are to be equipped with 150t capacity bollards and fenders sized for the
largest vessels that may access the berths.
The quay wall is designed to meet the Seismic Design Guidelines for Port Structures to
PIANC 2001. PIANC advises for a performance-based methodology for the design of
port structures in seismically active regions.

Final Report x April 2011
Navigation Aids
The Navigational Aids including buoys, lights, radar, communications and other aspects
as considered necessary for a modem terminal shall be provided for the PDWCP.
Baseline Environment
In order to look at the impacts of the proposed development, the baseline conditions for
the existing environment were described. The parameters included within the ES
include:
Coastal geography Coastal and marine ecosystems
Bathymetry Coastal fisheries
Grain size analysis Landscape and seascape
Seismology Navigation
Weather conditions Marine archaeology
Hydrodynamics Socio-economics
Sedimentation Services
Water quality Recreation and tourism
Sediment quality Traffic and transport
Air quality Local community
Noise
A number of gaps were identified in the baseline presented and recommendations have
been made with regard to relevant surveys which should be undertaken.
Impact Assessment
Impacts were assessed for each parameter where sufficient baseline information was
available. The Impacts were divided into the construction activities and relevant impacts
for each activity were assessed.
Dredging of the channel
The dredging operations are associated with the creation of a channel which is -16mCD
and approximately 220m wide to be able to accommodate the large vessels. The key
impacts identified were the increase in suspended sediment from the dredging and the
potential for re-suspension of contaminants into the water column. Oxygen depletion
and impacts to marine flora and fauna from smothering, physical disturbance and
underwater noise were discussed. Impacts to fisherman and shipping through
disturbance were also outlined. There is the potential for impacts during both capital and
maintenance dredging.
The baseline information was insufficient to determine the sensitivity of the marine
environment and many of the impacts identified could not be fully assessed in terms of
significance levels. Recommendations were made for survey work which could be
undertaken to characterise the baseline.

Final Report xi April 2011
Disposal of dredged material
It is proposed that 23Mm3
of dredged material will be produced through capital dredging
for either disposal or placement. The location of the disposal / placement site is not yet
known and therefore the impacts to the environment could not be determined. There are
a number of potential options all of which would need to include environmental
considerations.
Construction of breakwaters
Three breakwaters will be created around the PDWCP site in order to shelter the new
berths from the waves and currents. Two breakwaters will be constructed to the east of
the existing approach channel, and the Manora breakwater will also be replaced in order
to shelter the entrance to the PDWCP.
The impacts identified with constructing the breakwaters include loss of benthic flora and
fauna, re-suspension of contaminated sediments, loss of historic features, noise and
vibration impacts to the underwater environment and local community, reduction in air
quality, and disturbance to navigation. Once constructed the breakwaters will impact on
the hydraulic regime of the area and may cause starvation of sand further along the
coast and sediment accretion. The breakwaters will also result in loss of fishing area.
The impacts were assessed in terms of significance wherever possible although for
many impacts the sensitivity of the baseline environment was not known. A moderate
adverse impact was assessed for the impact on historic features, such as wrecks.
Recommendations were made for survey work and modelling which could be
undertaken to fully characterise the baseline environment.
Land reclamation
In order to create the terminal facility, reclamation of land is required. The impacts
outlined for this activity include loss of benthic species to smothering and physical
disturbance, res-suspension of contaminated sediments, underwater noise disturbance,
noise impacts to local community, a reduction in air quality and increased numbers of
traffic. Minor adverse impacts were predicted on the local community through noise and
air pollution and increased traffic levels. Further information is required on the sensitivity
of the baseline environment to fully assess the marine impacts.
Demolition of existing terminal facilities
There will be the removal of stacking sheds, a control tower and a mosque during the
construction of the PDWCP. Impacts identified through demolition include a reduction in
air quality, loss of facilities for the local community, water contamination, increased
traffic and noise impacts on the local community and birds. No impact was predicted on
marine life from underwater noise as the works are land based.
Construction of quay wall
The impacts associated with the quay wall construction were similar to those outlined for
the construction of the breakwaters. However, as the quay wall requires the installation

Final Report xii April 2011
of a significant number of piles, the impacts to underwater marine species from noise
and vibration were anticipated to be higher. The significance level could not be
assessed due to lack of knowledge of the baseline environment. Recommendations for
further survey work were outlined.
Stockpile of dredged spoil
It is proposed that 6.5Mm3
of material from the capital dredge will be stockpiled along
Clifton Beach (see Figure 1). The impacts identified include release of gaseous
emissions, release of dust and particulate matter, loss of benthic flora and fauna and
loss of recreational facilities to the local community. There was not anticipated to be any
impact to shipping from increased vessel movements.
Mitigation Measures
Mitigation measures designed to reduce or avoid environmental impacts arising from the
proposed project have been recommended, and where appropriate, best practice
guidance is recommended. The mitigation measures should be revisited following the
assessment of all impacts.
Monitoring
Appropriate monitoring throughout the construction and operation of the port has been
recommended, which includes recording the turbidity during dredging and monitoring of
the water and sediment quality. The monitoring measures will only be valuable if the
baseline conditions are surveyed in order to provide a comparison.

Final Report 1 April 2011
1 INTRODUCTION
1.1 Background
For the past few decades there has been an ongoing modernisation of ports and port
related facilities all over the world and the ports which fail to keep pace with this
process, particularly in the context of quick turn-around requirements of the modern
ships, find themselves down-sliding in terms of cargo volume as well as reputation.
With the emergence of a few hub ports in the region, such as Salalah, Karachi receives
its international trade cargo through smaller vessels which means that the cargo is
loaded from the load-port onboard mainline ships and then discharged at a hub port and
reloaded onboard smaller ships for transport to the final destination. This results in a
significant increase in the transportation cost. All ports thus desire to attract mainline
ships but with the advent of larger sized mainline ships it becomes uneconomical for
these ships to call at every port for smaller consignments. The planned extension works
at Karachi will provide the port with the potential to accommodate large mainline ships
(up to the largest E-class size) for national cargo and for trans-shipment to other
countries by sea as well as on land.
Accordingly Karachi Port Trust (KPT) intends to expand its services for a wider global
market. The comprehensive planning for achieving this objective includes plans for
extension of infra-structure and other facilities, including incentives for transhipment of
containers, thereby increasing the trade volume handled by the Port.
The Pakistan Deep Water Container Port (PDWCP) project is part of the KPT’s vision
which inter-alia provides capability to synchronize with development and handling of
modern vessels including 5th
and 6th
generation ships.
The project, which is to be executed in five phases, is estimated to cost USD1.9Bn. The
five phases are designed to concentrate on different aspects of the development with
Phase 1 incorporating the initial dredging of the channel, reclamation of land and
construction of breakwaters, construction of the quay wall and construction of a limited
number of berths. Phases 2 to 4 are involved with developing the berths (of which there
will be 10 new berths created in total), and Phase 5 is the final stage of dredging.
Ultimately the berths will be constructed to accommodate ships of 340m LOA, 48m
beam and 14m draught. The container terminal will have both road and rail connections
to the hinterland including the proposed Cargo Village in the Western Backwaters of
Karachi Port.
1.2 The Project
1.2.1 Karachi Port Trust
The Karachi Port is administered by a Board of Trustees, comprising a Chairperson and
ten Trustees. The Chairperson is appointed by the Federal Government and is also the
Chief Executive of Karachi Port Trust (KPT). The remaining ten Trustees are equally
distributed between the public and the private sector. The five public sector Trustees are
nominated by the Federal Government.

The seats for private sector Trustees are filled by elected representatives of various
private sector organisations. This way all port users find a representation in the Board of
Trustees.
KPT manages the affairs of the port in its entirety. It reports to the Federal Ministry of
Ports and Shipping for approval of strategic decisions made by the Board.
1.2.2 Site Location
The location of Karachi Port and its location within Pakistan are indicated in Figure 1.1.
Figure 1.2 shows the existing layout of Karachi Port and Figure 1.3 shows the proposed
location of PDWCP.
1.2.3 Timing
There are a total of five phases planned for the development. The first phase, which is
the largest involves the dredging and reclamation, construction of breakwaters,
construction of quay walls, construction of navigation aids and construction of berths.
Phases 2 to 5 involve development of the remaining berths and further dredging.
Expected time (approximate) of completion of different phases:
1. Dredging and Reclamation Works 1.5 years;
2. Marine Protection Works 2.5 years;
3. Quay Wall Construction Works 2.5 year; and
4. Marine Navigation Aids 1 year.
These activities are expected to overlap and the overall time period for completion of the
port is anticipated to be around three years, depending on the contractors.

Figure 1.1: Location of Karachi Port

Final Report 4 March 2011
Figure 1.2: Layout of Existing Karachi Port
Figure 1.3: Proposed Location of PDWCP

1.2.4 Site Description
The site for the project as shown above is situated east of Keamari Groyne. It will be
accessible for shipping via a new channel emanating from the existing channel bend.
The channel will be 300m (400m in future phases) wide and dredged to -16.0Mpd
(meters below Port Datum equivalent to Chart Datum) (-18.0mPD in future phases). The
existing 1,000m x 200m land area of Keamari Groyne Complex will be utilised to make
an overall container yard having an approximate area of 900,000m². The area will be
developed to meet the new port infrastructure. For the proposed layout see Figure 1.4.
An oil Installation is located on the north of the site. By constructing a sea wall at the
shore an area of land of 55Ha can be reclaimed and developed to provide a PDWCP
project workplace. To the east of the site will be a 2.5km long breakwater (the Oyster
Rocks breakwater) and to the west of the proposed harbour basin, another 300m long
breakwater, extending from the newly constructed revetment at Keamari Groyne; these
breakwaters will be developed to provide protection from waves during monsoons
particularly for container handling. These structures will make the basin safe for
navigation. A further breakwater to the west of the existing Harbour channel will be
created by replacing the existing Manora breakwater with a 1.1km breakwater. This will
provide protection to the PDWCP harbour entrance from wave action.
Figure 1.4: Proposed layout of phase 1 of PDWCP

1.3 The EIA Objectives, justification & EIA Team
An Environmental Impact Assessment (EIA) is an environmental management tool used
to ensure that undue or avoidable adverse impacts of the construction and operation of
a project are identified, assessed and mitigated / prevented; and that the positive
benefits of the project are enhanced.
1.3.1 Objectives
The objective of the EIA process is to protect the marine environment during the
implementation of the project through:
1. Predicting the nature and extent of impacts arising from the work;
2. Assessing the acceptability of these impacts;
3. Identifying suitable mitigation measures, where necessary, for incorporation into
the design of the works so as to avoid, minimise and mitigate adverse impacts
to an acceptable level; and
4. Designing a program of environmental management and monitoring to ensure
that the impacts are kept within acceptable levels.
Impacts associated with the dredging of the approach channel, deposition of dredged
material, construction of breakwaters, land reclamation, construction of the quay wall,
demolition of existing facilities and stockpiling of material are all considered within this
ES.
There are some aspects of the project which have not been included, such as the
quarries where the stone for the quay wall and breakwaters will be sourced from, and
the onshore location for disposal of waste from demolition works, as these facilities will
already have licences to cover the relevant activities. The transport of materials to and
from these sites will, however, be covered in the ES.
The ES describes the five phases of the project but only phase 1 is assessed as there is
not enough detailed information available on the subsequent phases at this stage.
Cumulative impacts of this project with other planned and existing projects in the area
will be discussed within the ES.
1.3.2 Justification
Executive Committee of the National Economic Council’s (ECNEC) Decision
In Pakistan large development projects must be approved by the Executive Committee
of the National Economic Council (ECNEC) through submission of a PC-I form in order
for the developer to commence with the project.
The ECNEC have stipulated that an EIA should accompany the PC-I as detailed below:
“The Deputy Chairman of the Planning Commission should ensure that the PC-I form of
the projects should invariably be accompanied by an Environmental Impact Assessment
to be conducted by the respective sponsoring agency”.

IEE-EIA Regulations 2000
The Pakistan Environmental Protection Act, 1997 (PEPA, 1997) is the basic legislative
tool empowering the government to frame regulations for the protection of the
environment. The key features of the law that have a direct bearing on the proposed
project relate to its requirements for EIA.
The Pakistan Environmental Protection Agency (Pak-EPA) Review of Initial
Environmental Examination (IEE) and EIA regulations, 2000 (IEE-EIA regulations,
2000), prepared by the Pak-EPA under the powers conferred upon it by the PEPA, 1997
categorises projects for the IEE (Schedule-1) and EIA (Schedule-2).
Justification for Placement in Schedule-2
Regulations 2000 “Ports and harbour development for ships of 500 gross tons and
above is in Schedule II, Para D, List of projects requiring an Environmental Impact
Assessment.” Therefore, an EIA of the construction of PDWCP Project is required.
KPT’s Requirements
The Marine Pollution Control Dept. of KPT ensures that IEE is prepared for all projects
of KPT falling under Schedule-1 and EIA is prepared for Schedule - 2 projects in strict
compliance with IEE - EIA regulations 2000.
1.3.3 The Institute’s Profile
Introduction
The EMCBI is a recently established Karachi based institute with the capacity to provide
consultancy, advisory service and professional training to organisations seeking
enhanced application of best international practices related to protection of the marine
environment, marine operations, marine engineering, marine legal instruments, ports
and harbours, etc.
Resources
In order to prepare this Environmental Statement (ES), a number of technical experts
were resourced to provide input to relevant sections, in addition to the EIA team as
described in Section 1.3.4. A list of these technical experts is provided below.
RY Usmani Marine Chief Engineer Marine Environmentalist
MAG Siddiqui Marine CE and Lawyer Marine Law Specialist
SHH Bukhari Marine Chief Engineer Educationist (Marine Sciences)
ZS Anwar Marine Chief Engineer Water Quality Specialist
Shahid Lutfi Mechanical Engineer Environment and LEAD Auditor
Dr J Mustaqueem PhD (M.Biology) Flora and Fauna Expert
Capt Aziz Rao Master Mariner Dredging Expert
The Institute has linkages with several other professionals / experts whose project-
specific availability enhances the institutional capacity to no match in the maritime
industry.

Programmes & Activities
• Consultancy and Advisory services;
• The Institute provides consultancy on projects related to marine operations
including environmental considerations;
• Specialised advisory is available on oil spill response and implementation of IMO
conventions; and
• The Institute conducts Environmental Impact Assessment (EIA) of marine based
projects including construction and operation of ports and terminals, single point
moorings, desalination plants and coastal zone industrial units.
Training Programmes
Recognising the increased importance of environmental and safety training in today’s
Maritime industry which also embraces oil transportation, the institute offers top quality
environmental and safety training courses including tanker safety, terminal and tankers
familiarisation, ship-shore inspection, response to marine oil spills and introduction to
IMO conventions and their application on oil transportation.
1.3.4 The EIA Team
The team from Techno-Consult International who have provided input to this ES include:
Rashid Yahya Usmani Marine Environmental Expert
Dr Moazzam Ali Khan Water Quality Expert
Dr Javaid Mustaqeem Marine Biologist
Shahid Lutfi Environmental Expert
Sardar Ahmed Hydraulics Expert
Syed Anzar ul Hussain Geological Expert
1.4 EIA Methodology
For the purpose of this EIA, a systematic process to identify, predict and evaluate the
environmental effects of the proposed project activities has been adopted:
(a) Scoping: key issues have been identified and stakeholders were interviewed to
include their concerns and expectations in the assessment. Identification and
evaluation of project alternatives and site alternatives have also been covered;
(b) Baseline survey: All parameters representing the existing environmental status
have been determined. Besides the data already available with KPT, Pakistan
Space and Upper Atmosphere Research Commission (SUPARCO), Pakistan
National Institute of Oceanography (NIO) and M/s HALCROW International
consultancy, Pakistan, samples of sediments and water were taken and
analysed at the Institute of Environmental Sciences, University of Karachi and a
local geotechnical laboratory M/s Soilmat Engineers;
(c) The project impact on the environment has been studied thoroughly. Major
impacts include aesthetical loss, ecological disturbances and biodiversity
depreciation and change in hydraulic regime;
(d) Mitigation measures to prevent or minimise the potential adverse effects of the
project have been studied and recommended; and

(e) Environmental Management and Monitoring plans have been proposed to
ensure that the adverse impacts during the construction and operational phases
are mitigated effectively or compensated through positive impacts in alternate
areas.
Thus this EIA ensures that the environmental effects of the proposed development
project are fully addressed together with the economic or social implications of the
development.
The EIA has been prepared in conformity with the national environmental laws and UN
guideline for ports development. It includes the baseline conditions, site alternatives,
scoping with stakeholders, impact assessment during the construction and operation
phases, mitigation measures and environmental management plan.
1.5 Scoping
As the PDWCP project will affect the local environment as well as communities and
commodities in and around, consultation was held with different stakeholders and
communities to discuss different aspects of the project, including expected impacts on
the physical, biological, and socio-economic environment of the project area.
1.6 Meetings with Stakeholders
Meetings were organised with different stakeholders, NGOs and local community in the
vicinity of the project area to discuss the project, its components along with the
environmental and socio-economic impacts of the project. Comments from all
consultees are presented in Table 1.1.
Table 1.1 Comments received during consultation process
Stakeholder Comments
NIO agrees with all the parameters listed in the proposed format of EIA
study.
In view of the discussion, it is presumed that the Oyster Rocks will be within
the port basin area which would have severe impact on its ecology. This
needs to be discussed as a separate chapter with all the mitigation
measures
In order to evaluate the impact of port construction and operation, the EIA
report should include primary and secondary data pertaining to marine
ecology, flora, fauna, water and sediment quality prior to dredging for impact
assessment and mitigation measures.
Since the port construction will have great bearing on the hydraulic regime of
the area, attention should be given to the issues impacting the area in the
vicinity of the proposed PDWCP due to change in hydraulic regime.
The modelling studies for sediment transport should be conducted.
Director General
National Institute of
Oceanography
The data pertaining to wave, tides and currents should include SW monsoon
data in addition to pre and post SW monsoon.
Concern was expressed over the utilisation of large sea area for the port and
loss of ecology related to Oyster Rocks. The need to study the ecology of
the area in the baseline criteria was stressed.
Dr Fehmida, Deputy
Conservator, Sindh
Wildlife Department
The importance of dumping of dredged material at a suitable location to
avoid adverse impacts on marine life was also emphasised.
Capt. Tariq Haleem, The construction of the port was commended as it was felt this would

accommodate modern ships and would be a maritime revolution for
Pakistan.
All facilities for ship handling, stevedoring, consignees and shippers should
be provided as a One-Window operation.
Manager of Shipping
Agency, Karachi
It was recommended that the local and international bank’s branches be
allowed to work witihin the port area.
There are currently 30 berths at the Karachi Port and 1619 registered dock
workers are emplyed for day and night shifts. With berths 10 to 17 out of
operation, there are presently an average of 70 workers per berth. The
emergence of a new port would definitely provide new employment
opportunities.
The Executive Officer /
Secretary, Dock and
Labour Board (working
with KDLB since 1974)
Good quality canteens and adequate drinking water facilities must be
provided within the port area for the workers and port users.
The construciton of the new port with the latest facilities and technologies
was appreciated.
Proper training arrangements should be made for the operators so that state
of the art operation is conducted with zero tolerance against safety and
environmental violoations.
Deputy Traffic Manager
(E), KPT (working for
KPT since 21
st
May
1980)
Concern was raised regarding the incerase in port traffic
The construction of a new port is an indicator of progress and the project is
expected to provide sufficient job opportunities for the local community.
In addition to direct employment there would be opportunities for persons
involved in provision of different services such as collection of garbage from
ships, supply of goods to the ships etc at the new port
Nazim of Baba, Bhit &
Shams Pir Island
It was felt that the construction of a new port would damage the fish habitat
aound the project area
Traffic Inspector
Wharves, Traffic
Department
The construction of a new port was supported and it was recommneded that
maximum amenities should be provided to the dockworkers. This may also
include a drinking water filtration plant.
Driver, Fleet Section &
Peon, Traffic
Department
It was hoped that the construction of a new port would provide more jobs to
the public but it was suggested that this port should not be privatised.
Chief Petty Officer,
ODC, Port Safety
Department
It was desired that International Safety Measures should be adopted in
entirety for this port from the very first day.
The drainage pattern of Karachi is towards south i.e. Arabian Sea. There are
two main rivers i.e. Lyari and Malir, which are flowing towards the Karachi
harbour. These rivers bring untreated wastewater / sewage into the harbour,
and as such are main source of pollution of the harbour. The pollution in the
harbour area will be reduced if Karachi City District Government and
industries construct sewerage / waste water treatment plants.
the EPA should ensure enforcement of NEQS for discharge of effluents by
industries to public water bodies.
the KPT should look into development of constructed wetlands along Lyari
and Malir Rivers for biological treatment of waste water / sewage.
High level pollution of seawater is causing corrosion of ships
Dredging by the KPT is seriously disturbing benthic flora and fauna
Project Manager,
WWF, Karachi
the KPT should plant Mangrove forestry, as they are first line of defence for
the city
Director Coastal IUCN, The KPT should encourage plantation of Mangrove forest as they protect the

city against any Tsumami
The KPT should take special care of silt transportation and deposut and as
such carry out hydraulic studies before the start of any project, to avoid
sedimentation and sand transportation from one area to another. The
hydraulic studies must ensure safety of all harbour structures due to the
project. There should be no hydraulic regime changes so that silt / sand
transportation does not take place.
Karachi
The KPT should encourage biological treatment of wastewater coming into
the harbour.
The international contractor working at PDWCP stated that they do comply
with all environmental and safety issues as per their company’s policy in
letter and spirit.
International
Contractor, KPT
They have prepared Health, Safety and Environmental Manual, which they
are following in execution of their project.
A series of roadside and focus group discussions were carried out with local
community members in the project area to find out their opinion regarding
the project. The consultation and discussions with the communities
generated the following opinions and concerns:
The local community residing near the project area expressed concern on
the heavy traffic which would generate from the port avtivity but they also
welcomed the idea of the project and demanded that they should be
provided jobs during its construction and operational phases
A number of local residents commented that the port activities would not
only bring prosperity to the country but would also enhance the image of
Pakistani ports.
The representatives of environmental NGOs expressed concern over the
aesthetic loss of the Oyster Rocks because of the port. However, after a
cost-benifit analysis of the situation, they agreed that the project would
contribute towards the national economy in-so-far that the aesthetic loss is
compensated by the contractor through environmental uplift in alternate
areas such as plantation of mangroves in Chinna Creek.
Road Side & Focus
Group Discussion with
Communities
Overall, the prospect of the proposed Project was appreciated by different
stakeholders and local communities. They expect it as a milestone in the
development of the Port industry in Pakistan. However, they were concernd
regarding safety of inhabitants due to vehicular movement during
construction and operational phases of the project.

2 LEGISLATIVE FRAMEWORK
2.1 Environmental Policies / Plans
This section provides a synopsis of environmental policies, legislation and guidelines
that may have relevance to the proposed project. It includes national environmental
policies, legislations, guidelines; and international conventions / treaties / guidelines.
The proponent of this project (KPT) will comprehensively follow the relevant
requirements of the policy documents and legislative framework as well as those
recommendations as described in the national and international guidelines for the
proposed PDWCP. Many of these guidelines have been incorporated in the mitigation
measures and the Environmental Management Plan (EMP) which has been formulated
for the management of environmental, ecological and coastal resources.
2.1.1 National Environment Policies
The following relevant policies are summarised below together with their implementation
pathways for the EIA:
• National Conservation Strategy;
• The Biodiversity Action Plan;
• National Maritime Policy of Pakistan; and
• National Environmental Policy 2005.
2.1.2 National Conservation Strategy
The National Conservation Strategy (NCS) is the primary policy document approved by
the Federal Cabinet in March 1992. The three broad objectives of the NCS are:
• Conservation of natural resources;
• Sustainable development; and
• Improved efficiency in the use and management of these resources.
The NCS identifies 14 core areas within which 68 specific programmes are identified,
each with a long-term goal and with expected results and resource investments within
the next decade. Examples of these core areas which are relevant to the PDWCP
include conserving biodiversity, and preventing / abating pollution. Some of the specific
programmes identified within these core areas are described below.
Conserving biodiversity
• Management of national parks and protected areas;
• Development of new national parks;
• Development of new wetland reserves; and
• Programmes for endangered species.
Preventing / abating pollution
• Shifting industry composition towards environmentally benign processes and
products;

• Integrating clean, low-waste technology in new large manufacturing;
• Retrofitting of pollution abatement equipment in existing formal industry;
• Collection and treatment of wastes of urban small industries; and
• Vehicle tune-up and related programmes.
Review of the NCS in 2000 concluded in approval of a National Environmental Action
Plan (NEAP) by the Pakistan Environmental Protection Council under the chairmanship
of the President / Chief Executive of Pakistan in February 2001.
The Government of Pakistan (GoP) and United Nations Development Program (UNDP)
have jointly initiated an umbrella support program called the National Environmental
Action Plan - Support Program (NEAP-SP) signed in October 2001 and implemented in
2002. The development objective supported by NEAP-SP is environmental sustainability
and poverty reduction in the context of economic growth.
Implementation: Environmentally sustainable policies and socio-economic
considerations.
2.1.3 The Biodiversity Action Plan
The key to protecting the biological heritage of Pakistan lies in the involvement of local
people and in the support provided by a competent institution for conservation and
sustainable use. The Government of Pakistan has recognized the importance of these
measures in the preparation of the National Conservation Strategy and in becoming a
signatory to, and ratifying, the Convention on Biological Diversity (CBD) in 1994.
Developing the Biodiversity Action Plan (BAP) for Pakistan, is the first attempt to meet
the planning requirements of the NCS. It rolls into one the three processes called for
under the Convention. Pakistan’s BAP provides a brief assessment of the status and
trend of the nation’s biodiversity, outlines strategic goals and objectives, and identifies a
plan of action that includes coordination arrangements and implementation measures.
The development of the BAP has been the most significant direct steps towards
addressing the biodiversity loss in Pakistan.
The overall goal of the BAP is to promote the conservation and sustainable use of
Pakistan’s biodiversity, and the equitable sharing of benefits arising thereof, for the well-
being and security of the nation.
Some of the key objectives from the BAP which are relevant to the PDWCP include:
• Objective 3: Enhance the enforcement of biodiversity-related laws;
• Objective 5: Develop and institutionalise systems to monitor key elements of
biodiversity;
• Objective 7: Conserve biodiversity outside protected areas;
• Objective 11: Protect and encourage community-based biodiversity
management systems;
• Objective 21: Institutionalise and strengthen EIA procedures for projects,
programmes and policies; and

• Objective 24: Develop national funding mechanisms to support priority
biodiversity conservation and management programmes
Implementation: Baseline criteria and impact mitigation.
2.1.4 National Maritime Policy of Pakistan
The National Maritime Policy of Pakistan has recently been approved and notified (16th
October 2002). Among other matters, the Policy advocates "Management of assets in a
judicious manner with conscientious regard to the environment and international law". It
also incorporates, "Ports, shipping, fisheries, offshore resource, petroleum, environment,
tourism, R&D, human resource development and protection of maritime interest".
One of the Policy Objectives is for the "Protection and conversation of the marine
environment / ecosystem".
Section IV of the Policy, among other institutions, holds the Port Authorities responsible
under legislation to protect the marine environment within their prescribed limits. This
includes tasks such as monitoring and combating spills.
Implementation: Monitoring plan.
2.1.5 National Environmental Policy 2005
The National Environmental Policy (NEP) was approved by the Pakistan Environmental
Protection Council (PEPC) in its 10th
meeting held on 27th
December 2004 at Islamabad
under the Chairmanship of the then Prime Minister of the Islamic Republic of Pakistan.
Thereafter the cabinet approved the policy on 29th
June 2005.
The NEP provides broad guidelines to the Federal Government, Provincial Government,
Federally Administered Territories and Local Government for addressing environmental
concerns and ensuring effective management of their environmental resources. It aims
to protect, conserve and restore Pakistan's environmental resources in order to improve
the quality of life of the citizens through sustainable development.
The objectives of the policy include:
• Conservation, restoration and efficient management of environmental
resources;
• Integration of environmental considerations in policy making and the planning
process;
• Capacity building of government agencies and other stakeholders at all levels
for better environmental management;
• Meeting international obligations effectively in line with the national aspirations;
and
• Creation of demand for the environment through mass awareness and
community mobilisation.
The Policy consists of six sections which include preamble, the national policy (goal and
objectives), sectoral guidelines, cross sectoral guidelines, policy instruments, and
implementation and monitoring.

A total of 29 policy guidelines relating to these instruments are proposed in the Policy.
The policy guidelines which are relevant to the PDWCP are:
• 3.2 Air Quality and Noise
o ensure reduction and control of harmful emissions through regulatory
programmes; and
o regulate vehicular emissions.
• 3.3 Waste Management
o adopt measures for mitigation of pollution caused by oil spills;
o establish a Marine Pollution Control Commission;
o develop environmental risk assessment guidelines for existing industries
as well as new development interventions;
o develop national emergency response and accidents preventions plans
to prevent and mitigate the effects of, accidents involving pollution of
environment; and
o provide financial and other incentives (reduction / elimination of tariffs,
low-interest loans, appreciation certificates and awards) for technology
upgradation, adoption of cleaner technology, implementation of pollution
control measures and compliance with environmental standards.
• 3.5 Biodiversity and Protected Areas
o ensure effective implementation of the Biodiversity Action Plan;
o prepare a national strategy and action plan for combating spread of
invasive species; and
o protect fish habitats against both encroachment and pollution.
The policy stipulates the Ministry of Environment to develop an "Action Plan for
implementation in coordination with all relevant agencies at the Federal, Provincial,
District and Local Government levels”.
Implementation: EIA and EMP.
2.2 Legal Instruments
These statutes determine the legal obligations of the project sponsors in the context of
environmental protection.
During the construction phase and the operational activities the relevant provisions of
the following legal instruments would be observed in letter and spirit:
• The Pakistan Environmental Protection Act, 1997;
• The Pakistan Environmental Protection Agency Review of IEE and EIA
regulations, 2000 (IEE-EIA regulations, 2000);
• KPT Act 1886 as amended in 1994; and
• Ports Act 1908.

2.2.1 Pakistan Environmental Protection Act (PEPA), 1997
The Pakistan Environmental Protection Act (PEPA) (1997) covers the preservation of
the environment, pollution control and biodiversity.
PEPA 1997, along with the National Environmental Quality Standards (NEQS), serves
as the main legislative and regulatory instruments in Pakistan in the context of protection
of the environment. They do not specifically address the issue of coastal pollution but
requirements exist for conducting IEE and EIA depending on the nature of the project.
The Act prohibits discharge and emission of harmful substances in concentrations
exceeding the NEQS. The Act also specifies the procedure for the handling of
hazardous wastes. Section 14 of the Act reads as follows:
“Subject to the provisions of this Act, no person shall generate, collect, transport, treat,
dispose of, store, handle or import any hazardous substances except under a license
issued by the Federal Agency or in accordance with the provisions of any other law for
the time being in force, or of any international treaty, convention, protocol, code,
standard, agreement or any other instrument to which Pakistan is a party.”
Section 31 of the Act (Powers to make rules), reads as follows:
“The Federal Government may, by notification in the official Gazette, make rules for
carrying out the purpose of this Act including rules for implementing the provisions of the
International Environmental agreements, specified in the Schedule to this Act”. The
environmental agreements cited in the Schedule, include the Convention on the Law of
the Sea, Montego Bay,1982.
The Act acknowledges terms like “ecosystem”, “bio-diversity” and cites (convention on
illegal trade of endangered species). Also any change in land or water use as a result of
a project tantamount to a change in the environment.
Implementation: Impact assessment, mitigation, monitoring and environmental
management.
2.2.2 Pakistan National Environmental Quality Standards (NEQS)
The National Environmental Quality Standards (NEQS) were drafted by the Pakistan
Environmental Protection Agency (Pak-EPA) under clause (e) of Sub-section (1) of
section (6) of the Pakistan Environmental Protection Act, 1997, and with the approval of
the Pakistan Environmental Protection Council. They were implemented in 1993 and
relate to municipal and liquid industrial effluents, industrial gaseous emissions and motor
exhaust and noise.
Generally for the protection of human health and the environment, emissions standards
for vehicles are fixed for different parameters like carbon monoxide (CO), hydrocarbons
(HC), nitrogen oxides (NOx), smoke and particulate matter (PM) which are emitted from
vehicles and also for secondary pollutants (by-products) such as ozone.
Implementation: impact assessment, mitigation, monitoring

2.2.3 Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations 2000
(IEE-EIA regulations, 2000)
Regulations 2000 “Ports and harbour development for ships of 500t and above is in
Schedule II, Para D, List of projects requiring an Environmental Impact Assessment.”
Therefore, an EIA of the proposed construction of the PDWCP Project is required.
Implementation: EIA in entirety.
2.2.4 Karachi Ports Trust Act 1886 as amended in 1994
Section 90: Port to be pollution free etc.
(90.1) The Board shall be responsible for maintaining the environment in the areas
under the jurisdiction of KPT on land and within Port limits seaward, free from
pollution.
(90.2) No discharge of solid, liquid and gaseous waste; or oily, noxious, radioactive and
hazardous industrial effluents in concentrations exceeding NEQS; or oily bilge,
sludge, garbage, residues and mixtures containing noxious solid and liquid
wastes from ships; or de-ballasting of unwashed cargo tanks, tank washings
from oil tankers; or garbage, organic matter; or other pollutants as may be
specified by the Board shall be made in the areas under jurisdiction of KPT on
land and within Port limits Seaward.
(90.3) Any person contravening the provisions of sub-section (2) shall be liable to
penalty not exceeding ten million rupees for each contravention in addition to the
charges for cleaning of the Port and removal of pollution there from.
Implementation: Environmental Monitoring and Management Plans.
2.2.5 Ports Act 1908
Under this Act a Polluter is liable to penalty and simple imprisonment for a term which
may extend to six months.
Implementation: Monitoring Plan.
2.2.6 National Parks legislation
Pakistan has 25 national parks, 19 of which are under supervision of respective
provincial governments and the remaining are in private care. Only some of these are
under the conservation scope of the International Union for Conservation of Nature
(IUCN). The Constitution of the Islamic Republic of Pakistan (Constitution of 1973)
included protection and conservation of environmental areas in Pakistan. The
Constitution of 1973 is the supreme law of Pakistan. The development of national parks
in Pakistan was mainly carried out by the National Conservation Strategy of 1992 (see
Section 2.1.2).
Karachi is not located within any national parks – the two closest parks are Kirthar and
Hingol National Parks, located approximately 50km north and 190km west from the
DWCP repsectively.

2.3 International Conventions
• IMO Conventions MARPOL 73/78 and OPRC 90;
• The London Dumping Convention, 1972;
• United Nations Convention on Law of the Sea (UNCLOS-82); and
• CBD (Convention on Biological Diversity).
2.3.1 IMO Conventions MARPOL 73/78 & OPRC 90
MARPOL 73/78
The “International Convention for the prevention of pollution from ships, 1973 as
amended by the protocol of 1978 there to ”(MARPOL 73/78) is aimed at minimising and
eliminating pollution from ships. It covers two main subjects:
1) The special construction and equipment rules for the prevention of accidental
pollution; and
2) The circumstances in which discharges in the sea are authorised.
Article 4 sub-para -2
Any violation of the requirements of the present convention shall be prohibited and
sanctions shall be established therefore under the law of that party. Whenever such a
violation occurs that party shall either;
• Cause proceedings to be taken in accordance with its own law, or
• Furnish to the administration of the ship such information and evidence as may
be in its possession that a violation has occurred.
Article 4 sub-para -4
The penalties specified under the law of a party pursuant to this article shall be
adequate in severity to discourage violations of the present Convention and shall be
equally severe irrespective of where the violations occur.
Implementation: Inspection of Ships (EMP).
OPRC 90
Under this convention, the signatory nation is obliged to adopt a national oil spill
contingency plan and arrange for oil spill response equipment through its ports, oil
companies, etc. which can be pooled up in case of medium sized oil spills. Accordingly,
PDWCP will maintain a stockpile of OSR equipment as laid down in Pakistan Marine
Disaster Contingency Plan (PMDCP).
Implementation: Oil spill response (EMP).
2.3.2 London Dumping Convention 1972
The London Convention on the Prevention of Marine Pollution by Dumping of Wastes
and Other Matter was originally agreed in 1972. The London Convention defines a Black
List of toxic substances, the disposal of which, by dumping into the sea, is prohibited,
and a Grey List of less hazardous substances that may only be dumped under a prior

special permit; the dumping of any other wastes not specified in these lists requires a
prior general permit.
In 1990, the London Convention was amended to require signatory countries to consider
whether an adequate scientific basis exists for assessing the environmental impact of a
substance (i.e. dredged material) before issuing a permit for dumping.
Under Article-IV, Annex-I the following substances are included in the “Black List”.
1. Black List
• Organohalogen Compounds;
• Mercury and Mercury Compounds;
• Cadmium and Cadmium Compounds;
• Persistent Plastics and other persistent synthetic materials;
• Crude oil and petroleum products;
• High level radioactive wastes; and
• Materials produced for biological and chemical warfare.
Note (1): Item-viii gives exemption to the above listed substances which are
“rapidly rendered harmless” provided they do not make edible organisms
unpalatable or endanger human health or that of domestic animals.
Note (2): Item-xi gives exemption to dredged material containing the above
substances as trace contaminants but subject such materials to Grey List status.
Under Article 4, Annex-2 the following less harmful substances are included in the ‘Grey
List”or special care substances. These substances can only be dumped into the sea
after a special permit has been issued:
2. Grey List
• Wastes containing significant amounts of arsenic, lead, copper, zinc,
organosilicon compounds, cyanides, fluorides, pesticides and their by-
products;
• Additional list in the case of disposal of large quantities of acids and alkalis:
beryllium, chromium, nickel, vanadium;
• Generally bulky wastes, which may cause a hazard to fishing or shipping;
• Radioactive wastes (other than high level);
• Incineration of waste at sea is also controlled; and
• Substances which, though non-toxic, may become harmful due to the
quantities in which they are dumped.
Implementation: Disposal of dredged spoil (Impact assessment and mitigation).

2.3.3 United Nations Convention on Law of the Sea
The UN Convention on the Law of the Sea was adopted and opened for signature in
1982. On 16th
November 1994, it entered into force for 68 countries. Pakistan is a
signatory to the Convention.
The Convention establishes a comprehensive framework for use of the ocean and its
resources. Its 320 articles, supplemented by nine detailed annexes, specify the rights all
nations may exercise in the world oceans and their responsibility to do so with due
regards for the rights and interests of other nations. The preservation and protection of
the marine Environment and the conservation of marine living resources are
fundamental obligations.
The Law of the Sea Convention represents the first comprehensive statement of
international law on protection and preservation of the marine environment and provides
a legal and institutional framework for marine environmental protection and related
dispute Settlement.
It establishes a basic structure of obligations, objectives and principles covering all
sources of marine pollution that include Pollution by vessels (operational and accidental
discharges from ships); dumping (the deliberate disposal of wastes at sea by ships,
aircraft, platforms, or other man made structures).
The Convention establishes the General Principles for the preservation and protection of
the marine environment and identifies the Source Categories for the prevention,
reduction and control of marine pollution. It discusses in great detail issues such as
Response to Marine Pollution Emergencies.
Implementation: Monitoring plan.
2.3.4 Convention on Biological Diversity (CBD)
The International Convention of Biodiversity was adopted during the Earth Summit of
1992 generally known as the Rio-Conference. The convention requires parties to
develop national plans for the conservation and sustainable use of Biodiversity and to
integrate these plans into national development programmes and policies. Parties are
also required to identify components of Biodiversity that are important for conservation
and to develop systems to monitor the use of such components with a view to promote
their sustainable use.
Implementation: Impact mitigation and EMP.
2.3.5 Ballast water management convention
The International Convention for the Control and Management of Ships Ballast Water
and Sediments was adopted by consensus at a Diplomatic Conference at IMO in
London on Friday 13 February 2004.
General obligations of the Convention (Article 2) state that parties give full and complete
effect to the provision of the Convention and the Annex in order to prevent, minimise
and ultimately eliminate the transfer of harmful aquatic organisms and pathogens
through the control and management of ships’ ballast water and sediments.

Under Article 5 (Sediment Reception Facilities) parties undertake to ensure that ports
and terminals where cleaning or repair work of ballast tanks occurs have adequate
reception facilities for the reception of sediment.

3 PROJECT DESCRIPTION
3.1 History of Karachi Port
Karachi due to its geographical and strategic location (see Figure 3.1) is known as the
gateway to Asia. Considered as a safe harbour since time immemorial, Karachi was a
small fishing village in the early Nineteenth Century. Historians identify it with its
proximity to a place from where a part of Alexander's Army boarded the Greek Flotilla in
326BC.
Figure 3.1: Plan of Karachi
By 1852, Karachi was an established city with a population of about 14,000 with a
prosperous trade in overseas 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 harbour with the rest of the city were
undertaken. About five years later, construction of Manora Breakwater, Keamari Groyne,
the Napier Mole Bridge, Native Jetty and the Chinna Creek were started which gave
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-repair 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 1.5Mt of dry cargo and
1Mt of petroleum, oil and lubricant (POL) products per annum. Karachi Port is now
handling over 11.74M tons of liquid cargo and 26.96M tons of dry cargo, including

1,213,744 TEUs (Twenty-foot equivalent units) which constitute about 60% of import /
export for the country.
3.2 Pakistan Deep Water Container Port - Description
With a vision to transform into a modern, competitive, user-friendly port and a
transhipment hub of the region, the KPT has embarked upon the PDWCP. This initiative
braces KPT to cater to the new generation of container ships including fifth and sixth
generation ships. The PDWCP would facilitate large mainline and feeder vessels and
will help transform the Karachi Port into a transhipment hub of the region and in addition
would help in substantially reducing the trading costs.
The work will be divided into five phases in order to create the 10 new berths. The five
phases are:
• Phase 1: dredging, reclamation, construction of the quay wall and breakwaters,
and construction of berthing areas;;
• Phase 2: construction of berthing areas;
• Phase 3: construction of berthing areas;
• Phase 4: construction of berthing areas; and
• Phase 5: dredging.
Phase 1 of PDWCP comprises four berths and will have 1,500m quay length. A design
vessel of 340m LOA, 48m Beam and 14m Draft with 9,000 TEUs onboard has been
used for planning the first phase of PDWCP. The channel and berthing face will be
dredged to -16.0mPD (-16m CD) initially, but the Quay wall is designed for -18.0mPD
depth (-18m CD). This will cater for the ultimate Design vessel, (400m LOA, 60m Beam
and 16m Draft with 15,000 TEUs on board), the deepest ship being considered in the
long term future planning of the region. The container terminal will have both road and
rail connections to the hinterland including the proposed Cargo Village in the Western
Backwaters of Karachi Port.
The overall PDWCP development comprises of the following elements:
• Dredging and Reclamation Works;
• Marine Protection Works;
• Quay Wall Works; and
• Navigation Aids.
3.3 Dredging and Reclamation
3.3.1 Proposed work
The dredging of the port approach channel, basin, pocket for quay wall works and the
marine protection works (breakwaters) will be carried out and suitable material used for
the reclamation for the terminal yard area to +5mPD (+5m CD). This includes the
following works:
• Dredging of existing approach channel from a depth of -12.2mPD (-12.2mCD)
to -16.0mPD (-16.0mCD);

• Dredging to create basin, at -16.0mPD (-16.0mCD) with turning circle diameter
of 510m;
• Reclamation using suitable dredged material to form container terminal area to
+5.0mPD (+5.0mCD);
• Stockpiling of suitable dredged material for use behind the quay wall and any
future expansion of the terminal;
• Disposal of unsuitable dredged material and surplus dredged material at KPT’s
designated location;
• Dredging for quay wall pocket along the line of the new quay wall to -18.0mPD
(-18.0mCD) to form formation level for quay wall construction;
• Design and construction of filter layers to retain reclamation material at
boundary with breakwater structures; and
• Design and construction of bunds to retain reclamation material.
The time period stipulated for the above work is dependent on the contractors but is
estimated to be around three years during which period, the total dredged quantity will
be 33Mm3
, 3.5Mm3
used for the reclamation and 6.5Mm3
stockpiles for future use by
KPT. The remaining dredged spoil, approx. 23Mm3
will be disposed of at the designated
disposal area, the location of which should be determined prior to commencement of
construction.
Depending on the ground conditions / location, various types of dredgers such as Cutter
Suction Dredger, Grab Dredger, Backhoe dredger Trailing Suction Hopper Dredger
would be used to achieve the required depths for different sections of the project which
include development of port basin and channel, quay wall and breakwaters foundation.
3.3.2 Existing disposal sites
Maintenance site
It is understood that a decision on where the maintenance dredged material should go
has not been made at the time of writing this ES. Existing disposal sites for maintenance
dredged material are south of the approach channel and on around the -7mCD contour
for barge disposal from the KPT’s bucket dredger Aftab and about the -15mCD contour
for the KPT’s trailer suction hopper dredger Mahmud Ul Hasan. These depths probably
represent depths close to the minimum safe limits for disposal for the vessels used
(KPT, 2004).
Capital site
A historic capital disposal site exists on about the -20mCD contour to the south of the
approach channel. It is only used for capital dredge and is therefore, used infrequently.
At this water depth the wave induced currents are much less than at the maintenance
sites and the mechanism of wave stirring and tidal current transport dominates. This
results in any placed material typically moving northwards (KPT. 2004).

3.4 Marine Protection Works
The MPW for the project shall include construction of three breakwaters. The MPW
comprise rock or concrete (Core-LOCTM
units) armoured breakwaters to provide shelter
to the port basin and to minimise the sediment transport into the basin. The scope
consists of:
• Existing Keamari Groyne - repairs as deemed necessary to strengthen the
existing groyne;
• Keamari Groyne extension & breakwater - construction of extension (700m long)
and stub breakwater (300m long);
• Oyster Rocks breakwater - construction of 2,500m long breakwater including a
concrete pedestrian access extending as far as Oyster Rocks; and
• New Manora breakwater - construction of 1,100m long breakwater to replace the
existing Manora breakwater which will be rendered redundant.
Keeping in view the significance of the project, the design parameters have been set
giving due consideration to the wave conditions at the entrance to the Port of Karachi
which are dominated by south westerly (180°to 270°) offshore and waves propagating
from the Indian Ocean.
The design life and standard for the breakwaters are 50 years and the design standard
adopted for a life of 100 years. Standard practices for modelling have been applied for
designing the breakwaters in particular for following parameters:
• Confirm the size of the Core-LOCTM
armour units, particularly the armour unit
placed;
• Confirm the selected crest level for the outer lengths of the breakwaters;
• Confirm the stability of the crest and leeside armour (during heavy overtopping);
• Confirm the stability of the toe armour, particularly at locations where it is to be
founded on sand and protected with a scour apron; and
• Establish the ‘factor of safety’ within the design by testing the structures under
both the design and overload conditions. This is particularly important for single
layer armour units such as Core-LOCTM
.
3.5 Quay Wall Works
The quay wall piling works will involve the installation of steel tubular sections in-filled
with reinforced concrete. The first row is the quay wall itself, which consists of 2.5m
diameter piles forming a closed retaining wall. Behind this is the rear crane rail beam
which is supported on 1.2m diameter piles and at the rear of the construction, 50m
behind the quay wall, is the anchor beam which restrains the quay wall and is supported
by the third row, of 1.6m diameter piles. Each row of piles is to be installed at 2.6m
centres, resulting in approximately 600 of each size of pile in total.
The design is earthquake resistant and the distance between the quay wall and the
anchor provides an improved response to seismic activity. The design scope is based
on proven technology and complies with all of the performance criteria.

Following piling, installation of steel tie rods between the quay wall and anchor wall,
concreting for cope beam and installation of quay furniture, such as bollards and fenders
will be carried out. The quays are to be equipped with 150t capacity bollards and
fenders sized for the largest vessel that may access the berths. Quay services, drainage
outfalls and apron are to be added by the terminal concessionaire once they have been
identified.
The following facilities are provided in relation with the present design:
• A straight quay length of 1,500m, providing a nominal four berths of 340m length
with a depth alongside of -16mPD (-16.0mCD) initially and -18.0mPD
(-18.0mCD) finally, and able to accommodate vessels in the capacity range 750
TEU to 15,000 TEU;
• Crane rail slots for the installation of crane rails to allow operation of STS
cranes; and
• Appropriate marine furniture including fenders and bollards for the expected
vessels and ladders.
3.5.1 Construction Sequence
The envisaged construction sequence for the tied bulkhead wall is as follows:
1. Undertake initial dredging works;
2. Construct the concrete bored pile quay wall, rear crane beam and south end
structure;
3. Place rock fill and sand fill;
4. Deep compact sand fill and existing sand layer up to -4.0mPD (-4.0mCD);
5. Remove sand fill down to tie rod installation level;
6. Construct the anchor wall and tie beam;
7. Install and connect the tie rods and take up slack, apply selected pretension,
working in an agreed sequence;
8. Complete filling and compaction between front of anchor wall and rear of
existing quay wall;
9. Construct first lift of new quay capping beam;
10. Fill and compact behind new quay capping beam and complete behind anchor
wall;
11. Complete the new capping beam;
12. Complete filling behind the new quay wall and complete dredging;
13. Install bollards, fenders and ladders;
14. Excavate for and lay underground services; and
15. Construct new paving.
The ground investigation and subsequent laboratory test findings show a varying soil
profile, with stronger subsoil (sandstone, strong mudstone) indicated in the southern part

and weaker (clay, weak mudstone) in the northern part. For the design four different soil
profiles were analysed named after the predominant soil in each of them.
The quay wall is designed to meet the Seismic Design Guidelines for Port Structures
(PIANC, 2001). PIANC advises on a performance-based methodology for the design of
port structures in seismically active regions. Performance-based design, according to
PIANC, is an emerging methodology, which was born from the lessons learned from
earthquakes in the 1990s. Its goal is to overcome the limitations of conventional seismic
design. Conventional building code seismic design is based on capacity to resist a
design seismic force, but it does not provide information on the performance of a
structure when the limit of the force-balance is exceeded. Conventional limit equilibrium
design for relatively high intensity ground motions associated with a very rare seismic
event would most likely result in construction cost too high.
In performance-based design, appropriate levels of design earthquake motions must be
identified and corresponding acceptable levels of structural damage must be clearly
identified (PIANC, 2001).
3.5.2 Area for Future Use
An additional area has been allocated which will be used to stockpile the top 6” layer of
seabed dredged material as it cannot be used without degasification. It will be ensured
that this material is not used for any construction purpose for at least 3 years to allow for
degasification.
3.6 Navigation Aids
The Navigational Aids including buoys, lights, VTS, radar, communications and other
aspects as considered necessary for a modem terminal shall be provided for the
PDWCP.
3.7 Clifton Beach Outfall
The outfall at Clifton Beach requires modification as it currently discharges into the
proposed PDWCP Basin and contains water contaminated with sewage. A potential
option is to divert the outfall to outside the PDWP Basin, at the far side of the new
breakwater, however this has not been finalised. Details of the outfall location should be
investigated and finalised prior to construction of the PDWCP.
3.8 Project Alternatives
A number of alternative options were considered for the prospective location for the new
container terminal in the Feasibility Study (KPT, 2004). The following options were
assessed for the potential to develop deep draught container berths:
• Western Backwater;
• Upper Harbour; and
• Sandspit Beach area.

3.8.1 Western Backwater
The option of developing deep draught berths within the existing harbour was
considered at Western Backwater, which was the only suitable alternate location for this
purpose. However, the cargo village project is planned at this site which would preclude
the potential for port development within the project proposals.
Relocation on the Manora side of the harbour is not viable as the infrastructure and road
communication would be too cost intensive and time consuming.
3.8.2 Upper Harbour
The option to increase the cargo handling capacity of existing operational berths to meet
the future requirements of the Port without construction of PDWCP was also considered
as an alternative.
The total cargo handling over ten years up to year 2008 / 2009 has grown at the
following average rates:
• Containers and Containerised Cargo - 9.7%;
• Break Bulk or General Cargo - 10.%;
• Dry Bulk Cargo - 12.5%; and
• Liquid Bulk Cargo - 2.1%.
The total freight handled for the year 2007 / 2008 was 37.191Mt3
whereas total cargo
handled by the Port has increased for the year 2008/09 to 38.731Mt3
(Table 3.1), a
growth rate of 4.14% over the previous year. During the last half of 2009, growth has
been 10%.
Table 3.1: Cargo Handling Capacity of Karachi Port during 2008-09
Cargo Type
Cargo Handling
(Million Tons)
Container 1.249
Liquid 11.773
Dry General Cargo 15.529
Dry Bulk Cargo 11.428
Total 38.731
Source: PC-1. Reconstruction of berths 15-17A and SRB’S on East Wharves at KPT
The overall port traffic and cargo handling is projected to double in the next ten years
which will require more berths. If there is not the berthing capacity to meet demand then
the freight charges, berth occupancy and waiting time for ships would increase.
The cargo handling capacity of the existing berths can be increased through enhanced
mechanical cargo handling devices but this would pressurise the existing cargo regime
leaving a wide gap between achievable and desirable cargo capacity. Furthermore there
is a specific requirement for the gearless berths.

3.8.3 Sandspit Beach
The option to create a new entrance to the Port through the Sandspit beach in order to
reduce the distance to connect to deeper water has been considered. This option would
allow for deep draught ships to use the existing berths.
There are certain limitations on the extent to which the existing berths and channel can
be deepened as excessive depths would:
• Weaken the existing structure;
• Alter the hydraulic regime which may have significant consequences in terms of
erosion of certain areas in the existing waterfront;
• Result in accretion of sediments towards the newly dredged area; and
• This would also entail increased maintenance dredging (granted this will also be
required in the PDWCP development).
3.9 Project for Preferred Option
The PDWCP development is preferred for the following reasons:
• This area is most easily accessible for the large ships as compared to any
other part of the Karachi harbour due to the wave climate in the channel and
tidal restrictions. The existing bend in the approach channel can prove
problematic, particularly during the monsoon season, as vessels need to
maintain higher speeds to navigate around the bend. Furthermore, part of the
existing navigational channel would be utilised for the deep water port;
• The existing shipping operations of Karachi Port area would remain absolutely
undisturbed during the construction phases;
• Karachi is one of the most densely populated urban areas in the world. The
requirement for expanding the port area has been identified, however,
development at the existing port site is not feasible and therefore expansion
into a Greenfield site was, in this case, a viable solution.

4 BASELINE ENVIRONMENT
4.1 Coastal Geography
4.1.1 Topography & Geology
Plate 4.1: Photo of Keamari Beach
The proposed project is situated on the East of Karachi Harbour to the east of Keamari
Groyne and south of Keamari oil installations area. The Seaview beach falls on the east
of the project. The project would be encompassed by two breakwaters on the eastern
and southern perimeter. The enclosed area would encompass the Oyster rocks which
comprises five pillar structures made by tectonic activity.
4.1.2 Geological Description of Site Landscape and Surrounding Area
Historically the coastal region is found to be of tertiary and post-tertiary origin. The
region has been formed by the upheaval of land from the Tethys Sea, which once
extended up to the northern border of Pakistan but, gradually withdrew with the rising of
the Himalayas. The underlying rocks are mostly of marine origin, highly folded, faulted
and fissured everywhere. They consist mainly of fine micaceous sand. The soil is
derived from land drainage and river discharge. It is rich in salts such as sodium
chloride, sulphates and carbonates, which come from shell fragments. The pH of the
soils range from 8.2 to 8.4. The particular soil formation in and around the project area
revealed the presence of sand bar deposits comprising of fine to coarse, micaceous
sand. In addition to Oyster Rocks there are hard subsea rocks at the tip of Keamari
Groyne extending seawards, as mentioned above. Extensive geotechnical investigation
of the area has determined that the sediment type is a conglomerate mixture of sand
and rock, and whilst harder than the surrounding sandy area it will be possible to dredge
the whole area and no blasting is anticipated.
Furthermore, the geotechnical survey has revealed the presence of rocks such as
mudstone, sandstone, siltstone and conglomerate. These are to be given due
consideration while planning the dredging within the area.

4.2 Bathymetric Surveys
The bathymetry of the area within the proposed port was recorded in February 2009 and
the results of the survey are shown in Figures 4.1 and 4.2.
Figure 4.1: Bathymetry of Surrounding Area

Figure 4.2: Wire Mesh of Project Area Bathymetry
The baseline bathymetry has revealed that the water depth ranges from -0.2mCD to
-4.0mCD in the south of the site.
In order to gain the required navigation depths, the seabed has to undergo extensive
and controlled capital dredging. In addition, bearing in mind the depth of the adjacent
areas and the hydrodynamic conditions providing a source of material into the port there
will be a need for routine maintenance dredging. For this purpose, sediment grain sizing
(Section 4.3) and sand transport modelling (Section 4.7) of the seabed material has
been carried out.
4.3 Grain Size Analysis
Based on past ground investigations by KPT the geology and ground conditions at the
site is given in Table 4.1, in order of superposition.
Table 4.1: Geology and ground conditions at PDWCP in order of superposition
Stratum Thickness (m) Description
Sand / Silt 0.5 – 11.0 Very loose to loose sandy silt / silty sand – present locally,
mainly in the north-east of the site.
Sand 1.0 – 3.0 Medium dense to dense sand
Sand 1.0 – 2.0 Very dense sand – present locally
Silty Sand / Silt 1.0 – 5.0 Dense to very dense silty sand / silt
Clay 1.0 – 8.0 Stiff / hard clay – present locally
Claystone 2.0 – 15.0 Hard claystone
Sandstone 5.0 – 10.0 Friable sandstone – present very locally
Source: KPT (2007)

A new sediment survey was undertaken in February 2007 to identify the grain size
distribution of the sediments in the proposed PDWCP development area. Figure 4.3
depicts the sampling locations (1-5) and the results of the sieve analysis (% finer by
weight) are indicated in Table 4.2. The sediment size has been compared to the
Wentworth scale in order to categorise the sediment. The results have been displayed
graphically in Figure 4.4.
Looking at the results it can be seen that sediment from sites1 and 2 display similar
proportions of gravel and sands, with very coarse sand dominating the samples (73%
and 81%). Sites 3 and 5 are dominated by medium sand and site 4 shows the finest
grain size as it is dominated by fine and very fine sand.
When compared spatially, sites 1 and 2 are both outside of the proposed PDWCP area,
sites 3 and 4 are located within the dredged channel to the existing port, and site 5 is
located within the proposed channel to the PDWCP. Therefore, the sediment in the
proposed development area is similar to that in an area which has undergone regular
dredging.
The grain size analysis figures from these samples are displayed in Appendix A.
Table 4.2: Particle size analysis (% fines by weight)
Sediment sizeSample
no V. fine
gravel
(2.36mm)
V. coarse
sand
(1.18mm)
Coarse
sand
(0.6mm)
Medium
sand
(0.3mm)
Fine sand
(0.15mm)
V. fine
sand
(0.075mm)
1 - - - 14 73 13
2 - - - 8 81 11
3 2 3 19 67 5 4
4 1 1 2 17 32 47
5 - 1 1 18 60 20

11.04.11-PDWCPEIA_Final.doc9R5597/R001/303494/Lond
FinalReport34April2011
Figure4.3:Locationplanforgrainsizeanalysissamplesites

Figure 4.4: Particle size analysis of sediment samples
V. fine gravel V. coarse sand Coarse sand Medium sand Fine sand V. fine sand
Site 1
14%
73%
13%
Site 2
8%
81%
11%
Site 3
2% 3%
19%
67%
5%
4%
Site 4
1%
1%
2%
17%
32%
47%
Site 5
1%
1%
18%
60%
20%

4.4 Seismology
Tectonically, 75% of Pakistan lies on fault lines. The Pakistan coast is vulnerable mainly
to two Tsunamigenic sources namely, the Makran Subduction Zone (TSU1) and the
Murray Ridge (TSU2). The Makran Subduction Zone is an Active Plate Boundary. As
such, it is a known site with potential for large ( 7) and infrequent great ( 7.8)
earthquakes caused due to subduction of the Arabian Plate beneath the Eurasian Plate.
The great earthquake of 28th
November 1945 occurred offshore of the Makran coast
south of Pasni with its epicentre at 63°
E and 24.5°
N. The magnitude of the event was
8.3. A widespread tsunami was generated which hit the coastal areas two hours after
the first shock. The height of the tsunami was about 5m at Ormara. The Murray Ridge
played a positive role during the great earthquake by obstructing the approaching
tsunami waves to the coast of Karachi. The occurrence of a future Tsunami event from
this source region cannot be ruled out. The seismic hazard zones of Pakistan are
indicated in Figure 4.5.
4.4.1 Building Code of Pakistan
According to one classification Pakistan has 15 seismo-tectonic regions. The proposed
project is located in the seismo-tectonic region where a moderate level of seismic
activity is believed to exist, but large magnitude earthquakes are rare. The Building
Code of Pakistan places Karachi in Zone 2 corresponding approximately to Intensity VII
of the Modified Mercalli Scale of 1931. Thus a building that is designed, for example, on
the basis of Uniform Building Code Zone 2B, which corresponds to peak ground
acceleration value of 0.2g, should be able to withstand the seismic load expected in the
region.

Figure 4.5: Seismic Hazard Zones of Pakistan
Karachi

4.4.2 Project Area Seismology
The coastal areas of Karachi also cover the Indus Deltaic region and the seismic activity
in the Indus Deltaic region is mainly due to active faults. The northern flank of Indus
Delta is delineated by an E-W-fault. This tectonic lineament shows signatures of
reactivation during the Pleistocene period and is also well evidenced by frequent
seismicity.
The earthquake hazard in the Indus Delta and the estuaries on the passive continental
margin is mainly from intra-plate active faults, particularly the Rann of Katch Fault and
Pab Fault and their strands. The most spectacular effect of the active fault of Rann of
Kutcu which grazes the vicinity of Karachi was due to the severe earthquake of June,
1981. It resulted in the 6m uplift of a 16km wide and 81km long tract of alluvial land
which blocked the eastern band of the Indus River (the locals called it Allah Band)
(Oldham, 1926). Using aerial photographs scientists identified a complex series of faults
in the region of Sindh Coast between Karachi and Rann of Kutch (see Figure 4.6). The
main faults thus identified are generally oriented easterly, and slightly concave to the
north. They roughly parallel the inferred zone of rupture for the 1819 event (Quittmeyer
et al, 1979).
Figure 4.6: Location of Active Faults Affecting Sindh Coast

A list of earthquakes with inland epicentres, since 1977 to date which affected the Indus
Deltaic Creeks is given in Table 4.3. Under the influence of these earthquakes creeks
depths and orientation changes, new islands emerge and sometimes existing alleviated
areas are eroded
Table 4.3: List of Earthquakes in Indus Deltaic Region
Date
Latitude
(°N)
Longitude
(°E)
Depth
(km)
Magnitude
(Richter Scale)
26/09/1977 25.4 68.2 33 4.5
25/11/1982 25.6 67.9 33 4.9
17/12/1985 24.9 67.4 33 4.9
24/12/1985 24.8 67.6 33 4.7
10/09/1991 24.4 68.7 33 4.8
19/09/1991 24.3 68.7 33 4.7
23/04/1992 24.3 68.8 33 3.7
24/12/1992 25.2 67.7 33 3.6
05/02/1993 24.6 68.9 33 4.3
26/01/2001 23.4 70.32 17 7.6
4.5 Weather Conditions
4.5.1 Climate
The coastal meteorology and hydrography of Karachi is controlled by the seasonal
change in the North Arabian Sea i.e. monsoonal system. The data collected from
various studies along the coast clearly show the influence of NE and SW monsoon
winds. A general summary of meteorological and hydrological data is presented in the
following section in order to understand the coastal hydrodynamics investigated in this
study. The entire coastal area of Sindh is included in the warm monsoon climatic region.
The climate is characterised by pleasant weather due to a sea breeze which blows all
year round except for local disturbances during winter and summer months. Mild winter
extends from November to February and a few cold spells occur occasionally due to
western weather disturbances. Similarly, summer extends from March to June and hot
weather sets in when ho winds start blowing from Rajasthan, India. When the pressure
vacuum builds up in the north Arabian Sea or over Sindh-Kathiawar coast it stops the
sea breeze over the Indus delta. Thereafter the temperature increases up to as high as
48o
C, making the hot weather along the coast very uncomfortable. Seasonal fluctuations
in temperature and monsoon rains characteristically indicate the climate of dry tropical
and sub-tropical climate zone in this tract. Atmospheric aridity is the chief characteristic
feature of this area.
4.5.2 Temperature and humidity
The mean maximum air temperature variation ranges from around 25 - 33°C throughout
the year (Figure 4.7). In July and August due to cloud cover the temperature is slightly
lower than in May and June but the atmosphere is laden with humidity (85%). The
temperature variation is composed of periodic and non-periodic components. Periodic
changes are generated by the incoming solar radiation, while non-periodic ones are
mainly due to changes in cloud conditions, vertical motion and mixing in the atmospheric
boundary layer.

Humidity is a marked feature of the coastal region. It is generally higher in the morning
in comparison with the afternoon. It also varies from place to place depending on its
proximity to the sea. The average annual humidity for Karachi is 80%, ranging from an
average of 60% in January/December to an average of 85% in August.
The climate conditions for Karachi are summarised in Table 4.4.
Figure 4.7: Climate graph for Karachi at an altitude of 2m
Table 4.4: Karachi weather averages
Months J F M A M J J A S O N D
Average min temp (°C) 13 14 19 23 26 27 27 26 25 22 18 14
Average max temp (°C) 25 26 29 32 33 33 32 31 31 32 30 26
Average temp (°C) 19 20 24 28 30 30 30 29 28 27 24 20
Average rainfall (mm) 7 11 6 2 0 7 96 50 15 2 2 6
Wet days (>0.1mm) 1 1 1 0 0 1 2 2 1 0 0 1
Relative humidity (%) 61 70 77 79 83 83 83 85 84 79 67 60
Av. wind speed (Beaufort) 2 2 3 3 3 4 4 3 3 2 2 2
Average no. of frosty days 0 0 0 0 0 0 0 0 0 0 0 0

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