II. MÉTODO
2.2. Variables operacionalización
Europe and USA
For Europe and the USA (United States of America, don’t write America only) shipping vessels start from ports in the Arabian Sea.
From there they move South into the Indian Ocean and then pass West into the Straits if Yemen into the Red Sea. They cross the Red Sea and pass into the Mediterranean Sea via the Suez Canal. They move Westwards through the Mediterranean and into the Atlantic Ocean via the Straits of Gibraltar Vessels who have to move towards USA continue on their Westward course and then reach the East coast of USA, while the ships who have to go to Germany or UK move North after passing through Straits of Gibraltar. Some ships which need to get to Germany pass through Straits of Dover between France and the UK
East Asia
For East Asia (China and Japan), ships start from the Arabian Sea and move South towards the Indian Ocean. From there they move East around Sri Lanka and move East.
They move through Straits of Malacca thus emerging into the South China Sea. Then they move north towards either China or move a bit further east towards Japan in the Pacific Ocean
Persian Gulf
For Persian Gulf, ships start from the Arabian Sea and move West immediately towards Straits of Hormuz and enter into the Persian Gulf. From there on they move either to UAE or a bit further West towards Saudi Arabia
LAND
China
Karakoram Highway connects China and Pakistan across the Karakoram mountain range, through the Khunjerab Pass, at an altitude of 15,397 ft
Afghanistan
Pakistan is connected to Afghanistan by Chaman pass in Balochistan and Khyber Pass in Khyber-Pakhtunkhwa
SEA PORTS OF PAKISTAN
Pakistan has 3 main deep sea ports
Port of Karachi
The Port of Karachi is country’s largest and busiest seaport, handling about 60% of the nation's cargo (25 million tons per annum). It has 30 berths and 2 wharfs (explained at the end of chapter)
Port Bin Qasim
It is country’s 2nd busiest seaport. In the 1970’s it was decided that the country’s first steel mill be built near Karachi. A purpose-built specialized port facility was also decided to be established for bulk handling of the massive imports of raw materials for steel production by the Pakistan Steel Mill at Pipri In addition to the future economic demands and strategic needs, this port was also meant to relieve congestion at the only seaport the
“Karachi Port”. Port Bin Qasim was located here because of the abundant flat land that was available and because it has sheltered a harbour (which limits the deposition of sand and silt, if that happens expensive dredging may be required to re-deepen the waterways again)
172 Chapter 11: Trade of Pakistan Fig11.1
It is at distance of only 15 km from the national highway, providing direct access to the rest of the country. A further 14km of railway track is present inside the terminal. This is linked to the national railway network through 6 railway tracks. Jinnah International Airport is also very near
In addition to the Pakistan Steel Mills (PSM) and KESC Bin Qasim Power Plant, around 80% of the Pakistan's automotive industry is located at Port Qasim. The port also provides direct waterfront access to two major nearby industrial areas, Export Processing Zone (Landhi) and Korangi Industrial Area.
Approximately 60% of country's export and import is originates from these areas.
Gwadar Port
Gwadar is located on the southwestern coast of Pakistan, close to the important Straits of Hormuz, through which more than 13 million barrels of oil passes per day. It is strategically located between three
increasingly important regions of the world:
the oil-rich Middle East, heavily populated South Asia and the economically emerging and resource-rich Central Asia. It is Pakistan’s 3rd busiest seaport
Fig11.2
Chapter 11: Trade of Pakistan 173 The construction of the Gwadar
deep-sea port is just one component of a larger
development plan which includes building a network of roads connecting Gwadar with the rest of Pakistan, such as the 650 km Coastal Highway to Karachi and the Gwadar-Turbat road
(188 km). This network of roads connects with China through the Indus Highway. Pakistan, China, Kazakhistan, Kyrgizstan and Uzbekistan are developing extensive road and rail links from Central Asia and the Chinese province of Xinjiang to the Arabian Sea coast.
The Pakistani Government has initiated several projects, with major financial and technical assistance from China, to develop Gwadar's strategic location as a goods transit and trade point. The primary project is the
construction of a deep-sea port at Gwadar to enable high-volume cargo movement to and from the landlocked Central Asian states.
The new port will also encompass conversion facilities to allow for the movement of natural gas as a part of plans for a termination point for the Turkmenistan-Afghanistan-Pakistan natural gas pipeline. The secondary project is a coastal highway connecting Gwadar to Karachi, whose $200 million cost will be completely financed by the Chinese. Gwadar will serve as a port of entry for oil and gas to be transported by land to the Western regions of China
174 Chapter 11: Trade of Pakistan Other ports of Pakistan (Pasni, Jiwani etc) are
less developed because of the lack of
government investment to develop them. They are primarily fishing ports which handle very little import/export of cargo. This is because most of Balochistan’s interior is thinly
populated and less developed. Thus there are less number of people who may want to import say luxury goods. Since there is less industrialisation there. Therefore, fewer surpluses of goods is produced for export (the little surpluses can be easily handled at other major ports). Furthermore, there are few crop areas in Balochistan, so there are less crops for export, neither there is a heavy demand for imported fertilizers. Also, these areas have poor access to the transport network, so even if goods were to be exported/imported from these ports; the transport costs would be too high