Coastline Pollution Problems of Karachi

International Journal of Emerging trends in Engineering and Development Issue 2, Vol.4 (May 2012) ISSN 2249-6149 Coastline Pollution Problems of Karachi Irfan Hameed PhD Scholar & Lecturer, Iqra University Business Administration Department, Main Campus, Karachi Yasir Ali Soomro PhD Scholar & Lecturer, Iqra University Business Administration Department, Main Campus, Karachi Rehan Shakoor Research Scholar & Lecturer, Iqra University Business Administration Department, Main Campus, Karachi Atif Shahab Butt Research Scholar & Assistant Director Quality Enhancement Cell Iqra University, Main Campus, Karachi Summary In this research paper major pollution problems faced by Karachi Coastline have been discussed. These are the problems by several reasons e.g., Untreated waste and sewage from factories are drained into the sea as well as oil spills from ships and fishing trawlers transiting the port. The shipping industry, through its discharges, water pollution, and possible leakages and spills, impacts on this environment. Toxic effects either direct or indirect by bio-accumulation of oil, DDT, PCB, and various metals; avoidance reaction by fish and shrimp because of poor water quality, distortion of organisms and reduction in their reproduction because of poor water quality and the fact that parts of the mudflat areas are being covered with oil; and increased erosion because dying mangroves can no longer reinforce the banks with their roots. There are some citizen action groups opposing the progress. These were also discussed and at the end some solutions to the problems were presented. If that plan should be followed the whole outlook of the Karachi can be changed. Key words: Coastline; Environment; bio-accumulation, water pollution Corresponding Author: Irfan Hameed Introduction “Pollution is the introduction of pollutants (whether chemical substances, or energy such as noise, heat, or light) into the environment to such a point that its effects become harmful to human health, other living organisms, or the environment.” There are different types of pollution e.g. , air Pollution, water pollution, soil contamination, radioactive contamination, invasive species, light pollution, noise pollution , radio spectrum pollution, visual pollution etc. No one will disagree that pollution is one of the biggest problems all over the world. Every country is trying to minimize this problem by adopting different tools and measures. In Pakistan pollution is also one of the major problems especially as the time is passing this problem is going to become severe. Karachi is considered as economical hub of Pakistan. The Karachi coastline, which stretches over 135 km, is facing severe pollution due to a combination of industrial, port, municipal, and transportation activities in the area. The Karachi coastline's growing pollution level, which is tied to the increasing volume of trade via the shipping industry Page 528 International Journal of Emerging trends in Engineering and Development Issue 2, Vol.4 (May 2012) ISSN 2249-6149 Through the Karachi Port, is severely contaminating the mangrove forests and marine life in the area. Karachi Port handles the majority of the country's seaborne trade while the surrounding city of Karachi accounts for half of the government's revenues and contributes 20 percent of Pakistan's GDP. Karachi, which is Pakistan's financial center and has the highest concentration of literate people in the country, also serves as the location for a large portion of the country's primary export industries which produces large amounts of industrial waste. (1) Untreated waste and sewage from factories are drained into the sea as well as oil spills from ships and fishing trawlers transiting the port. (2) The port authorities are ill-equipped to deal with the environmental degradation being caused by the shipping industry. Moreover, because many landlocked Central Asian countries are beginning to view Pakistan as a conduit to ship out their exports, the port activity is likely to increase; and so will the pollution. The national government is now faced with the complex problem of encouraging the upswing in trade to faster economic growth while at the same time attempting to contain the environmental damage that ensues with these new opportunities. Objectives: This Study will be beneficial for understanding the pollution problem of Karachi Coastline and its possible effects. After understanding all these things trying to find out best solutions for these afore mentioned problems. It will help to save the water life as a result of which there will be excessive production. Then the supply will increase in the market and thus the price will go down. If the water pollution is controlled then the economy will be stable. Literature Review The Karachi beach is really facing serious problems Sahil Bacho campaign see very serious problems. For example, the Sahil Bacho (Save Karachi’s Beaches) Petition says: “The entire beach and its back waters from Hawks bay to Manora is to be developed as real estate. The Hawks bay Sand spit area as Sugar Land City and the Manora ridge as a 20 storey five star hotel. Manora is to be linked to Keamari with a bridge and the development is to continue along the coast up to the golf club. There is nothing wrong with development but this will deprive millions of Karachiites and people from outside of Karachi, who visit the beach for recreational and entertainment purposes, access to the beach. I feel the Karachi “elite” must do something about this.” - Arif Hasan, Architect The Karachi coastline's growing pollution level, which is tied to the increasing volume of trade via the shipping industry through the Karachi Port, is severely contaminating the mangrove forests and marine life in the area. Karachi Port handles the majority of the country's seaborne trade while the surrounding city of Karachi accounts for half of the government's revenues and contributes 20 percent of Pakistan's GDP. Karachi, which is Pakistan's financial center and has the highest concentration of literate people in the country, also serves as the location for a large Page 529 International Journal of Emerging trends in Engineering and Development Issue 2, Vol.4 (May 2012) ISSN 2249-6149 portion of the country's primary export industries which produce large amounts of industrial waste. (1) Untreated waste and sewage from factories are drained into the sea as well as oil spills from ships and fishing trawlers transiting the port. (2) The port authorities are ill-equipped to deal with the environmental degradation being caused by the shipping industry. Moreover, because many landlocked Central Asian countries are beginning to view Pakistan as a conduit to ship out their exports, the port activity is likely to increase; and so will the pollution. The national government is now faced with the complex problem of encouraging the upswing in trade to foster economic growth while at the same time attempting to contain the environmental damage that ensues with these new opportunities. Description The Karachi coastline, which stretches over 135 km, is facing severe pollution due to a combination of industrial, port, municipal, and transportation activities in the area. The coastline is being overwhelmed with water-borne pollution being discharged in the shipping process into the marine environment. (3) A recent study found that some of the marine life was contaminated with lead, which if consumed by humans through seafood, has been linked to anemia, kidney failure, and brain damage. (4) In fact, the study also discovered that even the mangrove forests--- protecting the feeder creeks from sea erosion as well as a source of sustenance for fishermen--are threatened by this pollution. Pakistan is heavily dependent on these mangrove forests to maintain the ecological balance. For example, the mangrove leaf litter provides a major source of nutrients. The mangroves provide a diverse habitat for a complex and interdependent community of invertebrates, fish, birds, and reptiles; and the primary productivity of these mangrove-covered deltaic areas is four to seven times those of coastal areas without mangroves. (5) Of a global concern is that the South Asian waterfowl seek food and shelter in these estuaries and mangroves. In addition, most of the tropical marine--such as the commercially important shrimp-- species seek shelter in the mangroves for one stage of their life cycles. The shipping industry, through its discharges, water pollution, and possible leakages and spills, impacts on this environment. The greatest pollution occurs at Karachi port--because of its high usage--from vessels illegally pumping out bilges and refuse at the port's oil terminal. Sewage and garbage from the visiting vessels are often uncontrolled and while the offenders are often fined by port authorities, this has not been an effective deterrent. Moreover, port authorities are ill-equipped and inadequately trained to recognize other hidden toxic dumping activities, such as dumping toxic waste at sea or by leaving wrongly labeled containers on land. The World Bank noted in an environmental study that "sewage and toxic matter [pollution in the Karachi Port] includes (i) Toxic effects either direct or indirect by bio-accumulation of oil, DDT, PCB, and various metals; (ii) Avoidance reaction by fish and shrimp because of poor water quality; (iii) Distortion of organisms and reduction in their reproduction because of poor water quality and the fact that parts of the mudflat areas are being covered with oil; and Page 530 International Journal of Emerging trends in Engineering and Development Issue 2, Vol.4 (May 2012) ISSN 2249-6149 (iv) Increased erosion because dying mangroves can no longer reinforce the banks with their roots." (6) The port is also affecting the environment with its heavy shipping of oil and subsequent dredging activities; traits common in the shipping industry. Due to country's spiraling dependence on oil imports, oil is one of the major cargoes imported at the port. However, an estimated 90,000 tons per year of oily discharges are pumped out within port limits and there exists no oily ship waste reception or treatment facility within the port. (7) In addition, a common environmental problem associated with the shipping industry, dredging, is having a major impact. Dredging is the process of removing the silt buildup in the port from the entering and exiting of the ships. The dredged material is dumped out to sea to maintain the port. However, there is no system for monitoring trace metal in the dredged spoil which is likely further deteriorating the environment. A significant percentage of the coastal pollution is contributed when the export industries ship their goods through the Karachi Port. The port induces polluting industries to set up shop nearby in order to expedite exportation. The pollution from these industries is affecting the environment because much of the factories' effluent is untreated and released directly into the port area. The 1991 Pakistan National Environmental Plan estimates that three main coastal industries located near the port with the largest volumes of effluents are the steel mill, power plants, and refineries and notes that many smaller industrial units are having more significant polluting effects on the marine environment. In 1992, a United Nations study noted that the "concept of wastes recycling, treatment, and disposal does not exist in the industrial sector [in Pakistan.] Even the highly polluted wastes are being discharged irrationally into water bodies, on soil and in the air...industrial waste treatment systems are virtually non-existent in the country and those existing in a few industries, either technically does not meet the requirement standards or they are out of use or are no operational." (8) With scarce national government policies on environmental controls, the industries are able to dispose of the waste the cheapest way for the company (which translates into dumping into the sea.) In addition to the growing export industries contribution to the pollution, trade activity in the Karachi Port is expected to rise steadily. Pakistan's total seaborne trade is about 32 million tons per year and is expected to maintain an average growth rate of about 4.5 percent per annum. (9) Moreover, because "recent changes have led to a major realignment in trading patterns in the region leading to the expansion of the Economic Cooperation Organization (ECO) to include the Central Asian states and Afghanistan along with Pakistan, Iran, and Turkey...Pakistan stands already committed to provide a suitable deep water port for the landlocked countries of the ECO." (10) The steady push for increasing the capacity of the port facilities is likely to only increase in the near-term. Without improvements as outlined in the above paragraphs, however, the upsurge in the shipping industry, and therefore pollution, is likely to overburden the environment along the Karachi coastline. Discourse and Status: Disagree and in progress The government is having limited success in its efforts to stem pollution from shipping along the Karachi coastline. As stated in the introduction, the government is trying to find a middle Page 531 International Journal of Emerging trends in Engineering and Development Issue 2, Vol.4 (May 2012) ISSN 2249-6149 ground between policies that promotes trade within a sustainable environment. The reason for this disconnects stems from the national government’s troubles in merging the environment and economics in the decision-making process. In 1994 the government set up the Marine Pollution Control Board (MPCB) to supervise and implement pollution control and prevention measures along Pakistan's coastline. (11) However, a preliminary readout indicates that the board does not have much power to back its mission and the MPCB has had little success. In addition, although the need to enter the international arena to prevent ocean dumping of wastes and pollution is imperative, Pakistan is not a signatory to the 1972 Convention of Prevention of Marine Pollution by Dumping of Waste and Other Matter or the 1978 MARPOL Protocol relating the International Convention for Prevention of Pollution from Ships. Another prominent example of the national government's sluggish policy on legislation to regulate the environmental policies on the shipping industry occurred when negotiating a loan to expand Karachi port in the late 1980's. The government was pressured to make these concessions in order to upgrade its port facility. During the project preappraisal by the World Bank, an environmental expert was included in the talks to aid the World Bank team. In order to protect the marine environment, a series of Measures were tentatively agreed upon with the Karachi Port Trust which included mainly rehabilitation of the pipeline trench, provision of reception and surveillance facilities to monitor waste discharged from the ships, and the establishment of a Marine Environment Unit. But progress in implementing these changes has been slow. (12) There are, however, several other current policies, plans, and proposed projects that are likely to have an impact on marine life and coastal resources in general, as laid out by the 1991 Pakistan National Conservation Strategy: "Salient examples include the Indus water accord, allowing the provinces additional water withdrawals; the coastal zone management plan, envisaging recreational development from Cape Monte to the Indus Delta; and the project to construct a long-sea outfall for effluent disposal. The consequences of reducing freshwater inflows to the mangroves have to be carefully investigated." The plan also mentions a proposed effort to encourage the development of inland fisheries, using pen culturing in small reservoirs, instead of promoting the marine fisheries which are catching rising numbers of contaminated fish. Trade Product Identification: Transport The shipping industry, as a form of transportation, pollutes the environment. In this case study, the incoming and outgoing ships regularly discharge sewage, garbage, and sometimes toxic wastes. The Karachi port authorities are facing difficulties in combatting these elusive activities. Port measures are not effective in the surveillance of ships to prevent the dumping of pollutants. Moreover, oil spills are a continual hazard when importing oil, which Karachi Port does in great quantities. In fact, oil importation is project to steadily increase due to the country's urgent need for more energy production. The flip side of the imports is that the port is still inadequately prepared to handle not only oil spills, but the oil leakage that occurs in daily port activities. Karachi Port lacks up-to-date reception facilities for oil and oily waters as well as sufficient means to contain oil spills during unloading of tankers. Page 532 International Journal of Emerging trends in Engineering and Development Issue 2, Vol.4 (May 2012) ISSN 2249-6149 Another underlying aspect to the transport services that the shipping industry provides is that industrial goods produced for trade which will transit through the Karachi port facility. Perhaps due to the much-needed industrial productions in the economy, the government is reportedly reluctant to enforce strict anti-dumping laws. The primary industries in Pakistan are: cotton, textiles, clothing, and leather. (13) These sectors, many of them centered on Karachi, all add a great deal of industrial waste to the coastal waters around the city. Human Rights: YES The polluted port and coastline diminish the quality of life for Pakistanis. In addition to poisoning the marine life in the sea, the contaminated fish can harm the unwary domestic consumer who purchases it. The marine life consumed domestically--such as Fish, shrimp, and oysters--are directly contaminated. Marine life is also decreasing in numbers which is directly affecting the local population who demands on fishing to augment their food supply. Some studies have shown that "eutrophication caused by pollution from sewage--though increasing the overall biomass in the form of algal blooms--has reduced economically important marine fauna." (15) Finally, the pollution directly affects the shoreline, including the mangroves, and can have serious implications for human health--via water-borne diseases and contact with contaminated water--for the villages along the coastline. Trans-Boundary Issues: YES The Karachi coastline stretches along the Pakistani shores for 135 kilometers. However, the pollution cannot be contained to this coast alone and is likely to spread to its neighboring countries--Iran and India--as well as further into international waters. Depending on tidal flows, and how far out to sea waste is dumped, the pollution will touch on other countries' shores. One primary area of concern in Pakistan involves attempting to control the pollution that flows downstream, a dilemma which creates problems for each subsequent village along the river. The same concept applies to the inevitable expansion of the Karachi Port's pollution crisis to both India and Iran, which are dealing with similar pollution problems. Moreover, another trans-border aspect of the pollution involves the export of infected fish and shrimp. If the seafood fished in the polluted waters is exported to other countries, the trade good that was shipped is contaminated. As one can see, while the situation began as a domestic problem, with trade involved it has quickly transcended the state border. Economic Data The Karachi Port handled 22 million tons of cargo in 1992-93 and should be able to handle up to 30 million tons of cargo by 1997. The citizens of Karachi are opposing the development plans and they say that this should not be done and according an article. Page 533 International Journal of Emerging trends in Engineering and Development Issue 2, Vol.4 (May 2012) ISSN 2249-6149 WE, THE CITIZENS GROUP OF KARACHI FOR PROTECTION OF THE BEACH FRONT DEMAND AN END TO BEACH DEVELOPMENT PLAN: 1. We, the undersigned citizens of Karachi oppose Beach Development Plan and demand an immediate end to its implementation as it prevents the common person free access to the beach, contravenes the law, and will cause immense environmental damage. 2. Land grabbers have planned to deprive once again the citizens of Pakistan, of their only sea front asset shared by millions of citizens. Their Development Plan consists of developing the area between the coastal road and the sea which at present is mostly undeveloped making access to the Beach possible. This development plan consists of seven zones in the 14 km strip between MacDonalds and Creek Club. 3. All 14 kilometres of beach will eventually consist of commercial complexes, office blocks, multi-storey car parks, posh restaurants, amusement and theme parks (for which an entrance fee will be charged), a tramway track along the beach (whose fare has been estimates at Rs. 90 per trip, an expo centre complex, vocational dwellings, elite clubs, expensive hotels, high-rise condominiums, a water sports stadium, and a marina. 4. This development will destroy the natural environment of the coast and will make almost the entire beach inaccessible to the citizens of Pakistan, especially to the low and lower middle income communities who will not be able to afford the cost of the expensive entertainment being proposed and will be excluded simply by the nature of developments that are to be implemented 5. No one can take away the right of the citizens of Pakistan to access their beach. Under international and domestic law, the beach area is for public use and everyone, regardless of income, has the right to free access to the beach without obstacles or interference. This is a principle enshrined in the public trust doctrine. 6. We strongly oppose a development plan that will finish off the only natural multi-class recreational space available to Karachites and as a result will further socially fragment an already fragmented city. The beach is a public spot we share with the many hundreds of thousands of our countrymen who visit Clifton Beach every week and belong to all classes and ethnic groups. A plan that shuts out a majority of Pakistan population is unacceptable. 7. We have already seen the “gentrification “of the beach by the imposition of a fee of Rs 10 per person as entry to Beach front Park. This Park controls access to the beach and therefore prevents low and lower middle income citizens from enjoying the beach. We can not allow any further such developments. 8. We are not against theme parks, marinas, expo centres and expensive hotels and condominiums, but it is our considered opinion that for environmental and social reasons the area between the coastal road and the high water mark should be unencroached, construction free and accessible to the public free of cost as is the case in other South and South-East Asian countries and in the developed world. 9. The Karachi Coastal Management Plan, prepared in 1989 by the KDA Master Plan Department with UN assistance, as part of the Karachi Development Plan 2000, had recommended a 50 metre construction free accessible zone beyond the high water mark. We feel that this Coastal Management Plan should be followed. 10. As children we have had free and unrestricted access to Clifton Beach as did our parents. Our children (in some cases our grand children) should also enjoy the same benefit. Page 534 International Journal of Emerging trends in Engineering and Development Issue 2, Vol.4 (May 2012) ISSN 2249-6149 11. We derive strength from the fact that 4,665 persons belonging to 73 CBOs and NGOs from all over Pakistan and individuals belonging to 89 low and lower middle income areas of Karachi have supported concerns of the Sahil Bachao Movement whose concerns are similar to ours. Conclusion After having discussed above mentioned problems we recommend the following solutions to the problems. That has been under discussion by the officials. DUBAI, 5 June 2006... Dubai World has revealed that Limitless, its integrated international real estate developer, will spearhead the newly announced Karachi Waterfront development. The announcement was made during a ceremony in Islamabad, attended by H.H Sheikh Mohammed bin Rashid Al Maktoum, UAE Vice President, Prime Minister and Ruler of Dubai and Shaukat Aziz, Prime Minister of Pakistan. The MoU to this effect was signed by Pakistani Minister of State for Privatisation and Investment, Umar Ahmed Ghuman and Dubai World Chairman Sultan bin Sulayem. Revealing the details of the project, Chairman Sultan bin Sulayem said, “We are delighted to lead the development of the Karachi Waterfront project. This is a major project, involving phased development of the 25,000 ha. site, west of Karachi. It will be a new Karachi. Limitless’ focus on creating balanced developments for large urban communities will, we believe, ensure that the development meets the economic and social needs of the government and the people of Pakistan.” The CEO of Limitless, Saeed Ahmed Saeed added, “At this stage, the exact elements of the master-plan are being finalized considering the overall needs of the people and the best approach to develop a self-sustaining community.” Phase 1 of the project will involve an investment of USD 20 bn. over the next ten years for developing more than 2000 ha. of prime water-front property. Subsequent phases of the project are expected to involve much larger investments. Karachi Waterfront will evolve as Limitless prepares the master plan in line with local and Government needs. It will contain a defined and carefully weighted balance of residential, commercial, recreational and entertainment facilities. The new city will also be home to Special Economic Zones, creating a hub for trading, manufacturing and services industry. All components of the development will be supported by a world-class infrastructure and amenities. The project is part of the Government of Pakistan’s initiative to relieve pressure on the existing city and attract investment and visitors to Pakistan. Karachi Waterfront is the first international project to be announced by Limitless since the company was officially launched in April, 2006. Company sources reveal that several other projects are in the pipeline, in Dubai and elsewhere, and will be announced shortly. “The business of creating balanced developments is a challenging one. It is a relatively new science, which requires a great deal of research, flexibility and a multi-disciplinary approach to ensure that the balance sought is not only achievable but sustainable. In the coming months we Page 535 International Journal of Emerging trends in Engineering and Development Issue 2, Vol.4 (May 2012) ISSN 2249-6149 hope to be able to reveal more details on other projects – but only when we are confident that we have found the best solution to address the needs of each community,” Saeed added. Project Description     The project is a joint initiative of Limitless and the Government of Pakistan to create a new, balanced waterfront development - Karachi Waterfront, on a 25,000 ha. site west of the existing city of Karachi The “new city” would contain a defined and carefully weighted balance of residential, commercial, recreational and entertainment facilities in state of the art, master-planned communities The development would also be home to Special Economic Zones creating a hub for trading, manufacturing and services industry supported by world-class infrastructure and amenities Phase 1 of the project will involve an investment of USD 20 bn. over the next ten years for developing more than 2000 ha. of prime water-front property. Subsequent phases of the project are expected to involve much larger investments References 1. Linden, Eugene. "The Exploding Cities of the Developing World" Foreign Affairs. 15 January 1996. 2. "Pollution of Costal Area Waters Deplored" Karachi Dawn. 4 June 1992. 3. Beg, Dr. Mirza Arshad Ali. "Environmental Degradation" Pakistan & Gulf Economist. 11-17 February 1995. Pp. 113-118. 4. "Pollution of Coastal Area Waters Deplored" Karachi Dawn. 6 June 1992. 5. "Pakistan National Environmental Action Plan" Pakistan National Conservation Strategy, Volume 1. 1991. 6. "UN Report Calls NaTion "Polluters Paradise" Karachi Dawn. 4 June 1992. 7. World Bank. "Karachi Port Modernization" Staff Appraisal Report #LN 3335-PAK. 13 May 1991. Pg. 26-27. 8. "Pakistan National Environmental Action Plan" Pakistan National Conservation Strategy, Volume 1. 1991. Pg. 86. 9. Zheer, Capt. Raffat. "Action, not words needed to revive shipping industry" Pakistan & Gulf Economist. 11-17 February 1995. Pp. 11-12. Page 536 International Journal of Emerging trends in Engineering and Development Issue 2, Vol.4 (May 2012) ISSN 2249-6149 10 "Gwadar Deep Water Port" Pakistan & Gulf Economist. 11-17 February 1995. Pp. 14-16. 11. "Pakistan: Special Report - Marpol Bill Completed" Lloyds List. 12. January 1995. 12World Bank. "Karachi Port Modernization" Staff Appraisal Report #LN 3335-PAK. 13 May 1991. Pg. 26-27. 13. Central Intelligence Agency. "Pakistan" 1994 World Factbook. Pp. 303-4. 14. Beg, Dr. Mirza Arshad Ali. "Merchant Shipping in Pakistan" Pakistan & Gulf Economist. 25 November - 1 December 1995. Pg. 10. 15. "Pakistan National Environmental Action Plan" Pakistan National Conservation Strategy, Volume 1. 1991. Pg. 86. Page 537