To ensure future developments are carried out in an orderly, coordinated and planned manner, the Authority has appointed Artur D. Little (ADL), Malaysia, Lyon Associates, USA and Indus Associated Pakistan to prepare a Master Plan for the Port, the related infrastructure and the business plan for the port. The consultants assignment is to cover:
- Land use/allocations Infrastructure Development
- Transport and communication
- Local economy
- Social activities/services
- Tourism and hotels
- Environmental concerns
- Institutional and organizational setup
- Marketing of Gwadar Port
Based on a thorough economic and industrial analysis, shipping trends analysis and long term forecasting study (undertaken by Arthur D. Little), a master plan for the development of Gwadar Port was developed and adopted in 2006. The plan uses a planning horizon of fifty years. The outlook plan for 2055 envisions a total quay-length of 50 km, a total throughput volume of 300-400 million tons of cargo and a port land area of about 10,000 hectares.
The master plan also contains a physical development program for the first 15 years, covering the period 2006-2021. The traffic forecasts developed for the next 15-20 years indicate cargo volumes in the range of 50-60 million tons per year.
More details on the different cargo terminals planned under the 15-year & 50 year physical development program are provided below.
Gwadar Port Authority (GPA) as landlord
The Government of Pakistan has adopted the landlord concept for new port development. In practice, this means that GPA will drive the overall development of the port and will raise the funds for development of general port infrastructure (primarily dredging of access channels and construction of breakwaters), while private sector investors will be the primary source for the development of terminals and cargo handling capacity. Reputable private investor-operators will be sought on a BOT (Build-Own-Transfer) basis for the design, construction and operations of the various terminals that are foreseen. BOT-agreements will be strictly on a concession-basis only, with no allowance for cross-share-holdings between the landlord-regulator and the terminal operators. In the longer term, as much as possible, different cargo types will be handled by dedicated terminals. This will allow for terminals to be developed and operated by dedicated operators who are specialized in these particular operations.