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SustainabilityReport ’07

Sustainability Report’07

Contents1 Message from the Board of Administration 06

From the past to the present 08

Key indicators of APL’s performance 12

2 Our vision of sustainability 14

2.1 Vision, mission and values 15

2.1.1 Vision 15

2.1.2 Mission 15

2.1.3 Values 15

2.2 Vision of sustainability – APL’s principles and strategy 16

2.2.1 Principles of sustainability 16

2.2.2 Strategy 16

2.3 Strategic framework 18

2.4 Port of Lisbon Strategic Development Plan 2007-2025 22

3 Stakeholder involvement 24

3.1 Collaborators 30

3.2 Port community 37

3.3 Clients 38

3.4 Suppliers 39

3.5 Universities 39

3.6 Civil society 40

4 Safe and non-polluting navigation 42

4.1 Environmental and social responsibility in maritime transport 43

4.2 Safe navigation 45

4.3 Non-polluting navigation - management of the impact on the port 46

4.3.1 Ballast waters 46

4.3.2 Naval shipyards and repairing of ships and boats 47

4.3.3 Movement of solid granaries 47

4.4 Non-polluting navigation - management of impacts at high-sea 48

4.4.1 Retraction of residues produced on board ships 48

4.4.2 Atmospheric emissions 52

4.4.3 Water supply to ships 52

5 Valuation of the Tagus estuary 54

5.1 Conservation of biodiversity in Tagus estuary 55

5.2 Combat of coastal and estuary erosion 57

5.3 Management of dragged sediments 58

5.4 Reduction of non-treated residual water discharges in the estuary 59

5.5 Cleaning of water-lines 60

5.6 Supervision of the quality of superficial waters in the estuary 60

5.7 Dismantling of abandoned ships 61

5.8 Remediation of environmental liabilities

from port industrial activities 62

5.9 Archeology 64

6 Port-City Relations 66

6.1 Introduction 67

6.2 A history of re-qualification and great investment 68

6.2.1 Qualification or integration 69

6.2.2 Preservation and valorization of the

environmental and patrimonial identity 70

6.2.3 Promotion of the public appropriation of the water front 72

6.2.4 Investment in green areas 73

6.2.5 Cooperation and partnerships – involvement with municipalities 74

6.2.6 Patrimonial investments in 2007 75

6.3 There’s life at the port 77

6.3.1 Recreational nautical activities 77

6.3.2 Culture and training 80

6.3.3 Leisure and diversion 82

6.3.4 Other events 83

6.4 Environmental and social responsibility in the

relationship with communities 84

6.4.1 Mangement of sandy zones 84

6.4.2 Management of water supplies 85

6.4.3 Noise and air quality 87

6.4.4 Works within the area of jurisdiction 87

6.4.5 Collection of urban residues - urban cleanness 88

7 APL in the present 90

7.1 Company description 91

7.2 Competencies, area of jurisdiction and patrimony 93

7.2.1 Competencies 93

7.2.2 Area of jurisdiction 94

7.2.3 Patrimony 94

7.3 Governance structure 95

7.3.1 Legal framework – organizational statutes 95

7.3.2 Internal organization and organizational structure 95

7.3.3 Governance model and members of the various bodies 96

7.4 Movements at the port of Lisbon 97

7.5 Economic impact on the country 98

7.5.1 Introduction 98

7.5.2 Direct impact 99

7.5.3 Salaries and benefits for employees 100

7.5.4 Indirect and induced impact 101

8 About this report 102

9 Annexes 104

9.1 GRI tables 105

9.2 Glossary 111

I. Messagefrom the Boardof Administration


07

It is with enormous satisfaction and pride that on behalfof the centennial APL - Administration of the Port of Lisbonwe present you, in an integrated and systemized form, the firstreport of the evolution of our activities in the scope ofsustainable development.

Given its multi-functional nature, increasing responsibilities inthe national port context, management responsibilities coveringthe land areas that it is legally committed to, and with regardsto Estuary waters of recognized historical, environmental andurban-social importance, APL, SA has always looked to integratewithin its activities management principles associated toenvironmental, social and economic practices. APL, SAunderstands that these constitute fundamental factors for thedevelopment and consolidation of its activity.

The present report looks to systemize and quantify thesepractices, which result in a commitment rooted in four strategicareas – stakeholder involvement, safe and non-pollutingnavigation, valuation of the Tagus Estuary and Port-cityrelations, which stem from the company’s mission, which wasassumed as,

“The offer of a port-related multi-functional service,client-oriented – our basis for sustentation – andaccording to the principles of operational rationalityand financial economics, of social and environmentaleffectiveness and in accordance with the best-practicesin maritime and patrimonial security”;

Daniel EsaguyMember of the Board

Sandra AyresMember of the Board

Manuel FrasquilhoChairman

integrated into the Port of Lisbon’s strategic plan, whoseactions and programs are organized aiming at its developmentand achievement with a short and medium timeframe.

As this is our first sustainability report, it will naturally havesome weaknesses and omissions that we will of course lookto rectify in future editions. For this reason we stronglyrecommend the reading of this report and take this opportunityto request and to thank you in advance for any comments thatyou may wish to submit.

Our commitment to the future of the Port of Lisbon as a portof multi-functional nature and recognized importance in a local,national, Iberian and international context is a reality thatwe will consolidate and develop with total respect for its historyand strategic, operational and sustainability principles that areherein articulated.

Finally, we would like to express our sincere gratitude to ourinternal teams and consultants who have helped us, throughtheir work, professionalism and dedication, all of which haveenabled the development of this report. This report will certainlyconstitute a behavioral and professional reference for all at APL,carrying out their professional activities with zeal and totaldedication.

From the pastto the presentknow 43 centuries of the Port and 100of its Administration

o

of the PortC. XXII B.C.

Phoenicians establish a commercial port

on the northern edge of the Tagus River.

205 B.C.

City is conquered by the Romans and

its baptism as Olisipo.

AD 472

City is controlled by the Suevi and the

Visigoths

AD 714

The Moors take Lisbon and develop the

Port through their Mediterranean and

Atlantic commercial activities.

C. XI

With the advent of the Crusades, the

traffic in maritime commerce increases

significantly.

28 June, 1147

Afonso Henriques enters the Tagus with a

fleet of 164 ships that transport an army of

13.000 crusaders.

C. XIII

Evolution in navigation methods: using the

compass to assist navigation, introduction

of the sternpost rudder, bringing more

stability and manageability to the boats.

Bigger and greater ships constructed, with

increased load capacity.

First regular lines from the Mediterranean

to England and Northern Europe, by the

Strait of Gibraltar. Lisbon is an obligatory

stop.

1384

Start of the 2nd Dynasty - fundamental role

in the defense of nationality, City wall with

13 sailing-ships and 40 Castilian vessels.

Reign of D. João I

Discoveries - Lisbon as key port for global

commerce. Lisbon becomes a rich city,

Portugal becomes known worldwide.

Security and the monitoring of the Tagus

Estuary entrance strengthened by the

construction of forts: on the left edge of the

Tagus: fortresses from Cabeça Seca (Bugio)

until Almada.

C. XVI & XVII

Luso-Spanish commerce develops

significantly.

1580 to 1640

Spanish domain - accomplishment of works

to remove the accumulation of sand in the

Tagus, products from Brazil disembark at

Lisbon: wood, sugar and gold from the

General Mines.

Earth quake of 1755

Generalized destruction of Lisbon, leading

to the reconstruction of the planned city

with commerce in mind.

C. XIX

Introduction of the vapor machine,

modernization of the Port of Lisbon, a

succession of various studies and projects

that culminated with the inauguration of

the works on the Port of Lisbon by D.Luís I

on 31 October, 1887.

16 July, 1885

Legal document authorizing the Government

to adjudicate the construction works of the

Port of Lisbon. Portuguese engineers: João

Matos and Adolph Loureiro's auditing project.

31 October, 1887

Inauguration of the first works between

the Torre de Belém (Belém Tower) and Santa

Apolónia, by D. Luís I.

Until 1907

The management of the Port is attributed

to the contractor H.Hersent.

11 March, 1907

D. Carlos sanctions the General Court Decree,

18 February by legal document.

100 yearsof APL8 May

Inauguration of the new administrative

regime of the Port, delivering the Port to

the Autonomous Board of Administration,

whose first President of the Board of

Administration was Peer of the Realm

José Adolfo de Mello e Sousa, and the

members of the Council were Fernando

Munró dos Anjos, Pedro Gomes da Silva

and Manuel Francisco de Vargas, respectively

commerce representatives from navigation

companies and railroad companies.

The Engineer Luís Straus from Hersent

company was nominated as the Managing

Director of the Port.

43 centuries 1

1907-1928EPL, Management of the Port of Lisbon,

started to manage its areas of

responsibility with its own revenues,

derived from the improvements made to

valorize the Port.

1910

EMonarchic regime is substituted by a

Republic, a very disturbing period, greatly

affected by the 1914-1918 war, however

the first attributions of the Port, foreseen

in the Bases attached to the legal document

are increased and are to be found described

in the Port of Lisbon's Regulation of

Commercial Exploration.

Completion of Alcântara docks.

Purchase of a revolving bridge and Port

terrestrial and maritime equipment,

the large capacity dragging of Alcântara

and the powerful tugboats Cabo Espichel,

Cabo Sardão and Cabo Raso, and of naval

construction and repair.

Construction of the dry docks and the

reconstruction of the northern wall at

Alcântara docks.

Change of designation of EPL to AGPL -

General Administration of the Port of Lisbon.

4 December, 1926

The Law of Ports is published, the first

diploma where it establishes a national Port

policy, thus, in terms of articles 2.a), the Port

of Lisbon is classified as pertaining to the

first class of ports “that directly interest the

country's general economy.”

1928-1946This time was marked by a military

dictatorship.

23 de Julho de 1934

Remodeling of the organizational law of

AGPL - Decree Law No. 24:208, of 23 July,

1934 - maintaining the principle of

independence of Port services from any

another service, of a total and direct

collaboration between the Administration

and the Government. It is not entirely

autonomous, in financial terms and in

administrative terms, once it continues to

depend on higher approval for the more

important acts of management.

As agencies of the Administration of the

Port, along with the Board of Administration

and the General Administrator, the new posts

of Port Director and Advisory assembly are

created.

Third section of works from Santa Apolónia

to Poço do Bispo. These will allow a widening

of the railway station and for the installation

of new industries and the development of

commerce.

1934

Disappearance of the old Right of Wharf and

in substitution the Port Tax was created,

becoming mandatory, with rare exception,

the entrance of merchandise from abroad

and overseas territories and from the

warehouses, without considering their

customs regime.

1936

AGPL's concession of the naval shipyard to

CUF who substitute the Naval Construction

and Repair Company.

Beginning of the construction of the three

large warehouses for hardened concrete at

Alcântara-North, as well as the fluvial

stations at Belém and Terreiro do Paço and

the buildings for the Police and the customs

delegation and of the warehouse for the

Regulating Commission of Codfish

Commerce.

The left end of the Tagus Estuary is delivered

to the General Administration of the Port of

Lisbon, with jurisdiction over the entire

Estuary.

1939 and 1940

Diplomas authorizing the celebration of

contracts for the construction of maritime

stations at Alcântara and Rocha do Conde

de Óbidos. Architect Pardal Monteiro is

attributed the task of their design. 14 panels

of the Tagus can be admired in the hall on

the second floor of the stations, representing

port working life and typical scenes,

executed according to the fresco mural

painting technique, by the painter José Slave

de Almada.

1942

Equipping of the Maritime Airport at Cabo

Ruivo by AGPL (Dec. 32331 of 19 November,

1942), sea landing for Pan Am hydroplanes.

1946-1960Decree Law No.35.716 of 24 June, 1946,

entitled Plan of Improvements for the Port

of Lisbon: Maritime Works: Pedrouços

docks for the fish service, conclusion

of the first section, complementing

of the third section, between Xabregas

and Poço do Bispo, conclusion of the Poço

do Bispo docks, Olivais docks and

regularization of the waters edge until

Beirolas, adaptation of the Belém and Bom

Sucesso docks, wharf bridges at Cabo

Ruivo and Beirolas, regularization of the

waters edge at Paço de Arcos, canalization

and sanitation of the maritime junks of

the Jamor river, works on shelter and

regularization of the waters edge in

Alfeite, works on Trafaria. Works and

terrestrial installations, such as street

divisions and railway lines, diverse

warehouses and other buildings, including

the headquarters of the General

Administration and employee installations,

equipping of the commercial Port, in

terrestrial equipment and maritime terms.

1948

Alteration of the law, to the Decree Law No.

36:976, of 20 July which widens AGPL's area

of jurisdiction, that now extends until Vila

Franca de Xira, stating with determinative

reason the fact of one being the prolongation

and natural complement of the other.

The Colonial Navigation Company, the

Company of Azorean Freight Navigation and

of the General Society of Industry Commerce

and Transports are installed at Alcântara

docks, as well as the petroleum companies,

Sacor, Sonap, and Shell at Cabo Ruivo. At the

southern end of the Estuary, the industrial

complex of Quimigal and Lavradio start

activity. Siderurgia Nacional settles in Seixal.

28-09-1950

Integration of the Torre de Belém (Belém

Tower) as AGPL's patrimony.

Heraldry constitution of weapons, flags and

the AGPL stamp, the institution called “Medal

of the Port of Lisbon” and the creation of its

ex-libris.

1

1960-1987Maritime transport suffered great

modifications evolving in the direction of

greater specialization and an increase in

the dimensions of ships, reflecting the

liberalization of the world economy.

1965

The Alcântara wharf was submitted to

recovery works with an extension of 1100

meters. Also, a new advance on the river,

of 80 meters, was created assuring greater

water depth and increasing the embankment

to nine hectares, retaining the vitality of this

port zone: always considered to be the

noblest of the Port of Lisbon.

Construction of the shipyard at Lisnave and

at Margueira and equipment for the repair

of large vessels.

October 1970

Start of the Container Terminal at Santa

Apolónia, equipment for the landing and

embarking of containers, with cranes to carry

containers, developing effectiveness and

consequent profits.

The Port of Lisbon inaugurates a new and

important phase accompanying the evolution

in merchandise transport - the development

of containerization. The Port assumes the

function of crucial connection between

maritime, fluvial and terrestrial transports.

The container terminal at Alcântara, with

Liscont as the concessionaire, operates since

1985 targeted at transshipment operations.

From the 80s grain producing, agricultural-

alimentary, oleaginous, combustibles, and

others terminals are installed, as much in

the southern part as in the northern part of

the Estuary. A remarkable development

occurs in the southern part of the Estuary.

Cruise ship traffic has always merited APL's

attention, above all from the middle of the

80s, with the Port's offer in terms of

installations and support services increasing

steadily.

1987-1998Period after integration in the European

Union (1986)

Significant reorganization of the Port system

in order to become an efficient and effective

Port to meet competitiveness requirements

imposed by integration and globalization.

31 December 1989

First Strategic Plan of the Port of Lisbon -

ways to adapt the Port to new challenges

that the single European market will present

as of 1993. The development of the Port of

Lisbon should include the following vectors:

container terminals and other specialized

terminals for merchandise, fluvial navigation,

commercial and industrial areas, revitalization

of riverside fronts, cruise ship terminals, and

recreational navigation.

Development plans include the improvement

of access conditions to the Port; as a first

measure the Port established new geometric

characteristics of the access canal, as well

as amplifying the capacity of container

terminals.

December 1994

Decree Law No. 324/94, establishes the

general bases for the concession of wharves,

port terminals, equipment and spaces to

private parties - Landlord Port model.

The Container Terminal at Santa Apolónia

concession to Sotagus was the turning point

from administration to the commercialization

of the Landlord-Port or proprietor port.

29 June 1994

Plan of Order of the Riverside Zone - POZOR

- compatibility between the specific

requirements of port activity and the

foreseen characteristics and uses for the

adjacent urban areas, at the riverside front

between Algés and Matinha. In accordance

with the Municipal Director of Lisbon Plan

and with the legal support of the DL No.

309/87, that confers the ability to intervene

in urban functions.

Proximity of the Port with the public in

general, as well as a greater relationship

with the Municipality.

1998-2007Decree Law No. 336/98 of 3 November:

the Administration of the Port of Lisbon

becomes an autonomous enterprise

of exclusively public capital, becoming

known APL - Administration of the

Port of Lisbon, S.A. making possible

a more dynamic and flexible management

with a greater level

of autonomy and conjugating activities of

services with a business nature with its

statute as Port Authority.

16 July 2001

Inauguration of an architectonical structure

destined for the control of the vast fluvial

and maritime area, with among other

aspects, maritime traffic control (VTS “Vessel

Traffic Service”). The Port of Lisbon is

equipped to the level of principal European

ports, becoming more competitive and

gaining sustainability.

2007

Commemoration of 100 years of autonomous

management, with emphasis given to this

event, with a program of planned activities

to celebrate this event.

May 2007

Definition of a new Strategic Plan for the

period from 2007 to 2025.

12

Unit 2007 2006 ∆ 2007 / 06

Involvement with collaborators Employees in service No. 350 348 +1%

Work-related accidents No. 14 19 -26%

Training sessions No. 105 84 +25%

Energy consumed GJ 26 335 – –

Paper consumed Kg 7 200 – –

Safe and non-polluting navigationShips with movement from ballast waters No. 296 351 -16%

Ships with residue collection No. 1 972 1 111 +38%

Port-city relationsExtension of jurisdictional front line on APL's jurisdiction km 205,4 – –

Extension accessible to the public % 76% – –

Activity indicatorsPassengers of maritime navigation No. 305 185 270 893 +13%

Container movement No. 372 476 343 553 +8%

Load Thousand tons 13 979 12 764 +10%

Volume of business Thousand euros 49 425 47 333 +4%

Key indicatorsof APL’s performanceAPL’s area of jurisdictionIt runs from the line situated between the tower of theSão Julião da Barra Fort and Bugio downstream, until Vila Francade Xira upstream, and includes the river-bed, and with fewexceptions, 50m in width from the edge of the sea waters,and both navigable and impassable waters.

Port operational zones

VTS tower

Leisure Dock

Cruise Terminal

Roll-On/Roll-Off Cargo Terminal

Container Terminal

Liquids Terminal

General and Break Bulk Cargo Terminal

Bulk Foodstuffs Cargo terminal

Terminal for Oleaginous Substances

Cement Terminal

Shipyards, Bridge-wharf

Lisbon

Almada

Seixal

Barreiro Moita Montijo

Alcochete

Benavente

LouresOeiras Vila Franca de Xira

Tagus Estuary

2. Our visionof sustainability


2.1 Vision, mission and values

2.1.1. VisionWith respect for its diversity and multi-functionality, the Portof Lisbon wishes to be a modern and efficient port, above allin containerized load, agro-alimentary granaries, leisure andtourism sectors, and to constitute a constructive factor of themetropolitan area of Lisbon, contributing to the constructionof a riverside identity in this zone, towards its affirmationas a European and Atlantic metropolis and to reinforce thecompetitiveness of the national economy.

2.1.2. MissionThe offer of a port-related multi-functional service, client-oriented, according to the principles of operational rationalityand financial economics, of social and environmentaleffectiveness and in accordance with the best-practicesin maritime and patrimonial security.

2.1.3. ValuesAPL is the bearer of a series of values and competencies that,through its team, are used in favor of the affirmation and theconsolidation of this institution that all are proud to serve andto dignify.As such, at APL we conduct our personal and professionaloperations in accordance with the following values andbehaviors:• Loyalty, ethics and respect for everyone’s efforts and

for each individual’s, in function with their capacities,competencies and responsibilities to APL,

• Transparency in our actions, efforts and decisions,• Respect for the efforts of each collaborator, for their

expectations, performance and dedication,• A global vision towards shared objectives, in accordance

with the orientations and policies of the company,• A critical, creative and innovation capacity, with structured

forms for developing and maintaining the company,• Respect and concern for active cooperation with APL clients,

within the principles of rationality and equality.

Our code of ethics is published atwww.portodelisboa.pt.

15

2.2 Vision of sustainability– APL’s principlesand strategy

2.2.1 Principles of sustainabilityAt the Administration of the Port of Lisbon we understand thatwe will be able to obtain a level of sustainable developmentof company business, provided we are capable of attainingthe best practices in Port performance, with regards to the levelof collaborators and organization, the level of customers,suppliers and various partners who work with us to fulfill theprinciples of social and environmental responsibility andtransparency, with a deep respect for the interests of theactual and future generations.With this commitment we intend to reach a statute of referencewith the group of European ports and, by consequence,constitute an agglutinant polar region of willingness andof wealth creation for the companies that directly or indirectlyintervene in Port business.The principle of SOCIAL responsibility substantiates itselfin initiatives destined to maintain relationships that are of well-being and sharing, with collaborators, clients, suppliers and localcommunities.Collaborators are a priority. We recognize them as our supportand added-value. Thus, we take into consideration the needfor permanent recognition of their varied professional capacities.The Port of Lisbon and the Tagus Estuary are the common tracethat links 11 cities, for centuries twinned with the life of itspeoples. It is in this context that we intend to continue to enrichthis relationship, constituting a space open to the communityand supporting initiatives in the areas of education, sport,culture and leisure.As responsible for the management of the Port, we aimto involve our clients and suppliers, encouraging them to shareour principles. Therefore, we want to show them, in anunequivocal and transparent form, how we manage ourassumed commitments, with the intention of formulating clearand shared objectives that improve the integrated performanceof the Port.

The principle of ENVIRONMENTAL responsibility aimsat an increasingly better integration of the Port in its urbanand natural surroundings, allowing for the development of ouractivity and the mutual integration of interests, in a constantlymore demanding future context.The Port of Lisbon is integrated within the Tagus Estuary,the largest humid zone in Occidental Europe, which presentsimportant natural values, species and habitats to be preserved.This Estuary assembles the largest metropolitan area in thecountry, with about 25% of the national population, whosequality of life is of primordial importance. This reality is necessaryand sufficient reason for APL to adopt a proactive attitudein the defense of the estuarine environment.The principle of ECONOMIC sustainability aims atguaranteeing budgetary autonomy, reflected in the statutes,and the capacity of APL to create value for actual and futuregenerations. Whilst administrative entity, APL must promotethe competitiveness of the Port and its increasing social-economicimportance at an Iberian level, privileging the rationalizationof its resources, yield from its own capital and, naturally,its capacity to invest in the permanent modernization of thePort of Lisbon.The principle of TRANSPARENCY is the natural and openway that we develop our activities, how we face our ambitionsand how we communicate results as we obtain them.It is also the way in which we openly discuss ideas and projectsin an inclusive and pondered manner between the Port and itssurrounding communities.

2.2.2 StrategyWe believe that future generations have a legitimate right touse a port at European level, or worldwide, with an environmentthat provides stability and the best life and working conditions.We intend, with this, to develop a port of international quality,with a positive regional impact on a social-economic level,and that can represent an attractive area for hosting diverseactivities, assisted by a good working environment and insustainable operational conditions.Our commitment to sustainable development can be expressedthrough the following key areas:A. Stakeholder involvement,B. Safe and non-polluting navigation,C. Valuation of the Tagus Estuary,D. Port-city relations.

16


17

Key areas for sustainability

Valorization of theTagus Estuary Port-city relations

Involvementwith stakeholders

APL - Key principles, areas and pointers for sustainability

Safe and non-pollutingnavigation

Principles of sustainability

Environmentalresponsibility

Socialresponsibility

Economicsustainability

Transparency

Ballast waters

Collection ofship residues

Environmentmonitoring

Passive environmentalremediation

Erosion controlPort-city

integration

Communicationwith stakeholders

Training ofcollaborators

Clientsatisfaction

Key indicators of performance

A. Stakeholder involvementWe consider that collaborators and partners are fundamentalfor the development of the Port in its multiple aspects.For this reason, we invest in bi-directional communicationwith collaborators and with partners, promoting information,training and active participation in the life of the company.Conscious of the relevance of performance and an attitudeof port community in the development of port business, it is ourintention to define strategies that support the growth of thebusiness, incorporating the objectives, yearnings, assistanceand proposals of our partners.The involvement with the communities is motive for a specificmention: Port-city relations.We are intent to the expectations of all remaining stakeholders,through communication channels that are always open and thatwe wish to improve upon.

B. Safe and non-polluting navigationMaritime transport is the form of transport that presentsthe best performance in terms of energy and environmentalsustainability. The ports, therefore, assume an important strategicrole in the development of integrated and more efficienttransport systems.We are pledged to guaranteeing the quality and the securityof port maritime traffic. As such we position ourselvesas vanguard in terms of the use of technological ways to assistnavigation. This commitment allows us to guarantee therespect of the marine and port environments and also of thesurrounding communities, harnessing business development.It is our firm intention to ensure, in an increasingly efficient andefficient way, the rendering of services for navigation in orderto prevent and to minimize incidents of sea pollution, as wellas developing better control over the collection of ship residues,ballast water discharges, the movement of dangerousmerchandise and ship gas emissions.We would like to simultaneously modernize and adjust ourcapacity to respond to emergency situations, incorporatedwithin the National System of Civil Protection.

C. Valuation of the Tagus EstuaryAlert to the principle biophysical characteristics of the TagusEstuary, the biggest marine-fluvial plan of Europe and oneof those with greater ecological value, constituting a patrimonywhose valuation, in all areas, is fundamental, we intendto acquire a deeper understanding and greater knowledgeof the dynamic balance of this system and adopt managementpractices that promote its preservation and qualification.Questions related with the hydrodynamic balance of the barsof the Tagus and adjacent coastal zones deserve our particularattention, and the increment in the environmental quality of theestuary, liberally speaking.We intend, in close collaboration with those remaining entitieswith responsibilities in the estuary, to minimize existingenvironmental liabilities, with the purpose of establishingcommitments with a basis in environmentally-friendlymanagement strategy, and that encourage tourism.

D. Port-city relationsTaking into consideration the geographical reality of the Portof Lisbon, we intend to integrate, in a quantifiable way, portand urban areas, being aware of the necessities of port activityand the concerns of its neighboring populations.The establishing of protocols and partnership agreements withthe cities consolidates and exponential good results. We believethat this is essentially due to a participation in the developmentof diverse territorial management instruments, whichwe believe to be fundamental in the articulation of objectivesand intentions.We intend to promote the social utility of the space underPort jurisdiction, privileging uses of public interest, fortifyingthe identification of the average citizen with the Port, withits designs, its aspirations and its future objectives fordevelopment.

2.3. Strategic Framework

In today’s world, on the one hand, we are noting rapidtransformations at a global business level and in thecharacteristics of merchandise flow that circulate in the market,itself globalized by international logistic chains. On the otherhand, we can also note a dispersion of production centers,accompanied by a dispersion of decision centers regardingtransport and distribution alternatives. In this context, ports areceasing to be the stable link in transport chains and are havingdifficulties encouraging traffic; as a result they are confrontedwith permanent challenges in the area of maintenance andin the capturing of new merchandise flows.At a community level, transport and distribution policies haveevolved, provoking impacts on port activity and creatingopportunities that require taking advantage of or threats thatrequire defensive action. APL and its partners must takeadvantage of the diverse, available, instruments, strategiesand programs in order to improve the level of service andcompetitive capacity of the region of Lisbon and of the country..

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19

White Paper fromthe EU on Transport

Identified weaknesses

• Uneven growth in various transportmethods,

• Congestion,• Environmental damage,• Current accidents.

European diagnostic numbers:

• 7 500 km of congested roads,corresponding to 10% of the roadnetwork,

• 16 000 km of rail tracks congested,corresponding to 20% of the railnetwork,

• 1 900 million liters of wasted fueldue to delays in air traffic at aglobal level,

• 28% of CO2 emissions are attributedto the transport sector,

• 50% increase in these emissionsbetween 1990 and 2010(reaching 1113 million tons of CO2 ),

• 84% of emissions in the sectorare due to road transport.

Preventative measures in theWhite Paper:

To promote maritime and fluvialtransport – considering the two methodscapable of responding to congestion incertain road infrastructures and the lackof rail infrastructures.- The creation of true “sea motorways”,that provide a better connectionbetween the maritime ports and the railand fluvial networks and a better qualityof port service.“Maritime transport is a method that isnot too onerous and respects theenvironment more than the road does (…).In energy efficiency terms a kilogram ofpetrol will allow for a trip of 1 km, 50 t bytruck, 97 t in a wagon and 127 t bywaterway.”- Make research and technology availableto transport means that are non-polluting and efficient.

Sustainability StrategiesPer Sector / Thematic

APL's Strategic Plan

APL'sSustainability Strategy

EU's White Paperon transport

Green Paper for a futureUnion Maritime Policy

Strategic orientations forthe maritime-port sector

European Strategy forSustainable Development

Regional Strategiesfor Sustainability

National Strategy forSustainable Development

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Strategic Orientationsfor the Maritime-Port Sector

Strategic Objectives for the Maritime-Port Sector,for the horizon 2015:

• Strongly increase the movement of merchandise at nationalports,

• Guarantee that national ports become a reference for logisticchains from the Atlantic façade of the Iberian Peninsular,

• Guarantee standards, at European level, with regards to theenvironment, to security and to protection in the maritime-port sector,

• Improve the economic-financial equilibrium of national ports,• To promote education, professional qualification and

research, development and innovation, and• Support the competitive position of the national fleet as well

as the maintenance and the reinforcement of national crews.

Scope for the strategic profile of the Port of Lisbon:

• Development of its vocation as a multifunctional port,• Consolidate its position in general load, increasing its actual

capacity for optimization and modernization of existinginfrastructures,

• Reinforce its position in the solid alimentary granariessegment firstly as the first national port and secondly,Iberian,

• To affirm itself as a logistic reference through theconnection to the poli-nuclear port platform at Castanheiraof Ribatejo/Bobadela, harnessing, notably, the use of fluvialways, and, in the future, the national, urban platform ofPoceirão;

• To affirm itself as a cruise ship port of reference on theinternational tourist routes, and

• To affirm itself as a reference in urban integration,conciliating its territorial management of cities under itsjurisdiction.

Green Paper:For a future Union maritime policy

For 90% of external commerce and more than 40% of the EU’sinternal commerce, the transportation is carried out by sea. TheEuropean Union, with 40% of the world’s fleet, isunquestionably the leader of this global sector. Annually, 3.5thousand million tons of merchandise and 350 millionpassengers transit through Europe’s maritime ports. Around350 000 people work in the ports and for their associatedservices, those, together, create an added value ofapproximately 20 thousand million euros.

With the increase in the volume of world commerce and thedevelopment of short-distance maritime transport and ofmaritime motorways, the prospect for this sector is that ofcontinual growth.The European cruise ship sector has developed strongly overthe last years, registering an annual growth rate superior to10%. The nautical leisure sector registered a constant increaseover the last years, predicting an annual growth in the EuropeanUnion of between 5 and 6%.


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European Strategy forSustainable Development

Sustainable transport has been considered one of the fourareas for priority intervention. In the scope of this, the EUidentified as its main objectives the reduction of traffic levels,congestion, noise and pollution, as well as to provide incentivesto use transportation that respects the environment, notablysubstituting road transport for rail transport and maritimetransport and working towards a greater use of publicpassenger transportation

Portuguese Strategyfor SustainableDevelopment

Weaknesses

• Equipped infrastructures ofmerchandise and peopletransportation, without connectionwith the principal world routes,accentuating the negative effects ofa peripheral European position.

• A model of mobility based above all onroad transport causing strongnegative impact on the environmentand quality of life and generating, dueto congestion, a permanent necessityfor new investments ininfrastructures.

Strong Points

A climatic and landscape endowmentfavorable to attract people and foractivities.

Threats

• Low quality fluvial beaches,• High levels of erosion of the coastal

edge,• Possible limitations, within the EU

space, to the principal method oftransportation of merchandise fromPortugal’s external commerce: theroad network.

Opportunities

Intensifying of tourism flow.

Challenges

• Ensure for the territory (…) an easyaccess to merchandise and peopletransportation networks which willallow easy contact with regions of theworld where the world’s growthpotential will be concentrated,

• Look for less polluting solutions fortransport.

Objectives, vectors and linesof orientation• To favor the consolidation of a better

organized merchandise transportsector around specialized operatorsand multi-modals and less intensive interms of fuel consumption,

• To reduce the impact of the peripheralcondition of Portugal in the Europeancontext through (…) the improvementor the creation of infrastructures thatguarantee access to communicationand to global transport networks,notably (…) maritime transport (…).

In the spirit of our Sustainability Strategy, programswere defined for implementation 2007-2025, from whichthe following merit particular attention:

• Development and structuring of the logistic and port component,• Rearrangement and physical development of the Port,• Development of inter-modality,• Development of competitive complementary factors,• Development of recreational navigation,• Development of cruise ship tourism.

2.4 Port of Lisbon StrategicDevelopment Plan2007-2025

Our Sustainability Strategy is in accordance with our strategicplan. We have defined priorities profoundly rooted in theawareness of our strong and weak points, our opportunitiesand our threats.

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Strong and weakpoints, opportunitiesand threats

Strong points

A market of 3 million habitants anda diverse and modern fabric ofcompanies in the immediate hinterland.Existence of a strategic vision forthe Port of Lisbon.Availability of excellent physicalinfrastructures (quality and extension ofthe wharf and docks of the Port of Lisbon).Configuration of the Tagus Estuary(conditions of entrance into the bar,extensive areas for “parking” and thequality of the space whilst sheltered,against the inclemency in meteorologicalconditions of the ocean.Help services.Great potential for complementaryservice with Setubal’s port.Urban valorization of the riverside frontof Lisbon and other municipalities of AML.

Weak points

Local terrestrial accesses constitute themain obstacle in the development of thePort of Lisbon in harmony with the urbanrehabilitation.Rail access to hinterland.Lack of a logistics platform concept.Weak international competitiveness.

Opportunities

To affirm itself as the port for thesouthwestern part of the Peninsular.European Union policy (supportsnavigation cabotage as a way to reduceroad congestion).Potential to articulate with the airport(complementary services betweenmaritime and air transport).Development of cruise ship tourism.Development of recreational navigation.Great potential for urban and landscapetransformation.

Threats

Marked lack of identification betweenthe city and the port.Inter-institutional conflicts and others(cities - physical control of the riversidefront, among different users).Other port alternatives on the Atlanticand Mediterranean façadeof southwestern Europe.

3. Stakeholderinvolvement


Ours stakeholders are as determinative part in theimplementation and definition of our strategies.The quality of service that we provide depends on theperformance of our collaborators and the involvement of the portcommunity in the objectives and the strategy of the company.The collaborators and the port community are, thus, the focusand an active part in the successful achievement of our key areasand in the materialization of our principles of sustainability.The effectiveness in the fulfillment of our mission depends onthe continuous collaboration with our clients, direct and indirect,port-related and those that are not port clients.Our suppliers support us in the achieving of our mission andin the operability of our principles.

Our direct relationship with the public authorities is establishedas a result of our statutory responsibilities and our desireto cooperate in the development of the institutions.Our relationship with civil society is multifaceted. Our efficiencyas a port authority allows for quota control of the cost of goodsarriving to the end consumer. As managers of an area thatembraces one of eleven cities, we are responsible for supplying,so long as safety conditions permit it, a space that is open tothe community that supports initiatives in the areas of education,sport, culture and leisure. This close relationship with civilsociety is one of our key areas of sustainability – city-portrelations – and is considered in more detail in the chapterdedicated to this area, within this report.

.

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Involvement with stakeholders

Authorities andother public entities Guardianship

Stakeholder involvement

Other ports

Client offluvial transport

Cruise ship clientClient of

recreational navigation

Civil society

Port community

Collaborators andtheir representatives

SuppliersNon-port clientsPort clients

Logistic platforms

End consumer

Use of theriverside zone

Universities

“APL dialogues, showing interest in ourstakeholders’ problems and looking to respondto these problems.”João Rodrigues, President of IBEROL

In the relationships with all interested parties, we adopt asa rule a principle of transparency; as such we can consolidatea relationship of mutual trust and common development.In this direction, we keep constant bidirectional communication,which we intend to be adapted to each one of our stakeholderswith whom we interact.

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APL Web Portal • • • • • • • • • • • • • •Intranet • •Monthly web-letters • • • • • • • • • • •Informative brochures • • • • • • • • • • • • •Participation / sponsoring of fairs and industry events • • • • • • • • • • •Program of technical visits to diverse APL departments • • • • • • • •“Port of Lisbon open to schools” project • • • •Invitations for internal events • • • • • • • • • • • • •Periodical meetings • • • • • • • •Satisfaction questionnaires • • • •Research protocols related to I&D •Consultation in the selection and evaluation of suppliers •Informative panels at company buildings •Seminars • • • • • • • • • • • •Management meetings • •Organization of themed days • • • • • • • • •End of year results report (Annual) • • • • • • • • •Periodical communication of the evolutionanalysis of company business • • • • •Collaboration in initiatives to compensateemissions (carbon neutral) • • • • •Personalized service for shareholder, researcher,journalist, and student requests • • • • • •General shareholders assembly •Sustainability report • • • • • • • • • • • • •Signage • • • •“Open port” initiative • • • • • • • • • • • • •Celebration of special days for the company:Port of Lisbon Day, Sea Day… • • • • • • • • • • • •PCom - Common Platform for Port Management • •Annual regatta “Port of Lisbon Trophy” • • • • •

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Ways of interaction with stakeholders

Portal

In 2006 APL created a platform to make information andinternal services (just for employees) available. It also includesexternal elements (accessible by any person, in any part of theworld) and also an area for business partners (enabling

people/notarized entities to access content and businessapplications).The external access to the portal has been gradually addedalong the months and by the end of 2007 we hadapproximately 680 thousand hits on the total number of pagesand 260 thousand on the ten most visited pages.

Commemorations of 100 yearscommemorate with stakeholders

The highest representatives from the Port of Lisbon’scommunity were always present at these commemorativeceremonies. We were able to count with the support andinvolvement of the authorities and entities that have alwaysbeen connected historical to the life of this company.The commemorations started 11 March with the “Open Port”event, which was intended to emphasize the date on whichKing D. Carlos I signed the legal authorization that handed overthe management of the Port’s services to a Board ofAdministration under the direct authority of the Ministerfor Public Works, Commerce and Industry. The Administrationof the Port of Lisbon was thus, created at that moment.The event had extraordinary success and enjoyed a significantpresence from the local population who were able to takeadvantage of: guided tours of the Almada Negreiros panelsat the maritime stations of Alcântara and Rocha Conde de Óbidos,by prestigious historians; connection between maritime stationssupplied by a tourist train; projecting of old films of the Portof Lisbon; street animation in the riverside areas of Belém andat Santo Amaro Docks; guided visits of the VTS Tower, in Algés.

The inauguration of an armillary sphere, seated in front of themaritime station of Alcântara and the launch of the APL awardfor innovation took place 8 May.The commemorations, that took place throughout the year,enjoyed a vast and diverse program which included such events as:• Boat modeling festival, at Espelho d’Água in Belém,• Photography exhibition of the 1st centenary that showed

the evolution of the riverside area under APL’s jurisdiction,• Photography competition: “Port of Lisbon, 200km to

photograph”.The Portuguese Marines were associated to this event, enablingthe population to visit various ships from the naval feet.The closing ceremony took place on 19 December, with a seriesof programmed events that were designed to appropriatelysignal the end of the centenary. The following were particularlynotable: “Lisbon around the world – steamships of Lisbon”,by photographer Luís Miguel Correia and the showing ofthe commemorative film of “100 years of APL” and finallya magnificent firework show was offered to guests and to thecity, to conclude this event with true distinction.

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During the development of this Sustainability Report we conductedan auscultation of stakeholders. We used this to identify strongpoints, weak points, opportunities and threats to the functioningof the Port of Lisbon, and in the relationship betweenstakeholders and APL, as well as the challenges for the futureand expectations relating to the first ever Sustainability Report.The group of stakeholders was chosen with the intention of includ-ing the different types of interests involved be it related to portactivity or to the management of the zone under APL jurisdiction.

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Stakeholder expectationsfor the first ever Sustainability Port by APL

Resultados da consulta aos stakeholders

“I would like the report to say that a port is onlysustainable if we permit the entrance and the exitof ships and a river that is navigable in all its extension.”

“That it clearly states the intentions and the managerialthread that APL wishes to have in terms of sustainability.”

“That the Sustainability Report includes innovative goalsfor cruise ship tourism.”

“That it re-affirms the need of the Port as such,as an added value to the city and to the country.”

“That it will be an instrument of communication withthe community as a whole, indicating the zones whichare open to the public.”

“That it will include goals for professional training.”

“That it is transparent its collected data: estimatesof Co2 emissions, energy consumption, registering ofenvironmental accidents, measures for immediate combatand measures for following-up; collection and dismantlingof abandoned ships, collection of rubbish in the Estuary,improvement of the environment at the edges of theTagus River and in the canal; activities consideringswimmers, fishermen and general users, in a safe way –their immediate health and that of the long term.”

“That it explains APL’s SR history, in which areas specifically,where it sees itself on the field and what are the plans forthe immediate future.”

“That the next reports also include an auscultation ofstakeholders.”

“That it indicates clear tactics to guarantee the competitivefuture of the Port, the development of environmental best-practices and where it assumes a strong social commitment.”

3.1 Collaborators

The relationship with collaborators is of fundamentalimportance, and it is with this group that APL has the largestinvolvement. This group is the true motor of the company.The involvement of collaborators, their feeling of importanceto the organization and its performance are promoted usinga level of communication that allows, in a rapid and effective way,contact and connection throughout the entire organizationalstructure.A study of APL’s collaborators’ opinions was carried out in2006. According to this study, the company was seen as beingin evolution, whether it be regarding its plans for activityexpansion, or in its ways of working. This evolution created newnecessities for a public image and internal communicationand a co-existence – something separated – of differentperceptions, attitudes, and behavioral intentions betweenemployees.

The differences in vision are characterized principally by yearsof employment, sex, education and hierarchical position.The attitudes and intentions of the employees are in generalpositive regarding the future direction of the organizationencompassing the development of traditional activities andinnovative areas for leisure and environmental protection.In general there is a clear intention to collaborate in themanagement of APL’s public image, given that the mostreceptive individuals could become “Brand Ambassadors“.Considering them ambassadors of our strategies, we wantto involve collaborators in the way we materialize our principlesfor social responsibility, the environment and transparencyin the identification of key areas for sustainability.For this reason, collaborators have been involved in thedevelopment of APL’s Sustainability Strategy through threefocus group sessions. During the sessions, collaborators wereasked to reflect upon strong points, weak points and companyopportunities. Threats were considered an opportunity forimprovement too.

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Improve the image that the citizen has of APL

Relations with central government and municipalities

Strategic continuation

Maintain good access to port zones reservingstrategic areas for port development

Technological development - an increase in port efficiency

Strategic plan

Environmental investment in the Estuary

Reduction in bureaucracy

Compatibility of Estuary uses

Tourist valorization, reception of cruise ships

Navigable from the river heading upstream

Financial burden of certain assumed commitments

Large investments planned for the metropolitan areaof Lisbon (3rd crossing of the Tagus, new airport…)

Challenges indicated by stakeholders


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Focus group resultsstrong points, weak points, and opportunities

Strong Points

Point of entry to the country, with very high indirect effectson the national economy: the quantity of merchandise thatenters (approximately 90% of rye enters via this port),encouraging tourism to the city and making them wish to return.Assistance to stakeholders – supply and training in the heartof the port community.Capacity to meet its commitments assumed with its guardianship.Strong technical competencies of collaborators.Many examples of good environmental practices.

Weak Points

Inefficient external communication.Difficulty in planning for the future.Collaborators are geographically dispersed.Disequilibrium between responsibilities and income.

Opportunities

Improvement in the performance evaluation system.Improvement in the management of the relationship withmunicipalities.Growth and development of new port business.Innovation in port management.Growth of cruise ship business.Port accesses.

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Social Performance Indicators 2007 2006 Variation 2007 / 06

Number of Collaborators 350 348 +0,6%

Permanent collaborators 323 322 +0,3%

Collaborators besides Management 27 26 +3,8%

StructureDirectors 3 3 0,0%

Senior Managers 157 152 +3,3%

Middle Managers 6 8 -25,0%

Junior Managers 3 3 0,0%

Qualified / superior-qualified professionals 152 153 -0,7%

Semi-qualified professionals 18 18 0,0%

Unqualified professionals 11 11 0,0%

Age Structure< 30 years 46 43 +7,0%

30 - 49 years 206 211 -2,4%

> 49 years 98 94 +4,3%

Distribution by genderMale 225 225 0,0%

Female 125 123 +1,6%

Personnel movement and global rotationExits (total) 6 4 +50,0%

Entrances (total) 7 14 -50,0%

Rotation index (total) 1,7% 1,1% +54,5%

Gender

Male exits 3 3 0,0%

Female exits 2 1 +100,0%

Rotation index for men 0,9% 0,9% 0,0%

Rotation index for women 0,3% 0,3% 0,0%

Age Group

Exits < 30 years 1 0

Exits 30-49 years 4 4 0%

Exits > 49 years 1 3 -66,7%

Rotation index < 30 years 0,3% 0,0%

Rotation index 30 - 49 years 0,9% 0,9% 0,0%

Rotation index > 49 years 0,3% 0,3% 0,0%

Working HoursShift work 30 35 -14,3%

Regular 127 125 +1,6%

With no fixed working hours (IHT) 193 138 +39,9%

As APL is a port company, there is a need to respond to the demands of the maritime market, as such it is necessary to maintain a numberof collaborators either on shifts on under the regime of “no fixed working hours” to be able to respond to requests 24 hours / day.Irregular work can be put down to operational demands in order to provide the aforementioned services that are required for portactivity.

Characterization of APL Collaborators


It can be observed that there is a larger number of collaboratorswith qualifications at higher education level (41.7%), and thatthere is a large percentage of women with a higher educationqualification.

In 2006, five workers’ representatives were elected for safety,hygiene and health at work, amounting to 1.4% of the totalnumber of company workers.A reduction in the number of accidents and the index of gravityof the same can be observed. This follows the companyadopting various criteria for more rigorous prevention andsafety in order to reduce accidents at work.

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Academic qualifications Men Women Total

< 1st cycle of primary school 0,0% 0,8% 0,3%

1st cycle of primary school 5,8% 8,1% 6,6%

2nd cycle of primary school 16,9% 0,0% 10,9%

3rd cycle of primary school 14,2% 16,3% 14,9%

Secondary education 23,1% 22,8% 22,9%

Polytechnic higher education 2,2% 2,4% 2,3%

University higher education 37,8% 51,2% 42,3%

Academic qualifications of Collaborators

Hygiene and security 2007 2006 Variation 2007-2006

Number of accidents at work 14 19 -26,3%

Number of accidents provoking temporary incapacity 11 14 -21,4%

Number of accidents without incapacity 3 5 -40,0%

Index of accident incidents 31,52 40,94 -23,0%

Index of causalities 4,0% 5,6% -28,6%

Index of frequency 19,27 25,09 -23,2%

Index of seriousness 0,86 1,14 -24,6%

Total number of working days lost 491 595 -17,5%

Hygiene and security at work

APL possesses a system of annual performance evaluation,which incorporates all collaborators and is essential in theprocess of managing and development of careers. This systemallows that a collaborator’s performance be evaluated by morethan one element of the company, eventually discussed withthe collaborator. It is also possible for a collaborator to protestshould they not agree with any part of the evaluationconducted by their superiors.Within the aforementioned process for career management anddevelopment, performance evaluation takes on a very specificimportance as an instrument for developing organizational andcompany strategies, providing fundamental information to

improve the definition of functions, to adjust training to meetworker needs, opening career opportunities in accordance withthe demonstrated potentialities of each individual and valuingindividual contributions to each team.The evaluation of performance constitutes, thus, one of themost powerful tools in the management of human resources,allowing the identification of functional disequilibria,organizational deficiencies, making staff responsible with theaim of promoting the excellence and the quality of the servicesprovided by the organizations.In addition, our efforts in the area of staff training haveincreased immensely, as can be seen from the following table.

Every time more, employee satisfaction and motivationare considered success factors in the competitiveness oforganizations. With effect, the valorization of people, of theirtalents, knowledge and intellectual resources, their recognitionas a company employee, contrast with the more conservativevision, that classifies them as a cost. Currently, employeesatisfaction indicators are, inclusively, incorporated asorganizational objectives.With this in mind, in 2007, some actions were carried out withthe intention of stimulating employees and to maintaininga relationship of belonging and a high sense of motivation andof responsibility to towards the company among employees.Examples include: “Paint the Port of Lisbon” drawing

competition, the offering of Easter eggs, destined toemployees’ children, the Christmas dinner, the distributionof “King’s Cake” at Christmas and on New Year’s day to thoseworking on those days, and the distribution of invitationsto events that take place in APL spaces.With regards to internal communication, there was a concernto promote the regular use of the Internet as a privilegedmethod of communication between APL collaborators.Additionally, the Employee Guide was developed, which willincorporate the actual Welcome Manual, improved andcomplemented by useful information for employees arrivingat the company, with the first edition foreseen for 2008.

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Training 2007 2006 Variation 2007/2006

Total number of actions 105 84 +25,0%

Number of internal actions 22 10 +120,0%

Number of external actions 83 74 +12,2%

Total number of participants 562 220 +155,5%

Number of participants in internal actions 383 80 +378,8%

Number of participants in external actions 179 140 +27,9%

Index of training (average number of hours of training per employee) 11,70 11,94 -2,0%

Training costs (¤) 202 207¤ 90 870¤ +122,5%

Staff training


OBJECTIVES FOR 2008• To develop our performance evaluation system with the

intention of achieving the following underlying objectivesfor performance evaluation:– To align the strategy and the objectives of the company

with the objectives of each individual employee,– To evaluate and measure the effective contribution of each

collaborator,– To promote continuous improvement establishing high

patterns of performance,– To promote the development of collaborators,– To manage individual expectations,– To construct a model that allows to determine:

– Reward systems– Training needs– Career evolution.

• To promote the measurement and the study of collaboratorsatisfaction at APL, a task to be carried out by an externalcompany, with the objective of “measuring to understandand to improve”.

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In 2007 APL adhered to the CarbonoZero® project, through theacquisition of carbon credits generated by the forest area situatedat the “Companhia das Lezírias”. It was intended to compensatethe emissions of gases with greenhouse effect produced inAPL’s main buildings and by its respective automobile fleet.

GOALS FOR 2008It is intended to conduct the first environmental audit for APLbuildings and the maritime and automobile fleets, as well as theservices offered, including the consumption of fuel, energy, water,paper and other materials, of the production and collectionof residues and gas emissions with greenhouse effect.As result of this auditing, it is anticipated:• To elaborate a Program to Reduce Consumption andEmissions and a Guide to Best Environmental Practices,

• To evaluate the possibility of producing energy fromrenewable sources at APL,

• To guarantee that the improvements in the system ofresidue management continue, this translates as a reductionin the production and an increase in selective collection.

It is the intention to make all collaborators more “aware” in orderto guarantee the best levels of adhesion to these projects.

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Materials Euros Kilograms

Paper A4 6 140,00 7 200

Rolls for plotter 1 910,57 242

Ink / Toner 11 076,11 66

Consumption of materials by weight: most significant consumption

Source Direct energy Indirect energy

Electricity Kwh GJ

APL services 3 096 095,00 1,11E+04

Public lighting 1 734 399,00 6,24E+03

Combustibles L GJ

Vehicle petrol 16 293,63 5,87E+02

Vehicle diesel 4 919,09 1,59E+02

Vessel diesel 208 366,05 7,51E+03

Vessel petrol 10 832,46 3,49E+02

Natural gas (m3) 10 008,00 3,90E+02

Direct and indirect energy used by APL

Involving collaborators in our environmentalresponsibilityIt is intended to guarantee that the functioning of APL if optingfor environmental efficiency criteria, following good practicesin the management and the consumption of resources and inthe production and management of residues.In 2007 the administrative order No. 23/2007 was published,that aims at the application of environmental efficiency principlesto the functioning of APL. A commission for the promotionand accompaniment of this area was subsequently created.


3.2 Port community

The “Landlord” port model attributes APL with control, supervisionand port authority functions, leaving the totality of functionsrelating to the movement of cargo for the private sector.The principal advantage of this model is the rapid embarkationof ships and the fluid way that cargo and merchandise aredelivered, in order to reduce the “port invoice” as much aspossible.The community of the Port of Lisbon is the agglutinant engineof all intervening parties in port business, which includeassociations or service companies, tugs, concessionaires,navigation agents, brokers, ship-owners, stowage companies,passage assistance, storage/distribution, naval repairing, otherroad, fluvial and railroad suppliers, transporters and also entitiesfrom public administration (Customs, Foreign Nationals andBorders Service, sanitary services and veterinarians).Aware of the relevance of performance and the attitude of theport community in the development of port business, it is ourintention to define strategies that support the growth ofbusiness, incorporating the objectives, yearnings, support andproposals of our partners.

The image of the port is closely related to theperformance of the port community.

Additionally, APL sees the port community as focus and partnerin the achieving of its key objectives and principals ofsustainability.In this sense it is of the greatest importance that thecommunication channels between both parts – communityand port authority – are open, transparent and based on trust.One of the main communication methods between theseorganisms is the information technology platform knownas PCom (Common Platform for Port Management) available onthe internet, which has been functioning since 7 January, 2004,at the three main national ports (Lisbon, Leixões and Sines)simultaneously.

OBJECTIVES FOR 2008• To stimulate bidirectional communication within the port

community, so as to manage the port in a perspectiveof continuous improvement.

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3.3 Clients

APL has very diverse clients, such as port and non-portconcessionaires, navigation agents and users of recreationaldocks.As indirect customers of APL we can point to theporters/receivers, ship-owners, line operators, cruise-shippassengers and fluvial passengers, passage assistance,dispatchers, ship suppliers and railroad and fluvial operators.The good performance of the Port of Lisbon allows it to reduceprices, affecting the end price of goods arriving at the endconsumer. Through this measure the end consumer is also oneof our indirect customers.In the scope of customer management, the main objectivecontinues to be customer orientation, looking to resolve allrequests in a timely manner, whether it be contract relatedor to the level of eventual claims.With respect to this last aspect, the current year showsa reduction in the number of claims. However, the average time(annual) for replying increased from four to eight days, dueto situations whose resolution depended on the supply of thirdparty services.

OBJECTIVES FOR 2008• More profound study of client satisfaction,• Create the position as Client Purveyor.


3.4 Suppliers

“With APL we have a long-lasting and healthyrelationship, which is based on mutual fulfillment.”Eng. Miguel Pires, Project Manager Dragapor

A lot of our objectives are accomplished by appealing tosuppliers whose availability for dialogues and service enableus to guarantee our service quality and the achievement of ourprinciples.As an example, much of APL’s environmental managementis made with a great level of involvement and demandof suppliers: urban cleanness, dragging of the Estuary and thecollection of residues. It is a symbolic relationship where bothcan win.

OBJECTIVES FOR 2008• It is planned to introduce the concept of green purchases

in the acquisition of goods and services,• It is intended to analyze the purchase of hybrid cars or those

of reduced consumption.

3.5 Universities

APL maintains partnerships with universities with the intentionof collaborating, participating and supporting scientific researchprojects that seek to study and/or minimize the continualimpact of port activities and of others in the area of portjurisdiction, as well as identify and study areas with developmentpotential that will allow APL to harness its performance andattain new competitive advantages for the port.The APL Award for Innovation was created in 2007 with theobjective of rewarding research projects in the areas of logisticsand maritime-port management, thus contributing to thedevelopment of “know-how” and the national capacityfor innovation in this area. This award that will be attributedin 2009 looks to distinguish the Portuguese academic andscientific capacity in those areas, harnessing the developmentof the Port of Lisbon in a European and world-wide context.APL established a partnership with the Higher TechnicalInstitute (Instituto Superior Técnico) and one doctorateto study the culture of bivalves in the Tagus, having madeavailable floating platforms and accompanied the projectto place bio-filters to harvest samples.

OBJECTIVES FOR 2008• To establish a partnership to carry out a scientific research

project proposed to APL to study the invading species(bivalve) coming from ship ballast waters,

• To commit to a protocol of cooperation with the Schoolof Economics and Management at the Universidade Novade Lisboa, with the objective of providing internships, witha duration of three to six months, to students of their Mastersin Economics, in Finance and in Management.

39

3.6 Civil society

The relationship between APL and the civil society is multiple.As we manage a vast area, open to the public, we provide thepossibility to use recreation navigation facilities and as we arethe authority that supervises the transport of passengers(cruises and fluvial) at the Port of Lisbon, we have an indirectimpact on the life of many Portuguese, once our goodperformance influences the price of goods and services thatarrive at the end consumers.In 2006, when analyzing APL’s image in civil society,we conducted a survey to the population of greater Lisbon.During this survey, of the people interviewed:• about 70% consider that they are badly informed

with regards to news and information about APL,• about 70% believe that the Port of Lisbon is above all

an area of maritime movement for the embarking anddisembarking of people and merchandise,

• 86.6% believe that port activity has to be developed,• 87.3% find that the accesses to the Port of Lisbon must

be improved.On the other hand, 67.5% consider the area of jurisdictionof the Port of Lisbon as a space for conviviality between familyand friends, for this reason we have chosen port-city relationsas one of our key areas for sustainability.

“My image of APL has changed for the better afterdirect contact.”Dr.ª Maria João Bournay, Natural Reserve of the TagusEstuary

OBJECTIVES FOR 2008• It is intended to make the civil society familiar with

the reality of port operations and the importance that thisrepresents for AML and for the country,

The objectives related with the management of the jurisdictionarea can be found in the chapter “port-city relations”.

40

4. Safe andnon-pollutingnavigation


4.1 Environmental and socialresponsibility in maritimetransport

APL withholds total responsibility for substances related withport security and protection (people, equipment and goods),control of maritime traffic (accident and incident prevention),prevention and combat of pollution by port activities and ships,within the entire jurisdiction area.For this reason, Safe and Non-polluting Navigation is one of thekey areas for APL’s sustainability, which is pledged inguaranteeing:

• the quality and the security of port maritime traffic, throughwhich we also guarantee the security and the protection ofships and crews and riverside populations, and also respectfor the marine and port environment,

• the rendering of services for navigation that allows us toreduce the impact of navigation, be it at the port and estuaryor at high-sea, preventing and minimizing the incidents ofsea pollution, such as residue management, control of ballastwaters and dangerous merchandises, assistance to shipswith malfunctions and diverse incidents or accidents.

APL considers the risks associated to climaticalterations in the elaboration of its projects, usingthe most recent estimate from IPCC (IntergovernmentalPanel on Climate Change) of the increase in averagesea level (0,59m up to 2100) and supervising thehydrodynamic alterations that can occur in the estuary.In fact, these hydrodynamic alterations can be such thatthey lead sediments into the navigable zones of thecanal, and could additionally alter the system of bars,that is fragile and very important for the securityof the port.

43

44

Some numbers 2006 2007 Variation 2007-2006

ShipsTotal (N.º) 3527 3447 -2,3%

Total (GT) 37 349 654 38 731 202 +3,7%

National 467 521 +11,6%

Foreign 3060 2926 -4,4%

MerchandiseTotal (tons) 12 763 445 13 979 366 +9,5%

Maritime via 12 245 379 13 200 445 +7,8%

Fluvial via 518 066 778 921 +50,4%

PassengersTotal (n.º) 28 834 188 28 378 987 -1,6%

Maritime navigation 270 893 305 185 +12,7%

Fluvial navigation 28 563 295 28 073 802 -1,7%

Nº. of ships, merchandise and passengers

At high-sea In the Estuary In the PortMovement Movement Loading/Unloading Maintenance

Impacts of Maritime Transport: at high-sea, within the Estuary and the Port

Environmental impact

Social impact

Stakeholder

involvement

APL good practices

Energy consumption

and GEE emission (less

quantity compared with

other transports),

Residue production.

Ship-owners

Described in this

chapter.

Dragging to maintain

the navigability of the

Estuary and the

operational capacity of

the wharf.

Suppliers

Described in the chapter

“Valorization of the

Tagus Estuary”.

Depends on the type of

cargo (dangerous levels

of these),

The risk of escape or

operational spill always

exists.

Noise and dust,

Transport of

merchandises beyond

the port (consuming of

resources, atmospheric

pollution and

congestion).

Concessionaires

Described in this

chapter.

Ballast water discharge,

Anti-vegetative inks,

Scouring or painting

dust,

Residual waters and

residues.

Noise and dust.

Impact on landscape

(described in port-city

relations).

Concessionaires

Described in this

chapter.

Risk of disasters with consequences for crews, population

and the environment.


4.2 Safe navigation

Supported by vanguard systems and technologies andin accordance with the most demanding international codes,the Port of Lisbon positions itself, with regards to security,on an equal footing with the principal European ports.APL has seriously invested in intervention methods for thecombat against pollution, assistance and piloting andguarantees the availability of these and their operationalcapacity 24 hours / day.Besides these methods of intervention, the daily managementand supervising of onboard repair work, the moving ofdangerous merchandise, as well as accidents and malfunctionsare guaranteed in order to prevent significant environmentalimpact and to guarantee the security of people and goods.The security and the environment are preserved at the Portof Lisbon with the help and use of the most complete portsystem of VTMS (Vessel Traffic Management System), andof other equipment and systems that include:• the quality management system – ISO 9001 – implemented

in pilot services and the control of maritime and port traffic,• the innovative system of dynamic evaluation of ship keel

protection DUKC (Dynamic Under Keel Clearance),• systems for maritime signaling,• Internal Emergency Plan,• ISPS certification of port installations,• the sophisticated system of non-intrusive container

inspection – Scanner RaioX.

The implementation of this last system of inspection, allowedAPL, in 2007, to meet, in articulation with DGAIEC, all therequirements of the CSI agreement (Container Security Initiative)with USA customs offices, controlling the containers destinedfor American ports.In 2007, the Evaluation of the Protection of the Port of Lisbonwas conducted in accordance with Decree Law No. 226/2006,of 15 November, and, in pursuing its fulfillment, the elaborationof a Plan of Protection for the Port of Lisbon began, that shouldbe approved by the IPTM and implemented during the year of 2008.In December 2007 the Regulation of the Port Authorityof Lisbon was approved (Version 2008) that defines theenvironmental conditions, of port security and of navigation.

45

4.3 Non-pollutingnavigation – managementof the impact on the port

4.3.1 Ballast watersAll large port vessels, such as freight-carrying, granarytransporters, oil tankers or even cruise ships need to accompanythe operations of loading and unloading of cargo at theterminals, with the ballasting or unloading of ballast water thatis transferred to or taken from the surrounding body of water(river or sea). In terms of quantity, this movement of water willbe as much or as little depending on the transferred cargo,in order to ensure the stability and the structural integrityduring the trip. In this way, it is fundamental that this operationis conducted before the jettison of the ship.APL recommends to boats that:• operations of direct ballasting or unloading of ballast waters

from and to the river must be reduced to the levels strictlynecessary to ensure the safety of the ship,

• during the trips from and to the port, the ballast mustbe substituted by ocean waters so long as the conditionsof navigation, weather and sea permit this.

The ballast waters loaded by the ship at its port of origin,in particular if coming from estuary systems or interior waters,can include a great diversity of microorganisms – such as clams,mussels, small crustaceans, fish, etc. that, by dischargingat another port, can become undesirable and pathogenic,presenting ominous effects on the balance of the marineecosystem, estuary or interior waters, and can cause negativeeffects on the public’s health and on the economy.As Lisbon is a port principally of importation, the ballasting-upoperation is reduced and its associated impacts (superior toballasting operations) are inferior to those found at other ports.APL looks to characterize the movement of ship ballast watersat the port to reduce the risk of contamination of estuarywaters by invading species coming from other marineecosystems, by the completion of the respective questionnaire,the responsibility of the ship-owner or navigation agent,in accordance with the terms of the Decree Law No.565/99,of 21 December, and Resolution IMO A.868 (20), of 27 November,1997.The table that follows summarizes the variation between 2006and 2007 in the number of ships calling at Lisbon, thepercentage of answers and the percentage of ships with ballastwater movement, showing a slight decrease in questionnairesanswered in 2007.

46

No. of ships Responded questionnaires Ships with ballast Unloading of Ballast Ballastwater movement

No. Percent No. Percent

2006 3528 797 23% 351 10% 25 630 586 125

2007 3447 615 18% 296 9% 28 893 526 306

Number of ships calling at Lisbon, answered questionnaires and ballast water movement

OBJECTIVES FOR 2008• APL intends to characterize its situation in ballast water

terms and to determine the associated environmental impactin order to collaborate with IPTM in the characterizationof ballast waters in Portugal. In this direction, APL intendsto establish a partnership with an institution of highereducation for the characterization of the situation of theport, from completed questionnaires.


4.3.2 Navel shipyards and repairingof ships and boatsThe naval shipyards are an important strategic asset at the Portof Lisbon. However, the activity of repairing ships that isconducted at these shipyards can have associated negativeenvironmental impact, whose significance depends on the typeand place of the repair, the technical methods used and thedimension of the ships/boats.The environmental performance of this activity and itsconformity with legal requirements on this matter have beensupervised and controlled by APL..

OBJECTIVES FOR 2008• To carry out an environmental diagnosis of the sector and

review what should be demanded in licensing and for theaccompaniment of the environmental performance of activity,

• To verify what measures for improvement or for re-qualification of shipyards could be issued with a protocolwith shipyards and city councils,

• To mitigate the eventual impact of dust and noise.

4.3.3 Movement of solid granariesAPL supervises the movement of solid granaries (seasonings,sands, cement and cereals) to reduce and to mitigate theimpact produced by dust, noise and effluent liquids.In 2007 environmental audits of the multipurpose terminalsof Beato and Poço do Bispo were carried out.

OBJECTIVES FOR 2008• To strengthen the supervision activity at terminals,• To adopt mitigation measures of the impact of scrap iron

movement and in the clean-up operations after themovement of granaries,

• To create guides of good practices for the handling of solidgranaries as a complement to or for the revision of existingregulation.

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Green Award Port and benefits for certifiedship-owners

The Port of Lisbon was awarded the Green Award Portby the Green World Foundation (GWF) on 13 February, 2007.With this award the Port of Lisbon becomes part of aninternational group of maritime honored port installations.This distinction acknowledges the commitment of theAdministration of Port of Lisbon to create better environmentalconditions and improved security for safe navigation and lessenvironmental impact on marine life and in the ports, thusovercoming the national and international legal requirements.The Green World Foundation is a non-profit organization, withits head office in Rotterdam. The GWF currently has a portfolioof certified entities that includes 50 ports and more than200 cargo ships.The Foundation attributes two types of internationallyrecognized awards for quality: the Green Award Certificatefor ships and the Green Award Port, targeted at ports.The Green Award Port is attributed to ports that prove theircommitment to providing a range of incentives to ships,detainees of the Green Award Certificate, translating intoa discount on the Tariff on Use of Port (TUP).This certificate is given to ships transporting crude and finepetroliferous products, as well as ships for solid granaries, witha minimum deadweight of 20 thousand tons. The ship is testedat port to ensure it meets onboard requirements and specificmanagement procedures related to the security requisite andto environmental protection, more demanding than currentinternational legislation requires.APL recognized early on the good environmental practices ofships. For about ten years the Regulation of APL Tariffscontemplates a reduction in the TUP to ships/boats thatrequest it and prove to have been certified Bureau Green Awardfrom Rotterdam. Up to 2003 this reduction was of 3% and in2004 it started to be of 5% and to also include ships withCertification in the scope of ISO: 14001.From 2005 to 2006 no ships requested reductions entitled byany of the certificates. In 2007, 40 reductions by Certificationin the scope of the ISO: 14001 were requested, with a value of6506,10 €.

4.4 Non-pollutingnavigation – managementof impacts at high-sea

4.4.1 Collection of residues producedon board shipsSince 1997, the collection of residues is a service providedto ships at the Port of Lisbon. Until 2005, the collections werecarried out by operators licensed by APL in accordance with theregulations created for this effect, which took intoconsideration current environmental legislation.The implementation of the Community Directive 2000/59/CEin 2006 greatly modified this situation. APL became responsiblefor the definition, implementation and management ofa collection system for residues from ships and cargo, whichimplies:• providing a collection service 24 hours per day, 365 days ofthe year, at any wharf on the south edge or north of the Tagusand in the recreational docks, without causing improper delaysto ships that call in or operate at the port,• defining a system of tariffs that, without lucrative intentions,allows the port to be repaid the cost of these operationsand that, simultaneously, does not discourage the deliveryof residues on land,• inspecting ships for the necessity, or not, of residuedischarge at the port before undertaking their voyage to thenext port,• developing, implementing and communicating a Port Planof Management for Ship and Cargo Residues that, havingan organizational base in the Norm ISO: 14001, schematizesthe system into diverse procedures and defines theresponsibility of the intervening parties. This plan is evaluatedand approved by the IPTM that reports the results to theEuropean Commission, and is audited by the European Agencyfor Maritime Security.Given the physical extension of the port and the innumerableexisting wharves, almost the totality of the operations is carriedout by ship, that is, without any fixed ways for collection at thewharf. In another way, it would be impossible to control theeffective delivery of residues to the ships, as demanded by law,and the examination of the respective value to charge for thequantities delivered.The collection of ship residues represents a movement of about1 million and 200 thousand euros per year for APL.

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The tariff model from the management system of residuesat the Port of Lisbon is a successful example within the realmof communitarian ports and before the still existing doubtsin the community as to the implementation of the directiveand the optimum tariff model to adopt.The existence of profit in the system is verified annually and,in the affirmative case, the amount of money obtained isreverted to the following year for the improvement of theminimum service, looking to meet the necessities of shipdischarges.

This effort has had very positive environmental and commercialresults. On the one hand, the port acquires competitiveadvantage and, on the other hand, there are more and moreships delivering residues on land. Before the managementsystem of residue collection from ships was the responsibilityof APL, about 10% of ships delivered residues in Lisbon. Withthe implementation of the system in 2006 this percentagewent up to 37% and in 2007 it reached 52% of the annual portcalls at the Port of Lisbon, showing a reduction of residuedischarges into the sea and thus, contributing to the preventionof sea pollution..

The number of ships with a delivery of residues showsa percentile variation of 38% from 2006 to 2007. This increaserepresents 42% in the number of operations. On average,we went from 1.2 to 1.3 operations per ship.In 2007 about 2261 operations to 1792 ships were conducted,which means an average of 6 retraction operations per day.The quantity of residues diminished by 23 700 m3 in 2006to about 20 000 m3 (13 377 t, approximately) in 2007.

49

Evolution of the delivery of ship residues at the Port of Lisbon

2005 2006 2007

No. of ships

with delivery

No. of residue

collection operations

No. of ships calling

at Lisbon

4 000

3 500

3 000

2 500

2 000

1 500

1 000

500

0

In terms of destinations given to residues, APL guaranteesthe valuation of all collected, solid, recyclable residues fromcontainers with capacities equal to or superior to 6 m3.Thus, paper and card, glass, plastics, wood, metallic packaging,scrap iron, electronic equipment are valued residues.In the total quantity of collected residues, 40% are valued,which represents about 5387 tons per year. In the followingpicture, the types of residues and their respective destinationsare shown.

50

Hydro-carbon residues 6 687

Sanitary waters 6 864

Solid residues 7 906

Special residues 326

Cargo residues 0

Residues delivered to the Port of Lisbon in 2006

Hydro-carbon residues 5 995

Sanitary waters 5 525

Solid residues 7 896

Special residues 395

Cargo residues 263

Residues delivered to the Port of Lisbon in 2007


OBJECTIVES FOR 2008• To approve the Regulations of Ship Residue Management

of vessels that sail and operate in the wharf, afar, in the docksand repair parks,

• To reinforce, in a significant way, inspection activitiesin the wharfs, for ship performance, and residue collectionoperators.

• To encourage sanitary water discharge from ships by reducingthe proposed tariff for this year,

• To carry out a direct communication initiative with ships,through a brochure, of APL’s system for residue collection,showing the advantages in separating residues and thedestinations for these residues,

• To communicate the initiative of delivering valued materialsto the interested parties, from ships and from the public, and,if possible, establish agreements with institutions.

51

Ship Residues Quantity (m3) Ton % Destiny

Oily residuesSub-total, oily residues 5 995,47 6 740,02

Mud, used oil slops and other oily residues 4 143,00 69% 4 971,60 100% Oil refining and otherreuses of oils

Bilge water, Oily mixtures in drums 1 747,41 29% 1 747,41 35% Physics/Chemistry treatments

Solid residues contaminated 105,06 2% 21,01 0% Temporary storage forwith hydro-carbons later elimination operations

Sanitary watersSub-total, sanitary waters 5 124,30

5 525,30 100% 5 124,30 100% Treatment in ETAR (Station for the Treatment

of Residual Waters)

Solid residuesSub-total, solid residues 1 137,77

Plastics, glass, paper/card, wood, 1 396,20 18% 197,34 17% Sorting for later recyclingmetallic packaging, scrap iron

Food left-overs and non-recyclable residues 6 500,00 82% 85,66 8% Deposit in land-fill

Food left-overs and non-recyclable residues 854,77 75% Incineration on land

Special residuesSub-total, special residues 107,93

Electronic equipment and 27,00 7% 27,00 25% Sorting for later recyclinginformation technology equipment

Hospital residues 0,72 0% 0,24 0% Incineration on land

Sediments, batteries with acid, 199,00 50% 47,00 44% Physics/Chemistry treatmentsfluorescent lights

Residues with ink, photo developing liquid, 168,45 43% 33,69 31% Temporary storagebatteries, other hazardous residues for later elimination operations

Cargo residuesSub-total, cargo residues 107,93

Slops from pre-wash operations 190,80 73% 190,80 71% Oil refining andother reuses of oils

Damaged cargo 72,20 27% 76,44 29% Deposit in land-fill

Typologies of residues and their respective destinations

4.4.2 Atmospheric emissionsSince 2005, APL has contributed to the National InventoryReport of Anthropogenic Emissions by Source and the Removalby Drainage of Atmospheric Pollutants (INERPA), in the spiritof protection, control and management of air quality and theon-going obligations of the United Nations Conventionon Climatic Change (CQNUAC) and the Kyoto Protocol.

Thus, APL has made available data by ship movement, notablyinformation associated to movement (dates/hour, destinationPorts / Port of origin), to the characteristics of the ship (type,name, IMO number, flag, gross tonnage) and passengers /merchandise (load/ discharge, quantity and number of passengers).

In the national context, maritime transport represents 0.5%of total emissions, and between 1990 and 2004, total emissionsfrom domestic navigation shows a decrease of 14% (of 250KTon Co2 eq. to 200 KTon Co2 eq).

Between 1990 and 2004 a significant decrease in Port of Lisbonemissions was recorded, of 83 000 ton CO2eq. to 52 000 tonCO2eq., from the significant decrease in the number of ships asa consequence of the reduction in Port terminals in the easternzone of Lisbon during EXPO 98.For the INERPA APL annually continues to make informationavailable on ship movements, to contribute to the calculationof emission amounts and the value of the commitment to Kyotowhich will reflect the implications for the next period formeeting the requirements of this international environmentagreement (PQ).

Conscientious that ship emissions resulting from naval fuelburning contribute to air pollution, harming people’s health,causing damage to the environment and patrimony, APLdefined the following set of norms, to be met by Ship-owners/Navigation Agents, to minimize the negative effect of theseemissions:• the emission of black smoke, gases, dust and smells coming

from any open-air burning is forbidden,• the degassing of LPG/LNG ships is only allowed without

direct gas emission into the atmosphere. This should onlyoccur in situations where the return of remaining gasesoccurs through the same channels, and is destined forcircumstances when gases can be eliminated or burnt insuitable conditions,

• the operation of incinerators on board ships during theirentrance, stay and exit from the Port of Lisbon is forbidden,

• the operation of mud burning in the ship boiler during itsentrance, stay and exit from the Port of Lisbon is forbidden,

• the supply companies will only supply combustible to thosein accordance with Directive 2005/33/CE, of 6 July.

In fulfillment of the Directive 2005/33/CE, of 6 July, relating tothe maximum sulphur level in naval fuels, from 1 January, 2010,APL aims to ensure that ships of inland navigation and shipsthat call at the Port of Lisbon do not use naval fuels whosesulphur level is superior to 0.1%, even if these suppliedcombustibles are outside of these specifications.

However, until 2010, APL intends to conduct, througha questionnaire to ships, a characterization of the typeof combustible used, including the level of sulphur, suppliedamount, place of supplying and supplier, as a complementto inspecting the on board register and the logs of fuel delivery,to depict the situation of ship consumption that visit the Portand to establish plans to guarantee the fulfillment of theDirective..

OBJECTIVES FOR 2008• To conduct an inspection program on board the ships

to verify the type of fuel consumed, to characterize theconsumption and the supplying (as a preparative measurefor the implementation of the Communitarian Directive thatcompels, from 2010, ships and suppliers of fuel to consumefuel with a sulphur level inferior to 1.5%).

4.4.3. Water supply to shipsThe supply of water to ships is an activity regulated by APL,demanding that companies are licensed for this effect and thatthey put into practice a program of quality control of the waterdefined by APL, and also that the contracted laboratories areduly licensed and accredited.APL guarantees that all actions are carried out in totalfulfillment of the constant legal disposals of the Decree LawNo. 306/2007, of 27 August, notably with respect toparameters, frequency of sampling, analysis and analyticalmethods.

52

5. Valorizaçãodo Estuáriodo Tejo


We are attentive to the main biophysical characteristics of theEstuary, as the largest marine-fluvial area of Europe and one ofthe bigger ones in terms of ecological value, and intend to gaina deeper understanding and knowledge of the dynamic balanceof this system and to adopt management practices thatpromote its preservation and qualification.

Additionally we intend, in close collaboration with the remainingentities with responsibility in the Estuary, to minimize theexisting environmental liabilities, to establish commitments onthe basis of management strategies that are environmentally-friendly and to harness tourism within the Estuary.

5.1 Conservation ofbiodiversity in Tagus Estuary

In terms of natural value the Port of Lisbon is found in one ofthe largest and richest estuaries in Europe.This Estuary occupies an area of approximately 320 Km2,of which approximately 40% correspond to differing tidal areas.The great morphological diversity of this Estuary gives originto a big diversity in terms of habitats and species.In this context, a great part of this Estuary and, consequently,the area under Port jurisdiction located upstream, is consideredwithin various, current statutes for nature conservation,specifically:• At a national level, as a protected area: Natural Reserve

of the Tagus Estuary,• At community level, as a site of the 2000 Nature Network,

stemming from its interest for conservation, with regardsto species, given the elevated occurrences of listed speciesin the annexes to the Avian Directive - Zone of Special

Protection of the Tagus Estuary, or for the occurrenceof habitats that should be preserved in the scope of theHabitats Directive – Site of Community Importance, or stillas an integral place in the Council of Europe’s Networkof Biogenetic Reserves,

• At an international level, as place included in the list of sitesfrom the Convention of RAMSAR with regards to Wet Zonesof International Importance, especially for aquatic birds’habitats.

APL intends to find the best compatible form between Portneeds for navigation, Port activities and the interests ofconservationists in the areas with protection status that arefound in the interior and are adjacent to the area of Portjurisdiction.In this context, in 2006 and 2007 it accompanied in an activeway, the development of the Plan of Order of the NaturalReserve of the Tagus Estuary (PORNET), contributing to thecollection of essential information, fundamental for theelaboration of a plan of this nature, and to conciliate the Portof Lisbon’s interests with those of other entities, notably thoseof the ICNB and the INAG.

55

Valorization of the Tagus Estuary

APL - Valorization of the Tagus Estuary

Liabilities ofindustrial Port activities

Abandoned vesselsReduction of

discharges in the Estuary

ErosionWater Quality BiodiversityCleaning of Water-linesEnvironmental liabilitiesArcheology

Management ofdragged sediments

Supervision

In 2007 the beginning of the works for APL’s adhesion to theBusiness & Biodiversity Initiative was approved.

Business & Biodiversity Initiative (B&B)

The main objective of this European Union initiative is theincrement of the relationship between companies and biodiversity,allowing a significant contribution towards satisfying the 2010goal, to stop the loss of local, national, regional and globalbiodiversity. The initiative looks to promote, through voluntaryagreements of long duration, the introduction of biodiversityin companies’ strategies and policies.

OBJECTIVES FOR 2008• To define the company’s commitment, in the scope of the

B&B initiative, to establish a partnership with the ICNB andeventually other entities, for the development of relatedprojects.

• To continue collaboration with the ICNB and other entitiesfor the implementation of scheduled actions on theImplementation Program for PORNET,

• To develop eventual projects approved in the scope of theB&B initiative.

56


5.2 Combat of coastaland Estuary erosion

The mouth of the Tagus Estuary is characterized by a systemof canals and sand banks, in dynamic balance between itselfand with the adjacent coastal zones. The access bar to the Portof Lisbon extends by a canal flanked by two sand banks:the Bugio bank and the Northern Cachopo bank, also knownas Cabeça do Pato.APL, recognizing the complexity of the hydromorphic systemof the zone and the importance of its equilibrium for themaintenance of hydromorphic conditions in the Estuary,has conducted diverse modeling studies. Complementarily,it conducts a systematic supervision of all the area of the barsof the Tagus through the periodic execution of diversehydrographical surveys, and maintenance of an ondometersystem.APL withholds an important amount of information andknowledge that allows it to support the decisions taken in theprocess of managing the bar and adjacent areas.In its area of jurisdiction, APL does not authorize the extractionof inert waste for commercial means, nor commercializesdragged sands. The objective of this is to oppose the erosivetrend that is currently observed in the continental coastal zone,looking to find solutions that allow its exploitation ina perspective of sustainable management of the system.An example of this practice is the protocol celebrated with INAGand COSTAPOLIS for the reinforcement of Costa da Caparicabeaches in 2007, a process that will be repeated duringthe summer of 2008 and, possibly in 2009 and 2010. APL,has a complete history of similar situations of which it is worthmentioning the Protocol with the Town Hall of Cascais, in 2005,for the artificial feeding of beaches on the Estoril Coast usingdragged sands from the bar canal and in previous years,the placement of sands dragged in the bar canal in front of thebeaches of Costa da Caparica. It is also worth mentioning theuse of sands coming from the dragging for the protectionof Bugio Fort, and the reinforcement of the banks of the mouthof the Tagus Estuary.Much of the area under APL jurisdiction is excluded, as any

area under Port jurisdiction, in the territorial scope of the Plansof Order of Orla Costeira (POOC), APL was invited to participate,as observer, in the development of the POOC Sintra-Sado,having actively contributed, as partners, with information for itsdevelopment and accompanied its implementation.

OBJECTIVES FOR 2008• To conclude and, perchance, to deepen the study to acquire

knowledge of undulation propagation in the south bar canal,• To keep supervising the region of the bars,• To maintain close collaboration with the INAG, in the scope

of the attributions of APL conferred by the POOC of Sintra-Sado, with a vision to artificially feed Costa da Caparicabeaches, with the perspective of the hydromorphic balanceof the region of the bars of the Tagus.

57

5.3 Management of draggedsediments

APL must maintain navigability conditions in its area ofjurisdiction. For this purpose it conducts draggings of navigablecanals, wharves, access basins and maneuver areas and in thedocks.Annually, on average, about 600.000 to 800.000m3 of slimymaterials in the interior of the Estuary are dragged.APL favors the immersion of these materials, when notcontaminated, into the interior of the Estuary, with the objective,related to the previous point, the maintenance of its sedimentaryload. This indicates, from our point of view, the particularimportance of the origin and maintenance of the vast differingtidal areas, that characterize the Tagus Estuary and upon whichits ecological wealth depends.For the efficient environmental management of draggedsediments, to establish the quality of the materials to bedragged, APL regularly conducts a study of existing sedimentsin the Estuary and the zones subject to maintenance draggings.The evaluation of the quality of sediments, among others tasks,is established by the accomplishment of biological and physics-chemical analysis. For this purpose, APL favors partnershipswith accredited laboratories.The results obtained by this evaluation constitute an added-value in the recognition of existing sediments in the TagusEstuary, whose quality is determined by the historical pollutionof industrial, urban and agricultural origin, and by pollutioncarried upstream by the river and its tributaries. Therefore,this becomes a fundamental process in the definition of thefinal destination to give to dragged sediments.2007 saw the conclusion of the study of sediments to bedragged, in zones subject to maintenance draggings by APL.APL also conducted a study of sediments to be dragged, in thescope of the rehabilitation and reinforcement projects for thewharves between Santa Apolónia and Jardim do Tabaco and themaritime works to adapt Pedrouços Docks.

OBJECTIVES FOR 2008• It is intended to proceed with the new characterization

of sediments in the zones subject to maintenance draggingscarried out by APL.

• It is intended, also, to proceed with the diversecharacterizations of sediments, associated to works, notably,to the second phase of the rehabilitation and reinforcementof the wharves between Santa Apolónia and Jardimdo Tabaco and to the redefinition/regularization projectat Cala das Barcas,

• It is intended, still, to proceed with the new characterizationof sediments to deepen the knowledge of the quality of thesediments to be dragged during maritime adaptation worksat Pedrouços Docks.

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5.4 Reduction of untreatedresidual water dischargesin the Estuary

To contribute to an improvement in the quality of superficialwater, and consequently, to the ecological quality of theEstuary, APL intends to reduce the level of untreated residualwater discharges in the Tagus Estuary.The characteristics of the territory under APL jurisdictionconsist of an extensive band of reduced width, with a typologyof diversified occupation, resulting in the adoption of distinctsolutions for directing residual waters in this area: septic cesspits,compact treatment stations or through other connectingeffluents towards municipal networks.Since the 90th decade of the last century APL has beeneliminating diverse residual water discharges without any formof treatment into the Estuary. Thus, whenever a reorganizationof a space under Port management is carried out, the correctorientation of produced residual waters is also considered.APL demands the physical daily pretreatment of unloadedresidual waters in its network, notably through the installationof retainer chambers of fats and solids, whenever such isjustified, specifically in restaurants and offices, among others.In 2007 a collaboration agreement with SIMTEJO wasestablished to conduct a study of the eradication of residualwater discharges on the riverside front at the Port of Lisbon.The objective was to make a cadastre of draining networksto evaluate untreated discharges and for the identificationof solutions for their elimination.Besides this direct intervention in the areas under its jurisdiction,APL has begun collaborating with SIMTEJO and SIMARSULin assessing the viability of the execution of drainageand treatment systems for residual water within municipalitiesincluded in the area of the respective concessions and whereinfrastructures are located in APL’s area of jurisdiction.

OBJECTIVES FOR 2008• To maintain the collaboration with SIMTEJO and SIMARSUL,

in the viability of the respective systems for draining andtreatment of residual water,

• To develop studies and projects for the reduction of residualwater discharges in the scope of the collaboration withSIMTEJO.

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5.5 Cleaning of water-lines

With the intention of minimizing the effects of floodingepisodes, APL intends to guarantee conditions of superficialdraining in the hydrographical network under its jurisdiction,reducing the risk of related flooding and accidents.In this context APL frequent proceeds to clean the shipyardsand water-lines such as those at Pancas and de Vale de Frades,in Benavente, and the narrow cannels of Alcântara andXabregas, at the river exit of Algés.

OBJECTIVES FOR 2008• It is intended to keep, in the scope of its capacity, the level

of intervention in these and other identified situationsas critical.

5.6 Supervision of thequality of superficial watersin the Estuary

Although the management of the quality of the water inthe Estuary is not included among the attributed competenciesof APL through its statutes, the quality of superficial watersis monitored whenever necessary.Thus, in 2005 APL established a collaboration protocolwith SIMTEJO that aims to establish forms of cooperationfor the supervising of the quality of water in the Estuary andaffluent loads.

The most recent and intensive evaluation work of the waterquality was conducted by APL, in 2006, during the supervisionof the dragging work of the new access canal to the multimodalterminal at Xabregas, to evaluate the effect of the draggingoperations and immersion of dragged material on the waterquality in the Estuary and the sea. The quality of the waterwas analyzed before, during and after related operations,in the water column, at stations located upstream, in the interiorand downstream from the work area.Until 2007 supervision of the quality of superficial water in theEstuary happened essentially as part of the environmentalcontrol during specific works.

OBJECTIVES FOR 2008• It is intended to develop a Plan for the Supervision of the

Quality of Superficial Water that includes three key areas:recreational docks, terminals and draggings (including theimmersion of dragged materials).

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5.7 Dismantlingof abandoned ships

The Port area is subject to a lot of boat and ship abandonment,mainly of small/average sized boats for local use, fish andrecreational, principally those registered nationally.APL, as Port authority, has the legal obligation and theenvironmental concern through its area of jurisdiction, to promotethe removal or dismantling of all boats found to be in a visiblestate of degradation, susceptible to being consideredabandoned or constituting a nuisance/danger for navigation.This problem causes a visual negative impact and degradationof the riverside fronts and riverbeds. In many cases, the situationalso results in the accumulation of debts of non-paymentof Port taxes by the boat proprietors impeding APL to rent thespace to others.The process of dismantling operations is complex and lengthy,for both legal and administrative reasons: often involving longwaiting periods to obtain the subsequent authorizations fromthe maritime authority.

Current legislation presents various gaps in relation to abandonedships and their destination. APL can not declare a vesselabandoned and contest its ownership in order to proceed withthe respective dismantling, even as the creditor in this issue.Despite existing impediments, APL conducts periodic surveysof abandoned boats in its area and dismantling or removalof boats and their remains. It endeavors to get the necessaryauthorizations from the maritime authority so that third partiesmay do this. This work represented until now the eliminationand withdrawal of about 210 boats/ships. Some of these workswere developed in partnership or as part of protocols with citycouncils and shipyards.An emblematic dismantling project for the Port of Lisbon beganin 2007. This concerned the “Ponta Delgada” vessel, partiallysunk in the exterior part of Poço do Bispo docks, symbolizingthe beginning of the end of a process that was delayed forlegal reasons for ten years.

However, there are still about 50 boats of average sizeremaining to be dismantled:• 26 boats at Seixal, in zone Amora,• about 12 boats in Barreiro,• 12 boats at Poço do Bispo docks.

37 of these 50 boats lack authorization for dismantling.Another area of this problem regards small fishing boats, manywithout register, that proliferate in the riverside fronts and thatare placed and taken from small, sandy zones on a daily basis.The counting of such and their respective dismantlingprocesses are difficult to conduct.This situation sometimes comes to light when surveysof existing boats by city councils, local assemblies and by APLare conducted. Later, and together certain actions are carriedout to ensure the cleanness of the riverside fronts. The lasttook place in 2005 in Seixal where 23 boats were removed,with new actions being prepared, one with this municipality,in the bay of Seixal, and another one with the local assemblyof Trafaria, to extract 11 boats.

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OBJECTIVES FOR 2008• It is intended to develop an Action Plan for the Dismantling

of Abandoned Vessels at the Port of Lisbon, that will involve,among other things, the following lines of action:– To discover boats susceptible to being considered

abandoned and assess the associated environmentalimpact.

– To identify proprietors and legal processes that are stillon-going.

– To notify the proprietors to remove boats in a stated periodunder threat of starting processes to obtain authorizationfor their respective dismantling.

– To verify processes presenting a debt to APL.– To identify boats acquired by shipyards for later

dismantling and verify the respective processes.– To request authorization to the maritime authority

to dismantle those boats with no known proprietor andwithout associated legal processes.

– To inform the courts of the current value of apprehendedboats, notably those that no longer have any residual value,to free up the respective processes.

– To establish partnerships or protocols with private entities,cities, shipyards or others that could be interested indismantling processes,

– To establish a protocol with maritime authority to speed upadministrative proceedings to authorize dismantling.

– Through APL’s Portal, create and divulge an updated listof abandoned vessels and the respective processesfor public knowledge and, in particular, for vesseldismantling companies, naval repair shipyards, city councilsand assemblies and environmental agencies, as such,the General Inspector for Environment.

– To establish procedures that prevent the abandonmentof boats and that allow APL to legally act as soonas a situation of poor conservation which could leadto abandonment is detected.

5.8 Remediationof environmental liabilitiesfrom industrial Portactivities

In virtue of the deactivation or change in dimension of someheavy industries with Port bases, environmental liabilities existin the Tagus Estuary and along its riversides that need to beaddressed. Such liabilities come about, among other reasons,from ground contamination, sediments and underground waters.The evaluation of the quality of sediments is clearly includedin this context. This substratum constitutes a historical registerof man’s activities, as a true reservoir of contaminationproduced by the activities installed upstream and on the riveredges of the Estuary, occurring prior to the introduction ofenvironmental questions, a responsibility that APL recognizeswhenever it needs to proceed with dragging for constructionor navigability.APL has also collaborated with other entities to try to findtechnical and economically viable solutions for identifiedsituations of contamination. An example of this was thecontribution to the resolution of the problem of exposingthe population to asbestos deposited in embankments nextto the riverbed in the zone, where the riverside path at Alhandra- Vila Franca de Xira currently develops.The project “Definition and implementation of necessarymeasures for the recovery of environmentally degraded zoneswithin the Port’s area of jurisdiction” is contemplated in theStrategic Plan of Development of the Port of Lisbon.In this scope, an exhaustive environmental diagnosis of situationsof environmental degradation is planned. This must include theidentification and characterization of: places of abusive disposalof residues, not licensed residual water discharging, areas withcontaminated ground, areas of contaminated sediments,abandoned and/or degraded industrial areas, disconformitieswith legislation on environmental matters in industrial,commercial, services and Port areas, hydrographical network.

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Following on from the environmental diagnosis a plan ofintervention for detected situations and, later the implementationof projects/actions resulting from this plan and the maintenanceand continuous improvement of the corrected situations.The start of the adjudication by consultation procedure forthe elaboration of a technical and environmental viability studyof the recovery of the National Siderurgy canal began in 2007.The process of accompanying the Strategic Plan of QUIMIPARQUEbegan.

OBJECTIVES FOR 2008• The development of a technical and environmental viability

study of the recuperation of the National Siderurgy canal.Its result is intended to produce an action plan.

• Accompanying of the Strategic Plan of QUIMIPARQUE.

Stone

Fragment of common ceramic bowl

Lote of coins in copper

Glazed ceramic board fragments showing a bowl

Lote of bullets in rock

Embarkation rowing support

Balancing hook

Glazed ceramic board fragments

Key in copper alloy, front

Some of the objects found at Pedrouços docks

5.9 Archeology

When necessary, APL carries out a systematic and physicalarcheological accompaniment of contractors. Archeologistsduly recognized by IGESPAR, I.P. are contracted for this purpose.This accompaniment is considered preventive archaeologyand its objective is to safeguard the archaeological patrimony.Prospective archaeology also occurs within the scopeof environmental studies.

Throughout the years various interventions have been theobject of archaeological accompaniment. Examples of thisinclude: the construction of the maritime path at the SantoAmaro de Oeiras beach and the dragging of the new accesscanal to the multimodal terminal of Xabregas.In the field of prospective archaeology, the lifting work atPedrouços docks was concluded in 2007, with assistance fromvisual and geophysical prospection.

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6. Port-CityRelations


6.1 Introduction

Port-city relations is one of APL’s key areas for sustainability.APL looks for the best way to balance the needs of Portactivities with the increasing demand for improved qualityof life for the populations of the 11 municipalities that surroundthe Tagus Estuary: Alcochete, Almada, Barreiro, Benavente,Lisboa, Loures, Moita, Montijo, Oeiras, Seixal e Vila Francade Xira. This is also a privileged way to show commitment andconnection with the Estuary communities.The urban structure of the city of Lisbon is marked bythe presence of the river. In the avenues, streets and squaresthe relationship with the Tagus is evident. Its riverside offersa great diversity of playful, cultural and Port activities, of which:commerce, handicraft, monuments, restaurants, bars, terraces,discos, Jewelry School, Electricity Museum, Museum of the East,gymnasium and outdoor activities to the outdoors are notable.There are also other diverse entities that have their officesin this zone, due to the inspiration that the river provides.It is not only the Lisbon riverside that has this relationship withthe Tagus River. In all the municipalities that surround the

Estuary there is a wealth of memories and activities thatconfirm its link to the landscape and the experiences of the seaand the river.The riverside under APL’s jurisdiction extends approximately205km, of which 76% is accessible to the population. In part,the interdiction (the remaining 24%) is connected to theinstallation of Port infrastructures.Due to the extension of the area under APL jurisdiction, a processof delimitation of the related area has been conducted, using ananalytical base of varying geographic information and specializedlegal support. In this delimitation, geo-referencing of the limitsof jurisdiction and the typology in each local has been considered,which allows for clarification with other entities, of which someare town councils, of APL’s competencies in this territory.

“In my opinion there has been a favorable evolution(of APL). Due to a more available approach, opendialogue and the search for a policy for the devolutionof spaces to the cities and to the populations, showinga willingness to progress in terms of the relationsit has with the municipalities.”Dr. Carlos Humberto de Carvalho, President of theMetropolitan Assembly of Lisbon

As the delimitation of the jurisdiction area work is completedand approved in each riverside county, the results are divulgedby the interested entities, for example, city councils, CCDR-LVT,ICNB, etc.

The delimitation of APL’s jurisdiction in the counties of Alcochete,Benavente, Lisbon, Moita, Seixal and Vila Franca de Xira hasalready finished. In 2008, it is intended to conclude thedelimitation of the following counties: Almada, Mire, Loures,Montijo and Oeiras.

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Municipality Extension of river front Accessible extensionin APL's jurisdiction (Km) of river front

Alcochete 13,5 99%

Almada 13,8 61%

Barreiro 20,2 63%

Benavente 23,1 100%

Lisboa 15,9 41%

Loures* 5,8 0%

Moita 33,7 91%

Montijo** 14,1 98%

Oeiras 12,3 90%

Seixal 34,8 75%

Vila Franca de Xira** 18,3 53%

Total 205,4 76%

Municipalities in APL's jurisdiction

*The interdiction of the Loures municipality is only due to the fact that the accesses are very difficult, due to the construction of the IC2 road.

** In the counties of Vila Franca de Xira and Montijo, part of the forbidden area is located in zones currently occupied by Air force Bases.

6.2 A history ofreclassification and greatinvestments

The generalization of the use of containers in transportsat a global level, as well as the technological evolutionof operational methods for loading and removing ship cargo,has allowed APL to proceed, since 1988, and sometimesby requesting ideas through a competition promoted by thePortuguese Association of Architects, to reorganization its

activity, releasing vast areas of embankment and warehousesthat have served as support to Port activity.The Santo Amaro docks, the path by Junqueira, the spacesurrounding the Electricity Museum, the Missas park nextto the fluvial station at Bélem, the surrounding beach andembankment at Algés and the Santo Amaro de Oeiras beachare all clear examples of re-qualified areas. This is due to anincreasing demand, principally from Lisbon residents and byothers that visit the city and that wish to use the area adjacentto the river.The policy of modernization and revitalization of the Portof Lisbon is guided by a set of directly interconnected andinterdependent principals, notably the following:

By reconverting some of the water front to mixed usesor non-Port-related activities, maximizing their use,a flexible and polyvalent use has been created. This wasaccomplished by the maintenance of the zones witha judicial statutes of “goods of the public domain”(as is the “public maritime domain”), guaranteeing, thus,

a territorial unit and opposing its private appropriation.The preservation of the coastal natural system has beenensured in the zones where the concept “publicmaritime domain” is applied. This protects them froman intensive and unplanned occupation.

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Reclassification

Key areas associated to the modernization and revitalization of the Port of Lisbon

Management andsharing of space

Protocols withlocal authorities

Recuperation ofexisting patrimony

Qualification & integrationPreservation and

valorization of identityPublic appropriationof the water frontCooperation and partnerships

Preservation of the originalarchitectonic features

Port environmentalmaintenance

Polyvalent use ofinstallations and space

Creation and reclassification,favoring public use

Classificationof Port space

Not segregatingPort zones

Assume Port landscape

Ordering and reclas-sification of buildings

Reduction of thebarrier effect

Improve theinterface zones


6.2.1 Qualification or integrationTo promote the best integration of the Port in the city, APLhas been qualifying areas where it conducts Port activity andhas been substituting delimitation structures that segregatethe Port area from the urban landscape for others that allowthe river front to be seen. The objective of this last measureis to reduce, in a significant way, the negative impact of therequired barriers of Port areas that guarantee access restrictionimposed by security and containment.

Santa Apolónia and Matinha: The aged barriers have beensubstituted by a defense wall, created by the architect TroufaReal, to delimit the Port area and it constitutes, through itsharmonious form and its “transparency”, an excellent exampleof the integration of the Port into the urban landscape. In SantaApolónia Saint, the Cais da Pedra project, constituted by LUXin warehouse A and various shops and restaurants (e.g. Bocado Wapato) in warehouse B, is a good example of architecturalrecuperation and reconverting of Port warehouses by thearchitects Fernando Sanchez Salvador and Margarita GracieNunes. The high architectural standards of the project requiredthe substitution of the existing barriers for a barrier solutionby architect Ruiz Alexander in a panel system. One part is in glass,in the zone of shops and restaurant terraces and the other is inlight metal slats. This solution allows almost completetransparency from the city to the river.

Rocha Shipyard: this was subject to diverse modernizationinterventions, thus being, without a doubt, an exampleof qualification of operational Port space. In reality, all of theterrestrial space, buildings and infrastructures, were profoundlydegraded. The intervention aimed at modernizing thefunctionality of the installations, the reorganization of theshipyard, the architectural and landscape reclassification andto free up spaces. These measures allowed for the re-formulatingof the accesses in the Port zone between Alcântara and Santos.All buildings inside the shipyard were addressed, with specialattention given to quality, environmental integration (theretraction, treatment and launch systems of effluents intothe municipal network were all renovated) and the landscapeand urban framework. Attention was given to the preservationof the Port’s memory, once the adopted materials are similarto those used initially, conserving the original, architecturalcharacteristic of the zone.The limitation wall of the shipyard, by the architect Santa-Rita,allows for the opening of windows over the shipyard and overthe river, and has come to substitute the built walls from theold, completely opaque installations, that created a very obviousphysical and visual barrier.

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Before

After

To improve the accesses in the zone, approximately 19 000 m2from the area previously conceded were released andthe warehouses that delimited the path were demolished.This was widened by two connecting lanes between Santosand Alcântara, in both directions, with a separation by aborization.To the west, a car park for 77 vehicles was created in an areawhere various service buildings and ludic-commercial activitiesare located. A car park for 217 passenger vehicles, next to theurban zone of Santos, to the east was also created.In this space, marked by environmental strong points - the Portenvironment, the maritime environment, a road of daily pendularcirculation and proximity to the railroad – the architects optedfor the use of resistant materials and the pavementdemonstrates lane demarcation that strengthens the land-searelation.

6.2.2 Preservation and valorization of theenvironmental and patrimonial identityAPL’s interventions to modernize Port spaces and convert riverfronts without operational activity for leisure areas, favoringthe rehabilitation of existing spaces in detriment of newconstructions, always respect the historical character andarchitectural patrimonial value.

Santo Amaro docks: A zone previously occupied by less thansuitable Port installations and that, due to previous interventions,constitutes, today, one of Lisbon’s main tourist attractions.APL developed the Divisional Plan for the Conversion of SantoAmaro docks, by the architects Fausto Simões and Rui Alexandre,to create a program of reclassification of the surrounding areaand a regulation for the architectural recovery of existingwarehouses.

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Before

After


In a partnership between APL and private entities, the Portwarehouses were reconverted into commercial space, keepingtheir volumetrical and the architectural characteristicsof the Port’s old installations. Particular importance was givento increasing the capacity of support infrastructures forrecreational navigation, as well as the qualification of theinvolving public space and the creation of infrastructures.It is important to mention the new leisure area created by thePort authority, downstream from Santo Amaro docks. It consistsof a large cover structure created by the architects AlbertoFrança Dória and António Barreiros Ferreira to host outdoorevents. It is serviced by a car park with a capacity for about700 cars. It is also planned to create a new access road andfoot access to the “Docas” zone, with the objective of reducingexisting congestion in the plaza at Alcântara-Mar resulting fromthe traffic from Port activity and leisure activities.

Santos and Jardim do Tabaco: The old Port warehouseswere subject to intervention, a project from the architectsCarlos Macedo and Bernardo Daupiás Alves, having beenconverted into commercial space. A walk way at the river frontwas created at Santos to allow everyone to enjoy the river.

Santa Apolónia Passenger Terminal: Rehabilitation of theold, deactivated, Port warehouses with a conversion to otheruses. All of the surrounding area was addressed, creatinga walkway and diverse commercial equipment.

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Before After

6.2.3 Promotion of the publicappropriation of the water frontIn the conversion interventions of the river front, APL has givenpreference to open spaces and green zones that allow the cityof Lisbon a clear view of the river, simultaneously, accessiblespaces for everyone to walk.

Popular Art and Electricity Museum: the Port authorityreclassification all of its surrounding area, creating landscapedspaces and zones for walking alongside the river that areaccessible to all the population, with projects by the architectsTroufa Real and Tomás Taveira.

Riverside stroll at Junqueira: The creation of amplelandscaped zones and car parks constructed below groundto diminish the “barrier effect” to the river provoked by parkedvehicles and to free up the riverside walkway for people andbicycles.

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Before After

Before After


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These spaces, temporarily transformed with light and precariousconstructions, also allow, without irreversible commitment,APL to host diverse commercial events.In a similar way, some embankments and Port installationsaffected by seasonal activities, such as is the case of cruiseships, which does not imply a permanent occupation (Ro-Ro cargo),are managed in a perspective of multipurpose use. Examplesof this are the magnificent maritime spaces of Alcântaraand Rocha de Conde de Óbidos stations, where all typeof institutional, commercial and ludic events occur, as wellas the use of Port embankments to support nautical activities.

6.2.4 Investment in green areasThe values indicated exceed by 20% the value spent on fuelconsumption, which shows the importance APL gives to thegreen areas in its area of jurisdiction.The landscaped areas, lawns, as well as seedbeds, shrubs andhedges already cover an expanse of about 130.000 m2 andthe approximately 2000 trees: pines, olive, palm, etc., symbolizethe constant concern with the creation and maintenanceof these spaces, with the intention of making these availableto everyone.

Investment in green zones (maintenance and

planting of new trees)

2004 270 000 ¤

2005 275 000 ¤

2006 265 000 ¤

2007 205 000 ¤

Investment in green areas

6.2.5 Cooperation and partnerships– involvement with town councilsAPL focuses on a direct relationship and one of negotiationwith the Town Councils in order to improve its integration intothe urban fabric:• Accompanying and contributing in an active way to the

creation of diverse plans: the PDM (in revision), detailed plansand plans of urbanization…

• Establishing various protocols of shared management for theterritory and the patrimony in some of the areas under itsjurisdiction (Santo Amaro de Oeiras beach, Alhandra – VilaFranca de Xira, boat removal at Seixal).

APL integrates the Accompanying Commission of thedevelopment of the “QUIMIPARQUE – a strategy forBarreiro” project, contributing, in this way, to make theproposals from the Town Council of Barreiro andQUIMIPARQUE compatible with the interests of the Portof Lisbon.It is intended, thus, to ensure the developmentof a logistics platform at Barreiro that, on the one handserves the interest of its Town Council to createan industrial base in the current reorganization and onthe other hand, to include adequate conditions to betterserve the Port of Lisbon.

The zones in APL’s area of jurisdiction without occupationor Port vocation do not have a unique model of management,as the situation of the water front of each county is very distinct,as well as the Port authority’s capacity for intervention in each.

APL has generic protocols for reclassification and valorizationinterventions in the riverside space with each town councilwithin its area of jurisdiction, documents that will become moredetailed when it becomes necessary to need an interventionmodel in each zone. These are some examples:

Oeiras: Contribution with the town council on thereclassification of Santo Amaro de Oeiras beach, having optedfor a new type of management of the river front, in which,besides cooperation in the definition of solutions and theimplementation method, there is also a division of costs,revenue and responsibilities in the management of the area,

Montijo: Protocol with the City council and Transtejo to revalorizeand revitalize the old Montijo station and its surrounding area,at Vapores wharf,

Vila Franca de Xira: Protocol with the city, for the valuationand reclassification of the river front of Alhandra and for theconstruction of a riverside walkway at Alhandra/ Vila Francade Xira and an urban park,

Seixal: Protocol with the City and Transtejo, for thereclassification and conversion of the old fluvial terminalat Seixal, in the meantime deactivated.

OBJECTIVES FOR 2008• To continue to accompany and collaborate on the revision

of municipal plans,• To establish new collaboration protocols for territorial

management with town councils,• To continue the recovery of the river front (in particular

at Mexilhoeiro and Alburrica beaches, at Barreiro, and Talude-Muralha at Alcochete).

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6.2.6 Patrimonial investments in 2007

6.2.6.1 European Agency for Maritime Security(AESM) and the European Observatory for Drugsand Drug Addiction (OEDT)The promise to install the European Agency for MaritimeSecurity and the European Observatory for Drugs and DrugAddiction was made official through a protocol celebratedbetween the Portuguese State and the European Union,delegating the implementation to APL.The installation of the European Agency for Maritime Securityin Lisbon is a Portuguese State conquest and is incorporated

into a strategy for the valorization of sea resources.The area of intervention of this Project is located at Cais do Sodré,on Avenida Ribeira da Naus. It was initially expected to houseAESM and OEDT (that currently operate in provisional buildingsat Parque das Nações). This nucleus of buildings will also housethe Jacques Delors Foundation.In urban intervention terms, the recuperation of the Edifíciodo Relógio (Clock Building) and the construction of two buildingsshould be mentioned. The work was agreed in October 2006and ended at the end of 2007.APL’s investment in this project reached almost 40 millioneuros, of which almost 29 million euros refer to 2007.

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6.2.6.2 Rehabilitation of the sea front protectionat BarreiroIn 2007, the first phase of the rehabilitation of the sea frontprotection on Avenida Bento Gonçalves was completed withthe objective of creating adequate conditions for the localpopulations’ use.This intervention represented an investment of about 830thousand euros, with the second phase foreseen for 2008.

6.2.6.3 Rehabilitation of Princesa WharfThe Princesa wharf, situated next to Belém Tower has cometo be seen as a privileged place for the embarking and launchingin official events. In 2007, APL understood the needto rehabilitate this infrastructure, for its historical value andto allow its use for current functions (tourist and others).Approximately 215 thousand euros were invested onits rehabilitation.The concession of this infrastructure was given to Lisboa Vistado Tejo – Transportes Turísticos LVT, SA, to develop tourist tripson the Tagus.

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6.3 There’s life in the Port

6.3.1 Recreational navigationWe believe that the riverside front of the Tagus could becomea major focus for tourist activity. For this reason, APL has alwayspromoted recreational navigation as a way to share its passionfor navigation.The Port of Lisbon possesses excellent natural conditionsto receive all types of boats, throughout the entire year.The four recreation docks managed by APL have a capacityfor more than 1100 boats, with good conditions for shelter andassistance for yachtsmen that come to Lisbon.

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There's life at the Port

Leisure activities at the Port of Lisbon

Others

Concerts andother shows Museums and forts

Recreational navigationCulture and trainingLeisure and funEvents

Visits to APLcultural patrimony

Restaurants,bars and discos

Bicycle rental 4 recreational docks

22 nautical clubsin 11 counties

Network of supportfor the docks

Sports competitions

Green areas for leisure

Occupation rates in 2007 Recreational docks

Alcântara Belém Bom Sucesso Santo Amaro

Boats with a capacity < 6m 15 24 22 103

Boats with a capacity > 6 m 425 170 141 218

Occupation rate - annual average 86,18% 90,03% 53,47% 61,00%

Occupation rate (average of the 4 docks) 72,67%

Occupation rates of the recreational docks

Within APL’s zone of jurisdiction, besides these recreationalports, there are also 22 nautical clubs supported throughsymbolic rents.

In 2007:• Collaboration with institutes of nautical education for the

creation of training and professional internship opportunities,• Control of the water quality from the causeways of the

recreational docks,• Organization, in collaboration with Ambelis and with GAML

(Great Metropolitan Area of Lisbon), of the Waterfrontexpo2007 – “The leading annual event for waterfrontdevelopment around the globe”,

• Organization in collaboration with ESPO (European Sea PortsOrganization) the Greenport Port Conference 2007.

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Existing network of support for recreational nautical activity

Lisboa

Almada

Seixal


Alcochete

Benavente


Tagus Estuary

Shipyards for naval repairand construction(recreational boats)

Dry Park

Anchorage

Recreational Port

Marina

Recreational nucleus

Nautical support


OBJECTIVES FOR 2008• Substitute oily residue collection equipment for the docks

and the repair park,• Placement of battery disposal units,• Implement ecological islands,• To communicate the various ways for reception of residues

and their correct use and the quality of water for humanconsumption in the docks, to all users,

• To implement, in one of the docks, a pilot system for thecollection of residual water from boats, for exampleimplementation of such a system at Oeiras Marina.

• Development of client satisfaction surveys,• To celebrate the European Day of the Sea. The event is

celebrated from 2008, every year, 20 May, initiative of theEuropean Commission with support from the European SeaPorts Organization to which the economic agents linkedto matters of the sea are invited to organize conferences,events and festivities related to the theme of that dayand the ports are encouraged to hold an “open day”, with thePort open to the general public,

• Celebrate National Day of the Sea (16 November).• Participate actively in international organizations that are

related to the processes of Port-city integration.

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6.3.2 Culture and trainingWe can find various points of cultural and historical interestthroughout the river front zone of Lisbon, such as, the maritimestations of Alcântara and Rocha do Conde de Óbidos, the BélemTower, the sculpture of the Discoveries, the Museum of PopularArt, the Electricity Museum and the recently inauguratedMuseum of the Orient.In the county of Oeiras diverse fortifications can be found,namely the Forts of São Julião da Barra, Catalazete, Areeiro orSanto Amaro, of São Julião das Maias, of Giribita and of São Bruno.The public can also visit the Municipal Ecomuseum of Seixal –Tide Mill of Corroios Nucleus, on the southern river front, underthe responsibility of the Town Council of Seixal. Along thesouthern sea front, the tide-mills constitute one of the mostemblematic equipments in these riverside zones.Besides the museums previously indicated, APL’s area ofjurisdiction also has other cultural spaces, such as the JewelrySchool “Contacto Directo” and artists’ ateliers.On the riverside path of Junqueira, you can also find a sculpturein homage to the late Fado singer Amália Rodrigues and nextto the Belém Tower, a replica of the Belém Tower placedin collaboration with the Rotary Club of Lisbon, that unitesthe artistic element to support individuals in the discoveryof the Belém Tower.

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Next to the Santo Amaro dock, the maritime stations ofAlcântara and Rocha Conde de Óbidos are visible. These areemblematic buildings from the 40s, projects by the architectPardal Monteiro, verandas over the Tagus and their halls withthe frescos by Almada Negreiros depicting the maritime epic.These buildings, part of APL’s cultural patrimony constitutea focus point for the hosting of various events and study visits.APL, in the scope of the program “Schools visit the Portof Lisbon”, addresses private invitations to educationalestablishments, public and private, from the zones under APL’sinfluence, allowing people to get to know the economic andsocial importance of the Port of Lisbon.

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Study visit by architecture students to the VTS Tower

Study visit of students from Lausanne UniversityVisitas de estudo no âmbito do programa Porto de Lisboa aberto às Escolas

que já se realiza há vários anos, com a participação de alunos de todo o país,

dos 1º, 2º e 3º Ciclos e ensino Secundário.

6.3.3 Leisure and funAPL’s area of jurisdiction is one of the biggest areas of leisurein Greater Lisbon. According to a survey conducted in 2006,64% of its population usually takes a walk next to the riverTagus and 67.5% consider the area of jurisdiction of the Portof Lisbon as a space for conviviality between family and friends.

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2007 2006 Variation 2007 / 06

Almada Negreiros Panels 147 203 -28%

Geography Discipline 821 652 +26%

Visits from students from primary school 75 107 -30%

Visits from students from secondary school 831 505 +65%

Visits from other institutions and private visits 62 233 -73%

Total 968 855 +13%

Culture and training


6.3.4 Other eventsOur spaces are requested daily for a wide variety of eventsand various activities.As such, we have film, television series and advertisementproducers that use the covered spaces as well as the uncoveredspaces, in this way divulging the riverside front on average50 times a year.On the other hand, the maritime station of Alcântara hasalready hosted tens of fairs, antiques and biological produceas well as job fairs etc., bringing thousands of people.

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6.4 Environmental andsocial responsibility in therelationship with communitiesAPL has good environmental and social practices that includeall of its area of jurisdiction and that are spread throughouttheir relations with the community. These are connectedto the management of sandy zones, water supply managementin its area of jurisdiction, collection of urban residues(that corresponded to an investment of 489 809 € in 2007)and the cleaning of public spaces.

6.4.1 Management of sandy zones

APL has sandy zones in its area of jurisdiction, in the countiesof Oeiras, Alcochete, Almada, Barreiro, Moita and Seixa.However, only the Torre beach, in the county of Oeiras, satisfiesall of the requirements for the official classification of Beach.The quality of the water and the sand in these areas dependson the activities, over which APL does not have influence, thatresult in discharges upstream. The sphere of APL’s interventionin these places includes: occupation licensing ofconcessionaires and support, security services for swimmers,authorization for events, the verification of security conditionsand the use of space, affixing of official information and otheruseful information for users and the preparation of bathingseasons with the other competent entities in this area.APL collaborates in the management of the bathing seasonswith the remaining entities, to guarantee good environmentaland security conditions to all users of the beaches andconcessions.

In 2007:• Placement of equipment to communicate official information

and updated information about the water quality and theclassification of beaches by the Ministry of the Environmentto all swimmers,

• Placement of notice boards with official information aboutunsupervised beaches, beaches without lifeguards and theremoval of small abandoned boats in the sandy areas,

• Signage to indicate the prohibition of dogs.

OBJECTIVES FOR 2008• To give continuity to the placement of notice boards with

official information about forbidden beaches as specifiedby the Regional Health Authority, that constitute a riskfor public health, taking care because they continue to befrequented during bathing season.

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6.4.2 Management of supply waterTo fulfill its responsibilities for the control of water quality,between Algés and Matinha, APL creates Annual Programsfor the Control of Water Quality (PCQA).The consideration of three factors, notably the extension andparticular configuration of the supply network, the advancedage of some channels and the existence of criticalconsumptions associated to the restaurant sector, led to thedefinition of control programs that clearly exceed the minimumfrequencies of sampling required by law.

This initiative means a cost per program three times superiorto what APL would have if it guaranteed only the minimumnumber of frequencies of sampling demanded by law.From 2005 to 2007 for the implementation of the Programsof Control of Water Quality spent about 41 thousand euros.On average, each year 576 370 m3 of water are consumed,which gives an average daily consumption of 1579 m3, servinga population of 7897 inhabitants.The picture that follows summarizes the results obtained fromthe PCQA and demonstration of legal conformity.

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2005 2006 2007

Volume of water consumed at APL1 (m3) 597 012 562 090 570 009

Number of sampling points (APL installations, fixed points and clients 89 89 96

Clients' taps 56 54 69

Number of determinations 1 399 1 399 1 399

Number of values > Parametric value2 (PV) 4 8 10

% No. values > PV 0,29% 0,57% 0,71%

% of values in compliance 99,71% 99,43% 99,29%

(1) For the development of POQA the data from last year was considered(2) In accordance with the Law Decree No. 243/2001, of 5 September

PCQA vs. demonstration of conformity - Algés / Matinha network

By consulting the table, it is evident that APL determined 4197analytical parameters in 274 points of sampling in three years,65% of these, that is, 179 points, correspond to consumers’taps.APL also guarantees the control of the quality of water for humanconsumption, supplying ships from the water taps on the wallor from a barge.The definition of the plan of annual sampling is APL’sresponsibility, its implementation is later requested to licensedentities at the Port, supplying of water to the ships.The principles and estimations that govern the PCQA are alsopresent in the definition of these plans of sampling. Care is takento conduct the sampling campaigns in a timely way in orderto anticipate the seasonal arrival of some types of ships, suchas cruise ships.

The table that follows summarizes the results obtained fromthe plans of sampling carried out for the control of the qualityof water served to ships:

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2005 2006 2007

Volume of water consumed at APL1 (m3) 107 147 102 698 90 531

Number of sampling points (tomadas de água) 20 20 41

Number of determinations 307 307 658

Number of values > Parametric value2 (PV) 2 4 6

% No. values > PV 0,65% 1,30% 0,91%

% of values in compliance 99,35% 98,70% 99,09%

(1) For the development of POQA the data from last year was considered(2) In accordance with the Law Decree No. 243/2001, of 5 September

PCQA vs. Demonstration of conformity - Muralha Alcântara / Poço do Bispo network

In both tables it is clear that the irregularities detected referto punctual situations without continuity, once 99% of thedecisions satisfy the legal established values for water quality.On the other hand, the repetition of sampling and analysis,always conducted in these situations, confirmed that thereis not any type of significant problem for the public’s health.The adoption and implementation of corrective measuresfor example the purging of the land network and the junkswhere there were interventions because of ruptures, theperiodical cleaning of the tap filters, the substitution of coversof the water taps in the wall, the collection of covers in the jets,the efficient draining of the tanks and the cleaning andconservation of the hoses in an appropriate place, resultedin the reestablishment of the quality of water in diverseinstallations, in the different junks in the network and the tapsin the wall.As a result of the operational control of the network obtainedwith the PCQA, APL intends to substitute in the short-mediumterm the junks of the network with an age superior to 40 years,for example, in Alcântara and Pedrouços, to prevent problemsof contamination by rupture or the presence of an excess of iron.

Until 2007, the programs of control of the quality of water forhuman consumption and the quality of water supplied to shipshave an implementation report with planning, adoptedmeasures, statistical data and conclusions, between 2005and 2007. Junks of the network were substituted in functionof the detection of problems of water quality and others arescheduled to be replaced in 2008. It is important to note alsothe environmental accompanying of the Hotel Altis constructionproject, in Belém and the control of the functioning of the fatretaining boxes from restaurants and such like, throughdocumented or physical participation.

OBJECTIVES FOR 2008• It is intended to maintain the verification of the quality

of water in the supply network for human consumption,based on the PCQA and to divulge the first report of the controlof the quality of water carried out from 2005 to 2007,

• It is intended to design a plan for the checking of air qualityand noise in the Port’s operational areas, in order todetermine the impact of the activity in the involving urbanzones.


6.4.3 Noise and air qualityThe checking of noise conducted by APL has occurred in thesensitive zones closest to the areas of intervention, forenvironmental studies and throughout the progress of theworks.The works of sound measurement are conducted at previouslyidentified (local) points, to verify whether the temporary noiseactivity is affecting the well-being of the neighboringpopulations.The most recently conducted noise supervision works wereassociated to the dragging of the Xabregas canal and therehabilitation work and reinforcing of the wharf betweenSanta Apolónia and Jardim do Tabaco, with the conclusion that,in either one of these cases (in the last one until now, oncethe work is still being carried out) the interventions have notprovoked an increase in disturbance.APL intends to extend the supervision of the noise to operationalareas and to widen the scope of the works to monitor the airquality.

6.4.4 Works in the area of jurisdictionThe works carried out in the Port’s area of jurisdiction couldbe subject to an Environmental Impact Study (EIA), for whichAPL is careful to satisfy all the established criteria,guaranteeing the application of good environmental practicesand the satisfaction of current environmental legislation in allworks undertaken. In the case where the EIA is not obligatory,APL requests a plan for environmental management thatidentifies the principal impacts, which become focuses forsupervision in the works.APL conducts, in both cases a measurement of the mostsignificant environmental parameters affected by the works(for example: noise, water quality, sediment quality andarchaeology).

The accompaniment of the works is carried out very often,documented and in person (works meetings), establishinga direct collaboration between APL and the promoter of theworks. In this process APL transmits and involves suppliersin its environmental principles and criteria.

OBJECTIVES FOR 2008• It is intended to maintain the regular environmental

accompaniment of contractors and private work in APL’s areaof jurisdiction,

• It is intended to establish a set of normative criteria for goodenvironmental practices to be implemented in works, andapplicable to work carried out by APL or by third parties.

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6.4.5 Collection of urban residues– urban cleaning

APL is responsible for the management of urban solid residues(RSU) and the public hygiene in the zone between Algés andMatinha, in accordance with its Regulation of Urban SolidResidues.

For this purpose, APL makes the following equipment for thecollection of urban solid residue available:• Paper destined for the disposal of small residues produced

in leisure spaces and zones of foot access,• Containers with a capacity of between 800 and 1.100 liters,

placed in the public path, in the immediate vicinity of servicebuildings and establishments,

• Containers with a capacity of 6 to 30 m3 with/withouta compacting system for support services.

In strategic places, ecopontos destined to receive valorizedparts of RSU (glass and paper/card) are also available.The collection of packaging door to door, when required.

The cleaning and the removal of solid residues from streets,walkways, embankments, wharfs and docks are also integratedin the removal by RSU implemented by APL.

Unidentified residues, collected by a licensed operator, are sentto their final destination at the incineration center (VALORSUL)or to the sanitary landfill (CITRI), when the residues are frombanal industries.

To improve the process, APL makes use of a Station for theTransference of Solid Residues located next to the Poço doBispo docks, where all the residues collected by the differentcircuits are centralized and it proceeds with the selection ofvalued materials before their shipment to their final destination.

OBJECTIVES FOR 2008• A greater implementation of ecological islands so that the

Port’s users can separate their residues.

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RSU Urban Cleaning Quantity(ton) Destination

Unidentified 4 582,30 Incineration / Placement in landfill

Organic 24,00 Compost

Glass 72,00 Temporary warehousingfor a later valorization operation

Paper 48,00 Temporary warehousingfor a later valorization operation

Total 4 726,30

Production and the destination of residue from urban cleaning, 2007

7. APLin the present


7.1 Description of thecompany

The Port of Lisbon is managed by the Administration of thePort of Lisbon, SA, an independent company of public fundsthat has the larger part of the Tagus Estuary and its front underits jurisdiction.As a natural Port, situated in the vast Tagus Estuary, in a liquidbasin of 32.000 ha, sheltered and profound, its characteristicsoffer the best conditions for navigation to both large Port vessels,namely trans-oceans, and to boats of any type of nautical sport.The geo-strategic positioning of the Portuguese coast, in thecrossing of the principal maritime routes for internationalcommerce and in the first Atlantic front of Europe, openpossibilities for obtaining direct transatlantic traffic, whichrequires terminals with elevated depth, which is a rareoccurrence but are available at the Port of Lisbon.Integrated in the trans-European network of transports, thePort conciliates in its domain an important logistical multimodalinfrastructure that gives it the advantage of being the“Meeting Port” between maritime, railroad and road transports.The Port activities are conducted along the entire riverside.The movement of container cargo, Ro-Ro and the majorityof fractioned cargo and cruise ship traffic is concentratedin three terminals along the northern front. Diverse specializedterminals for liquid and solid grains are localized on the southernfront.The four recreational docks, that are found on the northernfront of the Tagus River – Alcântara, Santo Amaro, Belémand Bom Sucesso docks – have the capacity for more than1100 vessels.The Port is equipped with three cruise ship terminalsat Alcântara, Rocha Conde de Obidos and Santa Apolónia,all situated on the northern edge of the river Tagus, on the tipof the historic and cultural center of Lisbon, which should beconsidered a unique advantage for tourists visiting the city.

Areas of Business and independent activitiesof the Port:

• Containers• Grains (solids and liquids)• RO-RO• General fractioned cargo• Cruise ships• Local traffic• Recreational navigation• Use of patrimony• Piloting• Equipment use• Warehousing• Diverse supplies (water / energy / maritime-tourist

authorizations / residue collection• Others.

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92

Location of the cruise ship terminals at the Port of Lisbon (existing and planned)

Rocha C. Óbidos Sta. Apolónia

Vila Franca de Xira

Tagus Estuary

Lisbon

Oeiras

Loures

Almada

Alcântara


7.2 Competencies, areaof jurisdiction and patrimony

7.2.1 CompetenciesAPL concluded its transformation into a Port authority modelof the type Landlord Port thanks to the development, over thelast few years, of a concessions and private operators programfor Port activities. Today, APL is dedicated to the dominialmanagement and to the exercising other functions ofcoordination, facilitation and essential promotion for themaintenance and improvement of the competitive level of thePort and of the Port of Lisbon’s partners in the community.

What is a landlord Port?

With the growth in the privatization of Ports, the participationof the private sector in operational Port activities hassubstantially increased in the last few years.This has resulted in a radical change in the organizational modelof the Ports, that has gone from a Service Port model to aLandlord Port model, where the Port authority manages thePort infrastructure and the regulatory functions, whilst Portservices are supplied by private operators.

APL’s attributions reside in the organic statute fixed in theDecree Law No. 336/1998, of 3 November, and to it thefollowing attributions are committed:

“APL, SA will carry out its necessary competenciesto ensure the regular functioning of the Port of Lisbonin its multiple aspects of economic, financial andpatrimonial relevance, themanagement of fixed employeesand the Port exploration and still, the complementary,subsidiary or accessory activities, in the same scopeand the same terms that have come to be observedby the Administration of the Port of Lisbon.”

APL’s competencies are:• Ensure the regular functioning of the Port of Lisbon in all its

multiple aspects of economic, financial and patrimonialrelevance, the management of fixed employees and the Portexploration and still, the complementary, subsidiary oraccessory activities.

• The attributing of private uses and the definition of therespective public interest for the effects of concessions,relating to goods of public domain that are specific to APL,as well as the practice of all acts related to the execution,modification or cancellation of a license or concession,

• Licensing of Port activities for conditioned use and theconcession of public Port services, with the possibility ofconducting all necessary acts for the attribution, execution,modification and cancellation of licenses or concessions,in the terms of the current legislation,

• Expropriation for public use, occupation of terrain,implantation of designs and the exercising of necessaryadministrative duties or the development of the Port,in legal terms,

• Fixing of taxes to cover the use of Ports, of services offeredwithin and for the occupation of its space destined forcommercial or industrial activities.

• Protection of its installations and of its staff,• Public use of the inerrant services for Port activity and their

supervision (Decree Law No. 336/98, of 3 November, Art. 3.,No.s 1 and 2),

• Imposing of the responsibility in matters of maritime andPort security in its area of jurisdiction, defining the securityconditions of the functioning of the Port, in all its areas, withattention given to the need to guarantee in an adequateway, its commercial exploration (Decree Law No. 46/2002,of 2 March, Art. 5, No.1)..

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7.2.2 Area of jurisdictionAPL’s area of jurisdiction is defined by the legal article 7 of theDecree Law 336/98 of 3 November.In its terrestrial scope, it includes 11 counties: Oeiras, Lisboa,Loures, Vila Franca de Xira, Benavente, Alcochete, Montijo, Moita,Barreiro, Seixal and Almada, extending by 110 km riverside.In its maritime-fluvial scope it accumulates a surface of 32500 hawith the following limits, downstream, the alignment of theTowers of São Julião and Bugio and upstream, the bridge at VilaFranca de Xira.It includes the river bed, and with some exceptions, 50m in widthfrom the waters edge of both sea and navigable waters.

7.2.3 PatrimonyThe lands, embankments and maritime works situated withinthe area of jurisdiction of the Administration of the Port of Lisbonbelong to the public domain of the State and are attributedto APL. Also, goods allocated to the fishing activity, first salefish services and connected activities.Real estate or buildings acquired by the Administration of thePort of Lisbon and those that through title, have reverted in itsfavor or have been definitively given, even identified or registeredas a domain of the State, or omission from the matrix, andin land registers, are considered integrated in APL’s economicsituation..

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APL's terrestrial area of jurisdiction

Lisbon

Almada

Seixal


Alcochete

Benavente


Tagus Estuary

Terrestrial frontsfor Port purposes

Fronts for the port

Fronts for nautical recreation

Terrestrial frontswithout Port usage

Fronts for urban purposes

Fronts for recreationalpurposes

Fronts for natural purposes


7.3 Governance structure

7.3.1 Legal framework– organizational statuteThe Decree Law No. 336/98, of 3 November, that determinedthe transformation of APL from a public institute into an publiclimited company with exclusively public capital, consecrates thenorms that regulate the activity of the company and thestatutes by which it is governed, establishing the following:

“- 2 – APL, SA, is governed by the present diploma andits statutes, published in annex to the present diploma,of which they are an integral part. With regards toeverything that is not foreseen in this diploma, APL, SAis governed by the applicable norms for public limitedcompanies and by special norms whose applicationis the company’s objective.3 - APL, SA’s activity, in the use of authoritative powersreferred to in this diploma, is governed by the normsof public law.”

7.3.2 Internal organization andorganizational structureAPL’s organization presumes it essential to create amanagement matrix, with a decentralized base, participatingbut permitting responsibility that allows an unequivocalclarification, clear understanding and acceptance of thecompany’s business. It must ensure a sustainable operationand economic-financial situation and a transparent positioningin our relationship with the markets, their diverse agentsand authorities, above all those with a Municipal character.The company is structured in the following way:

• Entities to support the Board of Administrationor that, by the nature of their functions, must havea more direct relationship with the Board:- Consultancy – Management Planning and Control,Marketing, General Secretary (including the LegalDepartment).

• Entities for complementary and fundamental activitiesfor the functioning of the company’s business:- Economics and Finance,- Human Resources,- Information Technology and Communications.

• Entities whose activities result in the fulfillmentof the company’s statutory objectives:- Port business,- Patrimony and works,- Security and environment.

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Board of Administration

ConsultantsManagement

planning and control

Marketing Administrative services

Economics and Finance Port business Patrimony and Works Security and Environment

Human Resources

Information technologyand communications

APL's organigramMacrostructure

7.3.3 Governance model and membersof committeesAPL, SA, includes the following committees and groups: GeneralAssembly, Board of Administration and Inspector, with theircompetencies detailed in the law and in the Statutes (DecreeLaw No. 336/98, of 3 November, with alterations introducedby Decree Law No.s 46/2002 of 2 March and 334/2001,of 24 December.

a) Assembleia-GeralIn the terms of the referred statute, and with regards to theparticipation of the General Assembly, the norms applicableto APL, SA are determined as follows:

“3 – the State is represented (…) by (…) indicatedin the dispatch together with the Ministry of Financeand the Minister responsible for the Port sector. (…)6 – the members of the Board of Administration andthe Inspector must be present in the meetings of theGeneral Assembly and could participate in their work,but will not have, in this role, the right to vote.”

The representatives of the State at the General Assembly are:• President of the General Assembly – The Portuguese

Industrial Association,• Secretary of the General Assembly – Teresa Isabel Carvalho

Costa.

b) The Board of Administration is composed ofa president and two members, with responsibilitiesin the diverse areas of business, as follows:• Presidente - Manuel Alcino Antunes Frasquilho;

- Consultants, Management Planning and Control, Economicsand Finance, Port business,

• Member - Daniel José de Freitas Esaguy:- Patrimony and works, security and environment,

• Member - Sandra Raquel Ribeiro de Magalhães Vilhena Ayres:- Marketing, Secretary, Human Resources, Information

Technology and Communications.

c) Inspector:• PricewaterhouseCoopers & Associates – Company of Official

Account Reviewers, SA – represented by Jorge Manuel SantosCosta as active element and by José Manuel HenriquesBernardo as additional.

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7.4 Movements at the Portof Lisbon

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Movement of Merchandise by Group(in tons)

Merchandise 2007 2006 Variation 2007 / 06

General CargoFractioned 489 434 536 940 -8,8%

Containered 5 712 500 5 197 992 9,9%

Ro-Ro 4 883 4 678 4,4%

Sub-total 6 206 817 5 739 610 8,1%

Solid grains Cereals, fodder and oleaginous seeds 4 030 449 3 218 488 25,2%

Minerals 22 582 4 007 463,6%

Coal 12 237 6 044 102,5%

Others 1 540 669 1 827 289 -15,7%

Sub-total 5 605 937 5 055 828 10,9%

Liquid grains Refined products 842 317 944 600 -10,8%

Liquefied gas 71 280 73 083 -2,5%

Others 432 603 374 595 15,5%

Sub-total 1 346 200 1 392 278 -3,3%

Total 13 158 954 12 187 716 8,0%

Fluvial traffic 778 921 518 066 50,4%

Container movement in the terminals(TEU)

Local 2007 2006 Variation 2007 / 06

Container terminal at Santa Apolónia 216 311 200 377 8,0%

Container termainal at Alcântara 237 768 213 552 11,3%

Multipurpose terminal at Lisboa 77 734 78 454 -0,9%

Others 22 961 20 118 14,1%

Total 554 774 512 501 8,2%

Passengers - Maritime Navigation(in numbers)

2007 2006 Variation 2007 / 06

Embarking 16 007 20 404 -21,5%

Disembarking 15 703 20 564 -23,6%

In transit 273 475 229 925 18,9%

Total 305 185 270 893 12,7%

7.5 Economic impacton the country

7.5.1 IntroductionThere are various types of economic impacts that the Port’sactivity provokes in its involving region: direct, indirect andinduced impacts.

“The numbers published annually show that the Portof Lisbon has great economic benefits not only forthe city, but also for the country. Numbers that couldbe harnessed with a commitment to find solutionsto make the Port more competitive and dynamic,with the increase in sea-gauge in the entrance to thebar, through the expansion of the existing containerterminal at Alcântara or through the creation of a newterminal with increased capacity.”Rui Cruz, Administrator, SVITZER

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Hinterland of the principal ports of container cargo movement in the Iberian PeninsularReily method

(Source: Containerisation International Yearbook, 1998)

BARCELONA

VALæNCIA

LEIXÍES

LISBOA

ALGECIRAS

BILBAU

VIGO


7.5.2 Direct impactsThe direct impacts include the product volume, salaries,incomes, jobs and taxes and tax revenues generated by the Portauthority and the firms that conduct Port activities. Theyconstitute the first cycle of effects of the Port on the regionaleconomic system, and are measured directly by the characteristics

of the entities that constitute the Port community in itsgreatest sense – Port authority, companies that carry outservices for the Port authority and companies connected to thePort, including those that move cargo in the Port and those thatcarry out other activities that permit or facilitate thismovement.

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Generated economic value

Direct Economic Impacts

Accumulated economic valueDistributed economic value

Investmentsin the community

Payments tothe government

Payments topurveyors of capital

Employee salariesand benefits Operational costs

Economic Value: Generated, Distributed and Accumulated

(thousands of Euros) 2007 2006 Variation 2007 / 06

Generated Economic Value 50 433 47 960 +5%

Revenue

Sales + Service Offer 49 425 47 333 +4%

Financial investments 971 620 +57%

Added value in the sale of assets 37 7 +429%

Distributed Economic Value 46 079 40 666 +13%

Operational Costs 10 421 8 967 +16%

Payments and suppliers (including royalties) - final balance from the previous year 2 237 1 380 +62%

Supply and Services of Third-parties 11 167 9 824 +14%

Final balance, current year -2 983 -2 237 +33%

Wages and benefits for employees 25 821 26 276 -2%

Costs with personnel 19 069 18 560 +3%

Benefits attributed post-job (including pensions, pre-retirement, medical assistance and medication) 6 752 7 716 -12%

Payments for capital purveyors 3 291 2 341 +41%

Financial payments made to Financial Banking Institutions 3 291 2 341 +41%

Payments to the State 4 886 2 847 +72%

Income Tax (IRS), Commercial Tax (IRC), Stamp Duty, VAT (IVA) to be paid 4 886 2 847 +72%

Investments in the community 1 661 236 +604%

Investments 1 298 0

Donations 66 114 -42%

Participations and sponsorship 297 122 +143%

Accumulated Economic Value 4 354 7 294 -40%

7.5.3 Salaries and benefits for employeesRemunerations include diuturnity and all associatedremunerations paid to collaborators. All costs with staff havegrown from 2006 to 2007.

APL’s collaborators contracted until 3 December, 1998 usingthe regime of social and cultural work of the company. Technicalpiloting staff, from ex-INPP, integrated at APL in December of1998, maintain the benefit of an insurance with “Vida-Grupo”and a personal accidents insurance “Acidentes Pessoais-Grupo”.On the other hand, collaborators contracted after this date areenrolled in the Social Security, using the rights that this regimeoffers them.

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Collaborators' remunerations

2006 2007

Pensions

Social, cultural

and training costs

Direct remunerations

897

4 771

864

4 873

12 89113 331


7.5.4 Direct and induced impactsIndirect impacts are those that are felt in other industrialsectors and services of the regional economic system provokedby the direct activity described previously. They are the resultof a chain of existing inter-sector relations in the region. Thedirect expenditures with Port activity of firms and organizationsof the Port (acquiring goods and services) imply the activityof other companies. The activity of these also leads to thecreation of more expense and more employment, in a cycleof cumulative causality, of indirect effects, of increasingly lesserimportance, but whose total volume is possible to evaluatethrough the regional model of entrances/exits (input/output).The induced impacts constitute a third category of effects.Whilst the first effects – indirect and direct – stem exclusivelyfrom the relations that exist between production sectors,and are a consequence of the purchase of intermediate goodsand the service offer between companies, these to whichwe refer now, are a consequence of the increase in workers’income and other agents and that, through the via of privateconsumption translate into series of increases in the productionof goods and services.The table below shows the results of the study “Study of theSocio-economic impact of APL” coordinated by Dr. Jorge Gasparin 1998.

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Indirect InducedEconomic Impact Economic Impact

Number of employees 8 232 15 192

Gross value of production (millions of euros) 891 1 544

Gross added value (millions of euros) 377 575

Salaries (millions of euros) 124 149

Taxes (millions of euros) 15 25

Study of the social-economic impact

(data relating to 1998)

8. Aboutthis report


The present report is the first in a series of SustainabilityReports from APL- Administration of the Port of Lisbon, SAwith an annual frequency.

APL has as its object the administration of the Port of Lisbon,aiming at its economic exploration, conservation anddevelopment, including the exercising of competencies andprerogatives of Port authority and management of dominialactivities, in a model of Landlord Port.

• ScopeThis report refers to the year of 2007. Whenever theinformation was found to be available, the evaluationof indicators from previous years was included. This allowedan analysis of the occurring evolution. Being APL’s firstreport it was intended to not only divulge the performancein 2007 but also the history of contributions throughoutits existence in terms of social responsibility, establishingobjectives at the level of its responsibilities for Portand dominial activities.

• How it was developedThis report was developed using the directives from theGlobal Reporting Initiative (version 3.0). Its content wasdetermined taking into account the principals of materiality,inclusion of stakeholders, a context of sustainabilityand inclusion. Its quality was subject to an internal analysisof the contents using as a basis criteria of balance,comparability, preciseness, periodicity, clearness and reliability.

• Who this targetsThis report is directed to all potential stakeholders. Thedevelopment, focus and structure of this report were basedon the results of the consultation of all interested parties.

• Next reportThe next report will be published in 2009 and will portraythe evolution of APL’s performance in 2008, notablywith respects to the achievement of the now establishedobjectives.It is also intended to include the evaluation of a biggernumber of indicators from the GRI protocol, as well as themore extensive evaluation of the indirect impacts over whichAPL has influence.

• ContactsFor more information about this report, please contact:Commandant Eduardo dos Santos - [email protected]

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9. Annexes


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Profile Place and Evaluation

1 STRATEGY AND ANALYSIS

1.1 Declaration of the Board of Administration Capítulo 1

1.2 Description of the principal impacts, risks and opportunities Capítulo 2.2

2 PERFIL ORGANIZACIONAL

2.1 Name of the organization Capítulo 7

2.2 Principle brands, products and/or services Capítulo 7

2.3 Operational and organizational structure Capítulo 7.3

2.4 Location of the organization's head quarters Lisbon

2.5 Number and name of countries where the organization operates Portugal

2.6 Legal type and nature of propriety Capítulo 7

2.7 Markets covered (including geographical description, sectors, types of client/beneficiaries) Capítulo 7

2.8 Dimension of the organization Capítulo 7

2.9 Principal changes during the period addressed by the report n.a.

2.10 Awards received during the period of the report Green Award Port

3 PARAMETERS FOR THE REPORT

Report Profile3.1 Period covered by the report Capítulo 8

3.2 Date of the previous, most recent report n.a.

3.3 Cycle of report publication Capítulo 8

3.4 Contact for questions Capítulo 8

Scope and Limit of the Report3.5 Process for the definition of the contents of the report Capítulo 8

3.6 Limit of the report Capítulo 8

3.7 Declaration on whatever specific limitations with regards to the scope or limit of the report Capítulo 8

3.8 Basis for the development of the report with regards to joint-ventures, subsidiaries, … n.a.

3.9 Measuring methods of data and calculations, including hypotheses and techniques Include the measures undertaken

3.10 Explanation of the consequences of whatever reformulation of information n.a.supplied in previous reports

3.11 Significant changes in comparison with previous years n.a.

Summary of the Contents of the GRI3.12 Table that identifies and locates the information in the report Present table

Verification3.13 Policy and actual practice with relation to the search for external verification of the report In discussion

9.1 GRI Tables

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4 GOVERNANCE, COMMITMENTS AND INVOLVEMENT

Governance4.1 Governance structure of the organization Capítulo 7

4.2 Indication in the case where the President of the highest organizational group/body Capítulo 7of governance is also an Executive Director

4.3 For organizations with a unit-based organizational structure of administration, Capítulo 7declaration of the number of independent members or non-Executives from the highestorganizational group/body of governance

4.4 Mechanisms for shareholders and employees to make recommendations or provide suggestions Capítulo 7to the highest organizational group/body of governance

4.5 Relationship between remuneration for the members of the highest group/body of governance, n.d.executive management and other executives (including annulling agreements) and the performanceof the organization (including social and environmental performance)

4.6 Current processes in the highest group/body of governance to ensure that conflicts of interest are avoided Capítulo 7

4.7 Process for the determination of qualifications and knowledge of the members of the highest Capítulo 7group/body of governance to define an organizational strategy for questions relating to economic,environmental and social themes

4.8 Declaration of the mission and values, codes of conduct and internal principles relating to the Capítulo 7economic, environmental and social performance, as well as the stage of their implementation

4.9 Procedures of the highest group/body of governance to supervise the identification and Capítulo 7management on the organization's behalf of the economic, environmental and social performance

4.10 Processes for the auto-evaluation of the performance of the highest group/body of governance, Capítulo 7especially with regards to economic, environmental and social performance

Commitments to External Initiatives4.11 Explanation if and how the organization applies the principle of precaution In discussion

4.12 Charters, principles or other initiatives developed externally of an economic, environmental Charter for Sustainable Developmentand social nature that the organization subscribes to or endorses of Port Cities - International Association

Cities and Ports

4.13 Participation in associations (such as industrial federations) and/or national/international In discussiondefense groups, at an organizational level

Involvement with Stakeholders4.14 Relationship with stakeholders groups involved in the organization Capítulo 3

4.15 Basis for the identification and selection of stakeholders Capítulo 3

4.16 Approach to the involvement of stakeholders, including the frequency of involvement Capítulo 3by type and by group of stakeholders

4.17 Principle themes and concerns that were raised from the involvement with stakeholders Capítulo 3and the measures that the organization adopted to treat these


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Performance Indicators Essential/ Place or EvaluationComplementary

ECONOMIC PERFORMANCE

EC1 Direct economic value generated and distributed E Capítulo 7

EC2 Financial implications and other risks and opportunities for the activities E Capítulo 7of the organization due to climatic changes

EC3 Cover of the defined pension benefits that the organization offers E Capítulo 7

EC4 Significant financial help received from the government E n.d

EC5 Variation of the proportion of the lowest salary compared with the local A n.d.minimum salary in important operational units

EC6 Policies, practices and the proportion of expenses with local suppliers E n.d. in important operational units

EC7 Procedures for local hiring and the proportion of members in top management E n.d.recruited from the local community in important operational units

EC8 Development and impact of investments in infrastructure and services offered, E Capítulo 7principally for the benefit of the public, through commercial engagement,paid in goods or through pro bono actions

EC9 ad Identification and description of the significant indirect economic impacts, A Capítulo 7iincluding the extent of these impacts

ENVIRONMENTAL PERFORMANCE

EN1 Materials used by weight and volume E Capítulo 3.1

EN2 Percentage of materials used coming from recycling E Not significant

EN3 Consumption of direct energy detailed by source of energy E Capítulo 3.1

EN4 Consumption of indirect energy detailed by primary source E Capítulo 3.1

EN5 Energy saved due to the improvements in conservation and efficiency A n.a.

EN6 Initiatives to supply products and services with low energy consumption, E In developmentor that use energy generated from renewable sources, and the reduction in the needfor energy resulting from these initiatives

EN7 Initiatives to reduce the consumption of indirect energy and the reductions obtained E Being studied

EN8 Total water extracted by source E Capítulo 6.4.2

EN9 Hydric sources significantly affected by the extraction of water A n.d.

EN10 Total percentage and volume of recycled and reused water A n.a. Project for the new buildingincludes these concerns

(exploiting of the rainfall water)

EN11 Location and size of the area owned, rented or administrated within the protected areas, E Total area under APL's jurisdiction:or next to them, and the areas with a high index of biodiversity outside the protected areas approximately 329 km2

Area of the RNET in APL's jurisdiction:approximately 99 km2

Area of the ZPE in APL's jurisdiction:approximately 184 km2

(including land and Estuary jurisdiction.The small river islands were excluded in all cases)

EN12 Description of the significant impacts on biodiversity of activities, products and services E n.d.in protected areas and in areas with a high index of biodiversity outside of protected areas

EN13 Protected or restored habitats A See EN 11

EN14 Strategies, current measures and future plans for the management of impacts on biodiversity A n.d.

EN15 Number of species on the IUCN Red List and on national lists for the conservation E There are various species of interestof habitats in areas affected by operations, detailed by level of risk of extension in APL's area of jurisdiction.

Exhaustive study available on the site

EN16 Total of direct and indirect emissions of greenhouse gases, by weight E In development

EN17 Other indirect emissions relevant to greenhouse gases, by weight A In development

EN18 Initiatives to reduce the emissions of greenhouse gases and the reductions obtained E n.a.

EN19 Emissions of substances that destroy the ozone layer, by weight E n.a.

EN20 NOx, SOx and other significant atmospheric emissions, by type and by weight E n.d.

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Investments made in Environmental Supervision

Dates / Information Project Type of Work No. of samples Cost (¤)

From October 2005 Establishing of an Access channel to the Characterization of sediments 28 76.285,00to March 2006 Multimodal Terminal at Xabregas - Dia

From February 2006 Water quality 128 57.805,28to December 2006

From September 2005 Monitoring of noise 3 (Points measured) 3.450,00to March 2006

From December 2005 Archeological monitoring N.A. 7.491,67to July 2006

From December 2004 Characterization of sediments in the Characterization of sediments 177 185.622,00to September 2007 Tagus Estuary in the zones subject

to riverbed maintenance draggingsconducted by APL, SA. (Global)

From October 2005 Definition and regularization of the Characterization of sediments 5 21.654,70to September 2006 navigable Cala das Barcas canal

From October 2006 Pedrouços docks Characterization of sediments 43 93.350,00to November 2007

From January 2007 Archeological monitoring N.A. 19.950,00to October 2007

From January 2007 Rehabilitation and reinforcing of the Characterization of sediments 18 39.563,00to October 2007 Wharfs between Santa Apolónia

and Jardim do Tabaco

EN21 Total discharge of water, by quality and destination E APL does not have the capacity toquantify the discharges of residual water

coming from its concessionaires.It is working with SIMTEJO, with the

intention of making a cadastre the existinginfrastructures and to estimate the

production of residual water

EN22 Total weight of residues, by type and method of disposal E In development

EN23 Number and total volume of significant spillages E In development

EN24 ad Weight of residues transported, imported, exported or treated, considered dangerous A n.a. in the terms of the Basileia Convention

EN25 ad Identification, size, protection status and index of biodiversity of the water bodies and A In developmentrelated habitats significantly affected by the discharge of water and drainageconducted by the regulatory organization

EN26 Initiatives to reduce the environmental impacts of products and services and E All the good environmental practicesthe extension of the reduction of these impacts described in chapters X and Y could be

included in this description

EN27 Percentage of products and their packaging recovered in relation to the total number E n.a.of products sold, by category of product

EN28 Monetary value of the significant fines and total number of non-monetary sanctions E Process of countermand in MAOTDR againstresulting from the non-conformity with environmental laws and regulations APL, in which it is accused of the practice

of infraction p.p. by No. 1 of article 18and line d) of No. 2 of article do 34 ofthe Law Decree No. 78/04, of 3 April,

conjugated by the Government DecreeNo. 80/2006, of 23 January, this is to say,

violation of the carrying out of autocontrol of the emissions subject to VLE

EN29 ad Significant environmental impacts of the transport of products and other goods and E In discussionmaterials used in the organization's operations, as well as the employees' transportation

EN30 ad Total investment and expenses in environmental protection, by type A Table in annex


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Other environmental investments in 2007Value of the contract Accomplished

/ budget 2007 in 2007

Study of the Environmental Impact for Maritime Works on the Pedrouços docks 38.400 ¤ 15.360 ¤

Environmental measures for the rehabilitation and reinforcement of the Wharfs between 30.715 ¤ 300 ¤ Santa Apolónia and Terreiro do Trigo

Study for the calibration and forecast of maritime agitation in the bars 54.500 ¤ 29.900 ¤

Acquisition of an ondogram buoy 77.210 ¤ 77.210 ¤

Investments in ondogram 2220,38 ¤

IH/APL protocol 31.000 ¤ 28.552 ¤

Diverse hydrographic surveys 15.000 ¤ 17.350 ¤

Performance Indicators Essential / Place or EvaluationComplementary

SOCIAL PERFORMANCEPerformance in Work Practices and Dignified Work matters

LA1 Total workers, per type of job, employment contract and region E Capítulo 3

LA2 Total number and level of rotation of employees, by age band, gender and region E Capítulo 3

LA3 Benefits offered to full-time employees that are offered to temporary or part-time A Capítulo 3employees, discriminated by main operations

LA4 Percentage of employees included in agreements of collective negotiation E Capítulo 3

LA5 Minimum period of antecedence notification referring to operational changes, E Capítulo 3iincluding if this procedure is specified in agreements of collective negotiation

LA6 Percentage of employees represented in formal committees of security and health, A Capítulo 3composed of managers and workers, who help in the supervision and advisingon security programs and occupational health

LA7 Rates of injuries, occupational illnesses, lost days, absenteeism and deaths E Capítulo 3 related to work, by region

LA8 Education, training, guidance, prevention and control of risk programs currently E Capítulo 3undertaken to give assistance to employees, their families or members of thecommunity, in relation to serious illnesses

LA9 Subjects related to security and health covered by formal agreements with unions A Capítulo 3

LA10 Average of hours of training per year, employee, discriminated by functional category E Capítulo 3

LA11 Programs for the management of competencies and continuous learning that support A Capítulo 3the continuity of the employability of staff and to manage the end of the career

LA12 Percentage of employees that regularly receive performance and career A Capítulo 3development analysis

LA13 Composition of the groups responsible for corporate governance and the description E Capítulo 3of employees by category, in accordance with gender, age band, minorities andother indicators of diversity

LA14 Proportion of basic salary between men and women, by functional category E n.d.

SOCIAL PERFORMANCEHuman Rights

HR 1 Percentage and total number of significant investment contracts that include clauses E n.a.referring to human rights or that were subject to evaluations referring to human rights

HR 2 Percentage of critical contracted companies and suppliers that were subjected to E n.a.evaluations referring to human rights and measures taken

HR 3 Total hours of training for employees in policies and procedures relating to aspects A n.a.of human rights related to operations, including the percentage of employeeswho have received this training

HR 4 Total number of discrimination cases and measures taken E Capítulo 3

HR 5 Identified operations where the right to exert the freedom of association and collective E n.a.negotiation could be in significant risk and the measures taken to support this right

HR 6 Operations identified as running a significant risk of using child labor and the measures E n.a.taken to contribute to the abolition of child labor

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HR 7 Operations identified as running a significant risk of using forced or analogous laboror E n.a.slavery and the measures taken to contribute to the eradication of forcedor analogous labor or slavery

HR 8 Percentage of security staff submitted for training in organizational policies A n.d.and procedures relating to aspects of human rights

HR 9 Total number of cases of violation of rights of indigenous peoples and measures taken A n.a.

SOCIAL PERFORMANCESociety

SO1 Nature, scope and effectiveness of any programs and practices to evaluate and manage E n.a.the impacts of operations in communities, including the entrance, operation and exit

SO2 Percentage and total number of business-oriented units submitted to evaluations E n.a.of risks related with corruption

SO3 Percentage of employees trained in the policies and anticorruption procedures E n.a.of the organization

SO4 Measures taken in reply to cases of corruption E n.a.

SO5 Positions with regards to public policies and participation in the elaboration E n.a.of public policies and lobbies

SO6 Total value of financial contributions and in goods, for political parties, A n.a.politicians or related institutions, discriminated by country

SO7 Total number of judicial actions for unfair competition, trust and monopoly A 0 (zero).practices and their results

SO8 Monetary value of significant fines and total number of not-monetary sanctions E 0 (zero)resulting from the non-conformity with laws and regulations

SOCIAL PERFORMANCEResponsibility for the product

PR1 Phases of the life cycle of products and services where the impacts on health and E n.a.security are evaluated aiming at improvement, and the percentage of productsand services subject to these procedures

PR2 Total number of cases of non-conformity with regulations and voluntary codes related A 0 (zero)to the impacts caused by products and services in health and security during thelife cycle, discriminated by type of result

PR3 Type of information about products and services required by labeling procedures, E n.a.and the percentage of products and services subject to such requirements

PR4 Total number of cases of non-conformity with regulations and voluntary codes related A 0 (zero)

PR5 Practices related to customer satisfaction, including the results of research that A n.a.measures this satisfaction

PR6 Programs of adhesion to laws, norms and voluntary codes related to marketing E n.a.communications, including advertising, promotion and sponsorship

PR7 Total number of cases of non-conformity with regulations and voluntary codes relating A n.a.to marketing communications, including advertising, promotion and sponsorship,discriminated by type of result

PR8 Total number of claims relating to the violation of privacy and loss of customer data A n.a.

PR9 Monetary value of fines (significant) for not-conformity of laws and regulations E n.a.relating to the supply and use of products and services.

NA - Does not applyND - Not developedIn develop. - In development


9.2 Glossary

• Industrial Accident – an accident that takes place atthe place of work and during working hours and that causesdirectly or indirectly an injury, functional disturbanceor illness which results in death or a reduction in workingcapacity or profit.

• Biodiversity - biological diversity of a habitat, estimatedfrom the number of animal and/or vegetal species thatinhabit it.

• Sustainable development - development that satisfiespresent needs, without compromising the quality of lifeof future generations. (Source: The Brundtland Report, UNWorld Commission on Environment and Development, 1987.)

• Gases with greenhouse effect - gases that contributeto the warming of the planet, and whose increasingconcentration is provoking climatic change.

• Discrimination - differentiated treatment given to individualswith regards to the contractual conditions, remuneration,access to training, promotion or retirement, based on race,lineage, nationality, religion, impairment or handicap, gender,age, sexual orientation, syndical affiliation or politics.(Source: Norm SA8000: 2001.)

• Ecosystem – the relationship between a communityof living species and a physical environment that supplieswater, air and other elements necessary for these to survive.

• Focus Group – a qualitative research technique throughwhich the attitudes of a group of people relating toa product, service, company or concept are evaluated.

• Global Reporting Initiative – an international initiativethrough which interested companies, NGOs, consultancyfirms and universities develop a table of rules destinedfor companies concerned with Sustainable Development.The objective of the GRI is to define clear guide lines to helpcompanies develop social responsibility reports whichpresent the economic, social and environmental impactof their activities, products and services.

• Rotation index (Turnover) – the ratio between the averageof entries and exits of fixed employees and the total numberof these.

• Landlord port – a management model in which Port authoritymanages the Port’s infrastructures and its regulatory functions,whilst Port services are supplied by private operators.

• Stakeholder – frequently used in the context of SocialResponsibility, representing all involved/intervening partiesin the company’s production and all those upon whomthis will have some form of repercussion. They are all “actors”in the company (collaborators, clients, suppliers, share-holders, and administrators), the “observers” (the State,the unions, the institutions, the Media) and civil society(regional groups and associations where the company is based).

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