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COMMON ACTION PLAN for ship-generated wastePorts of Bari and Durres

Act 4.3

Edited by:Levante Port Authority & Durres Port Authority

WP4 - Implementation of Managing Action Plan (MAP) in 2 pilot sites

South East Europe Transnational Cooperation Programme PRIORITY AXIS 2: Protection and Improvement of the Environment AREA OF INTERVENTION 2.2: Improve prevention of environmental risks Project “Transnational ENhancement of ECOPORT8 network” TEN ECOPORT project – Code SEE/D/0189/2.2/X

CONTENTS

Abbreviations ...................................................................................................................... 1 Terms definition .................................................................................................................. 2 INTRODUCTION ................................................................................................................... 5 Reasons for elaboration of the MAP .................................................................................... 6 1 LEGAL FRAMEWORK FOR IMPLEMENTING MAP: International rules (MARPOL 73/78), European Directives (2000/59/CE) and national regulations on waste .............. 7

1.1 MARPOL International Convention ............................................................................... 7 1.2 Directive 2000/59/EC of the European Parliament and of the Council on port reception facilities for ship-generated waste and cargo residues ............................................................. 8 1.3 Italian legislation on waste ......................................................................................... 9

1.3.1 European principles adopted in the Italian legislation ................................................. 9 1.3.2 The Italian Legislative Decree n.182 of 24th June 2003 on port reception facilities for ship-generated waste and cargo residues ........................................................................... 9

1.4 Albanian legislation on waste .................................................................................... 11 2 THE TWO PILOT PORTS ............................................................................................... 13

2.1 Port of Bari ............................................................................................................. 13 2.2 The Port of Durres ................................................................................................... 14

3 ACTIVITIES AND ACTIONS .......................................................................................... 16 3.1 Processing information data and storage in the port of Bari: needs assessment of ports waste reception facilities according to the requirements of ships and cargo residues ................ 16

3.1.1 Types of ships and ordinary maritime traffic ........................................................... 16 3.1.2 Type and quantity of ship-generated waste and cargo residues ................................ 18

3.2 Processing information data and storage port of Durres: needs assessment of ports waste reception facilities according to the requirements of ships and cargo residues ......................... 19 3.3 Description of the port waste reception facilities in the Port of Bari ............................... 22

3.3.1 Description of the collection facilities for ship-generated waste ................................. 22 3.3.2 Location of the collection facilities for ship-generated waste ..................................... 23

3.4 Description of the port waste reception facilities in the Port of Durres ........................... 24 3.4.1 Collection facilities for ship-generated waste in the Port of Durres (type and location) 24

3.5 Procedures established in the Port of Bari .................................................................. 30 3.5.1 Organization of collection and management services for ship-generated waste in the Port of Bari..................................................................................................................... 30 3.5.2 Procedures for collecting of waste and cargo residues in the port of Bari (description of collecting, transport and disposal of waste) ....................................................................... 32 3.5.3 Actions to be implemented in the Port of Bari ......................................................... 33

3.6 Procedures established in the Port of Durres .............................................................. 34 3.6.1 Organization of collection and management services for ship-generated waste in the Port of Durres ................................................................................................................ 34

3.7 Joint Actions - Coordination activities between the ports of Bari and Durres for the management of ship-generated waste ................................................................................. 35

3.7.1 Common actions and procedures between the ports of Bari and Durres .................... 35

4 TASKS & RESPONSIBILITIES OF KEY-ACTORS ........................................................... 37 4.1 Responsibilities for the Port of Bari ............................................................................ 37 4.2 Responsibilities for the Port of Durres ........................................................................ 37

5 INFORMATION & COMMUNICATION SYSTEM ............................................................. 38 5.1 Ecological Waste Area in the port of Bari ................................................................... 38 5.2 Ecological Waste Area in the Port of Durres ................................................................ 39

6 IMPLEMENTATION PHASE OF THE MAP IN THE PILOT PORTS ................................... 43 6.1 Implementation phase in the Port of Bari ................................................................... 43 6.2 Implementation phase in the Port of Durres ............................................................... 43 6.3 Process performance measures and monitoring ......................................................... 44

6.3.1 Process performance measures and monitoring in the Port of Bari ............................ 44 6.3.2 Process performance measures and monitoring in the Port of Durres ........................ 48

6.4 Operational indicators .............................................................................................. 53 6.4.1 Operational indicators in the Port of Bari ................................................................ 53 6.4.2 Operational indicators in the Port of Durres ............................................................ 54

6.5 Management Indicators ........................................................................................... 57 6.5.1 Management Indicators in the Port of Bari .............................................................. 57 6.5.2 Management Indicators in the Port of Durres .......................................................... 58

6.6 Compliance and Enforcement ................................................................................... 59 6.7 Key gaps and deficiencies revealed ........................................................................... 59 6.8 Corrective action activated ....................................................................................... 59

Annex 1 NOTIFICATION FORM (according to MARPOL) ................................................... 60 Annex 2 WASTE DELIVERY FORM ..................................................................................... 62 Annex 3 Extract of Waste data relative to the route Bari-Durres .................................... 63

[Common Action Plan for ship-generated waste [September 2014] page 1 Ports of Bari and Durres]

Abbreviations CR - Cargo Residues

CRS - Cost Recovery System

ESPO - European Seaports Organization

FOC - Free of Charge

IA - Inspection Authority

LPOC - Last Port of Call

MS - Member State

PA - Port Authority

PO - Port Operator

PRF - Port Reception Facilities

PWM - Port Waste Management

SWH - Ship Waste Handling

SGW – Ship-Generated Waste (waste oil from machinery space, sewage and garbage)

The Directive - EU Directive 2000/59/EC


Terms definition (According to The Directive integrated with further clarifications)

"Marpol 73/78" shall mean the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto, as in force at the date of adoption of this Directive;

"Ship-generated waste" shall mean all waste, including sewage, and residues other than cargo residues, which are generated during the service of a ship and fall under the scope of Annexes I, IV and V to Marpol 73/78 and cargo-associated waste as defined in the Guidelines for the implementation of Annex V to Marpol 73/78;

"Cargo residues" shall mean the remnants of any cargo material on board in cargo holds or tanks which remain after unloading procedures and cleaning operations are completed and shall include loading/unloading excesses and spillage;

"Port reception facilities" shall mean any facility, which is fixed, floating or mobile and capable of receiving ship-generated waste or cargo residues;

“Cost Recovery System” a mechanism to generate revenue, which is used to cover the capital, operational and administrative costs of operating port reception facilities;

“Direct Charge” is the payment of services only if requested. No indirect fee;

EU Directive 59/2000 Article 5 - Port shall prepare waste management plans Article 6 - Ships/agents shall notify ports regarding waste delivery Article 8 - Ports shall implement cost recovery system with significant indirect fee Article 9 - Ships can be exempted due to “regular traffic” or if categorized as “green ship”

“Incentives”: incentives for waste delivery - often economic incentives meaning that full or significant part of a waste fee is paid regardless of delivery;

“Notification system” is a system where the ships (shipping agents) can declare the type and amounts of different waste types to be collected;

“Direct/Indirect Fee” as a principle, the direct fee means payment for waste collection services only if provided. Indirect fee means a fee which is paid regardless of services provided;

“No Special Fee” (= Indirect Fee) is a cost Recovery system implemented in the Baltic Sea, where a fee is paid regardless of delivery;

“Port” shall mean a place or a geographical area made up of such improvement works and equipment as to permit, principally, the reception of ships, including fishing vessels and recreational craft;

“Port Operator” most often a private waste operator;


“Port Waste Management” the management of SGW and cargo residues in the port. Shall be described in a PWM plan, which among others include all procedures for delivery;

“Ship” shall mean a seagoing vessel of any type whatsoever operating in the marine environment and shall include hydrofoil boats, air-cushion vehicles, submersibles and floating craft;

“Ship Waste Handling” how collection treatment and final disposal are handled in the port.


INTRODUCTION The present document has been prepared within the framework of the TEN ECOPORT (Transnational ENhancement of ECOPORT8 network) project.

The project TEN ECOPORT foreseen the implementation of a Managing Action Plan (MAP) between the port of Bari and Durres. The drafting of the Common Action Plan is enclosed in the Activities 4.3 “Implementation of Managing Action Plan in two Pilot Sites” of the Work Package 4 “From Policies to Practice”.

The MAP regards the critical issues of waste generated from ship in the two ports.

The aim of the issue chosen is to find practical solutions to improve waste handling with focus on separate collection practices to find out, also, what can be achieved within existing legal framework. This in order to better prevent pollution from maritime transport pay attention to waste sorting on ship board and on port reception facility. Particularly, problems with waste management and illegal discharge of waste have been addressed since difficulties have been observed in regarding waste sorting on ships board and in port.

This called for a common waste sorting tool and the application of effective procedures to prevent discharges into the sea.

In this context, the MAP is also a common shared plan aimed to help the port authorities involved to get awareness about waste in the port area. It provides a useful, practical and an easy way for guiding the future implementation actions taken for obtaining a sustainable economic, social and environmental development at national and trans-national level, and stimulating the competitiveness in the context of EMS certification.

The scope to pursue within the project TEN ECOPORT is that the proposed waste handling routines are spread and implemented by ships in the two pilot ports and thus contributing to a more effective waste handling and a better environmental protection.


Reasons for elaboration of the MAP The overall objective of Plan is to enhance the effectiveness of the Directive 2000/59/EC on port reception facilities for ship-generated waste and cargo residues and to ensure a harmonized implementation amongst two ports.

Considering the purposes above mentioned, the main objectives of the Managing Action Plan (MAP) between the ports of Bari and Durres are:

- To acquire a deeper understanding of the waste notification systems applied in pilot ports;

- To analyze the effectiveness of waste handling plans, in order to reduce illegal discharge of the waste at sea;

- To determine any problem encountered by ports users;

- To create cooperation between the ports of Bari and Durres to reduce illegal discharges into the sea of all kind of waste and cargo residues from ships;

- To start coordination activities between the two ports to define protocols and procedures for the management of ship-generated waste;

- To improve the port waste management system by promoting practices of separate collection.

According to the Italian Legislative Decree 24th June 2003 n.182, each Port Authority must update, every three years, the “Waste management Plan for ship-generated waste and cargo residues”.

In compliance with the law in force, the Levante Port Authority has updated the “Plan for management and collection of ship-generated waste and cargo residues”. The Plan is in line with the Managing Action Plan and it includes the procedures for the waste separate collection established for the Port of Bari and described in the MAP.

The “Plan for management and collection of ship-generated waste and cargo residues” must be subjected to the approval procedure by the Regional Office responsible for waste management (according to the Legislative decree 152/2006) and, at present, the Plan is still pending approval.

The regional approval of the “Plan for management and collection of ship-generated waste and cargo residues” will allow the actual implementation of the actions and procedures identified in the present MAP.


1 LEGAL FRAMEWORK FOR IMPLEMENTING MAP: International rules (MARPOL 73/78), European Directives (2000/59/CE) and national regulations on waste

1.1 MARPOL International Convention

Action on pollution from ships and management of waste generated on ships board are governed by international rules in International Convention for the Prevention of Marine Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). The main purpose of the convention is to prevent discharges of oil, chemicals, sewage, solid waste and air pollution from ships at sea.

The regulations concerning sludge and waste are the following:

• Sufficient reception facilities: All ports should be provided with sufficient reception facilities for waste and cargo residues such as oily residues such as dirty ballast, tank washing water etc. Furthermore the facilities must have enough capacity, not causing ships any undue delay. If the reception facilities are inadequate, the ship should also notify the port.

• Placards of disposal requirements: Every ship of 12 meters or more in length shall display placards notifying passengers and crew of the disposal requirements. Furthermore the placards should be in the official language of the ship's flag State and also in English, French or Spanish for ships travelling to other States' ports or offshore terminals.

• Prohibition of waste disposal at sea: Disposal of waste into the sea is illegal. This regardless if it’s mixed or sorted. An exception is separated food waste which is allowed if it´s disposed more than 12 nautical miles outside the coast.

• Waste management plans and record of waste: All ships of 400 gross tonnages and above and every ship certified to carry 15 people or more must have established a waste management plan. This includes written procedures for collecting, storing, processing and disposal of waste, including the use of equipment on board. The waste management plan should also point out the person responsible for carrying out the plan and should be in the language spoken by the crew. In addition, these ships must provide a waste record book, to record all disposal and incineration operations. Also an oil record book should be available for inspection and should be documented for at least three years.

• Inspection of ships and the right to retain ships: when clear ground occurs for believing that the captain or crew are not familiar with essential shipboard procedures relating to the prevention of pollution of oil or waste, the ship is subject to inspection. If the set requirements have not been followed, the ship is not allowed to leave port until the requirements are met.

If traces of oil are observed in the vicinity of a ship, the government is responsible to investigate whether there has been a violation of any regulation.

Ship-generated waste is classified by MARPOL 73/78 as:

• Oil (Annex I) oily waste, sludge, slops (tank washing residues, cargo residues), oily machine residues (bilge water, sludge etc.);

• Noxious liquid substances (Annex II) noxious liquid substances carried in bulk including tank washing residues;


• Harmful substances (Annex III) harmful substances in packaged form that could produce cargo residues;

• Sewage (Annex IV) sewage;

• Garbage (Annex V), garbage normally produced by the living needs of the ship’s crew.

1.2 Directive 2000/59/EC of the European Parliament and of the Council on port reception facilities for ship-generated waste and cargo residues

The Directive 2000/59/CE pursues the same aim as the 73/78 MARPOL Convention on the prevention of pollution by ships, which all the Member States have signed. However, in contrast to the Convention, which regulates discharges by ships at sea, the Directive focuses on ship operations in European Union ports. It addresses in detail the legal, financial and practical responsibilities of the different operators involved in delivery of ship-generated waste and cargo residues.

The purpose of the Directive regarding port reception facilities for ship-generated waste is to reduce the emissions of harmful substances and waste from ships. The main topics of the directive can be listed as:

• Obligation to leave waste in ports: Ships are obligated to leave all the waste on board before leaving port. If there is a capacity to retain waste generated on board during the voyage to the next port, a ship may leave port without disposing waste. The port have the right to claim the delivery of waste if it is known that there are no reception facilities at the next port, or if the next port is unknown or one could suspect that the waste will be discharged at sea.

• Waste reception and waste treatment costs: The general fee for the waste reception and waste treatment costs only needs to cover one third of the port's costs in the form of a fixed charge, while the excess costs may be covered by direct charges. Undue delay in ports: Everyone who is involved in handling or receiving of ship-generated waste and cargo residues, in accordance with national law, can sue for damages caused by undue delay of waste disposals in ports.

• Waste management plans: All ports in the European Union should have waste management plans for both the ship-generated waste and cargo residues. In addition member states shall evaluate and approve plans and monitor their implementation.

• Supervision and inspection: Between the member states appropriate information and monitoring systems are established to improve the identification of the ships which have not delivered their ship-generated waste and cargo residues in accordance to the directive. Member states shall ensure that all ships subject to inspection should verify that they have disposed their ship-generated waste in accordance to the directive and in accordance with MARPOL 73/78 requirements.

• Sanction systems: Member states shall determine the penalties for violating the national provisions adopted and take all necessary steps to ensure that these are implemented. The proposed measures must be effective, proportionate and dissuasive.


1.3 Italian legislation on waste

European principles adopted in the Italian legislation 1.3.1

In the recent years the European Union has developed an environmental policy based on three main principles: public access to the information, participation to the decision-making process and the principle “Polluter pays”.

The first two principles derived from the Aarhus Convention, which recognized the public rights of access to information, participation in the process decision-making and access to justice. The principles enunciated were sanctioned by various directives issued by the European Union. These rules were then transposed by our country with the enactment of laws related the above matter.

The European principles above mention have been adopted in the Italian legislative framework, the Decree of 5 February 1997, n ° 22 in which the most important European directives on the management and treatment of waste were transposed, such as 91/156/EEC on waste, Directive 91/689/EEC on hazardous waste and 94/62/EC on packaging and packaging waste.

The aforementioned decree is aimed to ensure the proper management of waste in order to ensure respect for the environment. First, it imposes the prohibition for anyone holding waste to abandon them, and forcing him to ensuring the disposal and/or recovery in various forms allowed in the decree itself depending on the type of holder and/or manufacturer.

The Decree focused on the concept that the waste management is an activity public interest and it perused the objective of waste reduction, promoting recovery and recycling of waste compared to their disposal.

The Decree of 5 February 1997, n ° 22 was repealed and replaced with the Legislative Decree 152/2006 (Environmental Code), adopted by the Italian Government in April 2006 in order to re-organize the national environmental legislation.

In particular, the Directive 2008/98 of the European Parliament and of the Council of 19 November 2008, which sets down the fundamental principles and rules for definition and management of waste, was incorporated into the Italian legal framework by Part IV of the Environmental Code. The provisions set down in the Environmental Code can be divided into two sections: a general section containing about forty articles (Articles 177-216), relating to the sphere of application of the associated provisions and corresponding exclusions, principles, prevention of wastes, definitions, the liability of the producer, by-products, so-called end of-waste materials, classification of wastes, powers and jurisdiction, and the associated department and authorisations, and a special section containing about twenty articles (Articles 217-238), dedicated to coverage of specific types of wastes (packaging materials, electrical and electronic equipment, tires, end-of-life vehicles, the various waste consortia, etc.).

The Italian Legislative Decree n.182 of 24th June 2003 on port reception facilities for 1.3.2ship-generated waste and cargo residues

The aim of Legislative Decree 182 of 24/06/03, implementing Directive 2000/59/EC on port reception facilities for ship-generated waste and cargo residues is to reduce discharges of ship-generated waste and cargo residues into the sea as well as to improve availability and use of port reception facilities to handle the aforesaid waste and residues.


For this scope the main objectives of the decree are:

a) Supply of ship-generated waste collection service which involves a cycle of waste management assimilated with municipal, special and dangerous waste: collection, sterilisation where envisaged, transport, recovery and disposal, so as to discourage dumping into sea;

b) Organisation of a service that responds to facilitated access, efficiency and low cost criteria by assigning a single concessionaire of proven experience and with the necessary human and material resources, appointed through public call for tenders;

c) Implementation of separate waste collection and recycling in compliance with national, regional and provincial objectives;

d) Preparation of suitable control tools to monitor compliance with quality standards of the service.

Summary of the key points of the Italian decree 182/2003 Legislative Decree 182/03 provides that after consultations with the parties concerned, the local authorities, the maritime health office and the operators, the port authority shall draw up the ship-generated waste and cargo residues collection plan.

The ship’s captain shall fill in a form containing information relating to the type of boat, the ship’s passage and the amount of waste to hand over to the landing port as indicated in annex III of legislative decree 182/03. This report must be sent to the Maritime Authority. This form substitutes compliance fulfilments relating to the waste producer, i.e. the annual report on produced and disposed waste (MUD), the load/unload record and waste identification form as per article 189 section 3 and articles 190 and 193 of legislative decree 152/06.

The Maritime Authority communicates the information to the Port Authority (where this exists), to the waste collectors, to the Maritime Health and Hygiene offices and to the port veterinary offices.

The report must be sent:

- At least 24 hours before arrival in the port of call, if said port is known;

- As soon as the port of call is known, if unknown beforehand, at least 24 hours after arriving;

- Before departure from previous port of call, if the journey will last less than 24 hours.

Ships engaged in scheduled traffic with frequent and regular port calls may provide cumulative information as above to the Maritime Authority of the port of call where it delivers its waste and cargo residue.

The report must be sent, also using electronic methods, in advance via fax, to the Maritime Authority of the port or tourist marina. The report must be kept on board until at least the next port of call and, if required, presented to the competent Authorities.

Subject to approval from the Maritime Authority, the ship’s captain may choose not to deliver the waste in the port of call, but wait until the next port of call (if the captain demonstrates that the ship possesses a enough storage in the ship to hold both already generated waste and waste that will be generated until arrival in the next port).

Port collection plants may be permanent, mobile or floating structures and in any case they must be able to receive the various types and amounts of ship-generated waste and cargo residues.


The decree envisages that assignment of the creation of port waste management plants and the collection service must take place through a public call for tenders.

The Decree envisages that the Maritime Authority (Port Authority) shall carry out controls on the actual delivery of ship-generated waste and cargo residues according to the methods described above, both for ships subject to reporting, and for those not subject to this.

Indeed, the Maritime Authority also has the task of defining control procedures to check the waste disposal methods of fishing boats and pleasure boats authorised to carry up to 12 passengers.

The principal point according the Italian regulation is:

• Notification to port of a ship´s waste delivery: This means that a ship shall give notice to the port of its need to leave waste within 24 hours prior to arrival. If the voyage is less than 24 hours, the port must be notified before leaving the previous port.

• Obligation to leave waste in ports: It is mandatory for ships to deliver waste in ports. The regulation has however agreed upon some exemptions under the conditions that it is possible to keep the waste on board until the next port. This for example, if the storage tank on board is not filled to more than a quarter and for certain fixed lines such as ferries sailing between designated ports under schedule.

1.4 Albanian legislation on waste

International Conventions as well as European Directives on MARPOL Regulations for the provision of reception facilities for ship-generated waste are installed in Albanian legislation.

Albanian Parliament has approved Law No. 8216, dated 13.05.1997: "On the accession of the Republic of Albania to the Basel Convention: On the Control of Trans boundary Movements of Hazardous Wastes and their Disposal”

Albanian Parliament has approved Law No. 8905, dated 06.06.2002: “For the protection of maritime environment against pollution and damage”

Albanian Parliament has approved Law No. 9594, dated 27.07.2006 "On the accession of the Republic of Albania in the International Maritime Convention: On the Prevention of Pollution from Ships 1973, as amended by the 1978 Protocol - MARPOL 73/78"

Albanian Parliament has approved Law No 9692, dated 08.03.2007: "On the accession of the Republic of Albania to the International Marine Convention: On Oil Pollution Preparedness, Response and Co-operation (OPRC)”

Albanian Parliament has approved Law No. 10234, dated 18.03.2010 "On the accession of the Republic of Albania to the Protocol “On the integrated management of coastal area in the Mediterranean”, of the Barcelona Convention “For the Protection of the Mediterranean Sea against Pollution”

Albanian Parliament has approved Law No. 10 463, dated 22.9.2011 “For an integrated waste management”

The Albanian government has approved Decision No. 480, dated 25.07.2012 "On the Approval of National Emergency Plan of Response to Marine Pollution in the Republic of Albania"


In order to implement the obligations of Convention MARPOL 73/78, and the European Community Directive 2000/59/CE, Marine Administration has issued Order No. 25, dated 05.08.2013, on "Establishment of the Reception Facilities for the Ship-Generated Waste and Cargo Residues at Ports of Republic of Albania and their Management and Collection Plan.


2 THE TWO PILOT PORTS 2.1 Port of Bari

The Port Authority of Levante (Ports of Bari, Barletta and Monopoli) was established by the Law on Port Reform (Law no. 84 of January 28th, 1994) “Re-organization of legislation concerning ports” (G.U. n. 28 of February 4th, 1994) and is subjected to the Minister of Infrastructures and Transport supervision.

Figure 2.1 Map of the Port of Bari

Located in the capital of Italy's Puglia region, the Port of Bari is one of the most important ports in the region. It stands as a gateway between Italy and the Middle East and Balkan regions. The port of Bari is of fundamental importance for the development of commercial traffic with both domestic and Mediterranean countries. It represents the axis of transport linking the Balkan area with the ports of the lower Adriatic, whilst also a strategic ring between Adriatic countries and those of the Black Sea area. In recent years, the port has been the subject of a long infrastructure improvement process, aimed at developing economic and social cohesion. This process has, on the one hand, promoted trans-border and inter-regional cooperation, and on the other, a balanced development in areas beyond the borders of the EU.

The main functions of the port are: trading, industrial, fishing, small craft and passenger traffic. The port's facilities include a tourist information office, banking facilities and several shops situated inside the port itself. The facility also houses a cruise terminal with a coffee shop among other eating and shopping establishments.

There are two separate harbours in the city of Bari. Near the old city, the Old Port is used for small vessels and fishing boats, while the New Port is reserved for large passenger ferries that make crossing to Greece and Albania. The New Port is modern and offers both short-term and long-term parking options.


Bari's old city district is rich in history. The labyrinth of streets and alleyways reveal architecture and cathedrals dating back 900 years.

The main commercial activities of the port are: quays (freight traffic), quays (cruise terminal); quays (ferry and ro/ro terminal) and the main cargo handling are liquid bulk, dry bulk, ro-ro freight, perishable goods, timber, steel products (plants).

2.2 The Port of Durres

Problem background Port of Durres is Albania's main port and it is early known for its strategic position in the Adriatic Sea. It is located North of Durres Bay, along the shoreline 1.4 km with a land area of about 650,000 square meters, and water area of 67 000 square meters. Port of Durres has the quay length of 2 275 m, the basin depth of 7.5 to 11.5 m, the channel entrance length of 1.8 km. Port is generic in the sense that it processes all types of cargo, except hydrocarbons. Being the largest port of Albania with a processing volume of about 3.5 Million tons per year, the number of ships arriving to / departing from port is considerable. Also regular ferry lines have been operating with Italy by a daily service.

Pollution of the marine environment comes from many sources, but what we will focus deals with pollution that comes as a result of ship-generated waste and cargo residues. The rules and requirements for the ship waste removal and management are provided by the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 MARPOL73/78, which was ratified by 169 States (IMO), and Albania has ratified it in (2006). The Annexes of the Convention define requirements for each waste category. Data for the following waste types, according to the MARPOL Convention, has been collected:

Annex I - Prevention of pollution by oil

Annex IV - Prevention of pollution by sewage from ships

Annex V - Prevention of pollution by garbage from ships

Without ignoring the Convention MARPOL 73/78, we would emphasize that European Directive 2000/59/CE requires and clearly defines the form of waste management, handling plan, fees for ship-generated waste, delivery of cargo residues and enforcement.

In our consideration, assessing the nature, numerous beaches that are located along the coast line and the underwater values of Durres City, the ship-generated wastes and their handling is more complex. Also given that the Port of Durres is part of the Mediterranean Sea Ports, the notion of “Special Areas" is applicable. The large number of vessels calling the Port of Durres, the variety of their types, but mainly the large number of ferries (about 1500 per year) classifies ship-generated wastes & cargo residues as an immediate requirement. In addition, if we take into consideration the growing tendency of cruise ships, the need for evaluation of the waste management is real. So it is necessary the re-conceptualization of a plan for ship-generated waste collection at the Port of Durres, considering the requirements of MARPOL 73/78 as well as expectations of Directive 2000/59 of the European Union. In this new concept, it is required the commitment of all actors involved as, maritime agencies, forwarding agencies, stevedoring companies and it is very important to emphasize the local authorities. There is also a need for local authorities to work in partnership with ports and port operators to ensure that Best Environmental Practice is undertaken and achieved. The current ship-


generated waste & cargo residues management system in the Port of Durres has been disconnected from the city waste management system and in addition there is not a National Plan on “Ship-generated Waste & Cargo Residues Management” or a harmonized Plan “For an Integrated Waste Management in Durres District”.

As above mentioned, the Port of Durres is located very close to the city with the same name. In the eastern part of the port is one of the biggest and most populated beaches in the region. The area in which are located the port and beach is a part of Durres Bay which serves as a roadstead for this port (anchorage for ships). The assessment of ship-generated waste & cargo residues management system will allow for the reduction of environmental pollution from illegal discharges into the Durres Bay.

Port of Durres is Albania's primary port and it hosts the largest number of ships, compared to other ports of the country. Their number varies during the year, ranging from 2200 to 2500 per year. The ships continue to discharge wastes into the sea and near the port areas (higher into bays) without considering port reception facilities. Through the Action Plan we will assess the ship waste management system in Port of Durres, in relation to the requirements of European Directive 2000/59/EC, how this Directive is harmonized with national legislation and to evaluate the opportunity to reduce the pollution in the Port of Durres.

The realization of the above goals requires the identification of the current situation regarding pollution and the management of ship-generated wastes & cargo residues at Port of Durres, based on existing documentation and other studies if possible (research and publications). It is very important that dynamically to be evaluated the different factors; financial, technical, legal, and cultural affecting all the actors involved in this process. An important part of this Plan is the reflection of the Albanian legislation towards the marine environment protection and its conformity with the European Directive 2000/59/EC on Port Reception Facilities, in order to evaluate the reception facilities needs for coping with ship-generated wastes as well as to predict the trend of pollution in Port.

Based on data provided by the Harbour Master Office of Durres Port and Waste Collection Companies, in relation to the quantity, reporting system and collection of the ship-generated wastes and cargo residues, we can precede the implementation of the Directive. This is done through surveillance conducted in relation to the mode, quantities and the disposal costs of wastes, creating a clear picture of the situation.

As a conclusion, it is underlined that the implementation of the European Directive 2000/59/EC allows us for the reduction of ship-generated waste and cargo residues in Port of Durres.


3 ACTIVITIES AND ACTIONS 3.1 Processing information data and storage in the port of Bari: needs assessment

of ports waste reception facilities according to the requirements of ships and cargo residues

The paragraph describes the data and statistical information for the last years on ship-generated waste n the Port of Bari. The maritime traffic data in the last years in the port Bari allow to predict the waste production expected for the next years. The data collection phase is aimed to verify and ensure that the waste reception facilities of the port of Bari are suitable for the expected waste.

Types of ships and ordinary maritime traffic 3.1.1

In the period 2009-2011, the Port of Bari has recorded an average annual landings amounted to 2.606 ro-pax, 181 cruises and 331 cargo (Figure 3.1). It may be noted in the face of a significant reduction in the number of landings (Figure 3.2), the traffic volumes have remained fairly stable (Figure 3.2, Table 3.1). This can be matched by the arrival of cargo ships of greater gross tonnage and ferries and cruises of higher capacity.

In 2013 the port of Bari has reported a slight decline in freight traffic compared to 2013. The amount of freight handled has reached the 4,500,000 tons in 2013 (Figure 3.3).

Figure 3.1 Number of ships in port from 2009 to 2013

0

500

1000

1500

2000

2500

3000

3500

2009 2010 2011 2012 2013

183 152 209 206 171

3026

2593

2198

1919

1585

340 320 333 343 275

Cruise ships

Ferry ships

Cargo


Figure 3.2 Number of landings, derogation and exemption in the Port of Bari from 2009 to 2012

Table 3.1 Number of landings in the period 2009 - 2013

YEAR LANDING PIER

2009 3.549

2010 3.065

2011 2.740

2012 2648

2013 2031

Figure 3.3 Freight traffic in the Port of Bari in the time period between 2004 and 2013

0

500

1000

1500

2000

2500

3000

3500

4000

2009 2010 2011 2012

3549

3065 2740

2468

871 809 693 538

21 16 14 12

Total landing pier

Derogation

Exemption

0

1.000.000

2.000.000

3.000.000

4.000.000

5.000.000

6.000.000

2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

3.816.126

4.416.145

5.215.711 5.554.796

5.093.208 4.935.722 5.302.912 5.437.620

4.500.691 4.221.834

(tonn)

Port of Bari - Freight traffic


Type and quantity of ship-generated waste and cargo residues 3.1.2

The following paragraph is a summary of types and amounts of ship-generated waste collected in the Port Bari. This information is analysed in order to determine the need for waste reception facilities and to ensure that the type and capacity of facilities available in the Port match the requirements of port users.

Referring to the period 2010-2012, the Table 3.2 lists the data on quantity and type of waste collected and disposed from ship in accordance with Marpol 73/78 Annex V – Prevention of pollution by garbage from ship.

The volume of food waste collected has grown considerably in the years 2011 and 2012 due to the increase of cruise traffic (Figure 3.4).

Table 3.2 Waste production according to MARPOL in the period 2010 – 2012

MARPOL 73/78 Annex V (m3) Year 2010 2011 2012 Total

quantity (m3)

Food Waste 1.200 4.000 3.834 9.034 Plastic 1,5 3,6 - 5

Cooking oil 18 16 15 49 Ground paper products, rags, glass, metal, bottles, crockery, wood, cans

- 68,5 1.085 1.154

Incinerator ash 16 14 12 42 Food waste from extra U.E. countries

9,6 12 14 36

Hazardous waste 0,5 0,5 1 Non-hazardous waste (cruises) 112 63 45 220 Hazardous waste (cruises) - - 42 42

Figure 3.4 Food waste production from 2009 to 2012

0

500

1000

1500

2000

2500

3000

3500

4000

2009 2010 2011 2012

m3

Food waste (m3)


The final destination of food waste is landfill, after an intermediate sterilization process for extra EU States. If the sterilization process is not available, the waste from extra-EU States is subjected to incineration treatment.

The collection of liquid waste mainly concerns two categories of waste: bilge water and slop.

The bilge water coming from the engine compartment where come into contact with fuel oils, lubricating oils and fuels. For these reasons, bilge water is not exactly water but a mixture of variety of substances, a mixture of fresh water, sea water, oil, sludge, chemicals and various other fluids. These waters are stored in special tanks called “bilge water tanks”. If bilge water has high density are more properly called sludge. Slop Water is the water collected from the various drains on board a rig. This is a mixture of rain water, water containing oil or water-based drilling mud from the drains at the drill floor, soap and dope from cleaning of pipe threads at deck, mud and chemical residuals from the mud pump room and mud mix room, or even water mixed with hydraulic oil from any leakage. In all cases the Slop Water is collected at a tank.

The data of bilge water and slop in the port of Bari are listed in Table 3.4.

Table 3.4 Volume collected of bilge and sludge

MARPOL Annex I 2010 2011 2012

Bilge water (m3) 183 171 75

Sludge (m3) 105 90 67 In the last three years, according to data provided by the Operator of port waste management service, in the port of Bari were not carried out the collection of slop water.

For the next three years, it is expected that the bilge water will reach the amount of 200 m3 per year.

3.2 Processing information data and storage port of Durres: needs assessment of ports waste reception facilities according to the requirements of ships and cargo residues

• Types of ships and ordinary maritime traffic

• Ship-generated waste and cargo residues (type and quantity)

Parameters Influencing the Delivery Behaviour of ship-generated waste and cargo residues are as following:

SGW and CR – Waste Volume

Type of Port Operation and Traffic

Waste Notification

Waste Types Accepted in the Port

Waste Fee System

Waste Reception Facilities Available in the Port

Enforcement, Control and Monitoring


Regarding waste volume, information collected is limited due to two reasons:

1. No reporting system is in place in accordance with the implementation of The Directive,

2. Most waste operations in ports are contracted out to private operators. These often do not report to Durres Port Authority and therefore only few statistics are available.

Figure 3.5 Maritime Traffic in Port of Durres

Figure 3.6 Maritime Traffic in Port of Durres

Table 3.5

Waste Collection Company

Annex I Oily waste

M3

Annex IV Grey & Black Water

M3

Annex V Solid Waste

M3 Pastrimi Detar

sh.a

600.55

3602

3176.95 COLI sh.p.k 8.42 - 191

0

200

400

600

800

1000

1200

1400

MallraGjenerale

RifuxhoKonteniere Crocere

Tragete

Viti 202

Viti 2013


Figure 3.8

Table 3.9 Quantity of Wastes, Year 2012

Waste Collection Company

Annex I Oily waste

M3

Annex IV Grey & Black

Water M3

Annex V Solid Waste

M3

Pastrimi Detar sh.a 742

4 314.9

3 102.5

COLI sh.p.k 30.9 40 186

Figure 3.10 Quantity of Wastes, Year 2013

0

500

1000

1500

2000

2500

3000

Pastrimi Detar sh.aCOLI sh.p.k

Oily wasteGrey & Black WaterSolid Waste

0500

10001500200025003000350040004500

Pastrimi Detar sh.a. COLI sh.p.k.

Oily Waste

Grey & Black Water

Solid Waste


3.3 Description of the port waste reception facilities in the Port of Bari

The paragraph describes the port reception facility for ship-generated waste in the Port of Bari. Taking into account the analysis and information gained about the type and quantity of ship-generated waste and cargo residues the equipment of the port reception facility was established.

According the Directive 2000/59/EC, the Member States must ensure the availability of port reception facilities adequate to meet the needs of the ships normally using the port without causing undue delay to ships.

To achieve adequacy, the reception facilities shall be capable of receiving the types and quantities of ship-generated waste and cargo residues from ships normally using that port, taking into account the operational needs of the users of the port, the size and the geographical location of the port, the type of ships calling at that port.

Description of the collection facilities for ship-generated waste 3.3.1

Considering the information collected about the ship-generated waste and the waste estimation expected for the next years, the port facility waste collection was found to be efficient and effective for the needs of the Port of Bari.

The equipment of the port reception facility of the port of Bari has been revised in the new Plan of collection and management of ship-generated waste and cargo residues pending approval (Table 3.8).

Table 3.8 Lists of the quantity and volume of each containers of the reception facility

CONTAINER QUANTITY VOLUME

Urban solid waste 1 10 m3

cargo residues 1 10 m3

Special waste

3 * n.1 for expired medicines, n.1 for exhausted batteries, n.1 for lamps and electronic materials

To be defined

separate collection of paper 1 2 m3

separate collection of plastic 1 2 m3

bell for the separate collection of glass 1 1,5 – 2,5 m3

separate collection of aluminium 1 200 litters

The waste collection facility will be composed by:

1) An authorized vehicle to transport of solid urban waste;

2) An authorized vehicle to transport waste subjected to the ADR regulations on the transport of dangerous goods;

3) An authorized tanker the transport of bilge water and sewage;


4) A covered surface area of about 200 m2 equipped with:

o A container of 10 m3, type skips loaders (multibenna), for the grouping of solid urban waste and assimilated,

o A container of 10 m3, type skiploaders (multibenna), for cargo residues,

o 3 appropriate containers to collect special waste.

Table 3.9 List of the vehicles equipment of the reception facility

VEHICLE QUANTITY

Urban solid waste 1

Hazardous waste 1 tank truck for the collection and

transport of bilge water and sewage 1

Location of the collection facilities for ship-generated waste 3.3.2

The area of waste reception facility will be localized near the 1st arm dock of the Port of Bari as indicated in the map (Figure 3.11). The area will have an extension of 200 m2. The waste will be placed in watertight and covered containers. The containers will be equipped with appropriate signs and the area for waste collection will be covered.

Figure 3.11 Map of the port of Bari – location of the port reception facility


3.4 Description of the port waste reception facilities in the Port of Durres

Collection facilities for ship-generated waste in the Port of Durres (type and location) 3.4.1

Reception Facilities

At Durres Port are provided the ship-generated waste collection services. These services are provided by private companies, licensed by the authorities. In order to show what services are provided in accordance with the requirements of the Annexes to MARPOL 73/78, let’s examine each of the Annexes.

Annex I - Oily Waste

Collection of oily waste under the provisions of Annex I of MARPOL73/78 is performed at the Port of Durres. This service is also performed on the quay and roadstead. The data collected from the companies that provide the waste collection services have noticed that there is not a correct classification for each of the waste category under Annex I, but have only a summary for oily mixture. This is a gap in relation to the requirements of MARPOL and at the same time it is an obstacle to the fee billing. Also it is noted that approximately 85-90% of the waste quantity according to Annex I of MARPOL are generated by Ro-Ro passenger ships.

Annex II - Chemical Waste

Provisions of Annex II of MARPOL 73/78 don’t not apply to the Port of Durres. This for the simple fact that the Port of Durres does not handle the ship transporting chemical cargo.

Annex IV - Sewage Waste

According to the requirements of Annex IV of MARPOL, the waste under this Annex should be delivered by identification of two waste types; grey water and sewage. In fact, from the data provided under this Annex, the waste is reported under a single category, Sewage Waste. This type of service is performed only on the quay, through the tanker - auto. It is clearly observed that most of the waste under this category is generated by Ro-Ro passenger ships.

Annex V - Garbage

Annex V of MARPOL 73/78 includes six types of waste which are summarized as; plastics waste, food waste, domestic waste, cooking oil, cargo residues and incinerator ashes. For the category “incinerator ashes” is not provided the collection service. According to the national legislation requirements, all the wastes under the provisions of Annex V are required to be collected in the Port of Durres. From Table 1, it is observed that about 80% of the waste volume according to the Annex V is generated by Ro-Ro passenger ship. It should be emphasized that the volumes of waste collected by ships sailing under the Albanian flag is very low, ranging 2 - 5%.

Fee for the waste collection in the port of Durres

The current cost recovery system for ship-generated waste collection services, under the requirements of Annexes to the MARPOL 73/78 Convention is based on a Common Guidance of the Ministry of Transport (No. 4227, dated 08.09.2003) and the Ministry of Finance (No. 3471, dated 09.09.2003). In a summary, the fees for waste collection according to Annex I and IV are as follows:


Table 3.10 Fees for the waste collection as required by Annex V

Annex IV - Sewage Black Water

Annex I Oily Waste

Mixed Black Water and Oil

On the Quay 25 euro / M3 38 euro / M3 30 euro / M3

On the Roadstead

35 euro / M3 55 euro / M3 45 euro / M3

Ship Net Register Ton (NRT)

On Quay On Roadstead

500 10 Euro Increased 100 % 501-1000 15 Euro Increased 100 % 1001-3000 25 Euro Increased 100 % 3001-6000 35 Euro Increased 100 % 6001-10000 38 Euro Increased 100 % 10001-15000 42 Euro Increased 100 % 15001-20000 48 Euro Increased 100 % Over 20000 60 Euro Increased 100 %

Table 3.11 Fees for the waste collection as required by Annex V

For Ro - Ro passenger ship when transporting up to 200 passengers, for every 50 passenger the fee is 15 euros, while when transporting over 200 passengers, the fee is 10 euros for every 50 passengers.

As seen from the tables, the cost recovery system is applied by the model "direct fee”. This means that every ship pays for the waste delivering at the Port of Durres. By inspection of the applied tariff values it is noticed that they are very low and do not reflect the actual costs required for the waste processing. Also it is noticed that there is no classification in accordance with the age of ship, technology used for waste processing on board a ship or any other processing system. Both reasons make unrealistic this system of charging.

In conclusion, the analysis used in relation to the data provided on the ship-generated waste collection as well as the charging system evaluation, show that the applied system for the ship-generated waste management does not comply with requirements of MARPOL 73/78.

Results and Discussion

The aim of the Plan is the evaluation of the current system of ship-generated waste management according to the requirements of the Annexes of MARPOL 73/78 Convention and confrontation of this system with the requirements of Directive 2000/59 of the European Union. Key provisions of the Directive are reviewed below, evaluating their fulfilment by the Port of Durres under the current system.

Field of Directive Application

The Article 3 of the Directive 2000/59/CE determines that Directive shall apply to: (a) all ships, including fishing vessels and recreational craft irrespective of their flag, and (b) All ports of member states visited by ships. (Official Journal, 2000, page 83)


Discrepancies: Ship-generated waste management system does not include the fishing ships operating in the Durres Port, approximately 100 ships. It is unclear how this considerable number of fishing ships (regardless of their capacity) discharge the waste generated as: plastics waste, food waste, domestic waste as well as oily waste and sewage (Annex I, Annex IV and Annex V).

Notification

The Article 6 of the Directive determines that (1) “The master of a ship, other than a fishing vessel or ..... , shall complete truly ad accurately the form in annex II and notify that information to the authority or body designated for this purpose by the Member State in which that port is located” and (2) “The information referred to in paragraph 1 shall be kept on board at least until the next port of call and shall upon request be made available to the member states authorities” (Official Journal 2000, page 84).

Discrepancies: In connection with the requirements of Article 6 of Directive 2000/59/CE, we can say that there are no discrepancies between the two systems, one that applies to the Port of Durres and that was provided by Directive 2000/59 of the European Union.

Fees for Ship-Generated Waste

Article 8 of the Directive determines that “(1) Member States shall ensure that the costs of port reception facilities for ship-generated waste, including the treatment and disposal of the waste, shall be covered through the collection of a fee from ships; (2) The cost of recovery systems for using port reception facilities shall provide no incentive for ships to discharge their waste into the sea. To this end the following principles shall apply to ships other than fishing vessels and recreational craft authorized to carry no more than 12 passengers: (3) To ensure that the fees are fair, transparent, non-discriminatory and reflect the costs of the facilities and services made available and, where appropriate, used the mount of the fees and the basis on which they have been calculated should be made clear for the port user” (Official Journal, 2000, page 84)

Discrepancies: The charging system of ship – generated waste collection in the Port of Durres is based on the Common Guidance of the Ministry of Transport and Ministry of Finance. This system is not built on the concept that the cost of the service should cover the treatment and disposal of waste. The current charging system also does not take into consideration the type of vessel, its size, NRT of the ship, or technological systems of waste treatment on board a ship. It applies the same fee for each ship, including Ro - Ro passenger ship. In this way, the current charging system applied in of Port of Durres in not in conformity with the requirements of the European Directive 2000/59, relating to collection fee for waste generated by ships.

Monitoring System Analysis

The Article 7 of the Directive, Delivery of ship-generated waste, determines that (1) the master of a ship calling at a Community port shall before leaving the port; deliver all ship-generated waste to a port reception facility. (2) Notwithstanding paragraph 1, a ship may proceed to the next port of call without delivering the ship-generated waste. If it follows from the information given in accordance with article 6 and annex II, that there is sufficient dedicated storage capacity for all ship-generated waste that has been accumulated and will be


accumulated during the intended voyage of the ship until the port of delivery. If there are good reasons to believe that adequate facilities are not available at the intended port of delivery, or if this port is unknown, and that there is therefore a risk that the waste will be discharged at sea, the Member State shall take all necessary measures to prevent marine pollution, if necessary by requiring the ship to deliver its waste before departure from the port. (3) Paragraph 2 shall apply without prejudice to more stringent delivery requirements for ships adopted in accordance with international law (Official Journal, 2000, page 84)

Compliance or Discrepancies: The Port of Durres has paid a special attention towards the requirements related to the delivery of ship-generated waste. Thus, the whole system of waste delivery is based on three separate forms that are filled out by the captain of the ship and confirmed by the local Harbour Master Office. So, actually they are in use: (1) Ship 's Waste Receipt, the first form certifying that the ship wastes are collected by a licensed company; (2) Authorization on Retention of Wastes on Board, that allows the captain of the ship to sail to the next port after checking out the dedicated capacity for the waste disposal; and (3) Authorization on Exemption of Ship on Retention of Wastes on board, that entitles the captain to sail to another port chosen for the delivering of ship-generated waste. Events show us that there is full compliance of the requirements of Article 7 of the Directive with the current system to the Port of Durres.

Enforcement

Article 11 of Directive, Enforcement, determines: (1) Member states shall issues that any ship may be subject to an inspection in order to verify that it complies with articles 7 and 10 and that a sufficient number of such inspections is carried out. (2) For inspections concerning ships ... (a) particular attention for the ships which have not complied with the notification requirements in Article 6 and ships which has revealed other grounds to believe that the ship does not comply with this directive,(b)Inspection may be undertaken within framework of Directive 95/21/EC when applicable ,(c) the ship does not leave the port until it has delivered its ship-generated waste and cargo residues in accordance with article 6 and 10, (d) If the vessel has proceeded to sea without having complied with articles 7 and 10, the competent authority of the next port of call shall be informed to detain the ship. (3) Member State shall establish control procedures for fishing vessel and recreational craft...... to ensure compliance with the applicable requirements of this Directive. (Official Journal, 2000, page 85).

Compliance or Discrepancies: The current system of control over the implementation of ship-generated waste management is partly in accordance with the Directive. The compatibility is based on the control of ships which have not submitted to the Durres Harbour Master Office the form under Annex II, on the declaration of waste on board. In this case, upon the ship arrival at the quay, the inspector responsible for checking, audits the ship, checking in detail Oil Record Book, Garbage Management Plan and any other relevant data to the ship-generated wastes. It should also be noted that there is a discrepancy to points (2) and (3) of the Article 11. The official communication has not been established with other countries and the control for the fishing ships and yachts are not provided.

Conclusions, Limitations and Recommendations

We have identified that there is a considerable discrepancy between the requirements laid down by Directive 2000/59/CE "On Port Reception Facilities" and the current system of ship-


generated waste management in the Port of Durres. These inconsistencies can be summarized in three main categories:

In the field of application of the Directive: The current system of the ship – generated waste management does not include the fishing ships and yachts.

In the field of waste cost recovery - fee: (1) the current system of waste management is not based on the principle that the cost should cover the waste collection and disposal; (2) the current system does not take into account the type of vessel, its size and technological systems for the preliminary processing of waste.

In the field of enforcement: (1) there is no communication with other ports of the region to inform them in the event of any violations and (2) it is not provided the control for fishing ships and yachts.

This Plan, in relation to the management of waste generated by ships in the Port of Durres, has limitations. It is limited to collecting data only from Durres Harbor Master Office and the licensed companies for this purpose. There was no communication with the maritime agencies which represent the ships handling in the Port of Durres and have data on ship-generated waste. The data collection from the maritime agencies would establish a full database for the project and would identify the mismatch of waste volume declared by ships.

It is difficult to escape the conclusion that “unsatisfactory waste handling and/or even illegal dumping take place in many ports around the world due to inefficient waste management operations, lack of control, recovery systems and inefficient information. We will recommend that Directive 2000/59/EC should become part of the national laws in the field of marine environment protection. In this way we precede the approach of national legislation to the European one and make a step forward on the path towards European Union Membership. On the other hand, evaluating that the collection and disposal system for waste generated by ships is based on the use and the reporting of data, we would suggest installing of an electronic system at Durres Harbour Master Office. This software will facilitate the reporting of waste declaration and it will serve as a database while performing the audit by the responsible inspectors.

As shipping accounts for about 20% of global discharges of wastes and residues at sea, the protection of the marine environment can be enhanced significantly by reducing discharges of all kind of ship-generated waste and cargo residues into the sea.

The development of adequate port reception facilities (PRF) for ship-generated waste and cargo residues, together with the establishment of systems which provide incentives for ships to use these facilities, are major elements in the process to reduce ships' discharges into the sea.

Despite the SWH being outsourced, Port of Durres Authority takes responsibility for defining terms of reference for waste operator and monitors and controls their performance.

Port of Durres distinguishes between “Ship-Generated Waste” and “Cargo Residues” considering SGW as its own responsibility whereas CR should be mainly the responsibility of terminal operators.

Actions should be taken to improve the system for notification of CR and to ensure that port or terminal operators provide facilities to collect such residues. Awareness and relevant information on collection of CR should be disseminated to guarantee a better understanding of procedures and responsibilities. IA should play a more important role in this issue.


Port of Durres provides information on the availability of PRF, including the types of waste that can be delivered as well as the type of facility available. This port provides PRF for MARPOL Annex I (oily waste from machinery space), Marpol Annex IV (sewage) and MARPOL Annex V (garbage, solid waste).

Figure 3.12 Area provided with waste reception facilities

Area provided with waste reception

facilities


3.5 Procedures established in the Port of Bari

The following paragraphs show the procedures established for waste management and for the organization, transporting and disposal of ship-generated waste in the Port of Bari.

Organization of collection and management services for ship-generated waste in the 3.5.1Port of Bari

The objective is to guarantee the separate collection of ship-generated waste. The main concept to pursue is “Apply a separate waste collection on ship board and be sure that the waste will be also collected in the port waste reception facility by continuing the separate collection”.

Waste generated on board ships must be disposed of as required by the MARPOL convention and according to European Directive 2000/59/EC and national legislation (Italian Legislative Decree 182/2003). The informative procedure established in the port of Bari and defined in accordance to national regulation can be summarized as the following points:

• The Master of the ship that is arriving at the Port of Bari must notify the types and


amounts of waste that will be landed in the Port and/or retained on board, at least 24 hours in advance of visit. The Master of the ship must fill in a FORM (Annex 1) that requires to specify information about the ship, port and voyage and data about type and amount waste for discharge to facility.

In particular the follow information must be provided: Marpol Annex I – Oil Marpol Annex II – NLS Marpol Annex IV – Sewage Marpol Annex V – Garbage Marpol Annex VI – Air Pollution

In the Form, the ship’s Master must state also the amount of waste and residues remaining on board and percentage of maximum storage capacity.

• Before the ship left the port, the waste have to be delivered in the port reception facilities unless the ship has sufficient storage capacity to discharge waste in the next port.

• The information reported in the notification FORM described above are transmitted to the Harbour Office, Harbour Veterinary Office, Maritime Health Office, and Operator of Port Waste Reception Facilities.


• The Harbour Office controls that the Form is properly completed by the ship’s Master.

• The Operator of Port Waste Reception Facilities gets the information to plan the waste collection services.

Procedures for collecting of waste and cargo residues in the port of Bari (description of 3.5.2collecting, transport and disposal of waste)

The ship-generated waste must be collected and stored on board in accordance with the garbage categories listed in Marpol – Annex V:

Garbage Categories:

• Plastic

• Floating dunnage, lining or package materials

• Ground-down paper products, rags, glass, metal, bottles, crockery etc.

• Cargo residues, paper products, rags, glass, metal, bottles, crockery etc.

• Food waste (including International Catering Waste)

• Incinerator ash and other wastes.

The waste operator must ensure, at least, the separate collection of plastic, glass, metal, paper and aluminium in the port reception facility.

Food and chamber waste (CER 200301), excluding food waste products from ships outside EU should be packaged in transparent polyethylene bags with a maximum capacity of 100 litters, in grey colour, supplied by the waste plant Operator, on which shall be printed in white the words "RSU".

Figure 3.13 Example of bag for food and chamber waste

Food waste produced by ships arriving from extra EU countries should be packaged in transparent polyethylene bag, with a maximum capacity of 100 litters, translucent green colour, supplied by the waste plant Operator, on which shall be printed in white the words "food waste outside the EU".

Figure 3.14 Example of bag for food from extra EU countries


The special wastes, hazardous and non-hazardous waste should be collected in Big Bag made in polypropylene raffia, or, if necessary to avoid dripping, in metal drums supplied by the waste plant operator.

Figure 3.15 Example of big bag for special waste

The hazardous special wastes (exhausted batteries, tanks containing paint, diluents, oils, etc.) should be collected in rigid containers sealed in plastic material.

• The bags for waste collection are provided by the operator of port reception facility.

• The operator of port reception facility ensures the collection of bags, containers and cargo residues from ships. Authorized vehicles will collect the bags filled with waste from the ship.

• The waste will be transported to the area of port reception facility.

• The waste is located in the appropriate containers according to their type.

Actions to be implemented in the Port of Bari 3.5.3

The paragraph illustrates the main critical issues identified in the port of Bari for the waste management and the proposals to solve them.

Critical issues identified in the management of ship-generated waste 3.5.3.1

In reference to the procedure for the management of ship-generated waste described in previous paragraphs, a list of critical issues have been identified.

Question 1: how can we check that the waste declared by the Ship’s Master will be actually delivered to the port reception facilities?

Question 2: If a ship is arriving in the port of Bari and the Ship’s Master declares that intends to keep on board the waste which will be deliver in the next port (e.g. port of Durres), can we find a way to verify that the waste will be actually delivered in that port?

Critical point: Find a way to ensure that the separate collection will be applied on board and also in the port reception facility and to promote forms of separate collection of ship-generate waste in both the ports of Bari and Durres.

The proposals to solve the critical issues encountered 3.5.3.2

Some solutions have been identified to solve the critical points listed above take into consideration that the actions and decisions planned should be aimed to promote that the


separate waste collection starts on ship board and continues in the port.

Proposal to question 1: The question 1 requires an internal process of comparison (within the port) between the amounts of waste declared by the ship’s Master in the form with the waste actually delivered (recorded by the Operator of port Waste Service). This procedure allows identifying any dissimilarity between the waste to deliver and the waste effectively delivered and can allow a cross-check.

Proposal to question 2: This second question arises, on one hand, the need to ensure that the waste must be actually delivered in the next port in order to prevent any forms of illegal discharge of waste into the sea. Moreover the question pursues, on other hand that the waste are delivered in an efficient way applying the separate collection. The first point requires implementing an external process of comparisons to ensure that the waste is properly delivered in the port of Durres. The second point should require, eventually, an internal process of comparison that can be executed by the Port of Durres to ensure that the wastes are delivered by applying the separate correction.

Proposal to critical point: The third critical point requires defining a procedure to apply a separate waste collection on board and a procedure to continue the separate collection in the port reception facility. The ships must apply on board the international rules defined in MARPOL 73/78. The critical point requires, from one side, the compliance with MARPOL, from the other side, it pursues the need to guarantee that the waste are also transported and stored in the port reception facility by continuing the separate collection. The solution to this critical point leads to define a procedure to apply a separate waste collection on board and a procedure to continue the separate collection in the port reception facility.

For the port of Bari the procedures have been already established and described in the paragraph 3.5.2).

3.6 Procedures established in the Port of Durres

Organization of collection and management services for ship-generated waste in the 3.6.1Port of Durres

Description of the procedures for collecting of waste and cargo residues in the Port of Durres (description of collecting, transport and disposal of waste)

In accordance with the General Marine Directorate Guidance on “Standard models of the notification and registration on delivery of ship-generated wastes and cargo residues” in conformity with the requirements of MARPOL 73/78:

The Agent of Ship departing from the Port of Bari, minimum 24 hours prior to arrival at the Port of Durres, must complete the Notification Form on the quantity of ship wastes and transmit it to the Harbour Master of Durres Port.

Upon arrival at the Port of Durres, the Captain of the Ship will complete again Notification Form on the amount of ship wastes and transmit it to the Harbour Master of Durres Port.

Harbour Master Inspector controls whether the Notification Forms have been are completed in accordance with legislation.


Ship Captain at the same time informs the Waste Operator on the quantity of wastes that will be delivered.

Waste Operator takes info on the quantity and type of ship wastes and plans the collection service.

After performing the service, the Waste Operator will complete the Waste Receipt Form (DELIVERY FORM) in order to record the quantity and type of wastes received from the ship.

The Harbour Master of Durres Port will be provided with a copy of the Waste Receipt Form (DELIVERY FORM).

Comparison between the amount of wastes declared on Notification Form and those stated in the Waste Receipt Form (DELIVERY FORM) enables verification of data.

3.7 Joint Actions - Coordination activities between the ports of Bari and Durres for the management of ship-generated waste

The section illustrates the common action and procedures to be shared between the port of Bari and Durres about the ship-generated waste management.

Common actions and procedures between the ports of Bari and Durres 3.7.1

Common actions and procedures between the ports of Bari and Durres have been identified to solve the critical points mentioned:

1 - Common procedure: apply the separate collection of waste on ship board ensuring compliance with MARPOL international convention and according to national regulations. This procedure will be applied to one ferry lines Bari-Durres.

2 - Common procedure: The separate waste collection starts on board but it continues in the port. For this purpose the ship-generated waste must be collected and transported in the port reception facilities by continuing the separate collection of waste.

3 - Protocol / Coordination activities: shared information about waste by means of software (database).

The software (database) will be a useful tool shared between the two pilot ports to control the waste process and moreover to make easier the management of waste.

The software (database) should indicate if the ship does not deliver waste in the port of Bari but intends to discharge waste in the Port of Durres. The access to the database will be allowed, applying different authorization levels, to the entire actor involved in the process of waste management.

The software (database) will also allow the Port Authority of the Levant to analyses systematically information for statistical purpose.

The software (database) fulfils the needs to implement the internal and the external comparison processes described in the critical questions:

• Internal process of comparison: The internal control is applied within the port to compare the amount of waste declared by the ship’s Master in the notification form with the waste actually delivered in order to highlight any dissimilarity.

• External process of comparison: According to Italian regulation, the Ship’s Master can keep on board the waste and deliver that in the next port, e.g. the port of Durres.


This eventuality is allowed by Italian regulation but the ship’s Master must indicates in the Form the amount and type of waste that intends to deliver in the next port.

Figure 3.7 Internal and external control procedures in the ports of Bari and Durres


4 TASKS & RESPONSIBILITIES OF KEY-ACTORS The paragraph describes the main responsibilities for the ports of Bari and Durres.

4.1 Responsibilities for the Port of Bari

1 – Common procedure: To apply the waste separate collection on ship board.

Responsibility:

The Ship’s Master, according to EU directive and Italian Legislation, is responsible for the notification the Port of the types and amounts of waste that will be landed in the Port, and/or retained on board, at least 24 hours in advance of visit.

2 – Common procedure: To place the waste in the port reception facilities by ensuring the separate collection.

Responsibility:

The Operator of Waste Service is responsible for the collection, transport and disposal of ship’s waste in accordance with relevant legislation by ensuring the separate collection.

3 – Common procedure: shared information about waste by means of software (database).

Responsibility:

The Levante Port Authority is responsible for the implementation of the software.

4.2 Responsibilities for the Port of Durres

1 – Common procedure: To apply the waste separate collection on ship board.

Responsibility:

The Ship’s Master, according to EU directive and Albanian Legislation, is responsible for the notification the Port of the types and amounts of waste that will be landed in the Port, and/or retained on board, at least 24 hours in advance of visit.

2 – Common procedure: To place the waste in the port reception facilities by ensuring the separate collection.

Responsibility:

The Operator of Waste Service is responsible for the collection, transport and disposal of ship’s waste in accordance with relevant legislation by ensuring the separate collection.

3 – Common procedure: shared information about waste by means of software (database).

Responsibility:

Port of Durres Authority in cooperation with Levante Port Authority is responsible for the implementation of the software.


5 INFORMATION & COMMUNICATION SYSTEM The paragraph describes the ecological waste areas in the ports of Bari and Durres.

5.1 Ecological Waste Area in the port of Bari

In order to promote the separate collection to all the port users, two ecological areas will be installed in the Port of Bari.

The ecological areas will be located in the vicinity of the stops of the bus line “20/” which are located respectively at the Maritime Station and nearby the area covered by the tent located near the Cruise Terminal (Figure 5.1).

Figure 5.1 Location of the ecological waste areas in the Port of Bari

Each ecological area will consist of a structure preferably closed and it will be equipped with 4 containers for the collection of the following types of waste: paper and cardboard, glass, plastic and metal.

In order to facilitate the port users in the application of a correct and proper separate collection, the ecological area will be equipped with signage (billboards) indicating the types of wastes acceptable/ not acceptable in each container.

The aim is to promote information for port users in order to reduce the risk of marine pollution caused by waste discharge at sea and to encourage correct forms of separate collection (i.e. info stand). For this purpose the ecological areas will be also equipped with the TEN ECOPORT Info Stand that will provide information about the project and about the game ECOWARRIORS.


5.2 Ecological Waste Area in the Port of Durres

Figure 5.2 Location of the ecological waste area – General Cargo Terminal

Cargo associated waste depends on the type of vessel, the type of cargo, securing and care of the cargo and the handling of the cargo in port.

Table 5.1 Cargo associated waste

Vessel type Generation rate/day Comments Bulk carriers

8,2 kg/day

Container vessels

1,4 kg/day

Ferries

2kg/person/day

500 -1500 passengers more than 50% kg/day wood

General cargo vessels

49,3 kg/day

Reefers

22,2 kg/day

Tankers

0,01 kg/day

Cargo associated waste contains the information how much cargo associated waste on board of different types of vessels can be expected. General cargo ships do have the highest generation rate because they usually need a lot of wood to secure the cargo.

Ecological Zone


For that reason, we think that the Ecological Zone which is stationary, to be equipped with containers for storage of cargo residues. Given the large amount of cargo residues is generated from the processing of general goods, then it is appropriate that this Ecological Area is implemented at General Cargo Terminal, as shown in Figure 5.2.

Type of containers to be implemented

We organized meetings with the Ship Waste Handling Operators to discuss on the waste treatment procedures. Operators that take wastes from the ships confirmed that they collect wastes from ship separated in accordance with their categories.

The liquid waste, including oily waste and sewage, are treated in the Recycling Plant. Solid waste is deposited in disposal site managed by the City Hall, located on the outskirts of town, called Porto Romano.

The cargo residues to be handled by the terminal operators should be separated at the quay. For that reason, it is thought that Ecological Zone equipped with containers, will serve to collect the cargo residues, divided by categories more evident.

By consulting with the waste operator - Fjona 2006 sh.pk, it is necessary to install containers as follows:

• A container for storing the waste categorized as paper

• A container for storing the waste categorized as plastics

• A container for storing the waste categorized as metals

• Compactor for metal waste

• Compactor for paper and plastics waste

With the introduction of waste separation, it is recommended that Port of Durres to sign preliminary agreements with recycling companies under these above mentioned categories. This will avoid storing them in local disposal site.

We are doing some research online in order to determine exactly models of containers in accordance with standards as well as the type of compactor. We need to define the technical specifications and limit fund, to realize the tender procedure for the purchase of above mentioned items that are the ecological zone equipment.

Actions planned to increase environmental awareness towards waste management

Port of Durres Authority periodically issues on the official website www.apdurres.com.al its environmental policies, procedures and progress made by the stakeholders;

Promotion of the culture of environmental awareness to improve the environmental performance of port staff, users, suppliers, customers, through the communication of environmental policy and encouraging contractors and lessee to implement the best environmental practices.

Engagement for continuous improvement and the prevention of pollution that might threaten the marine environment, maintaining a high level of readiness to cope with environmental pollution incidents.

http://www.apdurres.com.al/


Recommendations

Detailed and clear guidelines must be defined to ensure a uniform implementation of The Directive. These guidelines should specify:

- Role of PA

- Cost Recovery (principles and methods for calculation of fees)

- Waste Notification (flow)

- Contractual Framework with waste operators

- Common Delivery Certificate

It should also include a Common Delivery Certificate. Almost all ports have requested it in order to have a system avoiding any fraud with certificates.

It is recommended that Port Authorities and competent authorities appointed at national level play a more active and central role in securing the correct implementation of the provisions of The Directive.

The PA must play a central role – dealing with ships and agents on one side and operators on the other side. This can be done through clear procedures for the ships and a detailed contractual framework with waste operators. By playing a central role, the ports can manage SWH with the highest degree of commitment and consequently with the highest effectiveness.

Provide detailed and clear explanatory guidelines for SWH to MSs and ports. This would encourage a clear and more uniform system at European level.

Efficient, modern and competitive port should move towards a “one stop job” where ships/agents only have to deal with one “organization” (PA) and where all or most waste delivery costs are included in the fee, with PA collecting the waste fees from agents/ships and negotiating/controlling prices with waste operators. This seems to be the most transparent and effective system. Whether this is a 100 % indirect fee system as seen in the Denmark, Finland, Poland, Cyprus, Thessalonica port in Greece, Latvia, Lithuania and Sweden (and Germany) or a partly indirect fee system including some waste types, should be defined in detailed and clear guidelines. It is clear that equal competition conditions are essential in Europe for the shipping industry, in case a 100 % (or less) indirect fee is applied.

The ports controlling and managing the waste notification show the most efficient system. They use a transparent system with access to all relevant actors. This should preferably be done using IT.

Outsourcing of the operational SWH is recommendable. PA should however play a more central role in the overall management - i.e. definition of terms of reference for the operator(s) (contractual framework), specifications for all procedures, notification, recovery of waste fees and payment of operators - as well as in the monitoring and evaluation of the waste operator performance.

Develop communication between port and IAs by setting up guidelines for how and when IAs (Inspection Authority) shall be informed (flow of waste notification forms).

PA must play a more active and central role in securing a competitive and fair price level. This can be done by negotiating prices with operators and e.g. ensure competition through a tender procedure for operators to collect and treat waste. Increasing competition by just


opening the market for all operators is not recommendable, since it will jeopardise each operator’s interest in providing good, cost effective, and profitable services.

It is recommended to develop (a) model(s) for SWH with detailed guidelines on all issues of importance to obtain efficient SWH. Such model should provide descriptive guidelines on CRSs, notification systems, contractual framework with external operators, role of ports, and guidelines and procedures for SWH, still leaving the possibility of small differences between ports.

Technical assistance to Port of Durres should also be considered in order to harmonise the level of implementation.


6 IMPLEMENTATION PHASE OF THE MAP IN THE PILOT PORTS 6.1 Implementation phase in the Port of Bari

For the implementation phase of the MAP some “Performance Indicators (PI)” have been defined in order to evaluate the efficiency of the procedures and actions established in the MAP.

The “Performance”, or efficiency, can be defined as the level to which an organization, a policy or program is achieving the intended objectives as planned results compared to targets, standards or criteria. The results are the consequences related to the organization’s activities, public policy or program.

A PI is an instrument which evaluates the positive or negative state of environment and the consequences of measures applied. It is a value resulting from a group of parameters which provides information regarding a phenomenon with a broader significance than that directly associated with the configuration of the parameter.

In the following paragraphs, the performance indicators chosen for the MAP implementation are presented and applied to a set of sample of waste data obtained by Notification Forms (according to Marpol 73/78).

The data of ships generated waste are relative to the route Durres-Bari and refer to the period from January to June 2014.

6.2 Implementation phase in the Port of Durres

Indicators perform many functions. They can lead to better decisions and more effective actions by simplifying, clarifying and making aggregated information available to policy makers. They can help incorporate physical and social science knowledge into decision - making, and they can help measure and calibrate progress toward sustainable development goals. They can provide an early warning to prevent economic, social and environmental setbacks. They are also useful tools to communicate ideas, thoughts and values.

The Indicators are relevant to assessing sustainable development progress; Indicators of sustainable development at the national level are often developed through dynamic interactive processes and dialogues among a wide range of stakeholders, including government representatives, technical experts and civil society representatives.

Conceptual frameworks for indicators help to focus and clarify what to measure, what to expect from measurement and what kinds of indicators to use.

The experience gained by the participation in TEN ECOPORT project, in applying and adapting the new indicators set will be taken into account in the continuous review of the new environmental practice indicators. As relevant progress is made, methodologies of indicators will be regularly updated on the website of Port of Durres Authority.

In the following paragraphs, the performance indicators chosen for the MAP implementation are presented and applied to a set of sample of waste data collection obtained by Notification Forms (according to Marpol 73/78).

The data of ships generated waste are relative to the route Durres-Bari and refer to the period from January to June 2014.


6.3 Process performance measures and monitoring

Process performance measures and monitoring in the Port of Bari 6.3.1

For the evaluation of the efficiency and monitoring the process of waste collection generated on ship board, three performance indicators (PI n.1, PI n.2 and PI n.3) have been defined. The PIs refers to the estimation of waste generated on ship board during navigation.

Performance Indicator n.1 6.3.1.1

Separate waste (m3) / GARBAGE – Marpol ANNEX V (TOT m3) /per route

The performance indicator n.1 measures the quantity of separated waste (e.g. plastic) compared to the total amount of waste (“garbage”, according to Marpol Annex V) generated on ship board (per route). The PI n.1 has been evaluated with reference to the values stated in the “Notification Form – Estimate amount of waste to be generated between notification and next port of call” (according to Marpol).

The indicator allows to assess the efficiency and the quantities of separated waste collection produced on ship board and it has been applied for three categories of waste: plastic, domestic waste and food. The waste data refers to the ferry lines Bari-Durres: Bridge, Bari, AF Michela, AF Francesca and AF Marina.

An extract of data analysed is shown in Annex 3.

Figures 6.1 - 6.2 - 6.3 display the average values of PI n.1 for each ship, with respect to plastic, domestic waste and food waste, respectively.

Figure 6.1 Performance Indicator n.1 – Plastic waste

0

10

20

30

40

50

Bridge AF Michela AF Marina AF Bari AF Francesca

33,33

50,00

15,15 18,33

22,22

PI n.1 (%)

Plastic Bridge AF Michela AF Marina AF Bari AF Francesca


Figure 6.2 Performance Indicator n.1 – Domestic waste

Figure 6.3 Performance Indicator n.1 – Food waste

From the analysis of the performance indicators, the AF Michela shows the largest value of PI n.1 - plastic, the AF Marina presents the largest PI n.1 - domestic waste and the AF Bari shows the largest PI n.1 - food waste.

0

10

20

30

40

50

60

70

Bridge AF Michela AF Marina AF Bari AFFrancesca

50,91 55,30

69,70

16,67

55,56

PI n.1 (%)

Domestic Waste

Bridge

AF Michela

AF Marina

AF Bari

AF Francesca

0

10

20

30

40

50

60

70

80

Bridge AF Michela AF Marina AF Bari AFFrancesca

19,14

50,00

15,15

73,33

22,22

PI n.1 (%)

Food Waste

Bridge

AF Michela

AF Marina

AF Bari

AF Francesca



The performance indicator n.2 considers the volume of total waste produced per passenger per ship during navigation. The PI n.2 has been evaluated with reference to the values stated in the “Notification Form – Estimate amount of waste to be generated between notification and next port of call” (according to Marpol).

Figure 6.4 shows that the volume of waste produced on board per 100-passengers is approximately 0.51 m3 per 100 passengers.

Figure 6.4 Performance Indicator n.2 – Total volume of waste (m3) produced on board per 100-passengers

0 0,2 0,4 0,6 0,8 1 1,2

AF Michela

AF Francesca

AF Marina

AF Bari

Bridge

0,375

0,316

1,149

0,286

0,431

Total volume of waste (m3)/ 100-passengers

PI n.2 - Volume of total waste per 100-passengers

AF Michela

AF Francesca

AF Marina

AF Bari

Bridge

Total waste (m3)/100-passengers/ship



separated waste produced during navigation (m3) /passenger/ship

The performance indicator n.3 evaluates the volume of separated waste produced per passenger per ship. In particular, it refers to the estimation of the volume of plastic generated on ship board during navigation.

From Figure 6.5, considering the ferry lines Bari-Durres, the average volume of waste produced per person are 0.15 m3

.

Figure 6.5 Performance Indicator n.3 – Volume of separated waste (plastic) produced on board per 100-passengers

Table 6.1 lists the volume of separated waste (plastic) produced on board per 100- passengers.

Table 6.1 Performance indicator n. 3

Ship PI n. 6 (m3/100passengers)

Bridge 0.176

AF Bari 0.053

AF Francesca 0.174

AF Michela 0.07

AF Marina 0.188

0 0,05 0,1 0,15 0,2

AF Michela

AF Francesca

AF Marina

AF Bari

Bridge

0,188

0,070

0,174

0,053

0,176

Volume of waste (m3) per 100-passengers

PI n.3 - Volume of separated waste (plastic) per 100-passengers per ship

AF Michela

AF Francesca

AF Marina

AF Bari

Bridge


Process performance measures and monitoring in the Port of Durres 6.3.2

For the evaluation of the efficiency and monitoring the process of waste collection generated on board a ship, three performance indicators (PI n.1, PI n.2 and PI n.3) have been identified. The PIs refers to the estimation of waste generated on board a ship during navigation.


The performance indicator No.1 measures the quantity of separated waste (e.g. plastic) compared to the total amount of waste (“garbage”, according to Marpol Annex V) generated on ship board (per route). The PI n.1 has been evaluated with reference to the values stated in the “Notification Form – Estimate amount of waste to be generated between notification and next port of call” (according to Marpol).

The indicator allows assessing the efficiency and the quantities of separated waste collection produced on board a ship and it has been applied for three categories of waste: plastic, food waste and other (garbage). The waste data refers to the ferry lines Bari-Durres: AF Michela, AF Francesca and AF Marina.

Table 6.2 Performance indicator n.1 Plastic waste

Ship Name

No of Passengers

Plastic Waste

Total Garbage

(plastic waste, food waste,

others)

Plastic Waste / Total Waste

%

AF Francesca

300 0.3 1.1 27.3 %

AF Michela 322 0.5 1.8 27.8 %

AF Marina 244 0.5 1.6 31.3 %


Figure 6.6 Performance Indicator n.1 – Plastic Waste

Table 6.3 Performance indicator n.1 Food waste

Ship Name No of

Passengers Food

Waste

Total Garbage


others)

Food Waste / Total Garbage

%

AF Francesca 300 0.3 1.1 27.3 %

AF Michela 322 0.5 1.8 27.8 %

AF Marina 244 0.8 1.6 50 %

Figure 6.7 Performance Indicator n.1 – Food Waste

27,30% 27,80%

31,30%

25,00%

26,00%

27,00%

28,00%

29,00%

30,00%

31,00%

32,00%

AF Francesca AF Michela AF Marina

Plastic Waste / Total Garbage

Plastic Waste / Total Garbage

27,30% 27,80%

50,00%

0,00%

10,00%

20,00%

30,00%

40,00%

50,00%

60,00%





Table 6.4 Performance indicator n.1 - Other waste

Ship Name No of

Passengers Other Waste

Total Garbage


others)

Other Waste / Total Garbage

%

AF Francesca 300 0.5 1.1 45.5 %

AF Michela 322 0.8 1.8 44.4 %

AF Marina 244 0.3 1.6 18.8 %

Figure 6.8 Performance Indicator n.1 – Other Waste

From the analysis of the performance indicators, the AF Marina shows the largest value of PI No.1 - plastic, the AF Marina presents the largest PI No.1 - food waste and the AF Francesca shows the largest PI No.1 - other waste.

45,50% 44,40%

18,80%

0,00%5,00%

10,00%15,00%20,00%25,00%30,00%35,00%40,00%45,00%50,00%






The performance indicator No.2 considers the volume of total waste produced per passenger per ship during navigation. The PI No.2 has been evaluated with reference to the values stated in the “Notification Form – Estimate amount of waste to be generated between notification and next port of call” (according to Marpol).

Figure 6.9 shows that the average volume of waste produced on board per 100-passengers is approximately 0.79 m3 per 100 passengers.


Ship Name

No of Passengers

Total Waste (m3)


others)

Total Waste m3/ 100

passengers

AF Francesca 300 1.1 0.37

AF Michela 322 1.8 1

AF Marina 244 1.6 1

Figure 6.9 Performance Indicator No.2 – Total volume of waste (m3) produced on board per 100-passengers

0,37

1

1

0 0,2 0,4 0,6 0,8 1 1,2

AF Francesca

AF Michela

AF Marina

Total Waste (m3) / 100 passengers / ship

Total Waste (m3) / 100 passengers /ship



The performance indicator No.3 evaluates the volume of separated waste produced per passenger per ship. In particular, it refers to the estimation of the volume of plastic generated on board a ship during navigation.

From Figure 6.9, considering the ferry lines Bari-Durres, the average volume of plastic waste produced per 100 people is 0.15 m3

.


Ship Name No of Passengers Plastic Waste m3 Plastic Waste m3/ 100

passengers

AF Francesca 300 0.3 0.1

AF Michela 322 0.5 0.16

AF Marina 244 0.5 0.2

Figure 6.10 Performance Indicator No.3 – Volume of separated waste (plastic) produced on board per 100-passengers

00,020,040,060,08

0,10,120,140,160,18

0,2


0,1

0,16

0,2

Plastic Waste m3/ 100 passengers

Plastic Waste m3/ 100 passengers


6.4 Operational indicators

Operational indicators in the Port of Bari 6.4.1

Additional operational indicators (PI n.4, PI n.5 and PI n.6) related to the environmental issue and objectives have been chosen.


Average volume of waste landed (m3)/route

The indicator considers the number of ship-generated waste landed in the port per route.

It can be noticed that from the analysis performed on ships relative to the route Bari-Durres, the most of waste are landed in the port of Durres. In particular, the PI n. 4 refers to a sample of waste data delivered in the port of Durres. The data have been obtained from the Notification Forms transmitted to the Harbour Master of Durres.

Table 6.7 reports the monthly waste landed for the route Bari-Durres.

Table 6.7 Performance indicator n.4

Average quantity Plastic landed (m3)

Average quantity mixed domestic

waste landed (m3)

Average quantity of other waste (m3)

0.5 0.58 0.8


separated waste landed (m3) /day

The performance indicator n.5 considers the separate waste daily landed in the port (Table 6.8). The indicator allows to monitor the daily waste discharged in the port reception facility, can help to effectively organize the waste collection services. From the daily waste estimation, the equipment of waste reception facility can be eventually adjusted opportunely for peak periods (summer).


Daily waste production per ship

food waste 0.4m3 /day

plastic waste 0.5 m3 /day

paper and glass 0.4m3 /day

bilge water 0.2 m3/day



Waste landed (m3)/ 100-passengers /per route

The performance indicator n. 6 evaluates the amount of separated waste landed in the port (e.g. plastic) with respect to the number of 100-passengers per route.

The indicator allows monitoring the progress of waste collected in the port reception facility.

Taking into account the route Bari-Durres, the PI n.6 has been calculated only in the Port of Durres where the most of waste are landed.

Table 6.9 lists the volume of waste landed in the port of Durres with reference to the 100-passengers number.


Total waste landed per

passenger (m3)

Plastic landed per passenger

(m3)

Mixed domestic waste landed per

passenger

(m3)

Other waste (m3)

0.545 0.160 0.189 0.196

From Table 6.9, the average value of the total waste landed per passenger is 0.545 m3 of which 0.160 m3 of plastic, 0.189 m3 of mixed domestic waste and 0.196 m3 of other waste (no additional specification is reported to specify the type of waste).

Operational indicators in the Port of Durres 6.4.2

Additional operational indicators (PI n.4, PI n.5 and PI n.6) related to the environmental issue and objective has been chosen.


The indicator considers the number of ship-generated waste landed in the port per route.

It can be noticed that from the analysis performed on ships relative to the route Bari-Durres, the most of waste are landed in the Port of Durres. In particular, the PI No. 4 refers to a sample of data of waste delivered in the Port of Durres. The data have been obtained from the Notification Forms transmitted to the Harbour Master of Durres.




Plastic Waste landed (m3)/route 0.5 0.5 0.3

Food Waste landed (m3)/route 0.5 0.5 0.5

Other Waste landed (m3)/route 1 1 0.5

Average Quantity

Plastic Waste landed (m3)/route

0.43

Average Quantity

Food Waste landed (m3)/route

0.5

Average Quantity

Other Waste landed (m3)/route

0.83


The performance indicator No.5 considers the separate waste daily landed in the port. The indicator allows to monitor the daily waste discharged in the port reception facility, can help to effectively organize the waste collection services. From the daily waste estimation, the equipment of waste reception facility can be eventually adjusted opportunely for peak periods (summer). During the peak season, the daily number of ferries calling Port of Durres - 6 ships/day.


Average Quantity

Plastic Waste landed (m3)

0.43(m3)/ship/route x 6 ships/day =2.58 (m3) /day

Average Quantity

Food Waste landed (m3)

0.5(m3)/ship/route x 6 ships/day =3 (m3) /day

Average Quantity

Other Waste landed (m3)

0.83(m3)/ship/route x 6 ships/day =4.98 (m3) /day



The performance indicator No. 6 evaluates the amount of separated waste landed in the port (e.g. plastic) with respect to the number of 100-passengers per route.

The indicator allows monitoring the progress of waste collected in the port reception facility.

Taking into account the route Bari-Durres, the PI No.6 has been calculated only in the Port of Durres where the most of waste are landed.

Table 6.12 lists the volume of waste landed in the Port of Durres with reference to the 100-passengers number.


AF Francesca

(300 passengers)

AF Michela

(322 passengers)

AF Marina

(244 passengers)

Plastic Waste landed (m3)

0.5 0.5 0.3

Food Waste landed (m3) 0.5 0.5 0.5

Other Waste landed (m3)

1 1 0.5

Plastic Waste landed (m3)/100

passengers/route

0.17

0.16

0.12

Food Waste landed (m3)/100

passengers/route

0.17

0.16

0.20

Other Waste landed (m3)/100

passengers/route

0.33

0.31

0.20

From the above Table, the average value of the separated waste landed per 100 passengers is 0.15 m3 of plastic, 0.176 m3 of food waste and 0.28 m3 of other waste.


6.5 Management Indicators

Management Indicators in the Port of Bari 6.5.1

Considering the Port Waste Management System from a global point of view and as a whole, two management indicators have been identified (PI n.7 and PI n.8) with reference to the environmental issue and objectives of MAP.

Performance Indicator N.7 6.5.1.1

Ships with adequate separate waste collection / N° tot

of ships

The indicator monitors the number of ships with an adequate separate waste collection on board in respect to the total number of ships in the port. The PI n. 7 represents an important indicator that can give a measure of the overall efficiency of the port waste management system. For a correct interpretation, it should be properly evaluated by considering the overall maritime traffic in the port that means all the ships arrived in the port.

For the purposes of the MAP, the PI n.7 has been evaluated considering only the route Bari-Durres.

The “ship with adequate separate waste collection” means the ships that have accurately sorted waste in the categories according to MARPOL Annex V.

The ships that have properly filled out the notification forms have been considered with “an adequate separate waste collection”, the ships that have transmitted notification forms with missed data or with incompletely data, have been marked as “ships with no adequate separate collection”.

From the sample data of ships, about the 7% of ships transmits notification forms with missed data. Some data are stated as “unknown”, in particular for the estimation of waste retained on board.

It should be noticed that the present analysis refers only to a sample of waste data and it is not representative of the overall evaluation of the port waste management system in the ports.


(%) separated collection / (%) total ship waste

collected in the port /year

The indicator considers the percentage (%) of separate collection with respect to the total percentage of waste collected in the port. The PI n.8, as also the PI n. 7, can be considered an important indicator to get an idea about the overall efficiency of the port waste management system. The regular application of all the procedures identified in the MAP will allow properly


evaluating the PI n.7 and PIING n.8 aimed to monitor the trend of the separate waste collection in the port.

One of the objectives of the environmental policies of the port of Bari is to reach, in the incoming three years, almost the 30 % of separated waste with respect to the total ship waste collected in the port of Bari. The PI n.8 can be considered a measure to achieve the above mentioned target.

Management Indicators in the Port of Durres 6.5.2

Considering the Port Waste Management System from a global point of view and as a whole, two management indicators have been identified (PI No.7 and PI No.8) with reference to the environmental issue and objectives of MAP.


N° of ships with adequate separate waste collection / N° total of ships

The indicator monitors the number of ships with an adequate separate waste collection on board in respect to the total number of ships in the port. The PI No. 7 represents an important indicator that can give a measure of the overall efficiency of the port waste management system. For a correct interpretation, it should be properly evaluated by considering the overall maritime traffic in the port that means all the ships arrived in the port.

The “ship with adequate separate waste collection” means the ships that have accurately sorted waste in the categories according to MARPOL Annex V.

The ships that have properly filled out the Notification Forms have been considered with “an adequate separate waste collection”, the ships that have transmitted notification forms with missed data or with incompletely data, have been marked as “ships with no adequate separate collection”.

From the information collected by the Harbour Master Office, about the 10% of ships calling the Port of Durres, transmits Notification Forms with missed data. Some data are stated as “unknown”, in particular for the estimation of waste retained on board a ship.

Performance Indicator No.8 6.5.2.2

This indicator (%) considers the volume of separated waste collection with respect to the total volume of waste collected in the port, during the year. The PI No.8, as well as the PI No.7, can be considered important indicators to get an idea about the overall efficiency of the port waste management system. The regular application of all the procedures identified in the MAP will allow properly evaluating the PI No.7 and PI No.8, aimed to monitor the trend of the separate waste collection in the port.

Volume of separated collection / Total volume of ship

waste collected in the port /Year


One of the objectives of the environmental policies of the Port of Durres is to reach, in the incoming three years, almost the 30 % of separated waste with respect to the total ship waste collected in the port of Bari. The PI No.8 can be considered a measure to achieve the above mentioned target.

The measurement of the indicators No 7 and No 8 will be more significant, when the software (database) will be established.

6.6 Compliance and Enforcement

The goal of the MAP is to get an efficient management of the ship-generated waste relative to the route Bari-Durres.

The hard work carried out for the present MAP has been possible thanks to effective collaboration between the two pilot ports. To ensure compliance and enforcement the process, strong and long term collaboration between ports is fundamental to monitor the waste management system in each port.

6.7 Key gaps and deficiencies revealed

Analysing the data about waste (obtained by Notification Forms – according to Marpol) produced on ship board and relative to the route Bari-Durres, it was found that the most of the wastes are landed in the port of Durres. This can be considered an external limit probably due to costs to land ship-generated waste in each port.

6.8 Corrective action activated

From the sample data of waste analysed for the implementation of the MAP, the management of waste produced on ship board in the Port of Bari is in compliance with MARPOL regulation.

The regular application of the Performance Indicators defined in the present paragraphs will allow monitoring the waste management system relative to the route Bari-Durres and, eventually, promptly applied corrective actions.

The ability to comply fully with the discharge requirements set out in the MARPOL 73/78 international convention depends upon the availability of adequate facilities on land for the reception of ship-generated waste. For this reason, monitoring and verifying the correct implementation of the procedures and action established in the present MAP, corrective action can be applied to adequate and improve the waste reception facility to the waste collected from ships.


Annex 1 NOTIFICATION FORM (according to MARPOL) STANDARD FORMAT OF THE ADVANCE NOTIFICATION FORM FOR WASTE DELIVERY TO PORT RECEPTION FACILITIES Notification of the Delivery of Waste to: .............................. (enter name of port or terminal) The master of a ship should forward the information below to the designated authority at least 24 hours in advance of arrival or upon departure of the previous port if the voyage is less than 24 hours This form shall be retained on board the vessel along with the appropriate Oil RB, Cargo RB or Garbage RB DELIVERY FROM SHIPS (ANF)

1 Indicate the proper shipping name of the NLS involved. 2 Indicate the proper shipping name of the dry cargo.


Annex 2 WASTE DELIVERY FORM The designated operator of port reception facilities should provide the following form to the Master of a ship that has just delivered waste. Notification of the Delivery of Waste to: ............................ (enter name of port or terminal)

SHIP INFORMATION Name of ship IMO number

Ship's Captain Flag

ETA TSL

ETD TSN Ship Type Passenger ship Ro-Ro ship Container Ship Bulk carrier

Cargo Ship Oil Tanker Chemical Tanker Other PORT AND VOYAGE PARTICULARS

Name of Port waste operator

Location/Terminal name

Waste discharge date and time

Next port of call

TYPE AND AMOUNT OF WASTE RECEIVED

On behalf of port facilities I confirm the above wastes were delivered Signature _____________________________

MARPOL Annex I – Oil Quantity (m3)

MARPOL Annex IV – Sewage Quantity (m3)

Oily bilge water

Sewage

Oily residues (sludge)

MARPOL Annex V - Garbage Quantity (m3)

Oily tank washings

Plastic

Dirty ballast water

Floating dunnage, lining, or packing material

Scale and sludge from tank cleaning

Ground-down paper products, rags, glass, metal, bottles, crockery etc.

Other (please specify):

Cargo residues, paper products, rags, glass, metal, bottles, crockery, etc.

MARPOL Annex II – NLS Quantity (m3)/ Name

Food waste

Category X substance

Incinerator ash


Other wastes (specify):


MARPOL Annex VI - Related Quantity (m3)

OS – other substances

Ozone-depleting substances and equipment containing such substances

Exhaust gas-cleaning residues


Annex 3 Extract of Waste data relative to the route Bari-Durres (according to MARPOL Convention – Notification Forms)

MARPOL ANNEX V

Time of arrival Type of Waste

maximum dedicated storage capacity

(m3)

Amount of waste

retained on board (m3)

Port at which

remaining waste will

be delivered

Estimate amount of waste to be

generated between

notification and next port of call

(m3) 14/01/2014 Ship: BRIDGE

plastic 2 Durres 0,4

domestic waste (paper, glass, metal, rags…)

3 0,1 Durres 0,6

food 2 Durres 0,2

tot garbage (m3) 7 0,1 0 1,2

22/01/2014 Ship: BRIDGE



3 0,2 Durres 0,6

food 2 Durres 0,2

tot garbage (m3) 7 0,2 0 1,1

31/01/2014 Ship: AF FRANCESCA

plastic 3,6 0,3 Durres 0,2


25 0,5 Durres 0,5

food 25 0,3

Durres 0,2

tot garbage (m3) 53,6 1,1 0 0,9

01/02/2014 Ship: BRIDGE



3 0,1 Durres 0,5

food 2 Durres 0,2

tot garbage (m3) 7 0,1 0 1

05/02/2014 Ship: AF MICHELA

plastic 3 0,2 Durres 0,3


0 Durres

food 9 0,2 Durres 0,3


MARPOL ANNEX V



(m3)

Amount of waste


Port at which


be delivered


generated between


(m3)

tot garbage (m3) 12 0,4 0 0,6

14/02/2014 Ship: AF MARINA



2 1 Durres 2,3


tot garbage (m3) 11 2 0 3,3

19/02/2014 Ship: AF BARI



1 0,05 Durres 0,1


tot garbage (m3) 3 0,2 0 0,6

01/03/2014 Ship: AF MARINA



2 1 Durres 2,3


tot garbage (m3) 11 2 0 3,3

20/02/2014 Ship: BARI



Durres


tot garbage (m3) 2 0,15 0 0,5

Extract of Waste data relative to the route Bari-Durres (according to MARPOL Convention – Notification Forms)

Harbour Master Office - Durres


MARPOL ANNEX V



(m3)

Amount of waste


Port at which


be delivered


generated between


(m3) 01/03/2014 Ship: AF MARINA

plastic 1 0.5 Durres 0,5


1 1 Durres 0,3

food 2 0.5 Durres 0,8

tot garbage (m3) 4 1.3 0 1,6

01/03/2014 Ship: AF FRANCESCA

plastic 3,6 0,3 Durres 0,3


25 0,5 Durres 0,5

food 25 0,3

Durres 0,3

tot garbage (m3) 53,6 1,1 0 1.1

02/04/2014 Ship: AF MICHELA

plastic 3 0.5 Durres 0,5


2.5 1 Durres 0,8

food 9 0.5 Durres 0,5

tot garbage (m3) 14.5 2 0 1.8

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