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Environmental Protection at Port Area:

A study on ship-generated garbage

management system in Haiphong port,

Vietnam.

To Ngoc Thang

September 2015

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Environmental Protection at Port Area:

A study on ship-generated garbage

management system in Haiphong port,

Vietnam.

A Thesis for Acquirement of the Degree of Master

Course of Environment and Resources Systems

Graduate Programs in Environmental Systems,

Graduate School of Environmental Engineering,

The University of Kitakyushu, Japan

by

To Ngoc THANG

Supervisor: Assoc. Prof. Takaaki Kato

Kitakyushu, September 2015

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Acknowledgements:

First of all, I would like to express my deepest gratitude to my supervisor Assoc. Prof.

Takaaki Kato for his guidance, support during my Master course. He has gave me

many opportunities to learn, consult as well as present my research topic at the

meetings and conferences in Japan and abroad. Moreover, the encouragements of

Assoc.Prof. Kato gave me more confidence in my accomplishment of the thesis.

My MSc study may not happen without the financial support from Haiphong city

government. The scholarship that I obtained from city is extremely important from the

beginning to the end of my MSc program. I would like to thank Leaders and Officers

of Haiphong People Committee, especially Haiphong Project 100 Officers for their

help and support not only for my study at the UOK but also for my daily life.

I thank Kitakyushu city government and Kitakyushu university for their allowances

and support for my field surveys in Vietnam.

I would like to take this opportunity to express our gratitude and sincere thanks to

officers and staffs of Department of Natural Resources and Environment, Department

of Foreign Affair, Haiphong Urban environment company, Haiphong Maritime of

Administration, Haiphong port company for their cooperation and sharing information

on research field.

I wish to acknowledge the interviewees and interviewers at Haiphong port for their

willingness and time, which was making this research possible.

Last but not least, my everlasting gratitude goes to my parents, my beloved friends,

who always encourages me and wishes my success.

THANK YOU.

Kitakyushu, September 2015.

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TABLE OF CONTENTS

1. INTRODUCTION .................................................................................................. 10

1.1. Background ........................................................................................................ 10

1.2. Study Area .......................................................................................................... 12

1.2.1. Vietnam's seaport system ................................................................................ 12

1.2.2. Overview of Haiphong city ............................................................................. 14

1.2.3. Haiphong’s port system .................................................................................. 16

1.3. Purpose of research ........................................................................................... 19

1.4. Research objectives ............................................................................................ 19

1.5. Research assistances and constraints ............................................................... 19

1.6. Thesis organization: ........................................................................................... 20

2. SHIP-GENERATED GARBAGE MANAGEMENT SYSTEM IN HAIPHONG

PORT ............................................................................................................................. 21

2.1. Definition of ship-generated garbage. .............................................................. 21

2.2. Potential environmental impacts associated with garbage from ship. ......... 22

2.3. Legislation framework on ship-garbage management. .................................. 25

2.3.1. Legal background ........................................................................................... 25

2.3.2. International level: MARPOL 73/78 .............................................................. 26

2.3.2.1. Overview of MARPOL convention: ............................................................ 26

2.3.2.2. Annex V – Prevention of pollution by garbage from ship ........................... 26

2.3.3. National level ................................................................................................... 28

2.3.3.1. Vietnam's Maritime Law (1990, amended in 2005): .................................... 28

2.3.3.2. Law on Environmental Protection ................................................................ 28

2.3.3.3. Decree No. 21/2012/ND-CP of March 21, 2012, on management of seaports

and navigable channels (issued 2006, revised 2012): ................................................ 29

2.3.3.4. Haiphong seaport regulation (issued 2007, revised 2014) ........................... 29

2.4. Institutional framework .................................................................................... 30

2.4.1. Port management body in Vietnam ................................................................ 30

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2.4.2. Environmental management body at port. ..................................................... 31

2.4.3. Garbage management system at Haiphong port. ........................................... 32

2.4.4. Existing Ship-garbage Reception Facilities at Haiphong port. .................... 34

2.4.4.1. General picture of ship-garbage collection systems at Haiphong port. ........ 34

2.4.4.2. Garbage collection capacity provided by Ship-garbage sanitation team ..... 36

3. DATA AND METHODS ........................................................................................ 37

3.1. Stage 1: Estimating expected ship-garbage quantity in Haiphong port from

2009 to 2013 .................................................................................................................. 38

3.1.1. Objective .......................................................................................................... 38

3.1.2. Methodology .................................................................................................... 38

3.1.3.1. Reviewing calculation models ....................................................................... 38

3.1.3.2. Establishing calculation model for case study of Haiphong port. ................. 42

3.2. Stage 2: Ship-generated garbage composition survey .................................... 43

3.2.1. Objectives ......................................................................................................... 43

3.2.2. Methods ........................................................................................................... 44

3.2.2.1. Characteristics of the survey areas: .............................................................. 44

3.2.2.2. Determining of number of samples and survey period ................................ 44

3.2.2.3. Implementation ............................................................................................. 47

3.2.2.4. Key issues and solution during ship-garbage composition survey............... 49

3.3. Stage 3: Ship-waste delivery behaviour of ship-officers ................................ 50

3.3.1. Objective .......................................................................................................... 50

3.3.2. Methodology .................................................................................................... 51

4. RESULTS AND DISCUSSION ............................................................................. 58

4.1. Stage 1: Estimating expected ship-garbage quantity in Haiphong port from

2009 to 2013 .................................................................................................................. 58

4.1.1. Differences between input data of bulk ships and container ships ............... 58

4.1.2. Estimate of ship garbage from 2009 to 2013 at Haiphong port .................... 59

4.1.3. Assessment of garbage collected rate by port reception services .................. 59

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4.2. Stage 2: Ship-generated garbage composition survey. ................................... 60

4.2.1. Garbage quantity ............................................................................................. 60

4.2.2. Garbage Composition ..................................................................................... 62

4.3. Stage 3: Ship-waste delivery behaviour of ship-officers ................................ 63

4.3.1. Attributes of interviewed ships ........................................................................ 63

4.3.2. Chief officer’s attitudes toward garbage delivery behaviour ........................ 66

4.4. Summary of main findings ................................................................................ 69

4.4.1. Legislation and related authorities ................................................................. 69

4.4.2. Estimated quantity of ship-generated garbage at Haiphong port ................. 70

4.4.3. Ship-garbage composition survey and comparison of the current garbage

collection system among three ports. ........................................................................... 70

4.4.4. Ship-garbage delivery behaviour of ship-officers. ......................................... 71

5. RECOMMENDATIONS AND CONCLUSIONS ................................................. 72

5.1. Recommendations .............................................................................................. 72

5.1.1. Suggestion for new ship-garbage management system. ................................ 72

5.1.2. Suggestion for establishing collection fee system. ......................................... 75

5.2. Development of long term plan ........................................................................ 78

5.3. Conclusions ......................................................................................................... 79

Literature References ..................................................................................................... 81

Appendix: VOLUNTARY QUESTIONNAIRE ........................................................... 84

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LIST OF FIGURES

Figure 1-1. Vietnam’s port system ....................................................................... 14

Figure 1-2. Haiphong city location ...................................................................... 15

Figure 1-3. Haiphong map .................................................................................... 16

Figure 1-4. Haiphong port map ........................................................................... 17

Figure 2-1. Port management system in Haiphong port ................................... 31

Figure 2-2. Hazardous ship-garbage collection processes ................................. 36

Figure 3-1. Research Diagram and Main contents ............................................ 37

Figure 3-2. Calculation flow ................................................................................. 42

Figure 3-3. Survey Processes ................................................................................ 49

Figure 4-1. Quantity of garbage in medium scenario at 03 terminals ............. 59

Figure 4-2. Quantity of garbage and collected garbage volume ....................... 60

Figure 4-3. Garbage Composition by weight ...................................................... 62

Figure 5-1. Currently Garbage management at Haiphong port ...................... 73

Figure 5-2. Proposal garbage management system at port ............................... 74

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LIST OF TABLES

Table 1-1: Berth and equipment of Haiphong port ........................................ 18

Table 2-1: Categories of ship-generated garbage. .......................................... 21

Table 2-2: Time taken for biodegrading garbage at sea ................................ 23

Table 2-3: Legal Framework for Ship-Garbage Management in Vietnam .. 26

Table 2-4: Six Annexes of MARPOL convention ........................................... 26

Table 2-5: IMO MARPOL 73/78 Annex V: Disposal of garbage into sea .... 27

Table 2-6: Stakeholders in Waste management at Haiphong port ............... 33

Table 2-7: Normal ship-garbage collection processes .................................... 34

Table 3-1: Kind of ship garbage and factors ................................................... 40

Table 3-2. The characteristics and deficiencies of related studies ................. 41

Table 3-3. ISO 21007:2011 Guideline ............................................................... 43

Table 3-4. Scenarios of generated rate of domestic waste .............................. 43

Table 3-5: Probability-based versus Judgmental Sampling Design .............. 45

Table 3-6. Characteristics of survey samples................................................... 46

Table 3-7. Number of ship-calls on survey ...................................................... 47

Table 3-8: Check lists ......................................................................................... 49

Table 3-9: Attributes and levels evaluated in the survey ............................... 53

Table 3-10: An example of conjoint choice profile question .......................... 54

Table 3-11: Variable of each attribute and level ............................................. 56

Table 4-1. Number of docking vessel in 03 terminals ..................................... 58

Table 4-2. Distinguish between bulk ship and container ship for calculation

model ................................................................................................................... 58

Table 4-3. Garbage quantities in medium scenario ........................................ 59

Table 4-4. Volume of garbage in 03 scenarios .................................................. 60

Table 4-5: Garbage Quantity ............................................................................ 61

Table 4-6: Ship-garbage composition results .................................................. 63

Table 4-7: Summary of database ...................................................................... 64

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Table 4-8. Analysis of ship attributes on garbage discharge ......................... 65

Table 4-9: Analysis of CE results ..................................................................... 66

Table 4-10: Analysis of CE results for bulk ships ........................................... 67

Table 4-11: Analysis of CE results for container ships .................................. 67

Table 4-12: WTP for changing of separation level ......................................... 68

Table 4-13: WTP’s 95% confidence intervals for bulk ships ........................ 69

Table 5-1: Actions on garbage sector of Green Port Models ......................... 79

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1. INTRODUCTION

1.1. Background

Marine transportation and seaports are important drivers of economic growth, jobs

and prosperity. More than 80% of world trade is carried by sea in 2012, constituting

by far the most important means of transport of goods. Maritime transport has been

growing annually by around 4.3% for the past three decades as a report of Global

Facilitation Partnership for Transportation and Trade. World trade and maritime

transport are fundamental to sustaining economic growth and spreading prosperity

throughout the world, thereby fulfilling a critical social as well as an economic

function (International Maritime Organization). After the UN Conference on

Sustainable Development held in Rio de Janeiro in 2012, known as Rio+20;

International Maritime Organization has developed ‘A concept of a sustainable marine

transportation system’ on which ‘Environmental Stewardship’ as one of important

goals and actions.

In marine transportation system, operating of ships and ports could be seen as two

essential elements. Together with the growth of marine transportation, number and size

of ships and ports have been increasing. However, the continuous growth of shipping

sectors has introduced some environmental pressure (Butt, 2007; Georgakellos, 2007).

Historically, the biggest concern has been the dumping or accidental discharge of oil

and bilge water, however today there are also wider fears for the impact on marine

ecosystems of ship-source litter, wastewater, including sewage, and cargo residues.

(Seas at Risk Position Paper).

Obviously, ship garbage is a source of marine pollution as well port pollution.

However, this kind of polluter seems to be neglected for a long time. Many people

think that it is most convince and cheapest way when we disposal garbage to sea

because of ability degradable. Nevertheless, vessel generated various type of wastes,

such as organic waste, glass, plastic, metal and hazardous waste. Many items can be

degraded by the seas, but this process can take months or years, for example, plastic

bottles take 450 years to biodegrade as research of Hellenic Marine Environment

Protection Association. Globally, it was estimated in 1982 that 8 million items of

marine litter enter the world’s oceans and seas every day - of which 5 million items are

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thought to be thrown overboard or lost from ships. Those figures are now thought to be

much higher and could be multiplied several times (Barnes, 2005). In 2006,

Greenpeace organization estimated that around 6.4 million tons of garbage was

discharged into ocean each year during ship voyages.

The current framework of international agreement to control marine pollution is

MARPOL convention. The convention was adopted in 1973 and modified by the

Protocol of 1978 (MARPOL 73/78) with six Annexes. Annex V of MARPOL focuses

on pollution by ship-generated garbage, which regulates that some kinds of garbage

are prohibited to discharge into sea and ship operators have to bring back garbage to

shore for disposal. At its 54th session in March 2006, the Marine Environment

Protection Committee emphasized that “illegal discharging garbage from ships could

only be effectively prevented when there were adequate reception facilities in ports”.

The Committee encourages and requires Port Authorities and Governments to ensure

adequate port reception facilities for ship garbage. Generally, there are three main

ways to disposal and treat solid waste from ship: incinerated on ship, disposal at port

or disposal at sea. As new revised of Annex V, MARPOL 73/78 convention in 2013,

only food waste after grinded can be legally discharge at sea. All other types of

garbage have to bring and discharge at port. With combustible waste, such as plastics,

paper, rags may be incinerated on ship, and then incinerator ash is discharged at port.

However, from aerial surveillance by governments around the world, we can see that

illegal dumping by commercial ships is commonplace. There are some main reasons

why ships continue to pollute illegally: inadequacy of port reception facility, tight

schedules with short time in port, lack of monitoring at sea, high garbage disposal fee,

low-awareness of ship officers.

As mentioned above, providing adequate reception facilities for ship garbage and

encourage ship officers to executive law are priority ways for preventing illegal

dumping at sea. It brings us to research tasks on ship-garbage quantity and

characteristic, garbage delivery behaviour of ship officers. However, there were

limited researches and studies on ship-garbage field. Some studies were conducted in

Mediterranean Sea (REMPEC, Activity 1, 2004) and Serbia (Vladanka et al., 2011)

which aim to calculate ship-garbage volumes at port. For ship-garbage composition

survey, other research (Prelec et al., 2006) for designing ship board incinerators used

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results of Incinerator Institute of America which estimated that garbage on ships

comprises 50% food waste, 35% paper and cardboard, 10% plastic, and 5% others. It

was highly noticed that all of survey and research on ship-garbage management need

to consider practical condition of each port and country. Therefore, field survey and

case study are necessary for ship-garbage management researches.

MARPOL convention includes Six Annexes that aim to prevent pollution from

ship: oil, noxious liquid and harmful substances, sewage, garbage, emission. The

country where a ship is registered (Flag State) is responsible for certifying the ship's

compliance with MARPOL's pollution prevention standards. For the case of Vietnam,

the country is going to be signatories and fully comply MARPOL Annex V (pollution

by garbage from ships) in 2016. On which, assessing the adequate of Port reception

facility and establishing garbage management plan at port are compulsory works.

However, port authorities are facing with challenges and difficulties of background

data. In particular, there are lack of survey on ship-generated garbage: generated

volumes, garbage composition, ship-garbage collection rate, garbage delivery

behaviour. Therefore, providing background information and knowledge of ship-

garbage are essential and significant data for port authorities and policy makers as well

to assess existing port reception facilities and making garbage management plan.

1.2. Study Area

1.2.1. Vietnam's seaport system

With a long coastline of 3260 km, maritime economy plays an important role

and intimately affects socioeconomic development, defence and security of Vietnam.

Vietnam is close to the international seaway, which has now the highest density of

vessel traffic in the world, as well as being a gateway to the sea for the landlocked

neighbouring countries, such as Laos and the hinterlands, including north-western

Thailand and south- eastern China.

In implementation of the open door economic policy, the Party and the

Government of Vietnam have attached importance to the development of the country’s

transportation system, particularly ocean shipping. In 2007, the Party Centre

Committee issued Resolution No 09-NQ/TU on “the Vietnam maritime strategy to

2020” which determined that the marine economy will contribute 53-55% of Gross

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Domestic Product. As a result, Vietnam’s seaport system has undergone radical

changes partly in response to increase imports and exports as well as the national

economic growth.

Under Decision No 70/2013/QD-TTg dated 19, Nov 2013 of the Prime

Minister on the classification of seaports, Vietnam's seaport system is divided into 3

categories: 14 seaports class I, 19 seaports class II, 13 seaports class III.

Under Decision No 2190/2009 / QD - TTg of December 24, 2009 of the Prime

Minister to "Approve the development plan of Vietnam's seaport system till 2020 and

orientation to 2030", the port system Vietnam's sea ports are classified into 6 groups:

- Group 1: North seaport from Quang Ninh to Ninh Binh;

- Group 2: Northern Central seaport from Thanh Hoa to Ha Tinh;

- Group 3: Mid-Central seaport from Quang Binh to Quang Ngai;

- Group 4: Southern Central seaport from Binh Dinh to Binh Thuan;

- Group 5: Southeast ports (including Con Dao and located on the Soai Rap

River in Long An, Tien Giang);

- Group 6: Group ports in Mekong Delta

There are three major ports in the three regions, namely Hai Phong Port (in

Group 1), Da Nang Port (in Group 3), and Ho Chi Minh City Port Complex, which

comprises of Tan Cang Sai Gon (Sai Gon New Port) and Sai Gon Port (in Group 5).

There are large and important harbors, which play a key role in the country’s seaport

system. They are currently major traffic leads connecting the north, the center and the

south of Vietnam with regional and worldwide seaports. In 2006, the volume of freight

handled at the port of Hai Phong totaled over 11 million MT and 464,000 TEUs, at the

Da Nang Port reached 2,371 million MT and 37,404 TEUs, and at the ports of Sai Gon

and Tan Cang Sai Gon amounted to 31, 127 million MT and 1,620,509 TEUs, making

up over 60 per cent of the total cargo tonnage movements via the country’s ports.

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Figure 1-1. Vietnam’s port system

According Master plan of Port system in Vietnam till 2020, the country

is planning to construct three National general ports (class IA). These key ports play as

International transhipment and gateway ports: Van Phong (KhanhHoa), HaiPhong

(LachHuyen), Ba Ria – Vung Tau.

1.2.2. Overview of Haiphong city

Haiphong city is the third largest city of Vietnam and northern Vietnam's most

important seaport with its deep-water anchorage and large maritime facilities. With its

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own strategic position, the city plays important role for economic and industrial

development in Northern of Vietnam. As the port city and the main gateway of

Vietnam's vital sea, is an important traffic hub of key economic region of Tonkin, on

two corridors - one economic cooperation belt Vietnam - China. As the economic

centre - scientific - technical synthesis of the northern coastal region and is one of the

central development of the northern key economic region and the whole country

(Decision 1448 / QD-dated 16th, Sep 2009 of the Prime Minister). The population of

Haiphong is 1,925,200 in 2013 (3rd largest city of Vietnam) encompassing an area of

1,507.57 km² equal to 0.45% natural area of the whole country.

Figure 1-2. Haiphong city location

Haiphong is a major port city, 120 km away from capital Hanoi. It borders with

Quangninh province in the north, Haiduong province in the west, Thaibinh province in

the south and Eastern sea in the east. The sea territories of Haiphong are part of north-

eastern water area of Gulf of Tonkin. The length of sea coast of Haiphong is 125 km

including the length of coast surrounding the offshore islands. The city is located in a

convenient position for transportation to domestic provinces, and international

networks via road network, railway, sea routes and inland waterway.

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Figure 1-3. Haiphong map

1.2.3. Haiphong’s port system

With 125 km length of coast, port system in Haiphong city was paid much

attention to build very early. In the late 19th century, early 20th century, Haiphong was

built by the French as a Pacific centre of commerce, finance and most especially a

notable seaport. Early 20th century, the port of Haiphong had close relationships with

a number of major ports in South East Asia, Asia, Oceania, North America, Indian

Ocean, Mediterranean Sea, Atlantic Ocean, and North European Sea etc. Haiphong

port cluster is of national-level. Along with Saigon Port, it is one of Vietnam's largest

seaport systems under the Government’s renovation scheme. The port is located on a

sea transport route connecting Singapore to Hong Kong and other ports of South East

Asia and North East Asia (http://www.haiphong.gov.vn).

The development of port system in Haiphong is key promotion of socio-economics

development in area. In 2014, Haiphong has 38 port owners with cargo throughput

reaching 65 million tons comparing with 370.2 million tons cargo throughput of all

ports in Vietnam. (Source: Vietnam Maritime Administration report in 2015)

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More importantly, the orientation development of Haiphong is focusing on

improving marine, coastal economy and marine services which is clearly demonstrated

in Vietnam national growth strategy and city planning. In 2013, one of most important

project was launching namely ‘Haiphong International Gateway Port Development

Project’. This is the master project of new gateway port for provinces of Northern area

and the transport network link to the port in the year 2020, orienting to 2030.

The biggest port company in Haiphong is Haiphong port – this is a state-owner

company. It was founded in 1876, which has the biggest cargo throughput among the

ports in the North of Vietnam. It consists three terminals: HoangDieu (central

terminal), Chuave and Haiphong New Port (Tanvu terminal)

Figure 1-4. Haiphong port map

Located near city centre, HoangDieu terminal with 11 berth can be seen as a

traditional terminal. HoangDieu terminal is separated into two areas: Berth 1 to 3 are

using for container ships; Berth 4 to 11 for general cargo ships. Although this terminal

can accept both container and bulk ships, it is observed that mainly type of docking

vessel in HoangDieu is bulk ship. It happened because of the development two other

terminals (Chuave and Tanvu) as well as market competition from other ports. Chuave

and Tanvu terminals are newer port areas with higher depth of water comparing with

HoangDieu. These ports also had constructed to mainly accept container ships.

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Currently, there is clear transition on port function in Haiphong port. While

HoangDieu is mainly used for cargo handling of bulk ships, Chuave and Tanvu are

docking terminals of container ships. Table 1-1 shows the existing facilities and

equipment of three terminals

Table 1-1: Berth and equipment of Haiphong port

Berth name/No. Length Depth Equipment Vessel/Cargo

Main port area – HoangDieu Terminal

M1 125 m -7.5 m - Shore cranes 5MT, 10MT,

16MT, 32MT.

- Floating cranes 10~80MT

General cargo,

container, bag, bulk

vessels.

Maximum accepted

ship: M1,2,3 = 30.000

M4,5,6 = 40.000 DWT

M2 125 m -7.5 m

M3 163 m -7.2 m

M4 165 m -7.5 m

M5 165 m -7.7 m

M6 165 m -8.3 m

M7 164 m -8.3 m

M8 164 m -8.7 m

M9 164 m -7.7 m

M10 159 m -8.5 m

M11 159 m -7.5 m

Chua Ve Terminal

C1 165 m -8.0 m

- Shore crane 40MT

- Gantry crane 32MT

- Dedicated forklifts 2~42MT

- Elect. scale 80MT

Container, general

cargo vessels.

Maximum accepted

ship: 20.000 DWT

C2 183 m -7.8 m

C3 150 m -7.8 m

C4 175 m -8.5 m

C5 175 m -8.5 m

Haiphong new port – Tan vu terminal

TV1 190 m -9.4 m

- Jib/Slewing crane 40MT

- Quayside gantry crane

Container, general

cargo vessels.

Maximum accepted

ship: 55,000DWT

TV2 190 m -9.4 m

TV3 217 m -9.4 m

TV4 163 m -9.4 m

TV5 195 m -9.4 m

(Updated data at 27th March, 2015 by Haiphong Maritime of Administration.

Source: http://www.cangvuhaiphong.gov.vn/viewPage.aspx?page=portinfo)

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1.3. Purpose of research

Research’ purpose is to contribute to the process toward improvement of existing

solid waste management system at port areas. The output data and analysis done in this

thesis can be utilised to help decision-makers, particularly at the local level on

establishing garbage management plans.

Because of limited existing study on this field, not only results but also research

approach and survey process of our research can be a significant reference for other

studies. At local level, results of the research facilitate for Haiphong port authority to

comply fully MARPOL Annex V in 2016. It also an important sector of port

management system to become Green Port in the future.

1.4. Research objectives

Based on the demand and necessity of background data for ship-garbage

management plan at Haiphong port, we aim to achieve these key objectives:

- To review legislation and stakeholders and estimate expected discharge amount

at Haiphong ports, focusing on three terminals: HoangDieu, Chuave and Tanvu.

- To define ship-garbage characteristics including garbage generated volumes and

garbage discharged composition.

- To analyse garbage delivery behaviour of ship-officers.

- From outputs of above objectives, by comparing with some other model solid

waste management system at port, to give recommendation for Haiphong Port

Authority on ship-garbage management system.

1.5. Research assistances and constraints

It is obviously pleasure for me during whole of studying time in Kitakyushu

because of enthusiastically supported and collaborated from related organizations.

Especially, I have received meaningful helps from both Kitakyushu and Haiphong city

government. As the requirement of research, it is necessary to contact with various

stakeholders in waste management sector. With the support and introduction of city

government, almost of discussions, interviews, and meetings have done smoothly.

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However, there are also certain constraints to this study, originating from the ground

situations including lack of statistic data or study scope.

- Lack of statistic data: Because of less concern of Port Authority in ship-

garbage management system, we have observed the overlap management and lack of

reliable statistics data on this field. Some of data can not be accessed or recorded

which caused some difficulties for us.

- Study scope: It should be better if our research can involve all of ports in

Haiphong city as well as interviewing larger number of ship officers during surveys to

make more convince results for policy-makers. However, there are time and budget

constraints for doing large survey, so we have done the best efforts to gain reliable

results for our surveys

1.6. Thesis organization:

The thesis is organized in five chapters. Following the introduction, Chapter 2

consists of the review of ship-garbage management system at Haiphong port. Chapter

3 provides data and study methods of three main research stages. In chapter 4, I am

going to explain results and discussions of the study. Chapter 5 provides

recommendations for new ship garbage management system at Haiphong port and

conclusions. Finally, questionnaire for officers of ship calling at Haiphong port is

shown in Appendix part.

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2. SHIP-GENERATED GARBAGE MANAGEMENT SYSTEM

IN HAIPHONG PORT

2.1. Definition of ship-generated garbage.

Ship-generated garbage means all type of solid waste that are generated on board

during ship-operation. It can be either non-hazardous or hazardous waste. Normally,

ship-generated garbage can be divided into two categories:

Domestic waste including wet and dry garbage, represent all type of waste

from daily activities of crewmember on board. It consists of food waste,

paper and cardboard, glass, metal, packaging, plastics….

Operational wastes that consists of cargo-associated wastes and maintenance

wastes. Cargo associated wastes are generated from cargo storage and

handling works while maintenance wastes collected by the engine

department and deck department. In this category, sometime includes small

quantities of solid cargo residues.

Regularly, hazardous waste is generated in engine room where sailor need to

operate and maintain main and auxiliary engine. Rags with oil are feature hazardous

waste on ship. Based on the Guideline for the Implementation of Annex V of

MARPOL, garbage should to be grouped into 09 categories for the purposes of the

Garbage Record Book.

Table 2-1: Categories of ship-generated garbage.

A. Plastic D. Cooking Oil G. Cargo residues

B. Food waste E. Incinerator ashes H. Animal Carcass

C. Domestic wastes F. Operational wastes I. Fishing Gear

Compiled from the Guideline for the Implementation of Annex V of MARPOL

Under the guidance of MARPOL convention, each ship-owner and ship-officers

need to establish and decide their own garbage management plans on ship-board.

Number of garbage categories is depended and various among ship-companies. As my

own recorded for case of Haiphong ports, the maximum number of garbage categories

on ship is 06 types of garbage (see Chapter 3, section 3.3).

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Based on characteristic of each garbage categories, we could relatively divide

ship-garbage into three main types.

Food waste: derived in whole or in part from fruits, vegetables, meats or

other plant or animal material. It is also included food scraps that are

generated aboard ship. Comparing with other type of garbage, food

waste is easier to decompose on the environment. In the open sea areas

where dumping is allowed, food waste is normally simply treated (grind

or crush) before discharge.

Plastics and other persistent garbage: Plastic means a solid material

which contains as an essential ingredient one or more high molecular

mass polymers including synthetic ropes, synthetic fishing nets, plastics

garbage bags and incinerator ashes from plastic products. Metal cans,

bottle glass, cement, … are persistent waste. These kind of wastes are in

dry form which need to store and collect different from food waste.

Persistent materials remain and exist for a long time at sea which should

be prevented from illegal dumping from ships.

Hazardous waste: Normally, fuel oil is main energy source of ship.

Therefore, there is highly concern of solid waste, which is combined

with oil and oil products. Some other sources of hazardous garbage come

from maintenance of a ship such as fluorescent lamps, batteries or paint

containers.

2.2. Potential environmental impacts associated with garbage from ship.

If ships fail to store and manage properly their ship-garbage that should be

discharged at port or incinerated on board, there is potential for the introduction of

ship-garbage into the marine environment. In such case, ship-garbage is call the

marine debris that cause marine pollution. Different from discharging garbage on land,

garbage discarded into the sea can be transported far from the point of discharge that is

hard to control and manage.

In fact, many items can be degraded by the seas, but this process can take

months or years. Table 2-2 shows the expected times taken for different items of

23

garbage to biodegrade at sea based on research of Hellenic Marine Environment

Protection Association

Table 2-2: Time taken for biodegrading garbage at sea

Type of garbage Time taken to biodegrade

Paper 2-4 weeks

Cotton cloth 1-5 months

Rope 3-14 months

Woollen cloth 1 year

Painted wood 13 years

Tin can 100 years

Aluminium can 200-500 years

Plastic bottle 450 years

Source: Hellenic Marine Environment Protection Association

The fate of garbage after it is discharged overboard depends on a number of

factors, including the physical characteristics of the solid garbage. According the

National Research Council (1995), large and dense particles such as ground glass,

metal will quickly sink at sea. On the other hand, there is a small particles tend to

disperse in the surface layer while emulsified particles may remain in the water

column for long periods. Organic material may or may not sink. The potential

environmental and physical effects of marine debris include:

1. Aesthetic degradation of surface sea waters and beach areas;

2. Physical injuries to humans and life-threatening interference with their

3. activities;

4. Ecological damage caused by the interference of plastics with gas

exchange between overlying waters and those in the benthos;

5. Alterations in the composition of ecosystems caused by debris that

provides habitats for opportunistic organisms;

6. Entanglements of birds, fish, turtles, and cetaceans in lost or discarded

nets, fishing gear, and packing materials; and

7. Ingestion of plastic particles by marine animals.

24

In the above content, we have relatively divided ship-garbage into three main

types: food waste, plastic and other persistent garbage, hazardous waste. Hence,

depending on characteristic of garbage, they have different effect levels on the marine

environment.

Food waste: If food waste is grinded and discharged in sufficient

quantities, it can contribute to increases in biological oxygen demand

(BOD), chemical oxygen demand (COD) and total organic carbon

(TOC), adversely affect marine biota, and elevate nutrient levels.

Polglaze (2003) further states that food waste components may be

detrimental to fish digestion and health and have unsuitable nutrient

content. Continued disposal of food wastes in restricted environments

can cause nutrient pollution, if the water is not freely exchange (Cruise

ship Environmental Task Force, 2003). Also, regular and sufficiently

large inoculations of food waste to an area may cause ecological changes

(Polglaze, 2003). An additional potential environmental impact of

discharged food waste may be the introduction of food-associated

plastics.

Plastics and other persistent garbage: These kinds of garbage are difficult

to biodegrade more than 100 years that can be seen as long-term effect

pollutants. On which, plastics and micro plastics (less than 5 mm in

diameter) are the most adverse effects to the marine environment. Micro

plastic debris provide a pathway facilitating the transport of harmful and

toxic chemicals to organisms. The bioaccumulation of plastics through

food chains is big problem. For example, based on observations of

secondary and tertiary ingestion of plastics by certain species: bald

eagles preying on parakeet auklets with plastic in their stomachs (Day et

al,. 1985). Moreover, through food chains, human health also be affected

when we use and eat seafood. Plastics and other persistent debris are

being implicated in the contamination of some habitats by

nonindigenous invasive species (Cruise Ship Environmental Task Force,

2003).

25

Hazardous garbage: On board, during maintaining and operating

processes, some kind of solid wastes that include hazardous substances.

Most concerned substance is solid waste combined with oil. Oil

pollution at sea is a serious problem because of high ability of expansion

to wider areas as well as long term effects on wild life and habitats.

These diverse impacts on the wildlife and its habitats through physical

contact inhalation, ingestion and absorption. Floating oil often

contaminates planktons which includes fish eggs, algae and larvae of

various invertebrates that inhabit the waters. Fish that feed on the

plankton that are contaminated with oil spills, often affects the larger

food chains including the bigger fish, birds, terrestrial animals and even

the human who consume the contaminated organisms. Furthermore, due

to the persistence of oil in the marine environment for longer periods

often results to the shifts in population structure, species diversity,

abundance and their distribution.

2.3. Legislation framework on ship-garbage management.

2.3.1. Legal background:

At International level, there is the most important instrument that deal

with certain aspects of ship-sources pollution: the International Convention for

the Prevention of Pollution from ships (MARPOL 73/78). The specific

provisions for ship-garbage management were declared in Annex V (latest

revised in 2013 by Amendments MEPC 62)

At National level, the two directly related laws at port areas are

“Environmental Law 2004 (revised 2014)” and “Decree 21 for Port and

Channel management”.

26

Table 2-3: Legal Framework for Ship-Garbage Management in Vietnam

International Laws Valid Time National Laws Valid Time

- MARPOL Annex I, II

- MARPOL Annex III, IV, V,

VI

- 1992

- Expected

2016

- Environmental Law 2005

(revised 2014)

- Decree No. 21/2012/ND-CP

- Haiphong seaport Regulation

- 2005

- 21 March,

2012

- 2014

2.3.2. International level: MARPOL 73/78

2.3.2.1. Overview of MARPOL convention:

MARPOL is abbreviation of the International Convention for the Prevention of

Pollution from Ships. It is a combination of two treaties adopted in 1973 and 1978

respectively and updated by amendments through the years. The MARPOL

Convention is the main international convention covering prevention of pollution of

the marine environment by ships from operational or accidental causes.

It establishes criteria for discharging garbage at sea and an obligation for the

ship master to report any pollution incident which is defined as ‘a discharge above the

permitted level’. It also imposes a duty to cooperate between States parties to the

Convention in the sanctioning of such violations. MARPOL 73/78 includes six

annexes:

Table 2-4: Six Annexes of MARPOL convention

2.3.2.2. Annex V – Prevention of pollution by garbage from ship

Annex Title Entry into force

Annex I Prevention of pollution by oil 2 October 1983

Annex II Control of pollution by noxious liquid substances 2 October 1983

Annex III Prevention of pollution by harmful substances in

packaged form 1 July 1992

Annex IV Prevention of pollution by sewage from ships 27 September 2003

Annex V Prevention of pollution by garbage from ships 31 December 1988

Annex VI Prevention of air pollution from ships 19 May 2005

27

MARPOL Annex V regulates the disposal of garbage into the sea, by setting

prohibitions on disposal. Under Annex V, the term garbage includes “all kinds of

victual, domestic and operational waste, excluding fresh fish and parts thereof,

generated during the normal operation of the ship and liable to be disposed of

continuously or periodically except those substances which are defined or listed in

other Annexes”. The Annex also requires governments to ensure the provision of

facilities at ports and terminals for the reception of garbage. Table 2-5 shows details of

requirements for disposal of garbage at sea (revised into force Jan 2013)

Table 2-5: IMO MARPOL 73/78 Annex V: Disposal of garbage into sea

Garbage Type Outside Special Areas In Special Areas

Plastics including ropes, nets, bags Disposal prohibited Disposal prohibited

Floating dunnage, lining, packing

materials

Disposal prohibited Disposal prohibited

Cargo residues, paper products, rags,

glass, metal, bottles, crockery etc

Disposal prohibited Disposal prohibited

Food waste >12 miles offshore Disposal prohibited

GROUND Food waste (<25 mm) >3 miles offshore >12 miles offshore

Incinerator ashes contain plastics Disposal prohibited Disposal prohibited

Cooking oil Disposal prohibited Disposal prohibited

It can be seen in Table 2-5 that only food waste is legally dumping into sea with

condition of position of ships over at least 3 miles offshore. Annex V sets more

stringent discharge standards for “special area”. Special area means sea area where for

recognized technical reasons in relation to its oceanographic and ecological condition

and to the particular character of its traffic the adoption of special mandatory methods

for the prevention of sea pollution by garbage is required (Regulation 1 of MARPOL

Annex V). The special areas identified by Annex V are the Mediterranean Sea, Baltic

Sea, Black Sea, Red Sea, Gulfs area, North Sea, Antarctic and Wider Caribbean

28

Region. Further, the Annex requires every of 400 gross tonnage and above shall

provide a Garbage Record Book to manage ship-generated garbage.

2.3.3. National level:

Vietnam has implementing a number of policies and laws on the protection of

marine and coastal environment. Current related laws and decrees include Vietnam's

Maritime Law (2005), Law on Environmental Protection (2005), Decree 21 for port

and channel management (2012). For local ports, each port authority has to provide

regulation of port area, in the case of Haiphong is Haiphong seaport regulation (2014)

2.3.3.1. Vietnam's Maritime Law (1990, amended in 2005):

The Law has regulations on environmental protection from the operation of

ships, requiring all ships, both of domestic and foreign vessels, must comply with the

provisions on environmental protection under provisions of the law of Vietnam and

international treaties to which Vietnam has signed. In addition, the law also provides

for civil responsibility of owners, must have a certificate of insurance for tankers,

liability for oil pollution compensation.

2.3.3.2. Law on Environmental Protection (adopted in 1993 and amended

in 2005):

The law has taken the general concept of environmentally related, such as

environmental elements, substances waste, pollutants, pollution, environmental

degradation, environmental incidents ... Law on Environmental Protection specifies

the need for Environmental Impact Assessment of the project development and

regulation responsible for evaluating the environmental impact assessment report.

Also, the law stipulates that the position, role, functions and scope of responsibility of

the agencies, organizations and individuals on environmental protection.

Chapter VII, Section 1 for protection of Marine Environment with Article 55 to

Article 58 regulate about marine environmental Protection with these contents:

- Principles of Marine Environment Protection

- Conservation and Rational Use of Marine Natural Resources

29

- Marine Environmental Pollution Control and Treatment

- Organization of Marine Environmental Incident Prevention and Response

Especially, Article 57 declares that:

Sources of wastes discharged from mainland, production, business and

service units, urban centres and residential areas in coastal zones, on the

sea and islands, must be investigated, inventoried and assessed, and

measures must be taken to prevent and restrict their adverse impacts on

marine environment.

Dumping wastes under all forms in the waters of the Socialist Republic

of Viet Nam must be strictly prohibited.

For further references: http://www.vr.org.vn/VRE/images/vanban/VEPC.pdf

2.3.3.3. Decree No. 21/2012/ND-CP of March 21, 2012, on management of

seaports and navigable channels (issued 2006, revised 2012):

This Decree applies to Vietnamese and foreign organizations, individuals and

vessels and specialized state management agencies involved in the investment in,

construction and operation of seaports, navigable channels and in the management of

maritime activities in Vietnamese seaports and seas.

Article 78 for Dumping of rubbish and discharge of wastewater and ballast

water regulates:

- Vessels, while operating in a seaport, shall dump rubbish, pump out dirty

water and ballast water in accordance with regulations and instructions of the port

authority.

- Port enterprises or vessel cleaning service providers in a seaport shall arrange

reception facilities for rubbish, dirty water, water containing oil residues and other

hazardous liquids discharged from vessels for treatment or transfer to functional

agencies for treatment and may collect service charges in accordance with law.

- The Ministry of Transport shall reach agreement with related ministries and

sectors on detailing the management of collection and treatment of wastes discharged

from vessels in seaport waters.

2.3.3.4. Haiphong seaport regulation (issued 2007, revised 2014)

30

Subject of application: this Regulation shall be applied to Vietnamese and

foreign organizations, individuals and vessels involving in maritime activities in

HaiPhong seaports.

In accordance with Decree No. 21/2012/ND-CP, other relevant provisions of

law, Port Authority of Haiphong regulates on detailing of garbage disposal at

Haiphong seaports in Article 30: Garbage on board must be collected, separated as

specified by laws and regulations and stored in suitable containers and discharged to

shore reception facilities just after arrival or berthing. The discharging of garbage to

shore facilities shall be arranged at 2 days interval on cargo ships and 01 day interval

on passenger ships.

Regarding to solid waste management arising from the operation of sea ports, it

is managed in accordance with Decree 59/2007 / ND-CP at April 9, 2007. Hazardous

waste of ports to be managed in accordance with the guidance in Circular 12/2011 /

TT-BTNMT of Natural Resources and Environment Department at April 14, 2011. In

general, hazardous and normal waste have to manage, collect and disposal separately.

There are only some agencies that are licensed by Ministry of Environment could be

able to collect and disposal hazardous waste.

2.4. Institutional framework

2.4.1. Port management body in Vietnam

The port management system in Vietnam is diversified which based on size of

port, location and its function. In the case of HaiPhong port, VINAMARINE -

Vietnam Maritime Administration is typical of a state management body, and the

state-owned enterprise (SOE) (Vinalines) acts as port operators. Haiphong port

management body is explained in Figure 2-1

31

Figure 2-1. Port management system in Haiphong port

In Vietnam, Vietnam Maritime Administration plays as Port Authority at port

areas. However, their functions are not comprehensive as model in some other

countries. The Port Authority is simply responsible for procedural documentation for

ship entering and exiting Vietnamese wasters. They also ensure safety and

environmental protection in the supervised areas. In Haiphong, the Port Authority is

neither landowners nor infrastructure developers. In other hand, Haiphong Port

company plays as port operator with function of development planning, daily

operations and commercial management activities. There have sometimes been some

overlapping functions of management and planning between Port Authority and Port

company.

2.4.2. Environmental management body at port.

It is noted that at port, both marine zones and land zones exist which define

responsibility of environmental management for various administrations.

Stakeholders in the integrated management of the marine environment at

Haiphong port include:

1. Haiphong People's Committee: this is the highest executive body for all

activities occurring in Haiphong city.

Management bodies Port operators

Ministry of Transport

Vietnam Maritime Administration

Maritime administration of HaiPhong

Vietnam National shipping lines

(State-owned enterprise)

Haiphong port

Hoang

Dieu

terminal

Chua

Ve

terminal

Tanvu

terminal

32

2. Department of Natural Resources and Environment: This is government

management agency, which has oversight responsibilities, environmental management

and control of waste collection in the area.

3. Haiphong Urban environment company (Haiphong URENCO): the main

agency is implementing garbage collection, transportation and disposal in the port area.

4. Maritime administration of Haiphong: the state management agency under

the Department of maritime navigation. This authority performs the function of state

management for maritime shipping in Haiphong city waters.

5. Haiphong port company: which is responsible for conducting business

operations, supporting port services, logistics in Haiphong port area.

Maritime administration of Haiphong coordinates integrated environmental

management program of maritime activities at ports. They also collaborate with

Department of Natural Resources and Environment to determine program, plan and

supervise the operation of the vessel related to pollution prevention in the port.

2.4.3. Garbage management system at Haiphong port.

At port area, solid waste can be generated from both Port services and shipping

activities. Therefore, garbage management bodies at Haiphong port is different

regarding steams and generated location of garbage: marine zone or land zone. Table

2-6 provides more details knowledge about current garbage management at Haiphong

ports.

Regarding ship-garbage management, Ship owners have to responsible for

discharge and handle ship-garbage by using services by garbage collection companies.

Normally, shipping agencies represent ship owner to do and implement all paper

procedures and services at Haiphong port areas. Maritime Administration of Haiphong

is administrative authority for ship-garbage management when garbage is stored on-

board. After discharging on land and transfer to other sites, Department of Natural

Resources and Environment becomes administrative authority.

33

Table 2-6: Stakeholders in Waste management at Haiphong port(*).

* Results of interviewing Maritime Administration of Haiphong at 11th, Dec 2014

** Normal waste means food waste and plastics, other persistent garbage on ship

During garbage collection, transportation and disposal, there are three involved

enterprises

- Ship-garbage sanitation team: This team directly conducts ship-garbage

collection activity. The team was established as a joint company between URENCO

Haiphong and Haiphong port trading and service JSC. Currently the team includes 16

officers and employees who are in charge of ship-garbage collection at 30 ports and

anchorage areas in Haiphong

- Cleaning team of port: This is a group of workers who belongs to each port.

They are responsible for sanitary cleaning and garbage collection at port ground:

Generated Waste from Port

services Generated Waste from ships

Waste Sources

Cargo handling or dismantling,

packed container; maintenance and

repairing equipment at port (vehicle,

crane....); daily waste from officers,

workers

Daily activities of crew (food waste,

bottle, can, paper, bags …); waste from

the operation of ships (rags, container,

ballast water ...), and cargo hold waste

(cargo residues, dunnage,...)

Responsibility of

appropriate waste

treatment

Haiphong port company Ship owners

Administrative

authority of waste

treatment

Chaired by Maritime Administration of Haiphong

Department of Natural Resources and Environment

Waste treatment

bodies

Normal waste(**) Hazardous

waste Normal waste Hazardous waste

Ship-garbage

sanitation team +

Haiphong

URENCO.

- HoaAnh

company + 03

other companies

Cleaning team of

port + Haiphong

URENCO.

- HoaAnh

company + 03

other companies

34

during cargo handling processes, waste from factories. The team is only responsible

for collecting and transferring garbage to collecting points inside port (garbage

stations). After that, URENCO Haiphong is in charge of transporting garbage to

landfill sites.

- HoaAnh company: HoaAnh Joint Stock Company was established in May 7,

2001. This company is providing environmental sanitation services at ports and

industrial zones. In specific, at port areas, they collect and treat hazardous waste and

industrial waste that are generated from both ship and port services.

2.4.4. Existing Ship-garbage Reception Facilities at Haiphong port.

2.4.4.1. General picture of ship-garbage collection systems at Haiphong

port.

Regarding garbage collection system at Haiphong port, there are two separated

garbage treatment bodies. In specific, cleaning team of port collects and transfer port-

generated garbage to collection points that are located inside each port. Then workers

from URENCO Haiphong enter port to collect and move port-garbage to city landfills.

That means Port Company do not have any responsibility for garbage other than port-

generated garbage. Garbage from ship is collected by ship-garbage sanitation team

with normal waste and by HoaAnh company with hazardous waste. Table 2-7 shows

normal ship-garbage collection process by ship-garbage sanitation team at Haiphong

port.

Table 2-7: Normal ship-garbage collection processes

Flows Stakeholders Implementation Notes

1 Collecting garbage

on board

- Ship-garbage

sanitation team,

- Shipping agency

- Chief officer on

ships

- Collection workers go on

board to ask chief officer for

garbage collection.

- Taking all ship-garbage from

trashes to nylon bags.

- Putting garbage bags on

collection vehicle (cyclos or

truck)

- If any ship has special demand

of garbage collection, they can

contact directly to ship-garbage

sanitation team via shipping

agency for garbage collection.

- If not, workers go on-board

onetime for 2 days for cargo

ships and once a day for

passenger ships

35

2 Transferring to

collection points

Ship-garbage

sanitation team

Using cyclos or truck to transfer

garbage from ship to collection

points inside ports or outside

ports

Ship-garbage sanitation team

has to pay fee to port company

if they set collection points

inside port.

3 Transferring to

landfill site

- Ship-garbage

sanitation team

- URENCO

Haiphong

When collection point is full of

garbage, Ship-garbage

sanitation team will contact with

URENCO Haiphong to ask for

moving garbage to city landfill

site

There is no specific schedule for

truck coming to collection

points. It based on filling levels

of them.

4 Final disposal URENCO

Haiphong

Ship-garbage is discharge at

Dinhvu landfill site, one of city

landfill.

Garbage treatment method:

sanitary landfill

HoaAnh JS Company is in charge of collecting and handling hazardous garbage

from ship. Because of more strictly management on hazardous treatment processes,

there are some different on collection flow comparing with normal garbage. For

discharging hazardous waste from ship, it is required of prior notification for

discharging hazardous at Haiphong. Haiphong Maritime of Administration are

responsible for monitoring and authorization hazardous ship-garbage collection

processes.

36

Figure 2-2. Hazardous ship-garbage collection processes

2.4.4.2. Garbage collection capacity provided by Ship-garbage sanitation

team

- Service areas: 30 ports and anchorage areas in Haiphong.

- Average quantity of ship-garbage collection: approximately 1600 m3/year

- Total number of workers: 16

- Reception facility: 01 truck, 06 cyclos (handcarts), 04 trash containers (660

litters/container), 02 collecting vessels.

- Collection time: no fixed schedule of garbage collection which is based on

ship-schedule. Workers visit all of docking ship at port areas to ask for garbage

disposal (every one day with passenger ships, every two days with cargo ships)

- Collection fee: 25 USD for foreign ship/time; 10 USD for Vietnamese ship

(15 USD if ship docks in roadstead).

- Method of payment: in-direct system – payment through Maritime of

Administration of Haiphong.

Source: Results of interviewing URENCO Haiphong at 10th Dec 2014

Haiphong Maritime of Administration

HoaAnh JSC

Sending request to

company, arranging

time and collection

fee

Asking for acceptance of

collecting hazardous

garbage from ship

Conduct

Ship owner/Chief officer of ships

Shipping agency

Notification of

garbage discharge

Hazardous collection on ship Transferring and handling garbage at

HoaAnh JSC

37

3. DATA AND METHODS

Chapter 1 demonstrated that a research need existed with regard to the ship-

garbage management at port and on ships. It is necessary to capture practical situation

of garbage management at specific port, then Port Authorities and stakeholders can

determine the adequacy of Port Reception Facilities. Chapter 2 provides background

of legislation and institutional framework of ship-garbage collecting system at

Haiphong ports. However, collected primary data from local government and Port

Authority are not enough for assessing garbage management systems at these ports.

Therefore, in order to provide comprehensive view of ship-garbage management

system in Haiphong port, we did 04 main research activities (Figure 3-1). The first

activity was reviewing status of ship-garbage management at Haiphong port, which

has been explained detail in Chapter 2. Three remaining activities were an estimation

of ship garbage quantity at Haiphong port, garbage composition survey and a survey

of garbage delivery behaviour. Methodology and Data collection method of each

survey will be explained in this chapter.

Figure 3-1. Research Diagram and Main contents

1. Assessing the adequacy of current ship-garbage management.

2. Defining ship-garbage characteristics.

3. Analysing garbage delivery behavior of Ship operators.

Main processes

Reviewing current status of ship-

garbage management at port

Research ApproachOutcomes

• Data collection.

• Interview stakeholders

• Legal framework

• Existing garbage collection facility

Calculating ship-generated garbage

quantity at Haiphong port

from 2009 to 2013

• Primary data collection.

• Calculation model

• Literature review

• Ship-garbage generated quantities

• Garbage collection rate

Ship-garbage composition survey

(for 103 ship-calls)

• Field survey

• Statistic and analysis

• Soild waste distribution by

percentage by weight

• More accurate collection rate

Garbage delivery behavior of

Ship operators

(45 chief officers)

• In-depth interview Chief

officers

• Conjoint analysis

• Deficiencies of garbage reception

service at Haiphong port.

• The most impact factor on garbage

delivery attitude

• Money value of each factor

38

3.1. Stage 1: Estimating expected ship-garbage quantity in Haiphong port

from 2009 to 2013

3.1.1. Objective:

Ship-generated garbage quantity is essential data for establishing garbage

management plan as well as assess current reception facilities at port area. Therefore,

this stage aims to these keys objectives:

- To create calculation flow of garbage quantity which is suitable with available

data in Haiphong port.

- To calculate expected ship-garbage quantity in Haiphong port form 2009 to

2013.

- To define the difference on characteristic between bulk ships and container

ships in Haiphong port.

- To evaluate collection rate of ship garbage at Haiphong port.

3.1.2. Methodology

Calculation basis and available input data are two most important sectors that

we concern to make a good example of estimation. These two things have interrelated

each other and they determine the calculation model is fitting or not. Firstly, we refer

and review some current studies and practical examples about how they estimate ship-

garbage quantity. Then based on available statistic data of Haiphong city and Port

Authority, we propose our own model to calculate ship-generated garbage quantity in

Haiphong.

3.1.3.1. Reviewing calculation models

In general, there is a range of factors such as crewmember, length of voyage,

type of ship, ship operational considerations that should be used to calculate expected

garbage from each ship. We discuss here two models to estimate expected volume of

ship garbage .

a, The REMPEC model

The model developed for Regional Marine Pollution Emergency Response

Centre for the Mediterranean Sea (REMPEC) in the framework of an Assessment of

39

the existing situation and needs of Albania, Croatia and Slovenia regarding port

reception facilities for collecting ship-generated garbage, bilge water and oily wastes

in 2004

The quantity of ship garbage includes domestic, maintenance waste are

calculated from the following formula:

G = GD + GM (kg/week)

Where:

G = the quantity of garbage received in peak seven day period (kg/week)

GD = the quantity of domestic solid waste received in a peak seven day period

(kg/week)

GM = the quantity of maintenance solid wastes received in a peak seven day

period (kg/week)

- Quantity of domestic waste

GD = ΝD * ΤD * QD * ΡD

where:

GD = quantity of domestic garbage received in peak seven day period from

ships (kg/week)

ΝD = number of ships calling at the port in the same period

TD = average duration of voyage and stay at the port of ships (days)

QD = average daily domestic garbage generation rate on ships

(cargo ship 2.0 kg/person/day, passenger ship 3.0 kg/person/day)

PD = average number of persons onboard a typical ship (persons/vessel)

- Quantity of maintenance waste

GM = N * T * M

Where:

N = number of vessels in port during a peak seven-day period (vessels/week);

T = average duration of ships’ transit and stay at the port area (days);

M = average quantity of maintenance solid wastes generated daily from a

typical vessel (11 kg/vessel-day)

b, The model FSI

The IMO Sub-Committee on Flag State Implementation (FSI), reported the

activities of the 17th session: 20-24 April 2009. One of these activities was

40

“WORK ITEM 4.1: TYPES AND AMOUNT OF WASTES – Review of type

and amount of wastes generated on board”. The result is a set of waste

calculation formulas presented below.

V Kind of waste = Factor x d x P = V (dm3)

where:

V is the volume of the relevant kind of waste in dm3;

d is the duration of journey in days (at least 30 days);

P is the number of persons on board.

Factor depends on each kind of waste. There are 05 main types of garbage with

relevant factors

Table 3-1: Kind of ship garbage and factors

Type of garbage Factor

Glass 1.84

Paper, Cardboard 1.05

Packaging, plastics 1.0

Metal and scrap 0.55

Organic waste 1.02

Compiled from WORK ITEM 4.1: TYPES AND AMOUNT OF WASTES, IMO

*, Deficiencies of two models.

- Considering REMPEC model, it is suitable for estimate ship-generated

garbage during a peak of seven days period. Therefore, it is not applicable for

estimating ship garbage at port for long period (from 2009 to 2015) as research

proposal. Moreover, average duration of voyage and stay at the port of ships (TD) is

average data recorded during seven days. In the case of small number of ship callings

during survey period, calculation results will be unreliable.

- Considering the model FSI, most constraint for applying of this model is the

requirement of at least 30 days of ship’s journey (d). In the case of Haiphong and

many other ports, average day of ship’s journey is less than 30 days. Therefore, this

method is impossible to apply for the case of Haiphong port.

- To establish calculation model for ship-garbage quantity at Haiphong port, we

use idea of REMPEC model while making adjustment on input data processes based

41

on practical situation in Haiphong. Before proposal model for Haiphong port, we also

review and analysis calculation model of some other studies. The characteristics and

deficiencies of illustrative two past studies are summarized in Table 3-2.

Table 3-2. The characteristics and deficiencies of related studies

- It was notable that there were some research gaps because of desertion various

influence factors on calculation process. Therefore, we created calculation model

which was more accurate and applicable for the case of Haiphong port by improving

some points.

+ Considering the volume of generated garbage during time in voyage.

Study Characteristics Major deficiencies

Association of the Chemical

Engineers of Serbia, Ship waste

quantities of Prediction Model for

the port of Belgrade, 2011

Focused on the issues related to

waste management in Belgrade

port. To estimate solid waste,

waste oils, sewage, then predict

the waste quantities.

- Not calculated for maintenance

waste from ship (one part of solid

waste)

- Not distinguish for time spent

at port of ships between years.

- One assumption of daily ship

waste generated. (1kg/person/day)

- Do not consider stored

garbage volume during time in

voyage of ships

Regional Marine Pollution

Emergency Response Centre for

the Mediterranean Sea

(REMPEC), Assessment of the

existing situation and needs of

Albania, Croatia and Slovenia

regarding port reception facilities

for collecting ship-generated

garbage, bilge water and oily

wastes, Activity 1, Final report,

2004.

Focused on collection and

treatment of solid and liquid

wastes. The study is concerned is

concerned with the

Identification of required

capacities for collection and

treatment of relevant types of

solid and liquid wastes, taking into

specific nature of traffic in each

port.

- Not distinguish for time spent

at port of ships between years.

- One assumption of daily ship

waste generated. (cargo ship: 2

kg/person/day; passenger ship:

3kg/person/day)

- Investigation period is short (3

years)

42

+ Calculating maintenance waste from ship as one part of solid waste from ship.

+ Distinguishing for time spent at port of ships between years.

+ Considering the differences on data input between two main type of ships for

calculating model. (Bulk ship and container ship)

+ Doing three assumptions (low, high, and medium) of garbage generated rate

which create flexible results of garbage amount.

+ Investigation period is 5 years. (continuously from 2009 to 2013)

3.1.3.2. Establishing calculation model for case study of Haiphong port.

Figure 3-2. Calculation flow

In the first stage, calculation formula for quantity of ship-generated waste was

established (Figure 3-2). Then, input data included number of vessel docking, type of

ships, number of crew and daily garbage generated rate were defined.

Statistic data related to name of ship, type of ship, arrival time, leaving time

were collected from Haiphong port operator during the period from 2009 to 2013.

From these sources, researcher could calculate number of ship (A) and time spent in

port (C2) in accuracy values. Besides, we observed that main types of ship docked in

Haiphong port are bulk ships and container ships. Hence, we need to calculate bulk

ships and container ships in separated ways. The survey with 150 container ship and

150 bulk ship had carried out to gather number of crew; name of pervious port;

average speed in voyage of each ship. Useful database of ship and ports were found in

43

marinetraffic.com and sea-distances.org websites. From these data, we could measure

average crew member on ship (B) and time in voyage of ships (C1).

Garbage generated rate from ship (D) bases on the guideline of International

standard, ISO 21070 (Handling of ship generated garbage) which provides coefficient

to estimate expected ship garbage amount. These data is available for a range of

number as Table 3-3. Domestic waste include all types of food wastes and wastes

generated in the living spaces on board the ship. Maintenance waste means materials

collected by the engine area and deck department while maintaining and operating the

vessel. Because actual garbage generated rate depends on each crewman and each ship,

Garbage management plan will be flexible if consider garbage expected volume in 03

scenarios. While generated - maintenance waste per ship is the same in 03 scenarios

(11 kg/day), domestic waste generated amount is different and divided to wet garbage

and dry garbage. Table 3-4 shows three scenarios of domestic waste generated rate.

Table 3-3. ISO 21007:2011 Guideline

Daily waste per person/day

Domestic waste (person/day) Wet garbage: 1.4 – 2.4 kg

Dry garbage: 0.5 – 1.5 kg

Maintenance waste (/day)

Soot and machinery deposit: 4 kg

Paint scraping waste: 3 kg

Wiping wastes and rages: 3 kg

Sweepings: 1 kg

Table 3-4. Scenarios of generated rate of domestic waste

Scenarios Wet garbage

(kg/person/day)

Dry garbage

(kg/person/day)

Total domestic waste

(kg/person/day)

Low 1.4 0.5 1.9

Medium 1.9 1.0 2.9

High 2.4 1.5 3.9

3.2. Stage 2: Ship-generated garbage composition survey

3.2.1. Objectives:

44

The principal goal of this research is to determine the characteristics of the

garbage streams collected from ship at Haiphong port. Besides, it is a demand for

understanding the composition of garbage to develop collection capacity. Hence, the

survey is focusing on the following key aspects:

+ To obtain information regarding the average composition of ship-generated

garbage,

+ To know the actual amount of garbage discharged at Haiphong port by type

of ship (general cargo ships and container ships)

+ To compare the difference in quantity between ship-garbage generated and

ship-garbage collected by Port Reception Facility at Haiphong port.

3.2.2. Methods

3.2.2.1. Characteristics of the survey areas:

Ship-garbage composition survey was conducts at three port areas of Haiphong

city namely: HoangDieu, Chuave and Tanvu areas. This distribution bases on the port

groups and type of docking ships. Two main types of docking ships at Haiphong are

bulk and container ships. In order to conduct smoothly the survey, fully understanding

of garbage collection system, stakeholders are necessary. For this information, we

have reviewed garbage management system at port in Chapter 2 of thesis. In specific,

there are diverse stakeholders in ship-garbage collection and disposal including Ship

operators, ship-garbage sanitation team, Border Guard at Port and the Maritime

Administration of Haiphong. Pre-meeting with Ship-garbage sanitation team and

Maritime administration of Haiphong were compulsory to obtain their acceptances.

Furthermore, it was impossible to conduct the survey without co-operation with ship-

garbage sanitation team. Regarding three survey areas, it was favourable for

conducting survey because sanitation team has three group workers in charge of ship-

garbage collection at three port areas

3.2.2.2. Determining of number of samples and survey period

There are two main categories of sampling designs: probability-based designs

and judgmental designs. Probability-based sampling designs apply sampling theory

45

and involve random selection of sampling units. Judgmental sampling designs involve

the selection of sampling units on the basis of expert knowledge or professional

judgment. Table 3-5 summarizes the main features of each main type of sampling

design based on Guidance on Choosing a Sampling Design for Environmental Data

Collection, United State Environmental Protection Agency, 2002.

Table 3-5: Probability-based versus Judgmental Sampling Design

Probability-based Judgmental

• Provides ability to calculate uncertainty

associated with estimates

• Provides ability to make statistical

inferences

• Can handle decision error criteria

• Can be less expensive than probabilistic

designs. Can be very efficient with

knowledge of the site

• Easy to implement

• Random locations may be difficult to

locate

• An optimal design depends on an

accurate conceptual model

• Depends upon expert knowledge

• Cannot reliably evaluate precision of

estimates

• Depends on personal judgment to

interpret data relative to study

objectives

Source: Guidance on Choosing a Sampling Design for Environmental Data Collection, United State

Environmental Protection Agency, 2002.

Regarding ship-garbage composition survey, it should be noticed that garbage

streams generated is not fixed as household garbage surveys. Firstly, ship arrives port

areas for cargo handling then it departures to other ports. Time spent at port is various

for each ship but normally around 1 day for container ship and 3 days for bulk ship

(Thang and Kato et al., 2014). Hence, it is difficult for collect continuously garbage

from ship during a week as survey of household solid waste at specific residence.

Moreover, arrival and departure time of each ship are different which require different

garbage collection process.

We used judgmental design to conduct this survey, in particular strategic

sampling. After conducting interview with stakeholder as well as depending on expert

46

knowledge, we decided minimum number of samples and sample ship design.

According to which, the smallest number of samples was 100 ship-calls at three port

areas. The minimum number of samples was decided after reviewing three issues.

Firstly, the survey sample size could be determined according to the principles of

statistics. The method used in the same as in Gomez et at. (2008). The minimum

number of samples is determined by the following equation:

𝑛 = [𝑧(𝑆𝐷)

𝑅]

2

where: n is minimum number of samples, z is score determined from t statistical tables

for standard normal distribution, SD is standard deviation of population and R is

sampling error

However, in case of ship-generated garbage, the SD parameter has not been defined

yet. Therefore, we reviewed some garbage composition surveys, existing studies in

household or industrial sectors. The number of sampling is 31 household in the survey

in Abuja, Nigeria by Ogwueleka et at. (2013). While other research of H.Buyer et at.

(2006) recorded garbage from 45 vendors in a market in Vientiane (Laos) and 74

households in Danang (Vietnam) during 9 days and 7 days respectively. Lastly, we

consider our capacity for conducting survey at port areas. Finally, we made our target

to achieve at least 100 samples and at least 2 weeks for composition survey at three

port areas.

Table 3-6. Characteristics of survey samples

Name of

port area

Number of

berth

Type of

docking ship

Number

of sample

Average

crewmember;

(S.D)

Average

deadweight in

tons; (S.D)

HoangDieu 12 Bulk ship 40 16.3 (3.5) 7,272 (3,509)

Chuave 10 Container 39 18.6 (2.7) 9,917 (2897)

Tanvu 10 Container 24 18.7 (3.2) 17,970 (5105)

Total: 32 103

During survey period, everyday from 8.00 am to 12 am, garbage collection

workers visit all of docking ships at port areas at that time to ask for discharging ship-

garbage. Number of survey days was estimated around two weeks to achieve the

47

minimum number of samples. In practice, the survey was conducted at three port areas

during 18 days to achieve minimum required samples. Characteristic of ships that

involved in the survey is shown in Table 3-6.

3.2.2.3. Implementation

The survey of ship-garbage quantities and composition was carried out in

February 2015 at three main port areas in Haiphong city. All discharged garbage from

103 ship-calls and it's physical composition by weight were recorded. Ship-calls

means number of ship docking at survey areas (HoangDieu, ChuaVe and TanVu).

Table 3-7 gives the basic information about number of ships participating in the

composition survey.

Table 3-7. Number of ship-calls on survey

Port Area Name of Terminal Number of ships

HoangDieu HoangDieu 40

ChuaVe

Chua Ve 17

Doan xa 11

Green Port 3

NamHai 7

Transvina 1

TanVu

Dinh vu 2

NamHai Dinh vu 10

PTSC Dinh vu 1

Tancang Dinh vu 11

Total: 103

The survey was conducted in collaboration with Garbage collection enterprises

and Ship Agency Company. The first one was implementing party (IP), the second

was monitoring party (MP) with specific responsibilities. Employees of Garbage

collecting enterprises (IP) were divided into three groups within three port areas

(HoangDieu, ChuaVe, TanVu) respectively. One time per day during survey period,

garbage collection people came to all of ships that were docking at port areas to ask

48

for using garbage collection services. Survey time was a bit different between

HoangDieu terminals and two other port areas. In particular, beginning survey time at

all areas was from 20th Jan 2015; however, finishing time at HoangDieu port was 07th

Feb, 2015; Chuave and Tanvu port area were 06th Feb, 2015. This different had

occurred in order to meet demand of number of sample (more than 100 ship-calls).

Currently, using port reception facilities is no mandatory service at Haiphong

ports. We could not collect sample and garbage of all docking ships during survey

time. In fact, 103/269 ship-calls had requested to discharge garbage on their ships.

After collecting garbage on board, each type of garbage on each ship was stored and

fully separated before weighing. The following garbage categories were classified by

referring the MARPOL Convention Guideline and URENCO’s survey in 2004.

Moreover, we distributed 07 types of ship-garbage based on recycle ability of each

garbage fraction:

Food waste Plastics (e.g. packaging, bottle)

Glass Metal (e.g. cans)

Paper and cardboard Clothes, Rags

Other (e.g. wood, rubber,…)

During all processes of collecting, transferring, separating and weighing ship-

garbage, monitoring party was in charge of checking all processes to ensure the

accuracy of survey results. Each kind of garbage on each ship was separated and

stored into plastic bags.

Garbage separation was done both on shipboard and at collecting points before

moving to weight measurement process. In order to facilitate garbage separation

process, as much as possible, each type of garbage was stored separately in each nylon

bag during collecting garbage on shipboard. The detail of survey process is shown in

Figure 3-3.

During survey, monitoring people recorded information of each ship as well as

filled in the below checklist. The checklist was also recorded for detecting hazardous

and special components that could be included in ship-garbage.

49

Figure 3-3. Survey Processes

Table 3-8: Check lists

Check lists

Cargo Residues

Incinerator Ash

Painting box

Batteries

Lamp

Soot

Rubber

3.2.2.4. Key issues and solution during ship-garbage composition survey

Comparing with initial plan, we made some adjustments to help survey more

accurate and suitable when some problems happened during survey implementation:

a, To ensure that there is no mix between garbage bags of each ship.

As our first plan, we used Identification Card (ID), then attached it on each

garbage bag. The ID also explains information about type of stored garbage in

each bag. It was fine if there are small number of garbage bags. However, some

ships had a large amount of garbage in fact, so implementation party (IP) had to

use many of bags during collecting process. For this situation, we required

Collecting ship garbage on board

Collecting information (ID) of each ship

- Monitoring of separation process into

each category.

- Filling in check lists

Transferring bags to

collecting points (03)

Separating ship-garbage to 07 categories Note: implemented on ship board

Re-Separating ship-garbage to 07

categoriesNote: implemented at collecting points

Weigh each trash bags, filling results

in statistic table

Mission for implementing party

Mission for monitoring party

Note:

50

them to collect separately in each time. That means if garbage bags were more

than 10 bags for one ship, they transferred immediately garbage to collection

point, then separating and measuring weight. Although it took more time for

transportation, but we made sure that there is no mix garbage among ships.

b, To ensure separating fully garbage.

Before conducting survey, collecting garbage from ship is daily work of

implementation people. However, they do not collecting separately each kind

of garbage into each bag, which can help them to reduce number of collecting

bags. The price of these nylon bags is quite expensive in Vietnam because they

have to pay Environmental tax of these bags. In fact, Some ships do separation

as MARPOL guidelines in ships, some others do not, others separate garbage in

a wrong way. Therefore, when we did the survey, the separating process has

been done in two stages. Firstly, as much as they can, they (IP) collected

garbage separately on each ship, then stored in each bag. Re-separating ship-

garbage was done at collection point before measure garbage weight.

In the first survey day, we used trays to store each type of garbage after

separating. However, volumes of bottles and can, cardboard are big that was

difficult to use trays to store them. Then, we decided to use nylon bags (instead

of trays) to store each kind of garbage before weighting.

3.3. Stage 3: Ship-waste delivery behaviour of ship-officers

3.3.1. Objective:

The overall goal of this activity is to define attitude of ship officers toward

using Port reception facility and willingness to pay for discharging garbage at

Haiphong port. After that, it opens idea for policy and plan to encourage ship officer

using port reception facility.

The specific objectives are:

- To determine significant factors that effect on garbage delivery behaviour of

ship officers.

51

- To estimate willingness to pay for significant attributes of garbage delivery

behaviour.

3.3.2. Methodology

Experimental designs for Discrete-Choice Experiment

+ Discrete Choice Experiment (DCE) has a strong theoretical foundation based

on economic theory, which describe decision makers’ choice among alternatives.

Decision maker choose alternative to receive the greatest utility under an assumption

of utility maximizing behaviour. However, there are many errors in maximisation

because of imperfect perception, optimisation. Hence, every respondent is assumed to

have a random utility function (Louviere et al., 2000). In specific, each utility (U) is

included two components: an observable component (V) and a random component (ε).

The utility level is shown as:

Unj = Vnj + εnj

Where:

- Vnj= V(xnj, Sn) is a function of the observed attributes of alternative labelled

(xnj) and attributes of the decision maker (Sn). In case of ship-officers survey in

Haiphong port: xnj refer as attributes and levels of questionnaire profile, Sn the

observed characteristics of each individual ship (type of ship, number of crewmember,

flag…).

- εnj – random component which we cannot know and observe. Hence εnj is

treated as random with joint density of the random vector εn’ = (εn1,… εnj) denoted f(εn)

The probability that decision maker n choose alternative i:

11

njnini

)()(

)(Pr ) U (U Prob P

dfVVI

VVob

njnininj

njnininj

+ Logit model: with the assumptions about the characteristics of choice

probabilities independence from ir-relevant alternatives (IIA). Each εnj is

Where:

- I: indicator function

I = 1 when I ( njnininj VV ) true

I = 0 when I ( njnininj VV ) false

52

independently, identically distribute extreme value.(IID) This is the easiest and most

widely used discrete choice model

Considering 02 alternatives on the survey (op1, op2)

222

111

:2option ofUtility

:1option ofUtility

xU

xU

Where: - U1, U2 Utility function of option 1 and option 2

- x: attributes describing the alternative

- 21, : co-efficient – are the parameters associated with attributes

- 2,1 : error term – unobservable component

With a assumption of IID for ε, the probability of choosing option 1 and option

2 can be given by the binary logit model (McFadden 1974):

212121

2

121221

1

1

1

1

1)((op2) Prob

1

1

1

1)((op1) Prob

21

21

VVxxxx

x

VVxxxx

x

eeee

eUUP

eeee

eUUP

Since the logit probabilities take a closed form, the traditional maximum

likelihood procedures can be applied. We used ‘the likelihood ratio index’ (McFadden

Pseudo R-square) to measure how well the models fit the data.

+ Experimental Design refers to the process of generating specific combination

of attributes and levels that respondents evaluate in choice question. In this work, there

are 04 stages including attributes and levels selection, survey design (creating choice

sets), data collecting (choosing samples) and data analysis.

Stage 1: Attributes and levels selection

The stage was in order to choose and decide attributes and levels of each

attribute that are important to design rationally questionnaire for interviewing ship-

officers. In this work, reviewing current policy and system of port reception facility

were significant things, which had been shown in Section 2.5.

Firstly, we looked all of possible factors that could effects to garbage delivery

behaviour of ships at port. All factors were list here including paper procedure,

garbage-collecting time, collecting facility, garbage-collecting fee, and compliance of

collecting company, competitive market on garbage collection at port, communication

and information system. Some factors include sub-factors. Then, we did interview with

53

03 ship-officers to arrange and measure influence level of each factor on garbage

delivery behaviour. To make questionnaire more suitable and concise, we eliminated

small-effect factors on garbage delivery behaviour compared with other factors. For

example: flexibility of garbage collection time, garbage collecting time, compliance of

collecting company, competitive market, communication and information systems.

The remaining factors were considered as attributes that have significant effect on

garbage delivery behaviour. Then, we defined the levels of each attributes. The

attributes and corresponding levels are shown in Table 3-9.

Table 3-9: Attributes and levels evaluated in the survey

No Attributes Levels

1 Garbage separation

a. No separation at all

b. Two kind of separation: food waste and others

c. Five kind of garbage separation: food waste; plastic;

cans and bins; paper and cardboard; other waste.

2 Collecting Fee/time a.10 USD, b.15 USD, c.20 USD, d.25 USD, e.30 USD,

f.35 USD

3 Justice of price

a. The same price with all type of ship.

b. Different prices between foreign ships and Vietnamese

ships

4 Collecting Payment

method

a. Pay directly to collecting company with 10 % fee

reduction.

b. Pay fee through Maritime of Administration without any

fee reduction.

5 Incentive

a. No fee reduction,

b. 5 % fee reduction for using continuously Haiphong port

reception facility over 3 times

c. 10% fee reduction for using continuously Haiphong port

reception facility over 3 times

6 Comprehensive of

service

a. Collecting domestic garbage and hazardous garbage

with same service enterprise

b. Collecting domestic garbage and hazardous garbage

54

No Attributes Levels

with different service enterprise

Stage 2: Survey design

The conjoint choice experiment profile questionnaires were calculate based on

number of attributes and levels. As table 3-9, there were 06 attributes and number of

levels in range from 2 to 6. The total number of possible profiles would be 432 (3 x 6 x

2 x 2 x 3x 2). The large profile numbers are difficult for respondents and we have

constraints for interviewing large number of ship-officers. Hence, a fractional factorial

design was applied to decrease the total number of profiles while keeping the same

information (Haaijer et al., 2003). In detail, an orthogonal optimal in the difference

fractional factorial design, which was produced by Ngene software by Choice Metrics

Pty Ltd, created 72 questions (scenarios) with 02 options. An example of conjoint

choice experiment profile question is shown in Table 3-10.

Table 3-10: An example of conjoint choice profile question

Option 1 Option 2

Garbage

separation No separation at all

Compulsory Separating into 2

categories:

- Food waste and

- Other wastes

Collecting

Fee/time 10 USD 15 USD

Justice of price The same price with all type of

ship

Different prices between foreign

ships and Vietnamese ships

Collecting

Payment method

Pay directly to collecting company

with 10 % fee reduction

Continue Pay fee through

Maritime of Administration

without any fee reduction

Incentive

5 % fee reduction for using

continuously Haiphong port

reception facility over 3 times

10 % fee reduction for using

continuously Haiphong port

reception facility over 3 times

55

Option 1 Option 2

Comprehensive

of service

Collecting domestic garbage and

hazardous garbage with same

service enterprise

Collecting domestic garbage and

hazardous garbage with different

service enterprises

Which option

which you

choose?

□ □

Stage 3: Data collection

Survey questionnaire consists of five sections: Ship particulars, port related

activities, ship’s equipment, garbage reception facilities and conjoint questionnaires

(see appendix for details). Questionnaire had been designed to collect not only garbage

delivery attitude of ship-officers but also characteristics of each ship and garbage

facilities on ship. Ngene software created 72 questions, then we divided these

questions into 9 groups; 8 among the 72 questions were assigned to each group, for

example: Group 1- Question 1 to 8, Group 2 - Question 9 to 16 and so on.

Respondents were requested to choose only one option from two options in each

question. Total number of ship-officers participating in our survey was 45, therefore

each group included 05 ships. We visited and conducted deeply interview ship-officer

of each ship from 10th March 2015 to 21st March 2015. We randomly chose and visited

ships in each port area (including Hoangdieu, Chuave and Tanvu) every day from 4

pm to 8 pm. Normally, it took appropriate 30 minutes for interviewing one ship. As the

regulated responsibility on ship, chief officer is in charge of garbage management.

Therefore, we did interview with chief officers on each ship. In general, almost of

chief officers welcomed and co-operated with us during the survey. They were also

highly appreciated the meaning and importance of our survey. During the survey, 52

respondents were approached while 45 (86%) actually participated in the survey. In

some cases (07/52), we were not able to interview and collect data because chief

officers were not on board or we could not communicate with them in English or

Vietnamese.

56

Stage 4: Data analysis

We used the Binary logit model to analyze answers of ship-officers. We

assumed that chief officer compared his utility levels between two options and chose

the one with the higher utility. Observable component of utility Vi can be explain by

respective functions for option i in a choice question (i = 1,2)

iiiiiiii XXXXXXXV 665544332212121111 (1)

Here:

Vi - observable component of utility level for each option (i = 1 or 2).

X – variable of each attributes with respective level. Detail of variable

specified in options is shown in Table 3-11.

Table 3-11: Variable of each attribute and level

No Attributes Number

of level Level (variable X)

Value of Variable X

(specified in each

option)

1 Garbage separation 3

No 0

2 kinds (X11) 1

5 kinds (X12) 1

2 Collection fee 6 10,15,20,25,30,35

(X2)

10,15,20,25,30,35

3

Collection fee between

Vietnamese ship and

others

2

Same (X3) 0

Different (X3) 1

4 Payment method 2 Direct (X4) 0

Indirect (X4) 1

5 Incentive for continuous

users 3 0,5,10 (X5)

0,5,10

6 Collection service for

normal and hazardous 2

Same time (X6) 0

Different time (X6) 1

β11, β12, β2, β3, β4, β5 – are coefficients to be estimated from the CE responses.

Based on observed result of choosing option1 or option 2 by chief officers, we

used Statistical Package for the Social Sciences (SPSS) software to define value of β

by applying Binary logit model. Willingness to pay (WTP) values for transferring

57

from no separation to garbage separation into two kinds were calculated based on

value of β.

)(2

11 USDWTP

(2)

Where:

- WTP- willingness to pay of ship officers

- β11 - coefficient of separation into two kinds

- β2 - coefficient of collecting fee.

The Delta method (Risa et al., 2006) to define WTP and confidence intervals

which are advanced analyze for comparing WTP between bulk ship and container ship.

Two main type of docking ships at Haiphong port are bulk ships and container

ships, therefore our data analysis were done by separating two type of ships. In general,

we put attention on the difference of WTP between bulk ship and container ship. To

compare WTP between them, we used STATA software and the Delta method (Arne

et al., 2006) to define WTP and the WTP confidence intervals. The delta method is

applied to define the variance of parameter estimates. The method can be used in

general for any function of the parameter. In the case of WTP the variance is given by:

)],(cov2)var()()var()[()var( 2222

ckckcckkk arWTPWTPWTPWTPWTP

Where:

- WTP βk

and WTP βc are the partial derivatives of WTPk w.r.t β

k and βc

respectively. In more specific: c

1 WTP

kβ

; 2βc

WTPc

k

- Variance and covariance can be calculated by STATA software with function:

matrix list e(V).

Then, the confidence interval can be created in the standard fashion:

2/ )var( WTP kz

kWTP

zα/2 is the inverse of the cumulative standard normal distribution and the

confidence level is 100(1-α)%. With 95% (α =0.05) confidence interval: zα/2 = 1.96

58

4. RESULTS AND DISCUSSION

4.1. Stage 1: Estimating expected ship-garbage quantity in Haiphong

port from 2009 to 2013

4.1.1. Differences between input data of bulk ships and container ships:

Two main types of ship in Haiphong port have specified characteristic that

require to apply input data separately for calculating models. From 2009 to 2013,

while bulk ships docked mainly at HoangDieu terminal, container ships were trending

to stop at Chuave and Tanvu terminal (Table 4-1).

Table 4-1. Number of docking vessel in 03 terminals

Years HoangDieu (HD) ChuaVe (CV) Tanvu (TV) Total

Bulk

ship

Container

ship

Bulk

ship

Container

ship

Bulk

ship

Container

ship

Bulk

ship

Container

ship

2009 918 301 6 700 111 49 1035 1050

2010 1033 268 20 765 101 166 1154 1199

2011 911 277 11 654 12 328 934 1259

2012 723 290 17 561 35 360 775 1211

2013 665 227 18 491 30 469 713 1187

Total 4250 1363 72 3171 289 1372 4611 5906

Source: Haiphong port statistics 2012

Table 4-2 illustrates the difference on input parameters between bulk ships and

container ships. We observed that both time in voyage and time spent in port of bulk

ships were almost twice to three times longer than those of container ships. That also

explains one reason why crew member of container ships was higher than bulk ships.

Table 4-2. Distinguish between bulk ship and container ship for calculation model

Average crew

member

Time in

voyage (days)

Time spent in

port (days)

Bulk ships 16.18 6.44 3.08

Container ships 23.04 3.03 1.09

59

4.1.2. Estimate of ship garbage from 2009 to 2013 at Haiphong port

Figure 4-1 and Table 4-3 show garbage quantity in medium scenario at three terminals.

Figure 4-1. Quantity of garbage in medium scenario at 03 terminals

Table 4-3. Garbage quantities in medium scenario (kg)

Years

HoangDieu

(HD)

ChuaVe (CV) TanVu (TC) Total

2009 625,600 225,700 72,900 924,200

2010 684,600 281,700 106,300 1,072,600

2011 654,900 214,700 110,600 980,200

2012 532,000 183,100 137,700 852,800

2013 477,800 158,900 167,000 803,700

From 2009 to 2013, although HoangDieu terminal had the biggest volume of

garbage from ship, its number was decreasing because of the decline of docking

vessels. The same trend was observed in Chuave terminal whereas it recorded the

upward trend in the quantity of garbage in Tanvu terminal. In total, the highest

quantity of garbage was 1072.6 tons during the year 2010 before decreasing to 803.7

tons in 2013.

4.1.3. Assessment of garbage collected rate by port reception services

0

200

400

600

800

1,000

1,200

2009 2010 2011 2012 2013

Qu

anti

tiy

of

garb

age,

to

ns

Hoangdieu Chuave Tanvu Total

60

Figure 4-2. Quantity of garbage and collected garbage volume

Based on the data from collecting company (URENCO Haiphong) from 2009

to 2013, volumes of collected garbage from ship in Haiphong port are shown in Figure

4-2. Compared with medium scenario, garbage collected rate at port was fluctuated

between 10% and 45% of total generated volume. This percentage is significant lower

than collected rate in urban area of Haiphong (more than 80%). However, there is also

concern regarding to inaccurate of statistic data from collecting company because of

their estimation garbage volume during collecting time.

Table 4-4. Volume of garbage in 03 scenarios (kg)

Years Low scenario Medium scenario High scenario

Collected by port

reception

2009 660,500 924,300 1,188,000 77,100

2010 766,100 1,072,600 1,379,000 165,400

2011 699,800 980,300 1,260,800 345,200

2012 608,100 852,800 1,097,500 384,400

2013 572,900 803,700 1,034,500 193,600

4.2. Stage 2: Ship-generated garbage composition survey.

4.2.1. Garbage quantity

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

1,600,000

2009 2010 2011 2012 2013

Qu

anti

ty o

f ga

rbag

e, k

g

Medium scenario Collected volume

Low scenario High scenario

61

Total amount of discharged garbage from ship is shown in Table 4-5. The

largest amount of garbage was at Tanvu port area, almost 1160 kg during 18 days. A

significant difference could be noticed in amount of garbage between HoangDieu and

Tanvu port areas. Even though the number of ship-calls in HoangDieu (40) was higher

than those in Tanvu (24), amount of garbage collected from ship in Tanvu was larger.

Table 4-5: Garbage Quantity

Port

area

Number

of ship

Expected

ship-garbage

quantity

(kg)

Total

received

volume

(kg)

Garbage

collection

rate

(%)

Survey

days

Garbage

volume/day

(kg/day)

Hoang

Dieu 40 13122.7 767.7 6% 19 40.4

Chuave 39 12503.4 861.9 7% 18 47.9

Tanvu 24 7694.4 1158.1 15% 18 64.3

At the stage 1, we estimated ship-generated garbage at Haiphong port during

five years by introducing calculation model and collecting input data. Based on our

results and application of same model, we have calculated expected ship-garbage

quantity during survey period in three ports. Then, garbage collection rate is shown in

column 3 of the table. There was big difference between Tanvu and two other ports

(HoangDieu and Chuave) in collection rate. This phenomenon happened due to some

reasons: firstly, HoangDieu is using for loading and unloading cargo of bulker ship

while Chuave and Tanvu for container ship. However, size of ships docking in Tanvu

was almost double as size of ships in Chuave. Other reason is about difference in

motivation of garbage collection workers among ports. Workers in Tanvu port had

much more motivation to collect garbage as much as they can because they can earn

money from garbage recycling activity by themselves. Workers in other ports had less

promotion for garbage recycling because of time and space constraints. Furthermore,

Tanvu’s workers were using truck as mean of transportation while other groups were

using Cyclos for ship-garbage collection. Comparing with result of collection rate at

4.1.3, garbage collection rate is much lower than last results. It means that statistical

62

Food waste

18%

Plastics

17%

Glass

5%

Metal

5%

Paper

29%

Rags

23%

Other

3%

Garbage compostion at ChuaVe

Food waste

35%

Plastics

15%

Glass

17%

Metal

13%

Paper

13%

Rags

4%

Other

3%

Garbage compostion at HoangDieu

data of collected garbage volume by URENCO Haiphong was still inadequate and

need to be improve in the future.

4.2.2. Garbage Composition

Figure 4-3 shows the distribution of ship garbage components at HoangDieu,

ChuaVe and TanVu port areas.

Figure 4-3. Garbage Composition by weight

According the Figure 4-3, while food waste fraction was highest in ship-

garbage at HoangDieu port (35%), largest amount of ship-garbage component was

paper in both ChuaVe and TanVu ports, 29% and 34 % respectively. At Tanvu port,

food waste fraction occupied only 10% of total garbage quantity. It was noticed that

rag fraction was around 4% at HoangDieu port while a larger portion of this waste was

recorded in ChuaVe, 23% and TanVu ports 11%. During the survey, we found that rag

including oil was detected in ship-generated garbage. That means this kind of garbage

was hazardous waste, which should not be discharged as normal solid waste.

The plastic fraction of the ship-garbage was around 15% to 21%. It consisted

mostly of packaging materials, plastics bags. Glass fraction, such as glass bottle and

broken lamps was varied from 5% to 17% while metal was accounted for 5% to 13%

in total amount of garbage. Some kind of hazardous items were also detected in

collected garbage for example paint box or fluorescent lamp. Other waste occupied 3%

of total garbage amount, which consists of wood, porous, rubber.

Food

waste

10%

Plastics

21%

Glass

7%

Metal

14%

Paper

34%

Rags

11%

Other

3%

Garbage composition at Tanvu

63

There were also several studies on ship-garbage composition: Incinerator

Standards by Incinerator Institute of America, 1960; Final report on the Impact of

Marpol Annex V upon solid waste disposal facilities of coastal Alaska communities

1989; Report on improving ship-garbage management at Haiphong port, Vietnam

2004. Table 4-6 compares composition results of our survey with above studies:

Table 4-6: Ship-garbage composition results (%)

No Studies Food

waste Plastics Glass Metal Paper Rags Other

1 Survey result for

bulk ship 35.2 15.3 17.3 12.8 13.1 3.4 2.8

2 Survey result for

Container ship 13.1 19.0 6.0 10.5 31.9 16.3 3.1

3 Incinerator Institute

of America 50 10 0 0 35 5 10.3

4 Fishing vessel waste 38 16 13 16 17 0 0

5 URENCO survey 58.6 9.6 4 3.4 13.8 0 0

From the Table 4-6, we observe that garbage composition of our survey for

bulk ship was rather similar as result from fishing vessel waste of Coastal Alaska

community. However, garbage composition of container ship was different.

Furthermore, it should be much more concerned about rags with risk of hazardous

substance. Rag fraction on garbage from container ship was remarkable.

4.3. Stage 3: Ship-waste delivery behaviour of ship-officers

4.3.1. Attributes of interviewed ships

The data collection of survey for garbage delivery behaviour used face-to-face

interviews. Interviewer had visited randomly and interviewed chief officer of each ship

docking at three port areas (HoangDieu, Chuave and Tanvu) during 11 days. During

the survey, 52 respondents were approached while 45 actually participated (86%) in

the survey. Chief officers were requested to answer 05 Sectors including: Ship

particular, Port related activities, Ship’s equipment, Garbage reception facilities and

64

Hypothetical question for conjoint analysis. In total, there were 08 hypothetical

questions. In each question, chief officers were requested to choose only one prefer

option. Further information of Questionnaire is shown at Appendix. Attributes of the

interviewed ships are summarized in Table 4-7.

Table 4-7: Summary of database

No Variables List Values

(number of ship)

Distributions

(%)

Observations 45

1 Ship type Container ship 14 31%

Bulk ship 31 69%

2 Flag Vietnamese ship 17 38%

International ship 28 62%

3 Deadweight

<7000 DWT 20 44%

7000-10.000 DWT 7 16%

>10.000 DWT 18 40%

4 Crewmember

< 16 persons 14 31%

16-19 persons 20 44%

> 19 persons 11 25%

5 Equipped incinerator

on ship

Yes 13 29%

No 32 71%

6 Equipped grinder on

ship

Yes 6 13%

No 39 87%

7 Capacity of storage

station

<1.2 m3 31 69%

1.2-2.4 m3 11 25%

>2.4 m3 3 6%

8 Classification of

garbage on board

1 type 5 11%

2-5 types 36 80%

> 5 types 4 9%

9

Using of garbage

collection service at

interviewed time

Yes 34 76%

No 11 24%

65

From characteristics of 45 interviewed ships, we observed the share of each

variable. During the survey, number of bulk ship and number of international ship

were dominant in total while size of each ship was various from 1950 DWT up to

more than 27000 DWT. Garbage handling facilities (incinerator and grinder machines)

have still not usually provided on board. Even some ships have equipped these

machines, they actually do not use or rarely operate on board. As their answer,

incinerator machine mostly is used to incinerate cottons, rags or paper on ship. Related

to garbage separation on board, most of ship have equipped 02 to 05 garbage baskets

for classification while we observed 05/45 ships that have only 01 type of garbage

basket. All of them were bulk and Vietnamese ships less than 4000 DWT.

Analysis of variance tests used for checking whether if characteristics of each

ship have any effect on using of garbage collection service at Haiphong port or not.

Logistic regression variables for garbage discharge at Haiphong port during survey

period. Attributes of ship including Type of ship, Flag, Capacity of storage station,

Equipped Incinerator, Equipped Grinder. Table 4-8 shows the estimated results from

practical observation of 45 interviewed ships.

Table 4-8. Analysis of ship attributes on garbage discharge

No Variables Coefficient P-value

1 Container ship -3.518 0.000

2 Domestic -0.600 0.239

2 Capacity of storage station 5.359 0.000

3 Incinerator Use -3.560 0.000

4 Grinder Use 1.418 0.010

5 Constant -1.311 0.036

Type of ship, Capacity of storage station and Incinerator Use have significant

influences on using garbage collection service at Haiphong port. In detail, the negative

sign at coefficient of “Container ship” means that container ships were less garbage

disposal at Haiphong port than bulk ships. Interpretation of this phenomenon was

related to time in voyage and time spent in port of container ships. As Table 4-2,

container ship only spent almost 03 days in voyage and 01 day at port while garbage

66

collection service by ship-garbage sanitation team was not available every day.

Sometime, container ships had to discharge at other ports instead of Haiphong port.

Result of analysis also shows that if ship has high capacity of storage, they were more

willing to use garbage collection service at Haiphong port. Another understandable

result represents if ship is provided incinerator machine on board, there is less

possibility of garbage disposal at Haiphong port.

4.3.2. Chief officer’s attitudes toward garbage delivery behaviour

The data collected from hypothetical questions in Sector 5 were analysed by

developing a Binary logit model with SPSS. Table 4-9 shows the estimated models

from the responses.

Table 4-9: Analysis of CE results

No Model attributes (*) Coefficient P-value

1 Two-kind separation (β11

) 0.652 0.00

2 Five-kind separation (β12

) 0.697 0.00

3 Collection fee (β2) -0.065 0.00

4 Justice (β3) -0.073 0.526

5 Payment method (β4) -0.240 0.38

6 Incentive (β5) 0.021 0.312

7 Comprehensive service (β6) -0.067 0.588

(*) Total of case: 360 Pseudo R2: 0.121 Hit ratio: 65%

Coefficient β11, β12, β2 for garbage separation and collection fee are highly

statistically significant. That means they create significant effect on garbage delivery

attitude. The positive sign of β11, β12 coefficient indicate that chief officers prefer an

introduction of garbage separation on ship. Even separation activities on board

consume time and require larger storage areas, ship-officers were willing to follow

international law as well company’s rules. In practical, almost of shipping companies

have requested crews to separate garbage on ship and issue garbage management

guidebook. However, distinguish of container and garbage baskets is depended on

each company. We observed various number and colours of garbage baskets on ship.

67

The interpretation in this case is that, ship officers were not only willing to separate

garbage on board but also requesting for classification during collection processes at

ports. There was no clear difference between two-kind separation and five-kind

separation from ship-officers attitude. Regarding collection fee, the negative sign of β2

indicates understandable of relationship between collection fee and garbage discharge.

Ship officers did not prefer expensive collection fee for garbage disposal at port. Some

other coefficients did not have highly significant for this model. However, if we

consider payment method β4 (direct or in-direct) and incentive β5, ship officers seem to

prefer of direct payment of collecting company and more incentive for continuous

garbage discharge at Haiphong port.

Bulk ships and container ships were two main type of ships participated in the

survey. Separately analysis of choice experiments model were shown in Table 4-10

and 4-11

Table 4-10: Analysis of CE results for bulk ships

No Model attributes (*) Coefficient P-value

1 Two-kind separation (β11

) 0.384 0.047

2 Five-kind separation (β12

) 0.462 0.022

3 Collection fee (β2) -0.074 0.000

4 Justice (β3) -0.001 0.993

5 Payment method (β4) -0.300 0.031

6 Incentive (β5) 0.020 0.439

7 Comprehensive service (β6) -0.138 0.358

(*) Total of case: 248 Pseudo R2: 0.111

Table 4-11: Analysis of CE results for container ships

No Model attributes (*) Coefficient P-value

1 Two-kind separation (β11

) 1.454 0.00

2 Five-kind separation (β12

) 1.430 0.00

3 Collection fee (β2) -0.052 0.015

4 Justice (β3) -0.317 0.182

68

No Model attributes (*) Coefficient P-value

5 Payment method (β4) -0.084 0.721

6 Incentive (β5) 0.055 0.231

7 Comprehensive service (β6) 0.165 0.497

(*) Total of case: 112 Pseudo R2: 0.235 Hit ratio: 65%

We did analysis different attitude toward garbage separation between chief

officers of container ships and bulk ships. The interpretation of the coefficients was

not straightforward for this comparison, then we estimated willingness to pay (WTP)

for moving to garbage separation of chief officers from bulk ships and container ships.

WTP of two-kind separation was calculated by taking ratios between coefficients of

the attributes and the coefficient of the cost attribute. To do that, we applied Binary

logit (BNL) model separately for bulk ship and container ship to define each

coefficient for each case. Table 4-12 shows result of BNL models for bulk ship and

container ship for two-kind separation.

Table 4-12: WTP for changing of separation level (0 to 2-kinds separation)

Type of ship Variances Coefficient P-value Willingness to

pay (USD)

Bulk ship Two-kind separation 0.384 0.047

5.2 Collection fee -0.074 0.00

Container ship Two-kind separation 1.454 0.00

27.7 Collection fee -0.052 0.015

The advance analysis of comparison WTPs between bulk ships and container

ship was to define WTP confidence intervals that prevent influence of hidden

parameter variances. Detail methodology to define WTP confidence intervals has

explained at 3.3.2. By using STATA software and the Delta method (Arne et al.,

2006), the results are shown in Table 4-13.

There was no overlapping results on willingness to pay for changing of

separation level between bulk ship and container ship. Therefore, it can be concluded

that chief officers on container ships had better attitude of garbage separation

69

comparing with their colleague on bulk ship. Chief officers on container ships were

willing to pay more for better garbage separation system on board and at port areas.

Table 4-13: WTP’s 95% confidence intervals for container and bulk ships

Type of ship WTP (USD) WTP’s confidence

intervals

Lower Bound

(USD)

Upper Bound

(USD)

Bulk ship 5.2 2.8 2.4 8.0

Container ship 27.7 12.7 15.1 40.4

4.4. Summary of main findings

Based on review of current ship-garbage management systems and the results

of three stages, the study revealed not only a number of obstacles and limitation but

also some ideas to improve garbage management system at Haiphong ports.

4.4.1. Legislation and related authorities of ship-garbage monitoring and

management

So far, Vietnam has not established a complete legal system and specific

guideline for ship-garbage management at port areas. That cause many problems

arisen during the process of statistics, monitoring and managing ship-garbage. In

specific, Port Authority is only managing ship-garbage and preventing of garbage

discharging at port when garbage is stored on board. Maritime Administration of

Haiphong is less concerned with the process of collecting solid wastes from ship than

liquid and oil waste. Furthermore, the process of waste collection from vessels at port

is usually relied on collection company. Collecting garbage from ship at port is a

transition allocation of responsibilities between the port authorities and Department of

Natural resources and Environment (DONRE). After being collected on shore at ports,

garbage transportation and disposal are out of the responsibility and scope of

supervision of Port authorities. However, Department of Natural Resources and

Environment has not played an important role in supervising the process. As our

observation, hazardous waste such as paint boxed, rags, batteries, fluorescent lamps

were mixed in domestic waste, which leads to improperly disposal ship-garbage.

70

Moreover, garbage from ship was collected by a family worker at Tanvu port, then

treated as municipal solid waste.

4.4.2. Estimated quantity of ship-generated garbage at Haiphong port during

5 years

We have established calculation model to estimate expected volume of

generated garbage on ship. Number of ship, number of crewmember, time in voyage,

time spent in port, garbage generated rate have been defined. They were both accuracy

parameters and average parameters by aiming to use available statistics data of each

port, combined with our actual survey to collect data.

- The volume of waste generated from ship at three port areas (HD, CV, TV)

has estimated from 2009 to 2013. The amount of expected discharge was more than

800 tonnes/year. We also showed that demand of garbage disposal was increasing at

Tanvu ports.

- By collecting secondary data from ship-garbage sanitation team, we compared

and estimated garbage collection rate at ports over the years. Collection ratio were

ranged from 10-45%. However, we need to double check statistical data of collection

companies because they do not have comprehensive statistics system for ship-garbage

collection.

4.4.3. Ship-garbage composition survey and comparison of the current

garbage collection system among three ports.

Survey of 103 ships in the port area showed actual collected volume of ship

garbage by collection company and the percentage of each type of ship garbage during

survey period. Based on actual data of this survey, collection rate was redefined.

Accordingly the results, the highest collection rate of 15% was found at Tanvu port

which is explained by the differences of employee systems and collection facilities

compared with two other ports.

For garbage composition, it was significant difference between the proportion

of waste from bulk ships and container ships. In particular, food waste fraction in

garbage of container ships was recorded only 20%, the remaining parts could

71

potentially be recycled and reused (paper, plastics, glass, metal..). There are some

reasons advantages of applying recycling system for garbage collected from container

ships: Almost of container ships have done garbage separation at source on board. The

fact that if there is no separation and recycling ship-garbage at shore, garbage

separation on board seems to be meaningless. Secondly, the percentage of rag was

rather high in container ship (11% at Tanvu port and 23% at Chuave port respectively).

A garbage recycle system during collecting and handling waste from ships will reduce

risk of mix between hazardous and normal waste. Moreover, number of container ship-

calls at Haiphong port is increasing which demands for development of garbage

collecting system.

4.4.4. Ship-garbage delivery behaviour of ship-officers.

Garbage separation and collection fee were two most important attributes for

garbage delivery attitudes of ship officers. Based on the results of interviews and

conjoint analysis, ship-officers are willing to accept an increase in collection fee if port

authority provide and implement policy of garbage separation and recycling after

collecting from ship. However, the range of acceptable increasing fee was clear

different between container ships and bulk ships. Officers on container ships were

willing to pay higher fees than those of bulk ship to ensure better garbage collection,

sorting and recycling system at port. These results introduce ideas for the policy

development of various garbage collection fee system for each type of vessel.

72

5. RECOMMENDATIONS AND CONCLUSIONS

Targets for improving ship-garbage collection at Haiphong port:

Encouraging ship-garbage disposal at port areas, instead of discharging into

the sea.

Preventing mix between hazardous waste and normal waste during

collection in order to handle garbage properly

Reducing overlap responsibilities of stakeholder and improving efficiency

of collection process.

Introducing a recycling facility at port areas

5.1. Recommendations

Based on results of our surveys about ship-generated garbage management

system at Haiphong ports, we found some current problems of management and

possibility of introduction of recycling system for ship-generated garbage at ports. In

this section, we are going to propose a ship-generated garbage management system at

Haiphong port, priority for container ports. Furthermore, we also introduce some

different financing schemes for disposal systems for ships' waste that have already

applied in some other ports.

5.1.1. Suggestion for new ship-garbage management system.

Table 2-6; 2-7 explain current garbage management systems at Haiphong port.

From these tables, stakeholders of ship-generated garbage system include Polluter

(ships), Administrative authority (Maritime Administration of Haiphong and

DONRE), Treatment bodies (ship-garbage sanitation team, URENCO Haiphong and

HoaAnh Company).

Figure 5-1 shows the relationship and responsibilities of stakeholders for

garbage management at Port.

73

Figure 5-1. Currently Garbage management at Haiphong port

From this figure, we can see that Haiphong port company do not have

responsibility for ship-garbage management. As MARPOL convention does not

impose that the establishment of port reception facilities has to be carried out with port

company involvement. With ship-garbage management system, Haiphong port

company can support and introduce ship-garbage collection team for garbage

management on board. Other involvement of Haiphong port company during this

process is acceptance for worker of ship-garbage collection team to entrance port areas

for collection. There are some limitations due to current system:

- The complex relationship among three parties: ship officers, garbage

collection companies and port company.

Ship-generated garbage

Implemented by Port Company

Haiphong Maritime of Administration

Hazardous

waste:

collection,

transportation

and disposal by

HoaAnh JSC

Normal waste:

Collection by

Ship-garbage

sanitation team

Port-generated garbage

- Collecting garbage

inside port ground

- Separating garbage

into hazardous and

normal waste by port

workers.

- Keeping garbage at

storage facilities

inside port Gathering at

collection points

Informal recycling

by collectors

Garbage dumping to city landfill

by URENCO

Implemented by other companies

74

- Do not take advantage and capacity of port facilities, warehouses that are

being used for port-generated garbage. Moreover, it is not able to separate ship-

garbage inside port areas.

- Mixed between hazardous waste and normal waste is occurring during ship-

garbage collection. If only small volume of hazardous waste, instead of ordering

hazardous garbage collection by other company, ships tend to discharge as normal

waste which is collected by ship-garbage sanitary team.

Figure 5-2. Proposal garbage management system at port

Therefore, we propose a new model that garbage collection from ships will be

more comprehensive and efficiency. Key point is the responsibility for collecting,

sorting garbage associated with port company. Garbage from ships is considered as

waste generated from service activities of the port, therefore the port is also

responsible for providing services of collecting, storing inside port premises. Figure 5-

2 shows the proposal model of garbage management system at port

Gathering points

Ship-generated

garbage

Warehouse in port

Port -generated

garbage

Separation

Recyclable materials:

plastics, glass, paper…

Organic waste, non

recyclable items,..

Selling to recycle shops Contract with URENCO

Contract with hazardous

collection company

Normal waste

Hazardous waste

Normal waste

Hazardous waste

Implemented by Port Company

75

Advantages of the new garbage collection system:

- Taking advantage of human resources and existing port facilities for ship-

garbage collection and classification. This is a comprehensive of port waste

management which involve both ship garbage and port garbage.

- Eliminating the overlapped relationship among parties.

- Improving quality of supervision, statistics and management of solid waste

from ships.

- Hazardous waste is able to be collected and stored by one party at port, which

help to reduce mix between hazardous and normal garbage

- A portion of profits from selling recyclable items can be used to reinvest for

collection facilities at port. Moreover, port company will gain garbage collection fee

directly from ships, that is basis for building a new collecting fee system

5.1.2. Suggestion for establishing collection fee system.

The Annex V of MARPOL 73/78 convention requires the Governments and

Port Authority to ensure that adequate reception facilities are provided, so that ships

can deliver their waste when entering a port. However, the Annex does not request

whether it should be mandatory for a ship to discharge waste when entering a port, or

whether ships can freedom to choose other ports of disposal. Moreover, there are no

regulations given by the international convention, on how the waste disposal shall be

financed. Collecting fee and payment method can very much influence the behaviour

of ships. Therefore, a fee system will be established to encourage ships using Port

reception facilities instead of discharging waste into the sea.

The ports have the freedom to select their own fee system; they are free to

incorporate the fee in port dues or create a standard waste fee. Currently, there are

different financing schemes for disposal systems for ships' waste:

(1) Polluter-pays-principle (voluntary utilization)

This principle is based on the opinion that the waste generators have to pay for

the waste they generate. Ship when entering a port can freedom to choose garbage

collection service or not. They will pay fee for using collection service. It is the most

76

easy way for application at port, however, it requires sufficient monitor and control

systems to avoid illegal dumping into the sea.

(2) Free-of-charge-principle

The disposal of waste in ports or terminals is free-of-charge for the ship. Port

Authorities or the governments cover the expenses for the garbage reception and

treatment. This principle is not popular because of depending financial capacity of port

authorities

(3) Environmental levy

A general levy is imposed on all ships calling at a port for financing the

disposal of their waste, independent of whether or not they are actually discharging.

(4) No-special fee

Garbage collection and treatment fee is calculated and collected together with

port fee or shipping fee. The expenses is paid directly to Port Authorities or Port

companies based on the gross tonnage of the ships and/or goods fee without any notice.

Fee system is independent of whether or not ship discharges garbage at port.

Currently, Haiphong port is using Polluter-pays-principle for garbage

collection fee system. Ship when entering Haiphong port can choose to use garbage

collection service or not (voluntary scheme). In fact, the participant rate on collection

service is still low in Haiphong port. As the survey 2 (3.2), 103/269 ship-calls (38%)

had requested to discharge garbage on their ships. It causes high concern of illegal

dumping into the sea or river from ship, especially small ships because they do not

want to pay fee for garbage disposal. Monitor and supervision during shipping route

are not sufficient in Vietnam, which makes this problem more serious. Other problem

is related to payment method for garbage collection in Haiphong port. Because

collection companies can not able to collect fee directly from ship, Haiphong Maritime

of Administration is in charge of collecting fee and then transfer to garbage collection

company. During this process, they keep 10% of total fee as commission fee.

From the idea of new ship-garbage management system, we are going propose

to apply no-special fee system at Haiphong port (priority for container terminals). The

"no-special-fee" system is implemented in all countries around the Baltic Sea. All

77

ships calling at port participate in the coverage of the port reception facility cost which

is paid together with port dues.

* Feasibility of applying no-special fee system at Haiphong port?

Together with proposing new ship-garbage management system, we have

taken into account possibility of applying new fee system. Comparing with current

ship-garbage management system, the new one shows advanced and straightforward

relationship among stakeholders. In more specific, it creates a directly road for garbage

treatment process: the demand of garbage discharge from ship – garbage collection,

separation and storage by Port company – final treatment by licenced environmental

companies. In this process, Port Company is in charge of collecting fee directly for

garbage treatment from ship. By that way, they can able to collect that fee together

with port fee as concept of no special-fee system. No special fee system is hard to be

applied if ship owners pay garbage collection fee directly for treatment fee without

through port company. Moreover, without involvement of Haiphong Maritime of

Administration, 10% fee as commission fee could be eliminated.

We highly recommend for applying the new system for container terminals

because of some reasons.

+ Ships calling at container port are mainly liners that are expected from a

generally used no-special fee system. It is highly significant for container ships to

reduce paper procedures because of their short time spent at port and in voyage.

+ New system introduces to establish garbage recycling area at port while

composition survey on garbage of container ship showed high percentage of recyclable

materials. Benefits from selling recyclable waste can help port company reducing

garbage collection fee at port.

+ From ship-garbage delivery behaviour, chief officers from container ships

have better attitude on garbage separation which can facilitate for implementing of

new fee and garbage management system.

78

5.2. Development of long term plan

Port and port service have been seen as key development objectives of

Haiphong city. According to the Decision No 501/QD-BGTVT of 29 February 2008,

by Minister of the Ministry of Transport on Approving Haiphong of National port

stage 2020 and orienting until 2030, in order to meet the demand forecast of cargo

through in port system in Northern Vietnam, Haiphong New Port (Lachhuyen port) is

being in construction. With function of international gateway, about 80-90% of port

areas will be used for container handling activities, relatively 80-90% of ship arrivals

will be container ships. It means that number of ship-calls and cargo throughput via

Haiphong port areas will be increasing sharply which requires much more concern

with environmental aspects.

As a key project of Vietnam, Lachhuyen port is proposed as a model of Green

Port and Green Growth. Recently, the Green development is becoming a target of

countries over the world which has taken into account of Green Growth Development

Strategy of Vietnam. In general, Green development covers diverse sectors from

energy, waste management, economy, transportation and city planning. As a core

message made by Organization for Economic Co-operation and Development (OECD),

Green Growth is one that meets our demand, improves society sustainably while

ensure environmental quality, resources and our future generation. In the field of Port

Development, Green Port is where Port Authority and Port Users work together with a

long-term vision to achieve three pillars: Assuring development, Reducing pollutants,

Conserving natural resources. All of activities should to be observed and considered

from three stages: Survey/Planning, Construction/Expansion, Operations of the Port.

There are six areas should be listed to fill in Green Port Criteria: Water management,

Air management, Solid waste management, Energy management, Community

Involvement, Biodiversity. On which, solid waste management at port includes both

Ship-garbage and Port-Garbage. Currently, Eco-ports of Europeans sea ports

organization (ESPO), Port of Long Beach, Taiwan International Port can be seen as

pioneers of Green port development. A review of their actions on solid waste sector is

shown in Table 4-6.

79

Table 5-1: Actions on garbage sector of Green Port Models

Solid waste management

Eco-ports of

Europeans sea

ports organization

(ESPO)

- Establishing waste management plan for ship garbage and port

garbage.

- Setting annual target for reducing waste to landfill and increasing

waste recycling.

- Using spilled organic materials in bulk for biogas plant.

- Port State Control collects and monitors data on ship-generated

garbage.

- Contributing to training courses for ship owners and ship operators.

Port of Long Beach Recycling waste paper and container waste.

Taiwan

International Port

All units in the port area are required to sort trash into “general

garbage” and “recyclable garbage”.

Our research focus on solid waste management sector, through comprehensive

surveys and scientific basis to recommend appropriate model for garbage management

and fee systems at Haiphong port areas. It can be used for current port system and

towards Green Port Development for new port projects in Vietnam.

5.3. Conclusions

The study provides a comprehensive research on ship-garbage management system

at Haiphong port, Vietnam. Because of lack and limitation of available information in

this field, survey processes have conducted step by step; beginning from defining

current situation, reviewing legislation and institutional framework. Next steps were

estimation of expected garbage generated from ship calling at Haiphong port during 05

years; composition survey and conjoint analysis of ship officers. We found that

garbage management at port area still requires more concrete planning and

management. During our survey, we observed the insufficient statistics on ship-

garbage data; lack of control on garbage collection and disposal, especially problems

of hazardous waste.

80

Three main terminals of Haiphong includes HoangDieu, Chuave and Tanvu where

were chosen as case study of the research. Two main type of docking ships: bulk ship

and container ship were considered separately. Statistical results of Stage 1 shows that

time spent in voyage and at port of container ships were shorter than those of bulk

ships while number of crew member of container ship was generally larger than people

on bulk ship. Because of increasing number of container ship calling at Tanvu port, the

demand of garbage discharge at this terminal was increasing during survey period

from 2009 to 2013. As the orientation of Vietnam port development strategy, terminals

near sea gate as Tanvu are going to be invested and developed, which requires Port

Authority to meet the demand of environmental protection, including rules of

MARPOL convention. Establishing a comprehensive garbage management and

monitoring better is necessary mission.

According results of composition survey and behaviour of chief officers, we learnt

that there is high applicable of introduction of garbage recycling system at container

terminals. It is recommend after analysing composition of recyclable material of

received ship-garbage at container terminals and recording better attitude of garbage

classification from chief officers on container ships. We have proposed new garbage

management system at Haiphong port areas, which could be more efficiency and

sustainable.

Finally, with the strategy towards Green Growth and Green Port, solid waste

management is one of most important sector that Port Authority and Port company

have to put more attention. In a broader perspective, this sector is interrelated with

other aspects of port management that should be considered and developed together.

81

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84

Appendix: VOLUNTARY QUESTIONNAIRE

for

OFFICERS OF SHIPS CALLING AT THE PORT

Dear Chief Officers of Ships at Haiphong Ports:

We – The University of Kitakyushu, Japan and Haiphong city, Vietnam are

conducting the survey and investigation on the Ship-generated Garbage at Haiphong

port.

In 2016, Haiphong port is going to be signatories and fully comply MARPOL

Annex V (the disposal of garbage from ships). In order to meet requirements of the

Annex V, we conduct our survey to evaluate the adequacy of garbage reception

facility at Haiphong port. It is also a chance to receive your feedbacks about waste

collecting system at the port.

We make a commitment that all of your information and responds would be

ONLY used for purpose of research and waste collecting system planning

We thank you very much for your kind cooperation.

85

SECTOR 1: YOUR SHIP PARTICULARS

Name of ship:………………………………………………………………..

Port of Registry – Flag: …………………………………………………….

Gross Tonnage (GT): ………………………………………………………

Deadweight (DWT): ……………………………………………………….

Type of ship: (please tick (√) for your respond)

○ Bulk Ship ○ Cruise Ship

○ Container Ship ○ Other (please

specify……….………..)

Number of crew:…………………………………………………………….

Number of passengers on board:…………………………………………..

Number of days at sea before arrival to the port:…………………………

SECTOR 2: PORT RELATED ACTIVITIES:

Name of port/terminal:………………………………………………………

Type of activity the ship is engaged

○ Loading cargo ○ Discharge cargo

○ Loading and Discharge

cargo

○ Other (please

specify……….………..)

Type of cargo:…………………………………………………………………

Date of arrival:………………………………………………………………..

Estimated time departure:…………………………………………………….

Name of last port where garbage was delivered:…………………………….

Date of last port where garbage was delivered:………………………………

SECTOR 3: SHIP’S EQUIPMENT

Please tick (√) into the blank that is your respond:

86

The ship is equipped with:

1. Is the ship equipped with garbage incinerator?

○ Yes ○ No

2. Is the ship equipped with grinder?

○ Yes ○ No

3. The capacity of available storage station: ………………………………....(m3)

SECTOR 4: GARBAGE RECEPTION FACILITIES

1. Do your ship use garbage reception facility at Haiphong port?

○ Yes

○ No

(Reason:…………………………… …..

…………………………………)

2. Is garbage on board to be separated and stored into distinctive areas before

discharging on shore reception facilities?

○ Yes ○ No

If answer is YES, please give detail: which types of waste are stored separately?

No Garbage –drums color Type of garbage

1 ○ ……………………… ……………………………………

2 ○ ……………………… ……………………………………

3 ○ ……………………… ……………………………………

4 ○ ……………………… ……………………………………

5 ○ ……………………… ……………………………………

87

4. Based on your experiences, typical volumes generated on your ship (if available)

a, Daily domestic garbage per person per day: …………………………kg

b, Daily garbage from engine maintains and operations:………………kg

5. Please give your comments and ideas about waste reception services at Haiphong

port:

- Good aspects:

……………….............................………………………………………………………

…………………………………………………………………………………………

…………………………………………………………………………………………

…………………………………………………………………………………………

…………………………………………………

- Deficiencies:

……………….............................………………………………………………………

…………………………………………………………………………………………

…………………………………………………………………………………………

…………………………………………………………………………………………

…………………………………………………

88

SECTOR 5: HYPOTHETICAL QUESTION FOR GARBAGE RECEPTION

FACILITIES

Hypothesis:

In 2016, Vietnam is going to be signatories and fully comply MARPOL Annex

V (the prevention of pollution from ships). In order to meet requirements of the Annex

V, all ports in Haiphong city are planning to revise and improve garbage collection

system in the near future.

There are 08 questions (scenarios). In each question, please tick (√) in one of

two blanks □ which is your preference.

89

Question 1: Which of the following would you choose or purchase?

Option 1 Option 2

Garbage separation No separation at all

Compulsory Separating into 2 categories:

- Food waste and

- Other wastes

Collecting Fee/time 10 USD 15 USD

Justice of price The same price with all type of ship Different prices between foreign ships and Vietnamese

ships

Collecting Payment method Pay directly to collecting company with 10 % fee

reduction

Continue Pay fee through Maritime of Administration

without any fee reduction

Incentive 5 % fee reduction for using continuously Haiphong port

reception facility over 3 times

10 % fee reduction for using continuously Haiphong port

reception facility over 3 times

Comprehensive of service Collecting domestic garbage and hazardous garbage with

same service enterprise

Collecting domestic garbage and hazardous garbage with

different service enterprises

Which option which you choose? □ □

90

Question 2: Which of the following would you choose or purchase?

Option 1 Option 2

Garbage separation

Compulsory Separating into 2 categories:

- Food waste and

- other wastes

Compulsory Separating into 5 categories:

- Food waste,

- Plastics,

- Cans and Bins,

- Paper and Cardboard,

- Other waste

Collecting Fee/time 30 USD 35 USD

Justice of price The same price with all type of ship Different prices between foreign ships and Vietnamese

ships

Collecting Payment method Pay directly to collecting company with 10 % fee

reduction

Continue Pay fee through Maritime of Administration

without any fee reduction

Incentive 10 % fee reduction for using continuously Haiphong

port reception facility over 3 times No incentive at all

Comprehensive of service Collecting domestic garbage and hazardous garbage

with same service enterprise

Collecting domestic garbage and hazardous garbage with

different service enterprises

Which option which you choose? □ □

91

Question 3: Which of the following would you choose or purchase?

Option 1 Option 2

Garbage separation

Compulsory Separating into 5 categories:

- Food waste,

- Plastics,

- Cans and Bins,

- Paper and Cardboard,

- Other waste

No separation at all

Collecting Fee/time 20 USD 25 USD

Justice of price The same price with all type of ship Different prices between foreign ships and Vietnamese

ships

Collecting Payment method Pay directly to collecting company with 10 % fee

reduction

Continue Pay fee through Maritime of Administration

without any fee reduction

Incentive No incentive at all 5 % fee reduction for using continuously Haiphong port

reception facility over 3 times

Comprehensive of service Collecting domestic garbage and hazardous garbage

with same service enterprise

Collecting domestic garbage and hazardous garbage with

different service enterprises

Which option which you choose? □ □

92

Question 4: Which of the following would you choose or purchase?

Option 1 Option 2

Garbage separation

Compulsory Separating into 2 categories:

- Food waste and

- other wastes

Compulsory Separating into 5 categories:

- Food waste,

- Plastics,

- Cans and Bins,

- Paper and Cardboard,

- Other waste

Collecting Fee/time 15 USD 20 USD

Justice of price Different prices between foreign ships and Vietnamese

ships The same price with all type of ship

Collecting Payment method Pay directly to collecting company with 10 % fee

reduction

Continue Pay fee through Maritime of Administration

without any fee reduction

Incentive No incentive at all 5 % fee reduction for using continuously Haiphong port

reception facility over 3 times

Comprehensive of service Collecting domestic garbage and hazardous garbage

with different service enterprises

Collecting domestic garbage and hazardous garbage with

same service enterprise

Which option which you choose? □ □

93

Question 5: Which of the following would you choose or purchase?

Option 1 Option 2

Garbage separation

Compulsory Separating into 5 categories:

- Food waste,

- Plastics,

- Cans and Bins,

- Paper and Cardboard,

- Other waste

No separation at all

Collecting Fee/time 35 USD 10 USD

Justice of price Different prices between foreign ships and Vietnamese

ships The same price with all type of ship

Collecting Payment method Pay directly to collecting company with 10 % fee

reduction

Continue Pay fee through Maritime of Administration

without any fee reduction

Incentive 5 % fee reduction for using continuously Haiphong port

reception facility over 3 times

10 % fee reduction for using continuously Haiphong port

reception facility over 3 times

Comprehensive of service Collecting domestic garbage and hazardous garbage with

different service enterprises

Collecting domestic garbage and hazardous garbage with

same service enterprise

Which option which you choose? □ □

94

Question 6: Which of the following would you choose or purchase?

Option 1 Option 2

Garbage separation No separation at all

Compulsory Separating into 2 categories:

- Food waste and

- other wastes

Collecting Fee/time 25 USD 30 USD

Justice of price Different prices between foreign ships and Vietnamese

ships The same price with all type of ship

Collecting Payment method Pay directly to collecting company with 10 % fee

reduction

Continue Pay fee through Maritime of Administration

without any fee reduction

Incentive 10 % fee reduction for using continuously Haiphong

port reception facility over 3 times No incentive at all

Comprehensive of service Collecting domestic garbage and hazardous garbage

with different service enterprises

Collecting domestic garbage and hazardous garbage with

same service enterprise

Which option which you choose? □ □

95

Question 7: Which of the following would you choose or purchase?

Option 1 Option 2

Garbage separation

Compulsory Separating into 5 categories:

- Food waste,

- Plastics,

- Cans and Bins,

- Paper and Cardboard,

- Other waste

No separation at all

Collecting Fee/time 20 USD 25 USD

Justice of price Different prices between foreign ships and Vietnamese

ships The same price with all type of ship

Collecting Payment method Pay directly to collecting company with 10 % fee

reduction

Continue pay fee through Maritime of Administration

without any fee reduction

Incentive 10% fee reduction for using continuously Haiphong port

reception facility over 3 times No incentive at all

Comprehensive of service Collecting domestic garbage and hazardous garbage

with same service enterprise

Collecting domestic garbage and hazardous garbage with

different service enterprises

Which option which you choose? □ □

96

Question 8: Which of the following would you choose or purchase?

Option 1 Option 2

Garbage separation No separation at all

Compulsory Separating into 2 categories:

- Food waste and

- other wastes

Collecting Fee/time 10 USD 15 USD

Justice of price Different prices between foreign ships and Vietnamese

ships The same price with all type of ship

Collecting Payment method Pay directly to collecting company with 10 % fee

reduction

Continue Pay fee through Maritime of Administration

without any fee reduction

Incentive No incentive at all 5 % fee reduction for using continuously Haiphong port

reception facility over 3 times

Comprehensive of service Collecting domestic garbage and hazardous garbage with

same service enterprise

Collecting domestic garbage and hazardous garbage with

different service enterprises

Which option which you choose? □ □

97

Date:………………………

THANK YOU FOR YOUR CO-OPERATION