feasibility study for the port of bari - ten ecoport · [feasibility study for the port of bari]...

WP 5 - Act 5.2Feasibility Studies for Port Operators

FEASIBILITY STUDY FOR THE PORT OF BARI

Edited by: Polytecnico di Bari Supported by: Levante Port Authority

Port Operator: Adria Ferries S.p.A. (AFH S.p.A.)

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

CONTENTS

1 Summary ................................................................................................................ 1

2 Description of the port .............................................................................................. 2

2.1 Port organizational structure ................................................................................ 3

2.2 Spatial, infra and supra-structural capacities and facilities ....................................... 4

2.3 Ferries traffic ..................................................................................................... 7

2.4 Waste collection facilities in the port ................................................................... 13

3 Chosen External Port Operator (EPO) ....................................................................... 15

4 EPO risk assessment .............................................................................................. 17

4.1 Results of in-depth interview with one of the top managers at the Adria Ferries ....... 20

5 EPO (the greatest) risk reduction/elimination action ................................................... 23

6 Human resources, equipment and costs .................................................................... 29

6.1 New equipment and cost ................................................................................... 30

7 Worthiness of the EPO proposed environmental action ................................................ 34

8 Acknowledgement .................................................................................................. 35

[Feasibility Study for the Port of Bari] [December 2014] page 1

1 Summary The idea of this study is to realize a risk analysis of a ferry company involved in ro-ro/pax transport between the Port of Bari and Durres, and to provide the guidelines for improving environmental and working safety.

These instructions have been proposed after a careful audit conducted on board the ship designed to examine some critical issues encountered in the management of ship waste generated on board.

The aim of this study is to analyze the complexity of such a management in compliance with the MARPOL Convention, identifying the risks, exposing the adopted procedures and studying what will be the optimal investment, focusing to the management of the Garbage according to the Annex V of the Convention.


2 Description of the port The port of Bari is a polyvalent port, and according Italian Law, is classified as Class II, Class I, i.e. the port of international economic importance.

It is located South-East of Italy, and is a versatile and multifunctional port, one of the most important and the first port in Adriatic sea and Italy for number of passengers in ferry traffic.

For its multi-functional efficiency and the availability of an excellent rail network and roads and highways that allow rapid access to all the industrial, agricultural and commercial areas of the southern Italy, the port of Bari is the Western end of the Pan-European Transport Corridor 8, the route that connects, through the Adriatic Sea, Italy with the Black Sea through Albania, Macedonia and Bulgaria.

The port is extended in 285 hectares basin and several quays equipped for different tasks summarized as follow:

- Cruise terminal;

- Ferry boat terminal for passengers and ro-ro traffic;

- Commercial quay for bulk and liquid goods, containers, steel products, etc.

Figure 2.1 Location of the port of Bari (Lat 41°08'17''N, Long 16°50'40''E – WGS84)


2.1 Port organizational structure

The port is under jurisdiction of the Italian Transport and Infrastructure Ministry (MIT) organized in Transport, Navigation and Statistic and Informative System Department and General Direction for ports.

The management of the Levante Port Authority (which includes the ports of Bari, Barletta and Monopoli) is conducted by a Portual Committee, composed of the President and Vice President, the Presidents of the Puglia Region, of the Province of Bari and BAT, the mayors of three citie, Bari, Barletta, Monopoli, the President of Chamber of Commerce, the Representatives of Transport and Infrastructure Min. and Economics Min., by business representatives of railway undertaking, shipowners, corporate managers, shippers, shipping agents, road carriers, industrial representatives, Capitains of CP Monopoli and Barletta, Representative of Port Authority employees and Representatives of portual workers.

Figure 2.2 Departments of the Levante Port Authority

The organic of the port authority is divided into five functional departments: Infrastructure, Technological innovation and strategic planning Administrative, Institutional, Port activities, Business Legal.

The Port Authority carries out the business policy, planning activities, and business that take place in the port and maintenance of the common structures.

According Law 84 of January 28, 1994, Port Authority has a legal personality and is involved in the following main duties:

- Policy, planning, coordination, monitoring and promotion of commercial and industrial


activities taking place in the port;

- Maintenance of the common parts (open to all users) including that for the maintenance of the seabed;

- Preparation of plans for the structure and use of the port;

- Administration of the areas and docks. The tasks Port Authority the right to assign in concession portions of the port area, equipped or not, to private companies exhibitors commercial and industrial activities on payment of a royalty;

- Issuance of permits to companies to carry out various portual activities.

The Port Authority of Bari gives concessions for port activities based on valid technical and technological conditions, after the public tendering.

Basic activities of the Port of Bari are as follows:

- Loading, unloading, transshipment, storage, sorting and refinement of goods,

- Mooring and mooring-off of the ships,

- Cleaning of the port area,

- Embarkation and debarkation of the passengers and vehicles,

- Other port services offered by means of giving a concession, such as providing water, energy and phone services, waste collection and disposal (including bilge water disposal), passenger and ship services, port machinery servicing, agency and shipping agency services, quality and quantity control and other services.

2.2 Spatial, infra and supra-structural capacities and facilities

The Port is composed in the North-Eastern side by the great outer dock “Molo foraneo” and by “San Cataldo” pier in the Western side.

Inside the port there are five basins: the Great Basin (“Bacino Grande”), the basin of “Ponente”, the basin of “Levante”, the old dock and the inner harbor.

In the Great Basin at Northwest side, there is the pier of “San Cataldo” which is about 639 meters.

In North/North-East is located the great outer dock that extends up to 2640 meters accommodating 16 berths on its five arms.

At East there is the “Molo di ridosso” dock with the Ponente basin and the Levante basin, connected to the Southeast of the old breakwater.

Between the Molo di Ridosso and the first arm of the breakwater there are the “Deposito Franco” quay and “Mezzogiorno” quay. On the quay of the Deposito Franco is located the new cruise terminal.

In the inner basin, there is the “Dogana” dock which connects to the “San Vito” pier where the San Vito Marine Station is located.

At South-west of the San Vito pier, in the old basin is the “Pizzoli” dock which is about 400 meters long.


In the southern area is the Marisabella area, where the expected bridged by PRP (“Piano Regolatore Portuale” Portual land use plan) was only partially realized and, under present conditions, used for parking of vehicles waiting to board ferries.

The ongoing development of operational quays is about 2500 m and the spaces are close to 260000 m2 large.

Currently the Marisabella area is a construction site for the completion of port facilities according to the Portual Development Plan. At the end of the ongoing work the port will have a further 1000 meters of quays with depths of 12.5 meters in addition to 350000 m2 of space for storage and parking of vehicles.

Figure 2.3 Basin, quays and docks of the port of Bari


Table 2.1 Characteristics and use of piers and quays of the port of Bari

Pier/Quay Seafloor (m) Length (m) Note

San Vito pier

1 3.0 95

Mooring of ferries

Destination extra UE

2 5.0 120

3 6.0 165

4 5.0 95

Dogana quay 4a - 4b 4.25 186 Mooring of ferries

Destination extra UE

Capitaneria quay 5 5.0 77 Mooring of ferries

Destination extra UE 6 - 7 5.0 - 5.5 300

Old Molo Foraneo 8 - 9 5.8 380 Crafts, tugboats, mooring, Fire Department

Ponente basin

10 11.5 250 Mooring of ferries and cruise ships

Destination UE 11 11.5 300

Molo di Ridosso

12 8.0 280 Mooring of ferries and cruise ships

Destination UE 12bis 8.0 280

Deposito Franco quay 13 - 14 8.5 – 9.1 297 Mooring of cruise ships

Mezzogiorno quay 15 9.0 170 Mooring of cargo ships

Levante quay

I arm

New Molo Foraneo

16 - 17 - 18 9.0 – 9.8 460 Mooring of cargo ships

II arm

New Molo Foraneo 19 – 23 7.3 520 Mooring of cargo ships

III arm

New Molo Foraneo

24 --- ---

Mooring of decommissioning and parked vessels

25 - 28 7.3 – 8.8 362

29 - 30 13.0 205

31 13.0 180

IV arm

New Molo Foraneo 31a 14.0 300 Mooring of parked vessels

San Cataldo pier

31b - 32 10.0 – 10.5 81 Mooring of not-operating vessels

33 6.5 – 10.0 121

34 4.3 358


2.3 Ferries traffic

In the period 2011-2013, the Port of Bari has recorded an average annual landing of about 2 thousand ferries, with frequency peaks during summer months. In last three years a significant reduction in the number of landings and generally traffic volumes occurred as can be seen in next tables and graphs where some statistical values of ferries traffic is reported. However, in 2014 there were signs of improvement in passenger transport, particularly during the holiday season when a massive movement of passengers was registered in the port of Bari.

In particular, in just three days of August 2014, the port of Bari has handled over 45,000 passengers, of which almost 5000 cruise passengers and pointed, with 11,793 departing passengers, the best absolute figure of boarding in a single day since the beginning of the crisis, with encouraging performance of traffic with Albania and Croatia. The port of Bari remains the first port of the Adriatic Sea and the first ferry port in Italy for the number of passengers on ferries.


Table 2.2 Landings of ferries in the port of Bari

Ferries traffic - Landings

2011 2012 2013 January 165 156 109 February 125 113 88 March 133 139 104 April 140 137 116 May 149 138 121 June 184 156 131 July 263 244 187 August 319 299 257 September 216 182 145 October 165 132 109 November 158 100 96 December 181 123 119 Total 2.198 1.919 1.582

Graph 2.1 Trend of landings of ferries in the port of Bari


Table 2.3 Passengers on ferries in the port of Bari

Ferries traffic - Passengers

2011 2012 2013 January 89.853 95.184 64.499 February 50.966 50.141 39.276 March 66.484 68.319 56.332 April 82.678 82.443 61.204 May 77.840 73.739 62.639 June 99.577 101.466 81.900 July 210.554 134.630 148.521 August 347.658 314.323 289.762 September 136.744 150.316 117.216 October 73.630 81.107 60.007 November 58.736 60.799 43.015 December 101.101 101.102 71.439

Total 1.395.821 1.313.569 1.095.810

Graph 2.2 Trend of passengers on ferries in the port of Bari


Table 2.4 Cars on ferries in the port of Bari

Ferries traffic - Cars

2011 2012 2013 January 18.835 18.629 12.849 February 9.386 8.730 7.052 March 11.801 10.762 9.149 April 14.214 13.056 10.067 May 14.590 11.631 9.858 June 16.459 15.648 12.316 July 43.030 34.628 27.259 August 80.391 68.019 62.402 September 26.680 27.409 20.580 October 13.758 14.798 9.915 November 10.962 12.484 7.325 December 20.380 22.458 13.163

Total 280.486 258.252 201.935

Graph 2.3 Trend of cars on ferries in the port of Bari


Table 2.5 Buses on ferries in the port of Bari

Ferries traffic - Buses

2011 2012 2013 January 356 314 370 February 204 202 273 March 299 372 426 April 399 533 434 May 406 441 480 June 530 605 628 July 870 821 687 August 808 792 826 September 602 762 689 October 355 431 379 November 194 243 261 December 390 385 407

Total 5.413 5.901 5.860

Graph 2.4 Trend of buses on ferries in the port of Bari


Graph 2.5 Trend of trucks on ferries in the port of Bari

Table 2.6 Trucks on ferries in the port of Bari

Ferries traffic - Trucks

2011 2012 2013 January 11.783 12.319 10.381 February 15.148 13.123 10.319 March 16.777 13.613 11.466 April 14.582 12.522 11.246 May 15.219 13.225 11.126 June 15.013 13.720 11.724 July 15.286 14.968 12.397 August 10.642 11.578 8.151 September 13.216 14.698 11.128 October 17.029 13.928 12.069 November 15.842 14.384 11.153 December 14.263 12.900 9.734 Total 174.800 160.978 130.894


2.4 Waste collection facilities in the port

According to the Directive 2000/59/EC, the port of Bari ensure the availability of reception facilities for ship-generated waste adequate to meet the needs of the ships that normally land in the port (cargo, cruises and ferries) without causing undue delay to ships.

Considering the traffic in the port during last years the port facility waste collection was found to be efficient and effective for the needs of the Port of Bari

The equipment of the port reception facility of the port of Bari has been revised in the new Plan of collection and management of ship-generated waste and cargo residues pending approval (Table 2.7).

Table 2.7 List of the quantity and volume of each containers of the reception facility

CONTAINER QUANTITY VOLUME

Urban solid waste 1 10 m3

Cargo residues 1 10 m3

Special waste

3

1 for expired medicines,

1 for exhausted batteries,

1 for lamps and electronic materials

To be defined

Separate collection of paper 1 2 m3

Separate collection of plastic 1 2 m3

Bell for the separate collection of glass 1 1.5 – 2.5 m3

Separate collection of aluminium 1 200 l

The waste collection facility will be composed of:

- An authorized vehicle to transport of solid urban waste;

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

- An authorized tanker the transport of bilge water and sewage;

- A covered surface area of about 200 m2 equipped with:

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

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

- Appropriate containers to collect special waste.


Table 2.8 List of the vehicles equipment of the reception facility

VEHICLE QUANTITY

Urban solid waste 1

Hazardous waste 1

tank truck for the collection and transport of bilge water and sewage

1

The area of waste collection facility for ship-generated waste is localized near the 1st arm dock of the Port of Bari as indicated in the map (Figure 2.4). The area will have an extension of 200 m2. The waste will be placed in watertight and covered containers. The containers will be equipped with appropriate signs and the area for waste collection will be covered.

Figure 2.4 Location of the ship-generated waste collection area in the port of Bari


3 Chosen External Port Operator (EPO) The chosen EPO (External Port Operator) for the Port of Bari is “Adria Ferries S.p.A” (AFH S.p.A. www.adriaferries.com).

The shipping company Adria Ferries manages a fleet of five ships, composed of four ferries (AF Claudia, AF Francesca, AF Marina, AF Michela) and a research vessel. The ferries operate a ro-pax service between the Italian ports of Trieste, Ancona, Bari and the Albanian port of Durres.

This feasibility study concerns with the ferry AF Claudia that links the port of Bari to the port of Durres and vice versa. The AF Claudia is the most prestigious ferry-boat of the Adria Ferries navy, with a hotel part of highest level. It can load up to 1.500 passengers, comfortably allocated in a wide choice of outside, inside and suite cabins with facilities. 600 meters of garage allow it to load up to 370 cars and 45 trucks. Several main lounges, a self-service, a restaurant, an outside swimming pool and common areas, allows to enjoy a pleasant journey. The cruising speed is of about 19 knots. Bari is the main port of Adria Ferries, strong of an excellent and regular link service. Punctuality, speed and guarantee are the strength points of the port of Bari that can boats daily departures with the largest ro-pax ferry boat AF Claudia. The journey of the ferry with departures at night and arrival at the next morning, represent the best tradeoff between movement and a workday for a forwarder. The regularity and the frequency of the Adria Ferries departures allows to offer at the customers the maximum of the flexibility in term of time of loading/unloading and to organize the work in the best possible way.

Table 3.1 Technical specification AF Claudia Prima

Technical specification AF Claudia Prima Ferry name AF Claudia Prima IMO 7302342 MMSI 247313900 Type Ro-Ro/Passenger ship Build 1973 Rebuilted 1991 Home port Naples Flag Italy Gross Tonnage 15.039 Dimensions length 144,80 m - width 22,40 m - draught 6,30 m Engines 2 X 10.000 HP 2 X man Mitsubishi Diesel Generators Daihatsu Speed 19 knots Passenger capacity 1.500 Vehicles capacity 365 Garage 650 m (linear) Cabins 232/578 beds on upper bridges with toilet and air conditioning Sleeper 22/84 Beds restaurant Bridge 6 – max. 160 pax Self Service Bridge 6 – max. 170 pax Duty Free Shop n. 3 - bridge 6 Disco n. 2 - bridges 6 and 7 Bar and longues n. 3 - bridge 6 Baby room n. 1 - bridge 6 Pool n. 1 - bridge 6 with solarium Lift n. 1


Figure 3.1 AF Claudia Prima docked in the port of Bari

All ships of the fleet are in possession of ISM certifications (International Safety Management Code), certified by RINA (Italian Shipping Register) and Bureau Vertitas (registry French classification) and operate with respect of MARPOL Convention, European Directives and National Regulations about ship-waste generated on board.


4 EPO risk assessment Common risks for the ferry port operator which might affect the port aquatorium and the surrounding soil, air, people are connected with logistics processes associated with access to the ship, manual lifting, cargo of non-hazardous or hazardous load (cargo tanks, tanks and fuel tanks), cargo damage, its spillage and/or breakage, activities on the ship, but above all the navigation activity itself could be hazardous in terms of environmental impacts for the production and the treatment of harmful substances like oils and gasolines, ballast water, production of sewage, waste and air pollutants.

The EPO has a case history of risks described in a complete document that includes a close examination of each potential hazard assessed for severity of harm it may cause to people, environment and property. Severity assessment can be assessed using the Table 4.1 as guidance.

Table 4.1 Severity assessment table

Severity People Costs Environment

CATASTROPHIC

An injury that results in loss of life, multiple fatalities, permanent disability or loss of sight in both eyes

Financial loss or Constructive Total Loss amounting to 1 million USD or more

Long-term impact on the environment

MAJOR

Very serious injuries requiring hospitalization & repatriation, loss of body parts, major burns permanent loss of sight in one eye

Damages or losses amounting to more than 100,000 USD up to 1 million USD

Medium impact on environment

MODERATE

Appreciable Injuries (Fractures, Major wounds etc), Medical Aid Injury or minor occupational illness

Damages or losses amounting to more than 10,000 USD up to 100,000 USD

Minor contamination causing short term impact on the environment

NEGLIGIBLE Minor First Aid injuries, e.g. cuts, wounds, bruises, sprains

Damages or losses amounting to 10,000 USD

Inconsequential impact on environment (Contained onboard)

Probability of a hazardous occurrence is assessed and based on analysis of severity and probability an Initial Risk level is determined as it is reported in Table 4.2 of Risk Code interpretation.

Table 4.2 Risk Code interpretation table

RISK CODE Code Interpretation

Tolerable Risk

No additional controls are required. Consideration may be given to a more cost-effective solution or improvement that imposes no additional cost burden. Monitoring is required to ensure that the controls are maintained. Tasks whose residual risk is in this range can proceed with it, complying with all measures and procedures as given in risk assessment.

Moderate Risk

Efforts should be made to reduce the risk, but the costs of prevention should be carefully measured and limited. Senior officers shall ensure close monitoring of tasks being performed that are assessed to pose Moderate Risk (Residual) even after putting all precautionary measures and procedures in place.

High Risk Every effort should be made to reduce the risk. Considerable resources may have to be allocated to urgent action should be taken. Tasks whose residual risk is at this level shall seek company’s authorization before performing it.

Intolerable Risk Work should not be started or continued until the risk has been reduced. If it is not possible to reduce risk even with unlimited resources, work has to remain prohibited


In any activity, hazards could fall under the following headings:

- Unsafe acts;

- Unsafe conditions;

- Human factors;

- Job factors.

In Table 4.3 the assessment of some potential risks which might affect port aquatorium, soil and air is given with the environmental and working safety impacts are presented together with some of the activities, products and services which might cause environmental pollution.

Table 4.3 General EPO risk assessment

Environmental issues

Activities, products &

services

Aspects that effect the environment

Impacts on the environment Observations

Air

Use of old engines with high sulphur

content

Air pollution caused by exhausted gasses with

high concentration of NOx an SOx

Greenhouse effects, greater level of air toxic components, etc.

Using old ferries engines need new

technology

Load and unload of cars,

buses and trucks over the

port area

Air pollution caused by exhausted gasses

Greenhouse effects, greater level of air toxic components, etc.

Need of separating access

for passengers and trucks/cars

respectively

Soil Trucks

improper handling

Soil pollution caused by spills of some

environmentally harmful types of cargo

Generating soil toxic/harmful

components and their discharge

Improving cargo handling

procedures and equipment

Water Load/unload of ballast water in

port area

Water pollution caused by the presence of some

environmentally harmful types of marine

organism/chemical compounds

Generating sea water

toxic/harmful components and their discharge

Improving ballast water procedures and equipment for

water handling

In addition to presented general risk matrix (Table 4.3), which can negatively affect air, soil and sea water in the port and along the route, here is given a more detailed risk matrix which matches the principal activities related to transportation devices, waste management systems adopted on board, workers omissions in cargo manipulating, cargo handling equipment (Table 4.4).

All potential risks are identified at almost all relations, but it is necessary to underline that main risks deal with the ship and navigation and its intrinsic activities (bunker supplies, waste collaction and disposal). This is quite logical, since the ship is involved in the transportation business both for passengers and ro-ro, and moreover, the ship currently disposes the waste generated on board but only in the port of Durres and not in Bari.


Table 4.4 Matrix of EPO risk

Relation / Risk caused

by

Ship I

Cargo II

Cargo handling

equipment III

Transportation devices

IV

Employees (on port workers)

V

Ship to shore Ship-buffer zone x x x x x

Ship-truck x x x x x Ship-wagon x x x x x Ship-buffer-warehouse - - - - x

Ship-buffer-passengers - - x x -

Shore to ship Wagon-port gateway-ship x x x x x

Truck-port gateway-ship x x x x x

Warehouse-buffer zone-ship

- - - - -

Passengers- buffer-ship - - x x -

Note that in Table 4.4, in the first row, are marked in red examples in which ways certain factors being connected with port operations can cause the risks:

I Ship: e.g. discharge of fuel and lubricants, discharge of solid waste, fire and explosion, exhaust gases, etc.

II Cargo: physical damage to the packaging, improper stacking and cargo handling, atmospheric impacts (strong wind, rain, extremely high or low temperatures, exposure to strong sunlight, etc.)

III Cargo handling equipment: e.g. electro-mechanical equipment failures, failure of the auxiliary crane's equipment, improper handling of cargo, cargo tumbling/capsizing, etc.

IV Transportation equipment/devices: e.g. low quality of the equipment, improper handling and maintenance, disregard of equipment exploiting rules, etc.

V Employees (on port workers): e.g. untrained workforce, fatigue at work, lack of motivation, etc.

The matrix in the Table 4.4 indicates the relationships between parts from which main risks can be deduced, however it is very difficult to predict unusual situations that can generate them because it depends from different situation, for example undesirable situation may occur due to the quality of equipment, to the operators’ knowledge and experience so it is also important that crew has a solid knowledge of main difficulties and is updated concerning with regulations and procedures regarding certain environmental risky situations.


In order to obtain a more complete picture of the potential risks an in-depth interview was realized with one of the top managers of the chosen port operator. It emerges that the main risks related to pollution for a ferries company are covered by MARPOL 73/78 Convention which is briefly discussed below. From this point of view it is a prerequisite element to ensure the implementation of the MARPOL Convention.

The MARPOL Convention 73/78 is an International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978, as amended.

The MARPOL is the most significant and directly applicable convention for the prevention of operational pollution from ships, it took a wider view and addressed five different kinds of marine pollutants and adopted separate provisions for each category, which were annexed to the main convention.

Table 4.5 The annexes of the MARPOL 73/78 Convention

Annex Type of waste Annex I Oil Annex II Liquid chemicals in bulk Annex III Harmful substances in packaged form Annex IV Sewage Annex V Garbage Annex VI Air pollution

The EPO effort is to be as respectful as possible of the Convention, despite the ferry was built in the early seventies when the agreement had not yet been ratified, and then the ship was adapted in order to be compliant with regulations as far as possible. Moreover the EPO is working in order to optimize the management of ballast water, according to the IPA Adriatic Cross-border Cooperation Programme 2007–2013 named “BALMAS - Ballast water management system for Adriatic Sea protection”.

From given answers, it is possible to draw some conclusions about the nature of the crucial risks related to the EPO activities. Also, the interview results are indicative in terms of identifying the opportunities for environmental risks reduction or even their complete elimination in the perspective.

4.1 Results of in-depth interview with one of the top managers at the Adria Ferries

In this section are given the results of the in-depth interview being carried out with a technical manager of the Adria Ferries on board of the AF Claudia ferry in the Port of Bari.

[The interview]

1. Which is the main form of pollution produced by your activities?

Main forms of pollution are linked to the activity of the ferry and in order of importance are:

- All activities related to the use of hydrocarbons (both fuels and bilge water);

- Sewage;

- Air pollutants generated by the combustion (mainly NOx and SOx);

- Garbage (of those listed is definitely the less impact and more manageable).


Although these should be fairly major causes of environmental pollution, it should be noted that certainly poor management or human error can caused pollution as well.

2. Adverse impacts:

- Release of dangerous gaseous emissions;

- Generating hazardous mixed oil/water waste;

- Worst environmental conditions on board for passengers and workers, etc.

3. How important do you consider each of the following potential negative environmental impacts from your activities?

- Use of natural resources (energy, water, etc.) – no negative impact

- Solid waste generation –moderately negative impact and high negative impact during high season

- Air pollution – high impact due to gases discharges combustion of the ferry and air pollution generated by loading/unloading vehicles (improvements could be achieved by employing new mechanization, i.e. cleaner technology, and new EU standards)

- Global pollutants (e.g. greenhouse gases) – high caused mostly by old engines

- Aesthetic effects (noise, smell, landscape violation, etc.) – high

- Soil contamination – possible only during accidents

- Risk of severe accidents – high (Manipulative operations are to be safely realized).

4. Has your facility undertaken concrete actions to reduce environmental impacts associated with the following?

Concrete actions for the reduction of environmental pollution are linked to a scrupulous implementation of all regulations and procedures of the MARPOL Convention and other EU and national laws in order to be compliant with standards and to increase the energy efficiency of the ferry, for this purpose the ferry has a Ship Energy Efficiency Management Plan (SEEMP).

- Use of natural resources (energy, water, etc.) – Yes

- Solid waste generation – Yes

- Wastewater effluent – No

- Local or regional air pollution – Yes

- Global pollutants (e.g. greenhouse gases) – Yes (to certain extent)

- Aesthetic effects (noise, smell, landscape violation, etc.) – Yes (to certain extent)

- Soil contamination – No

- Risk of severe accidence – Yes

5. Taking into consideration the negative environmental impacts stated above, which of the following environmental performance measures does your activity/facility regularly monitor?

- Use of natural resources (energy, water, etc.) – No


- Solid waste generation – Yes

- Wastewater effluent – No

- Local or regional air pollution – No

- Global pollutants (e.g. greenhouse gases) – No

- Aesthetic effects (noise, smell, landscape violation, etc.) – Yes (indirectly)

- Soil contamination – No

- Risk of severe accidence – Yes

Additional:

- Monitoring of the health of workers, by analyzing air filters according to the HSE plan.

6. Does your facility have a budget specifically related to environmental matters?

- Currently no, but it is planned a budget for new vehicles that will be purchased with a smaller impact.

7. What is your knowledge about the Environmental Management System (EMS)?

- It can be considered a very high EMS knowledge for technical managers and key personnel on board and fairy knowledge for workers.

8. Have you ever considered implementing an EMS in your facility/activity?

- Yes.

9. How important do you consider the following motivations to have been with respect to the environmental practices of your facility?

- Prevent or control environmental incidents – Utmost importance

- Regulatory compliance – High importance

- Corporate profile/image – High importance

- Costs savings – High importance

- New technology development – relatively high importance

- New product development – Low importance

- Facilities similar to ours are adopting similar practices – High importance

Additional:

- Periodic training and staff awareness is of extremely high importance in this context.

- Tracking and implementing EU recommendations, good practices and standards in this domain are of up most importance, as well.

The results of this interview might be indicative in terms of getting crucial information about the main risks at the terminal and the attitudes of the top management at the examined EPO in the Port of Bari towards EMS in general.


5 EPO (the greatest) risk reduction/elimination action

a) What is (are) the greatest risk(s) considered EPO at your port?

As it is previously noted, the risks on board of a ferry are connected above all with the navigation activity itself. It can be distinguished logistics processes therefore, the greatest risks are associated with activities on the ship for generating energy and propulsion and more access to the ship, manual lifting, cargo of non-hazardous or hazardous load (cargo tanks, tanks and fuel tanks), cargo damage, its spillage and/or breakage and workers injuries. As a result the production and the treatment of harmful substances like oils and gasolines, ballast water, production of sewage, waste and air pollutants causes several environmental impacts.

b) What can be done to reduce or eliminate it(them)?

Above adduced risks could be reduced but not completely eliminated by strictly implementing regulation and procedures of MARPOL Convention and Ship Energy Efficiency Management Plan (SEEMP) both for workers and equipments in some cases by purchasing and adapting new, cleaner and more reliable equipment and auxiliary mechanization.

Additionally, employees should be periodically (re)trained in EMS in order to enrich level of their awareness and knowledge about the environmental issues and occupational safety. These trainings should be organized on board and in the calling ports (Bari and Durres), or in specialized training centers abroad.

c) Adopted procedures and measures analysis for impacts reduction

As described in the previous paragraph, for a correct analysis of the risk and its reduction it is necessary to analyze closely what the main causes and the pollutants produced on board and consequently the current procedures and measures implemented to mitigate the effects.

Below, according the Annexes of the MARPOL Convention, it will be analyzed all possible aspects related to the activity of the ferry with the adopted procedures and measures for pollutants reduction and correct waste disposal.


Annex I – Prevention of Pollution by Oil

The most common form of liquid oily wastes include engine room bilge and sludge from oil separators and fuel tanks which are generated in all ships irrespective of size and type. Used lubricating oil is another type of oily waste generated on board. Other oily wastes include slops and residues in oil tankers, oil-water mixture resulting from tank washings.

Oil from oily bilge is delivered ashore only in the port of Durres and not in the port of Bari. The oil and oily bilge is transferred in some special tanks and then, when ashore, the oil content is disposed. The ship has on board the Official Oil Register as well as under national legislation Italian D.M. of 11 December, 1992 for the prevention of oil pollution.

It should be remembered that the MARPOL 73/78 Convention Annex I regulation 16 provides that the disposal can be carried on board separating oil by bilge waters with filtering equipment and the watery effluent can be discharged overboard in specified areas other than special areas provided the oil content in the effluent is measured to be less than 15 ppm. Furthermore the oily portion can be incinerated on board as applicable.

Annex II – Control of Pollution by Noxious Liquid Substances in Bulk

Annex III – Prevention of Pollution by Harmful Substances Carried by Sea in Package

Form

Being a ro-ro/pax ferry, the AF Claudia Prima ferry does not transport this type of material.

Annex IV – Prevention of Pollution by Sewage on Ships

Annex IV contains a set of regulations regarding the discharge of sewage into the sea from ships, including regulations regarding the ships' equipment and systems for the control of sewage discharge, the provision of facilities at ports and terminals for the reception of sewage, and requirements for survey and certification.

The regulations in Annex IV of MARPOL prohibit the discharge of sewage into the sea within a specified distance of the nearest land, unless they have in operation an approved sewage treatment plant. The AF Claudia Prima is equipped with a sewage treatment plant and a discharge pipeline in compliance with Regulation 9 and 10 of Annex IV as follow:

Triton 4000 (40.000 l/day – 17.35 BOD5/day) manufactured by Environmental Protection Engineering S.A. and certified by RINA to meet the effluent standards as provided for in Resolution MEPC.2 (VI).

Annex V – Prevention of Pollution by Garbage on Ships

Garbage includes a variety of solid wastes, like galley and food wastes, papers, plastics, tins and cans, oily rags from machinery space, and even expired medicines and medical wastes. These wastes are produced on board all ships in different quantity but generally can be considered that garbage is composed of different materials with different rates of decomposition for different materials in marine environment. Some of these materials can take decades, even centuries to decompose. Plastic is possibly the worst material in garbage. Plastic when floating in water is mistaken by marine animals as food and in worst cases can cause their death. The MARPOL Convention does not particularly mention to differentiate various types of garbage for the purpose of delivery to reception facilities, but it is indeed necessary


and advisable to separate these wastes further for various reasons.

The ship has on board a Garbage Record Book and a Garbage Management Plan that has been developed taking into account the regulations embodied in Annex V, the articles and resolutions of the International Convention for the Prevention of Pollution from Ship, 1973, as modified by the Protocol of 1978 relating there thereto (MARPOL 73/78) and with the requirements of United States Coast Guard 33 CFR Part 151 relating to vessels carrying oil, noxious liquid substances, garbage and municipal or commercial waste. Annex VI of MARPOL 73/78 is also taken into account as far as the use of any shipboard incinerator is concerned.

The rules foresee the designation of a person responsible on board for the garbage management, for AF Claudia Prima is the Chief Mate and a support staff to the responsible.

Table 5.1 Key personnel involved in garbage management

Responsible Person

(Chief Mate)

Deck Dept. Collaborator

(Bosun)

Engine Dept. Collaborator

(Donkeyman)

Hotel Dept. Collaborator

(Chief Steward)

Garbage typology

Food Wastes: are any spoiled or unspoiled, victual substances, such as fruits, vegetables, dairy products, poultry, meat products, food scraps, food particles, and all other materials contaminated by such wastes, generated onboard ship, principally in the galley and dining areas.

Plastic: means a solid material contains a can essential ingredient one or more synthetic organic high polymers and which is formed (shaped) during either manufacture of polymer or the fabrication into a finished product by heat and7or pressure. Plastic have material properties ranging from hard and brittle to soft and elastic. Plastics are used for a variety of marine purposes including packaging, ship construction (fiberglass and laminated structures, siding, piping, insulation, flooring, carpets, electrical and electronic components, etc), disposable eating utensils and cups, bags, sheeting, floats, fishing nets, strapping bands, rope and line.

Domestic Wastes: means all types of food wastes and wastes generated in the living spaces on board the ship. “Grey Water” doesn’t include in domestic wastes.

Maintenance Wastes: means material collected in the engine and in the deck department while maintaining and operating the vessel, such as soot, machinery deposits, scraped paint, deck sweeping, wiping wastes, and rags, etc.

Operational Wastes: means all cargo-associated wastes and maintenance wastes and cargo residues.

Oily Rags: are rags which have been saturated with oil as controlled in Annex I of MARPOL.


Contaminated rags: are rags which have been saturated with a substance defined as a harmful substance in the other Annexes of MARPOL.

Cargo residues: are defined as the remnants of any cargo material on board that cannot be placed in proper cargo holds (loading excess and spillage) or which remain in cargo holds and elsewhere after unloading procedures are completed (unloading residual and spillage). However, cargo residues are expected to be in small quantities. The new regulations now make a difference, between “cargo residues” which contained in wash waters or not, which will make a difference in the disposal areas allowed.

MARPOL Convention 73/78 foresee the differentiation of the garbage in nine (9) main categories, classified as “A to I” as recorded in the Garbage Record Book, with the following procedures of disposal:

Table 5.2 Classification of garbage type according Annex V of MARPOL Convention

Cat. Garbage type Special Areas Outside Special Areas

A Plastic (includes synthetic ropes, plastic garbage bags) Prohibited Prohibited

B Food waste not ground. Prohibited >12 miles in route

As above, but ground and comminuted no larger than 25 mm. >12 miles in route >3 miles in route

C Domestic wastes: paper, rags, glass, metal, bottles, crockery and similar refuse Prohibited Prohibited

D Cooking Oil Prohibited Prohibited

E Incinerator ashes (*) Prohibited Prohibited

F

Cleaning agents and additives in cargo hold wash water >12 miles in route Permitted

Cleaning agents and additives in deck and external surfaces wash water Permitted Permitted

G Cargo residues: not contained in wash waters Prohibited Permitted

Cargo residues: Contained in wash waters >12 miles on route >12 miles on route

H Animal carcass(es) carried on board as cargo and which died during the voyage Prohibited >100 miles

I Fishing Gear Prohibited Prohibited

Other Mixed Garbage types (**) (**)

(*) The ashes of the incinerator have to be managed with the same formalities of the native garbage from which they originate.

(**) When garbage is mixed with other harmful substances having different disposal or discharge requirements, the more stringent disposal requirements shall apply.


Table 5.3 Special area in which the AF Claudia operates

Special Area Adopted Date of entry into force In effect from

Mediterranean Sea 02.11.1973 31.12.1988 01.05.2009

Garbage management

Procedures for handling ship-generated garbage can be divided into four phases:

- Collection;

- Processing;

- Storage;

- Disposal.

Three categories of distinctively marked garbage receptacles could be provided to sort garbage as it is generated:

- Plastic, including plastics mixed with non-plastic garbage (Receptacle colour is RED);

- Food wastes, including materials contaminated by such wastes (Receptacle colour is BLUE);

- Other garbage which cannot be disposed at sea during voyage and for that should be disposed to ashore reception facilities (Receptacle colour is BLACK).

Receptacles for each category are clearly marked and distinguished by colour, graphics shape, size or location throughout the ship.

After the collecting step a processing step should be follow. But in the case of AF Claudia Prima, the ferry is not provided by processing treatment systems such as compactors, comminutors and incinerators.

The disposal through the discharge to port reception facilities is carried out with different solutions according to the garbage typology:

- The disposal of plastic waste may take place only through discharge to port reception facilities. In this case the personnel in charge must take all possible precautions to avoid the accidental garbage disposal into the sea during discharge operations.

- If the ship is in port garbage must be necessarily discharged at port reception facilities, suitably provided. This garbage, correctly put into bags of suitable material properly closed, is delivered to the collection devices by the onboard responsible personnel. If collection devices approach the ship via the sea, the personnel in charge will take precautions (not excluding slipways) to avoid the accidental loss of containers into the sea.


- The disposal to port reception facilities of solid garbage (miscellaneous) is always possible. The method of disposal to shore reception facilities must conform to the regulations provided by the local Authority in particular about methods and reception time as well as about garbage separation possibly required in view of the operative recycling method.

Special disposal as exhaust batteries, toner (by fax, printers, photocopiers), medicines are collected in special and separate containers, for then to subsequently be disposed to shore facilities. For this type of material it is not require recording as for the other garbage. Moreover particular cases can be valued time by time according to the request.

Annex VI – Prevention of Air Pollution from Ships

Although air pollution from ships does not have the direct cause and effect associated with, for example, an oil spill incident, it causes a cumulative effect that contributes to the overall air quality problems encountered by populations in many areas, and also affects the natural environment, such as though acid rain. MARPOL Annex VI, limits the main air pollutants contained in ships exhaust gas, including sulphur oxides (SOx) and nitrous oxides (NOx), and prohibits deliberate emissions of ozone depleting substances. MARPOL Annex VI also regulates shipboard incineration, and the emissions of volatile organic compounds from tankers.

At this purpose it should be noted that the AF Claudia Prima is a very old ferry provided by old technology engine. So in order to reduce the pollutant gases a special procedure that optimizes emissions in compliance to the MARPOL Annex VI Reg. 14, 18 & appendix III – DLgs. 205/2007 by switching fuel from High-sulphur Fuel Oil (ATZ) to Low-sulphur Fuel Oil (BTZ). The Sulphur content of any fuel oil used on board ship shall not exceed 3.5% m/m.

Table 5.4 Content of sulphur (%) in AZT and BZT fuel

Type Content

High-sulphur Fuel Oil (ATZ) Fuel Oil exceeding 1.5% m/m sulphur

Low-sulphur Fuel Oil (BTZ) Fuel Oil less than or equal to 1.5% m/m sulphur

The aim of this system is to switch from low-sulfur fuel when the ferry is entering into the territorial waters, in order to optimize the consumption of expensive fuel and being compliant with regulations. When is out of the territorial waters and Europe Community sea water, the fuel consumption can be changed by BTZ to ATZ for all engines and auxiliaries.


6 Human resources, equipment and costs According to the previously determined greatest risks, in this section will be discussed some proposed measure to reduce critical situation related to garbage management identify how many people might be involved, and how much funds might be invested in reducing or eliminated risks. It has chosen to focus the attention of this study to the garbage, although there are other critical issues analyzed during the audit, which are linked to many other aspects of the management of the ship.

For a summary of this subject, please refer to the previous paragraph “Annex V – Prevention of Pollution by Garbage on Ships” of the MARPOL Convention.

- Who will they be?

Manager and some key personnel of the crew will be involved in improving environmental conditions on board of the ferry AF Claudia Prima during the mooring in the port of Bari and of course along the route. Their number is of workers employed will be of five persons as described in the table 6.1.

Even if these persons are skilled, a complete (re)training centered on EMS is needed.

Table 6.1 Employees involved in EMS (re)training

Personnel No.

Technical manager 1 Chief Mate 1 Bosun 1 Donkeyman 1 Chief Steward 1 Total 5

- What will be the costs?

The costs of (re)training of the employees in EMS are specified in Table 6.1. The calculus is made under the assumption that the average cost of EMS training is 650 euros and that the employees need to travel to another port (or other destination, where the training will be organized), and that they also need certain accommodation and per diem funds. The average traveling costs are taken as 700 euros per travel, while the accommodation and per diem costs are taken approximately as 150 euros per day. The related calculus is given in table below. In estimating these costs the information available at the referred web locations are used.

Table 6.2 Costs of (re)training of the employees in EMS

Employees Training Traveling Accommodation (5 days)

Total (Euro): 3250 3500 3750 Total (Euro): 10500


It is assumed that the employees will have training ones per year and due to the calculus present in table 7 it is evident that the total amount of funds necessary for (re)training in EMS is 10500 euros. Employees who attended the training will be later on in position to transfer their new-acquired knowledge and skills in the domain of EMS to their colleagues who did not have that opportunity.

- What will be their duties?

The duties of the employees that will attend the course in EMS will be as follows:

• Conducting an environmental review for the EPO;

• Define parameters of the environmental risk study;

• Auditing and management review;

• Reporting on the performance of an EMS;

• Review of the environmental procedures;

• Identifying and evaluating environmental risks;

• Optimization of spaces and manpower on board involved in garbage collection and disposal;

• Recording environmental information and writing reports;

• Collecting data for a subsequent analysis;

• Documenting an EMS to meet ISO 14001:2004 requirements;

• Reviewing environmental policies, objectives, targets and management plans;

• Developing systems for monitoring and measuring an EMS and environmental performance;

• Operational controls and emergency planning;

• Developing and maintaining EMS documentation.

Upon successful completion of the course, participants i.e. selected employees in the port EPO should be able to analyze the workplace to identify needs and develop the environmental information, data, reporting and recording processes.

6.1 New equipment and cost

- What kind of equipment is needed?

Depending on factors such as the type of ship area of operation and size of crew, ship may be equipped with incinerators, compactors, comminutors or other devices for shipboard garbage processing, such devices will reduce shipboard space limitations and make garbage easier to discharge.

The correct operation of the incinerator, compactor and the garbage disintegrator, for ships fitted with such equipments, it is of fundamental importance to avoid considerable volumetric accumulations of garbage in the storing areas.


Use of such processing equipment makes it possible to discharge certain garbage at sea which otherwise would not be permitted, reducing shipboard spare for storing garbage, making it easier to off-load garbage in ports, and enhancing assimilation of garbage discharged into the marine environment.

The ships have to be fitted with containers and materials for the storing of garbage in base to the quantities of accumulation of the various and different categories. We have already mentioned to the necessity to distinguish for colour or other method the containers for the collecting.

- Do you have a need for purchasing new equipment, or the action can be done with the existing equipment?

Currently the ship is not equipped with incinerators, compactors, comminutors or other devices for shipboard garbage processing, so the purchase of new equipment is desirable. However some action can be done without any new equipment, for example the enhancement of the collection and the recording of the volumes of garbage, suitably divided by typology, in a digital database in order to analyze some critical aspects and program the purchase of a suitable equipment.

It is important to remark that the EPO choose not to use any incinerator on board for its environmental policy, even if it is allowed by the MARPOL Convention.

Anyway, it is suggested the purchase of the following treatment systems:

Compactors

Compaction: is a process of reducing material to minimize volumes relevant to certain garbage typologies (Table 6.3). Compactors make garbage easier to store, to transfer to port reception facilities, and to dispose of at sea when discharge limitations permit. In the latter case, compacted garbage may also aid in sinking, which would reduce aesthetic impacts in coastal waters and along beaches, and perhaps reduce the likelihood of marine life ingesting or otherwise interacting with discharged materials.

A compactor should be installed in a compartment with adequate room for operating and maintaining the unit and for storing the trash to be processed. The compartment should be located adjacent to the areas of food processing and commissary store-rooms. If not already required by regulations it is recommended that the space have freshwater wash down service, coamings, deck drains, adequate ventilation and hand or automatic fixed fire-fighting equipment.

Most garbage can be compacted to some degree: the exceptions include unground plastics, fibre and paper board, bulky cargo containers and thick metal items. Pressurised containers should not be compacted or shredded without the use of specialised equipment designed for this purpose because they present an explosion hazard in standard compactors.

Compaction reduces the volume of garbage. In most cases the output from a compactor is a block of material which facilitates the shipboard storage of garbage and the discharge of the material in a port facility. Note that the output from a compactor might be subject to quarantine, sanitary or health requirements or other requirements from the port reception facilities and advice from local authorities should be sought on any standards or requirements which are additional to those set by the IMO.


Table 6.3 Compaction options for shipboard-generated garbage

Typical examples

Special handling by vessel

personnel before compaction

Compaction characteristics Onboard storage space

Rate of alteration

Retainment of compacted

form

Density of compacted

form Metal, food and

beverage containers, glass, small wood pieces

None Very rapid Almost 100% High Minimum

Comminuted plastics, fibre and

paper board

Minor – reduce material to size for

feed, minimal manual labour

Rapid Almost 80% Medium Minimum

Small metal drums, uncomminuted cargo packing, large pieces of

wood

Moderate – longer manual labour time

required to size material for feed

Slow Approximately 50% Relatively low Moderate

Uncomminuted plastics

Major – very long manual labour time to size material for

feed; usually impractical

Very slow Less than 10% Very low Maximum

Bulky metal cargo containers, thick

metal items

Impractical for shipboard

compaction; not feasible

Not applicable Not applicable Not applicable Maximum

Comminutors

Comminution: is the process of reducing food garbage to the minimum size (no larger than 25 millimeters of diameter) of the garbage (Table 6.4). The discharge of comminuted food wastes may be permitted under regulations 4.1.1 and 6.1.1 of MARPOL Annex V while the ship is on route. Such comminuted or ground food waste must be capable of passing through a screen with openings no greater than 25 mm.

A wide variety of food waste grinders is available on the market and most modern ships' galleys have the equipment needed to produce slurry of food particles and water that washes easily through the required 25 mm screen. Output ranges from 10 to 250 litres per minute. The discharge from shipboard comminutors should be directed into an appropriately constructed holding tank when the vessel is operating within an area where discharge is prohibited.

Although larger food scraps may be discharged beyond 12 nautical miles, it is recommended that comminutors be used even outside this limit because they hasten assimilation into the marine environment. Because food wastes comminuted with plastics cannot be discharged at sea, all plastic materials must be removed before food wastes are ground up.

Size reduction of certain other garbage items can be achieved by shredding or crushing and machines for carrying out this process are available for use on board ships.

It is recommended that garbage is not discharged into a ship’s sewage treatment system unless it is approved for treating such garbage. Furthermore, garbage should not be stored in


bottoms or tanks containing oily wastes. Such actions can result in faulty operation of sewage treatment or oily-water separator equipment and can cause sanitary problems for crew members and passengers.

It is recommended that the discharge from shipboard comminutors be directed into a holding tank when the vessel is operating within an area where discharge is prohibited.

Outside special areas, ships operating primarily beyond three nautical miles from the nearest land are encouraged to install and use comminutors to grind food wastes to a particle size capable of passing through a screen with openings no larger than 25 mm. Regulation 4 requires comminuting or grinding food wastes if the food wastes are to be discharged between three and 12 nautical miles from the nearest land. Although unprocessed food wastes may be discharged beyond 12 nautical miles, it is recommended that comminutors be used as they hasten assimilation into the marine environment. Because food wastes comminuted with plastics cannot be discharged into the sea, all plastic materials need to be removed before food wastes are placed into a comminutor or grinder.

When operating inside a special area, regulation 6 of MARPOL Annex V requires all food wastes to be comminuted or ground before discharge into the sea. All discharges are to be made as far as practicable and not less than 12 nautical miles from the nearest land or ice-shelf.

Table 6.4 Comminution options for shipboard-generated garbage

Typical examples Special handling

by vessel personnel

Compaction characteristics Rate of

alteration Residual Size after processing

Food scraps None None None Almost 100% Miscellaneous (metal,

paper, rags, etc.) None None None Almost 100%

- What are the costs of the required (new) equipment?

It is very difficult to make an estimate of the expected costs for the purchase and installation of a compactor and a grinder, because the installation of these products also requires a suitable location and a modification of the existing structures on board, and limited by requirements of space. For example, in the case of a comminutor, the equipment should be interfaced with the system of wastewater, for which is required a substantial structural modification to certain compartments of the vessel and the subsequent recertification. However, for a lump-sum estimate this may take tens of thousands of euros.


7 Worthiness of the EPO proposed environmental action

a) By taking into the consideration both risks and the costs, is the action worthwhile of realizing in economical and environmental terms?

It is very difficult to determine exactly the effects on the environment and health of employees, but of course the purchase of new equipments and an opportune training staff in EMS are of importance both for the EPO, Adria Ferries, and the Port of Bari.

b) How will it affect the strategy of the whole port authorities EMS (short term, up to one year, and long-term)?

Currently the Adria Ferries does not deliver the ship waste generated on board in the reception facilities of the port of Bari, preferring to deliver ashore into the Albanian port of Durres. Certainly this is a business decision which, however, could be changed if there were advantageous conditions for use of the facilities in the port of Bari. Another case could be if there will be an agreement between the two port authorities, proposing a shared management of waste generated on board. In any case it is very hard to predict how the strategy will affect in the short, medium and long term, because it would still be required a close cooperation between the EPO and the port authority of Bari.

c) Is there a possibility to transfer the new-generated knowledge throughout conducted EMS action to another EPOs within your port, or to another ports?

Considering the fleet of the Adria Ferries probably there are no obstacles in applying this knowledge in EMS action to another ship of the company. There is no doubt that the proposed investments in equipment and knowledge of employees will result in multiple positive effects on business, environmental conservancy, and occupational safety on board and in the port. This operational mode could certainly be transferred to other companies operating in the port of Bari similar to the EPO, such ferries and cruises too. Of course first of all, the necessary condition is a willingness to share some of the procedures between some companies and the port authorities.

This study and in general the TEN ECOPORT project should encourage port authorities to take into consideration, more intensively, investment opportunities in the ports’ equipment and personnel, which would have positive economic effects, as well as positive effects on the preservation of the environment in the national context and beyond it, because the ports are usually of strategic importance for the overall economic growth and development of a country and a region. More generally, implementing proposed environmental management system measures i.e. investing in equipment and employees EMS knowledge refreshment can increase chances of cutting energy bills, reducing waste and winning customers confidence in the way the port operates responsibly.


8 Acknowledgement During the realization of this study, significant contribution has been provided by:

a. Mr. Stefano Raimondi, technical manager at Adria Ferries S.p.A. and

b. the Levante Port Authority of Bari representatives,

therefore we would like to express our sincere gratitude to them.

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