Action Plan

Transcription

Action Plan

SAFE ADRIA Project – Action Plan – Pag. 1
SAFE ADRIA Project
Action Plan
Venice, February 2012
Index
1. General introduction .................................................................................................... 4
1.1 Objectives and targets .................................................................................. 4
1.2 Principles ...................................................................................................... 4
1.3 Policies and strategies .................................................................................. 5
1.4 Development axes ........................................................................................ 6
1.5 Structure of the Action Plan ......................................................................... 6
2. Ship generated waste and cargo residues management ............................................. 7
2.1 International Convention MARPOL .............................................................. 7
2.2 European legal framework ........................................................................... 7
2.3 Italian legal framework ............................................................................... 10
2.4 Local legal framework ................................................................................. 13
2.5 Practices developed in the Port of Venice - Ship generated waste and cargo
residues management ...................................................................................... 13
2.6 References to the Montenegrin legislative framework .............................. 17
3. Environmental measurements “port box”: best practices on air, water, energy ...... 18
3.1 International Convention MARPOL ............................................................ 18
3.2 European legal framework on environmental aspects to be measured .... 18
3.3 Italian laws on environmental aspects to be measured ............................. 21
3.4 Local legal framework ................................................................................. 23
3.5 Practices developed in the Port of Venice .................................................. 24
3.6 References to the Montenegrin legislative framework .............................. 31
1. General introduction
The present document has been prepared within the framework of the SAFE ADRIA
project. The drafting of the Action Plan is enclosed in the Activities 2.2 of the Work
Package 2 “Environment protection experiences and action plan”.
SAFE ADRIA Project aims at transferring to Luka Bar practices related to the domains of environment protection developed in the Port of Venice.
This aim will be achieved with cooperative actions between Venice Port Authority
and Luka Bar to improve the capacity in domains of environmental protection in
ports’ activities in Luka Bar, which is currently undergoing a significant port reform.
Indeed port development and environmental protection go hand in hand.
On the other side, environmental sustainability is one of the Venice Port Authority's main objectives, encouraging it to sponsor projects to cut the environmental
impact of port operations on the city and the lagoon. The goal is pursued through
the “Green Port” policy, that is not simply a slogan or a wish: on the contrary, it
summarizes a concept that revolutionizes the way the port is traditionally conceived and translates into a range of concrete actions. These actions have been
strenuously encouraged by the Venice Port Authority over recent years, and cover
four main areas: air, water, soil, energy.
To that extent is important for Luka Bar, to acquire much knowledge as possible, on
the organization of the port activities, in various domains including environmental
protection.
1.1 Objectives and targets
The main objectives of environmental protection are:
• preservation of human health, ecosystems, natural sites and spatial resources
as well as cultural heritage and anthropogenic resources;
• providing conditions for sustainable management of nature, preservation of
quantity and quality of natural resources as well as preventing dangers and
threats to the environment.
These objectives can be achieved by an efficient interaction and by the exchange of
experiences between the structures involved.
1.2 Principles
Some common and basic principles that underlie the initiatives of environmental
protection are:
• Preservation of natural values - it is essential to maintain or increase quality of
air, water, sea and soil;
• Biological Diversity - preventing any activity that could have harmful effect to
the biological diversity of living organisms and natural properties of ecosystems;
• Risk Reduction - measures shall be taken as to prevent or to limit the activities
which pose unavoidable risk or danger to the environment;
• Re-use and recycling - re-usable, recyclable or biologically degradable substances shall have precedence cost-effectively;
• Polluter pays - any polluter shall pay a real price for the harm done to the environment;
• Information accessibility - information and policy pertaining to the quality of the
environment are public. Everyone has the right to be informed about the environmental quality and to participate in the decision-making process, the implementation of which, may have adverse effects on the environment.
1.3 Policies and strategies
The objectives of the environmental protection shall be acquired by means of the
following activities:
•
•
•
•
•
•
•
•
introduction of environmental education;
prevention, limitation, monitoring of harmful effects;
protection of compromised areas, trying to improve their quality;
maintaining a balanced relationship between the economic development and
environmental protection;
implementation of technologies able to ensure preservation and protection of
the environment and energy-efficient technologies;
gradual transition to renewable sources of energy;
fostering research activities and strengthening institutional organization in field
of the environment at all levels segments thereof;
informing public on the quality of the environment.
Some of these have already been implemented by Venice Port Authority, through
the strategy “Green Port” concerning:
•
•
•
•
•
energy efficiency of port activities;
collection of stormwater;
improving ship waste management procedures and treatment;
improvement air quality, including projects for “zero emissions”;
ensure full operation and development opportunities to port activities without
damaging the delicate lagoon system.
1.4 Development axes
The present project belongs to the Know-how Exchange Program (KEP) which is a
grant facility created in 2004 to support transfer of best practice and transformation experience between partners in order to strengthen the economic development together with environmental sustainability.
It acts toward two ways.
One way is to give an active support to the project partner in its field of interest, for
example passing on projects or programs aimed at minimizing the impact of port
activities on the surrounding area and projects or regarding sustainable development. This is partially translated in the realization of an Action Plan.
Another way is promoting the collaboration among institutions in member countries.
1.5 Structure of the Action Plan
The Action Plan is divided into two parts, corresponding to the main actions
planned.
Action 1 regards ship generated waste and cargo residues management, while Action 2 consists on a “box” of best practices and actions implemented by Venice
Port, which could be shared by the two partners.
Every action has a title, which briefly defines what is to be done; the relative contents are clearly described and there are indicated the expected results. Also the
institutions in charge are indicated: they are the responsible for performing the action envisaged, completing the actions and reporting in time.
2. Ship generated waste and cargo residues management
2.1 International Convention MARPOL
The MARPOL Convention for the Prevention of Pollution from Ships is the main international convention covering prevention of pollution of the marine environment
by ships from operational or accidental causes. The Convention was adopted on 2
November 1973 at IMO and covered pollution by oil, chemicals, harmful substances
in packaged form, sewage and garbage. As the 1973 MARPOL Convention had not
yet entered into force, the 1978 MARPOL Protocol absorbed the parent Convention. The combined instrument is referred to as the International Convention for
the Prevention of Marine Pollution from Ships, 1973, as modified by the Protocol of
1978 relating thereto (MARPOL 73/78), and it entered into force on 2 October 1983
(Annexes I and II). In 1997 a Protocol was adopted to add a new Annex VI.
The Convention includes regulations aimed at preventing and minimizing pollution
from ships, includes the following Annexes related to ship waste.
Annex I - Regulations for the Prevention of Pollution by Oil (entered into force 2
October 1983): it covers prevention of pollution by oil from operational measures
as well as from accidental discharges. The 1992 amendments to Annex I made it
mandatory for new oil tankers to have double hulls and brought in a phase-in schedule for existing tankers to fit double hulls, which was subsequently revised in 2001
and 2003.
Annex IV - Prevention of Pollution by Sewage from Ships (entered into force 27
September 2003): it contains requirements to control pollution of the sea by sewage.
Annex V - Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988): it deals with different types of garbage and specifies the distances
from land and the manner in which they may be disposed of. The requirements are
much stricter in a number of "special areas" but perhaps the most important feature of the Annex is the complete ban imposed on the dumping into the sea of all
forms of plastic.
2.2 European legal framework
Directive 2000/59/EC on Port reception facilities for ship-generated waste and
cargo residues
The Directive pursues the same aim as the 73/78 Marpol Convention on the prevention of pollution by ships, which all the Member States have signed. However,
in contrast to the Convention, which regulates discharges by ships at sea, the Directive focuses on ship operations in European Union ports. It addresses in detail the
legal, financial and practical responsibilities of the different operators involved in
delivery of ship-generated waste and cargo residues.
Ships
This Directive covers:
• all ships, whatever their flag, including fishing vessels and recreational craft,
putting in at a Member State port, apart from warships and ships belonging to
or operated by a State for non-commercial governmental purposes;
• all Member State ports.
Port reception facilities
Member States must ensure that port reception facilities are provided which meet
the needs of the ships using them without causing abnormal delays. These facilities
must be tailored to the size of the port and to the categories of ship calling there.
Waste reception and handling plans
A waste reception and handling plan must be drawn up in each port. These plans
must be approved and assessed by the Member State it relates to. The plans must
be re-approved at least every three years.
Notification
Captains of ships (other than fishing boats and recreational craft authorised to carry no more than 12 passengers) bound for a Community port are required to notify
certain information, in particular the date and the last port in which ship-generated
waste was delivered and the quantity of waste remaining on board.
Delivery of ship-generated waste
Unless exempted, all ships are required to deliver their ship-generated waste before leaving a Community port, unless the captain can prove that his vessel has
adequate storage capacity. Ships which do not deliver their waste without providing valid reasons for exemption are not allowed to leave the port until such delivery
has taken place.
Fees for ship-generated waste
Ports must establish cost recovery systems to encourage the delivery of waste on
land and discourage dumping at sea. All ships calling at a Member State port will
bear a significant part of the cost (which the Commission interprets as meaning at
least 30%), whether they use the facilities or not. This cost recovery system comprises this built-in, fixed element and, possibly, a variable element according to the
amount and type of waste actually delivered.
Inspections
Ships operating in an EU port may be inspected. There is a 25 % minimum inspection requirement. Inspections are carried out on ships which have not complied
with the notification requirement and on those suspected of not having delivered
their waste as a priority.
Where it is proven that a ship has put to sea without having delivered its waste and
without benefiting from an exemption, the next port of call is alerted. Moreover,
the ship will not be authorised to leave the second port without the situation having been assessed.
Accompanying measures
This Directive provides for a series of accompanying measures. In particular, it provides for ships that have been unduly delayed owing to the inadequacy of reception facilities, while they themselves meet the requirements to which they are subject, must receive compensation.
Evaluation
Every three years, Member States must send the Commission a status report on
the implementation of the Directive, following which the Commission must submit
an evaluation report on the operation of the system to Parliament and the Council.
REFERENCES
Act
Directive
2000/59/EC
Amending act(s)
Directive
2002/84/EC
Directive
2007/71/EC
Regulation (EC)
No. 1137/2008
Entry into
force
Deadline for
transposition in
the Member
States
Official Journal
28.12.2000
28.12.2002
OJ L 332 of 28.12.2000
Entry into
force
Deadline for
transposition in
the Member
States
Official Journal
29.11.2002
29.11.2003
OJ L 324 of 29.11.2002
13.12.2007
15.06.2009
OJ L 329 of 14.12.2007
11.12.2008
-
OJ L 311 of 21.11.2008
Directive 2000/76/EC on the incineration of waste
The aim of the WI Directive is to prevent or to reduce as far as possible negative
effects on the environment caused by the incineration and co-incineration of
waste. In particular, it should reduce pollution caused by emissions into the air,
soil, surface water and groundwater, and thus lessen the risks which these pose to
human health.
This is to be achieved through the application of operational conditions, technical
requirements, and emission limit values for incineration and co-incineration plants
within the EU.
The WI Directive sets emission limit values and monitoring requirements for pollutants to air such as dust, nitrogen oxides (NOx), sulphur dioxide (SO2), hydrogen
chloride (HCl), hydrogen fluoride (HF), heavy metals and dioxins and furans. The
Directive also sets controls on releases to water resulting from the treatment of the
waste gases.
2.3 Italian legal framework
Decree with the force of law 24 June 2003, No 182 - “Accomplishment of the Directive 2000/59/EC on Port reception facilities for ship-generated waste and cargo residues”
Contents of the decree:
Objectives (Art. 1)
This Decree has the following objectives:
• To reduce ship generated waste/cargo residues discharge at sea (mostly illegal
discharge);
• To improve availability and use of port reception facilities.
Definitions (Art. 2)
There are the definitions of: ship, Marpol 73/78, ship generated waste, cargo residues, port reception facility, fishing vessel, recreation boat, port, competent Authority (Port Authority or Maritime Authority).
There is also written, that ship generated waste and cargo residues are considerate
as waste according to the Decree with the force of law 5 February 1997, No. 22 and
following amendments.
Application framework (Art. 3)
Like the 2000/59/EC Directive, this Decree covers:
• all ships, whatever their flag, including fishing vessels and recreational craft,
putting in at a Member State port, apart from warships and ships belonging to
or operated by a State for non-commercial governmental purposes;
• all Member State ports;
• the Decree mentions also the responsibilities of the following offices of State:
Ministry of Defense, Ministry of Internal Affairs.
Port reception facilities (Art. 4)
Member States must ensure that port reception facilities are provided which meet
the needs of the ships using them without causing abnormal delays. These facilities
must be tailored to the size and classification of the port, the traffic of the last
three years, guaranteeing quick operations in the respect of safety for humans and
environment and applying the best available technologies.
These facilities have to be in accordance to fire-fighting legal framework and have
to be authorized according to Decree with the force of law 5 February 1997, No. 22
and following amendments.
The contract authorization to build these facilities and to provide the waste management services is given through a public tender, according to national and European laws.
The manager of a port reception facility and of the collecting service provides to
communicate the Annual Module with quantity and characteristics of the waste
and to keep updated the related registers.
Waste reception and handling plans (Art. 5 and annex I)
A waste reception and handling plan must be drawn up in each port by the Port Authority (when established, otherwise by the Maritime Authority), after a communication phase with public and private stakeholders. This plan has to be approved by
the competent Region.
In case of non-fulfillment (after 60 days) of Port Authority, the Region appoints and
officer to draw the waste reception and handling plan.
The same plan can comprehend also other regional ports, referring to their needs.
The plan is updated every 3 years and every time that there are significant operative changes in the Port.
Notification (Art. 6)
Captains of ships bound for a Community port are required to notify certain information through a specific Module (annex III) to the Maritime Authority, with a specific time schedule. These information are transmitted to: Port Authority, port reception facilities manager, to Maritime Health Department, to the Port – Airport
and Boundary Veterinary Offices.
Delivery of ship-generated waste (Art. 7)
Unless exempted, all ships are required to deliver their ship-generated waste before leaving a Community port, unless the captain can prove that his vessel has
adequate storage capacity. Ships which do not deliver their waste without providing valid reasons for exemption are not allowed to leave the port until such delivery
has taken place.
A ship can not to deliver its waste only under an authorization given by the Maritime Authority (which has to be helped in this decision by the Health Maritime Authority and by the Port chemist).
Waste produced from sanitary uses and food on ships with international routes are
managed according to a specific legal framework.
Ship generated waste is not submitted to customs duty.
Fees for ship-generated waste (Art. 8)
Ports must establish cost recovery systems to encourage the delivery of waste on
land and discourage dumping at sea. All ships calling at a Member State port will
bear a significant part of the cost (which the Commission interprets as meaning at
least 30%), whether they use the facilities or not. This cost recovery system comprises this built-in, fixed element and, possibly, a variable element according to the
amount and type of waste actually delivered.
Referring to ships that do line traffic, and also frequent and regular calls, the waste
management costs are specifically decided by the competent authority.
Referring to ships with a crew with less than 12 components, the competent authority decide for a cheaper fee.
The delivery of waste accidentally took during fishing activity does not oblige to the
payment of a fee.
Exemptions (Art. 9)
The Ministry of Infrastructures and Transports sends to the European Commission,
at least once in a year, the exemptions authorized to ships that do line traffic.
Delivery of cargo residues (Art. 10)
The ship commander has to deliver cargo residues to a port reception facility, in
accordance with Marpol 73/78.
Cargo residues should be delivered, with priority, in order to be recycled or reused,
In accordance with laws.
Fees for the delivery of cargo residues are decided by the competent authority and
asked only to those ships that use this service.
Cargo residues are not submitted to customs duty.
Inspections (Art. 11)
The Maritime Authority carries out inspections in order to verify the compliance
with the way to deliver ship generated waste and cargo residues (Art. 7 and 10),
applying also dispositions given by the Decree 19 April 2000, No. 432 “Accomplishment of the Directive 95/21/EC on actuation of international laws for safety
and security of ships, for pollution prevention and for life and work conditions on
board”, this Decree indicates also the minimum percentage of inspections to be
carried out.
To decide the ships to be inspected, the Maritime Authority takes in consideration:
• ships that are not in compliance with notification obligation;
• ships of whom the given information could let suppose not compliance with the
way to deliver ship generated waste and cargo residues (Art. 7 and 10).
If the Maritime Authority makes sure a lack of compliance with the way to deliver
ship generated waste and cargo residues (Art. 7 and 10) arranges that the ship will
not live the Port until it does not deliver waste and cargo residues in an appropriate
amount.
The Maritime Authority that makes sure this kind of lack of compliance has to
communicate it to the maritime Authority of the next port of call of the ship.
Ships operating in an EU port may be inspected. There is a 25 % minimum inspection requirement. Inspections are carried out on ships which have not complied
with the notification requirement and on those suspected of not having delivered
their waste as a priority.
Where it is proven that a ship has put to sea without having delivered its waste and
without benefiting from an exemption, the next port of call is alerted. Moreover,
the ship will not be authorized to leave the second port without the situation having been assessed.
Accompanying measures
This Directive provides for a series of accompanying measures. In particular, it provides for ships that have been unduly delayed owing to the inadequacy of reception facilities, while they themselves meet the requirements to which they are subject, must receive compensation.
2.4 Local legal framework
Decision of the Regional Government No. 42 of 10/07/2008 approving the “Plan
of management of waste from ships in the Port of Venice”
Ordinance 89/08 enacted by Venice Port Commander
Ship generated waste notification module
Waste discharge/delivery
Authorization not to discharge
On board inspections
Ordinance 337/10 enacted by Venice Port Authority
Contract authorization of management of ship-generated waste and cargo residues, for the period: 1st June 2010 – 31st May 2030, to a local enterprises group
composed by: “VERITAS S.p.A. – Guardie ai Fuochi del Porto di Venezia Soc. Coop.
P.A. – CO.NE.PO. Servizi S.c.a.r.l. – Berengo S.p.A. – C.M.E.V. Soc. Coop. – SACAIM
S.p.A.”
2.5 Practices developed in the Port of Venice - Ship generated
waste and cargo residues management
Action general scheme
SAFE ADRIA ENVIRONMENTAL ACTION PLAN DRAFT
ACTION N.
ACTION 1
TITLE
WASTE
MANAGEMENT
DESCRIPTION
COMPARISON OF WASTE MANAGEMENT PROCEDURES IN ORDER TO OBTAIN AN OPERATIVE
SCHEME FOR THE PORT OF BAR
RESULT
INSTITUTIONS
IN CHARGE
EXCHANGE OF EXPERIENCES AND PROCEDURES TO MANAGE SHIP GENERATED WASTE AND CARGOES RESIDUES
PROPOSAL OF GUIDELINES IN ORDER TO MANAGE SHIP
GENERATED WASTE IN PORT OF BAR
VPA & PORT
OF BAR
Practices implemented by Venice Port Authority
There are waste from ship treatment plants, in the areas of competence of the Port
Authority; they are managed by a local enterprises group (the sites are indicated in
the following figure).
According to the analysis carried out in the Plan, the majority of waste to be
managed in the port area consist primarily of:
• bilge oils (EWC
130403*);
• black water (EWC
200304);
• municipal waste (EWC
200301).
Detailed quantitative information about waste
can be found on the
same Plan. The monitoring of waste provides to
the Port Authority the
opportunity to develop
projects and then allocate funds for the implementation of any new
waste treatment plants.
In particular in recent
years the production of
waste
with
code
"200304" has increased;
however, the treatment
is not critical, as it is done in a properly sized treatment plant of Fusina.
As established by Legislative Decree 182/03 the managing enterprise provide with
the implementation of the annual communication (called: Unique Form of Declaration); a copy of the same model is also forwarded to the Port Authority, informing
(as defined in the terms of contract of service) about waste data.
Port Authority is going to take appropriate indicators to monitor the level of differentiation of the waste and their destination; in this way it will be possible to test
the efficiency and effectiveness of the operators entrusted with waste treatment
services.
According to the Legislative Decree 182/03, Venice Port Authority has drawn up the
“Plan of management of waste from ships in the Port of Venice” triennial updating
and is now requesting Veneto Region to verify if the updated Plan is subjected to
the Strategic Environmental Assessment.
An interesting aspect of waste management is related to bilge oils, which are
currently treated in a recovery barge plant. The plant is located in the “Industriale
Nord” channel and managed by the company “Guardie ai Fuochi del Porto di
Venezia”. The authorized treatments are mass storage of waste, recycling and
recovery of organic substances not used as solvent, limited to the separation of water / hydrocarbon and preliminary storage only for non-recoverable substances.
The barge is equipped with 10 storage and treatment tanks, passing through which,
oil, water, hydrocarbons mixtures are separated by different density.
Materials resulting from the treatment, are brought to authorized plants completing the recovery process.
Picture: plant layout
In order to improve the liquid waste management, as suggested also by the
production data reported in the “Plan of management of waste from ships in the
Port of Venice” approved in 2008, the plant will be replaced by a fixed plan for the
treatment of oily bilge water, that is currently in final design. The latter plant,
2
which will occupy a surface area of 3.290 m , will be placed in the same location as
the previous; it will be constructed and managed by a local enterprises group.
The facility will treat the following liquid waste types and quantities:
-
bilge oils: 19,000 t / year,
washing water: 950 t / year,
septic water: 9,000 tons / year.
By treatment through spin-dryers will be obtained sludges 100÷120 t / year and as
recoverable materials:
-
oils: 5.000÷9.000 t / year,
gasoline: 50 t / year,
salts: 25 t / year.
Treatment must guarantee the destruction of hydrocarbons, oils, heavy metals
present in these wastes to levels that ensure the ability to discharge the treated
material into sewer.
Pictures: plant planimetry and layout
2.6 References to the Montenegrin legislative framework
From 2006 until today the following laws have been adopted in the field of environment:
• Law on Environment (Official Gazette of Montenegro, no. 48/08),
• Environmental Protection Act (Official Gazette of Montenegro, no. 51/08,
21/09),
• Waste Management Law (Official Gazette of the RM, No. 80/05) creates basic
legal frame, for managing wastes and sets conditions for implementation of the
national Strategic Master Plan for Solid Waste. Provisions of the Law:
o prescribe the requirements for the elaboration of waste management
plans;
o define competences, responsibilities and obligations related to waste
management; and set out principles for managing particular waste
streams, incineration, disposal and storage of waste, monitoring, and setting the fines and penalties.
Further harmonization with the EU waste legislation is under way, through e.g.
preparation of the Law on Packaging and Packaging Waste and a set of bylaws on
specific waste streams.
The environmental policy, as a part of the overall Montenegrin integration process
in relevant international frame, initiates changes in sustainable exploitation and
management of natural resources, institutional reforms and the fostering of institutional national capacities, harmonization of national legislative with the European
ones and establishing of the implementation mechanisms.
Many projects cover the research on the marine and coastal protection; some of
the technologically oriented projects were also present like the project dealing with
the research on the possibility of industrial waste valorization, treatment of waste
waters, solid waste management and plants for waste waters treatment .
According to Montenegro 2011 Progress Report from EC some progress was made
on maritime transport and the process of ratification of relevant IMO conventions
was also initiated. Progress was made in the fields of pollution from vessels and
handling of waste, with the adoption in April 2011 of a new Law on “Protection of
the sea from pollution by vessels”; preparation and adoption of Montenegro National Contingency Plan for Marine Pollution from vessels.
Management of communal and other types of solid waste is not very adequate and
contributes to overall pollution levels. Even though some important steps to reduce
pollution from waste have been undertaken – including introduction of separate
collection and recycling, and construction of the first sanitary landfill (Lovanja)
wastes from all the coastal municipalities are still disposed on inappropriate locations and in an inadequate manner.
3. Environmental measurements “port box”: best practices on
air, water, energy
3.1 International Convention MARPOL
The MARPOL Convention for the Prevention of Pollution from Ships includes also
the following technical Annex regarding air pollution:
Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005):
the regulations in this annex set limits on sulphur oxide and nitrogen oxide emissions from ship exhausts as well as particulate matter and prohibit deliberate emissions of ozone depleting substances. Emission control areas set more stringent
standards.
In 2011, IMO adopted mandatory measures to reduce emissions of greenhouse
gases (GHGs) from international shipping, with a new Annex VI chapter 4 on energy
efficiency for ships, to make mandatory the Energy Efficiency Design Index (EEDI),
for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all
ships. These regulations are expected to enter into force on 1 January 2013.
3.2 European legal framework on environmental aspects to
be measured
European Directives
A wide range of EU policies and legislation address specific problems evidenced in
marine and coastal environments; all the plans, programs and activities affecting
coastal and sea areas have to be conform to specific EU Directives and Regulations.
Among them, the most relevant are:
Water Framework Directive 2000/60/EC
The European Union (EC) has established a framework for the protection of:
o inland surface waters
o groundwater
o transitional waters
o and coastal waters.
This Framework-Directive has a number of objectives, such as preventing and reducing pollution, promoting sustainable water usage, environmental protection,
improving aquatic ecosystems. Its ultimate objective is to achieve “good ecological
and chemical status” for all Community waters by 2015.
Directive 2008/56/EC establishing a framework for community action in the field
of marine environmental policy
This Directive establishes a framework within which Member States shall take the
necessary measures to achieve or maintain good environmental status in the marine environment by the year 2020 at the latest. For that purpose, marine strategies shall be developed and implemented in order to:
a) protect and preserve the marine environment, prevent its deterioration or,
where practicable, restore marine ecosystems in areas where they have been adversely affected;
b) prevent and reduce inputs in the marine environment, with a view to phasing
out pollution as defined in Article 3(8), so as to ensure that there are no significant
impacts on or risks to marine biodiversity, marine ecosystems, human health or legitimate uses of the sea.
Each Member State shall, in respect of each marine region or subregion concerned,
develop a marine strategy for its marine waters consisting of preparation (initial
assessment, determination of good environmental status, establishment of environmental targets and monitoring programmes) and programs of measures.
Directive 1999/32/EC relative to the emissions from Maritime Transport
Air pollutant emissions from maritime transport can be transported over long distances and thus increasingly contribute to air quality problems in the EU. The Thematic Strategy on air pollution from 2005 concluded that sulphur emissions from
shipping were forecast to exceed those from all land-based sources in the EU by
2020. Directive 1999/32/EC regulates sulphur emissions from ships by limiting the
maximum sulphur content of marine fuel. This Directive was amended by Directive
2005/33/EC that designated the Baltic Sea, the North Sea and the English Channel
as sulphur emission control areas (SECAs) and limited the maximum sulphur content of the fuels used by ships operating in these sea areas to 1.5% (frequently
asked questions). This fuel standard applies also to passenger ships operating on
regular service outside SECAs. However, already at the time of adoption the SECA
fuel standard was widely recognised as being insufficient to address observed environmental impacts from shipping.
Due to the international dimension of the shipping industry, environmental, security and safety standards are developed by the International Maritime Organization
(IMO), a United Nation's specialized agency. Directive 1999/32/EC as amended
transposes provisions of Annex VI of IMO's Marine Pollution Convention, MARPOL
73/78. The Commission called for action at the International Maritime Organization
(IMO) to further reduce emissions and in October 2008 an amended Annex VI was
adopted that further reduces the maximum sulphur content of marine fuels inside
and outside of SECAs.
The European Parliament and the Council requested the Commission to report on
the implementation of the Directive and to consider submitting a proposal for an
amendment. Following this request and considering the development at the IMO in
2008, the Commission carried out a review of the Directive and adopted a proposal
for its revision on 15 July 2011.
Directive 2008/50/EC relative to the ambient air quality and cleaner air for Europe
The Directive includes the following elements:
o the merging of most of existing legislation into a single directive (except
for the Fourth Daughter Directive) with no change to existing air quality
objectives;
o new air quality objectives for PM2.5 (fine particles) including the limit value and exposure related objectives – exposure concentration obligation
and exposure reduction target;
o the possibility to discount natural sources of pollution when assessing
compliance against limit values;
o the possibility for time extensions of three years (PM10) or up to five years
(NO2, benzene) for complying with limit values, based on conditions and
the assessment by the European Commission.
Urban Waste Water Treatment Directive 91/271/EC
Its objective is to protect the environment from the adverse effects of urban waste
water discharges and discharges from certain industrial sectors (see Annex III of the
Directive) and concerns the collection, treatment and discharge of domestic waste
water, mixture of waste water, waste water from certain industrial sectors (see
Annex III of the Directive).
The four main principles are laid down in the Directive are: planning, regulation,
monitoring information and reporting.
Specifically the Directive introduces:
o a requirement for pre-authorization of all discharges of urban wastewater, of discharges from the food-processing industry and of industrial discharges into urban wastewater collection systems;
o monitoring of the performance of treatment plants and receiving waters;
o controls of sewage sludge disposal;
o treated waste water re-use whenever it is appropriate.
Other significant Directives to adopt an ecosystem-based approach are:
• Strategic Environmental Assessment - 2001/42/EC and Environmental Impact
Assessment - 97/11/EC Directives;
• Directives 79/409/EC “Birds” and 92/43/CEE “Habitats”;
• Bathing Waters Directive - 2006/7/EC;
• Directive 2010/75/EC on industrial emissions, concerning IPPC - Integrated Pollution Prevention and Control. Industrial production processes account for a
considerable share of the overall pollution in Europe (for emissions of greenhouse gases and acidifying substances, wastewater emissions and waste). In order to take further steps to reduce emissions from such installations, its aim is
to achieve significant benefits to the environment and human health by reducing harmful industrial emissions across the EU, in particular through better application of Best Available Techniques.
3.3 Italian laws on environmental aspects to be measured
In the Italian coastal areas environmental risk is particularly high due to several factors, such as the intense maritime and port activities and the physical formation of
the Mediterranean Sea, in particular in the Adriatic basin, a sort of semi-closed,
shallow sea, characterized by a slow water change and by physical, biological and
environmental features that make it extremely vulnerable. As a consequence, all
the safety measures aimed at the protection of the coastal area and to prevention
of incidents and pollution are extremely important, including the ones implemented over the borders of port and territorial waters (12-mile zone).
The incidence of international traffic is connected both to Italy’s geographic characteristics, and to continually evolving economic conditions and regulations decided
at higher levels: international and European (e.g. the Port of Venice main international activities are associated to its adhesion to its participation in EU funded
projects in the framework of the Trans European Transport Networks, TEN-T; the
port is also located at the intersection of three main European corridors: corridor
Helsinki – Valletta, corridor Mediterraneo; Adriatic – Baltic corridor).
Such conditioning is particularly significant in safety matters and in environmental
performances; infect, the international character of the market and the different
legislations in force in the various tracts of sea, limit the possibility of national decision-makers to influence both maritime transport and integrated coastal area management.
Legal Decree No. 152 of April 3, 2006
Containing environmental regulations, this decree represents the most recent reformulation of environmental right in Italy, besides being, in its Part III, the outline
law on water protection against pollution. This legal Decree replaces, and explicitly
abrogates, most of the previously existing regulations on environmental issues. The
fields affected by legal Decree 152/06 are:
• Environmental Impact Assessment (EIA) and Strategic Environmental Assessment (SEA);
• soil and water protection;
• waste management and remediation of polluted sites;
• air protection and reduction of emissions into the atmosphere;
• compensation for environmental damage.
One of the main objectives of the Decree is to merge in a consolidated act former
directives from Law No. 183/1989 “General rules for territorial organisational and
functional rearrangement”, from Law No. 36/1994 “General rules on water resource protection”, from the legal Decree 152/1999 “General Rules on water protection against pollution and on incorporation of EU Directive 91/271/EU concerning urban waste-water management and EU Directive 91/676/EU on water protection against agricultural nitrate pollution”; and from Directive No. 2000/60/EU of
October 23, 2000, outlining a European action plan on water issues.
For marine environment, the key-concepts of the Legal Decree No. 152/06 are as
follows:
• identification and definition of quality indicators, such as reference parameters
for the assessment of the quality status and the classification of coastal types of
environment;
• adoption of an integrated approach for the study of marine-coastal ecosystem,
owing to the necessity to characterize and evaluate in an integrated way the
biotic and abiotic matrices, as well as their respective factors in terms of human
pressure;
• paying the utmost attention to program aspects, by means of a tight coordination with those responsible for planning, who should be supplied with all
necessary information for laying out suitable planning policies and intervention
programs for coastal management, to fit the quality objectives to be pursued.
Thus it does not consider noise pollution.
Law October 26, 1995, n. 447 “Framework law on noise pollution”
In 1995 there is a new awareness in national political policies toward the fight
against noise pollution; in fact, Law no. 447/95 was passed destined to rule in all
sectors including transportation and relative infrastructure, measurement methodologies and noise monitoring, etc. After Law 447/95, specific norms have been established for the following topics: railway, road and airport, but not for port infrastructures that are still missing about specific decrees.
Law No. 84/1994 containing the “Reorganization of port legislation” with later
amendments and integrations, by which the Port Authority has been established.
The Port Authority’s competences, defined by the Law 84/94, are the following:
• direction, programming, coordination, promotion and control of port operations in accordance with art.16, par. 1, and other commercial and industrial activities conducted in the ports with regulations and control including the safety
and the hygienic work conditions;
• ordinary and extraordinary maintenance of the common or shared parts of the
port area, including the maintenance of the seabed;
• granting and control of the activities related to the supply by payment to port
users of general services;
• regulation and control of port operations such as unloading, handling, storage,
and general movement of goods and other materials practiced within the port
area;
• granting and allocation of state areas, quays, various equipment and buildings
reserved to the port activities.
3.4 Local legal framework
Considering of all the laws and decrees existing, it becomes clear that all regional
planning actions should take place in a wider pre-existing context of environmental
and maritime safety regulations.
In particular, Law No. 84/94 on reorganization of port legislation required the creation of special Port Regulator Plans by the competent Port Authorities aimed at
management and development of port activities.
Venice Port Authority activities are also based on three-year operational plans.
All initiatives and policies of environmental protection are summarized in the
document entitled “Venice Green Port”.
Law No. 192 of July 28, 2004 modifying and integrating the Special Law for Venice,
it has regulated discharges of storm water surfaces run-off discharged into the Venice Lagoon. It prescribes to present an adjustment plan to the Water Authority to
reduce the pollutant load carried by stormwater runoff discharging into the lagoon.
th
Decree of Environmental and Public Works Ministers of 30 July 1999 (Ronchi –
Costa Decree) - "Limits of industrial and civil discharges into Venice Lagoon and
into rivers of Watershed on the basis of 5th point of Interministerial Decree of 23rd
April 1998 establishing requirements for water quality and purification plants
characteristics for the protection of the Venice Lagoon". It establishes the lowest
worldwide limits for wastewater discharge (e.g. the concentration limit for arsenic
is set at 1 µg/liter, which is an order of magnitude lower than that established for
human consumption waters, 10 µg/liter; that value is hardly obtained even by
using BAT).
Law No. 206 of May 31, 1995 - Urgent measures for the rehabilitation and
adaptation of the disposal systems of waste water and sanitation facilities in city
centers and the islands of Venice and Chioggia.
Law No. 139 of February 5, 1992 - Interventions to Venice and its lagoon
safeguard; about the maintenance and defense of the city and the integration of
financial resources.
Law No. 171 of April 16, 1973 - known as the first special law for Venice, concerns
interventions to Venice safeguard.
Law No. 366 of March 5, 1963 - New regulations relating to the lagoons of Venice
and Marano, concerning Transports - Maritime Security - Provisions relating to
navigation, ships and personnel.
3.5 Practices developed in the Port of Venice
Action general scheme
SAFE ADRIA ENVIRONMENTAL ACTION PLAN - DRAFT
ACTION N.
ACTION 2
TITLE
ENVIRONMENTAL
PRACTICES
“PORT BOX” DATA
SHARING
DESCRIPTION
MEASUREMENTS OF RELEVANT ENVIRONMENTAL PARAMETERS IN ORDER
TO OBTAIN A STATE OF THE ART OF THE
ENVIRONMENT SITUATION IN THE TWO
PORTS AND COMPARE THEM
RESULT
INSTITUTIONS IN
CHARGE
DEFINITION OF RELEVANT PARAMETERS IN ACCORDANCE TO EUROPEAN LEGAL FRAMEWORK
DEFINITION OF INDEXES
GENERAL DESCRIPTION OF BOX DEVICES AND TOOLS
AND SOFTWARE
PERMANENT MONITORING OF THE ENVIRONMENT
IN THE TWO PORTS - COMPARISON OF DIFFERENCES
Practices implemented by Venice Port Authority
Wastewater and rainwater management for the Passenger Terminal - Marittima
The port's quaysides have been designed to avoid any contamination seeping from
the land into the lagoon or the water table.
In the Marittima, rainwater is collected and filtered before flowing into the main
pipes. The operating system, “Stormfilter”, is able to treat almost the whole precipitation by continuous filtrating waters; then, water in discharged in lagoon.
The investment is about 1.000.000 € for the treatment plant, which is in fact the
largest plant in Europe to use the innovative “Stormfilter” technology.
VPA & PORT OF
BAR
2
The project involves a 140.000 m wide area, in which there are parks, docks traffic
2
and buildings for 30.000 m .
The data used for the design of the plant are:
• maximum rainfall expected (164.000 m /year),
• rain events (average 29 mm/hour - 65 mm/day).
3
Two different scenarios have been evaluated:
• scenario 1 – first rain water storage tank,
• scenario 2 – Storm-Filter system,
and, while the former resulted not suitable, the latter have been considered functional and innovative, for two reasons:
• the system is able to treat 95 % of annual rainfall, instead of the first 5 millimeters,
• the plant works instantaneously, not needing great storage volumes; the treatment capacity is also constant over time and for each rain event so that the water directly discharged is extremely reduced.
Picture: Works yard for Stormfilter plant
The plant characteristics
are:
• 4 tanks,
• Total plant volume 316
3
m,
• Treatment
capacity:
352 liter/second,
• Number of filters contained 352.
Pictures: Configuration scheme of the Storm Filter system
The performance expectations are confirmed by various parameters, as follows:
Parameter
Expected trend
pH
Neutralization
COD
Reduction
Phosphorous
Overall reduction of total P
Nitrogen
Up to 40% reduction of total N
Suspended solids
Elevate removal
Oils and fats
Reduction up to < 5 mg/l
Metals
Removing between 30% and 80%
According to Law No. 192 of July 28, 2004, to begin the authorization procedure,
Venice Port has presented to the Venice Water Authority a Plan of adjustment of
waste water run – off for Passenger Terminal West Pier.
The plan has been approved by positive judgment in:
• Inquiry Service Conference – 12/12/2005,
• Decision Service Conference – 24/01/2006.
The plant has been authorized with some prescriptions, consisting in particular in
including in the filtering system management procedures, the maintenance and
even the substitution of the filters, if one or more parameters indicated reach limit
values indicated in Table A, sections 1, 2 and 4 of the Ministerial Decree 30.7.1999.
Air quality and fine dust from ships in Venice historical centre
Port activities impacts on environment have been studied over recent years, trying
to find out solutions in order to reduce them, both in the historical centre of Venice, where the passenger terminal is located, and in Porto Marghera area, where
the commercial terminals are located. The two areas are characterized by different
kind of activities and different problems.
The strong connection between the passenger terminal and the historical part of
the city and its inhabitants, pushed Venice Port Authority to sign a voluntary
agreement in 2007 and 2008, known as Venice Blue Flag.
These agreements were signed by VPA, Harbor Master, Venice Passenger Terminal
and ship Lines in order to reduce sulfur content used by ships entering in Venice
historical center, through Giudecca Channel: ship-owners have pledged to use fuel
with an increasingly lower level of sulfur when calling at the Port of Venice.
The agreement established that VPA should evaluate environmental impacts on air
of passenger ships, within the historical center of the city.
For this reason, in 2007, 2008 and 2009, VPA teamed up with CNR and Venice university in order to understand ship emissions impact and to evaluate the voluntary
agreement effects.
This action has resulted in a reduction in sulfur dioxide from 236 Kg in 2007, to 186
Kg in 2008, to 159 Kg in 2009, on a daily basis; as the results show, the direct contribution of ships to the amount of particulate matter PM10 and PM2.5 (fine dust
are classified on the diameter of the particulates: particulate matter with aerodynamic diameter of 10 µm / 2.5 µm - ref. Legal Decree no. 155/2010) ranges between 2% and 8% during transit and between 14% and 15% when docked.
The PM and SO2 decrease in the last few years, is confirmed also by ARPAV (Environmental protection Agency of Veneto Region) and municipality independent studies.
The conclusions have been extremely interesting, since measurements showed up
the use of oil with less % of sulfur: since 2007, ships are really using more "environmental friendly" kind of oil.
More than 500.000 € were expensed to realize these studies.
The campaigns will be repeated for the year 2012.
In addition to air quality monitoring and assessment, the port has started up a
number of projects aimed at cutting dangerous emissions (also promoting in some
case, the use of alternative energy). VPA signed also an agreement with ENEL, a
utility company, in 2010 for the feasibility study of the so called "Cold Ironing System". This plant allows ships to turn off the engines when mooring, giving them
electricity from the shore side. Estimated costs for the realization of 4 berth shore
side system are 55.000.000 €.
A joint study is being conducted with ENEL, to assess the use, in the Marittima Passenger port, of electrically powered vehicles only.
In Autumn 2010, the Venice Port Authority started using LED technology to illuminate the Passenger Port (lighting accounts for one fifth of all electricity consumed);
compared with the conventional systems, the new 23 m spotlights have enabled
the port to save 70% more energy.
2
In 2011, photovoltaic panels will be installed on some 18,000 m of rooftops in the
port’s facilities, and there are already plans to extend the surface covered.
These solutions cover the terminal’s power needs and, when the cruise season finishes, they put back into the grid the power absorbed in peak periods.
Dust from Porto Marghera commercial activities
Recently Venice Port Authority and S.O.I. (Integrated Operating System) have been
involved in a prevention campaign concerning port activities of loading, unloading,
handling of powdery goods. Indeed, the presence of dust in the port areas is a risk,
for both environment and workers.
Dusts are generally caused by handling of rinfuse through unloading with bucket
and subsequent movement and also by formation of mounds or storage in the yard
and workers in the hold, crane operators, ground workers are particularly exposed
categories.
In 2001 APV asked companies operating in port to draw up a dust prevention plan
to explain the preventive measures taken, then, in 2009 it has been necessary to
upgrade the plan.
Legal Decree No. 152 of April 3, 2006 - Article 271 states specific requirements for
containing and maintaining dusts coming from dusty materials production, handling, transport, loading/unloading, storage activities.
Indeed, fine dust treatment in port area is not adequately regulated. So action is
needed to appoint procedures and specific measures.
Fine dust are now considered within the Project SAFEPORT “The port and industrial
and environmental risk management”, a cross border Cooperation Program ItalySlovenia (2007-2013). The project promotes the development of strategies and / or
joint plans for the prevention and reduction of environmental and industrial hazards in the port areas of Ravenna, Chioggia, Venice, Monfalcone, Nogaro, Trieste
and Koper, facilitating the harmonization of systems and methodologies for environmental protection between the ports of the Adriatic.
The project has a cost of 2.730.000 € and a term of 3 years and includes, in general, the following activities (identified as common needs during the preparatory
meetings):
• definition of guidelines for the management of emergencies in the port;
• implementation of the conceptual model of diffusion and emission of port sector;
• study of the effects of a pollutant spilled into the sea and definition of common
methods of intervention;
• development of common methodologies in the collection, coding and analyzing
data on accidents at work;
• analysis of risks arising from handling of dangerous goods in port.
The project is characterized by an intervention proposal concerning:
• classification of goods,
• defining of common procedures for dusty good handling,
• signature of Memorandum of Understanding between the Adriatic ports to be
translated into appropriate "directives" to the subjects addressed.
The project aims to draw up common guidelines about requirements and procedures that port companies have to ensure to contain, to break down or to mitigate
the rinfuse handling dust diffusion, acting on equipment, storage modalities, handling modalities.
For example concerning equipment the considered practices are, as follow:
• plants and machines for cleaning/wetting the port squares;
• closed vehicles to bring materials;
• storage areas equipped with system for airborne dust breakdown, containment,
mitigation and moistening of heaps;
• dust collecting devices;
• closed and covered areas for long - lasting materials storage;
• appropriate areas for the washing of vehicles;
• personal protective equipment,
and concerning handling/storage modalities:
• storage areas must be at a safe distance from the edge of the quay and from
wells of discharge and collecting rainwater and / or sewer lines;
• use of windbreaks;
• (possibly) provide a dampening system;
• provide proper foundation;
• moving materials only during suitable weather conditions (not high wind);
• activities must be carried out only through the indicated equipment;
• it’s important avoiding/limiting spreading both in the quay and in the water,
during material handling.
Noise pollution: monitoring and characterization
Currently, the framework law on noise pollution, Law 447/95, does not regulate
completely noise coming from port activities.
VPA still has undertaken and concluded in June 2008 an investigation to know and
comprehend noise pollution from great ships, through Eco.Port. Project “Noise characterization of ports: system for the control and monitoring of noise pollution in
ports”. The Project is proceeding in 2012.
By Eco.Port. Project an acoustic characterization method has been defined, regarding vessels moored or in transit as sound sources and has been realized a model to
reproduce typical situations of transiting or mooring ships.
The study realized the absence of problems correlated to the ship transit in Giudecca Channel but also potential critical situations: a preliminary survey of the places
showed that the ships moored along wharves are the main noise sources, specifically to the Venice Port. So it was decided to proceed with the acoustical characterization of the kind of ships listed below:
1) inland navigation ships (main sources: diesel generator and ventilation fans);
2) ferries (main source: ventilation fans);
3) cruises - large size (main source: funnels);
4) cruises - small size (main source: ventilation fans).
The study has been a potentially useful instrument on planning port areas and activities, but also to predispose a possible new legislation that would regulate and
contain noise pollution caused by port activity.
The aim was to realize a software able to predict noise generated by vessels incoming Port of Venice and so to allow comparisons with normative values and finally to
study hypothesis of containment and remediation.
Venice Port noise mapping interested in particular these areas:
• Commercial Port area where big cruises and ferries are moored and a very populated residential area stands in the vicinity;
• San Basilio area, where small cruises and inland navigation ships are moored; in
front of that area, along the Giudecca Canal, ferries and cruises pass by;
• Riva Sette Martiri area, where small cruises and inland navigation ships are
moored and in front of, on the lagoon, ferries and cruises pass by; very populated residential areas (green) are near.
The digital building model has been developed using the software package
SoundPLAN by which, the built-up of the city of Venice is represented.
Input data for the PC model were:
• digital Ground Model (DGM) and Building Model (DBM), from cartography provided by Veneto Region;
• noise limits established by City Acoustical Plan, provided by the Local Authorities of Venice;
• number of residents and dwellings district by district, provided by the Local Authorities of Venice;
• sound power of the noise sources, by means of in situ acoustical characterization measurements;
• meteorological data, split into three periods of the day, provided by ARPAV
(Veneto Region Environmental Protection Agency).
In conclusion the technical activities for the study have been as follows:
• noise sources acoustical characterization by means of source-related measurements;
• environmental noise monitoring by means of receiver-related measurements;
• noise mapping, presentation to the public;
• noise management.
Since 2000, several surveys and assessments wave motion have also been conducted to detect the effects of the transit of ships and ferries on Venice’s artistic
heritage. The conclusion shows that large ships do not change the background
wave motion in any significant way.
3.6 References to the Montenegrin legislative framework
From 2006 until today the following laws have been adopted in the field of environment:
• Law on Environment (Official Gazette of Montenegro, no. 48/08)
• Law on air quality (Official Gazette of RM, br.48/07)
• Law on the ratification of the Kyoto Protocol to the UN Framework Convention
on Climate Change (Official Gazette of RM, no. 17/07)
• Environmental Protection Act (Official Gazette of RM, no. 51/08, 21/09)
• Law on chemicals (Official Gazette of Montenegro, No. 11/07)
• Law on Sea (Official Gazette of Montenegro, no. 17/07, 06/08).
Major environmental problems include:
• old and polluting industry (technology) – contamination of specific locations
and negative environmental effects of major pollutants (for exemple Aluminum,
steel from Factories, thermal power plant; industrial liquid wastes discharged to
rivers;
• high levels of urban pollution – solid waste, liquid waste, undeveloped infrastructure – is also an obstacle to economic development and especially for tourism, the state of infrastructure and facilities and equipment for water supply
being generally poor; large amount of water losting;
• unsustainable use of resources such as energy, water and forests;
• increased impact of traffic – both road and maritime – lack of measures for addressing pollution caused by ships/ boats;
• threats to biodiversity.

Action Plan

Transcription

Similar documents

Napoleon Container Terminal

Subcutaneous Port Catheter (Port, porta

January 17, 2011 - Village of Port Clements

PDF 1mb - Marina Adelaide

the perfect condo in port aransas!

JAY A. FERNANDO Vice-President Strategic Planning

#104 300 Klahanie Drive • Port Moody

The project incorporates two types of new architecture

PA NEWS - Port Authority Retirees Association, Inc.

Dog Meet and Greet! Saturday June 6th