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Project : Port Waste Management in Thai Ports

EXECUTIVE SUMMARY REPORT

Submitted by

JULY 2008

ASDECON Corporation Co., Ltd.

TEAM Consulting Engineering and Management Co., Ltd.

Port Waste Management in Thai Ports Project Executive Summary Report

Marine Department/Eng/Env.division/E-Abb-Exe - a - EIA & Monitoring Section

ABBREVIATIONS BLCP BLCP Power Co., Ltd.

BOT Built-Operate-Transfer

BMA Bangkok Metropolitan Administration

BTEXs Benzene Toluene Ethyl-benzene and Xylenes

CMP Copenhagen Malmö Port

DAF Dissolved Air Floatation

GDP Gross Domestic Product

Glow SPP Glow SPP Co., Ltd.

GUSCO Global Utilities Services Co. Ltd.

GRT Gross Registered Tonnage

IEAT Industrial Estate Authority of Thailand

IMO International Maritime Organization

LCP Leam Chabang Port

MARPOL 73/78 International Convention for the Prevention of Pollution from Ships, 1973 and Protocol 1978

MEPC Marine Environment Protection Committee

MTT Map Ta Phut Tank Terminal Co., Ltd.

NFC Fertilizer Public Co., Ltd.

PAT Port Authority of Thailand PSC Port state control RBT Rayong Bulk Terminal Co. Ltd.

RRC Rayong Refinery Co. Ltd.

SPRC Star Petroleum Refining Co., Ltd.

TEU Twenty-foot Equivalent Unit TOR Term of reference

TPT Thai Prosperity Terminal Co., Ltd.

TTT Thai Tank Terminal Co., Ltd.

Kg kilogram

m3 Cubic meter


Marine Department/Eng/Env.division/E-Abb-Exe - b - EIA & Monitoring Section

DEFINITIONS

1. Public Terminal Public terminal is the port which is service for public customers.

Industrial Estate Authority of Thailand is the owner and investor.

2. Dedicated Terminal Dedicated Terminal is the port which is service for the number of the

specific customers who receive the concession for port operation. These customers are the investors.

3. Coalescent Coalescence is the process by which two or more droplets or

particles merge during contact to form a single daughter droplet (or bubble). It can take place in many processes, ranging from meteorology to astrophysics. It can be used to separate the oil from water.

4. Contract pattern in form of Built-Operate-Transfer (BOT) BOT is the pattern of contract which has a private sector as the

investor. The investor and operator for the business is private sector. After out of contract duration, the private sector will transfer the business to the owner.

5. Contract pattern in form of Design-Built-Operate-Transfer (DBOT) Under this arrangement the grantee undertakes the design of the

facilities in addition to the above terms.

6. Contract pattern in form of Build-Own-Operate (BOO) This arrangement allows the grantee to retain ownership for ever

subject to negotiated terms.

7. Contract pattern in form of Build-Operate-Own-Transfer (BOOT) This arrangement requires transfer to the public sector at the end of

the maturity period. 8. TEU TEU is Twenty-Foot Equivalent Unit. It is the standard unit of the

container in size of 20 ft of length, 8 ft of width and 8.5 ft of depth.


Marine Department/Eng/Env.division/E-Abb-Exe - c - EIA & Monitoring Section

9. Competent Authorities Competent Authorities is organizations responsible for controlling,

auditing and monitoring in port waste management plan including steps of waste collection, treatment and disposal. In this study, the Competent Authorities means Marine Department and Port Authority.

10. Port Authority Port Authority is organization or agency responsible for

establishing the port management policy. In this study, Port Authority of Bangkok port and Laem Chabang Port is Port Authority of Thailand and for Maptaphut port, Port Authority is Industrial Estate Authority of Thailand.

11. Waste Contractor It is the private company or the organization responsible for ship

generated waste collection and treatment permitted by Marine department.

12. Polluter Pays Principle Any discharging ship has to pay for the costs of the reception and

treatment of its waste when it is discharging.

13. No-special fee System The costs for reception and treatment of waste are incorporated to

100 percent in the general harbor dues which all ships pay, regardless of whether they make use of the reception facilities or not. A “no-special fee” system is in place e.g. in the ports of the Baltic Sea.

14. Logistics

Logistics is the management of the flow of goods, information and other resources, including energy and people, between the point of origin and the point of consumption in order to meet the requirements of consumers (frequently, and originally, military organizations). Logistics involve the integration of information, transportation, inventory, warehousing, material-handling, and packaging.

15. Gross Domestic Product- GDP GDP is defined as the total market value of all final goods and

services produced within the country in a given period of time (usually a calendar year).


Marine Department/Eng/Env.division/E-Abb-Exe - d - EIA & Monitoring Section

16. Deadweight-DWT Deadweight tonnage is an expression of a ship's carrying capacity,

including the weight of the crew, passengers, cargo, fuel, ballast, drinking water, and stores.

17. Gross Tonnage (GT)

Gross Tonnage (GT) is ship’s sizing unit referring to the volume of ship multiplying with the average constance value. It is used for considering number of ship’s staffs.

18. Flag State

It is ship or vessel’s nationality.

19. Port State

Port State means the States, and the territories recognized as Associate Members of IMO in which the ports are located.

CONTENTS


Marine Department/Eng/Env.division/EContent-Exe - i - EIA & Monitoring Section


CONTENTS

Page Abbreviations a Definitions b Content i Figure of Content ix Table of Content x 1. INTRODUCTION 1 1.1 Background 1 1.2 Objectives 1 1.3 Output 2 2. ANALYSIS OF THE EXISTING PORT WASTE MANAGEMENT

SYSTEM AT EACH PORT 3 2.1 Study Areas 3 2.2 Waste type complying with MARPOL 73/78 4 2.2.1 Annex I: Oils 4 2.2.2 Annex II: Noxious liquids substances 5 2.2.3 Annex III: Harmful Substances in Packaged Form 5 2.2.4 Annex IV: Sewage 6 2.2.5 Annex IV: Garbage 6 2.2.6 Annex VI: Prevention of Air Pollution from Ships 6 2.3 Study on general information of the law concerning management of wastes at port 7 2.3.1 Commitments under MARPOL 73/78 including general regulations and the reception facilities regulations 7 2.3.2 Framework of Thai Laws in relating to Port Waste Management 10 2.4 Assessment of Organization Structure responsible for Waste Management 12 2.4.1 Organization Structure concerned with Port Waste Management 12 2.4.2 Assessment of Organization Structure responsible for Waste Management 15 2.5 Study on Term of References for Hiring the Contractor and Evaluation of Waste Management Contract 16 2.5.1 Evaluation of Contract for Installation and Operation of Ship Oily Waste Reception Facilities at Laem Chabang Port 16 2.5.2 Evaluation of Contract with Private Company for Concession of Ship Garbage Collection at Bangkok Port 18


Marine Department/Eng/Env.division/EContent-Exe - ii - EIA & Monitoring Section

CONTENTS (Con’t) Page 2. ANALYSIS OF THE EXISTING PORT WASTE MANAGEMENT

SYSTEM AT EACH PORT (Con’t) 2.6 General Information of the Existing Waste Management System outside the Ports 18 2.6.1 Waste treatment methods 18 2.6.2 Treatment capacity of the existing private companies servicing the ship waste management 20 2.6.3 Existing waste treatment facilities outside the ports 20 2.7 Evaluation of the Existing Waste Reception Facilities in the pilot ports 20 2.7.1 Existing oily waste reception facility in the pilot ports 20 2.7.2 Existing waste collection system in the pilot ports 21 2.8 Evaluation of the Existing Waste Treatment System 21 2.9 The Assessment of the existing system in-use for cost recovery assessment. 21 2.10 Port Development Plan and Traffic Forecast 22 3. BASIC INFORMATION OF SHIP WASTE MANAGEMENT ON

BOARD 23 3.1 Oil treatment system on board 23 3.2 Treatment facilities of noxious liquid substance (NLS) on board 24 3.3 Treatment facilities of the harmful substances carried by sea in packaged form on board 24 3.4 Treatment facilities of sewage on board 24 3.5 Treatment facilities of garbage on board 25 3.6 Treatment facilities of air pollution on board 25 4. DETERMINATION OF THE POLICY, OBJECTIVE AND STRATEGY IN PORT WASTE MANAGEMENT SYSTEM 26 4.1 Summary of Existing Situations and Problems of Ship Waste Management at the Port 26 4.1.1 Waste Management related to Legislation, Regulation and Responsible Agency 26 4.1.2 Personnel Provision and Capacity Development 27 4.1.3 Improvement of Basic Infrastructure for Waste Reception at Pilot Ports 27 4.1.4 Development of Incentives for Participation in Waste Management 27


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CONTENTS (Con’t) Page 4. DETERMINATION OF THE POLICY, OBJECTIVE AND STRATEGY IN PORT WASTE MANAGEMENT SYSTEM (Con’t) 4.2 Strategic plan of marine department 28 4.3 Policy, Objective and Strategy for Ship Waste Management of Port 28 4.3.1 Vision 28 4.3.2 Duty 28 4.3.3 Policy 29 4.3.4 Objectives 29 4.3.5 Strategy 30 4.3.5.1 Strategy 1 : Promoting Ship Waste Management in the Thai Ports 30 4.3.5.2 Strategy 2 : Controlling and monitoring the port waste management 31 4.3.5.3 Strategy 3 : Personnel Provision and Capacity Development 32 4.3.5.4 Strategy 4: Improvement of Basic Infrastructure for waste reception at the Pilot Port 32 4.3.5.5 Strategy 5: Development of Attractive Measures for Participation Waste Management System 33 4.3.5.6 Strategy 6: Fee collection for efficient waste management system 33 5. DEVELOPMENT OF STANDARD FORMS FOR PORT WASTE

MANAGEMENT 34 5.1 Waste notification form 34 5.2 Reporting alleged inadequacies of port reception facilities form 34 5.3 Application for exemption of mandatory waste disposal form 34 6. PREPARATION OF AN OPERATIONAL PLAN FOR PORT WASTE

MANAGEMENT–MASTER PLAN 41 6.1 Laws and regulations 41 6.2 The Operational Plan, Methods of Collection, Treatment and Disposal (Master Plan) 41 6.2.1 Step One: Notification / Information 43 6.2.1.1 Objectives for notification 43 6.2.1.2 Parties involved in notification 43 6.2.1.3 Procedure for notification 43 6.2.1.4 Duties and Responsibilities 43 6.2.1.5 Enforcement and Control 44


Marine Department/Eng/Env.division/EContent-Exe - iv - EIA & Monitoring Section

CONTENTS (Con’t) Page 6. PREPARATION OF AN OPERATIONAL PLAN FOR PORT WASTE

MANAGEMENT–MASTERPLAN (Con’t) 6.2.2 Step Two: Waste Transfer 46 6.2.2.1 Objectives for waste transfer 46 6.2.2.2 Parties involved with waste transfer 46 6.2.2.3 Procedure for waste transfer 46 6.2.2.4 Level and Service Pattern 47 6.2.2.5 Duties and Responsibilities 48 6.2.3 Step Three: Waste Treatment 49 6.2.3.1 Objectives for waste treatment 49 6.2.3.2 Procedure for waste treatment 50 6.2.4 Step Four: Final Disposal 50 6.2.4.1 Objectives for final disposal 50 6.2.4.2 Procedure for final disposal 51 6.3 Ownership and Contractual Framework 51 6.4 Principles for Fee Establishment 55 6.5 Communication and Information System 56 6.5.1 Communication between the Port and the Port User 56 6.5.2 Communication between the Port and the Relevant Authority 57 6.5.3 Communication between the Ports 57 6.6 Receiving-Sending of Documents and Financial Flow 58 6.6.1 Flow of Documents 58 6.6.2 Financial Flow 58 6.7 The Framework of Laws, Regulations 60 6.7.1 The Provisions according to MARPOL 73/78 60 6.7.2 Thai Laws and Regulations concerning Ports Waste Management 60 6.7.2.1 The Navigation in Thai Water Act, B.E. 2456 (1913) 60 6.7.2.2 The Thai Vessel Act, B.E. 2481 (1938) 64 6.7.2.3 The Customs Act, B.E. 2469 (1926) 65 6.7.2.4 The Port Authority of Thailand Act, B.E. 2494 (1951) 66 6.7.2.5 The Industrial Estate Authority of Thailand Act, B.E. 2522 (1979) 67 6.7.2.6 The Factory Act, B.E. 2535 (1992) 68 6.7.2.7 The Hazardous Substance Act, B.E. 2535 (1992) 69 6.7.2.8 The National Environment Promotion and Conservation Act, B.E. 2535 (1992) 70 6.7.2.9 Local Administrative Laws 71


Marine Department/Eng/Env.division/EContent-Exe - v - EIA & Monitoring Section

CONTENTS (Con’t) Page 7. TRAFFIC ANALYSIS AND ESTIMATION OF WASTE TYPES AND QUANTITIES 72 7.1 Forecast of water transportation in the future 72 7.2 Methodology 72 7.3 Forecast Result of water transportation in the future 72 7.3.1 GDP Forecast 72 7.3.2 Underlying Assumptions 73 7.3.3 Incoming and Outgoing Traffic Forecast at Bangkok Port and LCP 74 7.3.4 Result of Traffic Forecast at Bangkok Port 75 7.3.5 Results of Traffic Forecast of LCP 83 7.3.6 Maptaphut Traffic Forecast 89 7.4 Estimation of waste quantity and waste characteristics from various kinds of ships 90 7.4.1 The Result of estimation of waste quantity and waste characteristics from various ships 90 7.4.1.1 Study on waste generation rate from 3 pilot ports in existing condition 90 7.4.1.2 Generation Rate of Each Waste type from foreign country Ports 91 7.4.1.3 The estimation quantity of each waste kind from 3 demonstration ports 95 7.5 Summary of Estimated Waste Quantity from Ship and Waste Quantity to be used for Port Waste Management Design 99 8. CONCEPTUAL DESIGN FOR PORT WASTE MANAGEMENT

SYSTEM 102 8.1 Basic Concepts for the Design of Port Waste Management System 102 8.1.1 Selection of Oily Waste Treatment System 102 8.1.2 Site Selection for Oily Waste Treatment System Construction 102 8.1.3 Selection of Garbage Management System 102 8.1.4 Site Selection for Waste Transfer Station and Recycling Station 103 8.1.5 Basic Concepts for the Design of Noxious Liquid Management System 103 8.1.6 Basic Concepts for the Design of Wastewater Management System 103


Marine Department/Eng/Env.division/EContent-Exe - vi - EIA & Monitoring Section

CONTENTS (Con’t) Page 8. CONCEPTUAL DESIGN FOR PORT WASTE MANAGEMENT

SYSTEM (Con’t) 8.2 Conceptual Design for Reception Facilities of Ship-generated Wastes 103 8.2.1 Conceptual Design of Facilities to Collect, Store and Treat Oily Wastes from ships 104 8.2.1.1 Standard facilities to collect oily wastes from ships 104 8.2.2 Facilities for Oily Waste Treatment 106 8.2.3 Conceptual Design of Facilities to Collect, Store and Treat Garbage from Ships 109 8.2.3.1 Standard Facilities to collect Garbage from Ships 109 8.3 Port Waste Management model and cost estimation 112 8.3.1 Port Waste Management Model and Cost estimation for Bangkok Port 112 8.3.2 Port Waste Management Model and Cost Estimation for Laem chabang Port 114 8.3.3 Port Waste Management Model and Cost Estimation for Maptaphut Port 116 9. FINANCIAL ANALYSIS 119

10. INITIAL ENVIRONMENTAL EXAMINATION 126 10.1 Introduction 126 10.2 Waste Handling Facility Description 126 10.3 Initial Environmental Examination 127 10.3.1 No Project Alternative 127 10.3.2 Environmental Impact from Oily Waste Treatment Facility 128 10.3.2.1 Air Quality 128 10.3.2.2 Environmental Impact from Noise 129 10.3.2.3 Surface Water Quality 131 10.3.2.4 Environmental Impact to Transportation 132 10.3.2.5 Public Health, Occupational Health and Safety 133 10.4 Recommendation for Further Study 138


Marine Department/Eng/Env.division/EContent-Exe - vii - EIA & Monitoring Section

CONTENTS (Con’t) Page 11. OPERATION PLAN FOR PORT WASTE MANAGEMENT AT THE PILOT PORTS 139 11.1 Duties and Responsibilities 139 11.1.1 Organization Structure for Waste Management 139 11.1.2 Job Descriptions 141 11.1.3 Responsibilities / Duties of Each Position 145 11.2 Relating Documents 146 11.2.1 Criteria / Methodology for Operation 146 11.2.2 Note / Remark for Safety Operation 146 11.3 Relating Rules or Regulations 146 11.3.1 Thai Legislation 146 11.3.2 International Conventions and Recommendations 147 11.4 Technical Issues for Operation 147 11.4.1 Strategy for Operation 147 11.4.2 Flow Chart of Operation 150 11.4.3 Operation Monitoring 151 11.4.3.1 Vessel Inspection 151 11.4.3.2 Control of Documents 151 11.5 Time schedule for operation 151 12. HOMEPAGE DEVELOPMENT FOR PORT WASTE MANAGEMENT 153 13. PREPARATION OF THAILAND COOPERATION APPROACH IN

MANAGEMENT OF WASTES AT PORTS IN ASIA REGION 159 13.1 Appropriate Authority in Thailand for international cooperation in port waste management plan 159 13.2 Missions for international cooperation in port waste management plan 159 13.3 Strategies for international cooperation on port waste management in asia

region 159 14. EVALUATION OF CAPACITY IN EXISTING ENFORCEMENT AND

LEGAL CONTROL AT NATIONAL LEVEL AND PORT LEVEL 162 14.1 Guidelines for the study of capacity development evaluation related to

enforcement and legal control 162 14.2 Results of the evaluation of concerned agency’s capacity in existing

enforcement and legal control at national level and port level 162 14.2.1 Attendants of the meeting 162


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CONTENTS (Con’t) . EVALUATION OF CAPACITY IN EXISTING ENFORCEMENT AND

LEGAL CONTROL AT NATIONAL LEVEL AND PORT LEVEL(Con’t) 14.2.2 Recommendations on provision of training on legal and enforcement

of Thai port waste management 162 14.3 Results from training course on laws and regulations on port waste

management 163 14.3.1 Target group attending the training 163 14.3.2 Training Period / Venue 164 14.3.3 Training Schedule 164 14.3.4 Conclusions and Recommendations on Development of Training Course 165 14.4 The developed training course for enforcement of laws and regulations on port waste management 165


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FIGURE OF CONTENT Figure Page 5.1-1 Waste notification form developed for Thai ports 35 5.2-1 Reporting alleged inadequacies of port reception facilities form developed for Thai ports 36 5.3-1 Application for Exemption of Mandatory Waste Disposal developed for Thai ports 40 6.2-1 Schematic Process of Waste Management, Handling and Treatment 42 6.6.2-1 Flow of money and invoices for "No-Special Fee" and "Indirect Fee" 59 6.6.2-2 Flow of money and invoices for "Direct Fee" 59 8.2.1-1 Floating reception facility 200 ton 104 8.2.1-2 Floating reception facility 1,170 ton 104 8.2.1-3 Vehicle to collect oily wastes with capacity of 15 m3 105 8.2.1-4 Vehicle to collect oily wastes with capacity of 8 m3 105 8.2.2-1 Oil Interceptor 106 8.2.2-2 Flow diagram of Dissolved air floatation : DAF 108 8.2.3-1 Floating Reception Facility for Garbage Collection 20 ton 109 8.2.3-2 Garbage collection vehicle with capacity of 10 m3 109 8.2.3-3 Garbage collection vehicle with capacity of 20 m3 110 8.2.3-4 Various Garbage receptacles 111 8.3.1-1 Flow Diagram for Bangkok Port Waste Management 112 8.3.1-2 Flow Diagram for Port Waste Management System for Dolphin/ Mooring Buoy, Bangkok Port 112 8.3.2-1 Flow Diagram for Laem Chabang Port Waste Management 115 8.3.3-1 Flow Diagram for Maptaphut Port Waste Management 117 11.1.1-1 Tasks and responsibilities of the relevant Authorities 140 11.4.2-1 Actors and Relations 150 12-1 Webpage relating to the port waste management plan presenting in the Marine department website 155 12-2 Webpage relating to the port waste management plan presenting in the Bangkok Port website 156 12-3 Webpage relating to the port waste management plan presenting in the Leam Chabang Port website 157 12-4 Webpage relating to the port waste management plan presenting in the Maptaphut Port website 158


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TABLE OF CONTENT Table Page 6.6.1-1 Conclusion for flow of documents on ship waste management 58 7.3.1-1 GDP Forecast by Various Agencies 73 7.3.1-2 Forecast of GDP of Thailand in 2006-2017 73 7.3.3-1 Forecasted the incoming and outgoing traffic of the two ports in 2006-2017 74 7.3.4-1 GDP and Cargo information at Bangkok Port on 1998-2005 75 7.3.4-2 Forecast of incoming and outgoing traffic at Bangkok Port (1.5 Million TEU case) 76 7.3.4-3 Forecast of Cargo of Bangkok Port in 2006-2017 (Case of 1.5 million TEUs) 77 7.3.4-4 Estimation of Average Load of Vessels Calling Bangkok Port 79 7.3.4-5 Forecast of container and bulk vessel calls at Bangkok Port (Case of 1.5 million TEUs) 79 7.3.4-6 Estimation of vessel size at Bangkok Port 80 7.3.4-7 Last Port of Vessels calling Bangkok Port 81 7.3.4-8 Statistics of Vessel Calls at Bangkok Port 82 7.3.4-9 Forecast of Passenger Vessel Traffic for Design of the System 82 7.3.4-10 Average Load and Gross Tonnage of Vessels Calling Dolphins and Anchorage in Bangkok Port 82 7.3.4-11 Forecast of Vessel Calls and GT of Vessels Calling Dolphins and Anchorage in Bangkok Port for Design of the System 82 7.3.5-1 Forecast of incoming and outgoing traffic at LCP in 2006-2017 (Case of 1.5 million TEUs) 84 7.3.5-2 Forecast of cargo of LCP in 2006-2017 (Case of 1.5 million TEUs) 85 7.3.5-3 Estimation of Average Load of Vessels calling LCP 86 7.3.5-4 Forecast of container and bulk vessel calls at LCP (Case of 1.5 million TEUs) 86 7.3.5-5 Estimation of vessel size at LCP 87 7.3.5-6 Last port of vessels calling LCP 88 7.3.5-7 Forecast of Passenger Vessels Traffic at LCP for Design of the System 89 7.3.5-8 Last Port of Passenger Vessels Calling LCP in 2005 89 7.3.6-1 Forecast of cargo and vessels for design of the system at Maptaphut Port in 2017 89 7.4.1-1 The Generation Rate of Oily wastes 91 7.4.1-2 Averaged fuel using rate of various kind of ship 92 7.4.1-3 The generation rate of Oily bilge water 93 7.5-1 Estimation results of ship-generated waste for port reception facility design at 3 pilot ports in 2017 101


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TABLE OF CONTENT (Con’t) Table Page 8.2.2-1 Advantage and Disadvantage of Oil Interceptor System 107 8.3.1-1 Summary of Equipments and Cost for Bangkok Port Waste Management in case of ship purchase for collecting waste oil 113 8.3.1-2 Summary of Equipments and Cost for Bangkok Port Waste Management in case of ship rent for collecting waste oil 114 8.3.2-1 Summary of Equipments and Cost for Laem Chabang Port Waste Management 116 8.3.3-1 Summary of Equipments and Cost for Maptaphut Port Waste Management 118 10.3.2-1 Industrial Wastewater Criteria that allows being discharge into central

wastewater collection system (Industrial Estate Authority of Thailand) 131 10.3.2-2 Summary Table for Environmental Impact and Impact Level from Oily Waste Treatment Facility in Leam Chabang and Maptaphut Port 134 10.3.2-3 Summary Table for Environmental Impact Mitigation and Prevention Measure and Environmental Monitoring Measure in Leam Chabang and Maptaphut Port 135 11.4.1-1 Waste management fee at Bangkok Port 148 11.4.1-2 Waste management fee at Leam Chabang Port 149 11.4.1-3 Waste management fee at Maptaphut Port 149 11.5-1 Time schedule for port waste operation plan 152 12 -1 Information of webpages of Marine Department and the Pilot Ports 154 14.3.3-1 Training Schedule for “Laws and Enforcement in relation to Waste

Management of Thai Port” at Training Room #3, Human Resource Development Center, 4th floor Building B, Port Authority of Thailand

During 2-4 May 2007 164 14.4-1 Syllabus and schedule for training course 166


Marine Department/Eng/Env.division/E-Exe - 1 - EIA & Monitoring Section


1. INTRODUCTION 1.1 BACKGROUND The main objective of International Convention for the Prevention of Pollution from ship, 1973 and Protocol 1978 (the MARPOL 73/78 Convention) is to requires that ships have to discharge their waste at the ports and ports have to prepare adequate reception facilities and equipments without causing any delay to ships. From past experience in the European countries, the port waste management plan (PWM) had to be well designed in order to provide appropriate reception facilities and equipments. The main objectives of port waste management plan in the European countries were to put together the economically feasible waste management system, provide convenient service without causing any delay, and to make the processes of following the regulations in MARPOL 73/78 Convention more straightforward. Thus, the study of port waste management plan is a vital step and will help Thailand facilitate the processes of following the regulations of the MARPOL 73/78 Convention. For these reasons, the Marine Department with the help from the government of Denmark is appointing the group of Consultants including TEAM Consulting Engineering and Management CO., LTD. (TEAM) and ASDECON Corporation Limited (ASDECON) associating with HPTI Hamburg Port Training Institute GmbH (HPTI), and DAHLEM Beratende Ingenicure GmbH & Co Wasserwirtschaft KG (DAHLEM) to prepare the port waste management plans for 3 pilot ports including Bangkok port, Laem Chabang port and Maptaphut port for the MARPOL 73/78 Convention.

1.2 OBJECTIVES The Objectives of Port Waste Management Project are as follow: (1) To improve the efficiency of Port Waste Management so that Thailand is

able to comply with MARPOL 73/78. (2) To improve capabilities of Port Waste Management in Thailand to comply

with international agreement and Thai laws. (3) To Study Laws and Regulations as well as restrictions so that suggestions

of Port Waste Management Model can be developed. (4) To Study the operation model and Port Authority Organization for Ship

Waste Management.



(5) To carry out public relation of the project as well as to conduct a meeting and seminar among the public sector, private sector and stakeholders of this project.

1.3 OUTPUT The expected results or output of this project are as follows: (1) Port Waste Management Plan that complies with MARPOL 73/78 and guidelines of Ports in Europe and other countries. The plan will cover and details of action plan for operation which includes concept, guidelines for operation and administration, registration forms and documents and others. (2) The type and capacity of waste reception facilities to be used for the Port Waste Management of each Port with conceptual engineering design of port waste management system as well as criteria and specification. (3) A guideline to improve and to regulate cooperation of each unit or organization that related to port waste management needs to be specified for all 3 Ports. (4) Capacity Building of each organization to be able to enforce the laws and regulations of the Ports. (5) To set up a position of Thailand for the preparation of Port Waste Management at the ASEAN level.



2. ANALYSIS OF THE EXISTING PORT WASTE MANAGEMENT SYSTEM AT EACH PORT

The main objective of analysis of the existing port waste management system at the pilot ports is to understand the overall of the existing waste management plan. The study result will be used for improvement of the future port waste management plan in Thailand complying with MARPOL 73/78. 2.1 STUDY AREAS

(1) Bangkok Port, sometimes known as Klong Toey Port, is located on the Chao Phraya River, close to the Commercial Business Center of Bangkok. The approach to the port is made through the bar channel, which is 18 km long 150 m. wide in the reaches and 250 m. wide in the bend. The channel is maintained to a depth of 8.5 m. MSL. The channel depth is 8.5-11.0 m. MSL or 6.5 m. above minimum sea level. It is integrated with road and railway transportation. Bangkok port can accommodate the vessel with length less than 172 m., capacity not exceeding 12,000 DWT and draught below 8.2 m. At present, Bangkok Port is divided into 5 operational categories as follows: East Quay, West Quay, Klongtoey Dolphin, Bang Hua sua Dolphin, and Mooring Buoy at Sathupradit. (2) Laem Chabang Port (LCP) Laem Chabang Port, located in the Cholburi Province, Eastern Seaboard area, is the main deep sea port for international goods transportation which can accommodate the vessel with capacity not exceeding 33,000 Ton gross. At present the port is divided into 6 categories as follows: Phase 1

1) Container Berths – 5 Nos. (B1-B5) 2) Multipurpose Berth – 2 Nos. (Port A2 and A3) with length 400 m and

350 m and 14 m draft 3) Berth for Ro/Ro ships – 1 No. (A5) with length 450 m and 14 m draft. 4) Berth for Passengers and Ro/Ro Ships – 1 No. (A1) with length 365 m

and 14 m draft 5) Berth for general cargo ships – 1 No. (A4) with length 250 m and 14 m draft 6) Dockyard for ship building and repair -1 No. on the northern side of

Port A0

Phase 2 1) Container Ports – 1 No (C3) with length 500 m and 16 m draft

Other berths are under construction and in tender period. (3) Maptaphut Port Thai government commissioned the Industrial Estate Authority of Thailand (IEAT) to develop Maptaphut Port as part of the Eastern Seaboard Development Plan. Cholburi and Rayong provinces were designated as the hub for economic development of the country.



Phase 1 At present the Maptaphut Industrial Estate has divided the port into 2

operational categories as follows: 1) Public Terminal: There is no limitation for users, i.e. any one may come to use its services. It is the port that Industrial Estate Authority of Thailand (IEAT) built all basic facilities including 2 Berths as follows: - General Cargo Berth : This is managed by Thai Prosperity Terminal Co., Ltd. (TPT); consisting of a deep sea port with a quay wall of 330 m length, 12.5 m depth, a seashore berth 135 m length with an back-up area of 49 Rais 70 Sq. Wahs a covered storage area of 4000 m2 and open storage of 75,000 m2. - Liquid Cargo Berth : This is managed by Thai Tank Terminal Co., Ltd.; consisting of 2 ports of 280 m length ; consisting of 2 berths of 280 m length and a storage yard 169 Rais behind. 2) Dedicated Terminal: consisting of: RBT Port (Rayong Port Co., Ltd.), NFC Port (National Fertilizer Pcl.), SPRC Port, RRC Port, GLOW SPP Port and MTT Port. Phase 2

- BLCP POWER CO., LTD Port

2.2 WASTE TYPE COMPLYING WITH MARPOL 73/78 MARPOL 73/78 classifies ship waste into 6 types as follows:

2.2.1 Annex I: Oils Definition (1) Oil means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products. Oily wastes are grouped into four sections for this survey: oil slops, oily water, oily bilge water and oil sludge. (2) Oily waste means wastes from any ships contaminating with oil. It may be generated from machinery and/or cargo and ballast operation from oil Tanker. (3) Oil residue (sludge) : It is water and suspended solids (sludge) removed from centrifusion process of diesel engine in the ship. (4) Oily bilge water: This is produced by most ships regardless of type and is the result of machinery spaces, e.g. Engine room. This mixture may consist of lubricating oils, fuel oils and others. (5) Slop: After discharge of cargo from an oil tanker, there are residues of the cargo left in the tanks, pumps and pipelines. These oily residues can be removed by tank washing, with the waste being discharged at sea after separation or into port reception facilities. Tank washing is necessary to provide adequate entry to, and maintenance of, the



cargo tanks, as well as to prepare the tanker to receive different cargoes on successive voyages. (6) Dirty ballast: Water ballast entered in cargo tanks of non-segregated ballast tank and contaminated with oil.

2.2.2 Annex II: Noxious liquids substances Definition (1) Category X Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment. (2) Category Y Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment. (3) Category Z Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment. (4) Other Substances Substances which have been evaluated and found to fall outside Category X, Y or Z because they are considered to present no harm to marine resources, human health, amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning of deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing these substances are not subject to any requirements of MARPOL 73/78 Annex II.

2.2.3 Annex III: Harmful Substances in Packaged Form Annex III contains general requirements for the issuing of detailed standards on packing, marking, labelling, documentation, stowage, quantity limitations, exceptions and notifications for preventing pollution by harmful substances.



2.2.4 Annex IV: Sewage Sewage means drainage and sewage from toilet, drainage from nursing room or/and drainage from stall. The definition in accordance with MARPOL 73/78 means untreated drainage.

2.2.5 Annex IV: Garbage Definition (1) Garbage means all kind of food, domestic and operational waste excluding fresh fish and parts thereof, generated during the normal operation of the ship. (2) Wet garbage means all type of food waste. (3) Dry garbage means wastes generated in the living quarters of a ship such as paper products, textiles, glass, rags, bottles, plastics, etc. (4) Cargo associated waste means waste originated from cargo stowage and handling works in general. (5) Maintenance waste means maintenance wastes collected by the engine department and the deck department while maintaining and operating the vessel. (6) Cargo residues mean small quantities of solid cargo remaining in the holds or on the deck of cargo ships.

2.2.6 Annex VI: Prevention of Air Pollution from Ships The regulations in this annex set limits on:

• Oxide of nitrogen (NOx) – it is generated from the combustion process of marine diesel engine.

• Oxide of sulfur (SOx) – sulfur is composition of engine fuel. Therefore, the limit of sulfur in fuel for marine use is set in MARPOL 73/78.

• Ozone depletion substances (ODS) – such as halons and freons. Their generate sources are fire fighting, refrigeration, incineration and tanker air emission control system.

However, there are only four Annexes which have the regulations relation to preparation of the reception facilities on port, that are Annex I, II, IV and V.



2.3 STUDY ON GENERAL INFORMATION OF THE LAW CONCERNING MANAGEMENT OF WASTES AT PORT

2.3.1 Commitments under MARPOL 73/78 including general regulations and the reception facilities regulations

International Convention for the Prevention of Pollution from Ships, 1973 and Protocol 1978-MARPOL 73/78 was adopted on 2 November 1973 at International Maritime Organization-IMO and covered pollution by oil, chemicals, harmful substances in packaged form, sewage and garbage. The MARPOL 73/78 is the main international convention covering prevention of pollution of the marine environment by ships from operational or accidental causes.

The Convention includes regulations aimed at preventing and minimizing pollution from ships - both accidental pollution and that from routine operations - and currently includes six technical Annexes:

Annex I : Regulations for the Prevention of Pollution by Oil

Annex II : Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk

Annex III : Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form

Annex IV: Prevention of Pollution by Sewage from Ships

Annex V : Prevention of Pollution by Garbage from Ships

Annex VI : Prevention of Air Pollution from Ships 1 (1) Main issue and obligations under MARPOL 73/78

Main issue of MARPOL 73/78 is establishing the international rules to

prevention of pollution from ships among the Parties to the convention. There are 20 Articles under MARPOL 73/78 consisting of:

(1.1) General obligations under the Convention (Art.1): The Convention states that the Parties to the convention undertake

to give effect to the provisions and those Annexes thereto by which they are bound, in order to prevent the pollution of the marine environment.

(1.2) Definitions (Art. 2) The conventions expressly provide some definitions such as

Regulation, Harmful substance, Discharge, Ships, Administration, Incident and Organization.

1 See details of each annex from IMO, “MARPOL 73/78 Consolidated Edition, 2002” IMO Publication London, 2002

or www.imo.org



(1.3) Application (Art.3)

The Convention shall apply to ship entitled to fly the flag of a Party

to the Convention and ship not entitled to fly the flag of a Party but which operate under the authority of a Party.

(1.4) Violation (Art.4) Any violation of the requirements of the Convention shall be

prohibited and sanctions shall be established therefore under the law of the Administration of the ship concerned wherever the violation occurs. Also, any violation within the jurisdiction of any Party shall be established therefore under the law of the Administration of the ship concerned wherever the violation occurs. The information or evidence should be furnished to the Administration of that ship, the Administration shall promptly inform the Party which has furnished the information, and Organization, of the action taken. For the penalties, they shall be adequate in severity to discourage violations of Convention and shall be equally severe irrespective of where the violations occur.

(1.5) Certificates and special rules on inspection of ships (Art.5) A ship required to hold a certificate in accordance with the

provisions of the regulations is subject, while in the ports or offshore terminals under the jurisdiction of a Party, to inspection limited to verifying that there is on board a valid certificate, unless there are clear ground for believing that the condition of the ship or its equipment does not correspond substantially with the particulars of that certificate. In this case, the Party carrying out the inspection shall take such steps as will ensure that the ship shall not sail until it can proceed to sea without presenting an unreasonable threat of harm to the marine environment. The example of the certificate is International Oil Pollution Prevention Certificate as stated in Annex I.

(1.6) Detection of violations and enforcement of the Convention (Art.6) Parties to the Convention shall co-operate in the detection of violations and enforcement of the Convention, using all appropriate and practicable measures. A ship to which the convention applies may be subjected to inspection by officers appointed for the propose of verifying whether the ship has discharged any harmful substance. Any Party shall furnish to the Administration evidence, if any, that the ship has discharged harmful substance in violation of the regulations.



(1.7) Undue delay to ships (Art.7) From implementation of Article 4, 5 and 6, all possible efforts shall be made to avoid a ship being unduly detained or delayed. If a ship is unduly detained or delayed, it shall be entitled to compensation for any loss or damage suffered. (1.8) Report on incidents involving harmful substances (Art.8) The Convention states that a report of an incident shall be made without delay to the fullest extent possible and it establishes method and missions of the Parties to the Convention. (1.9) Settlement of disputes (Art.10) Any dispute between two or more Parties to the Convention concerning the interpretation or application of the Convention, if settlement by negotiation between the Parties involved has not been possible, and if these Parties do not otherwise agree, be submitted upon request of any of them to arbitration as set out in Protocal II to the Convention. (1.10) Communication of information (Art.11) The Parties to the Convention undertake to communicate to IMO in the text of laws, orders, decrees and regulations and other instruments which have been promulgated on the various matters within the scope of the Convention. (1.11) Casualties to ships (Art.12) The Convention states that each Administration undertakes to conduct an investigation of any casualty occurring to any of its ships subject to the regulations if such casualty has produced a major deleterious effect upon the marine environment. Each Party undertakes to supply the IMO with information concerning the findings of such investigation. (1.12) Optional Annexes (Art.14) The Convention states that a state may at the time of signing, rectifying, accepting, approving or acceding to the Convention declare that it does not accept any one or all of Annexes III, IV and V of the Convention. Subject to the above, Parties to the Convention shall be bound by any Annex in its entirety. (1.13) Promotion of technical co-operation (Art.17) The Convention states that the Parties shall promote with assistance and coordination in training of scientific and technical personnel, supply of necessary equipment and facilities for reception and monitoring, the facilitation of other measures and arrangement to prevent or mitigate pollution of the marine environment by ship and the encouragement of research.



Promotion with assistance and coordination is important issue in most Conventions on technique, academy, commerce and investment, including MARPOL 73/78, because each party has difference in readiness, equality in knowledge and technique. (2) Reception facilities obligations stated in annexes of MARPOL 73/78

The main issues of reception facilities obligations stated in annexes of

MARPOL 73/78 are as follows:

Annex I The key detail of Regulation 38 in Annex I is “the government of each

Party undertakes to ensure the provision at oil loading terminal, repair ports, and in other port in which ships have oily residue to discharge, of facilities for the reception of such residues and oily mixtures as remain from oil tankers and other ships adequate to meet the needs of the ships using them without causing undue delay to ship”.

Annex II

Regulation 18 of Annex II in MARPOL 73/78 is regulation on reception facilities of noxious liquid substance (NLS) which its key detail is significantly different with regulation on reception facilities of Annex I. Regulation 18 of Annex II states that the government of each Party undertakes to ensure the provision of reception facilities according to the needs of ships using its ports, terminals or repair ports. Annex IV Regulation 12 of Annex IV in MARPOL 73/78 is regulation on reception facilities of sewage and it briefly explains that the Government of each Party undertakes to ensure the provision of facilities at ports and terminals for the reception of sewage, without causing undue delay to ships, adequate to meet the needs of the ships using them. 2

Annex V Regulation 7 of Annex V in MARPOL 73/78 is regulation on reception facilities of garbage and it states that the Government of each Party undertakes to ensure the provision of facilities at ports and terminals for the reception of garbage, without causing undue delay to ships, and according to the needs of the ships using them.3

2.3.2 Framework of Thai Laws in relating to Port Waste Management (1) The Navigation in Thai Waters Act B.E. 2456 (1913) The Navigation in Thai Waters Act B.E. 2456 (1913) and its amendments are the main legal instruments concerning the control, restriction and regulation on navigation, harbors, anchoring limits. The Act also has provision for issuance of a permit 2 See Annex IV Regulation 12 3 See Annex V Regulation 7



to use and control of ship. It also includes the provision for issuance of regulation concerning carriage of material that may cause hazard, regulation concerning the prevention of fatal disease and the sanction thereof.4 The Marine Department, Ministry of Transport is the key government agency to enforce this Act. (2) The Thai Vessel Act, B.E. 2481 (1938) The Thai Vessel Act, B.E. 2481 (1938) is the main legal instrument which has provisions for registration of Thai ship, Thai vessel registration certificate, rights and duties of Thai ship, and the sanctions thereof. (3) The Customs Law The Customs Act, B.E. 2469 (1926) and its amendments are the main legal instruments which authorize Customs Department to control import and export, collection of tax and duty as well as to enforce several other laws. (4) The Port Authority of Thailand Act, B.E. 2494 (1951) The Port Authority of Thailand Act, B.E. 2494 (1951) and its amendments are the main legal instrument which set up the Port Authority of Thailand as a State enterprise. The Act prescribes detail on establishment, capital, control and management as well as relationship between the enterprise and the Government. (5) The Industrial Estate Authority of Thailand Act, B.E. 2522 (1979) The Industrial Estate Authority of Thailand Act, B.E. 2522 (1979) is the law which establish the Industrial Estate Authority of Thailand. The Act contains the provisions on industrial estates, operation in industrial estates, rights and privileges for those who have an operation in the industrial estates.5 (6) The Factory Act, B.E. 2535 (1992) The Factory Act, B.E. 2535 (1992) and its amendments are the legal instrument which provide principle of controlling factories, including provisions concerning environment, pollution, and safety. (7) The Hazardous Substance Act, B.E. 2535 (1992) The Hazardous Substance Act, B.E. 2535 (1992) and its amendments are the legal instruments which focus on restriction, control and supervision on production, import, export and having in possession of any hazardous substance to people, animal, plant, property or environment, including hazardous waste.6 The Act sets up the

4 See the Navigation in Thai Waters Act B.E. 2456 as amended by the Navigation in Thai Waters Act B.E. 2525

(1982). 5 See the Industrial Estate Authority of Thailand Act, B.E. 2522 (1979), and its amendments. 6 See the Hazardous Substance Act, B.E. 2535 (1992).



Committee on Hazardous Substance. 7 The Act has also provision for control of hazardous substance, provision of duty and civil liability of person who involves with hazardous substance as well as sanction provision. (8) The National Environment Promotion and Conservation Act, B.E. 2535 (1992) The National Environment Promotion and Conservation Act, B.E. 2535 (1992) is the main law which focuses on control and remedy to environmental problem with the concept of participation from both people and non government organization in environmental management in accordance with the criteria for environmental quality management. The Act includes provision for control of pollution measures, provision for duty and liability of those polluters as well as provision for power and responsibility of government agencies in promotion and conservation of the national environmental quality.8 (9) Local Administrative Laws Since the control, supervision and management of some wastes, such as garbage, sewage, other refuses are under the authority of local governments.

2.4 ASSESSMENT OF ORGANIZATION STRUCTURE RESPONSIBLE FOR WASTE MANAGEMENT

2.4.1 Organization Structure concerned with Port Waste Management (1) Policy Level Agencies at the ministerial level related to port waste management in the policy level include:

• Ministry of Transport The function of the Ministry of Transport include transportation, transportation activity, traffic planning and infrastructure development of transport as well as other activities as specified by laws to be the duty of Ministry of Transport and organizations under the Ministry of Transport.

• Ministry of Natural Resources and Environment

The Ministry of Natural Resources and Environment is responsible for forestry, reservation and conservation as well as rehabilitation of natural resources and environment. The ministry is also responsible for sustainable utilization and other activities as specified by the laws to be the function of the Ministry of Natural Resources and Environment. 7 See Section 6 and 7 of the Hazardous Substance Act, B.E. 2535 (1992) for the Structure, power and duty of the

Committee on Hazardous Substance, 8 See the remark at the end of the National Environment Promotion and Conservation Act, B.E. 2535 (1992).



• Ministry of Industry Ministry of Industry is responsible for the promotion and development of industry, investment promotion, entrepreneur development and other activities as specified by laws to be the duty of Ministry of Industry or other agencies under the ministry.

• Ministry of Finance Ministry of Finance is responsible for the fiscal budget of the country, assessment of assets, procurement and any tasks that related to state land, collection of excise tax, and revenue as specified by the laws and those not under other agencies. Moreover, the ministry is also responsible for the management of public debt, administration and development of state enterprise and government’s assets as well as other government agencies as specified by the law to be the function of the Ministry of Finance or agency under the Ministry. The key agencies at the department level related to port waste management include:

Marine Department The functions include promotion of marine transportation system and naval commerce development to have linkages to other transportation including passengers and cargos, port, shipyard, navy troop and related activities in order to accommodate its convenience, coverage and safety. Strengthening of export sector is also promoted.

Department of Industrial Works The functions related to port waste management include control, oversee and coordination of industrial operation, control of hazardous substance and chemical in order to protect environmental quality and safety. The Industrial Registration Bureau9 is the agency responsible for waste management, giving industrial permit for central operation of waste quality improvement, treatment or disposal.

Pollution Control Department For port waste management, the Pollution Control Department has a key role to give comments for establishment of national pollution control policy, establishment of environmental quality standard (water quality standard of surface water, coastal water, ambient air quality, etc.), pollution control standard from point sources (effluent standard for buildings, industries and industrial estate, air emission from vehicles, etc.), provision of environmental quality management plan and pollution control measures (solid waste management, hazardous waste management, declaration of

9 Ministrial Regulation related to organization of Department of Industrial Works 2002 issued in the Royal Decree,

Vol. 119, Section 103 ก, dated October 9, 2005



pollution control zone, etc.), pollution situation monitoring, pollution petition and implementation according to environmental quality protection act related to pollution control.

Customs Department The key functions include collection of custom duty, control of cargo to be imported and exported in accordance with laws and regulations, collection of import and export tax as a representative of other agencies (value added tax, excise tax, tax of interior agency), protection of custom tax avoidance, duty avoidance and other illegal activities against the custom law as well as establishment of duty measures for export promotion. (2) Operating Level

Operating agency related to port waste management in the project area is

the state enterprise with administration and management function. These include Port Authority of Thailand for Bangkok and Leam Chabang Ports and Industrial Estate Authority of Thailand for Maptaphut Port. In addition, there are regional government agencies and Local government Organization to be in charge of waste management outside the port area consisting of:

• At Bangkok Port, there are Bangkok Metropolitan Administration

and Prapradang municipality • At Leam Chabang Port, there is Tambol Leam Chabang municipality • At Maptaphut Port, there is Tambol Maptaphut municipality

(3) Private Company related Port Waste Management

Private companies involved in port waste management are classified into 3

groups as follow:

(3.1) Private companies for ship waste management Private companies registered at the Department of Industrial Works

as category 101 and 106 is required to register at the Marine Department with qualifications as required by the Marine Department, as well.

(3.2) Company Concession to provide Port Management (3.3) Other Port’s Operators



2.4.2 Assessment of Organization Structure responsible for Waste Management The structure of organizations responsible for port waste management is

assessed in order to develop waste management of port to meet obligations of the MARPOL 73/78 convention. Initially, it is found that existing key agencies controlling activities and being responsible for issuing waste management regulations of 3 ports include: (1) At the policy level, agencies responsible for control of ship waste delivery and disposal include Marine Department, Department of Industrial Works, Pollution Control Department and Customs Department. These agencies will issue regulations for waste management control of waste generated from ship.

(2) At operating level, responsible agencies include Port Authority of Thailand

with Bangkok Port Office and Laem Chabang Port Office as operating level in the area, and Industrial Estate Authority of Thailand with Maptaphut Port Office. These agencies are responsible for operational control in area level and the Customs Office of each port is responsible for inspection and duty fee collection. (3) The operation in operating level on waste collection and treatment of oily waste generated from ship include private companies authorized from the Department of Industrial Works in category 101 and 106, as well as authorized from the Marine Department for operation of waste collection and treatment as required procedure.

(4) Bangkok and local organization concerned with port waste management

has role in provision of waste disposal site in order to receive waste generated from port. Maptaphut municipality also has responsibility to collect garbage and transfer to disposal site of the municipality.

Initially, it is found that problems in relation to structure of agencies

responsible for waste management include: (1) Problem related to operation complexity since there are several laws to control waste transfer from ship. Once, waste generated from ship has not been delivered from ship to inland, only regulation to be enforced is the Marine Department as responsible agency, which will control only activities related to management of waste generated from ship in the sea. When above activities are moved to inland, additional legislations to be considered include regulations under responsibility of the Department of Industrial Works and environmental laws under responsibility of the Pollution Control Department. In addition, the Customs Department may involve in the above activities, in case of commercial waste evaluated. (2) Problem related to coordination at operating level, since the procedures include coordination with several agencies responsible for control of waste management from ship, ship representative or companies authorized for waste management is required to coordinate with several agencies in several procedures. (3) Problem related to management of authorized company, the services of companies registered as Category 101 and 106 have different standards which make



operation cost different resulting in more competition of services. Mostly, companies registered as Category 106 is selected for the services. If company has lower standard, the service may generate problem. (4) Problem related to information to Marine Department of the waste service companies. The information should be informed consisting of ship generated waste type, treatment capacity including reception facilities to Marine Department. (5) Problem related to inadequate personnel for monitoring of waste collection and treatment operation of the company, in particular waste transfer procedure to dispose outside the port whether is properly disposed and generate any environmental impacts. (6) Problem related to readiness of personnel and equipment for waste reception from ship of companies authorized for waste collection and treatment from ship in term of adequacy and efficiency. (7) Problem related to unclear regulations i.e. the request for reception of wastewater generated from toilet and kitchen of passenger/tourism ship, which the allowance can not be given since there are no clear relevant laws for such waste management. (8) The process of sampling and waste characteristic monitoring, it is required qualified personnel and it takes times for analysis which it does not meet navigation schedule of users. (9) It is necessary to improve the role of concerned government agencies in order to define main authority and function for port waste management to comply with port waste management as required by the obligation of the MARPOL 73/78 convention.

2.5 STUDY ON TERM OF REFERENCES FOR HIRING THE CONTRACTOR AND EVALUATION OF WASTE MANAGEMENT CONTRACT

Until now, there are two contracts relating to ship generated waste management at 3 pilot ports that are 1) Investment contract for installation and operation of ship oily waste reception facilities at Laem Chabang Port, and 2) Contract for concession of ship garbage Collection at Bangkok Port.

2.5.1 Evaluation of Contract for Installation and Operation of Ship Oily Waste Reception Facilities at Laem Chabang Port

From the evaluation of contract for installation and operation of ship oily waste

reception facilities at Laem Chabang Port, it is found that the contract has specified role, authority, responsibility of both party to operate upon the contract. These include location provision, design and construction, project operation guarantee, property occupation right, project operation duration, benefit payment to PAT, project management, equipment maintenance, repair in case of damage incurred from accident, operation inspection, performing in case of dispute with third party, proceeding in case of



dispute between 2 parties, contract termination in case of non-conformance with the contract and force majeure, stopping dispute by arbitrator. From the analysis of weakness and strength of the contract, the following items are found.

(1) It is the contract that all investment will come from private investor (except for land provided by the Port Authority). The investor will have right to operate for 20 years starting from contract signing date (July 1, 2004). When the contract complete, all properties of investor belong to the Port as Built-Operate-Transfer (BOT). (2) There is a risk for Port Authority that the investor may have financial problem or other problems that is unable to invest and operate against the work plan. However, the strength is that details including equipment, investment and financial plan are specified in the technical proposal in order to ensure that investor will execute the project as planned. In addition, the contract is required construction guarantee of 15,055,400 baht by the Siam Commercial Bank. The guarantee is to be forced from guarantor promptly which is the strength. (3) The benefit is divided to 2 parts that are fixed fee and increased fee in rate 5% from income collected from oily waste treatment service fee. The benefit guarantee in those conditions is establied in the contract which is the strength. On the other hand, it is weakness since the above benefit guarantee is valid for 1 year only (not 20 years) and 5% benefit is calculated from income collected from oily waste treatment service fee. This will cover only income collected from the service but not cover income generated from selling recycle waste and others (estimate income – waste treatment service is 3.02 billion baht per ton but recycle waste selling is 3.50 billion baht per ton). However, this depends upon benefit negotiation of the port. (4) Maintenance requirement is specified that the operator shall maintain infrastructure and all equipments in ship waste treatment plant in normal and functioning condition, which is the strength. Normally, the BOT contract when nearly complete the project contract, there may be inadequate maintenance in order to be a tool for contract renewal negotiation. (5) The strength is that use of the convention to be a tool to settle dispute. Since the dispute will be final by arbitrator who has competence in the business. In case of going to the court, the dispute will be limited between both parties and not affect the public. (6) The condition as specified in the contract said that the operator shall have Thai share holder of not less than 51%. On the other hand, it may be a limitation in case of crisis that Thai is unable to execute the project. In conclusion, the strength of this contract is to prevent Port Authority risk and have more strength than weakness.



(7) The provision and transfer of land by the port, normally there is no problem if it is the public land and under the port’s occupation. Practically, the project owner is unable to transfer land with some reasons, this will affect investor unable to start its implementation. It is quite difficult to solve this problem and be dispute i.e. in case 6,000 baht amount of expressway. This may be a weakness and lead to controversy who is in breach of the contract and causes project delay. 2.5.2 Evaluation of Contract with Private Company for Concession of Ship

Garbage Collection at Bangkok Port

The contract with private company for concession of ship waste collection has specified qualification of party who shall be juristic person with capability to collect waste generated from ship, work experience, readiness of equipment, availability of berth and readiness of disposal site. From the contract analysis the following strengths and weaknesses are found. (1) It is a subcontracting or contracting with the PAT as owner who has right to select any contractors upon general sub-contract. (2) For this engagement, the PAT as state enterprise has specified detailed requirements and conditions transparently and fairly to contractor. This is the strength. (3) The condition has specified that it is not necessary for PAT to engage the lowest proposed price. This is the strength to PAT to consider other feasible areas of the proposal, not only financial proposal. Since PAT has to share social responsibility, it requires engaging efficient contractor. (4) If the contractor do not comply with the contract, it is appropriate to require guarantee upon the contract which is the strength. (5) The weakness of this contract is that contractor shall be coordinator to provide waste disposal site. Some contractor may get benefit from not to dispose at the site provided. Therefore, the revising contract should state that contractor shall inform disposal location or site.

2.6 GENERAL INFORMATION OF THE EXISTING WASTE MANAGEMENT SYSTEM OUTSIDE THE PORTS

2.6.1 Waste treatment methods (1) Oily waste (MARPOL Annex I) The oily waste discharges as per Annex I to the reception facilities are usually a mixture of oil, water and solids. Each type of these oily wastes has their own composition ratio.



• Solid contaminated with oil, such as the scale and sludge from tank cleaning or the oily residues/sludge (resulting from purification of fuels and lubricating oils) and adsorption materials for machine department cleaning, is treated by separating oil form the solid. One of such separating methods is using the chemical substances for dissolving oil from solid. The dissolved oil is able to recycle or disposal by high temperature combustion while the solid should be treated as the hazardous waste.

• Liquid contaminated with oil, such as the oily bilge water

(generated in the bilge of the ship’s machinery spaces and thereby contaminated with oil and other substances, the oily tank washings (slops), and the dirty ballast water, can be treated by various methods depending on technologies, cost, and reuse or recycle needs.

(2) Noxious Liquid Substances (Annex II) The NLS residues/water mixtures result from ballast water or tank washings containing cargo residues of noxious liquid substances. The main problem is that this waste can contain many different types of chemicals, each of their own particular properties. The treatment has therefore to be adapted at the kind of the substances transported by the ship.

(3) Harmful substances in packed form (Annex III) The waste specified under Annex III has to be handled by special assigned

task forced equipped with special equipment and safety gear (protective clothing). The waste can be transported to hazardous waste landfills and can be burned in incinerators. Under MARPOL it is not subject to be received at waste reception facilities in the ports.

(4) Wastewater from ships (Annex IV) The sewage has to be treated by means of waste water treatment plants in

order to clean the water to ensure the safe drainage of the water. Furthermore reusable substances may be utilized during the treatment process. The general treatment process for waste water comprises of primary treatment (mechanical treatment), secondary treatment (biological treatment, chemical treatment, physical-chemical treatment) and tertiary treatment (Nitrogen/Phosphorus removal).

(5) Garbage (Annex V)

Depending of the type of waste it can be recycled, burnt at incinerators or has to be disposed at landfills.

(6) Air emission from ships (Annex VI)

Air pollution from ship is generated from fuel consumption resulting in exhaust gas. The controlled air pollutions include Sulfur Oxide (SOx), Nitrogen Oxide and Ozone depleting substances.

• SOx treatment methods : Using the low sulphur content fuel, Scrubbers technology and Seawate scrubbing technology and so no.



• NOx treatment methods : Using the water injection technology, Humid Air Motor technology, and Selective Catalytic Reduction technology and so no.

• Ozone Depleting substances treatment methods : Using the extinguisher and the cooling substances which have no ozone depleting substances.

2.6.2 Treatment capacity of the existing private companies servicing the ship waste management

The serviced waste type, maximum treatment and or collection capacity, and service areas are obtained from 37 the private companies servicing the ship waste management in Thailand. The results are found that some private companies are able to collect the huge of waste such as the Waste recovery CO., Ltd. can treated the additional waste up to 300 m3/day and its service area covers all pilot ports. For Annex II related wastes, there are various companies able to manage them such as the Environmental conservative service CO., Ltd., En-technology consultant CO., Ltd. and GENCO etc. Therefore, the available private companies have enough treatment capacity for ship generated waste from all pilot ports.

2.6.3 Existing waste treatment facilities outside the ports Not only the private company servicing the ship generated waste, presently, there are various the waste management sources in outside the port area which the Port authority can select, The study result is found that there are 7 domestic wastewater treatment plants and 3 land fills in Bangkok, 1 land fill in Samuthprakarn, 8 domestic wastewater treatment plants and 24 land fills in Cholburi, and 3 domestic wastewater treatment plants and 16 land fills in Rayong. In addition, there are numbers of industries which have both of wastewater treatment plants and garbage management systems in nearby the pilot ports.

2.7 EVALUATION OF THE EXISTING WASTE RECEPTION FACILITIES IN THE PILOT PORTS

2.7.1 Existing oily waste reception facility in the pilot ports The study of the three ports revealed that in Bangkok Port and in Laem Chabang Port no reception facilities are currently installed to receive the waste types as stated in the MARPOL annexes. In Maptaphut Port a reception facility is installed for the reception of Annex I related waste. The facility comprises of two tanks with a capacity of 35,000 Litre each and was installed by the company Global Utilities Services Co. Ltd. (GUSCO). Though installed, these tanks have not yet been utilized because the public relations has not been established and GUSCO is not in lists of waste collection and treatment services for waste generated from ship according to the notification of the Marine Department. In addition, there is a oil water separator with capacity of 50 m3/hour is installed at TTT and it has not yet been utilized as well.



2.7.2 Existing waste collection system in the pilot ports

(1) Bangkok Port: there are two types of ship generated waste that are oily waste and garbage. The area for separating the garbage and hazardous waste is not available in the port area. The collection facilities are both of barge and truck and the wastes are transported and treat outside the port area.

(2) Leam Chabang Port: there are two types of ship generated waste that are

oily waste and garbage as well. The area for separating the garbage and hazardous waste is available in the port area. The collection facilities are trucks and the wastes are transported and treat outside the port area. For the general garbage, it is separated and sent to municipal land fill and the hazardous waste is managed by General Environmental Conservation Public Company Limited (GENCO).

(3) Maptaphut Port: there are two types of ship generated waste that are oily

waste and garbage as well. The area for separating the garbage and hazardous waste is not available in the port area. The collection facilities are trucks and the wastes are transported and treat outside the port area.

2.8 EVALUATION OF THE EXISTING WASTE TREATMENT SYSTEM Currently no waste treatment systems exist in any of the three project ports. However, Laem Chabang and Maptaphut ports have the plans to install waste treatment facilities in the port area. At Bangkok Port, there is no central wastewater treatment system in the port. At Laem Chabang Port, there are 2 wastewater treatment systems in the port. The first wastewater treatment system has the maximum capacity of 545 m3/day but existing wastewater inflow less than 300-400 m3/day. The second wastewater treatment system has the maximum capacity of 800 m3/day but it has no wastewater inflow yet. As consequence, in case of ship require to discharge the wastewater the Port Authority can treat the wastewater with these systems. If the volume of wastewater is higher than the capacity of systems, the Port Authority can contact Leam Chabang Municipality to handle the wastewater. At Maptaphut Port, there is central wastewater treatment system which has the maximum capacity of 175 m3/day but existing wastewater inflow less than 50 m3/day. In addition, there are many waste treatment facilities closely located to the ports such as wastewater treatment plants, landfills and industrial estates. Those facilities are under close monitoring of the authorities for following the relevant environmental standards and can be therefore included into the overall developing of a port waste reception and treatment system according to the requirements laid down in MARPOL 73/78.

2.9 THE ASSESSMENT OF THE EXISTING SYSTEM IN-USE FOR COST RECOVERY ASSESSMENT.

The result of waste collection and treatment system assessment in the 3 pilot ports could be concluded that most types of managed waste are garbage and oily waste. The rest of types (Noxious liquid and sewage) have no policies on discharging them at the port, and still no ships or agent calling. Nevertheless, from related individual’s



interview, the collected and treated wastes were only parts of all wastes produced in the Ports. Comparing with 3 ports, rate of garbage fee in The Bangkok Port is 5,667 Baht/ton that is the most expensive. Rate of garbage fee in The Laem Chabang Port and Maptaphut Port are between 2,000 – 2,400 Baht/ton. Rate of service fees is different for waste collection and treatment operation for every type of waste, which is operated by the private companies. These fees depend on the waste treatment methods. The least rate of waste management service fees in the entire 3 Ports was 2,000 Baht/ton of each types of waste. In Asia, rate of disposal fee is hugely lower than collection fee, transportation fee and barge hire. Rate of transportation fee is depended on waste quantity with a minimum charge.

2.10 PORT DEVELOPMENT PLAN AND TRAFFIC FORECAST Based on review of development plans of relevant agencies, development scenario of the major ports in Thailand in medium term may be summarized as follows.

(1) Increasing rate of cargo at Bangkok port is lower rate than the national economic growth rate. Its future function shall be a hub for domestic multimodal transportation with higher share of bulk and general cargo compared to that of LCP.

(2) LCP will remain a hub for export/import of containers and automobile.

However, Ranong Port and Pakbara Port are expected to handle a significant share of cargo of the middle and lower South parts in the future. As a result, growth of traffic at LCP may not be as fast as in the past.

(3) Maptaphut Port will remain functioning as industrial port, focusing in

transportation of oil, steel and petroleum.



3. BASIC INFORMATION OF SHIP WASTE MANAGEMENT ON BOARD

Each ship waste type is treated by different technologies depended on the waste type, storage capacity on board, treatment facility technology, laws and regulations. More details on treatment facilities on board are:

3.1 OIL TREATMENT SYSTEM ON BOARD

Although Thailand is not located in special area as defied in MARPOL 73/78, Thailand must be under regulations as stated that any discharge into the sea of oil or oily mixtures from ships shall be prohibited. The regulations relating to oily waste management on board complying with MARPOL 73/78 are as follows:

(1) Sludge oil A ship is equipped as far as practicable and reasonable with installations to ensure the storage of oil residues on board and their discharge to reception facilities on port (no discharge into the sea).

(2) Oily bilge water The oil content of oily bilge water is approximately 2-3 percentages. For a ship other than an oil tanker, it is fitted with oil filtering equipment and the oil content of the effluent without dilution does not exceed 15 parts per million. The result from the interview is found that most vessels calling in Thai ports have been equipped with installations to an Oil-water separator. Presently, the treatment principle of an oil-water separator is separating water and oil from oily mixture by using any technique. The oil float on the top of the mixture and, then, is removed by the skimmer. An oil-water separator consists of 4 parts that are: - Oil-water separating system consisting of an Oil-water separating device, oil filtering equipment, and the treated water discharge controller - Flow metering system - Oil sludge storage system consisting of a storage tank and the discharge system - Automatic controller for the treated water discharge Nowadays, oil-water separators on board are distributed in the markets widespread. The characteristics of device depend on many factors example ship type and amount of oily waste.



(3) Oily waste from cargo and ballast operation This waste is generated form the oil tanker. Presently, the tanker is

equipped with installations of the storage of oil residues on board and the waste is discharge to reception facilities on port.

3.2 TREATMENT FACILITIES OF NOXIOUS LIQUID SUBSTANCE (NLS) ON BOARD

MARPOL 73/78 has stated that the discharges of the noxious liquid substances in categories of X, Y and Z are prohibited except when all the following conditions are satisfied: (1) The ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in case of ships which are not self-propelled. (2) The discharge is made at a distance of not less than 12 nautical miles from the nearest land in a depth of water of not less than 25 m. (3) For ships constructed before 1 January 2007 the discharge into the sea of residues of substances in Z category below the waterline is not mandatory. Presently, there are no treatment facilities for NLS on board.

3.3 TREATMENT FACILITIES OF THE HARMFUL SUBSTANCES CARRIED BY SEA IN PACKAGED FORM ON BOARD

Regulations of MARPOL 73/78 do not relate to treatment system of the harmful substances carried by sea in packaged form (Annex III) which they are regulations on packing, marking and labeling, documentation, and stowage.

3.4 TREATMENT FACILITIES OF SEWAGE ON BOARD As shown in MARPOL 73/78, the regulations on discharge of sewage has presented that the discharge of sewage into the sea is prohibited, except when: (1) The ship is discharging comminuted and disinfected sewage using a system in accordance with regulation 3(1)(a) at a distance of more than 4 nautical miles from the nearest land, or sewage which is not comminuted or disinfected at a distance of more than 12 nautical miles from the nearest land, provided that in any case, the sewage that has been stored in holding tanks shall not be discharged instantaneously but at a moderate rate when the ship is en route and proceeding at not less than 4 knots. (2) The ship has in operation an approved sewage treatment plant which has been certified by the administration to meet the operational requirements referred to in regulation 3(1)(a)(i) of this annex.



In the present, almost of vessels are installed wastewater treatment systems on board, which are compacted unit by using biological treatment process by using aerobic bacteria. It has aeration condition within aeration tank and returning sludge contained healthy bacteria to treat wastewater.

3.5 TREATMENT FACILITIES OF GARBAGE ON BOARD Regulations on MARPOL 73/78 on disposal of garbage outside special area are:

(1) Disposal into the sea of all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from plastic products which may contain toxic heavy metal residues, is prohibited.

(2) the disposal into the sea of the following garbage shall be made as far as

practical from the nearest land but in any case is prohibited if the distance from the nearest land is less than:

(2.1) 25 nautical miles for dunnage, lining and packing material which

will float. (2.2) 12 nautical miles for food wastes and all other garbage including

paper products, rags, glass, metal, bottles, crockery and similar refuse.

(3) Disposal into the sea of garbage specified in subparagraph (2.2) of this regulation may be permitted when it has passed through a comminuter or grinder and made as far as practicable from the nearest land but in any case is prohibited if the distance from the nearest land is less than 3 nautical miles. Such comminuted or ground garbage shall be capable of passing through a screen with openings no greater than 25 mm.

Currently, solid waste on board is treated by segregation process according to difference types of waste such as paper, glasses, can, and wood pieces. The most of them is often collected in the bin or plastic bag on board, which would be brought to dispose at the port. Moreover, if a garbage compactor is available on vessel, the solid wastes would be compacted before dispose at the port.

3.6 TREATMENT FACILITIES OF AIR POLLUTION ON BOARD The Regulations in Annex 6 of MARPOL 73/78 indicate the requirement for control emissions from ships consisting of nitrogen oxide and sulfur oxide. The controlling of gas emission contained nitrogen oxide could be conducted in the part of machine design. In the present, the design of fuel injection could be adapted contributing less contamination of nitrogen oxide in gas emission. Besides, the increasing number of water injections or some chemical in the ship machine, such as ammonia solution, could decrease contamination of nitrogen oxide in gas emission. The sulfur oxide is generated from the combustion of fuel contained sulfur. It could be controlled by scrubber installation, which the advance technology is sea water application for reacting with sulfur dioxide resulting in decreasing contamination of sulfur oxide in gas emission.



4 DETERMINATION OF THE POLICY, OBJECTIVE AND STRATEGY IN PORT WASTE MANAGEMENT SYSTEM

4.1 SUMMARY OF EXISTING SITUATIONS AND PROBLEMS OF SHIP WASTE MANAGEMENT AT THE PORT

4.1.1 Waste Management related to Legislation, Regulation and Responsible Agency

(1) The study of national legislation related to environmental and waste management is conducted in order to formulate legislation framework and to provide feasible regulation and enforcement of port waste management according to the MARPOL 73/78 convention. It is found that some laws can be enforced i.e. law related to navigation in Thai sea, law related to the Port Authority of Thailand and law related to customs, etc. Some laws are required to amend in order to implement the MARPOL 73/78 convention efficiently. (2) In Thailand, there is no master plan for ship waste management covering the whole system which include before ship calling at the port, ship waste management at the port, regulation and provision of waster reception facility in accordance with obligations of the MARPOL 73/78 convention. (3) All 3 pilot ports, there is no port waste management plan to meet the MARPOL 73/78 convention. (4) There is no procedure and documentation system to meet the MARPOL 73/78 convention as the following items:

(4.1) Waste notification before calling at the port, (4.2) Waste manifest system through mechanism of agency authorized in

the management, (4.3) There is no efficient control system of waste transferred from ship to

the final treatment system. (5) Currently, there is no waste treatment and disposal system at 3 pilot ports. It is managed by private company. The Marine Department has provided the criteria for selection of private company based on the law of the Industrial Work Department and required to closely monitor waste management system of private company. This is to ensure that the management system is performed properly, efficiently and meets the standard. (6) For the existing waste management, it is found that authority of waste control, overseeing and management are scattered in several agencies. This results in delay of sending the document system to report waste management to the Marine Department.



(7) There is a lack of clear waste classification allowed to transfer from ship at the port for treatment. (8) There are differences of agencies and policies for waste management of each waste type i.e. oily waste. The Marine Department has provided criteria for the selection of waste management service, while the agency controlling port is responsible for waste generated from ship. This may result in difficulty for provision of waste management plan in the future.

4.1.2 Personnel Provision and Capacity Development (1) There is no provision of training given to personnel in order to meet the

implementation responsibility which covers ship inspection and ship waste management at the port.

(2) There is no provision of agency to oversee ship waste management plan to

meet the MARPOL 73/78 convention, in particular plan of each port.

4.1.3 Improvement of Basic Infrastructure for Waste Reception at Pilot Ports (1) Due to limited area, the Bangkok Port has no plan to construct port waste reception and treatment system in the future. This results in limitation for waste management planning of the Bangkok Port in the future. (2) The Laem Chabang has planned to construct oily waste reception and treatment facility at the port. However, the implementation has not been conducted due to problems on land authorization. (3) The Maptaphut Port has installed oily waste reception facility. However, the efficiency of facility installed is quite low.

4.1.4 Development of Incentives for Participation in Waste Management (1) The fee and service charge related to ship waste management still depend on market mechanism. The government is not able to oversee fee collection efficiently in the national level and particularly, to meet the needs of service users. (2) No public relation of waste management plan for 4 types of waste is conducted in order to make same understanding among control agencies, service agencies and users. (3) The Maptaphut Port has installed oily waste reception facility at the port. However, there is no use of services due to lack of public relations and development of service incentives.



4.2 STRATEGIC PLAN OF MARINE DEPARTMENT For Marine Department policy in period of The Tenth National Economic and Social Development Plan, 2007-2011 which related to ship waste management, can summarize as follow: (1) Provide ship and equipment system to update with international standard in order to support inspection, oversee maritime transportation to be safe, including maintain maritime environment. (2) Urge, improve and develop computer system in order to help maritime transport system development to be standardized, including step forward to be service as “Non-stop-service” for servicing people convenient, fast and efficient. (3) Improve regulations, enforcements and provide management system related to maritime transport in accordance with international standard, in the point of economic competition efficiency, safety and environment. (4) Consider, determine criteria and port management method with related authority, especially consider charge rate and rent rate to be suitable, which cause of service charge rate reduction. (5) Conduct public relation by promoting public relation process in order to achieve objective for maritime transport development.

4.3 POLICY, OBJECTIVE AND STRATEGY FOR SHIP WASTE MANAGEMENT OF PORT

Strategy plan for ship waste management on Thai port in order to support

entering as an associate member of the MARPOL 73/78 convention focuses on pollution prevention generated from navigation, minimization of illegal waste discharge into the sea and focuses on port service on ship waste management through administration of Marine Department and port administrative body concerned. The vision, duty, objective, policy and strategy of port are as follow:

4.3.1 Vision The Marine Department is the key agency to provide ship waste management plan of port complying with MARPOL 73/78 convention with clear legislation and regulation framework, and provision of agencies and personnel groups responsible for waste management and guidelines available for efficient port waste management.

4.3.2 Duty

(1) To formulate legislation and regulation framework for ship waste management at the port,



(2) To propose port obligation in accordance with the MARPOL 73/78 convention,

(3) To provide plan of ship waste management for Thai ports in issues of the

ownership and framework to employ the waste contractor, level and model of waste management service, port waste management fee establishment, communication and information system for ship generated waste notification, and procedure for ship waste management,

(4) To develop capacity building of the Marine Department and port control

agency to meet the obligation of the MARPOL 73/78 convention, (5) To provide efficient model of waste reception facility and ship waste

management, (6) To conduct public relations related to ship waste management model and to

organize seminar with agency concerned and stakeholders to understand waste management plan correctly.

4.3.3 Policy

The policy focuses on ship waste management in every port in Thailand to comply with the MARPOL 73/78 convention and focuses on provision of waste reception facility adequate to the need without any ship delay.

4.3.4 Objectives (1) To improve efficiency of waste management of each pilot port in order to

meet the obligation of the MARPOL 73/78 convention, (2) To build the capacity of personnel responsible for port waste management

to meet the obligation of the MARPOL 73/78 convention, (3) To improve basic infrastructure for waste reception and treatment of 3 pilot

ports, (4) To provide incentives for participation of port waste management and

provide public relations in relation to model of ship waste management as well as organize seminar with concerned agencies and stakeholders to give correct understandings.



4.3.5 Strategy

4.3.5.1 Strategy 1: Promoting Ship Waste Management in the Thai Ports The strategy include 10 operation plans that area:

Operation Plan No.1: Promoting the enforcement by The Thai Navigation Law.

The Thai Navigation Law and/or Thai Ship law shall be adjusted and enforced for ship inspection and ship waste management at the port. The obligations which were issued and/or to be amended shall be issued to make it clearer and more efficient.

Operation plan No.2: Development of regulations on using port. Laws relating

to port authorities shall be adjusted in order to increase the efficiency in port waste management system (i.e. Section 5 and 9). The above mentioned law gives authority to the Port Authority of Thailand in management of their port utilization.

Operation plan No.3: Establishing the focal point for port waste management

complying with MARPOL 73/78 in Thailand. The focal point in this strategy shall be Marine Department to undertake the effect complying with MARPOL 73/78. By using the Thai laws, Marine Department can set the regulations and notifications to increase the efficiency of the port waste management plan.

Operation plan No.4: Promoting the standard of port waste management

regulations to the same level in all port. The Marine Department shall be the focal point to provide the guideline for each port to follow Operation plan No.2. The target of this operation plan is to develop the port waste management regulation to reach the international standard and comply to regulations of MARPOL 73/78 so that both Thai and international vessels can follow Thai port regulations easily.

Operation plan No.5: Port authority can develop the port waste management

plan freedom complying with Thai Laws and MARPOL 73/78. Marine Department shall not make decision for selection of waste disposal method or reception facility technology to any ports. Port authority can develop the port waste management plan including port regulations and implementation procedures by itself. However, Marine Department shall keep port waste management standard of all port in the same level by approving the plan whether it complies with regulations of MARPOL73/78. All port can develop their plans from the Master plan providing by Marine Department.

Operation plan No.6: Development of Master plan for port waste management

to meet the international standard. Marine Department shall provide the guideline for developing the port waste management plan to the port authority. The guideline (or the best practice) should include management of documents relating to port waste management such as waste notification form and receipts from waste contractors.

Operation plan No.7: Establishing the criteria of the waste contractors. The

Marine Department should provide selection criteria of waste management service for noxious liquid waste, sewage and garbage in order to meet in the same standard as



selection of oily waste management service which is convenient to control by competent authorities such as Marine Department, Industrial Works Department, etc.

Operation plan No.8: Promoting the port waste management service as One

Stop Service. The focal point for port waste management as described in Operation plan No.3 in this strategy is responsible for setting the one stop service center which uses for communication and coordination center among relevant authorities to increase the port waste management efficiency.

Operation plan No.9: Classification of waste type discharging to the port. The

focal point for port waste management as described in Operation plan No.3 in this strategy is the chairman for the agreement among relevant authorities on classification of waste type discharging to the port. The definition of waste type shall be specific meaning. In addition, if the new regulations are established, the focal point shall inform them to all relevant for implementation strictly.

Operation plan No.10: Promoting the ship waste treatment technology transfer

to relevant authorities. Although there are a number of waste contractors in Thailand, the competent authorities should have the update technology for waste treatment as well to control and set measures for environmental effects prevention. Therefore, the focal point for port waste management as described in Operation plan No.3 in this strategy should provide the technology transfer courses to other authorities such as training course for waste treatment technologies available in Thailand and other countries.

4.3.5.2 Strategy2: Controlling and monitoring the port waste management The strategies include: Operation plan 1: Establishing the focal point for controlling and monitoring the port waste management. The Marine Department can set the MARPOL section for controlling and monitoring the port waste management in Thai ports to increase the efficiency of the plan resulting in complying with the regulations of MARPOL 73/78. Operation plan 2: Controlling and monitoring the operation of the waste contractors. Although Industrial Works Department has been responsible for controlling and monitoring the waste contractors, the ship generated waste collection, treatment and disposal process relates with many authorities including Marine Department and port authority especially if there is accident or leakage in port area. Since the waste contractors may need to make more customers, they reduce the service fee and illegal discharge to environment without treatment. Therefore, Marine Department shall have the auditing and monitoring plan for the waste contractor operation documents and shall cooperate with the plan of Industrial Works Department. However, the auditing and monitoring plan of Marine Department shall focus on extraction of the waste management documents such as the waste notification form and the waste manifest form.



4.3.5.3 Strategy3: Personnel Provision and Capacity Development The strategy includes 4 operation plans that are:

Operation plan 1: Preparing syllabus of training courses for port waste

management. The courses shall focus on field visit at the successful ports on port waste management because the operation and implementation on such plan are new for relevant authorities. Therefore, before establishing the regulations on port waste management, the relevant authorities which are private and public sectors shall understand the best practice procedures for implementation by conducting the training courses. In addition, preparation of course description shall be obtained before holding the training course and the focal point for theses activities shall be established as well.

Operation plan 2: Holding the training courses for the relevant authorities.

The focal point responsible for holding the training courses shall be established to increase the building capacity in the regulations, Thai laws, and international agreements. In addition, it is responsible for all training course cooperation such as presenter invitation, training room reservation, keeping record of the name list of the attendants, certificate documents preparation. Therefore, Marine Department is the suitable authority to achieve this strategy.

Operation plan 3: Providing the operation system for port waste management

plan in Thai ports. Before establishing the regulations on port waste management at Thailand officially, the focal point, may be Marine Department, for training course on port waste management shall prepare the initial operation system such as responsible organization, documents, communication method, auditing and monitoring plan, and laws and regulations which the system shall comply with regulations of MARPOL 73/78.

Operation plan 4: Establishing the sub-organization in the focal point for

responding in port waste management plan in Thai ports. Marine Department and port authority shall establish MARPOL section in their organizations for controlling and monitoring the operation plan on port waste management especially by document extraction. The MARPOL section is responsible for inspecting and monitoring the operation of both ship and waste contractors.

4.3.5.4 Strategy4: Improvement of Basic Infrastructure for waste reception at the Pilot Port

To achieve the objective of this strategy, the operation plans include: Operation plan 1: Promote to provide mobile waste reception facility at the port. If the port area has not enough space for installing the reception facilities on site, the mobile waste reception facility, i.e. waste collection boat or truck, shall be provided at the port. Marine Department shall publish the typical design of the mobile waste reception facility to all port authority. Operation plan 2: Promote to complete an implementation of waste oil reception facility and treatment plant at Laem Chabang Port. Port authority at Laem



Chabang port has policy to install the waste oil reception facility and treatment plant at the port. If this installation is implement, Laem Chabang port is the prototype for conducting the efficiency port waste management plan to other port because it has both of management process and treatment process. Operation plan 3: Setting the criteria of port waste reception facilities. To keep standard of the port waste reception facilities, Marine Department shall establish the criteria for selecting the facilities. The typical design or the guideline of the reception facilities shall be published to the port authority and the updated technology shall be developed as well.

4.3.5.5 Strategy5: Development of Attractive Measures for Participating Waste Management System

The strategies include: Operation plan 1: Providing data on reviewing port waste management fee, investment cost, and conditions for waste discharge of foreign countries and Thailand. The analyzed data from this operation plan can be used to set port waste management fee of Thai ports in the future. If the fee in Thai ports is lower than the fee in other countries in the region with the good standard of reception facilities and efficiency management system, it attracts the port users to use the port facilities in Thai ports. Therefore, Marine Department as the focal point for port waste management plan in Thai ports shall have a role on establishing the conditions for setting port waste management fee in Thai ports. Operation plan 2: Publishing information data on port waste management in Thai ports by various Medias. Public relations shall be held by various Medias such as newspaper, magazine, advertisements on television or any websites of relevant authorities to distribute information data on port waste management to all relevant authorities and stakeholders.

4.3.5.6 Strategy6: Fee collection for efficient waste management system The strategies include: Operation plan 1: Setting port waste management fee covering from waste collection to disposal. Marine Department plays an important role in determination of fee collection methods for waste management service which is universal and efficient. These fee collection methods must help the waste contractor to compete to other waste contractors in region. The port users are satisfied in prices and services that they get. Operation plan 2: Development of fee collection mechanism to international standard. The fee rate shall cover both of factors on environmental prevention and business development capacity of the port. So, in the first period of being an associate member of the convention, Thailand uses fee collection method as “Polluter Pays Principle”, and in the future, when there is cooperation with other neighboring countries, promote fee collection method as “No-special fee”.



5 DEVELOPMENT OF STANDARD FORMS FOR PORT WASTE MANAGEMENT

The important forms for port waste management plan are the waste notification form, the reporting alleged inadequacies of port reception facilities form and the application for exemption of mandatory waste disposal form (in case of availability of exemption policy).

5.1 WASTE NOTIFICATION FORM To keep the ship schedule without “undue delay to ships”, information on ship including it waste data must be notified before entry into the port at least 24 hours. Therefore, the waste information should be filled in advance and such information includes ship details, generated waste was discharged at last port, type and amount of waste and residues to be discharged and / or retained on board and so on. Figure 5.1-1 shows the waste notification form developed for Thai ports which the Consultants recommend that all ports in Thailand can used it for the management process in the port.

5.2 REPORTING ALLEGED INADEQUACIES OF PORT RECEPTION FACILITIES FORM

The Master of a ship having encountered difficulties in discharging waste to reception facilities should forward the information below, together with any supporting documentation, to the Ministry of Foreign Affairs and, if possible, to the competent Authorities in the port State. The Ministry of Foreign Affairs will notify the IMO and the port state of the occurrence. The port state will consider the report and respond appropriately informing IMO and the reporting the Ministry of Foreign Affairs of the outcome of its investigation. Figure 5.2-1 shows the reporting alleged inadequacies of port reception facilities form developed for Thai ports.

5.3 APPLICATION FOR EXEMPTION OF MANDATORY WASTE DISPOSAL FORM

Figure 5.3-1 shows the application for exemption of mandatory waste disposal form developed for Thai ports having the exemption policy.



Figure 5.1-1 Waste notification form developed for Thai ports

ใบแจงขอมลเกยวกบของเสยทเกดจากเรอ / Ship`s waste notificationขอมลทตองแจงกอนเขาเทยบทาเรอกรงเทพ (หรอทาเรออนๆ) / Information to be notified before entry into the Bangkok Port (any ports)

จะตองแจงขอมลภายใน 24 ชวโมงกอนเขาเทยบทา! / Information to be noted 24 hours prior entry of port!

ชอเรอ/name of the ship เลขท IMO/IMO number

สญญาณเรยกขาน/call sign

ขนาดตนกรอส (เรอนามนทมถงอบเฉาแยก ขนาดจะลดลง ) / grosstonnage (Tanker reduced gross tonnage if SBT )

รฐเจาของธง/flag state

เวลาทเรอมาถงทาเรอกรงเทพ / ETA Bangkok Port

เวลาทเรอออกจากทาเรอกรงเทพ / ETD Bangkok Port

ประเภทของเรอ/Type of ship

ทาเรอ/ประเทศหลงสดทเขาเทยบทา/last port of call/ state

ทาเรอ/ประเทศตอไปทจะเทยบทา/next port of call / state

ทาเรอหลงสดทถายเทของเสย/last port where generated waste was discharged

วนททงของเสยครงหลงสด/date of last disposal

ประเภทและปรมาณของเสยและสนคาคงคางทตองการจะทง และ/หรอ เกบไวบนเรอ /Type and amount of waste and residues to be discharged and / or retained on boardหากตองการทงของเสยทงหมดใหกรอกในคอลมนท 2 ตามความเหมาะสม / หากตองการทงของเสยบางสวน หรอไมมของเสย ใหกรอกทกคอลมน / If discharging all waste, complete column 2 as appropriate. If discharging some or no waste, complete all columns

ประเภทของเสย/waste type

ปรมาณของเสยทจะถายเท

(ลกบาศกเมตร)/ Amount of waste to be discharged (cubic meters)

ขดความสามารถในการกกเกบของเสยบนเรอ (ลกบาศกเมตร) /

Dedicated storage capacity on board (cubic meters)

ปรมาณของเสยทคงเกบในเรอ

(ลกบาศกเมตร) / Amount of waste retain on board (cubic meters)

ทาเรอตอไปทจะถายเทของเสย/

Port at which remaining waste will be

discharged

ปรมาณของเสยทจะเกดขนตงแตการแจงในครงนถงทาเรอถดไปทจะเทยบ

ทา (ลกบาศกเมตร) /Amount of waste to be generated

between notification and next port of call (cubic meters)

1. ของเสยปนนามน/ Oily waste

กากตะกอน /Sludgeนาทองเรอ/Oily bilge waterอนๆ (ระบ)/Others

2. ขยะ/ Garbage

อาหาร/Food wasteพลาสตก/Plastic อนๆ (ระบ)/others (specify)

3. นาเสย/ Sewage

4. ของเหลวทเปนพษ/ Noxious liquid substances

5. สนคาคงคางจากสนคา(ระบ ) /Cargo residues ( specify )

ตองการถายเทของเสย/are you disposing: ไมม/noneบางสวน/someทงหมด/all ของเสยจากเรอททาเรอกรงเทพ(waste at Bangkok Port)

บรษทผรบจดการของเสยทจะใชบรการ/ Waste Contractor which is to be used

ชอตวแทน/ Name of agent

ทอย/ Address

โทร./Tel. โทรสาร/Fax. อเมล /Email

ขอมลนอาจถกใชสาหรบการควบคมทาเรอในเมองทาและการตรวจสอบอนๆ / This information may be used for Port State Control and other inspection purposes.ขอยนยนวา รายละเอยดขางตนถกตอง ตรงตามความเปนจรง และเรอมขดความสามารถเพยงพอทจะจดเกบของเสยทเกดขนตงแตการแจงในครงน ไปจนกวาจะเดนเรอไปถงทาเรอถดไปทจะถายเทของเสยออกจากเรอ /I confirm that the above details are accurate and correct and that there is sufficient dedicated onboard capacity to store all waste generated between notification and the next port to which waste will be delivered.วนท / Date : บนทกโดย / Form completed by : ลายมอชอ / Signature :กรณาสงแบบฟอรมนไปยง / Please forward this form to: กรมการขนสงทางนาและพาณชยนาว และการทาเรอแหงประเทศไทย /Marine Department and Port Authority of Thailand แฟกซ/Faxxxx อเมลล/email xxxxxxx



แบบฟอรมสาหรบรายงานความไมเพยงพอของระบบรองรบของเสยของทาเรอ /

INADEQUACIES OF PORT RECEPTION FACILITIES

1. รายละเอยดของเรอ/ SHIP'S PARTICULARS 1.1 ชอเรอ/ Name of ship: _________________________

1.2 เจาของหรอผประกอบการเรอ/ Owner or operator: _________________________

1.3 หมายเลขหรอตวอกษรแสดงสญชาตเรอ/ Distinctive number or letters: _________________________

1.4 เลขท IMO/ IMO Number: _________________________

1.5 ขนาดตนกรอส/ Gross tonnage: _________________________

1.6 ทาเรอทขนทะเบยน/ Port of registry: _________________________

1.7 รฐเจาของธง/ Flag State: _________________________

1.8 ประเภทของเรอ/ Type of ship:

� เรอบรรทกนามน/ Oil tanker � เรอบรรทกสารเคม/ Chemical tanker � เรอสนคาเทกอง/ Bulk carrier

� เรอสนคาอนๆ/ Other cargo ship � เรอโดยสาร/ Passenger ship � อนๆ (ระบ)/ Other (specify) ________

2. รายละเอยดของทาเรอ/ PORT PARTICULARS 2.1 ประเทศ/ Country: _________________________

2.2 ชอทาเรอ หรอสถานท/ Name of port or area: _________________________

2.3 ทตง/ชอทาเทยบเรอ/ Location/terminal name: _________________________

2.4 ชอบรษททใหบรการจดการของเสย (ถาม)/ Name of company operating the reception facility

(if applicable): _________________________

2.5 ประเภทของการประกอบการททาเรอ/ Type of port operation: _________________________

� ทาขนถายสนคาขนจากเรอ/Unloading port � ทาขนถายสนคาลงเรอ/ Loading port � อตอเรอ/ซอมเรอ/ Shipyard

� อนๆ (ระบ)/ Other (specify) _________________________

2.6 วนทเรอมาถงทา/ Date of arrival: __/__/____ (ว/ด/ป)/ (dd/mm/yyyy)

2.7 วนทเกดเหตการณ/ Date of occurrence: __/__/____ (ว/ด/ป)/ (dd/mm/yyyy)

2.8 วนทเรอออกจากทา/ Date of departure: __/__/____ (ว/ด/ป)/ (dd/mm/yyyy)

Figure 5.2-1 Reporting alleged inadequacies of port reception facilities

form developed for Thai ports



3. ความไมเพยงพอของระบบรองรบของเสย/ INADEQUACY OF FACILITIES

3.1 ประเภทและปรมาณของเสยทระบบรองรบของเสยของทาเรอซงมไมเพยงพอใหบรการ และปญหาทเกดขน / Type and amount of waste for which the port reception facility was inadequate and nature of problems encountered

ประเภทของเสย / Type of waste ปรมาณของเสยทจะถายเท

(ลกบาศกเมตร) /

amount for discharge

(cubic meters)

ปรมาณของเสยทไมสามารถรองรบได (ลกบาศกเมตร) / amount

not accepted

(cubic meters)

ปญหาทเกดขน/ Problems encountered ระบปญหาทเกดขนโดยเลอกรหสตวอกษร 1 ตว หรอ มากกวา ตามความเหมาะสม/ Indicate the problems encountered by using one or more of the following code letters, as appropriate. A ไมมระบบรองรบของเสยใหบรการ/ No facility available B ลาชาไปกวากาหนด/ Undue delay C ใชระบบ ซงเปนไปไมไดในทางเทคนค/ Use of facility technically

not possible D ทตงระบบไมสะดวก/ Inconvenient location E เรอจะตองเลอนทาเทยบทาใหลาชาและเสยคาใชจาย/ Vessel had

to shift berth involving delay/ cost F คาบรการใชระบบไมเหมาะสม/ Unreasonable charges for use of

facilities G อนๆ (โปรดระบใน § 3.2)/ Other (please specify in § 3.2)

MARPOL ภาคผนวก I/ MARPOL Annex I-related ประเภทของของเสยปนนามน/ type of oily waste:

นาทองเรอทปนนามน/ oily bilge water กากตะกอนนามน/ oily residues (sludge) นาลางถงปนนามน/ oily tank washings (slops) นาอบเฉาทสกปรก/ dirty ballast water คราบและกากตะกอนจากการลางถง/ scale and sludge from tank cleaning

อนๆ/ other (ระบ/ specify:_____________) MARPOL ภาคผนวก II/ MARPOL Annex II-related ประเภทของสารตกคาง/สารผสมของเหลวทเปนพษทจะถายเทไปยงระบบจดการของเสยจากการลางถง/ type of NLS1 residue/water mixture for discharge to facility from tank washings:

สารประเภท X/ category X substance สารประเภท Y/ category Y substance สารประเภท Z/ category Z substance อนๆ/ other MARPOL ภาคผนวก IV / MARPOL Annex IV-related นาเสย/ sewage

Figure 5.2-1 (Con’t)

1 Indicate, in paragraph 3.2, the proper shipping name of the NLS involved and whether the substance is designated as ‘solidifying’ or ‘high viscosity’.

1 สามารถแสดงชอทางการคาของสารทเปนของสารเหลวมพษและสารเคมทอยในรปของแขงหรอสารทมความหนดสงในขอยอยท 3.2



ประเภทของเสย/ Type of waste ปรมาณของเสยทจะถายเท

(ลกบาศกเมตร) /

amount for discharge

(cubic meters)

ปรมาณของเสยทไมสามารถรองรบได (ลกบาศกเมตร) /

amount not accepted

(cubic meters)

ปญหาทเกดขน/ Problems encountered ระบปญหาทเกดขนโดยเลอกรหสตวอกษร 1 ตว หรอ มากกวา ตามความเหมาะสม/ Indicate the problems encountered by using one or more of the following code letters, as appropriate. A ไมมระบบรองรบของเสยใหบรการ/ No facility available B ลาชาไปกวากาหนด/ Undue delay C ใชระบบ ซงเปนไปไมไดในทางเทคนค/ Use of facility technically not

possible D ทตงระบบไมสะดวก/ Inconvenient location E เรอจะตองเลอนทาเทยบทาใหลาชาและเสยคาใชจาย/ Vessel had to shift

berth involving delay/ cost F คาบรการใชระบบไมเหมาะสม/ Unreasonable charges for use of

facilities G อนๆ (โปรดระบใน § 3.2)/ Other (please specify in § 3.2)

MARPOL ภาคผนวก V/ MARPOL Annex V-related ประเภทของขยะ/ type of garbage:

พลาสตก/ plastic วสดสาหรบกนกระแทก วสดบกนซม หรอหบหอ/ floating dunnage, lining, or packing materials

กระดาษ เศษผา แกว โลหะ ขวด ภาชนะดนเผา / ground paper products, rags, glass, metal, bottles, crockery, etc.

สนคาคงคางจากเรอบรรทกสนคา ผลตภณฑกระดาษ เศษผา แกว โลหะ ขวด ภาชนะดนเผา และอนๆ/ cargo residues, paper products, rags, glass, bottles, crockery, etc.

ขยะประเภทอาหาร/ food waste ขเถาจากเตาเผา/ incinerator ash อนๆ/ other (ระบ/ specify:_____________)




3.2 ขอมลเพมเตมเกยวกบปญหาทระบในตารางขางตน/

Additional information with regard to the problems identified in the above table ____________________________________________________________________

______________________________________________________________________

3.3 ทานไดหารอ หรอรายงานปญหาเหลานใหหนวยงานทดแลระบบรองรบของเสยของทาเรอทราบหรอไม/

Did you discuss these problems or report them to the port reception facility? � ใช/ Yes � ไมใช/ No ถา ใช กบใคร (โปรดระบ)/ If Yes, with whom (please specify)

______________________________________________________________________

______________________________________________________________________ ถา ใช อะไรคอการโตตอบหรอแกไขจากหนวยงานทดแลระบบรองรบของเสยของทาเรอ/

If Yes, what was the response of the port reception facility to your concerns? ______________________________________________________________________

______________________________________________________________________

3.4 ทานไดแจงขอมลลวงหนาเกยวกบความตองการอปกรณรองรบของเสย (ซงสอดคลองกบขอกาหนดของทาเรอ

ทเกยวของ) หรอไม/ Did you give prior notification (in accordance with relevant port requirements) about the vessel's requirements for reception facilities?

� ใช/ Yes � ไมใช/ No � ไมเขาขาย/ Not applicable หาก ใช ทานไดรบการยนยนวามระบบจดการของเสยใหบรการเมอมาถงหรอไม/

If Yes, did you receive confirmation on the availability of reception facilities on arrival? � ใช/ Yes � ไมใช/ No

4. หมายเหต/ขอคดเหนเพมเตม/ ADDITIONAL REMARKS/COMMENTS

______________________________________________________________________

______________________________________________________________________

____________________ _______/_______/__________ ลายมอชอผบงคบเรอ/ Master's signature วนท: (ว/ด/ป)/ Date: (dd/mm/yyyy)




หมายเลขตอเนอง/ Consecutive number

วนทรบ/ date of receipt

Port Authority

แบบฟอรมสาหรบการขอยกเวนการถายเทของเสยตามขอกาหนด/ Application for Exemption of Mandatory Waste Disposal รายละเอยดของเรอ/ Herewith, the vessel given below:

ชอเรอ/ name of vessel เลขท IMO/ IMO number สญญาณเรยกขาน/ call sign

ขนาดตนกรอส/ GT ประเภทของเรอ/ type of vessel ขอยนเพอยกเวนการระบายของเสยตามกฎหมายจากวนท/ applies for an exemption of the mandatory waste disposal from: ____________________________(วนท/Date) เปนเวลา/ For:

3 เดอน/ months 6 เดอน/ months 12 เดอน/ months เหตผล/ Reason:

เรอเขาทาเรอกรงเทพอยางนอยเดอนละ 2 เทยว/ The vessel enters the Port of Bangkok at least 2 times a month

เรอมทาเทยบเรอถาวรตงอยในทาเรอกรงเทพ ( เทยบทามากกวา 60 วน )/ The vessel has a permanent berth in the Port of Bangkok ( > 60 days in a row )

เรอไดทงของเสยเปนประจาททาเรอกรงเทพ หรอทาเรออน (โปรดระบ)*/ The vessel disposes its wastes regularly in the Port of Bangkok or any ports (please specify)*

เหตผลอนๆ/ Other reason:

*) จะตองแนบเอกสารประกอบ ไดแก/ documents have to be enclosed, e.g. :

-สญญาทยงมผลบงคบกบผรวบรวมของเสยซงกลาวถงการทงของเสยอยางสมาเสมอ/ valid contracts with waste collectors stating regular waste disposal

-การยนยนวาไดรบยกเวนจากหนวยงานบรหารทาเรอ / confirmation of exemption of Port Authority of Thailand

ผยน/ Applicant ทอย/ Address โทร/ Telephone โทรสาร/ FAX อเมล/ Email ลายมอชอ/ Signature:: วนท/ Date:

Figure 5.3-1 Application for Exemption of Mandatory Waste Disposal developed for Thai ports



6. PREPARATION OF AN OPERATIONAL PLAN FOR PORT WASTE MANAGEMENT–MASTER PLAN

6.1 LAWS AND REGULATIONS Laws and regulations relating to port waste management plan in Thailand

consist of:

(1) Thai Laws and Regulations

• The Thai Navigation Act B.E. 2456 (1913) • The Thai Vessel Act, B.E. 2481 (1938) • The Customs Act, B.E. 2469 (1926) • The Port Authority of Thailand Act, B.E. 2494 (1951) • The Industrial Estate Authority Act, B.E. 2522 (1979) • The Factory Act, B.E. 2535 (1992) • The Hazardous Substance Act, B.E. 2535 (1992) • The National Environment Promotion and Conservation, B.E.

2535 (1992) • The Local Administrative Laws (there is many Acts)

(2) MARPOL 73/78

6.2 THE OPERATIONAL PLAN, METHODS OF COLLECTION, TREATMENT AND DISPOSAL (MASTERPLAN)

The process of port waste reception, handling and treatment can be segmented into four steps as schematically outlined in figure 6.2-1 below. Each step involves different parties carrying out clearly defined activities and functions and bearing specific responsibilities. Furthermore, each step is guided by an exchange of documentation which is of utmost importance for the continuous traceability and monitoring of the waste flow. This cannot be overestimated as it is the only way to ensure that all wastes entering the port are handled, treated and disposed in an environmental sound way.



Figure 6.2-1 Schematic Process of Waste Management, Handling and Treatment

Step One:Information /Notification

Step Two: Waste Transfer

Step Three:Waste

Treatment

Step Four: Final Disposal

Parties Involved

Vessel (Agent)

Port (e.g. Port Authority)

Relevant Authority

Notification of the Port

Information of the Vessel

Control / Verification of Vessel Data

Provision of Data

Vessel(Agent)

Waste Contractor / Transporter

Relevant Authority

Issuing of Licence, Controlof Performance

Discharge of Waste

Provision of Data

Treatment Facility

Relevant Authority

Waste Transport

Issuing of Licence, Control of

Performance

Provision of Data

Waste Transporter

Disposal Site

(e.g. landfill)

Relevant Authority

Waste Transport

Provision of Data

Issuing of Licence, Control of

Performance

Issuing of Licence, Control of Performance

Waste Transport

Flow of Waste and Information

.

Waste Notification



6.2.1 Step One: Notification / Information

6.2.1.1 Objectives for notification

The port knows prior to arrival of the vessel which types and amounts of waste will be discharged by the vessel.

6.2.1.2 Parties involved in notification

(1) The vessel as the waste generator (2) The waste contractor as the collector of the waste (in case that he is

contacted directly by the vessel) (3) The Port (e.g. Port Authority/Administration, Customs) providing all

relevant information to the vessel on port waste management (4) Marine Department

6.2.1.3 Procedure for notification

The vessel calling at one of the selected ports submits a notification form by e-mail or fax to Marine Department and the Port Authority of Thailand- PAT (in case of the Port of Bangkok and the Port Laem Chabang) and to the Industrial Estate Authority of Thailand, IEAT (in case of the Port of Maptaphut) either directly or via the ship’s agent, including information on types and amount of waste the vessel will be discharging during its time alongside. This information must be given at least 24 hours in advance of arrival or as soon as the vessel leaves the last port if passage time is less than 24 hours. The vessel's data are verified by Marine Department, the Port Authority and the ship’s agent before granting entry. The waste contractor will be informed either directly by the vessel, or by the Port.

(1) Direct contact between vessel and waste collector (2) Port informs the waste collector

6.2.1.4 Duties and Responsibilities:

(1) Responsibility of the Port: To provide information to all port users on

• Availability of reception facilities (which types of waste can be discharged)

• How to give notification • Service offered • Procedure of use of the reception facilities • Fee system



The list is published on the Internet, the site can be accessed as follows: http:/www.imo.org (select: Quick links/Circulars/Reception Facilities).

(2) Responsibilities of the Port User (Vessel):

• To give notification to the port on type and amount of waste to be discharged

• To discharge all wastes (mandatory on the long run) • To make the corresponding entries into the Garbage Record Book

(3) Responsibilities of the relevant authorities in their function as

controller and surveyor: • To ensure compliance with MARPOL of the vessels calling at the port • To verify the data notified by the vessel

6.2.1.5 Enforcement and Control

Regulations in MARPOL 73/78 relating to Port State Control consist of Regulation 11 in Annex I, Regulation 16 in Annex II and Regulation 8 in Annex V. The main issue in those Regulations is “a ship when in a port of another party is subject to inspection by offers duly authorized by such Party concerning operational requirements, where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures. The Party shall take such steps as will ensure that the ship shall not sail until the situation has been normal”.

Article 5 of MARPOL convention explains that with respect to the ship of non-

Parties to the Convention, Parties shall apply the requirements of the present Convention as may be necessary to ensure that no more favorable treatment is given to such ships. A ship required to hold a certificate in accordance with the provisions of the regulations.

(1) Control of Documents The data given by the vessel or its agent are controlled and verified by

these inspections carried out on board. Furthermore, all MARPOL relevant certificates and documents are controlled. The most important documents to be controlled during MARPOL inspection are:

o Oil Record Book o Garbage Record Book o Waste Receipts o International Oil Pollution Prevention Certificate (IOPP) o Oil Cargo Record Book (in case of an oil tanker) o Certificate of Fitness and Procedures and Arrangement Manual

for Chemical Carriers o Certificate (Class) of chemical tanker ensuring that the tanks are

suitable for the carriage of the nominated cargo



o Shipboard marine pollution emergency plan for noxious liquid substances

o Cargo Record Book o IMO Approval of sewage treatment plant

(2) Inspection of the Vessel: Periodically, or in the case that the examination of the ship’s documents

reveals serious discrepancies in evidence of compliance, a more thorough examination of the ship will be conducted. Examination includes:

For MARPOL Annex I:

• Oil-Water-Separator (OWS) • Incinerator • Piping system • Bilge holding tank • Sludge holding tank • Equipment to control oil discharges from machinery space bilges

and oil fuel tanks

For MARPOL Annex II:

• Same as Annex I and including the regulations for Controls and operation of Noxious liquid substance

For MARPOL Annex IV:

• Check of approval of sewage treatment plant or a sewage comminuting and disinfecting system or a sewage holding tank

• Check whether master or crew are familiar with essential shipboard procedures relating to the prevention of pollution by sewage.

For MARPOL Annex V:

• Check of the garbage operation and management plan • Check Garbage Record Book • Inspection that the master or crew are not familiar with the

garbage operation and management plan • Check all equipment relating to garbage management

(3) Enforcement Actions The Authority will issue penalties if violations of MARPOL are observed.

Violation might be, for example, a failure to accurately maintain the Oil Record Book. An improperly kept Oil Record Book is a hint for a probable cause of an illegal oil discharge and can therefore be used as evidence against the ship.



Other offences would be ships which are not constructed, equipped or operated in accordance with MARPOL standards. The sanctions are depending on the seriousness of the deficiencies found. Sanctions can also include the detention of the vessel in port and prohibition of sailing until the defects are rectified, or even rejection of entry into the port in case of multiple and very severe offences (so-called sub-standard vessels).

6.2.2 Step Two: Waste Transfer

6.2.2.1 Objectives for waste transfer

The waste is discharged in conformance with all legal and environmental requirements from the vessel and received by a waste collector, and then transferred to either.

• An intermediate storage, or • A treatment facility, or • A disposal site.

6.2.2.2 Parties involved with waste transfer

• The vessel as waste generator • The waste collector • The relevant authorities (In the port areas, PAT and IEAT are in

charge in control for waste transfer and for outside the port, there are Industrial Work Department, Ministry of Transportation and Local administrative organization) in their function as controller and surveyor including Marine Department.

6.2.2.3 Procedure for waste transfer After notification of the vessel (or its agent)

• either to the Port • or the waste collector directly

On types and amounts of waste to be discharged, the waste contractor takes

over the waste and provides the vessel with a receipt stating quantities and qualities of wastes received. A copy of the receipt is given to the relevant authorities such as Port authority and Custom Department etc.

The waste contractor delivers the waste to either an approved intermediate storage, or an adequate treatment facility, or to a disposal site and receives the appropriate receipt. A copy of the receipt is sent to the relevant authority. Records have to be kept from all waste transfers, from delivery as well as from the waste reception.



6.2.2.4 Level and Service Pattern MARPOL requires that ports provide facilities for the reception of waste. How

the collection of waste is carried out, and in how far the follow-up service (treatment and disposal) shall be performed inside the port area cannot be regulated by MARPOL as it depends on factors like space availability, already existing reception infrastructure or availability of treatment facilities in the vicinity of to the port, size of the port, etc.

Below, a variety of established service patterns are listed and discussed. (1) Reception of Waste Oil (Annex I):

Waste oil can be received (a) either from land-side by tank truck, or (b)

from the waterside by a collection barge. As a third possibility, the vessels can (c) directly discharge the waste oil to a stationary reception / treatment plant. The reception facilities can be:

o Collection by truck o Collection by barge o Direct Discharge

(2) Reception of Noxious Liquid Substances (Annex II):

Annex II waste is defined as noxious liquid substance or any other mixture

which contains residues of any noxious liquid substance. These wastes usually result from tank cleaning activities of chemical carriers. Tank cleaning is necessary in case of a change of product in order to remove the last deposits to prevent contamination of the next cargo.

More than 250 different chemicals have been evaluated and are listed in Annex II of MARPOL. Disposal of these substances is primarily allowed in port waste reception facilities only. It is of utmost importance to ensure that Annex II wastes are not mixed as this might lead to unintended and possibly dangerous chemical reactions.

Washings from chemical tankers are generally received by waste contractors approved and licensed with the necessary permits for the collection of poisonous waste products. Usually the waste is removed by tank trucks and delivered to a treatment facility or, in case of high toxicity, to a special incinerator. Depending on the product, this can be very costly.

It is common practice in most European ports and even agreed upon in Regional Commissions that the reception of noxious liquid substances lies in the responsibility of the consignee at the unloading port as they have the required knowledge to handle these substances. Arrangements are in general made directly with the waste contractor through the ships’ agents.

Waste disposal of noxious liquid chemicals is often a complicated, dangerous and expensive task. Therefore, the shipping industry is striving towards keeping the amount of these wastes as low as possible. One measure is not to change the product the tankers are carrying. This practice reduces the need to wash the tanks. A



further reason of the tankers for not changing the product is that the tanks of a chemical tanker are constructed of special materials designed to carry certain products only. Ship technology and tank design have been improved which means that stripping of tanks has also improved to the extent that only small amounts of residues are left in tanks after unloading. (3) Reception of Sewage (Annex IV)

In ports, the service for sewage reception is usually provided by tank

trucks / vacuum trucks or by barge. At berths with a high frequency of passenger vessels like ferries or cruise ships, direct discharge is the best option as these vessels produce a high volume of sewage. These berths should be equipped with fixed connections to the municipal sewage system. (4) Reception of Garbage (Annex V)

Vessel-generated garbage is either received (a) by barge, reception is carried out together with waste oil discharge, or (b) collected by trucks, or (c) placed directly into bins or waste containers provided by the port at fixed locations on the terminal.

6.2.2.5 Duties and Responsibilities:

(1) Responsibilities of the Waste Contractors:

• To take over all vessel-generated waste as defined by the Annexes of MARPOL 73/78

• To adequately mark and label the waste, especially in case of waste oil, chemicals or hazardous waste from garbage collection

• To bring the waste to an adequate treatment or disposal site • To deliver the documents / receipts to the vessel on quantities and

type of waste received. • To take over documents / receipts from intermediate storage,

treatment or disposal site on quantities and qualities of waste delivered • To collect all documents for a paperwork tracking system • To prepare a contingency plan for incidents and/or accidents

during waste handling • To provide response equipment to prevent pollution at Tier 1

level (e.g. absorbing materials, harbor booms).



Recommendation: For Thailand, the qualification of the waste contractor should be as follows:

1) has a permit from Industrial Works Department as a factory in Class 101 “Central waste treatment plant”

2) appointed as an agency of a factory in Class 101 3) has a permit from Industrial Works Department as a factory in

Class 106 “Waste recycle plant” 4) has a manifest system 5) has an authorization and approval by Marine Department 6) In case that the waste contractor has not transported the waste by

itself, the waste transporters must be under the Notification on transportation of the hazardous waste on Land, B.E. 2545

(2) Responsibilities of the Relevant Authorities such as Port

administrative, Marine Department and Industrial work Department

• To check validity of all necessary licenses of the waste contractors

• To (periodically) check procedures for collection and disposal of the categories of waste handled by the contractor

• To receive and collect all relevant documents • To prepare a database to control completeness of the flow of

documentation and for onward statistical purpose.

6.2.3 Step Three: Waste Treatment

In general, the treatment of the collected waste is beyond the scope of the port. It has to be ensured by the port that the treatment is carried out by approved and licensed companies. As waste oil treatment is often carried out directly in the port, it will be described below.

6.2.3.1 Objectives for waste treatment

Vessel-generated waste is treated in order to (1) Reuse valuable fractions of the waste (2) Recycle valuable fractions of the waste for the use as “secondary raw

material”



(3) Turn harmful waste component into substances or material which does not pose any harm to human health or to the environment.

6.2.3.2 Procedure for waste treatment

The procedure for the treatment of waste depends of course primarily on the type of waste as defined by Annex I, II, IV and V of the MARPOL Convention. (1) Treatment of Waste Oil (Annex I)

There are two main options for the use of oily waste:

• Treatment and re-use as fuel (e.g. for vessels), or • Combustion, direct use as a fuel for very robust high-temperature

incinerators (e.g. power generation, cement manufacturing)

(2) Treatment of Noxious liquid substances (Annex II) Wastes containing noxious liquid substances are in general treated by the

chemical industry or by specialised treatment facilities comprising of sufficient measures and technologies to deal with these products (e.g. high temperature incinerators). It has to be assured that all emissions, effluents and treated solid residues meet the limits required by law. The treatment company is required to monitor emissions, effluents and treated solid residues on a regular basis, and the monitoring results should be accessible by the relevant authority.

(3) Treatment of Sewage (Annex IV) Sewage is treated according to National standards in the closest municipal

wastewater treatment facility. Special care has to be taken during transport of the collected sewage to the facility that all hygienic and health requirements are observed.

(4) Treatment of Garbage (Annex V) Treatment of garbage primarily means recycling. This enables to use the

waste as a “secondary raw material” which considerably reduces the amount of waste and the need for final disposal. Precondition for recycling is sorting.

6.2.4 Step Four: Final Disposal

6.2.4.1 Objectives for final disposal Vessel-generated wastes which cannot be recycled, or fractions of waste which

cannot be further treated, are finally disposed of in a way which has the least possible impact on human health and the environment.



6.2.4.2 Procedure for final disposal

For those wastes which are neither recycled nor further treated, the most common disposal methods are landfill or incineration. Disposing of waste in a landfill is one of the most traditional methods of waste disposal, and it remains a common practice in most countries. Waste incineration in combination with reverting waste to heat and energy (“thermal use of waste”) is well-established practice in many countries in Europe, but also in Japan and China, and should be preferred to landfill. Incineration has particularly strong benefits for the treatment of certain waste types such as clinical wastes and certain hazardous wastes where pathogens and toxins must be destroyed by high temperatures.

6.3 OWNERSHIP AND CONTRACTUAL FRAMEWORK Below, some examples are given of how port waste handling and management may vary in their implementation:

• Public ownership and operation of all required equipment and facilities

• Public ownership and operation of collection equipment and contract for private operation of publicly owned transfer, processing (recycling/composting, incineration or waste-to-energy processing) facilities and/or disposal (landfill) facilities

• Public ownership and operation of collection equipment and contract for use of privately owned and operated transfer, processing facilities and/or disposal facilities

• Private ownership and operation of all required equipment and facilities through service contract with the public sector

• Private ownership and operations of all required equipment and facilities through direct contracts between the waste generator (ship) and the private waste collector/transfer company

For this study, Port authorities at Laem Chabang Port and Maptaphut Port have the future plan for installation of oily waste treatment plant at the port by supporting the private companies as the investor and operator. Currently, the private companies are the garbage collectors at the pilot ports area and there are the contracts for hiring between the ports and the garbage collectors. Therefore, the Consultants propose three of the contractual frameworks consisting of 1) Draft of investment contract for oily waste treatment plant installation and 2) Draft of the hiring contract for garbage collection and disposal and 3) Draft of Oily waste treatment installation and the hiring contract for garbage collection and disposal. (1) Draft of investment contract for oily waste treatment plant installation (1.1) General Installation of the oily waste treatment facility has to have the economic investment and effective operation (collection and treatment). For the



treatment facility operation, it should be the systematic operation and agreeing to the environmental standard. According to reduce the budget of the port, providing the oily waste treatment facility and its operation should be carried out by the private sector and it may service for waste collection and waste transfer to the treatment facility as well. For investment of oily waste treatment facility, the private sector should be supported as the investor and operator with a specified period of time after that the ownership of the facility will be transferred to the Port authority. In the same time, the port authority prepares for the installation area and establishes the port regulations for effective port waste operation and feasible investment. (1.2) Installation of oily waste reception facilities and its treatment plant Investment cost for oily waste reception facilities and its treatment plant at Leam Chabang Port and Maptaphut Port are 24.0 million baht and 14.9 million baht, respectively. The framework of the investment contract consists of: 1) Details of reception facilities including treatment facility and waste collection facilities 2) Duty and responsibility of port authority (PAT or IEAT) such as - Providing the installation area

- Giving the operating right on port waste management to the investor in the specific contract time which is feasible in financial and economic analysis

- Establishing the port regulation convenient for port waste management and operation of the investor

- Monitoring the operation of the investor in both during construction period and operation period and controlling its operation to comply with the port waste management plan

- After the contract time is expired, the Port authority is able to renew the contract with the previous investor

3) Duty and responsibility of the investor

- Responsible for the capital budget for the facility construction - Constructing and installing the collection and treatment

facilities - Developing the administrative and operation plan including

the service fee collection plan and submitting it to the Port authority for approval

- After the contract time is expired, all instruments must be maintained and fixed before transferred to the Port authority

- having the first priority to be selected for continuously operating the plant.

4) Contract conditions

- To be feasible for construction, operation, investment and the service fee collection, the contract condition should include:



- The investor qualification consisting of available permission from the Industrial Works Department for factory class 101 or 106, approval name list by the Marine Department, and available the manifest system

- Drawing of all facilities and the operation plan shall be approved by the Port authority

- The Port authority should have the role for supervision for construction.

- The plan for providing the capital budget and income from the service fee

- Payment plan for rent of the facility installation area - Time schedule, procedure for transferring the facilities to the

Port authority - Reporting the overall operation to the Port authority

(2) Draft of the hiring contract for garbage collection and disposal (2.1) General Currently, the pilot ports have the garbage collection contractors which are either the private sector or the local municipal. Their operation processes are under the national environmental standard monitoring by the Pollution Control Department. To effective use of the available garbage disposal system such as the land fill of municipality, the existing management procedure is recommended. (2.2) Framework of the hiring contract To be the guideline of any ports in Thailand for hiring contractor for garbage collection and disposal, the contract should include:

1) Scope of work such as the garbage collection, storage area, disposal area, the collection and operation plan, and the procedure for collection, treatment and disposal

2) Duty and responsibility of the Port authority such as

- Able to set the suitable condition of the contract such as the Port authority is able to investigate and monitoring the contractor operation (collection, treatment, and disposal)

- Setting the service fee rate 3) Duty and responsibility of the contractor such as - Complete the work as stated in the contract conditions

(2.3) Contract conditions

The Port authority has a power for negotiating in the contract conditions, especially in the issues of:

- Contractor qualification such as Contractor shall register as a juristic person, has experience on garbage collection, and has



a certificate or an evidence of the certain treatment and/or disposal area.

- Procedure on garbage collection and management - Collection time schedule, reporting and operation monitoring - Conditions on damage, penalty and contract cancel

(3) Draft of Oily waste treatment installation and the hiring contract for garbage collection and disposal (3.1) General The Port Authority may have the policy on selection of the waste collector who is able to manage both of oily waste and garbage to reduce the complicating coordination between the Port Authority and the waste collector and to easily manage the waste management fee. For the oily waste management, the investment of oily waste reception facilities and disposal process should be included in the draft while for garbage, the draft may present the collection and disposal processes under environmental standard. (3.2) Details of the draft of the hiring contract for garbage collection and disposal 1) Scope of the responsibility

- For example, providing the investor for collection of oily waste and garbage, treatment system of oily waste, and the disposal system for oily waste and garbage.

2) Duty and responsibility of port authority (PAT or IEAT) such as

- Providing the installation area - Giving the operating right on port waste management to the

investor in the specific contract time which is feasible in financial and economic analysis (such as 10-20 years)

- Establishing the port regulation convenient for port waste management and operation of the investor

- Monitoring the operation of the investor in both during construction period and operation period and controlling its operation to comply with the port waste management plan

- After the contract time is expired, the Port authority is able to renew the contract with the previous investor

- Approve the suitable service fee rate 3) Duty and responsibility of the contractor such as

- Responsible for the capital budget for the facility construction - Constructing and installing the collection and treatment

facilities - Developing the administrative and operation plan including

the service fee collection plan and submitting it to the Port authority for approval

- After the contract time is expired, all instruments must be maintained and fixed before transferred to the Port authority

- Complete the work as stated in the contract conditions



(3.3) Contract conditions The condition should cover the below items to reach the suitable construction, management, investment, fee collection and so on. The conditions includes as follows: - Qualification of the contractor for oily waste and garbage management: * has a license from the Industrial works Department as

Class 101 and/or 106, in the name list of Marin Department, and has manifest system.

* has a license from local administrative for garbage collection or has a license from the Industrial works Department as Class 105

* has a license or document/receipt from oily waste and garbage disposal agencies

- Drawing of all facilities and the operation plan shall be approved by the Port authority

- The Port authority should have the role for supervision for construction

- The plan for providing the capital budget and income from the service fee

- Payment plan for rent of the facility installation area - Time schedule, procedure for transferring the facilities to the

Port authority - Reporting the overall operation to the Port authority

6.4 PRINCIPLES FOR FEE ESTABLISHMENT

Any system for the disposal of waste from ships has to be financed. There are different financing schemes and systems presently in practise; however, they should reach one and the same aim:

• Fees should cover the costs of waste discharge • Fees should be fair and transparent for the shipping industry • Fees should not be so high to encourage the ship to illegally

discharge at sea.

(1) The financing schemes are:

(1.1) The Polluter Pays Principle Any discharging ship has to pay for the costs of the reception and treatment of its waste when it is discharging.

(1.2) “No-special fee” System

The costs for reception and treatment of waste are incorporated to

100 percent in the general harbor dues which all ships pay, regardless of whether they



make use of the reception facilities or not. A “no-special fee” system is in place e.g. in the ports of the Baltic Sea.

(1.3) Fees are partly included in the harbor dues The European Union has formulated in its Directive on Port

Reception Facilities (Directive 2000/59/EC) that each vessel must contribute “significantly” to the cost of port waste reception facilities for ship-generated waste, irrespective of the use. “Significantly” means in this case that at least 30 % of the costs for waste discharge and treatment are already included in the harbor dues. If a vessel discharges its waste, the surplus costs are charged.

The EU Directive leaves it up to the ports to include more than these above mentioned 30 % in their harbor dues.

(1.4) “Free of Charge” principle The disposal of waste in the port is free of charge for the ship, the

expenses for the reception and the treatment of the waste are covered by subsidies given by the governments and/or ports concerned. This principle, which has been practiced in the Port of Hamburg from 1988 to 1993, is against the meanwhile generally accepted opinion that the costs should be borne by the shipping industry as the waste producer (see above).

(2) Exemptions: A number of exemptions to the “no-special-fee” systems are generally

given, for example for:

• Fishing vessels or recreational craft authorized to carry, or which normally carry, no more than 12 passengers

• Ships engaged in scheduled traffic with frequent and regular port calls

• Ships with sufficient waste storage capacity, where there is sufficient evidence of an arrangement which ensures the delivery of ship-generated waste and the payment of charges in a port along the ship's route.

All these reasons for exemption, of course, have to be checked and verified

by the port of call.

6.5 COMMUNICATION AND INFORMATION SYSTEM

6.5.1 Communication between the Port and the Port User Each vessel which arrives in any of the selected ports must be in possession of

all waste-related regulations and must obtain a copy of these regulations on first arrival in any of these ports at the latest. Neither non-possession nor ignorance of these regulations



will be considered a reason for non-imposition of a penalty for violation of any regulation. Therefore, the ships have to know in advance what to expect when arriving at the port.

(1) Use of Internet The best way of dissemination of information nowadays is the Internet.

All information should be obtainable from the website the ports.

(2) Use of Leaflet

As not all vessels or agents are using the Internet, information leaflets

specific to each port will be supplied either by pilots directly to the masters of the vessel at arrival in the port, or by mail to ships’ agents. The leaflets will contain the same information as the websites.

6.5.2 Communication between the Port and the Relevant Authority

The port has to supply the relevant authority with all necessary data for maintaining statistics on port waste reception, as well as on all non-conformances or violation of regulations and laws of the vessels. The way of communication should be directly by e-mail.

6.5.3 Communication between the Ports

A control system between the ports has to be established in order to ensure the effective implementation of proper waste disposal. This requires the exchange of information between ports on ship inspections and especially on violations of any regulation.

Therefore, the ports should consider to install a communication link with the Tokyo MOU data base “Asia Pacific Computerized Information System” (APCIS) and other databases, e.g. “Equasis”. Via APCIS and the database site of “Equasis”, the ports are connected to information of all main ports of the the Tokyo MOU and Europe and the United States Coast Guard.



6.6 RECEIVING-SENDING OF DOCUMENTS AND FINANCIAL FLOW

6.6.1 Flow of Documents

Table 6.6.1-1 Conclusion for flow of documents on ship waste management

Activity Flow of Documentation

Vessel discharges the waste Notification form is sent to Marine Department and Port Authority (the PAT or IEAT). Note: Need to find out from the Customs department if and how its involvement.

Waste collector receives the waste Collector gives receipt to the vessel about type and amount of waste. Waste transporter has to be in the possession of a waste manifest.

Waste collector brings waste to treatment facility Treatment facility gives receipt to the collector/transporter about type and amount of waste.

Waste is delivered from treatment facility to final disposal

Disposal facility gives receipt about type and amount of waste to the treatment facility.

As between the different activities transport is involved, this transport has to be

guided by a waste manifest stating type and quantity of the waste being transported, instructions for handling the waste, and signature lines for all parties involved.

6.6.2 Financial Flow

Ship owners should bear the cost of collection, handling and disposal of all the waste which is delivered to the waste reception facilities provided by the port. Furthermore, fees should also cover the depreciation cost of the waste reception facilities.

For reception of waste according to MARPOL Annex I and V it is

recommended to implement either the "Indirect Fee" (costs for waste discharge are partly, at least by 30 % included in the harbour dues, amounts of waste discharged without additional payment are limited to a so-called "basic discharge"), or the "No-special fee" (costs for waste discharge are by 100 % included in the harbour dues).

For reception of waste according to MARPOL Annex II (noxious liquid

substances, slops from chemical tankers) as well as for hazardous wastes and Annex IV (sewage) it is recommended to implement the "Direct Fee" according to the "Polluter-Pays Principle".



Figure 6.6.2-1 Flow of money and invoices for "No-Special Fee"

and "Indirect Fee"

Figure 6.6.2-2 Flow of money and invoices for "Direct Fee"

SHIP WASTE COLLECTOR

TREATMENT COMPANY

FINAL DISPOSAL

INVOICE for (STANDARD)

DISPOSAL INVOICE for WASTE DISPOSAL

HARBOUR

DUES

INVOICE for ADDITONAL DISPOSAL

PORT AUTHORITY WASTE FEE

TREATMENTFEE

INVOICE for WASTE

COLLECTION

INVOICE for WASTE

TREATMENT

DISPOSAL FEE

For "Indirect Fee" only

SHIP WASTE COLLECTOR

TREATMENT COMPANY

FINAL DISPOSAL

INVOICE for WASTE DISPOSAL

PORT AUTHORITY

WASTE FEE TREATMENTFEE

INVOICE for WASTE

COLLECTION

INVOICE for WASTE

TREATMENT

DISPOSAL FEE

NOTIFICATION



6.7 THE FRAMEWORK OF LAWS, REGULATIONS Framework of laws, regulations in preparation of action plan for port waste

management of Thailand contain with provision accordance to MARPOL 73/78, related Thai laws, the currently regulations, and remark and recommendation in improvement, amendment, addition regulations for ports waste management process according to action plan more effectively.

6.7.1 The Provisions according to MARPOL 73/78 The main mechanisms in waste management from ship are provisions which

relate to building ship, installation of reception facilities in ship and issuing permit certificates for ship according to provision in each Annexes, the providing of contracting parties have ship inspection rights; communications with International Maritime Organization such as laws, regulations, and academic cooperation, and in some Annexes such as Annex I, II, IV, and V which provide for contracting parties proceed to ensure that ports have reception facilities enough for necessary using of ship.

In preparing the action plan of ports waste management, the important provisions of MARPOL 73/78 which must include in preparing are provision subject on reception facilities accord to each Annex and the provisions which could make effective process of waste management from ship such as ship inspection, communications of information.

6.7.2 Thai Laws and Regulations concerning Ports Waste Management

6.7.2.1 The Navigation in Thai Water Act, B.E. 2456 (1913)

The Navigation in Thai Water Act, B.E. 2456 (1913) is the main legal instrument which give State power to enforce for processing the ports waste management for compliance with provision of MARPOL 73/78 because the Navigation in Thai Water Act, B.E. 2456 (1913) is the Act contains authorize State in control, restriction and regulation on navigation, ports, anchoring areas, certification in use and control ship, Regulation other regulations in other matters and other penalties.

The Marine Department, Minister of Transport, is the main department which

has duty and responsibility in enforce this Act. Therefore, according to power from this Act, the Marine Department is able to

establish the regulations on port waste management complying with MARPOL 73/78, especially on the issues of law enforcement and preparation in proceed according to provision of MARPOL 73/78 in those matters.

(1) The enforcement of Act according to Provision in part 2, “regulations for

issuance of a permit to use and control of ship”, allows that ship must install waste management equipment on board and must have certifications according to annexes (as section 162, 163) especially on the issues of regulation provision as section 163 (5) and



enforcement of prohibition discharge any hazardous no matter where as section 119, 119 paragraph two, in matter of sinking ship as section 121.

(2) The enforcement of Act according to Provision in part 1, “general in

provides that ship must report to Harbour department (the Marine Department, (as section 18, 20 and penalty as section 24)”. Examples of the regulations are such as the ship must inform the amount of wastes discharging to ports reception facilities, and/or the ship must discharge its waste into ports reception facilities before leaving, and ports must provide the ship-generated waste reception facilities. These regulations are able to be established under the power of the Act which authorize the Marine Department to forbid of use and fix the ports to be in the suitable condition for navigation (as section 46 paragraph two).

(3) The enforcement of Act according to Provision in part 3, “Special

provision concerning substance which may occur danger” (as section 189, 190, 191, 192, 193, 194, 195, and 196) and petroleum oil which contain in tank (as section 204).

(4) The ship inspection and ship investigation which concern waste

management according to Article 5 and 6 and provision in annexes such as annex I regulation 11 and annex II regulation 16 of MARPOL 73/78.

(5) The informing and reporting the information according to Article 11 of

MARPOL 73/78. (6) The academic cooperation according to Article 17 of MARPOL 73/78.

The Current Regulations Nowadays Marine Department enact the important regulations concerning

waste management for preparing ports reception waste including: (1) The Rule for Ship Inspection (No. 27), B.E. 2542 (1999) noticed April

8, 1999

The rule for ship inspection has been established since B.E. 2542 (1999) for preparing to become member of MARPOL 73/78. Since there was amendment MARPOL 73/78 and details in each annexes since 2006, this rule should be amended to comply with amendment of MARPOL 73/78, especially on the focusing issues which amended after 1999. For example, cancel of oil tanker which has single hull; compelling the new ship in sewage treatment facility installation; tracking amount of wastes; changing classified noxious liquid substances into X, Y, and Z; protection energy room; etc. In additional, the amendments are an improvement rate of fee for ship inspection and other matters to be comply with character, amount, and value of money and the amendment may include matters from annex IV and V. (2) The Notification of Marine Department No. 279/2542 Subject on permission for discharging the hazardous substances at the port The notification is established before becoming the Party of MARPOL 73/78. It aims to gibe the guideline for discharging the hazardous substances at Thai



ports. This notification should be amended by referring the Navigation in Thai Water Act, B.E. 2456 (1913), especially in issues of:

1) In case of discharging the hazardous substances at Thai ports, it should be amended by referring the section 191 in the Navigation in Thai Water Act, B.E. 2456 (1913).

2) In case of criteria for permission for safety and marine pollution

prevention, it should be amended by referring the section 190 in the Navigation in Thai Water Act, B.E. 2456 (1913). (3) The Notification of Marine Department No. 329/2545 Subject on ship generated waste collection and treatment announced on September 16, B.E. 2545 (2003) and amended until B.E. 2548 (2006) These notifications are noticed before become contracting party of MARPOL 73/78. Therefore, after become contracting party, they must be amended again by revising new notifications by concern these issues: 1) The new notifications will be notifications which authorize done for compliance with obligation of MARPOL 73/78. 2) Cooperate with Department of Factory Works according to establish the measures and mitigations effective in ports waste management plan. 3) Should bring to consideration weather “factory class 105, waste segregation and land fill” will capable to be the service provider in waste collection and treatment or not. However, the Consultants suggest that the factory class 105 could service of waste from Annex II (noxious liquid substances) and Annex V (garbage). 4) Which government agency will in charge in the waste manifest system for ship generated waste? From the Consultants view, Marine Department should have duty in manifest system according to the action plan for port waste management. 5) At ports under Port Authority of Thailand and/or Industrial Estate Authority of Thailand, the port authorities should be coordinator for port waste management for preventing the redundant task and the problems for proceed to service providers and users; especially focus on permission, the fee collection. 6) Should bring to consideration with Customs Department and Minister of Finance in the part of custom clearance, tax and tariff and duty exemption and practice for port waste management convenience but could control. Recommendation Marine Department should renew notifications concerning ship waste management by the power from Thai laws and the obligation of MARPOL 73/78. These notifications should cover the issues as follows:



1) General - Reason for the notifications - Referring to obligation of MARPOL 73/78 - Referring to the related Act which have many such as the

Thai Navigation Act B.E. 2456 (1913) (Section 12 and 46 paragraph two), the Thai Vessel Act, B.E. 2481 (1938) (Section 2/53)

- Definitions such as waste types from the meaning of MARPOL 73/78 which will be under control of these notifications such as from annex I (oils) and annex II (noxious liquid substances)

- May include waste from annex IV (sewage) and annex V (garbage) together in these notifications which the Consultants suggest that those annexes could consolidate because the management process of waste from annex IV and annex V do not complicate

2) Regulations concerning the reception facilities - All ports must provide the reception facilities which could

cover until ship anchoring areas too. Presently, five ports in Thailand have to provide the reception facilities announced by Marine Department. Therefore, in the future, all port must comply with MARPOL 73/78

- The companies or government agencies which should have the special reception facilities for the ship generated wastes such as oils, chemical substances

- Waste types and its reception facilities 3) Duty and responsible of ship concerning waste management at the port

- Types of waste which must be managed by ship - Duty and responsible of ship on waste notification to the port

authority before arriving the port for reception facility preparations - Duty and responsible of the ship which must ensure that the

waste has already been discharged to the ports reception facilities 4) Guideline for collection of fee or service fee in waste management

- Guideline for establishing the rate of fee - Guideline concerning payment such as may include the waste

management fee with the port fee or separate wastes management fee from the port fee - Authorize in collection of waste management fee such as the

Port Authority of Thailand 5) Action plan for ports waste management

- Action plan for ports waste management which depends on policy whether the Marine Department will develop the plan or each port will process the plan by itself. The Consultants recommend that for the ports belonging to the Port Authority of Thailand and Industrial Estate Authority of Thailand, the action plan should be developed by themselves while for other ports, Marine Department may have to do the action plan

- Framework of action plan for waste management will be under international framework such as complying with EU Directive



6) Exemption - Exemption for discharging the wastes should be stated in the

notification and the exemption should comply with the obligation of MARPOL 73/78 such as the exemption for ships that have the record of discharging the waste at previous port or have enough space for maintaining the waste to next ports.

7) Penalty 8) Guideline for setting the one stop service centre of port waste

management including coordination and cooperation of relating organizations such as Marine Department, Port Authority of Thailand, Customs Department, the Industrial Works Department, Local Administrative (in some ports). The port waste management team should be established and the team should consist of representatives from such organizations and private agencies.

9) Guideline for cooperation with Local Administrative to takes a

part in waste management form ship such as in the matter of Laem Chabang Port for final disposal as annex V (garbage), if related a municipality is ready should let the municipality be the final disposal provider too.

Guideline

Not only the notifications concerning ship waste management should be modified but also Marine Department should preparation in the matter concern guidelines and practices which necessary to process after become contracting party of MARPOL 73/78 such as 1) Ship inspection and ship investigation as article 5 and article 6 of MARPOL 73/78 2) Information such as reports as article 11 of MARPOL 73/78 3) Academic cooperation as article 17 of MARPOL 73/78

Marine Department should setup a committee for process these issues

which will take time, human resource, and budget. Beside, Marine Department should modify penalties as both of article 119

and article 119 paragraph two in serious and equality.

6.7.2.2 The Thai Vessel Act, B.E. 2481 (1938) There was amendment of the Thai Vessel Act (No. 7), B.E. 2550 (2007) by

provisions of prohibition of discharging any hazardous no matter where, more than the standard and setting up penalty for those who violate.

The reason of amendment is implementation of MARPOL 73/78 which allows contracting party to have a penalty for under control ship in the matter of violate provision of MARPOL 73/78. Marine Department is the main government agency who is responsible to enforce this Act.



One of obligations of MARPOL 73/78 is penalty for ships that violate and the penalty must be serious and equality in anywhere. Therefore, Marine Department should set the penalty serious and equality with other member countries of MARPOL 73/78 after Thailand become MARPOL 73/78 member which some penalties may be amended for equality with other member countries. In addition, by using power of Section 2/53, Marine Department is able to announce the class and the name list of chemical substances.

6.7.2.3 The Customs Act, B.E. 2469 (1926)

The current regulations which concern waste management from ship are such as:

(1) Notification of the Customs Department no. 14/2546 is in relating to the prevention of the bringing in the waste which may cause hazard or damaging to people, plant, property, and environments which may be left at ports. (Notification authorize by section 63 paragraph two of the Customs Act, B.E. 2469 (1921).

(2) Notification of the Customs Department no. 26/2546 is in relating to the

notification for import and export of chemical substances and hazardous waste (Notification authorize by the Customs Act, B.E. 2469 (section 3).

(3) General Order of the Customs Department no. 13/2546 is in relating to the

procedure for bringing out the waste from the ship for treatment or disposal. This order is for preparing Thailand to become the party of MARPOL 73/78.

(4) Notification of the Ministry of Finance, subject on duty reduction and

exemption in accordance to Section 12 of the Customs Tariff Decree (No.11), B.E. 2530 (1987) which allow duties on the waste that are the result of normal practice of ship plying into the Kingdom under the tariff classifications 2710.99, 3825.50, and 3825.90.

Remark and Recommendation

After Thailand becomes the party member of MARPOL 73/78, Marine

Department and Customs Department should bring to consideration for modification and/or add those regulations, especially in these issues.

(1) Notice and/or reorder under obligations as MARPOL 73/78.

(2) Those notifications and/or orders should bring to consideration of

comfortable, effective in waste management from ship, especially the ideal of one stop service because Customs Department is the government agency which wide spread authorize as the Customs laws in collection of tax and duty, import and custom protocols.

(3) Notification of the Customs Department no. 14/2546 authorize by section

63 paragraph two. The reason for this notification is to import the old tire waste but the further may be the notification for implementation of MARPOL 73/78 for prevention dangerous to environment especially waste form Annex I (Prevention of Oil Pollution),



Annex II (Control of Pollution by Noxious Liquid Substances) and Annex III (Prevention of pollution by harmful substances in packaged form).

(4) General Order of the Customs Department no. 13/2546 is in relating to the procedure for bringing out the waste from the ship for treatment or disposal. So after becoming the party member of MARPOL 73/78, an action plan concerning port waste management should be modified for compliance with MARPOL 73/78.

(5) Notifications of the Ministry of Finance, subject on duty reduction and

exemption which allow duties on the ship generated waste. However, the waste must be proofed for ensuring that it is not the goods. The exemption of the duty still has problems and issues in practical way. There should bring to consideration of revision, modification of practice, and/or modification, addition of those notifications of the Ministry of Finance too.

(6) If it is possible, consideration with rate of customs and duties of allow

tariff in waste from ship Royal Decree as MARPOL 73/78 should be done whether it should have customs and duties or not because in some of foreign countries such as Germany do not have customs and duties of waste from ship.

6.7.2.4 The Port Authority of Thailand Act, B.E. 2494 (1951) The Port Authority of Thailand Act, B.E. 2494 (1951) is legal instrument which set up and authorize the Port Authority of Thailand. At the present, there are 5 ports under its responsibility, namely Bangkok Port, Laem Chabang Port, Chiang Saen Port, Chiang Khong Port and Ranong Port. The main provisions of the Act which use in ports waste management are authorization of the Port Authority of Thailand in process as object of set up the Port Authority of Thailand, especially authorization in organization subject on safety of using ports, service, and other conveniences of ports business including allow duty for using ports, service, and other conveniences (section 9 and 6) and Director General has authorization in issue regulations concern practice of the Port Authority of Thailand (section 2(32)). Current regulations At present, there are a number of notifications of Port Authority of Thailand (PAT) dealing with port waste management including:

1) Regulation subject on safety for the use of port, service and other facilities at the port, dated August 31, B.E. 2494 (1951) and amendment dated December 25, B.E. 2495 (1952).

2) Notification of PAT subject on collection and treatment of waste

from ship at PAT ship anchoring area, dated August 4, B.E. 2546 (2003). 3) Notification of PAT subject on procedure concerning import and

export hazardous good, dated June 22, B.E. 2544 (2001).



4) Notification of PAT subject on procedure concerning hazardous

goods at Laem Chabang Port, dated October 1, B.E. 2547 (2004). 5) Notification of Laem Chabang Port subject on procedure

concerning hazardous Class no. 7 (Tantalum class) at Laem Chabang Port, dated July 10, B.E. 2546 (2003).

6) Notification for prohibition of ship fixing and painting while

anchoring at Bangkok Port / Laem Chabang Port, and others.

Remark and Conclusion

After Thailand becomes the party member of MARPOL 73/78, Marine Department and Port Authority of Thailand should bring to consideration for modification and/or add notifications to comply with action plan concerning ports waste management and for more effective, and may bring to consideration on subject of one stop service too.

The main points which should bring to consideration such as

• Having ports reception facilities under supervisor of Port

Authority of Thailand • Servicing of service providers ports waste management which

allow by Marine Department • Informing on waste and using ports reception facilities • Ports waste management according to presented action plan,

especially the two pilot ports (Bangkok Port and Laem Chabang Port) • Ports waste management which do not be problems and issues for

other operations of ships • System and management, waste recorded or waste manifest,

especially to comply with guidelines which presented in action plan

6.7.2.5 The Industrial Estate Authority of Thailand Act, B.E. 2522 (1979) The Industrial Estate Authority of Thailand Act, B.E. 2522 (1979) is the Act

which establish the Industrial Estate Authority of Thailand. The Act contains the provisions on industrial estates, authorize and duty of industrial estates, provisions concerning industrial estates, etc.

The Industrial Estate Authority of Thailand involves with ports waste management since the Industrial Estate Authority of Thailand is in charge of Maptaphut Port which is one third of the pilot ports from this project (See section 6 and section 10 for authorize and duty of the Industrial Estate Authority of Thailand).



Current Regulations There are notifications in relating to port waste management as follows:

1) Notification of the Port Operation Division No. 005/2549 subject

on procedures concerning hazardous waste in Maptaphut Port’s area.

2) Regulation of the Industrial Estate Authority of Thailand (No.55) subject on the use of service, facilities, safety management, control of environment impact, accident prevention and other tasks in relating to the port.

Remark and Conclusion

After Thailand becomes the party member of MARPOL 73/78, Marine Department should coordinate with Industrial Estate Authority of Thailand to bring to consideration for modification and/or add notifications to comply with MARPOL 73/78. In addition, the process of ship inspection by port state control on operational requirements as Annex I and Annex II of MARPOL 73/78 should be established in ports’ areas under supervisor of Industrial Estate Authority of Thailand and process to have waste reception facilities at Maptaphut Port and ports waste management accord presented action plan.

6.7.2.6 The Factory Act, B.E. 2535 (1992)

The Factory Act, B.E. 2535 (1992) is the legal instrument which provide principle of controlling factories, including provisions concerning environment, pollution, and safety.

The Industrial Works Department, Ministry of Industry is the government agency who is responsible to enforce this Act.

Furthermore, the Act allows Minister to issue a ministerial regulation for the benefit for control of factory operation in many areas including setting up the standard and method for control of waste release, pollution, or other substances that cause an environmental impact. It also includes the requirements that the factory shall have certain documents for the purpose of control or inspection of factory according to the Act (See section 8(5) and (6) of the Factory Act, B.E. 2535 (1992)). Current Regulations There are ministerial regulations notifications in relating to port waste management as follows: 1) Ministerial Regulations (No.2), B.E. 2535 (1992) issued under Section 8 of Factory Act, B.E. 2535 (1992) includes the provisions for control of the release of waste, pollution, or any substance which has environmental impact.

2) Notification of the Ministry of Industry subject on disposal of sewage or un- used material B.E. 2548 (2005).



There are three classes of factory under the Factory Act that may have a role in port waste management. These are:

1) Class 101 Central waste treatment plant 2) Class 105 Waste segregation and land fill of waste which has

characters and qualifications as stated in Ministerial Regulations (No.2), B.E. 2535 (1992) authorized by the Factory Act, B.E. 2535 (1992) 3) Class 106 Recycle plant

At present, the Marine Department allows factory class 101 and its agent, and

factory class 106 to provide their services for collection and treatment waste from ship. Remark and Conclusion

After Thailand becomes the party member of MARPOL 73/78, Marine

Department should coordinate with Industrial Works Department for consideration together which process as MARPOL 73/78 more effective. In addition, they should modify, and set the additional regulations such as focusing on classifies factories for implementation of obligations of MARPOL 73/78 and giving the right for class 105 to ship waste management.

6.7.2.7 The Hazardous Substance Act, B.E. 2535 (1992) The Hazardous Substance Act, B.E. 2535 (1992) and its amendments are the legal instruments which focus on restriction, control and supervision on production, import, export and having in possession of any hazardous substance to people, animal, plant, property or environment, including hazardous waste. For the purpose of control of hazardous substance, the Act classifies hazardous substance into 4 types in according to the necessity for control as follows: (1) Type 1 hazardous substance is that of which the production, import, export or having in possession must comply with the specified criteria and procedures.

(2) Type 2 hazardous substance is that of which the production, import, export

or having in possession must first be notified to the authority and must also comply with the specified criteria and procedures.

(3) Type 3 hazardous substance is that of which the production, import, export

or having in possession must obtain a permit. (4) Type 4 hazardous substance is that of which the production, import, export

or having in possession is prohibited. In the part of ports waste management, the Acts subject on hazardous substance will enforce on waste from ship as defied by this Act such as waste from Annex II noxious liquid substances of MARPOL 73/78. If such noxious liquid substances are



classified into the matter of type 2 and/or type 3 of hazardous substances, they must be informed or requested for permission before import, in the matter of bring those noxious liquid substances to stock or treatment by land reception facilities. Current Regulations 1) Notification of the Ministry of Industry subject on the List of Hazardous Substances, B.E. 2546 (2003). 2) Notification of the Ministry of Industry subject on the Document System for the Control of Hazardous Waste Transport (manifest), B.E. 2547 (2004). Remark and Conclusion

After Thailand becomes the party member of MARPOL 73/78, Marine Department should coordinate with Ministry of Industry and Industrial Works Department for consideration together in provision measures which will make enforcement of Acts subject on hazardous substance and process of MARPOL 73/78 for more convenience to private sector.

6.7.2.8 The National Environment Promotion and Conservation Act, B.E. 2535 (1992) The National Environment Promotion and Conservation Act, B.E. 2535 (1992) is the main legal instrument which focuses on control and remedy to environmental problem, provision of pollution control measures, provision for duty and liability of those polluters as well as provision for power and responsibility of government agencies in promotion and conservation of the national environmental quality. The Act gives power to the Minister, by recommendation from the Pollution Control Committee and with the consent of the National Environmental Committee, to announce measures for setting the standard of pollution control from source, for the control of sewage release, polluted air release, polluted water release or other pollution from source to environment.

One of the major measures for environmental protection is the requirement that

some activities have to make a study report on the environment impact assessment (EIA) of such activities.

Remark and Conclusion If there is an installation reception facilities such as the oily waste treatment

plant at the port such as Maptaphut Port and/or Laem Chabang Port, it will be deemed as port expansion and have to re-make a study report on environment impact assessment in particular to an installation port reception facilities too.



6.7.2.9 Local Administrative Laws The Local Administrative Law is used for control, supervision and management of some wastes, such as garbage, sewage, other refuses and the Law give the power to the authority of local governments. Currently, there are five types of local administrative organizations as Provincial Administrative Organization, Municipality, Sub-district Administrative Organization, Bangkok Metropolitan Administration, and Pattaya City Administration.

Three groups of laws grant authorities of local administrative organizations as (1) Group of laws which establish those local administrative organization such

as the Provincial Administrative Organization Act, B.E. 2540 (1997), the Municipality Act, B.E. 2496 (1953), the Sub-district Council and Sub-district Administrative Organization Act, B.E. 2537 (1994), the Bangkok Metropolitan Administration Act, B.E. 2528 (1985), and the Pattaya City Administration Act, B.E. 2542 (1999).

(2) Group of laws which give direct power to local governments for some

actions such as the laws in relating to Building tax, the laws in relating to public health (such as the Keeping Clean Act, the Public Health Act, B.E. 2535 (1992)).

(3) The Plan and Procedure for Power Decentralization to Local

Administrative Organization Act, B.E. 2542 (1999). Since one of the key object of Local Administrative Organizations is waste

management which authorized in those Local Administrative Organizations laws and those Power Decentralization to Local Administrative Organization Acts which may relate with the plan of port waste management from this project.

Remark Since some of demonstrated ports locate in the area under the jurisdiction of Sub-district Administrative Organization and/or municipality and, in some case, the final disposal may be in the area under the authority of a local administrative organization.

The plan of port waste management must take into account the local administrative regulations. The most importance is that the local administrative organization has the power to issue sub-regulations in the form of stipulation, municipal regulations which may affect to installation reception facilities and to the final disposal of such waste. Therefore, Marine Department should advise and coordinate with relating local administrative organizations in an issue of waste management. For example, some of relating local administrative organizations such as Laem Chabang Port may allow Laem Chabang Municipality to enforce in final disposal for garbage as Annex V, if Laem Chabang Municipality is ready.



7. TRAFFIC ANALYSIS AND ESTIMATION OF WASTE TYPES AND QUANTITIES

7.1 FORECAST OF WATER TRANSPORTATION IN THE FUTURE To estimate port waste, the following data is required.

(1) Number of vessels (2) Vessel types (3) Last port

Thus forecast of the data for the next 10 years. From 2007-2017, is done to

ensure that designed facility can accommodate future demand.

Traffic at Bangkok Port and LCP is combined due to the fact that these ports are the major gateway for import/export of Thailand. Meanwhile, Maptaphut Port (MTP) is an industrial port, which mainly serves the surrounding industrial estates. Hence MTP traffic is not closely correlated with the overall economy of the country. MTP traffic forecast is therefore done at each berth based on the master plan.

7.2 METHODOLOGY The consultants shall take the following methodology for traffic forecast.

(1) To collect statistics as well as forecast of GDP and trade of Thailand from relevant agencies (2) To conduct regression analysis between marine transport and GDP or trade (3) To apply the result from regression analysis to forecast vessel calls and cargo traffic at the major ports. Cargo traffic shall be forecasted first. Then, based on assumption on average loading per vessel, vessel calls may be estimated.

7.3 FORECAST RESULT OF WATER TRANSPORTATION IN THE FUTURE

7.3.1 GDP Forecast Marine transport is found to be closely correlated with GDP of the country.

Thus, GDP forecast is necessary for the forecast of port traffic. In this study, GDP of 1997 to 2005 is analyzed to understand the GDP fluctuation. In addition, GDP forecast by various agencies can be summarized in Table 7.3.1-1.



Table 7.3.1-1

GDP Forecast by Various Agencies

Agency Year 2006 2007 2008 2009 2010 Bank of Thailand (2006) TDRI (2005) Asian Development Bank (2006) Oxford Economics (2006)

4.5-5.0 5.1 4.7 4.5

4.5-5.5 5.9 5.5 4.8

- 6.1 -

5.0

- 6.1 -

5.3

- - -

5.2 Source: gathered by the consultants, 2006

Due to the rising oil price, which has affected the economy since 2004, and the

shift paradigm from stimulating economic growth to improvement of quality of life, lower GDP growth at 5% per annum for the next 10 years was assumed in the study and 4.5 % growth in 2006, which should be close to the real value, was assumed. GDP at 1988 constant price of the year 2006-2017 is shown in Table 7.3.1-2.

Table 7.3.1-2 Forecast of GDP of Thailand in 2006-2017

Year GDP (billion baht)

2006 4,015.4 2007 4,216.2 2008 4,427.0 2009 4,648.3 2010 4,880.8 2011 5,124.8 2012 5,381.0 2013 5,650.1 2014 5,932.6 2015 6,229.2 2016 6,540.7 2017 6,867.7

Source: forecasted by the consultants, 2006

7.3.2 Underlying Assumptions Bangkok Port and LCP traffic forecast was done based on the following assumptions. (1) Traffic at Bangkok Port will marginally grow as similar to the past, due to Bangkok status as the commercial and business center of the country. Anyway, traffic growth rate will be lower than that of GDP.



(2) The capacity of Bangkok Port is still the same 1.5 million TEUs as in the present, thus incoming/outgoing traffic which exceeds the capacity of Bangkok Port will be shifted to LCP.

(3) The limitation of cargo traffic at 1 million TEUs at Bangkok Port

according to the government’s policy will be implemented in 2008. (4) LCP will remain the major gateway for import and export of Thailand for the next 10 years. Expansion of LCP will be in line with the master plan so that its capacity is always enough to handle future demand. (5) Ranong and Pakbara Ports will play a major role in import and export of cargo in the middle and lower south of the country. Thus some traffic, which is currently handled at LCP, will be diverted to Ranong or Pakbara Port.

7.3.3 Incoming and Outgoing Traffic Forecast at Bangkok Port and LCP Regression analysis between incoming/outgoing cargo and GDP on 1998 to

2005 was carried out. It is clear that incoming and outgoing traffic of the two ports are closely correlated with GDP as shown by R2of 0.98. The regression line was then applied to forecast the incoming and outgoing traffic of the two ports in 2006-2017 by using future GDP as given above. Forecast of incoming and outgoing of the two ports is shown in Table 7.3.3-1.

Table 7.3.3-1

Forecasted the incoming and outgoing traffic of the two ports in 2006-2017

Year GDP (1000 million baht)

Cargo of Bangkok and Laem Chabang ports (Ton)

Incoming Outgoing Total 2006 4,015.4 22,447,600 32,234,973 54,682,573 2007 4,216.2 24,125,982 34,206,095 58,332,077 2008 4,427.0 25,804,364 36,177,218 61,981,582 2009 4,648.3 27,482,745 38,148,340 65,631,086 2010 4,880.8 29,161,127 40,119,463 69,280,590 2011 5,124.8 30,839,509 42,090,586 72,930,094 2012 5,381.0 32,517,890 44,061,708 76,579,599 2013 5,650.1 34,196,272 46,032,831 80,229,103 2014 5,932.6 35,874,654 48,003,954 83,878,607 2015 6,229.2 37,553,035 49,975,076 87,528,112 2016 6,540.7 39,231,417 51,946,199 91,177,616 2017 6,867.7 40,909,799 53,917,322 94,827,120

Source: Forecasted by the Consultants, 2006



7.3.4 Result of Traffic Forecast at Bangkok Port (1) Cargo Forecast at Bangkok Port Traffic allocation between Bangkok Port and Leam Chabang Port was done by considering the past trend on 1998 – 2005 (see Table 7.3.4-1). Despite government’s policy to limit traffic at Bangkok Port due to traffic congestion in Bangkok Metropolitan Region, elasticity of Bangkok Port throughput and GDP is equivalent to 0.68 during the period of 1998-2005. That means every 1% of GDP growth will result in a 0.68% increase of throughput at Bangkok Port. Thus for the assumed 5% growth of GDP, Bangkok Port throughput should grow at 3.4% per annum.

Table 7.3.4-1 GDP and Cargo information at Bangkok Port on 1998-2005

Year GDP (1,000 million baht) Cargo (Ton) 1998 2,749.7 12,923,498 1999 2,872.0 12,845,044 2000 3,008.4 13,248,177 2001 3,073.6 13,359,301 2002 3,237.0 13,964,725 2003 3,464.7 14,626,163 2004 3,678.5 15,305,289 2005 3,842.5 16,031,179

Source: PAT, 2006 Due to the limitation of capacity at Bangkok Port, the estimation of cargo traffic at Bangkok Port is the same trend as base case until Bangkok port is full capacity at 1.5 million TEUs, then the cargos traffic will be steadily until year 2017. Share of incoming traffic at Bangkok Port is found to rise from 41% in 1998 to 53% in 2006. This trend would continue as Bangkok Port is the major consumption center in the country. Incoming and outgoing traffic of Bangkok Port can be shown in Table 7.3.4-2.



Table 7.3.4-2 Forecast of incoming and outgoing traffic at Bangkok Port (1.5 Million TEU case)

Year GDP (1,000 million baht) Cargo at Bangkok Port (Ton)

Import Export Total

2006 4,015.4 8,985,862 8,043,685 17,029,547 2007 4,216.2 9,344,586 7,795,245 17,139,831 2008 4,427.0 9,414,260 7,688,763 17,103,022 2009 4,648.3 9,469,449 7,569,846 17,039,295 2010 4,880.8 9,528,854 7,453,888 16,982,742 2011 5,124.8 9,582,932 7,333,384 16,916,316 2012 5,381.0 9,641,074 7,215,644 16,856,718 2013 5,650.1 9,693,929 7,093,635 16,787,564 2014 5,932.6 9,750,689 6,974,205 16,724,894 2015 6,229.2 9,802,207 6,850,781 16,652,988 2016 6,540.7 9,857,463 6,729,760 16,587,223 2017 6,867.7 9,898,577 6,599,051 16,497,628

Source: Data on 2006 from PAT and data on 2006-2017 from Consultants forecast

After incoming and outgoing traffic was determined, cargo was classified into containerized and bulk/general cargo, which will be used for estimation of vessel calls. Currently, 99% of outbound and 77% of inbound cargo is containerized. The consultants believe that containerization of the outgoing traffic is already saturated, while that of the incoming traffic should gradually increase. Result of cargo forecast is shown in Table 7.3.4-3.

Marine Department/Eng/Env.division/E-Exe

Table 7.3.4-3 Forecast of Cargo of Bangkok Port in 2006-2017 (Case of 1.5 million TEUs)

Unit (Ton)

Container ratio Container Bulk and General Tatal Container ratio Container Bulk and General Tatal Container Bulk and General Tatal 2006 0.77 6,962,624 2,023,238 8,985,862 0.985 7,922,826 120,859 8,043,685 14,885,450 2,144,097 17,029,547 2007 0.78 7,260,280 2,084,306 9,344,586 0.991 7,725,088 70,157 7,795,245 14,985,368 2,154,464 17,139,831 2008 0.78 7,380,436 2,033,824 9,414,260 0.991 7,619,564 69,199 7,688,763 15,000,000 2,103,022 17,103,022 2009 0.79 7,490,712 1,978,737 9,469,449 0.992 7,509,288 60,559 7,569,846 15,000,000 2,039,295 17,039,295 2010 0.80 7,605,743 1,923,111 9,528,854 0.992 7,394,257 59,631 7,453,888 15,000,000 1,982,742 16,982,742 2011 0.81 7,717,950 1,864,982 9,582,932 0.993 7,282,050 51,334 7,333,384 15,000,000 1,916,316 16,916,316 2012 0.81 7,834,865 1,806,209 9,641,074 0.993 7,165,135 50,510 7,215,644 15,000,000 1,856,718 16,856,718 2013 0.82 7,948,927 1,745,002 9,693,929 0.994 7,051,073 42,562 7,093,635 15,000,000 1,787,564 16,787,564 2014 0.83 8,067,640 1,683,048 9,750,689 0.994 6,932,360 41,845 6,974,205 15,000,000 1,724,894 16,724,894 2015 0.83 8,183,473 1,618,734 9,802,207 0.995 6,816,527 34,254 6,850,781 15,000,000 1,652,988 16,652,988 2016 0.84 8,303,889 1,553,574 9,857,463 0.995 6,696,111 33,649 6,729,760 15,000,000 1,587,223 16,587,223 2017 0.85 8,433,944 1,464,633 9,898,577 0.995 6,566,056 32,995 6,599,051 15,000,000 1,497,628 16,497,628

Total Cargo (Ton)Year Importing Cargo (Ton) Exporting Cargo (Ton)

Source: forecasted by Consultants, 2006

- 77 -



(2) Forecast of Vessel Calls at Bangkok Port Forecast of vessel calls at each port was done based on cargo volume and average load of vessel during the past period. The development trend of world marine transport was also taken into account. Approach to forecast of vessel calls is that by using cargo volume and average load of vessel, number of container vessels and bulk/general vessels can be determined. Next, classification of vessels into 6 types was done so that the output is appropriate for the estimation of port waste. (2.1) Estimation of average load of vessel Trend analysis of average load of vessel at Bangkok Port revealed that average load of container vessel increased from 633 TEUs/vessel in 2000 to 715 TEUs/vessel in 2005 or equivalent to an increase of 2.5 % per annum. Meanwhile, average load per TEU remained relatively constant at 10 ton/TEU. On the other hand, average load of bulk/general vessels decreased from 4,281 ton/vessel in 2000 to 3,876 ton/vessel in 2005 or equivalent to a decrease of 2.0% per annum as shown in Table 7.3.4-4. It is expected that container vessels, as similar to trend of world major ports, should get bigger and carry more cargo at the rate of 2.0% increase per year. Average load of bulk/general vessels is expected to remain at the current level of 3,800 ton/vessel as summarized in Table 7.3.4-4. (2.2) Forecast of vessel calls at Bangkok Port Forecast of vessel calls at Bangkok Port can be done by using cargo volume and average load of vessel as given above. Forecast of container and bulk vessel calls is shown in Table 7.3.4-5. Since there are only 2 types of vessel calling Bangkok Port, more detailed classification of vessel will not be carried out. (2.3) Estimation of vessel size

Apart from the number of vessels, size of vessel and its last port are

also important to the estimation of port waste. Ship berth data in 2006, provided by PAT, was used to determine the average gross tonnage of each vessel type as shown in Table 7.3.4-6. Container vessels are expected to get bigger in line with rising average load of vessel. Gross Tonnage of container vessels was expected to reach 13,250 ton in 2017. The estimated GT is still below the maximum gross tonnage (18,000 ton) of vessel, which can be accommodated by Bangkok Port. The size of bulk/general vessels, on the other hand, was expected to remain at the current level.



Table 7.3.4-4 Estimation of Average Load of Vessels Calling Bangkok Port

Year Container Vessel General Vessel

Ton/TEU TEU/vessel Ton/vessel 2000 10.4 632.6 4,281 2001 10.7 558.2 3,935 2002 10.9 570.1 3,689 2003 10.8 647.2 3,736 2004 10.0 726.8 3,880 2005 10.2 715.1 3,876 2006 10.0 720.0 3,800 2007 10.0 734.8 3,800 2008 10.0 749.8 3,800 2009 10.0 765.2 3,800 2010 10.0 780.9 3,800 2011 10.0 796.9 3,800 2012 10.0 813.2 3,800 2013 10.0 829.9 3,800 2014 10.0 846.9 3,800 2015 10.0 864.2 3,800 2016 10.0 881.9 3,800 2017 10.0 900.0 3,800

Source: estimated by the consultants (2000-2005 data provided by PAT), 2006

Table 7.3.4-5 Forecast of container and bulk vessel calls at Bangkok Port

(Case of 1.5 million TEUs)

Ton Ton/TEU TEU TEU/Vessel Vessel calls Ton Ton/Vessel Vessel calls2006 14,885,450 10.25 1,452,239 664.0 2,187 2,144,097 3,729 5752007 14,985,368 10 1,498,537 682.6 2,195 2,154,464 3,800 5672008 15,000,000 10 1,500,000 701.8 2,137 2,103,022 3,800 5532009 15,000,000 10 1,500,000 721.4 2,079 2,039,295 3,800 5372010 15,000,000 10 1,500,000 741.7 2,022 1,982,742 3,800 5222011 15,000,000 10 1,500,000 762.5 1,967 1,916,316 3,800 5042012 15,000,000 10 1,500,000 783.8 1,914 1,856,718 3,800 4892013 15,000,000 10 1,500,000 805.8 1,862 1,787,564 3,800 4702014 15,000,000 10 1,500,000 828.4 1,811 1,724,894 3,800 4542015 15,000,000 10 1,500,000 851.6 1,761 1,652,988 3,800 4352016 15,000,000 10 1,500,000 875.5 1,713 1,587,223 3,800 4182017 15,000,000 10 1,500,000 900.0 1,667 1,497,628 3,800 394

Year Container Bulk/General

Source: Data on 2006 from PAT and data on 2006-2017 from Consultants forecast



Table 7.3.4-6

Estimation of vessel size at Bangkok Port

Year Gross Tonnage Container vessel General vessel

2006 10,600 5,100 2007 10,817 5,100 2008 11,039 5,100 2009 11,265 5,100 2010 11,496 5,100 2011 11,732 5,100 2012 11,972 5,100 2013 12,217 5,100 2014 12,468 5,100 2015 12,723 5,100 2016 12,984 5,100 2017 13,250 5,100

Source: estimated by the consultants, 2006 (2.4) Last Ports of Vessels Calling Bangkok Port

Estimation of distance from last port was also done based on ship

berth data in 2006. It may be seen that majority of vessels calling Bangkok Port were from ports in ASEAN and East Asia, which are within 7 days of cruising as shown in Table 7.3.4-7. Last ports of container vessels were more concentrated in a few countries such as Singapore, Japan, Vietnam, Hong Kong and Malaysia, equivalent to more than 90% of the total container vessels calling Bangkok Port. Meanwhile, last port of bulk/general vessels were more diversified. The consultants believe that this trend should continue due to characteristics of international trade of Thailand and world’s major navigation route, which would not dramatically change in the near future.



Table 7.3.4-7 Last Port of Vessels calling Bangkok Port

Last Port % of vessel calls Container Bulk/General

Singapore 37.9 7.3 Japan 14.9 25.5 Malaysia 9.4 20.4 Vietnam 15.5 12.8 Hong Kong 15.4 0.2 Thailand 2.3 6.4 China 0.4 8.0 Indonesia - 8.1 South Korea - 3.7 Philippines 1.9 0.7 Taiwan 1.0 1.5 Australia - 1.8 India - 1.5 Cambodia 1.1 0.2 Myanmar - 1.1 Kuwait - 0.3 Africa - 0.2 Russia - 0.2 Cyprus - 0.1 Total 100.0 100.0

Source: Data provided by Bangkok Port, PAT and analyzed by the consultants

(3) Forecast of passenger vessel traffic at Bangkok Port Forecast of passenger vessel traffic was done by choosing the appropriate value as the design traffic. Regression analysis can not be carried out because number of passenger vessel calls was not correlated with the GDP. Based on statistics of passenger vessel traffic in 2000-2006 as shown in Table 7.3.4-8, number of vessel calls is in the range of 30-70. The average passenger load is 169 passengers/vessel. Forecast of passenger vessel traffic at Bangkok Port is summarized in Table 7.3.4-9. Total number of passengers visiting Bangkok Port was estimated at 13,000 passengers per year, which is equivalent to the traffic in 2005. By assuming the average passenger load of 160 passengers/vessel, number of vessel calls was estimated at 82. At present, most of passenger vessels calling Bangkok Port depart from Singapore Port. Therefore, cruising distance from Singapore to Bangkok Port was used to determine distance from the last port of the passenger vessels.



Table 7.3.4-8 Statistics of Vessel Calls at Bangkok Port

Year 2000 2001 2002 2003 2004 2005 2006

Vessel Calls 71 54 49 32 45 52 58 Source: Port Authority of Thailand, 2006

Table 7.3.4-9 Forecast of Passenger Vessel Traffic for Design of the System

Vessel Calls 82 Average GT 9,000 No. of Inbound Passengers 6,500 No. of outbound Passengers 6,500 Last Port Singapore

Source: estimated by the consultants, 2006 (4) Traffic Forecast for Dolphins and Anchorage in Bangkok Port Traffic Forecast for dolphins and anchorage in Bangkok Port was performed by using statistics provided by PAT. Number of vessels calling the dolphins and anchorage during 1996-2006 was declining steadily. However, the consultant believed that the number of vessels calls should remain closed to the current level as similar to the tendency of bulk cargo vessels calling the berths in Bangkok Port. The average gross tonnage of the vessels calling Klong Toey Dolphin and Sathupradit Anchorage should be more or less unchanged from the present namely 6,750 ton and 3,800 ton respectivel. Bang Hua Sua Dolphin is expected to terminate the service in the near future as Klong Toey Dolphin and Sathupradit Anchorage can adequately accommodate the demand.

Table 7.3.4-10 Average Load and Gross Tonnage of Vessels Calling

Dolphins and Anchorage in Bangkok Port

Dolphin/Anchorage Cargo (Ton) Vessel Calls Average Load (ton/vessel) GT

Klong Toey 1,348,748 201 5,075 6,754 Sathupradit 427,489 152 2,812 3,777

Source: PAT 2006

Table 7.3.4-11

Forecast of Vessel Calls and GT of Vessels Calling Dolphins and Anchorage in Bangkok Port for Design of the System

Dolphin/Anchorage Vessel Calls Average Load (ton/vessel) GT

Klong Toey 256 5,075 6,750 Sathupradit 228 2,812 3,800

Source: estimated by the consultants



7.3.5 Results of Traffic Forecast of LCP (1) LCP traffic forecast Based on the assumption that LCP will handle incoming/outgoing traffic, which exceeds the capacity of Bangkok Port, traffic at LCP can be determined by subtracting traffic at Bangkok and Ranong/Pakbara Ports from the estimated incoming/outgoing traffic obtained from the regression analysis. The result is shown in Table 7.3.5-1. It is expected that cargo with origin and destination in the south of Thailand, which is currently equivalent to 3% of total containers in LCP, will be diverted to Ranong/Pakbara Port in 2012. In 2017 this share of traffic was projected to rise to 5%.

After incoming and outgoing traffic was determined, cargo was classified into containerized and bulk/general cargo, which will be used for estimation of vessel calls. Currently, 94% of outbound and 99% of inbound cargo is containerized. The consultants believe that containerization of the LCP is already saturated. Result of cargo forecast is shown in Table 7.3.5-2.

(2) Forecast of vessel calls at LCP (2.1) Estimation of average load of vessel Trend analysis of average load of vessel at LCP revealed that average load of container vessel increased from 622 TEUs/vessel in 1999 to 868 TEUs/vessel in 2005 or equivalent to an increase of 5.7 % per annum. This rate is significantly higher than that of Bangkok Port. Average load per TEU, however, marginally increased from 8.9 ton/TEU in 1999 to 9.1 ton/TEU in 2005. On the other hand, average load of bulk/general vessels was in the range of 1,800-2,800 ton/vessel with the average of 2,200 ton/vessel as shown in Table 7.3.5-3. It is expected that container vessels, as similar to trend of world major ports, should get bigger and carry more cargo at the rate of 3.0% increase per year. Average load per TEU should also increase from 9.0 ton/TEU at the present to 9.5 ton/TEU in 2017. Meanwhile, average load of bulk/general vessels is expected to remain at the current level of 2,200 ton/vessel as summarized in Table 7.3.5-3. (2.2) Forecast of vessel calls at LCP Forecast of vessel calls at Bangkok Port can be done by using cargo volume and average load of vessel as given above. Forecast of container and bulk vessel calls is shown in Table 7.3.5-4.


Table 7.3.5-1

Forecast of incoming and outgoing traffic at LCP in 2006-2017 (Case of 1.5 million TEUs)

Incoming Outcoming Incoming Outcoming Total Incoming Outcoming Total Incoming Outcoming Total2006 4,015.4 22,400,882 32,950,622 8,985,862 8,043,685 17,029,547 - - - 13,415,020 24,906,937 38,321,957 2007 4,216.2 24,125,982 34,206,095 9,344,586 7,795,245 17,139,831 - - - 14,781,396 26,410,850 41,192,246 2008 4,427.0 25,804,364 36,177,218 9,414,260 7,688,763 17,103,022 - - - 16,390,104 28,488,455 44,878,559 2009 4,648.3 27,482,745 38,148,340 9,469,449 7,569,846 17,039,295 - - - 18,013,296 30,578,494 48,591,791 2010 4,880.8 29,161,127 40,119,463 9,528,854 7,453,888 16,982,742 - - - 19,632,273 32,665,575 52,297,848 2011 5,124.8 30,839,509 42,090,586 9,582,932 7,333,384 16,916,316 - - - 21,256,577 34,757,202 56,013,779 2012 5,381.0 32,517,890 44,061,708 9,641,074 7,215,644 16,856,718 1,254,180 537,506 1,791,686 21,622,636 36,308,558 57,931,194 2013 5,650.1 34,196,272 46,032,831 9,693,929 7,093,635 16,787,564 1,465,500 628,071 2,093,571 23,036,843 38,311,125 61,347,968 2014 5,932.6 35,874,654 48,003,954 9,750,689 6,974,205 16,724,894 1,739,281 745,406 2,484,687 24,384,684 40,284,343 64,669,026 2015 6,229.2 37,553,035 49,975,076 9,802,207 6,850,781 16,652,988 2,034,116 871,764 2,905,880 25,716,712 42,252,532 67,969,244 2016 6,540.7 39,231,417 51,946,199 9,857,463 6,729,760 16,587,223 2,349,597 1,006,970 3,356,568 27,024,356 44,209,469 71,233,825 2017 6,867.7 40,909,799 53,917,322 9,898,577 6,599,051 16,497,628 2,741,532 1,174,942 3,916,475 28,269,690 46,143,328 74,413,018

Ranong/Pakbara Port throughput (ton) LCP throughput (ton)GDP (billion baht)Year

Bangkok Port throughput (ton)Total throughput (ton)

Source: estimated by the consultants, 2006

- 84 -


Table 7.3.5-2

Forecast of cargo of LCP in 2006-2017 (Case of 1.5 million TEUs)


Containerization Containerized cargo (ton)

Bulk/General cargo (ton)

Total (ton) Containerization Containerized cargo (ton)


Total (ton) Containerized cargo (ton)


Total (ton)

2006 0.988 13,260,743 154,277 13,415,020 0.949 23,638,105 1,268,832 24,906,937 36,898,848 1,423,109 38,321,957 2007 0.991 14,640,973 140,423 14,781,396 0.950 25,090,308 1,320,543 26,410,850 39,731,280 1,460,966 41,192,246 2008 0.991 16,242,593 147,511 16,390,104 0.950 27,064,032 1,424,423 28,488,455 43,306,625 1,571,934 44,878,559 2009 0.992 17,860,183 153,113 18,013,296 0.951 29,080,148 1,498,346 30,578,494 46,940,331 1,651,459 48,591,791 2010 0.992 19,475,215 157,058 19,632,273 0.951 31,064,962 1,600,613 32,665,575 50,540,177 1,757,671 52,297,848 2011 0.993 21,097,152 159,424 21,256,577 0.952 33,088,856 1,668,346 34,757,202 54,186,009 1,827,770 56,013,779 2012 0.993 21,471,277 151,358 21,622,636 0.952 34,575,482 1,733,076 36,308,558 56,046,759 1,884,434 57,931,194 2013 0.994 22,887,104 149,739 23,036,843 0.953 36,527,948 1,783,177 38,311,125 59,415,052 1,932,916 61,347,968 2014 0.994 24,238,375 146,308 24,384,684 0.955 38,457,211 1,827,131 40,284,343 62,695,587 1,973,439 64,669,026 2015 0.995 25,575,270 141,442 25,716,712 0.956 40,386,422 1,866,110 42,252,532 65,961,692 2,007,552 67,969,2442016 0.995 26,889,234 135,122 27,024,356 0.957 42,309,615 1,899,854 44,209,469 69,198,849 2,034,976 71,233,825 2017 0.995 28,128,341 141,348 28,269,690 0.960 44,297,595 1,845,733 46,143,328 72,425,936 1,987,082 74,413,018

InboundYear

Outbound Total

- 85 -



Table 7.3.5-3 Estimation of Average Load of Vessels calling LCP

Year Container Vessel General Vessel

Ton/TEU TEU/vessel Ton/vessel 1999 8.9 621.8 1,842 2000 8.4 631.1 4,281 2001 8.6 628.7 3,935 2002 9.1 696.7 3,689 2003 9.0 814.8 3,736 2004 8.7 903.9 3,880 2005 9.1 867.6 3,876 2006 9.1 830.0 2,200 2007 9.1 854.9 2,200 2008 9.2 880.5 2,200 2009 9.2 907.0 2,200 2010 9.3 934.2 2,200 2011 9.3 962.2 2,200 2012 9.4 991.1 2,200 2013 9.4 1,020.8 2,200 2014 9.5 1,051.4 2,200 2015 9.5 1,083.5 2,200 2016 9.5 1,115.5 2,200 2017 9.5 1,148.9 2,200

Source: estimated by the consultants (1999-2005 data provided by PAT), 2006

Table 7.3.5-4 Forecast of container and bulk vessel calls at LCP (Case of 1.5 million TEUs)

Ton Ton/TEU TEU TEU/Vessel Vessell calls Ton TEU/Vessel Vessel calls

2006 36,898,848 9.00 4,109,939 774 5,313 1,423,109 1,808 787

2007 39,731,280 9.04 4,397,356 797 5,519 1,460,966 2,200 664

2008 43,306,625 9.07 4,774,359 821 5,818 1,571,934 2,200 715

2009 46,940,331 9.11 5,154,761 845 6,098 1,651,459 2,200 751

2010 50,540,177 9.14 5,528,416 871 6,350 1,757,671 2,200 799

2011 54,186,009 9.18 5,904,087 897 6,584 1,827,770 2,200 831

2012 56,046,759 9.21 6,082,998 924 6,586 1,884,434 2,200 857

2013 59,415,052 9.25 6,423,405 951 6,752 1,932,916 2,200 879

2014 62,695,587 9.29 6,751,611 980 6,890 1,973,439 2,200 897

2015 65,961,692 9.32 7,075,609 1,009 7,010 2,007,552 2,200 913

2016 69,198,849 9.36 7,393,882 1,040 7,112 2,034,976 2,200 925

2017 72,425,936 9.50 7,623,783 1,071 7,120 1,987,082 2,200 903

YearContainer Bulk/General




The vessels were further classified into 4 types so that the output is appropriate for the estimation of port waste based on statistics on vessels calling at LCP classified by types during 1999-2005. The forecast is based on the following assumptions.

• Container vessels are classified into 2 types namely container vessels and RoRo by using an estimated share between the two types of vessels in the future. The consultants believe that share of RoRo vessel should increase due to the booming of automobile sector in Thailand.

• Bulk and general vessels are classified into 2 types namely bulk/general vessel and liquid tanker by using an estimated share between the two types of vessels in the future. It is expected that the share between these types of vessels will remain similar to the current level.

(2.3) Estimation of Vessel size at LCP

Apart from the number of vessels, size of vessel and its last port are

also important to the estimation of port waste. Ship berth data in 2006, provided by PAT, was used to determine the average gross tonnage of each vessel type as shown in Table 7.3.5-5. Container vessels are expected to get bigger with the increase of 3% per year, in line with rising average load of vessel. On the other hand, the size of bulk/general vessels was expected to remain at the current level.

Table 7.3.5-5 Estimation of vessel size at LCP

Year Average Gross Tonnage Container RoRo Dry bulk + conventional Liquid tanker

2006 14,866 27,757 2,240 10,000 2007 15,372 28,702 2,240 10,000 2008 15,895 29,679 2,240 10,000 2009 16,436 30,689 2,240 10,000 2010 16,996 31,733 2,240 10,000 2011 17,574 32,813 2,240 10,000 2012 18,172 33,930 2,240 10,000 2013 18,791 35,085 2,240 10,000 2014 19,430 36,279 2,240 10,000 2015 20,092 37,514 2,240 10,000 2016 20,775 38,791 2,240 10,000 2017 21,483 40,111 2,240 10,000




(2.4) Last port of vessels calling LCP Estimation of distance from last port was also done based on ship

berth data in 2005. It may be seen that majority of vessels calling Bangkok Port were from ports in ASEAN and East Asia, which are within 7 days of cruising. Majority of bulk/general vessels were from domestic ports, while last ports of container and RoRo vessels were mostly in Asian countries. The consultants believe that this trend should continue due to characteristics of international trade of Thailand and world’s major navigation route, which would not dramatically change in the near future. Forecast of last port of vessels calling LCP in the future can be shown in Table 7.3.5-6.

Table 7.3.5-6 Last port of vessels calling LCP

Last port Container RoRo Dry bulk + Conventional Liquid tanker

Thailand (East) 40.8 0.8 74.6 35.7 Thailand (South) 0.0 6.4 17.6 0.0 Singapore 23.5 23.0 2.0 0.0 Hong Kong 8.9 13.3 0.0 0.0 Malaysia 8.0 17.7 1.3 0.0 Vietnam 4.6 2.2 1.8 64.3 Japan 2.9 10.2 1.0 0.0 Philippines 5.2 6.4 0.0 0.0 Cambodia 1.6 0.3 0.2 0.0 China 2.6 3.6 0.3 0.0 South Korea 0.8 4.4 0.3 0.0 Taiwan 0.8 1.4 0.1 0.0 Australia 0.1 2.2 0.2 0.0 India 0.1 0.8 0.3 0.0 Middle East 0.1 4.4 0.0 0.0 Africa 0.1 2.5 0.0 0.0 Europe 0.1 0.3 0.2 0.0 Total 100.0 100.0 100.0 100.0 Source: estimated by the consultants (2005 data provided by PAT) , 2006

(3) Forecast of Passenger Vessels at LCP Forecast of passenger vessel traffic was done by choosing the appropriate value as the design traffic. Regression analysis can not be carried out because number of passenger vessel calls was not correlated with the GDP. Based on statistics of passenger vessel traffic in 1999-2006, number of vessel calls reached the peak in 2000-2002 and has declined recently. Due to lack of clear trend, the consultants chose the design value as summarized in Table 7.3.5-7. Last port of vessels was based on the ship berth data in 2005 as shown in Table 7.3.5-8.



Table 7.3.5-7 Forecast of Passenger Vessels Traffic at LCP for Design of the System

Vessel Calls 67 Average GT 45,000 Inbound Passengers 40,000 Outbound Passengers 40,000

Source: LCP Port, 2006

Table 7.3.5-8

Last Port of Passenger Vessels Calling LCP in 2005

Last Port Vessel Calls Percent Vietnam 6 40.0 Singapore 4 26.7 Cambodia 1 6.7 China 1 6.7 Hong Kong 1 6.7 Malaysia 1 6.7 Surat Thani 1 6.7

Source: 2005 data provided by LCP Port and analyzed by the consultants 7.3.6 Maptaphut Traffic Forecast MTP is an industrial port, which comprises 2 public berths namely TPT and TTT as well as 6 dedicated berths namely RBT, MTT, ARC, GLOW, BLCP and NFC. Each berth has different operational characteristics in accordance with its operator’s core business. Thus traffic forecast was done for each individual berth by using traffic statistics in 2001-2006 for trend analysis. Ship berth data in October 2006 was used to determine vessel type and size. In addition, MTP master plan, as suggested in the study by Industrial Estate Authority of Thailand (IEAT) in 2006, was reviewed so that future development plan is taken into account. Future traffic for each berth can be summarized below.

Table 7.3.6-1 Forecast of cargo and vessels for design of the system at Maptaphut Port in 2017

Terminal Cargo quantity

(Ton/year) vessel calls vessel type GT TPT 2,408,683 963 Bulk 4,700 TTT 5,000,000 833 Liquid tanker 8,000 RBT 2,311,693 925 Bulk 4,070 MTT 5,000,000 833 Liquid tanker 8,500 ARC 11,270,392 4,508 Oil tanker 3,000 615 Liquid tanker 1,200 GLOW 1,000,000 29 General 31,000 BLCP 3,000,000 21 General 90,000 NFC 500,000 200 Bulk 4,000 PTT LNG) 5,000,000 50 LNG carrier 100,000 C1-C3 804,100 473 RoRo 30,000

Total 36,294,868 9,451 Source: estimated by the consultants, 2006



7.4 ESTIMATION OF WASTE QUANTITY AND WASTE CHARACTERISTICS FROM VARIOUS KINDS OF SHIPS

7.4.1 The Result of estimation of waste quantity and waste characteristics from various ships

7.4.1.1 Study on waste generation rate from 3 pilot ports in existing condition According to evaluation of existing waste management at 3 pilot ports in issue

of quantity of each waste, the results could be presented that:

(1) Bangkok Port

The ship wastes generated from Bangkok Port are oily waste and garbage. For the oily waste, the statistical data from May 2006 to February 2007 was found that the amount of sludge oil is 33,826 tons and Oily bilge water is 1,257 tons. Each vessel has discharged 10-45 tons of the oily waste per each calling at the port. For the garbage, its amount disposed at Onnuch Site could not be estimated as waste generation rate from ship because it includes waste of residence around the port. In case of garbage at Klongtoey Dolphin, averaged waste generation quantity is about 1 ton/a vessel (Data of Budget Year during 2004-2006). The private company has ever estimated averaged waste generation at East Quay and West Quay of Bangkok port, which is about 0.1 ton/a vessel (Data of Budget Year on 2006). The values of averaged waste generation and averaged waste generation rate are different that might result from different types and sizes of ship as well as different navigation times.

(2) Leam Chabang Port

Presently, the waste types generated from vessel at Leam Chabang Port are oily waste and garbage. In Budget Year 2006 of Budget Year, the total amount of oil waste from ship is 2,626 tons. However, this value was not suitable for evaluation of oily waste generation rate because it did not be derived from most ships calling at this port. (47 ships/year, data on 2006 of Budget Year) and the waste amount generated from each ship is extremely different. In case of garbage, there is no statistic data at Leam Chabang Port. Therefore, waste generation rate from ship at this port could not be evaluated.

(3) Maptaphut Port

Data of oily waste and garbage quantities were obtained from Maptaphut Port. Since, however, there is small amount of oil waste data could be collected, the averaged waste generation rate could not concluded. In case of garbage, averaged waste generation rate at Maptaphut Port could not be concluded because waste quantity data could be collected from 3 berths only (TTT, TPT and MTT) while number of ships were total quantity of calling ships at all berths at Maptaphut Port.



7.4.1.2 Generation Rate of Each Waste type from foreign country Ports According to reviewing of oily waste generation rate from foreign country ports

and the requirements determined from MARPOL 73/78, we could conclude that: (1) Oily Waste Estimation (Annex 1) The main factors affect to quantity of oily waste consists of source of

generation, vessel type, and navigation duration. The imitating equation for forecasting quantity of oily waste is

Qo = N × Po × T

Qo = the estimated oily waste quantity in ship (m3/yr) N = the number of each kind of calling vessel (ships/yr) Po = oily waste generation rate (m3/a ship) T = duration between a last port and each pilot port (day)

The study of oily waste generations rates are classified into 2 categories

depending on source of waste generation which are 1) Oily waste from machinery and 2) Oily waste from cargo and ballast operation. The waste generation rate demonstrated in the Table 7.4.1-1.

Table 7.4.1-1

The Generation Rate of Oily wastes

Ship Kinds Oily waste from machinery Oily waste from cargo and ballast operation *

Oil residue (sludge) Oily bilge water Tank washing

(Slops) Oil residue (Except

for sludge) Dirty ballast

1) Tanker 0.5-2.0% of fuel consumption rate

Depend ship sizing (Table4.2.4-2)

4.0-8.0 % of Dwt**

0.2-1.0 % of Dwt** 30 % of Dwt for non-SBT oil tankers

2) Other kind of Ship

0.5-2.0% of fuel

consumption rate

Depend ship sizing

(Table4.2.4-2)

- - -

Source: Environmental Protection Engineer S.A., 2004 “Assessment of the existing situation and needs of the port Aqaba, Jordan, regarding port reception facilities for collecting ship-generated garbage, bilge water and oily waste”, Final report

* Tanker, Dwt is about 1.6-1.8 × GT ** source: IMO, 1976, Guidelines on the provision of adequate reception facilities in ports, part I

(Oily waste) (1.1) Oil residue (sludge) estimation The generation of oily waste from machinery has estimated from all calling ships at the pilot ports. The amount of oily waste varies depending on fuel oil quality and the compatibility of different grades used on board. The use of low grade fuels is invariably resulting to increasing volumes of residues during the purification process. Referring to Environmental Protection Engineer S.A., 2004, rate of sludge generation is



about 0.5-2 percentage of fuel oil using rate, which is depended on fuel types. At the present, almost ships used diesel fuel, which has sludge generation rate not more than 1 percentage of fuel oil consumption rates (IMO, 1976)**. Therefore, in this project, 0.5 percentages of fuel oil consumption rates has applied as oil residue (sludge) generation rate. Moreover, fuel oil using rate is depended on kind and sizing of ship. Table 7.4.1-2 demonstrates averaged fuel using rate of various kinds of ship.

Table 7.4.1-2

Averaged fuel using rate of various kind of ship

Vessel Type Averaged fuel consumption rate (ton/d-a ship)*

Used value in this project (ton/d-a ship)*

Container 150-170 150 Auto carrier/Ro-Ro 40-50 40 Reefer vessel 30-40 30 Bulk carrier (Panamax) 35 35 Bulk carrier (Cape size) 45 45 General cargo vessel 30-50 30 Chemical/Product tanker 50 50 UCC (Post Panamax) 270-300 270 VLCC (Steam) 180 180 VLCC (diesel) 100 100

Source: - Verbal communication, based on the experience of MARPOL-inspectors from the port of Hambrug - Capt. De Keyzer, Port of Rotterdam, 2001, “Cost recovery systems and principles for

establishing fees”, ESPO/IAPH Workshop on port reception facilities for ship generated waste and cargo residue

* Density of Fuel oil at 20 °C = 820 kg/m3



(1.2) Oily bilge water estimation Oily bilge water will vary based on type, age, maintenance, performance and efficiency of machinery. As mentioned above, main components of oily bilge water include water/cooling water and lubricated oil. So, the waste quantity estimates related to both components is shown in Table 7.4.1-3.

Table 7.4.1-3 The generation rate of Oily bilge water

Gross Tonnage

(GRT) Oily bilge water generation rate (Liter/d-a ship)

Cooling water/oil Oil lubricant Total waste generation rate < 400 100 50 75

400 - 3,000 100 - 500 50 - 250 375 3,000 - 5,000 500 - 1,500 250 - 750 1,125 5,000 - 7,000 1,500 - 2,500 750 – 1,250 1,875 7,000 - 10,000 2,500 - 4,000 1,250 – 2,000 3,000

> 10,000 > 4,000 > 2,000 5,000 Source: Environmental Protection Engineer S.A., 2004 “Assessment of the existing situation and needs

of the port Aqaba, Jordan, regarding port reception facilities for collecting ship-generated garbage, bilge water and oily waste”, Final report

(1.3) Estimation of oily waste from cargo and ballast operation The quantity of oily waste from cargo and ballast operation is derived from two vessel types, only, that are Oil Tanker and Product Tanker. The assumption is all berthed tanker have proceeded legally for disposal oily waste to the sea as indicated in Annex 1 MARPOL 73/78, regulation 15 and 34 of requirement. The generation rate of Tank washing (Slops), Oil residue (Except for sludge) and Dirty ballast are summarized in Table 7.4.1-1.

(2) Estimation Quantity of Noxious liquid waste (Annex II)

Since noxious liquid substance will depend on several factors i.e. requirements of the MARPOL 73/78 in relation to discharge of noxious liquid substance, ship technology and maintenance of equipments on board, etc. To comply with the requirements for waste quantity estimates of IMO in relation to noxious liquid substance and to cover results from the study of estimates from international port i.e. the Port of Hamburg in Germany, waste is estimated by the Consultant with regards to waste from noxious liquid substance generated from each tank washing after unloading of noxious liquid substance to the port. The above estimates are under assumption of ship required to wash after unloading. The model to be used for noxious liquid substance estimates in this project includes.



QNLS = NNLS × PNLS Where, QNLS = Estimated waste quantity from noxious liquid

substance of liquid tanker (ton per year), NNLS = Number of each types of liquid tanker berthing per

year (ship per year), PNLS = Waste generation rate from noxious liquid substance

(ton per ship), = 30 ton of waste from noxious liquid substance per

1,000 ton of arrival goods (Port waste management plan for the port of Hamburg, 2003).

(3) Estimation Quantity of Sewage (Annex IV) Waste quantity from sewage depends on wastewater generation rate of

people on board, number of people on board and navigation period as shown in Table 7.2.4-7. In the study of this project, ship will be classified into 2 types including 1) passenger ship and 2) other ships. For passenger ship, number of people on ship includes number of operators on board (ship operator and crew) and number of passengers, while number of other ships includes only ship operators. The model to be used for waste estimates from sewage is as follow. QSe = N × PSe × POP × T Where, QSe = Estimated wastewater quantity from ship (liter per year), N = Number of each type of ship berthing per year (ship per year), PSe = Wastewater generation rate (liter per capita per day), POP = Number of people on board (person per ship), T = Navigation period from last port to pilot port (day).

(4) Estimation Quantity of Garbage (Annex V) The quantity and rate of generation of garbage are depended on activities of human and machinery. In this study, solid waste has been classified into 2 categories including 1) Domestic waste 2) Operational waste. There are 2 imitating equations for forecasting, that are:

(4.1) For domestic waste

QG1 = N × PG1 × POP × T

QG1 = the estimated quantity of domestic waste (kg/yr) N = the number of berthed ship kind a year (Ship/year)

PG1 = rate of domestic waste generation (kg/cap-d) = 2 kg/cap-d for other ship



= 3 kg/cap-d for passenger ship passenger ship POP = number of passenger on ship (person/a ship) T = duration of transportation between last port and Demonstration port (d)

(4.2) For operational waste

1) Maintenance waste QG2 = N × PG2 × T QG2 = the estimated quantity of maintenance waste (kg/yr)

N = number of berthed ship in each kind a year (ship/yr) PG2 = generation rate of maintenance waste (kg/a ship-d) = 11 kg/a ship –d

T = duration of transportation between last port and demonstration ports (d) 2) Cargo associated waste

QG3 = N × G × PG3 QG3 = the estimated quantity of cargo associated waste (ton/yr) G = quantity of average incoming cargo per a vessel (ton/a vessel) N = number of berthed ship in each kind a year (ship/yr) PG3 = generation rate of cargo associated waste

7.4.1.3 The estimation quantity of each waste kind from 3 demonstration ports

(1) Bangkok Port Estimated waste quantity in 2017 is summarized below. (1.1) Annex 1: Oily Waste For estimation quantity of oily waste in 2017, the oily waste in year 2017 is estimated at 43,759.9 m3 per year which comprises 5,961.1 m3 per year of sludge and 37,798.8 m3 per year of oily bilge water. (1.2) Annex 4: Sewage Sewage quantity from ship berthing at the Bangkok Port in 2017 is estimated at 18,715.9 m3 per year.



(1.3) Annex 5: Garbage Waste quantity from ship berthing at Bangkok Port in 2017 is about 1,143,443.0 kg per year comprising 281,351.1 kg per day of domestic garbage from ship, 118,831.1 kg per day of maintenance waste and 743,261.0 kg per day of cargo associated waste.

(2) Leam Chabang Port From the estimation quantity of vessels berthing at LCP port in 2017, container vessel is estimated at 5,838 vessels per year. Dry bulk & conventional vessel is estimated at 881 vessels per year. RoRo is estimate at 1,282 vessels per year. Liquid tanker is estimated at 23 vessels per year. And passenger ship is estimated at 67 vessels per year. Estimated waste quantity in 2017 is summarized below. (2.1) Annex 1: Oily Waste For estimation quantity of oily waste in 2017 is estimated at 91,469.8 m3 per year or average value is 250.6 m3 per day which comprises 10,426.3 m3 per year of sludge and 81,043.5 m3 per year of oily bilge water. (2.2) Annex 4 : Sewage Sewage quantity from ship berthing at the Leam Chabang Port in 2017 is estimated at 46,259.2 m3 per year or 126.7 m3 per day. (2.3) Annex :5 Garbage Garbage quantity from ship berthing at Leam Chabang Port in 2017 is about 2,122,281.7 kg per year or 2,122 tons per year comprising 801,576.2 kg per year of domestic garbage from ship, 181,796.6 kg per year of maintenance waste and 1,138,909.0 kg per day of cargo associated waste.

(3) Maptaphut Port The traffic forecast in the area of Maptaphut port shall specified for each

berth due to the difference of policy and development plan. This prediction will be in accordance with the waste forecast. The result of type and quantity of waste at each port in 2017 are addressed as follows:

(3.1) TPT Port According to the traffic forecast in 2017, the number of ships

berthing at TPT port is 963 per year. Thus, the category of forecasted waste can be classified into 3 types: 1) oily waste 2) sewage, and 3) garbage. It is found that oily waste from the ships at TPT port is about 3,564 m3/year, separated into oil sludge of 498 m3/year, and oily bilge water of 3,065 m3/year. Whereas the approximate quantity of sewage is 3,678 per year, counted from the number of ship’s crew that is about 10 persons on each ship. The quantity of garbage is about 97,612 kg/year, consisting of domestic



waste from the ship 54,493 kg., 29,971 kg of maintenance waste, and 13,148 kg of cargo associated waste.

(3.2) TTT Port According to the ships berthing at TTT port in 2017 are the chemical liquid tankers. Thus, the category of forecasted waste can be classified into 4 types: 1) oily waste, 2) noxious liquid substance, 3) sewage, and 4) garbage. The number of ships berthing at the port is one of the important factors to estimate the quantity of waste from ships. In 2017, there are about 833 ships berthing at TTT port. Oily waste of 4,064 m3/year, oil sludge of 375 m3/year, and oily bilge water of 3,689 m3/year. According to the Noxious liquid substance from cleaning the chemical tankers, its quantity varies on the number of cargos. There are 114,716 tons of Noxious liquid substance expected at TTT port. However, Only the chemical liquid tanker of category X is in force for cleaning the cargo tank after discharging the cargo and there is currently a regulation prohibited to clean up the ships at TTT. Therefore, reception facility installation for noxious liquid waste at the port is not recommended because such waste has not been discharged at the port. Nevertheless, its management process should be established at the port for emergency case or the port’s policy change. The quantity of sewage from ships is counted from the number of ship’s crew which is about 10 persons on each. The forecast of sewage in 2017 is approximately 1,660 m3/year, whereas the quantity of garbage comprises domestic waste on the ship of 24,594 kg/year, from maintenance waste 13,527 kg/year, and no cargo associated wastes.

(3.3) RBT Port The category of waste, forecasted only from 925 ships berthing at RBT port in 2017 is classified into 3 types: 1) oily waste 2) sewage, and 3) garbage. It is found that oily waste is about 6,777 m3/year, separated into oil sludge of 948 m3/year, and oily bilge water of 5,829 m3/year. Whereas the approximate quantity of sewage is 6,995 m3/ year, counted from the number of ship’s crew, which is about 10 persons on each ship. The quantity of garbage is about 305,767 kg/year, comprises domestic waste on the ship of 103,631 kg/year, from maintenance waste 56,997 kg/year, and from cargo associated waste 145,139 kg/year.

(3.4) MTT Port According to the ships berthing at MTT port in 2017 are the chemical liquid tankers. The number of ships berthing at the port is one of the important factors to estimate the quantity of waste from ships. In 2017, there are about 833 ships berthing at MTT port. Thus, the category of forecasted waste can be classified into 4 types: 1) oily waste, 2) noxious liquid substance, 3) sewage, and 4) garbage. The summary of quantity of waste shows oily waste of 5,009 m3/year, oil sludge of 462 m3/year, and oily bilge water of 4,547 m3/year.



According to the Noxious liquid substance from cleaning the chemical tankers, its quantity varies on the number of cargos. There are 133,066 tons of Noxious liquid substance expected at MTT port. The quantity of sewage from ships is counted from the number of ship’s crew which is about 10 persons on each. The forecast of sewage in 2017 is approximately 2,046 m3/year, whereas the quantity of garbage comprises domestic waste on the ship of 30,315 kg/year, from maintenance waste 16,673 kg/year, and no cargo associated wastes. (3.5) ARC Port The vessel type berthing at ARC Port is oil product tanker. Therefore, the category of forecasted waste can be classified into 3 types: 1) oily waste, 2) sewage, and 3) garbage. In 2017, there are 4,508 oil product tankers and 615 gas carriers berthing at ARC Port and most vessels are outgoing cargo vessels. The result shows the forecasted waste quantity discharged at the port in 2017. They are 5,656,448 m3/year of oily waste comprising of 5,654,114 m3/year of the oily waste from cargo and ballast operation and 2,334 m3/year of the oily waste from machinery. The quantity of sewage from ships is counted from the number of ship’s crew which is about 10 persons on each. The forecast of sewage in 2017 is approximately 4,634 m3/year, whereas the quantity of garbage comprises domestic waste on the ship of 68,651 kg/year, from maintenance waste 37,758 kg/year.

(3.6) GLOW Port For GLOW Port, the category of forecasted waste can be classified into 3 types: 1) oily waste, 2) sewage, and 3) garbage because the vessel type berthing at GLOW Port is the conventional vessel which, according to the traffic forecast in 2017, the number of vessels berthing at GLOW port is 29 vessels/year. In 2017, there are 7 m3/year of the oil sludge and 198 m3/year of the oily bilge water. The quantity of sewage from ships is counted from the number of ship’s crew which is about 10 persons on each. The forecast of sewage in 2017 is approximately 53 m3/year, whereas the quantity of garbage comprises domestic waste on the ship of 791 kg/year, from maintenance waste 435 kg/year and from cargo associated waste up to 100,000 kg/year. (3.7) BLCP Port For BLCP Port, the category of forecasted waste can be classified into 3 types: 1) oily waste, 2) sewage, and 3) garbage because the vessel type berthing at BLCP Port is the conventional vessel which, according to the traffic forecast in 2017, the number of vessels berthing at BLCP port is 21 vessels/year. In 2017, there are 148 m3/year of the oily waste. The quantity of sewage from ships is counted from the number of ship’s crew which is about 10 persons on each. The forecast of sewage in 2017 is approximately 39 m3/year, whereas the



quantity of garbage comprises domestic waste on the ship of 573 kg/year, from maintenance waste 315 kg/year and from cargo associated waste up to 200,000 kg/year. (3.8) PTT Port Although, currently, PTT Port have not yet established, the ship-generated waste from this port should be forecasted as well. The category of forecasted waste can be classified into 3 types: 1) oily waste, 2) sewage, and 3) garbage because the vessel type berthing at PTT Port is the LNG tankers which, according to the traffic forecast in 2017, the number of vessels berthing at PTT port is 50 vessels/year. In 2017, there are 2 m3/year of the oily sludge and 37 m3/year of oily bilge water. The quantity of sewage from ships is counted from the number of ship’s crew which is about 10 persons on each. The forecast of sewage in 2017 is approximately 10 m3/year, whereas the quantity of garbage comprises domestic waste on the ship of 148 kg/year, and from maintenance waste 81 kg/year. (3.9) C1-C3 Port This port is another port developing in Maptaphut Port. Therefore, the ship-generated waste from this port should be forecasted as well. The category of forecasted waste can be classified into 3 types: 1) oily waste, 2) sewage, and 3) garbage because the vessel type berthing at C1-C3 Port is the tankers which, according to the traffic forecast in 2017, the number of vessels berthing at C1-C3 port is 473 vessels/year. In 2017, there are 787 m3/year of the oily sludge and 16,141 m3/year of oily bilge water. The quantity of sewage from ships is counted from the number of ship’s crew which is about 10 persons on each. The forecast of sewage in 2017 is approximately 4,358 m3/year, whereas the quantity of garbage comprises domestic waste on the ship of 64,565 kg/year, from maintenance waste 35,511 kg/year, and from cargo associated waste 567,600 kg/year.

7.5 SUMMARY OF ESTIMATED WASTE QUANTITY FROM SHIP AND WASTE QUANTITY TO BE USED FOR PORT WASTE MANAGEMENT DESIGN

The waste quantities from ship berthing at 3 pilot ports including Bangkok Port, Laem Chabang Port and Maptaphut Port for the year 2017 are estimated by the Consultant. Waste type and quantity of 3 pilot ports is varied by types of ship and activities in ship berthing at each port. The quantity estimates of waste from ship in 2017 and estimates to be used for the design of ship waste management at the port in the future is summarized in Table 7.5-1. Three types of waste including oily waste, sewage and garbage were estimated for Bangkok Port. Two types of waste are used for the waste management design including oily waste and garbage. Other types of waste used for the design of waste management system in the future will be the same as waste quantity estimates. For sewage from ship, currently most ships both cargo and passenger ship are equipped with



sewage treatment system on board which is adequate to treat sewage generated from ship and to be able to discharge into the sea. In addition, the MARPOL 73/78 has exception for wastewater from ship without chlorination installation, which is allowed to discharge from ship into the sea at 12 miles offshore. So, it is not possible to transfer wastewater for treatment at the port. But in case of ship requirement to transfer waste at port, Port Authority can collect that wastewater treating in wastewater treatment system of port. The waste quantity estimates from ship at Laem Chabang Port is the same. Preliminary, there will be 3 types of waste generated including oily waste, sewage and garbage. It is less possible to transfer sewage from ship for treatment at the port. Even sewage generated from tourism ship is used to be treated at the port. From the interview, it was found that tourism ship berths for long period resulting in lots of waste retained on board and is not allowed to discharge into the sea in the port area. However, the Consultant has noted that there is a few case occurred since statistically there is only one requester using the facilities. The Consultant has estimated waste generated from Maptaphut Port, 4 types of waste including oily waste, noxious liquid substance, sewage and garbage are found. However, waste quantity from ship to be used for design of waste reception facility in the future should be adjusted in order to find appropriate quantity for further design. These include:

• Oily waste can be calculated from waste generated from machinery and tanker. From the interview of ship operators in Maptaphut Port, it is found that currently there is no waste from tanker because most oil product tanker will not be changed for other product tanker resulting in no ship washing prior to loading. Most ships have separated ballast tank and product tank, so there is no dirty ballast water generated. Therefore, appropriate oily waste quantity for the design will be estimated from oily waste from machinery, only as shown in Table 7.5-1.

• For noxious liquid substance from the interview of ship operators, most

chemical vessel berthing at Maptaphut Port will not be changed for other types of goods resulting in no ship washing prior to loading of new goods. There is installation of equipment in the ship for efficient goods loading and unloading, resulting in no goods remained in ship. However, only the chemical liquid tanker of category X is in force for cleaning the cargo tank after discharging the cargo and there is currently a requlation prohibited to clean up the ships at the port. Therefore, reception facility installation for noxious liquid waste at the port is not recommended because such waste has not been discharged at the port. Nevertheless, its management process should be established at the port for emergency case or the port’s policy change.

• Sewage, it is less necessary to transfer for treatment at the port.

• Garbage, quantity estimated by the Consultant is used for the design.


Table 7.5-1

Estimation results of ship-generated waste for port reception facility design at 3 pilot ports in 2017

Port

The estimated quantity The quantity for design of port repletion

facilities

Oily waste NLS Sewage Garbage Oily waste Garbage

(m3/year) (ton/year) (m3/year) (kg/year) (m3/year) (kg/year)

Bangkok 43,760 - 18,716 1,143,443 43,760 1,143,443

Leam Chabang 91,470 - 42,259 2,122,282 91,470 2,122,282

Maptaphut TPT 3,564 - 3,678 97,612 3,564 97,612

TTT 4,064 114,716 1,660 38,121 4,064 38,121

RBT 6,777 - 6,995 305,767 6,777 305,767

MTT 5,009 133,066 2,046 46,988 5,009 46,988

ARC 5,656,448 - 4,634 106,410 2,334*

106,410

GLOW 205 - 53 101,226 205 101,226

BLCP 148 - 39 200,888 148 200,888

PTT (LNG) 39 - 10 229 39 229

C1-C3 16,929 - 4,358 667,676 16,929 667,676

Total 5,693,183 247,782 23,473 1,564,917 39,069 1,564,917

Source: By the Consultants, 2006 * This figure is forecasted only from the waste quantity of vessel engine.

- 101 -



8. CONCEPTUAL DESIGN FOR PORT WASTE MANAGEMENT SYSTEM

8.1 BASIC CONCEPTS FOR THE DESIGN OF PORT WASTE MANAGEMENT SYSTEM

8.1.1 Selection of Oily Waste Treatment System The selection of oily waste management system should consider the following factors:

- Each part should be durable - The system should be efficient, reliable and easy to control and

operate - The investment cost should not be too high - The operating and maintenance cost should be reasonable - Reuse and Recycle of waste should be considered

8.1.2 Site Selection for Oily Waste Treatment System Construction The site selection for the oily waste treatment system construction consider

various factors as follow:

- There is not flood area - Soil around construction site has good permeability - Site area locate far from natural water source, i.e. reservoir, canal or

swamp, not less than 30 meters - The area has low groundwater level, no percolation problem. The

bottom of seepage tank should have the depth of soil to the highest ground water level less than 0.6 meters

- Convenient and safe to reach in the building from place around, and convenient to go maintaining the sanitary system

8.1.3 Selection of Garbage Management System The selection of garbage management system should consider the following

factors: - The recyclable fraction of garbage - The system is durable

- The system should be reliable and easy to control and operate - The investment cost should not be too high - The operating and maintenance cost should be reasonable - There are no environmental impacts



8.1.4 Site Selection for Waste Transfer Station and Recycling Station Site selection for waste transfer and recycling station consider various factors

as follow:

- The site should locate far from community not less than 1 kilometer - The site should locate far from drinking water tank or existing water

treatment plant - The site should locate far from natural or human made water source,

including wetland - The site should have groundwater level deep

8.1.5 Basic Concepts for the Design of Noxious Liquid Management System The noxious liquid waste or chemicals have various characteristics leading the different treatment method requirement, thence using central treatment system are accordingly difficult to operate, high operation cost due to the system require many chemicals, and low efficiency due to it is not specific. In the developed country for waste treatment, i.e. German, they have same problem. Consequently, the treatment of noxious liquid from ship should operate by private sector who import that chemicals due to they have often the treatment system which use in the production process, or by hiring the private sector who get the permission for waste treatment. The treatment of noxious liquid will be control, inspection of waste quantity and disposal according to the document mainly.

8.1.6 Basic Concepts for the Design of Wastewater Management System The study and secondary data collection related to wastewater volume from ship which transfer wastewater at port conclude that there is very less possibility for the ship to transfer wastewater at port due to most of ship have own wastewater treatment system or they discharge wastewater in the limit area. The wastewater transferred at port is only a case of emergency. As consequent, there is no necessary to install the wastewater treatment system specific in addition. Besides, the characteristic of ship wastewater is same as municipal wastewater, so the ship wastewater treatment system is same pattern as the municipal wastewater treatment system, i.e. trickling filter or activated sludge.

8.2 CONCEPTUAL DESIGN FOR RECEPTION FACILITIES OF SHIP-GENERATED WASTES

Ship-generated waste system includes waste collection and treatment system. In this study the consultant is proposing the conceptual design of these systems that would meet international standards.



8.2.1 Conceptual Design of Facilities to Collect, Store and Treat Oily Wastes from ships

8.2.1.1 Standard facilities to collect oily wastes from ships In general the standard facilities used to collect oily wastes from ships comprise of floating reception facilities, collection trucks and stationary reception facilities, including standard discharge co nnections. (1) Floating reception facilities to collect oily wastes are shown in figure 8.2.1-1 and figure 8.2.1-2.

Source : Company Fehner Entsorgungsreederei GmbH, 2007

Figure 8.2.1-1 Floating reception facility 200 ton

Source : Company Fehner Entsorgungsreederei GmbH, 2007

Figure 8.2.1-2 Floating reception facility 1,170 ton



(2) Vehicles to collect oily wastes are shown in figure 8.2.1-3 and figure 8.2.1-4. Source: Company Issarakun na Ayudhaya Coperation, 2007

Figure 8.2.1-3 Vehicle to collect oily wastes with capacity of 15 m3

Source: Company Cosmo Truck and Equipment Ltd., 2007

Figure 8.2.1-4 Vehicle to collect oily wastes with capacity of 8 m3



8.2.2 Facilities for Oily Waste Treatment The general treatment systems for oily waste especially oil bilge water are:

• Oil Interceptor • Dissolved air floatation (DAF)

Treated waste from the 2 systems includes oil which may be recyclable, wastewater which is needed to be treated with domestic sewage, and sludge which is needed to be further disposed in secure landfill. (1) Oil Interceptor Oil interceptor as shown in Figure 8.2.2-1 can be a package type. It can be used to separate hydrocarbon from water using physical treatment. It can be equipped with media, e.g. polypropylene media, to help in the separation process.

Figure 8.2.2-1 Oil Interceptor

This model of oil interceptor can be used for wastewater flow rate of 5 m3/hour (gravity flow) without using pump. The dimension of the system is 0.5 m. W. x 1.5 m. L. x 1.0 m. H. The weight is 320 kg. Outlet pipe diameter is 10 mm. It can be installed on ground or underground. The treatment is by mean of physical process without chemical added. It is suitable for wastewater with oil contents less than 4,250 mg./l. The treated wastewater should contains approximately 5-10 mg./l. of oil.

Table 8.2.2-1 summarizes the advantage and disadvantage of oil interceptor

system.



Table 8.2.2-1 Advantage and Disadvantage of Oil Interceptor System

Advantage Disadvantage

1. Small size 1. The efficiency is moderate 2. Easy to install, can be above or underground 3. Easy to operate, no chemical and electricity 4. Maintenance cost is minimum (2) Dissolved air floatation (DAF)

Dissolved air flotation or DAF is one of the common system for treating

water containing oil. In DAF, air at 4-6 bars is introduced into the wastewater stream. At this high pressure, air is more soluble, comparing to at atmospheric level. After that, the system is allowed to expose to atmospheric pressure. The excess air dissolved in water will form the small air bubble due to the sudden drop in pressure. When the air bubble rises to the surface, it will capture oil and suspended particles and the skimmer will collect those oil and suspended particles at the surface. Treated wastewater is allow to flow through the tank in the middle or at the bottom for further treatment.

Figure 8.2.2-2 shows the schematic diagram of DAF system. The system

has 2 main parts DAF and flocculation and coagulation. Dissolved air floatation, DAF is widely used for treating wastewater

containing hydrocarbon. The system in Figure 8.2.2-2 is a small package type system which is able to treat wastewater containing oil at the rate of 5 m3/hour with the removal efficiency of 80-90%. The treated wastewater should contain less than 5 mg./l/ of oil.

The advantage and disadvantage of DAF system can be summarized as follow:

Advantage

• Required small space • High efficiency for Oil & Grease removal (80-90%) • Long-lasting • Easy to start up and operating condition is easy to adjust • The system is small and mobile

Disadvantage

• Chemicals are needed for higher efficiency



8.2.3 Conceptual Design of Facilities to Collect, Store and Treat Garbage from Ships

8.2.3.1 Standard Facilities to collect Garbage from Ships The standard facilities for the collection of Garbage from ships comprise of garbage collection barges, garbage collection vehicles and garbage containers. (1) Floating reception facilities to collect garbage are shown in figure 8.2.3-1. Source: Bangkok Port, Port Authority of Thailand, 2007

Figure 8.2.3-1 Floating Reception Facility for Garbage Collection 20 ton

(2) Garbage collection vehicles are shown in figure 8.2.3-2 and figure 8.2.3-3. Source: Company Cosmo Truck and Equipment Ltd.

Figure 8.2.3-2 Garbage collection vehicle with capacity of 10 m3



Source: Company Cosmo Truck and Equipment Ltd.

Figure 8.2.3-3 Garbage collection vehicle with capacity of 20 m3 (3) Garbage containers and other waste receptacles should be installed at adequate locations in the ports whenever it is necessary to have interim storage of waste. A clear identification marking for the type of waste stored in the receptacles is mandatory. An overview of typical waste receptacles is given in figure 8.2.3-4.



Source: Various companies in Germany and Thailand

Figure 8.2.3-4 Various Garbage receptacles



8.3 PORT WASTE MANAGEMENT MODEL AND COST ESTIMATION

8.3.1 Port Waste Management Model and Cost estimation for Bangkok Port Due to the waste type at Bangkok port consist of oily waste and waste, so the oily waste collection facilities from ship at Bangkok port should consist of truck, barge, and container for storing the oily waste and garbage. The detail of port waste management can conclude in figure 8.3.1-1 and 8.3.1-2.

Garbage

Berth Oily waste

Container

TruckTreatment/disposal outside port area

Investment cost

Operation cost

Operation cost

Operation cost

Investment cost

Operation cost

Storage tank / Container

Investment cost

Treatment/disposal outside port area

Figure 8.3.1-1 Flow Diagram for Bangkok Port Waste Management

Garbage

Dolphin /Mooring Buoy

Oily waste


Investment cost Operation cost

Operation cost

Investment cost

Operation cost

Operation cost

Boat

BoatTreatment/disposal

outside port area

Figure 8.3.1-2 Flow Diagram for Port Waste Management System for

Dolphin/Mooring Buoy, Bangkok Port



Bangkok Port is a river port. The main limitation of Bangkok Port is the availability of space for the construction of collection and treatment facilities. It is impossible to have a main stationary facility for collecting and treating waste. Most of the equipments have to be mobile. The main equipments are floating reception facilities, trucks, and containers. The number of trucks and floating reception facilities were calculated based on the assumption that they collect waste 2 times/day. The capacity of the facility should be enough to store waste for at least one day. The man power for floating reception facilities is 5 person/facility and the man power for trucks is 3 person/truck. Fuel cost was estimated based on the distance that floating reception facilities and trucks have to travel. Part of treated oily waste can be recycled. Garbage is collected by floating reception facilities and truck, stored in the containers, and transported to be disposed off at Bangkok Metropolitan municipal landfill. The cost estimation for waste management system of Bangkok Port can be divided to 2 case; 1) Ship Purchase for collecting waste oil; 2) Ship rent for collecting waste oil. Table 8.3.1-1 shows the details of the investment and operation cost in case of ship purchase for collecting waste oil. The result presents that the investment cost is 49,280,000 baht and the operation cost is 500,383 baht/month. For table 8.3.1-2, it summarized the details of the investment and operation in case of ship rent for collecting waste oil. There is 50,000 baht/day/ship for renting ship.

Table 8.3.1-1 Summary of Equipments and Cost for Bangkok Port Waste Management

in case of ship purchase for collecting waste oil.

Items Amount Cost (Bahts) Equipments for Oily Waste Collection 1. Pump (10 m3/hr) 1 set 250,0002. Waste collection ship (20 m3) (waste and oil) 4 40,000,0003. Truck (15 m3) for receiving waste from vessels 3 7,500,0004. Containers (35 m3) 3 1,050,000Equipments for Garbage Collection 1. Containers (8 m3) 4 480,000Total equipment cost 49,280,000Operation Cost

1. Man (10,000 baht/person/month) 2. Fuel (10,000 baht/vehicle/month) 3. Maintenance Cost (2.5% of Equipment cost/12

months)

29 persons

7

290,000

70,000 102,667

Waste Disposal Cost (baht/year) 1. Garbage disposal cost (400 baht/ton) 3.1 ton/day 37,716Total operation cost of Bangkok Port (baht/month) 500,383

Source: Consultant, 2550



Table 8.3.1-2 Summary of Equipments and Cost for Bangkok Port Waste Management

in case of ship rent for collecting waste oil.

Items Amount Cost (Bahts) Equipments for Oily Waste Collection 1. Pump (10 m3/hr) 1 set 250,0002. Truck (15 m3) for receiving waste from vessels 3 7,500,0003. Containers (35 m3) 3 1,050,000Equipments for Garbage Collection 1. Containers (8 m3) 4 480,000Total equipment cost 9,280,000Operation Cost 1. Man (10,000 baht/person/month) 2. Fuel (10,000 baht/vehicle/month) 3. Maintenance Cost (2.5% of Equipment cost/12 months)

9 persons

3

90,000 30,000

102,667Waste Disposal Cost 1. Garbage disposal cost (400 baht/ton) 3.1 ton/day 37,7162. Ship rent cost for collecting waste oil (50,000 baht/ship)

2 ships/day 3,000,000

Total operation cost of Bangkok Port (baht/month) 3,260,383Source: Consultant, 2550 8.3.2 Port Waste Management Model and Cost Estimation for Laem chabang Port The waste management in Laem Chabang port should prepare the waste collection facilities for oily waste and garbage type, i.e. stationary waste collection equipment for pump the oily waste out off ship, truck, container for storing the oily waste before treating and DAF system for treating the oily waste. Sludge after oil treatment can be used as fuel in cement mill which locate in Saraburi (200 kilometers far from Laem Chabang port) or send to the private companies which are announced by the Marine Department to collect sludge oil from ship to be continued treat. For ship garbage management, consultant propose to install containers at port landing for the crew can throw conveniently waste all the time and disposed to landfill in ChaoprayaSurasak or Laem Chabang (45 kilometers far from port) by private sector or municipality which contracted with Port Authority. Figure 8.3.2-1 Flow Diagram for Laem Chabang Port Waste Management.



Garbage

BerthOily

waste

Container

Truck Storage tank/Container

Investment cost

Operation cost

Operation cost

DAF

Investment cost

Operation cost


Investment cost

Operation cost


Truck

Investment cost

Operation costReuse

Sludge oil

Figure 8.3.2-1 Flow Diagram for Laem Chabang Port Waste Management

The main equipments for Laem Chabang Port waste collection are pumping system for transferring oily waste from vessels, trucks, and containers. Preliminary treatment of oily bilge water by DAF is recommended. The investment cost is approximately 24,000,000 baht. The truck and containers use for collecting and storing waste. The number of trucks calculate based on the assumption of the generated oily waste amount and the waste volume which can be received not less than 1 day. The installation cost for garbage collection equipment at port is 1,920,000 baht. The operation cost consists of man, fuel and chemicals. The man power for trucks is 3 persons/truck. The oily waste operation should have 3 sets. Fuel cost was estimated based on the distance that floating reception facilities and trucks have to travel daily. Operating cost for DAF system includes chemicals and energy cost. Part of treated oily waste can be recycled. Garbage is collected by truck will send to dispose in landfill of municipality which is 400 baht/ton for disposal cost and 2,000 baht/m3 for oily sludge treatment. The detail shows in table 8.3.2-1.



Table 8.3.2-1 Summary of Equipments and Cost for Laem Chabang Port Waste Management

Items Amount Cost (Bahts)

Equipments for Oily Waste Collection 1. Pump (10 m3/hr) 3 set 750,0002. Truck (15 m3) for receiving waste from vessels to

container 5 12,500,000

3. Containers (35 m3) 7 2,450,0004. Truck (15 m3) for receiving waste from vessels to

disposal site 3 7,500,000

Equipments for Garbage Collection 1. Containers (8 m3) 16 1,920,000

Equipment for Oily Waste Treatment

1. DAF (5 m3/hr) 2 800,000

Total equipment cost 25,920,000Operation Cost (per month)

1. Man (10,000 baht/person/month) 2. Fuel (10,000 baht/vehicle/month) 3. Maintenance Cost (2.5% of Equipment cost/12 months) 4. Chemical for DAF (240,000 baht/year)

30 persons

8

300,000

80,000 54,000 20,000

Waste Disposal Cost 1. Garbage disposal cost (400 baht/ton) 2. Oily sludge treatment (2,000 baht/ m3)

5.8 ton/day 29.7 m3/day

70,567 2,415,083

Total operation cost of Laem Chabang Port (baht/month) 2,939,650* 39.7 m3/d = sludge oil (28.6 m3/d) + 5% of oily water (222.0 m3/d) Source: Consultant, 2550 8.3.3 Port Waste Management Model and Cost Estimation for Maptaphut Port For Maptaphut Port waste management system, reception facilities for oily waste and garbage are needed, i.e. stationary oil collection equipment for pumping the oily waste from ship, containers, and truck. Dissolved Air Flotation (DAF), one of the good treatment systems for treated oil contaminated water, is recommended. Garbage can be disposed in the prepared containers at the port, and then sent to landfill by municipality at Maptaphut in Rayong. Figure 8.3.3-1 shows the diagram for waste management for Maptaphut Port.



Garbage

BerthOily

waste

Container

Truck Storage tank/Container

Investment cost

Operation cost

Operation cost

DAF

Investment cost

Operation cost


Investment cost

Operation cost


Truck

Investment cost

Operation costReuse

Sludge oil

Figure 8.3.3-1 Flow Diagram for Maptaphut Port Waste Management

Maptaphut Port should install the stationary oil collection equipment for pumping oily waste from ship, install DAF system for separating oil from water and reduce the volume of oil which send to dispose subsequently, and provide containers for collecting garbage from ship at the port. The installation cost is approximately 15,930,000 baht. The truck and containers use for collecting and storing waste. The number of trucks calculate based on the assumption of the generated oily waste amount and the waste volume which can be received not less than 1 day. The operation cost consists of man, fuel and chemicals. The man power for trucks is 3 persons/truck. The oily waste operation should have 3 sets. Fuel cost was estimated based on the distance that floating reception facilities and trucks have to travel daily. Operating cost for DAF system includes chemicals and energy cost. Part of treated oily waste can be recycled. Garbage is collected by truck will send to dispose in landfill of municipality which is 400 baht/ton for disposal cost and 2,000 baht/m3 for oily sludge treatment. The detail shows in table 8.3.3-1.



Table 8.3.3-1 Summary of Equipments and Cost for Maptaphut Port Waste Management

Items Amount Cost (Bahts)

Equipments for Oily Waste Collection 1. Pump (10 m3/hr) 5 set 500,0002. Truck (15 m3) for receiving waste from vessels to

container 3 7,500,000

3. Containers (35 m3) 3 1,050,0004. Truck (15 m3) for receiving waste from vessels to

disposal site 2 5,000,000

Equipments for Garbage Collection 1. Containers (8 m3) 9 1,080,000

Equipment for Oily Waste Treatment 1. DAF (5 m3/hr) 2 800,000

Total equipment cost 15,930,000Operation Cost (per month)

1. Man (10,000 baht/person/month) 2. Fuel (10,000 baht/vehicle/month) 3. Maintenance Cost (2.5% of Equipment cost/12 months) 4. Chemical for DAF (240,000 baht/year)

21 persons

5

210,000

50,000 33,188 20,000

Waste Disposal Cost 1. Garbage disposal cost (400 baht/ton) 2. Oily sludge treatment (2,000 baht/ m3)

4.3 ton/day 16.1 m3/day

52,317 979,417

Total operation cost of Maptaphut Port (baht/month) 1,344,922* 16.1 m3/d = sludge oil (11.3 m3/d) + 5% of oily water (95.7 m3/d) Source: Consultant, 2007



9. FINANCIAL ANALYSIS Financial analysis of waste treatment facility for Thai port is required to conduct in order to ensure that investor of the waste management for port will gain benefit and long term benefit return to overall waste management. The Cost-Benefit analysis was conducted by comparison of direct benefit generated from service fee for establishment of waste management system with investment cost for construction of the system. The financial study is conducted by analyzing the scenario of cash flow stream of income generated from service fee and operation capital cost and other investment situations. For this project, the capital cost consists of two parts as follows: 1) the investment cost such as the storage tank, truck, container and the oily waste treatment plant and 2) the operation and maintenance cost. The details of the investment cost at Bangkok Port (in case of renting the ship for waste collection), Laem Chabang Port, and Maptaphut Port are summarized below.

Items

Bangkok Port

Laem Chabang

Port Maptaphut

Port 1 Capital cost for oily waste management system 1.1 Investment cost (million baht) - Cost of Collection system 9.06 23.90 14.47 - Cost of treatment system - 0.82 0.82 Total cost 9.06 24.72 15.30 1.2 Operation and maintenance costs

- Annual operation and maintenance cost (million

baht/year) 225.65 - 265.89 0.37 – 45.55 0.25 - 20.68

- Operation and maintenance cost for 10 years

(million baht) 2,195.50 321.11 148.05

2 Capital cost for garbage management system 2.1 Investment cost - Cost of Collection system 0.49 1.98 1.11 Total cost 0.49 1.98 1.11 2.2 Operation and maintenance costs


baht/year) 0.49 - 0.57 0.37 - 1.64 0.25 - 1.18


(million baht) 4.76 12.11 8.73

3 Capital cost for both of oily waste and garbage management system

3.1 Investment cost (million baht) - Cost of Collection system 9.56 25.87 15.58 - Cost of treatment system - 0.82 0.82 Total cost 9.56 26.70 16.41 3.2 Operation and maintenance costs


baht/year) 226.15 - 266.46 0.73 - 47.19 0.49 - 21.85


(million baht) 2,200.25 333.22 156.78



Project income was estimated based on the components of the project that can generate in financial terms. There are 3 sources of income as follow: (1) Income from oily waste and garbage disposal (2) Income from by products of oily waste and garbage (3) Income from waste collection

Items Bangkok

Port

Laem Chabang

Port Maptaphut

Port 1 Oily waste (million baht) 1.1 Income from oily waste disposal 1,789.60 407.97 195.22 1.2 Income from oily waste collection 455.56 - - Total 2,245.17 407.97 195.22 2 Garbage (million baht) 2.1 Income from garbage disposal 4.63 7.31 5.42 2.2 Income from garbage recycle - 10.33 7.65 2.3 Income from garbage collection 0.89 8.54 5.47 Total 5.52 26.18 18.55 3 Oily waste and garbage (million baht) 3.1 Income from oily waste and garbage disposal 1,794.23 415.28 200.64 3.2 Income from by products of oily waste and garbage - 10.33 7.65 3.3 Income from oily waste and garbage collection 456.46 8.54 5.47 Total 2,250.69 434.14 213.76

Financial analysis results are shown by Net Present Value: NPV, Benefit-Cost

Ratio: B/C, Financial Internal Rate of Return: FIRR, and Payback Period: PP as summarized in the below table.

Items

Public sector investment/ Private sector investment or joint venture between Public and private sectors

Before financing After financing NPV (7%) (million baht)

B/C (7%)

FIRR (%)

PP (year)

FIRR (%)

PP (year)

Bangkok Port 1 Oily waste 25.38 1.02 66.37 2.33 180.59 1.50 2 Garbage 0.05 1.01 9.39 7.08 10.48 7.08

3 Oily waste and garbage 25.43 1.02 63.39 2.42 171.16 0.58

Laem Chabang Port 1 Oily waste 32.09 1.14 27.14 5.08 44.38 4.17 2 Garbage 7.04 1.72 47.73 3.58 76.62 2.75


Maptaphut Port 1 Oily waste 15.36 1.14 22.67 5.58 35.00 5.00 2 Garbage 5.17 1.76 55.97 3.25 89.83 2.42




Investment on oily waste management system, garbage management system or investment on combined both systems at pilot ports including Bangkok Port, Laem Chabang Port and Maptaphut Port are feasibility in finance. The results of analysis show that case of investment by government is more suitable than investment by private sectors because government doesn’t need to pay income tax so that government gain profit more than private sectors.

However, to reduce big burdens to government and port waste management

project could be handled, investment by private sectors or joint venture between government and private sectors is more suitable for investment.

Sensitivity at the project is performed in order to look at the variation of cost parameters and benefit from the base case whether the project is still viable. 3 scenarios are performed as follows. (1) Project cost increased by 10% (2) Benefit of the project decreased by 10% (3) Both 1 and 2 combined

Items


Before financing After financing NPV (7%)

(million baht) B/C

(7%) FIRR (%)

PP (year)

FIRR (%)

PP (year)

Bangkok Port 1 Oily waste Case 1 -122.32 0.92 n.a. n.a. n.a. n.a. Case 2 -124.85 0.92 n.a. n.a. n.a. n.a. Case 3 -272.55 0.83 n.a. n.a. n.a. n.a. 2 Garbage Case 1 -0.31 0.92 n.a. n.a. n.a. n.a. Case 2 -0.32 0.91 n.a. n.a. n.a. n.a. Case 3 -0.68 0.83 n.a. n.a. n.a. n.a. 3 Oily waste and garbage Case 1 -122.63 0.92 n.a. n.a. n.a. n.a. Case 2 -125.17 0.92 n.a. n.a. n.a. n.a. Case 3 -273.23 0.83 n.a. n.a. n.a. n.a.



Items


Before financing Before financing NPV (7%)

(million baht) B/C (7%)

FIRR (%)

PP (year)

FIRR (%)

PP (year)

Laem Chabang Port 1 Oily waste Case 1 8.99 1.04 12.97 6.75 17.08 6.58 Case 2 5.78 1.03 11.32 7.00 13.85 6.92 Case 3 -17.32 0.93 n.a. n.a. n.a. n.a. 2 Garbage Case 1 6.06 1.56 40.32 4.00 62.99 3.17 Case 2 5.35 1.54 39.56 4.08 61.61 3.17 Case 3 4.37 1.40 32.45 4.58 49.03 3.75 3 Oily waste and garbage Case 1 15.05 1.06 15.83 6.33 22.40 6.00 Case 2 11.14 1.05 14.32 6.58 19.53 6.33 Case 3 -12.95 0.95 n.a. n.a. n.a. n.a.

Items


Before financing Before financing NPV (7%)

(million baht) B/C (7%)

FIRR (%)

PP (year)

FIRR (%)

PP (year)

Maptaphut Port 1 Oily waste Case 1 4.30 1.04 11.51 7.08 14.03 7.08 Case 2 2.77 1.03 10.24 7.33 11.62 7.42 Case 3 -8.29 0.93 n.a. n.a. n.a. n.a. 2 Garbage Case 1 4.49 1.60 47.37 3.58 73.99 2.83 Case 2 3.97 1.58 46.49 3.67 72.40 2.83 Case 3 3.29 1.44 38.31 4.17 57.93 3.33 3 Oily waste and garbage Case 1 8.79 1.07 15.13 6.58 20.69 6.33 Case 2 6.74 1.06 13.95 6.67 18.51 6.50 Case 3 -4.99 0.96 1.49 9.50 n.a. n.a.



Port waste management fee should cover all costs from the waste collection until disposal. No special fee system is one of waste management systems popular in many ports at European countries. In this system, vessels have to pay for the waste discharge, irrespectively whether they use the reception facility or not, there is no substantial reason for ships choosing to dump at sea. The fee rate is different based on vessel size and waste quantity. The results of each pilot port are shown in below tables.

No-special fee at Bangkok Port

Vessel size Max. quantity of garbage discharging

at the port

Waste management fee

(ton) (baht) (Euro) ≤ 1500 GT 0.1 40 1 1501 to 3500 GT 0.2 80 2 3501 to 6000 GT 0.4 160 3 6001 to 10000 GT 0.8 320 7 10001 to 30000 GT 0.8 320 7 ≥ 30001 GT 0.8 320 7

No-special fee at Leam Chabang Port

Vessel size Max. quantity

discharging at the port Waste management fee

Oily waste Garbage Oily waste Garbage

(m3) (ton) (baht) (Euro) (baht) (Euro)

≤ 1500 GT 4 0.1 2,369 50 95 2 1501 to 3500 GT 4 0.2 2,369 50 190 4 3501 to 6000 GT 8 0.4 4,774 100 380 8 6001 to 10000 GT 19 0.8 10,788 227 761 16 10001 to 30000 GT 30 0.8 17,202 362 761 16 ≥ 30001 GT 30 0.8 17,202 362 761 16

No-special fee at Maptaphut Port

Vessel size Max. quantity discharging at the port Waste management fee

Oily waste Garbage Oily waste Garbage (m3) (ton) (baht) (Euro) (baht) (Euro)

≤ 1500 GT 2 0.1 1,375 29 89 2 1501 to 3500 GT 3 0.2 1,699 36 177 4 3501 to 6000 GT 6 0.4 4,126 87 354 7 6001 to 10000 GT 16 0.8 10,033 211 708 15 10001 to 30000 GT 26 0.8 17,088 359 708 15 ≥ 30001 GT 26 0.8 17,088 359 708 15



CONCLUSIONS AND COMMENDATIONS

Investment on oily waste management system, garbage management system or investment on combined both systems at pilot ports including Bangkok Port, Laem Chabang Port and Maptaphut Port are feasibility in finance. The results of analysis show that case of investment by government is more suitable than investment by private sectors because government doesn’t need to pay income tax so that government gain profit more than private sectors. However, government have policy to manage ratio of public dept to GDP not more than 40%, in May 2007, public dept to GDP ratio about 38.06%. It was found that the difference of public dept to GDP ratio is too few, if investment by government, public dept to GDP will increase and project administration by the government has less flexibility and efficiency.

Therefore, to reduce big burdens to government and port waste management

project could be handled, investment by private sectors or joint venture between government and private sectors is more suitable for investment.

Due to Bangkok Port has only waste collection system was installed and no

installation of waste management system at Bangkok Port, investment of oily waste collection is 9.06 million baht and investment of garbage collection system is 0.49 million baht are the main reason to charge more fee from ships’ owners for matching the investment cost.

Laem Chabang Port have already installed waste management system by

separating water and oil in primary treatment but sludge oil can not be treated at this step thus, it need to be treated by other service provider which have investment cost about 24.72 million baht. But for garbage management have only collection system to send to treat at other service provider which have investment cost about 1.98 million baht. Therefore, it need to have surcharge fee for garbage collection and fee for operation and maintenance cost on waste management system which paid by ships’ owners for matching with investment cost.

Maptaphut Port has already installed waste management system as Laem

Chabang Port with investment cost about 15.30 million baht for oily waste management and 1.11 million baht for garbage management. It needs to have surcharge fee as in Laem Chabang Port.

From MARPOL 73/78, every ship must transfer waste from ship to port and

member of MARPOL 73/78 protocol must have enough waste management facilities. In order to perform follow to MARPOL 73/78 in Thailand, it needs to invest on waste management system at ports which make ships’ owner have more expense from such investment.

In the future, when ships berthing at port are increase, expense can decrease

especially at Laem Chabang Port which generates the highest waste quantities per day. It is possible for marketing and reduces the capital cost per unit so that service fee can decrease. Bangkok Port, for administration need to be considered carefully due to some factors are not stable and can affect to project such as increasing of investment cost.



For waste management fee at 3 pilot ports, Polluter Pays Principle should be used. At Bangkok Port (in case of investment of waste collection vessels), the oily waste management and garbage management are 4,820 baht per m3 and 529 baht per ton respectively. At Laem Chabang Port, in case of investment of rental fee of land use, oily waste management fee and garbage management fee are 583 baht per m3 and 951 baht per ton respectively. At Maptaphut Port, in case of investment of rental fee of land use, oily waste management fee and garbage management fee are 647 baht per m3 and 885 baht per ton respectively. But disadvantages of this method are not make ships’ owner have motivation to dispose waste at port and may be smuggle to directly discharge waste into the sea.

Therefore, No-Special Fee principle could be used in the future which ships’

owner must pay waste management fee whether all ships are required to transfer waste at the port or not. The achievement of this principle occurs in many countries such as ports at Baltic region. Moreover, this principle can make ships’ owner have motivation to dispose waste at port and reduce directly discharge waste into the sea. In Thailand, the rate of No-Special Fee for garbage management is lower than Hamburg Port. For Laem Chabang Port and Maptaphut Port in case of investment of rental fee of land use, No-Special Fee rate are lower than Hamburg Port. Therefore, this principle is the preliminary guideline if waste management fee rate will be changed in the future. For Bangkok Port, the consultants suggest that Polluter Pays System is appropriate than No-special Fee System.

The consultants have commendations that ports should estimate the effect of

different pay back period within 3 years after promulgation of No-special fee according to law in order to know the number of ships in each size and waste quantities at all of fee rate in each pay back period system so that to adjust suitable fee rate for suitable situation.



10. INITIAL ENVIRONMENTAL EXAMINATION

10.1 INTRODUCTION The Marine Department of the Royal Thai Government considers the important of environmental quality improvement especially in the responsible area of the department. Therefore, the project of Port Waste Management in Thai Ports is developing to be the suitable procedure of wastes handling in port operation complying with International Convention for the Prevention of Pollution from Ships, 1973 and Protocol 1978-MARPOL 73/78. For Bangkok Port, the garbage management facility is invested and installed in the port and oily waste is collected by private waste contractor and treated outside the port. For Leam Chabang Port and Maptaphut Port, the garbage and oily waste management facilities are invested and installed in the port. However, there is some new waste handling facility of equipment introduced into the port that might create environmental impact so Initial Environmental Examination (IEE) has to be conducted to examine the impact consequence and generate impact mitigation measure. The project’s aim is to develop conceptual design not detailed design so only IEE for oily waste treatment facility including waste collection ship and truck can be acceptable. A methodology of the study is limited only acquiring secondary data from several sources such as related environmental impact study in the project’s area or environmental impact statement from related project in other country to facilitate evaluation process. The study will generate the level of significant of environmental impact including mitigation measures to facilitate detailed design and waste management procedure in the next stage. Moreover, the consultant selects the guideline on environmental impact assessment for waste or wastewater treatment industry or activity as the guideline.

10.2 WASTE HANDLING FACILITY DESCRIPTION The Project of Port Waste Management in Thai Ports studies on the system to manage wastes generated by port activities. This project will study 3 ports as the pilot ports those are Bangkok, Leam Chabang, and Maptaphut Port. The primary result indicates that it needs to deliver oily waste treatment facility only at Laem Chabang and Maptaphut Port. Composition of oily waste from a ship is varied even in the same ship in different trip because oily waste comes from several sources those can effect volume and characteristic.

• Estimated oily waste at Leam Chabang Port is 250 m3/day

• Estimated oily waste at Maptaphut Port is 107 m3/day



From Ministry of Industry Notification for Waste Deposition (2005) the code of waste from several processes is identified which waste from oil separation process also indicated as hazardous waste. Current oily waste handling is subjected to licensed private company to handling those includes collection, treatment, and disposal. There are 32 companies qualify to handling oily waste which it needs to register as industrial plant genre 101 or 106 with the Department of Industrial Work. Service fee for oily waste handling in Leam Chabang Port ranges from 2,000 to 2,800 baht per ton. For Maptaphut Port, the service fee is much higher that is 8,000 baht per ton.

The consultant shall propose the waste treatment system of Dissolved Air

Floatation Unit (DAF) with flocculation and coagulation system. Design criteria formulated that its capacity has to be able to receive oily waste until 2017 that results in 5 m3/hour DAF system. It is small but capable to comply with design criteria which installation work is minimal. This previous information will be used in initial environmental examination.

10.3 INITIAL ENVIRONMENTAL EXAMINATION Environmental issues in this study referred from Environmental Impact

Assessment Guideline on Industrial or Central Waste Treatment or Management10. However, environmental issue in the guideline needs to be screened to eliminate the issue that is not relevant for very small scale non-industrial waste treatment facility. The relevant environmental issues are air pollution, noise, water quality, transportation, and occupational health and safety.

This initial environmental impact evaluation does not include impact from

construction because the facility needs only basic installation which possibly be completed within a week and equipment transportation trip is very small. Moreover, the locations are within the Port of Leam Chabang and Maptaphut where limited environmental sensitive receptor is located.

10.3.1 No Project Alternative If oily waste treatment facility is not installed at Leam Chabang and/or

Maptaphut Port, oily waste management process will be the same which licensed private company provides charged services for collection, treatment, and disposal for oily waste. For the waste oil disposal, the waste oil is mixed with other special substances before using the incinerator with high temperature for disposal. The waste oil disposal step has higher environmental impact than treatment step because auditing and monitoring by the relevalant authorities are not conducted strictly. However, the mitigations of this impact proposed are:

(1) Holding ht training cources on international and national Laws and regulations in ship generated waste management for relevant authorities. If there are no

10

Office of Natural Resources and Environmental Plan and Policy, 2007



staff of each private company servicing for ship generated waste management, the extention of the license will be impacted.

(2) Checking the efficiency and performance of the servicing equipments and instrument including the processing area before extending the license strictly.

(3) If there are complaints or evidences on oily waste leakage to environment, the private company servicing for ship generated waste management must be responsible for the expenses for its treatment.

(4) The minimum servicing fee rate should be established for preventing the marketing competition standard.

(5) If there is waste oil leakage, reporting step to Marine Department and the relevant Authorities such as Pollution Control Department or Department of Industrial Works is necessary. The reporting information should include details of oily waste receiving, transportation route, confirm document from disposal area and soon.

10.3.2 Environmental Impact From Oily Waste Treatment Facility

10.3.2.1 Air Quality (1) Description of the affected environment

From reviewing environmental assessment for the DAF oily waste treatment facility at a seaport, it indicates that primary environmental concern is BTEX emission from wastewater treatment facility. Chemical compounds in BTEX group are benzene, toluene, ethyl-benzene, and xylenes those also considered as Volatile Organic Compounds (VOCs). Every compound in BTEX has 1 benzene ring as a component. It can be dissolved in water and biodegradable in aerobic condition.

Benzene has immediate impact and chronic impact to human health but the most significant impact of benzene is it causes cancer in human. Therefore, the Pollution Control Department indicates national ambient air standard for 9 VOCs components which benzene is one of them. Benzene standard is 1.7 µg/m3 references to World Health Organization standard but it regulated only in VOCs sensitive area such as Maptaphut region. However, it needs any standard to compare with the estimation value so United States Environmental Protection Agency (US EPA) emission standard for benzene emission from oily wastewater is adopted to compare with the result. This standard only regulates for wastewater treatment facility for refinery plant, chemical industry plant, waste from coke processing recycling, and commercial waste treatment plant that receive waste from previous industries. It indicates that benzene can be released to atmosphere for only 1 Mega gram/yr (1.1 ton/yr)

Maptaphut Region is heavily impacted by VOCs because it contains a large

number of petrochemical industries in Maptaphut Industrial Estate. Therefore, the evaluation of the environmental impact on installation of the oily waste treatment plant at Maptaphut port should be considered in the details whether it is the significant source for VOCs generation.



(2) Initial Environmental Impact Examination Because of several sources claim that oily wastewater treatment facility is

the most underrated BTEX emission, the consultant adopts US EPA model for Benzene volatilization from oily wastewater treatment facility. The reason that benzene is chosen as a representative of BTEX is it has the highest toxicity and there are several standards apply for benzene. Therefore, worst case scenario is chosen which estimate all BTEX entering system is benzene. The results for Leam Chabang and Maptaphut Port are provided below.

From the calculation, the estimation is benzene would be released into

atmosphere about 0.23 ton/yea in Leam Chabang Port and about 0.22 ton/year in Maptaphut Port. When comparing the result to the emission standard for benzene of 1.1 tons/year, it clearly indicates that the benzene emission is apparently below the standard. Therefore, the impact of BTEX to environment is insignificant. (3) Initial Environmental Impact Mitigation Measure

If oily waste volume is significant higher than expectation that the facility

expansion has to be done and calculated benzene emission close to 0.5 ton/year, it needs to perform benzene sampling from the facility. If the result of the sampling indicates benzene emission exceeds 1.1 ton/year, the facility needs to modified into close system with wet scrubber to collect emission to the treatment process or installation of other equipment that can be ensure benzene emission is complied to the standard. (4) Initial Environmental Impact Monitoring Measure

Air sampling should be conducted to investigate a condensation of

Benzene in sensitive area close to the ports. (4.1) Sampling Area sensitive area close to the ports

(4.2) Frequency 2 times a year in dry and raining season. It needs to measure 5 consecutive days in weekday and weeken

(4.3) Estimated Budget 36,000 Baht/year/sampling point

(4.4) Responsible Port Authority has to hire Third Party to investigate

10.3.2.2 Environmental Impact From Noise (1) Description of the Affected Environment

The locations of oily waste treatment facilities are located at the Port of

Leam Chabang and Maptaphut which the background noise level is needed to construct the noise condition in the area. It indicates that the noise levels in both areas are within the ambient air standard of Thailand that is 70 dBA.



(2) Initial Environmental Impact Evaluation The facilities locate assumed to be within the port. Equipment that generates

significant level of noise in this facility is recycle pumps 22 kw. However, these pumps are apparently small pump which normally generate low noise which the largest pump is 2.2 kW recycle pump. From information of Imperial College, London, 2.2 kW liquid pump will not generate noise over 70 dBA at the distance of 3 meters which correspond with nation ambient noise in Thailand. Therefore, if there is no sensitive receptor such as residential building, healthcare facility, or religion facility within 3 meters from the system, there should be no or low impact. Therefore, the environmental impact from noise for Leam Chabang and Maptaphut Port is low if it is located within the ports. Noise model from US Federal Highway Administration (US FHWA) is adopted to estimate noise impact from transportation noise. Leam Chabang Port has 16 trips per day. The transportations generate noise 34.2 dBA (Leq) that is added to noise level at the entrance (69.5 dBA). Therefore, noise level in that area will increase 0.001 dBA. Therefore, the noise level in the entrance area is still 69.5 dBA that is under 70 dBA noise standard and increasing level less than 3 dBA so the noise impact from transportation in Leam Chabang Port is insignificant.

Maptaphut Port has 9 trips per day. The transportations generate noise 37.7 dBA (Leq) that is added to noise level in the region (56 dBA). Therefore, noise level in that area will increase 0.063 dBA. Therefore, the noise level in the area is 56.1 dBA that is under 70 dBA noise standard and increasing level less than 3 dBA so the noise impact from transportation in Maptaphut Port is insignificant (Detail on calculation is in annex II).

Therefore, noise level from transportation is not exceeding the standard so

the impact is insignificant. (3) Initial Environmental Impact Mitigation Measure

• The system location should not indicate within 3 meters from sensitive reception such as residential building, school, healthcare facility, or religion facility,

• If it needs to expand the system results in bigger pump is required or there is complaint about noise impact, it needs to reduces noise by any appropriate method such as installation of noise insulation to ensure noise from facility operation is not impact sensitive receptor,

• Equipment and machinery in the facility need to be maintained in the fully operational level to reduce noise from broken machine running,

• Complaint in any channel about noise impact from waste handling has to be monitored. If there is a complaint and it can convince to be reasonable, it needs to conduct noise measure. If noise level is exceeding standard, it needs to development special measure to reduce noise level. (4) Initial Environmental Impact Monitoring Measure Noise level in sensitive area near oily waste treatment facility needs to be measure.



(4.1) Sampling Area sensitive area near the waste treatment facility (4.2) Frequency 2 times a year in dry and raining season. It

needs to measure 5 consecutive days in weekday and weekend

(4.3) Estimated Budget 34,000 Baht/year/sampling point (4.4) Responsibility Port Authority has to hire Third Party to

investigate 10.3.2.3 Surface Water Quality

(1) Description of the Affected Environment

Currently, there is central industrial wastewater treatment receiving

commercial wastewater including industrial wastewater that is treated (or has to need to treat) to meet Industrial Estate Authority of Thailand’s standard in table 10.3.2-1.

(2) Initial Environmental Examination The installation of oily waste treatment facility in Maptaphut port and Laem

Chabang port will solve the oily waste problem. The efficiency of this facility to decrease oily waste quantity is 80-90%. The oily waste quantity after treated will be 5-10 mg/l which improve the water quality and comply with the Industrial Estate’s wastewater standard that allowed draining into a central wastewater treatment system.

Table 10.3.2-1 Industrial Wastewater Criteria that allows being discharge into central wastewater

collection system (Industrial Estate Authority of Thailand)

Criteria Unit Quantity Criteria Unit Quantity BOD5 at 20oC mg/l 500 - Mn mg/l 5 COD mg/l 750 - Ag mg/l 1SS mg/l 200 Total Iron mg/l 10 TDS mg/l 3000 Fluoride mg/l 5 TKN mg/l 100 Sulphide mg/l 1pH 5.5-9.0 Cyanide as HCN mg/l 0.2 Heavy Metal Formaldehyde mg/l 1 - Hg mg/l 0.005 Phenols Compound mg/l 1 - Se mg/l 0.02 Chloride as Cl2 mg/l 2000 - Cd mg/l 0.03 Free Chlorine mg/l 1 - Pb mg/l 0.2 Pesticide mg/l - - As mg/l 0.25 Temperature oC 45 - Cr3+ mg/l 0.75 Color - - - Cr6+ mg/l 0.25 Odour - - - Ba mg/l 1 Oil&Grease mg/l 10 - Ni mg/l 1 Radioactive - - - Cu mg/l 2 Surfactants mg/l 30 - Zn mg/l 5

Source: Industrial Estate Authority of Thailand Notification 45/2541



(3) Initial Environmental Impact Mitigation Measure

• Provide staffs that have knowledge and experience to control oily waste treatment facility for working properly as designed.

• Maintain and fix the oily wastewater treatment facility for working effectively. • Oily waste treatment facility has to be designed and installed accord to

any standard. • Oily waste treatment facility has to be installed on concrete floor or

other material that ensures leakage will not spill into soil. Moreover, sufficient drainage has to be existed to collect runoff before flooding into soil.

(4) Initial Environmental Impact Monitoring Measure

The characteristics and oil and grease quantity of pre-treated and after

treated wastewater should be monitored and recorded throughout the project period. (4.1) Sampling Area Inlet and outlet of the waste treatment facility (4.2) Frequency 3 times a year every 4 months (4.3) Estimated Budget 11,400 Baht/year/sampling point (2 Samplings

at the facility influent and effluent point) (4.4) Responsibility Port Authority has to hire Third Party to

investigate

10.3.2.4 Environmental Impact to Transportation


The main road in Leam Chabang Region is highway no 3 (Sukumvit) and Intercity Motorway no 7 which align parallel in north-south direction. The north is directed to Bangkok and middle region of Thailand which the south is directed to Rayong Province and other provinces in the eastern Thailand. However, intercity motorway no 7 ends at highway no 36 at Banglamung District near the starting point of highway no 36.

Main road in Maptaphut is highway no 3 (Sukumvit) aligns in east-west

direction. The east directs to Rayong City while the west directs to Sattaheab. Moreover, there is highway no 36 that can reduce traveling time from Rayong to Chon Buri because it has no need to go by sea shore like highway no 3. There is also highway no 3191 that connects highway no 3 and 36 near Maptaphut Port.

(2) Initial Environmental Impact Evaluation

For Leam Chabang Port, there are 15 trips to transport effluent to the wastewater treatment by using a 15 m3 truck and one trip per day for DAF unit sludge. For Maptaphut Port, there are 8 trips to transport effluent to the wastewater treatment by using a 15 m3 truck and about one trip per day for DAF unit sludge.

After considering transportation trip that is increase in related routes, it can be conclude that there is only low impact to transportation due to only a few trips are



added to normal traffic capacity. Moreover, private companies those currently provide oily waste handling service have similar transportation trip in traffic capacity so it would not generate high impact to the road network. Therefore, the impact to transportation is low.

(3) Initial Environmental Impact Mitigation Measure

• Effluent, sludge, and separated oil should not be transported during rush hour such as in the morning when people go to work or in the evening when people come back from work. The proper time for transport might be 9.00 – 16.00 or 19.00 – 5.00 depends on traffic characteristic at the time of operation.

• Transport truck has to record leaving and arriving time to check whether it conforms to the measure. Moreover, the trucks need to display clear agency’s name and contact number for reporting bad driver behavior.

10.3.2.5 Public Health, Occupational Health and Safety


From the report of Laem Chabang Municipality showed that there are 14 public health centers both government and private in Laem Chabang District, which is 1 government hospital (Aou-udom hospital), 1 private hospital (Laem Chabang Inter hospital), 2 public health center and 10 clinics. From sickness statistics of patients serviced by Aou-udom hospital in 2004 showed that firstly was caused by respiratory disease. The first epidemiological surveillance disease was diarrhea.And top 3 causes of accident were cut or stabbed by object, eye damage from object or chemical splitting and hit by object, respectively. From the report of Rayong Public Health Office showed that there are 7 public health centers both government and private in Maptaphut Municipality, which is 1 government hospital (Maptaphut hospital), 1 private hospital (Mongkut Rayong hospital), 1 primary health care center and 4 public health service centers. From sickness statistics of patients serviced by Maptaphut primary health care center in 2004 showed that firstly was caused by respiratory disease. The first epidemiological surveillance disease was diarrhea. And top 3 causes of accident were eye damage from object or chemical splitting, cut or stabbed by object and hit by object, respectively.

(2) Initial Environmental Examination

The impact may be generated from the project development is BTEX which released from oily waste treatment facility. The evaluation in the worse case which maximum BTEX released found that maximum benzene may be released from Maptaphut port and Laem Chabang port are 0.23 and 0.22 ton/year, respectively. This concentration of benzene is much lower than the standard of USA that allowed releasing benzene to the atmosphere (1.1 ton/year). Although the respiratory disease is the main cause of sickness in this area but the data doesn’t show the cause of this respiratory disease. When consider



the concentration of benzene that may be released which is quite low so it will not have impact to the people around this area.

(3) Initial Environmental Impact Mitigation Measures

• Provide the safety information, investigation and suggestion for the operation and provide personal protective equipment (PPE) for the staff.

• Working follow the law related to occupation health and safety for working, and provide good environment in working place.

• Staff should work carefully especially in the risky area.

(4) Initial Environmental Impact Monitoring Measure

During operation phase, staff’s health should be checked annually and working place should be checked to be within the standard i.e. noise level, VOCs etc. (4.1) Sampling Area Employee that works closely to the facility (4.2) Frequency Every year (4.3) Estimated Budget 1,000 baht/person/year (4.4) Responsible Port Authority has to hire Third Party to

investigate

Table 10.3.2-2 Summary Table for Environmental Impact and Impact Level

from Oily Waste Treatment Facility in Leam Chabang and Map Ta Phut Port

No. Item Environmental Impact Impact Level (both ports)

1 Air Quality Volatile organic compounds (VOCs) in BTEX group Insignificant 2 Noise Disturbing noise from oily waste treatment facility Low

Noise from transportation Low 3 Surface Water

Quality Effluent Insignificant

Leakage Opportunity Low 4 Transportation Waste and sludge transportation Low 5 Public Health,

Occupational Health and Safety

Public Health Insignificant Occupational Health and Safety Low


Table 10.3.2-3 Summary Table for Environmental Impact Mitigation and Prevention Measure and Environmental Monitoring Measure

in Leam Chabang and Maptaphut Port

Environmental Impact Environmental Impact Mitigation and Prevention Measure Environmental Monitoring Measure Budget

1 Air Pollution from BTEX 1.1 If the result of benzene sampling exceeds 1.1 ton/year, the facility needs to modified into close system with wet scrubber to ensure benzene emission is complied to the standard

Air smapling for benzene content

36,000 baht/point/year

2 Noise Impact 2.1 The system location should not indicate within 3 meters from sensitive reception such as residential building, school, healthcare facility, or religion facility

- -

2.2 If it needs to expand the system results in bigger pump is required or there is complaint about noise impact, it needs to reduces noise by any appropriate method such as installation of noise insulation to ensure noise from facility operation is not impact sensitive receptor

Noise measure 34,000 baht/point/year

2.3 Equipment and machinery in the facility need to be maintained in the fully operational level to reduce noise from broken machine running

- -

2.4 Complaint in any channel about noise impact from waste handling has to be monitored. If there is a complaint and it can convince to be reasonable, it needs to conduct noise measure. If noise level is exceeding standard, it needs to development special measure to reduce noise level

- -

- 135 -


Table 10.3.2-3 (Con’t)


3 Treated waste has oil content exceed the standard

3.1 Provide staffs that have knowledge and experience to control oily waste treatment facility for working properly as designed

- -

3.2 • Maintain and fix the oily wastewater treatment facility for working effectively

Measure oil content before and after entering the facility

11,400 baht/ 2 points/year

3.3 Oily waste treatment facility has to be designed and installed accord to any standard

- -

3.4 Oily waste treatment facility has to be installed on concrete floor or other material that ensures leakage will not spill into soil. Moreover, sufficient drainage has to be existed to collect runoff before flooding into soil

- -

3.5 Provide the operation measures complying with the national plan for prevention and disposal of oil pollution.

- -

- 136 -


Table 10.3.2-3 (Con’t)


4 Increasing in traffic volume 4.1 Effluent, sludge, and separated oil should not be transported during rush hour such as in the morning when people go to work or in the evening when people come back from work. The proper time for transport might be 9.00 – 16.00 or 19.00 – 5.00 depends on traffic characteristic at the time of operation

- -

4.2 Transport truck has to record leaving and arriving time to check whether it conforms to the measure. Moreover, the trucks need to display clear agency’s name and contact number for reporting bad driver behavior

- -

5 Occupational Health 5.1 Provide the safety information, investigation and suggestion for the operation and provide personal protective equipment (PPE) for the staff

Operator Health Check 1,000 person/year

5.2 Working follow the law related to occupation health and safety for working, and provide good environment in working place

- -

5.3 Staff should work carefully especially in the risky area - -

- 137 -



10.4 RECOMMENDATION FOR FURTHER STUDY

Due to Ministry of Science, Technology, and Environment Notification on size and type of the project that to conduct Environmental Impact Assessment (EIA) no 3 (1996), a port administration that decided to install DAF needs to conduct EIA by following a the Office of Natural Resources and Environmental Policy and Plan (ONEP) handbook and guideline for central waste and wastewater treatment project. To assess environmental impact in further phase, there are some environmental aspects those need to assess in more detail because they have potential to be a significant impact those are:

• Volatile Organic Compounds (VOCs) • Noise Impact • Unpleasant Odor • Hazarded Waste Spill • Impact to Transportation • Public Health and Occupational Health and Safety



11. OPERATION PLAN FOR PORT WASTE MANAGEMENT AT THE PILOT PORTS

The objective of port waste management plan is to protect the marine environment against pollution from ships. The operation plan provides guidance for the Competent Authorities on how to implement their various tasks and time schedule. In this case, for the Competent Authorities mean Marine Department, as the superordinate institution, and The Port Authority.

11.1 DUTIES AND RESPONSIBILITIES

11.1.1 Organization Structure for Waste Management

In order to ensure a correct and unobstructed disposal of vessel-generated wastes, dedicated MARPOL-Sections are established within both relevant authorities. It is necessary that an integrated management organization structure is created by both relevant authorities in which all parties involved are taken into consideration.

The main functions of the MARPOL Section of the Marine Department are supervision, monitoring, control, and data filing for statistical purposes. This section is supported by the Port State Control Officers who control the vessels' compliance safety requirements but also with the MARPOL Convention.

Within the MARPOL Section of the Port Authority, a dedicated team of experts addresses all issues concerning the management of vessel-generated waste in the port as show in Figure 11.1.1-1.



Marine Department

Port Authority

Port State Control Officer

Waste Contractor

Vessel

MARPOL-Section MARPOL-

Section

discharge, documentation

Information,Notification,

Flow of money

Consultation

Enforcement ship: Control of vessels'

performance

Issuing exemptions

Enforcement and control: issuing of licence and permit,

monitoring performance

Information, flow of documents and

money

Figure 11.1.1-1 Tasks and responsibilities of the relevant Authorities



11.1.2 Job Descriptions Within the Marine Department, the MARPOL Section should consist of

• Section Head (one) • Assistants • Environmentalist • Vessel controller • Statisticians • Secretary

A job description for each position has to be defined according to the following scheme:



Job Description Date of Issue: Job Title: according to Thai public

administration system Organisation: Department: Section: Ministry of Transport Marine Department MARPOL Section Reports to: Directly supervises: Deputy to: Substituted by: Duties and Authority: - Survey and revision of Port Waste Management Plan - Survey and control of vessels - Consultation with the Port Authorities - Issuing of exemptions - Data filing for statistics - Administration and control of finances Authority: 1. solely: 2. jointly with: 3. on authority of: General Responsibilities: - Specific Duties: - Qualification and Experience of Staff required (Schooling, studies etc): - Environmental degree, preferably master's degree (Environmentalist) - nautical degree, preferably master's degree, acquired routine of ship control (vessel

controller) - At least eight years experience in public administration, nautical background (section

head) - High school degree (secretary) - Bachelor in statistics or affiliated fields (statisticians)



Within the Port Authority, the MARPOL Section should consist of

• Section Head (one) • Billing clerk • Environmentalist • Nautical personnel • Secretary

A job description for each position has been defined according to the following scheme:



Job Description Date of Issue: Job Title: according to Thai public

administration system Organisation: Department: Section: Ministry of Transport Port Authority MARPOL Section Reports to: Directly supervises: Marine Department Deputy to: Substituted by: Duties and Authority: - Information of port users - Verification of vessels' notifications - Control of licences and permits of waste contractors - Control of waste manifests - Payment of waste contractors - Billing of waste fee - Consultation with the Marine Department - Consultation with port users Authority: 1. solely: 2. jointly with: 3. on authority of: General Responsibilities: - Specific Duties: - Qualification and Experience of Staff required (Schooling, studies etc): - BA with at least 3 years experience in public administration - High school diploma, BA an advantage (billing clerk) - Nautical degree, preferably master's degree - Knowledge in ecology



11.1.3 Responsibilities / Duties of Each Position

(1) Information of Port Users (Vessel) It is in the responsibility of the Port Authority to provide information to all vessels calling at the Port.

(2) Notification It is in the responsibility of the vessel or the vessel's agent to

give notification to the Port Authority. (3) Supervision and Inspection of the Vessels It is in the responsibility of the

Marine Department carry out regular and/or targeted inspection of vessels in order to verify compliance.

(4) Monitoring and Control of Waste Contractors It is in the responsibility of the Port Authority to monitor the waste contractors' performance, inter alia such as checking the Reporting Forms from the waste contractors.

(5) Record Keeping It is in the responsibility of both relevant Authorities, the

Marine Department and the Port Authority to keep record of all relevant documentation. The Authorities should keep copies of the above mentioned documents for a minimum of 2 years. Furthermore, the data should be forwarded to the Marine Department on a monthly basis for onward statistic purposes.

(6) Issuing Exemptions to the Notification and Mandatory Charging

Requirements It is in the responsibility of the Marine Department to issue exemptions from waste discharge and/or mandatory waste fee for vessels after checking the application for exemption with regard to correctness and completeness.

(7) Port waste management

• Administration and Control of the Finances It is in the

responsibility of the Marine Department to revise on a regular basis (once per year) whether the waste fees paid by the incoming vessels cover the expenditures, and to adjust the fees accordingly, if necessary.

• Consultation with the Port Authority It is in the responsibility of the Marine Department to hold regular meetings with the Port Authority in order to assess the effectiveness of the waste reception facilities, as well as of the charges covering the operation. The Operational Plans will be revised once per year, any comments or complaints from port users will be fully considered and any necessary remedial action taken.

• Consultation with Port Users It is in the responsibility of the Port Authority to consult with port users in order to ensure that port waste reception facilities meet their needs. It is advisable to involve waste contractors in the consultancy process.



11.2 RELATING DOCUMENTS

11.2.1 Criteria / Methodology for Operation

The flow of documents is monitored and supervised by the Marine Department. It has to be assured that the whereabouts of the waste is known from waste collection in the port to the final disposal. The Marine Department acts as a focal point for documentation.

11.2.2 Description of the flow of documentation: After having finalised the disposal, the waste contractor and the vessel have to jointly fill in a Reporting Form.

• The original of the reporting form stays with the vessel as a receipt and proof for correct waste disposal.

• One copy of the reporting form stays with the waste contractor.

• One copy of the reporting form, stamped with the vessel's stamp, is sent to the Port Authority.

All further steps of waste transport, treatment and disposal are guided by a Waste Manifest.

11.3 RELATING RULES OR REGULATIONS

Safety regulations for the discharge of ship-generated waste are based on Thai legislation, international conventions and recommendations, on accepted environmental standards and guidelines and safe practices.

11.3.1 Thai Legislation Those Thai laws which are

• The Thai Navigation Act B.E. 2456 (1913) • The Thai Vessel Act, B.E. 2481 (1938) • The Customs Act, B.E. 2464 (1921) • The Port Authority of Thailand Act, B.E. 2494 (1951) • The Industrial Estate Authority Act, B.E. 2522 (1979) • The Factory Act, B.E. 2535 (1992) • The Hazardous Substance Act, B.E. 2535 (1992) • The National Environment Promotion and Conservation, B.E.

2535 (1992) • The Local Administrative Laws (there is many Acts)



11.3.2 International Conventions and Recommendations

The International Maritime Organization has published, amongst others, the following safety guidelines and recommendations which are applicable when discharging and handling hazardous waste:

• Recommendations on the Safe Transport, Handling and Storage of Dangerous Substances in Port Areas

• International Maritime Dangerous Goods (IMDG) Code

11.4 TECHNICAL ISSUES FOR OPERATION

11.4.1 Strategy for Operation (1) To provide information to all port users The Port Authority informs all vessels calling at the Port on

• Availability of port waste reception facilities • Procedure of notification • Use of reception facilities • Fee system

(2) To claim Notification

The vessel calling at the port must submit a notification form to the Port Authority either directly or via the ship’s agent, including information on types and amount of waste the vessel will be discharging during its time alongside. (3) Verification of data The vessel's data on the notification form are verified by the Port Authority with the vessel / agent before granting entry. (4) Information of waste contractor The Port Authority informs a waste contractor licensed for the collection of the type of waste stated on the notification form to collect the waste in accordance with the data provided by the notification form. (5) Monitoring compliance of the vessel The Port State Control Officers as part of the Marine Department are controlling the vessels' compliance with national legislation and the MARPOL Convention.



(6) Monitoring compliance of the waste contractor The Port Authority checks the validity of permits and licences of the waste contractors. (7) Waste collection and transport The waste is discharged from the vessel and received by a waste contractor, and then transferred to either

• An intermediate storage, or • A treatment facility, or • A disposal site.

The vessel receives a receipt from the waste contractor. The waste is consistently guided by a waste manifest; records are kept of all waste transfers. (8) Reimbursement of the Waste Contractors The waste contractors send an invoice for their services to the Port Authority together with the Reporting Form. These invoices are checked, verified and paid by the Port Authority. (9) Billing the Port User for Waste Discharge The vessel pays a waste fee already included in the harbour dues ("no special fee") and is thereby entitled to dispose a certain amount of waste oil and garbage as defined in table 11.4.1-1 to 11.4.1-3 below, provided that the vessel complies with the following requirements:

• Notification is given at least 24 hours before calling at the port • Garbage is not mixed with hazardous waste.

Table 11.4.1-1 Waste management fee at Bangkok Port

Gross Tonnage

Right to discharge (Maximum quantity)

Fee (included in Harbour Dues)

Garbage Annex 5

Garbage (Baht / Euro)

< 1,500 0.1 Ton 89 / 2 1,501 - 3,500 0.2 Ton 177 / 4 3,501 - 6,000 0.4 Ton 354 / 7 6,001 - 10,000 0.8 Ton 708 / 15 10,001 - 30,000 0.8 Ton 708 / 15 > 30,001 0.8 Ton 708 / 15

Remark: Annual updated fee must be checked at the port’s website



Table 11.4.1-2

Waste management fee at Leam Chabang Port

Gross Tonnage



Oily waste Garbage Oily waste (Baht / Euro)


< 1,500 4 m³ 0.1 Ton 4,875 / 103 125 / 3 1,501 - 3,500 4 m³ 0.2 Ton 4,875 / 103 270 / 6 3,501 - 6,000 8 m³ 0.4 Ton 11,190 / 237 580 / 12 6,001 - 10,000 19 m³ 0.8 Ton 28,367 / 602 1,240 / 26 10,001 - 30,000 30 m³ 0.8 Ton 50,150 / 1,064 1,240 / 26 > 30,001 30 m³ 0.8 Ton 50,150 / 1,064 1,240 / 26

Remark: Annual updated fee must be checked at the port’s website

Table 11.4.1-3

Waste management fee at Maptaphut Port

Gross Tonnage



Oily waste Garbage Oily waste (Baht / Euro)


< 1,500 2 m³ 0.1 ตน 1,375 / 29 89 / 2 1,501 - 3,500 3 m³ 0.2 ตน 1,699 / 36 177 / 4 3,501 - 6,000 6 m³ 0.4 ตน 4,126 / 87 354 / 7 6,001 - 10,000 16 m³ 0.8 ตน 10,033 / 211 708 / 15 10,001 - 30,000 26 m³ 0.8 ตน 17,088 / 359 708 / 15 > 30,001 26 m³ 0.8 ตน 17,088 / 359 708 / 15

Remark: Annual updated fee must be checked at the port’s website Surplus charge shall be billed by the Port Authority,

• If the amount of waste exceeds the volumes. • If Notification has not been given.

A Direct Fee is billed for the collection services of

• Sewage • Ballast Water contaminated by oil • Solid hazardous waste • Liquid hazardous substances, e.g. tank washings from chemical

tankers, or cargo hold washings from dry bulk vessels that carried hazardous substances. In case of Bangkok Port, a direct fee includes the oily waste as well.



11.4.2 Flow Chart of Operation

In summarizing the different activities necessary for the operation of waste discharge in the port the following flow-chart reflects the whole process:

Marine Department

Vessel

Port Authority

Waste Contractor

information on wastedischarge

possibilitiesnotification

data verificationpayment of

waste charge

provision of data for statistics

invoicing forservices

information on shipwaste quantities and

qualities

waste discharge

Final Disposal /Waste Treatment

Figure 11.4.2-1 Actors and Relations

Waste notification Waste discharge permission

Payment of Waste discharge



11.4.3 Operation Monitoring

11.4.3.1 Vessel Inspection

• Periodically, as determined by Port State Control • In the case that the examination of the ship’s documents reveals

serious discrepancies in evidence of compliance • If a vessel does not want to discharge • If a vessel wants to be exempted from the requirements of mandatory

delivery of ship-generated waste and from related fees

11.4.3.2 Control of Documents

• Control of Oil Record Book • Control of Garbage Record Book • Control of waste receipt / Reporting Forms from previous ports and

cross-checking with entries in the Record Books Further documents to be controlled are: For MARPOL Annex I

• International Oil Pollution Prevention Certificate (IOPP) • Oil Cargo Record Book (in case of an oil tanker)

For MARPOL Annex II:

• Certificate of Fitness and Procedures and Arrangement Manual for Chemical Carriers

• Certificate (Class) of chemical tanker ensuring that the tanks are suitable for the carriage of the nominated cargo

• Shipboard marine pollution emergency plan for noxious liquid substances

• Cargo Record Book For MARPOL Annex IV:

• IMO Approval of sewage treatment plant

11.5 TIME SCHEDULE FOR OPERATION The time schedule for the operation plan on port waste management covers 2 years and more details are summarized in Table 11.5-1


Table 11.5-1 Time schedule for port waste operation plan

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 241 MARPOL-Section establishment

2 Study on the Master plan published by port waste management ofMarine DepartmentType of waste Conditions for waste dischargeDocuments preparationFees for Vessel-Generated WasteDischarge ProcedureReporting Inadequacy of Reception FacilitiesNon-Compliance or Suspected Non-Compliance

3 Development of the ship waste management plan for the port

4Study on financial analysis for reception facility investment and the waste management fee

5 Holding the public relation6 Preparation and construction for port reception facilities

7Implementation for complying with MARPOL 73/78 and recording the data

No. Activities Month

- 152 -



12. HOMEPAGE DEVELOPMENT FOR PORT WASTE MANAGEMENT

The study results on the webpages of foreign ports relating to the port waste management plan were found that the webpage presentation designs of each port are different depending on the decision of each port/relevant authority. However, the main details/issues (important information) are similar in issues of:

• Categories of ship waste discharging to the port • Service pattern in the port • Notification process • Waste reception and handling process • Waste management fee • The waste fee exemption (if available) • Complaint form in the case of claimed insufficient waste reception

facilities • Contact address of the Port Authority • Waste notification form • Contact process to the responsible authority • Laws and legal basis

From above results, the Consultants suggest that there are 2 groups of webpage that are 1) for Marine department and other authorities and 2) for ports. For the webpage of relating to the port waste management plan at the websites of Marine department and other authorities that are Department of Industrial Works and Customs Department, it should include conclusion details as shown in Table 12-1. The webpage relating to the port waste management plan of each pilot port should be similar concept to the webpage of the port of Rotterdam due to the easiest access and understand. Therefore, the propose webpage will present both of conclusion webpage and web links with the various significant documents in the ship waste management plan/manual of each port and conclusion details.



Table 12-1

Information of webpages of Marine Department and the Pilot Ports

Marine Department Pilot Ports

• Master plan for port waste management • Categories of ship waste discharging to the port

• Complaint form in the case of claimed insufficient waste reception facilities

• Service pattern in the port

• List of waste collector companies • Notification process

• Waste reception and handling process • Waste reception and handling process

• Readiness and No. of Port providing the reception facilities

• Waste management fee

• MARPOL 73/78 • The waste fee exemption (if available)

• Tokyo MOU • Complaint process in the case of claimed insufficient waste reception facilities

• Contact address • Contact address • Complaint form in the case of claimed

insufficient waste reception facilities • Waste notification form • Laws and legal basis • List of haulage companies (ship waste

collectors), if available Figure 12-1 to 12-4 shows the webpage relating to the port waste management plan presenting in Marine department.



Figure 12-1 Webpage relating to the port waste management plan presenting in the Marine department website



Figure 12-2 Webpage relating to the port waste management plan presenting in the Bangkok Port website



Figure 12-3 Webpage relating to the port waste management plan presenting in the Leam Chabang Port website



Figure 12-4 Webpage relating to the port waste management plan presenting in the Maptaphut Port website



13 PREPARATION OF THAILAND COOPERATION APPROACH IN MANAGEMENT OF WASTES AT PORTS IN ASIA REGION

13.1 APPROPRIATE AUTHORITY IN THAILAND FOR INTERNATIONAL COOPERATION IN PORT WASTE MANAGEMENT PLAN

By reviewing Thai Administrative Act in 8th section B.C.1991 with the 4th revision B.C.2000, it is found that the Marine Department is the suitable authority for international cooperation in Asian countries in port waste management plan complying with MARPOL convention.

13.2 MISSIONS FOR INTERNATIONAL COOPERATION IN PORT WASTE MANAGEMENT PLAN

Missions of Thailand for international cooperation in port waste management plan are presenting the national focal point complying with MARPOL convention and exchanging the information on port waste management to the regional countries. The information includes:

• Thai laws relating to ship generated waste management consisting of Law relating to Navigation in Thai waters and related regulations and Law relating to Thai vessel

• Ship generated waste types discharged at the Thai port • Readiness of ports relating to availability of reception facilities • An authority responsible for port waste management complying with

MARPOL 73/78 • Name list of the ship generated waste collector in Thailand • Ship Inspection • Ship Detention • Ship generated waste type and quantity • The training course for ship inspection and its responsible authority

and the training course for ship waste management at the port

13.3 STRATEGIES FOR INTERNATIONAL COOPERATION ON PORT WASTE MANAGEMENT IN ASIA REGION

From the previous results, the strategies for international cooperation on port waste management in Asia region are as follows: Strategy 1: Organization Development to comply with port waste management plan These strategies consist of 2 operation plans that are:



- Operation plan No.1: Establishing the focal point for international cooperation on regional port waste management. Corresponding to this operation plan, Marine Department can be set as the main authority responsible for international cooperator complying with MARPOL 73/78. - Operation plan No.2: Promoting all port in Thailand to comply with the regulation of MARPOL 73/78. Marine Department presents clear national position to undertake to give the effect of MARPOL 73/78 strictly same as the other parties in the region. To achieve the goals of the plan, Marine Department must provide the information on port waste management to all relevant authorities including the stakeholder in Thailand by, for example, distributing public relation documents, holding the training courses, and providing the knowledge on reception facilities. Marine Department can have the notification on preparation of the port waste management plan to all port in Thailand and approve their plans. Strategy 2: Development and Distribution of the Information on Port Waste Management for International Cooperation Under the strategy on development and distribution of the information on port waste management for international cooperation, there are 2 operation plans as follows: - Operation plan No.1: Distributing the information on port waste management of Thailand to other Parties in the regions. This operation plan aims to attract the vessel calling at all port in the regions, which have no the facility installation, to use the reception facilities in Thailand to prevent the dumping problems. To reach the aim, the information includes reception facilities, rules, regulations, waste management fee and waste disposal system. - Operation plan No.2: Collecting the information of ship generated waste in Thai ports and region ports systematically to reach the international standard. By using database center of Tokyo MOU, the information of ship generated waste in Thai ports and region ports shall be collected from relevant authorities for port waste management at the center and the port state control of all Part can use the data to investigate the suspected vessels. Strategy 3: the Authority Capacity Development There are 2 operation plans in this strategy. - Operation plan No.1: Increasing the authority capacity by human resource and technology transfers among Asia regions, especially from countries having the best practice on port waste management. Marine Department can hold the courses for human resource and technology transfers to increase the capacity on enforcement and control in port waste management from the successful Parties by joining the investigation of the vessel for 1-3 months. - Operation plan No.2: Establishing the training courses of relevant authority staffs on port waste management. The objective is to enhance the understanding on the regulations and the real operations complying with MARPOL 73/78.



Strategy 4: Development of port waste management plan in Thailand - Operation plan No.1: Providing the reception facility in Thai ports service for ship waste management. All port in Thailand shall have the same standard for port waste management plan complying with the MARPOL convention. - Operation plan No.2: Establishing the attractive measures for using port reception facility in Thailand. Marine Department shall distribute the information such as readiness on reception facility provision and the port service on ship waste management to ships. - Operation plan No.3: Establishing the monitoring procedures for surveying inadequacies of port reception facilities in Thailand and among regional countries. Strategy 5: Promotion and Public Relation - Operation plan No.1: Promoting the public relation activities for clearly understanding on port waste management in Thai ports. - Operation plan No.2: Distributing the documents on port waste management. The publishing media are leaflet, poster, power point presentation and so on. Not only laws and regulations relating to the management but also the standard notification shall inform to the relevant organizations.



14. EVALUATION OF CAPACITY IN EXISTING ENFORCEMENT AND LEGAL CONTROL AT NATIONAL LEVEL AND PORT LEVEL

14.1 GUIDELINES FOR THE STUDY OF CAPACITY DEVELOPMENT EVALUATION RELATED TO ENFORCEMENT AND LEGAL CONTROL

The evaluation of concerned agency’s capacity in existing enforcement and legal control at national level and port level will be conducted focusing on personnel knowledge and experience and equipment. The background and experience will be evaluated using questionnaire with the following steps.

(1) Specify agency to collect information related to development of training courses for legislation on marine pollution protection and MARPOL 73/78,

(2) Review implementation of existing enforcement and legal control at

national level and port level, (3) Collect information using focus group technique to obtain information

related to the needs for enforcement and legal control of port waste management, (4) Analyze information to develop training courses in relation to enforcement

and legal control of port waste management.

14.2 RESULTS OF THE EVALUATION OF CONCERNED AGENCY’S CAPACITY IN EXISTING ENFORCEMENT AND LEGAL CONTROL AT NATIONAL LEVEL AND PORT LEVEL

14.2.1 Attendants of the meeting There are 4 groups of meeting attendants relating on evaluation of concerned agency’s capacity in existing enforcement and legal control at national level and port level that are:

1. Marine Department 2. Authorities relating to Laem Chabang 3. Authorities relating to Maptaphut 4. Authorities relating to Bangkok

14.2.2 Recommendations on provision of training on legal and enforcement of Thai port waste management

For training provision, target group having different basic knowledge

of laws and the MARPOL 73/78 should be classified into one having basic background and one having no background of the convention.

The training should include several topics



Media including PowerPoint, discussion, and workshop should be used for the training.

Scopes of training contents should include: - MARPOL 73/78 Overview, - State control include:

Regulations that state apply to control, Laws of other concerned agencies i.e. Customs Department,

procedure, waste duty of the Custom Department and process of the Customs Department (exceptional to pass the system),

The contents of the training should be prepared identifying activities from ship berthing at the port until waste disposal, then and those activities will be used to develop the contents of the training.

Laws related to pollution control and waste management from ship should be included.

Factory law should include details of factory in class 101 and 106. Besides, details of the MARPOL 73/78, navigation in Thai sea act and

Thai ship act, customs law, factory law, port law, environmental law and local law should be included.

The attendants have given comments on needs for more legal knowledge training, particularly the MARPOL 73/78, navigation in Thai sea law and Thai ship law, customs law, port law, environmental law and local law, customs law, factory law, environmental law, hazardous substance law, industrial estate law and police law. The training has given the whole picture of ship waste management process.

Knowledge related to law and regulation of permission, monitoring of waste disposal at end-pipe, control of documents related to submission of waste management information to concerned agency or understandings of regulation related to documentation procedure for waste management is needed.

14.3 RESULTS FROM TRAINING COURSE ON LAWS AND REGULATIONS ON PORT WASTE MANAGEMENT

14.3.1 Target group attending the training Attendants include 5 target groups as follow.

Target Group 2 May 07 3 May 07 4 May 07

Government agency and Port Authority Port operator Ship’s owner Waste collection and treatment service’s company

16 6 18 15 19

19 6

19 7

19

22 4

16 4

12 Total 74 70 58 No. of respondent 59 48 35 % respondent per attendant 79.7 68.6 60.3



14.3.2 Training Period/Venue The training was conducted during May 2-4, 2007, at the Training Room #3,

Human Resource Development Center, 4th floor Building B, Port Authority of Thailand.

14.3.3 Training Schedule The training schedule is shown in below:

Table 14.3.3-1 Training Schedule for

“Laws and Enforcement in relation to Waste Management of Thai Port” at Training Room #3, Human Resource Development Center, 4th floor Building B, Port

Authority of Thailand During 2-4 May 2007

2 May 2007 Instructor 08.30-09.00 hr. Registration 09.00-09.15 hr. Opening 09.00-10.25 hr. Introduction/Overview of International

Trade and Marine Transport laws Mr. Kosol Chanthikul

10.25-10.35 hr. Coffee Break 10.35-12.00 hr. MARPOL 73/78 Mr. Pakorn Prasertwong 12.00 -13.00 hr. Lunch 13.00-14.30 hr. MARPOL 73/78 Mr. Pakorn Prasertwong 14.25-14.35 hr. Coffee Break 14.35-16.00 hr. Ship Inspection Legislation and

Implementation Mr. Pimook Prayoonprom

3 May 2007 09.00-10.25 hr. Navigation in Thai waters Act., B.E. 2456

(1913) Mr. Chanachai Lertsuchatvanich

10.25-10.35 hr. Coffee Break 10.35-12.00 hr. Thai vessel Act. Mr. Chanachai Lertsuchatvanich 12.00 -13.00 hr. Lunch 13.00-14.30 hr. Custom Law Mr. Praphan Pitsamairom 14.25-14.35 hr. Coffee Break 14.35-16.00 hr. Port Authority of Thailand Law Mr. Worapoj Supankul 4 May 2007 09.00-10.25 hr. Industrial Estate Authority of Thailand Mr. Pradit Wankhan 10.25-10.35 hr. Coffee Break 10.35-12.00 hr. Factory Laws Mr. Bandit Thansatien 12.00 -13.00 hr. Lunch 13.00-14.30 hr. Environmental Laws Mrs. Thiraporn Wiriwutthikorn 14.25-14.35 hr. Coffee Break 14.35-16.00 hr. Local Government Law Mr. Wanchai Chanporn



14.3.4 Conclusions and Recommendations on Development of Training Course

Results from opinion evaluation of training course, it is found that attendants have improved more understandings, mostly in moderate to fairly high level. To apply knowledge obtained from training to implementation, it is found that most attendants will be able to apply or utilize in moderate to fairly high level. Form the above conclusion it is found that the training course is suitable for conducting further training to concerned person in relation to waste management from ship. However, this training course “Laws and Enforcement of Waste Management of Thai Port” was conducted at the first time. After the Study of Waste Management of Thai Port Project is completed, guidelines and procedures for implementation of waste management from ship will be clearer. Regulations will be revised and developed. Organization to be responsible for administration of activities is established in order to implement waste management to follow procedures efficiently. The next training course to be developed should cover more intensive contents to conform to guidelines and procedures for implementation of regulations as well as include workshop in order that attendants will be able to understand and apply for implementation. In addition, attendants should be categorized i.e. operator, government agency in operating level, government agency in policy and control level, etc. in order to provide training with intensive contents and meet attendant’s needs.

14.4 THE DEVELOPED TRAINING COURSE FOR ENFORCEMENT OF LAWS AND REGULATIONS ON PORT WASTE MANAGEMENT

Syllabus for training courses on Laws and Regulations on port waste management is developed and the result presents that 4 training days are more suitable than 3 days. Table 14.4-1 shows the syllabus and schedule for training course.


Table 14.4-1 Syllabus and schedule for training course

Date 9.00 - 10.30 10.30 - 12.00 12.00 - 13.00 13.00 - 14.30 14.30 - 16.00

1 (1) Overview of laws related to International trade and marine transport

(1.5 hr.)

(11) International laws relation environment

(1.5 hr.)

Bre

ak fo

r lu

nch

(2) MARPOL 73/78

(1.5 hr.)

(2) MARPOL 73/78

(1.5 hr.) 2 (3) The Navigation in Thai

Waters Act, B.E. 2456 (1913)

(1.5 hr.)

(3) The Navigation in Thai Waters Act, B.E. 2456 (1913)

(1.5 hr.)

(4) The Thai vessel Act, B.E. 2481 (1938)

(1.5 hr.)

(5) Customs law

(1.5 hr.)

3 (6) Laws relating the Port Authority of Thailand Act, B.E. 2494 (1951)

(1.5 hr.)

(7) Laws related to Industrial Estate Authority of Thailand : IEAT

(1.5 hr.)

(8) Laws related to factory/hazardous substance

(1.5 hr.)

(9) Environmental laws (10) Law related to local

administrative organization (1.5 hr.)

4 Departure from Marine Department

Present at the best practice port on organization / port regulations

Visit the port to see the waste management process (Collection/ treatment/ disposal)

Departure form the port

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