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1.
The aim of this paper is to evaluate the charging systems for the use of port reception facilities for waste oil, and to examine the potential impact of the charging elements of the new (late 2000) EU Directive on port reception facilities for ship-generated waste and cargo residues. Experience to date with alternative models for charging is considered. Conclusions are drawn about the effectiveness of the EU Directive as a means of controlling pollution in the North Sea and producing a 'level playing field' between ports. 相似文献
2.
The aim of this paper is to evaluate the results of a survey of the availability and uptake of port reception facilities within the North Sea area. The evaluation is based primarily on original survey data from the autumn of 2002 which followed on from a similar survey conducted in the summer of 2000. The EU Directive on port reception facilities for ship-generated waste etc. (Directive 2000/59/EC) was due to enter into force in December 2002, and required all EU ports to provide reception facilities to meet the needs of the vessels normally calling in at them. This paper examines the readiness of North Sea ports to meet that requirement and also considers the actual uptake levels of facilities, where ports were able to provide such information. 相似文献
3.
The aim of this paper is to evaluate the current availability of port reception facilities within the North Sea area. The evaluation is based primarily on original survey data from the summer of 2001, supplemented by existing information from surveys conducted by the International Maritime Organization. The EU Directive on port reception facilities for ship-generated waste etc. (Directive 2000/59/EC) requires that all ports provide facilities to meet the needs of those vessels normally calling in at them. In order for the Directive to be implemented effectively, the physical availability of such facilities is vital. This paper audits the wide range of port types within the region and also outlines the wide range of vessel types using these ports, and their requirements for a range of facilities. On the basis of this analysis, conclusions are drawn about the extent to which the provision requirement of the Directive is already being met. 相似文献
4.
Per H. Olson 《Marine pollution bulletin》1994,29(6-12):284-295
A present major problem for ports is arranging adequate reception facilities for ship-generated waste, as the lack of such facilities is a problem to many shipowners. To preserve the environment in and around the ports it is necessary also to deal efficiently with the port-generated waste.
Although international conventions on the retention of waste on board ships for subsequent discharge to shore reception facilities have been ratified by most seafaring nations, a considerable part of the ship-generated waste still goes into the sea. Much of the waste generated in ports will also be dumped in quantities that at least affect the local marine environment. The regulations governing the handling of port-generated waste are often national and/or local legislation, whereas the handling of ship-generated waste is governed by the MARPOL Convention in most parts of the world.
The handling of waste consists of two main phases—collection and treatment. Waste has to be collected in every port and on board every ship, whereas generally only some wastes are treated and to a certain degree in ports and on board ships.
This paper considers the different kinds of waste generated in both ports and on board ships, where and how it is generated, how it could be collected and treated. The two sources are treated together to show how some ship-generated waste may be treated in port installations primarily constructed for the treatment of the port-generated waste, making integrated use of the available treatment facilities.
The different types of wastes can be divided into different categories. A world-wide accepted categorization of ship-generated waste has been established in the MARPOL 73/78 Convention. This will also be used for grouping the port-generated waste. 相似文献
5.
Polglaze J 《Marine pollution bulletin》2003,46(1):33-38
Considerable quantities of food waste can be generated at a rapid rate in ships, particularly those with large numbers of people onboard. By virtue of the amounts involved and its nature, food waste is potentially the most difficult to manage component of a ship's garbage stream, however, in most sea areas it may be dealt with by the simple expedient of direct discharge to sea. As a consequence, only minimal attention is paid to food waste management by many ship and port operators and advisory bodies, and there is a paucity of information in the available literature. The determination that management of ships' food waste is inconsequential is, however, incorrect in many circumstances. Disposal to sea is not always possible due to restrictions imposed by MARPOL 73/78 and other marine pollution control instruments. Effective management of food waste can be critical for ships that operate in areas where disposal is restricted or totally prohibited. 相似文献
6.
Amitrajeet A. Batabyal Hamid Beladi Won W. Koo 《Stochastic Environmental Research and Risk Assessment (SERRA)》2005,19(3):184-190
We analyze the problem of preventing biological invasions caused by ships transporting internationally traded goods between countries and continents. Specifically, we ask the following question: should a port manager have a small number of inspectors inspect arriving ships less stringently or should this manager have a large number of inspectors inspect the same ships more stringently? We use a simple queuing-theoretic framework and show that if decreasing the economic cost of regulation is very important then it makes more sense for the port manager to choose the less stringent inspection regime. In contrast, if reducing the damage from biological invasions is more salient then the port manager ought to pick the more stringent inspection regime. 相似文献
7.
Paul V. Horsman 《Marine pollution bulletin》1982,13(5):167-169
The content of ships' waste was analysed on two merchant vessels. The results show a large amount of unnecessary garbage pollution by ships. The disposal at sea of plastic materials, and of all garbage except food waste in certain special areas, is against the Inter-Governmental Marine Consultative Organization (IMCO) 1973 regulations. Ships are ignoring these regulations. The garbage can be a hazard to man and wildlife, apart from being aesthetically displeasing. It is recommended that more responsibility be put with the shipping companies, owners and suppliers to stop this pollution. 相似文献
8.
Lagring R Degraer S de Montpellier G Jacques T Van Roy W Schallier R 《Marine pollution bulletin》2012,64(3):644-652
Over the years many policy measures have been taken to prevent illegal oil discharges from ships, like the MARPOL 73/78 Convention (1983) and the Bonn Agreement (1969/1983). However, the number of discharges remained high, leading to chronic oiling of seabirds and sensitive coastlines, therefore further measures were taken. The aim of this study is to quantify the effectiveness of two key legislative regulations: the IMO-designation of the North Sea as MARPOL Special Area which took effect in 1999, and the adoption of the EU Directive on Port Reception Facilities in 2000. Under study is the heavily navigated Belgian Surveillance Area, monitored since 1991, characterised by shallow waters with ecologically important sandbanks. The aerial surveillance data from 1991 to 2010 show a stepwise decrease in ship-source oil pollution. Three time periods can be distinguished with two turning points coinciding with the actual implementation of these key legislative measures, confirming their effectiveness. 相似文献
9.
Srinivasa Reddy M Basha S Sravan Kumar VG Joshi HV Ghosh PK 《Marine pollution bulletin》2003,46(12):1609-1614
Alang–Sosiya located on the Western Coast of Gulf of Cambay, is the largest ship recycling yard in the world. Every year on average 365 ships having a mean weight (2.10 × 106 ± 7.82 × 105 LDT) are scrapped. This industry generates a huge quantity of solid waste in the form of broken wood, rubber, insulation materials, paper, metals, glass and ceramics, plastics, leather, textiles, food waste, chemicals, paints, thermocol, sponge, ash, oil mixed sponges, miscellaneous combustible and non-combustible. The quantity and composition of solid waste was collected for a period of three months and the average values are presented in this work. Sosiya had the most waste 15.63 kg/m2 compared to Alang 10.19 kg/m2. The combustible solid waste quantity was around 83.0% of the total solid waste available at the yard, which represents an average weight of 9.807 kg/m2; whereas, non-combustible waste is 1.933 kg/m2. There is not much difference between the average of total solid waste calculated from the sampling data (96.71 MT/day) and the data provided by the port authorities (96.8 MT/day). 相似文献
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12.
Cees Van Der Burgt 《Marine pollution bulletin》1994,29(6-12):398-400
The Permanent International Association of Navigation Congresses was founded in 1885 with the aim of organizing international conferences for the dissemination of knowledge related to navigation in the field of civil engineering. To date, 28 congresses have been held, now with a four-year interval; the 28th Congress was held in 1994 in Seville, Spain. PIANC has become a leading authority, particularly in the field of engineering. Several studies, for instance on the dimensions of ships and waterways and on signalling, have led to international standardization and PIANC congresses have often recommended further international studies of specific subjects. The congresses are each attended by approximately 900 participants from around 50 countries world-wide. They are state, municipal and harbour officials, consultants, scientists and academics at technical universities, contractors and many other participants from the navigation industry. There is a strong governmental influence in the organization, as the governments of about 40 countries support PIANC both financially and by the participation of senior civil servants.
In the two sections of the congresses, inland navigation and ocean navigation, 10 subjects are discussed. PIANC has always followed recent developments such as trends in shipping, reception facilities for ferries, special arrangements for the handling of containers, oil, gas and of dangerous or environmentally noxious goods. Not only the technical aspects of navigation, such as canals, dams, ports and maritime structures, are discussed, but also economics, port management and port capacity and safety. Environmental aspects, for instance of maintenance dredging and the disposal of dredged materials, are important topics. PIANC has long been interested in coastal problems, as these affect ports. As many ports extend into the sea, PIANC has considered ocean engineering including artificial islands, maritime constructions, salvage and the removal of wrecks and navigation under arctic conditions. PIANC is also active in the field of sport and pleasure navigation. Since 1982 PIANC has organized international working groups to report on specific topics. At present there are about 35 active working groups and 23 reports have been published. Their members are from about 30 countries. They may convene several times each year or work by correspondence. The recommendations of the working groups represent recent advances and are widely distributed. For instance, the report Beneficial Uses of Dredging Material was presented for discussion to the London Dumping Convention. Membership of PIANC is open to organizations and individuals. In most countries a national section is the contact point for the members. The General-Secretariat is in Brussels, Belgium. 相似文献
13.
Dust deposition in the sea at an iron ore unloading terminal in the Firth of Clyde, Scotland, was measured by means of sediment collectors placed 10 m above the sea bed on the outer face of the unloading jetty. A ‘background’ sedimentation of up to 64 g m?2 day?1 of non-ferrous material was obtained with no ships in port. During unloading dust quantities up to 18 021 g m?2 day?1 were obtained, but the quantities depended on the type of ore unloaded, and much smaller quantities of sediment were obtained with ores less prone to fine particle formation. Any ecological effects would involve sea bed benthos, although rates of transportation of the sedimented dust are probably rapid in the immediate vicinity of the ore terminal. 相似文献
14.
Nosaibeh Nosrati-Ghods Mehdi Ghadiri Wolf-Gerrit Früh 《Marine pollution bulletin》2017,114(1):428-438
Shipping is a vital industry for the global economy. Stability of ships, provided by ballast water, is a crucial factor for cargo loading and unloading processes. Ballast water treatment has practical significance in terms of environmental issues, ecosystem, and human health, because ships discharge this water into the environment before loading their cargos. This study reviews the common methods for ballast water management – exchange, heating, filtration, ultrasonic treatment, ultraviolet irradiation, chemicals, and gas supersaturation – to select the best one. This study compares water temperature, salinity, dissolved oxygen, polycyclic aromatic hydrocarbons (PAHs), and heavy metals (Co, Cr, Ni, Pb) for ballast tanks of selected ships with the recipient port environment in the Persian Gulf as a case study. The exchange of ballast water in the ocean and/or its treatment on board to prevent inadvertent effects on the environment's physicochemical conditions is related to vessel characteristics, legislation, and the environmental condition. Ecological risk study showed that the salt content in ballast water is close to that of seawater, but the values of Cr (2.1 mg/l) and Ni (0.029 mg/l) in ballast water are higher than those in seawater (1 and 0.004 mg/l, respectively). 相似文献
15.
《Marine pollution bulletin》2014,85(1-2):330-338
Ballast water exchange (BWE) is the most efficient measure to control the invasion of exotic species from ships. This procedure is being used for merchant ships in national and international voyages. The ballast water (BW) salinity is the main parameter to evaluate the efficacy of the mid-ocean ballast water exchange. The vessels must report to the Port State Control (PSC), via ballast water report (BWR), where and how the mid-ocean BWE was performed. This measure allows the PSC to analyze this information before the ship arrives at the port, and to decide whether or not it should berth.Ship BW reporting forms were collected from the Captaincy of Santana and some ships were visited near the Port of Santana, located in Macapá (Amazon River), to evaluate the BW quality onboard. We evaluated data submitted in these BWR forms and concluded that the BWE efficacy might be compromised, because data contained in these BWR indicate that some ships did not change their BW. We found mistakes in filling the BWR forms and lack of information. Moreover, these ships had discharged BW with high level of salinity, Escherichia coli and total coliforms into the Amazon River. We concluded that the authorities of the Amazon Region need to develop more efficient proceedings to evaluate the ballast water reporting forms and BW quality, as there is potential risk of future invasion of exotic species in Brazilian ports. 相似文献
16.
Neal D. Durant Vernon B. Myers Lawrence A. Eccles 《Ground Water Monitoring & Remediation》1993,13(1):151-158
The U.S. Environmental Protection Agency (EPA) recently proposed to amend federal regulations to require vadose zone monitoring at certain hazardous waste facilities. To support this proposal, EPA evaluated previous policy on vadose zone monitoring and examined advances in vadose zone monitoring technology. Changes in EPA vadose zone monitoring policy were driven by demonstrated advances in the available monitoring technology and improvements in understanding of vadose zone processes/When used under the appropriate conditions, currently available direct and indirect monitoring methods can effectively detect contamination that may leak from hazardous waste facilities into the vadose zone. Direct techniques examined include soil-core monitoring and soil-pore liquid monitoring. Indirect techniques examined include soil-gas monitoring, neutron moderation, complex resistivity, ground-penetrating radar, and electrical resistivity. Properly designed vadose zone monitoring networks can act as a complement to saturated zone monitoring networks at numerous hazardous waste facilities. At certain facilities, particularly those in arid climates where the saturated zone is relatively deep, effective vadose zone monitoring may allow a reduction in the scope of saturated zone monitoring programs. 相似文献
17.
Darbra RM Ronza A Casal J Stojanovic TA Wooldridge C 《Marine pollution bulletin》2004,48(5-6):420-428
A methodology has been designed to assess the performance of the environmental management in sea ports. The Self Diagnosis Method, developed by two research teams and about sixty sea ports, allows the comparison of the current environmental situation with that corresponding to previous years and the assessment of the opportunities for improvement. The main objective is to review the management activities and procedures that affect the environment and the way the port authority handles significant environmental aspects. It has been designed as a "first level" tool: it can be applied in approximately six hours by a non-expert user. It is based on the ISO 14001 vocabulary, requirements and structure, and it can be considered as a first step in the voluntary implementation of an environmental management system for port communities. 相似文献
18.
C. Dai X. H. Cai Y. P. Cai Q. Huo Y. Lv G. H. Huang 《Stochastic Environmental Research and Risk Assessment (SERRA)》2014,28(2):167-187
In this research, approaches of interval mathematical programming, two-stage stochastic programming and conditional value-at-risk (CVaR) are incorporated within a general modeling framework, leading to an interval-parameter mean-CVaR two-stage stochastic programming (IMTSP). The developed method has several advantages: (i) it can be used to deal with uncertainties presented as interval numbers and probability distributions, (ii) its objective function simultaneously takes expected cost and system risk into consideration, thus, it is useful for helping decision makers analyze the trade-offs between cost and risk, and (iii) it can be used for supporting quantitatively evaluating the right tail of distributions of waste generation rate, which can better quantify the system risk. The IMTSP model is applied to the long-term planning of municipal solid waste management system in the City of Regina, Canada. The results indicate that IMTSP performs better in its capability of generating a series of waste management patterns under different risk-aversion levels, and also providing supports for decision makers in identifying desired waste flow strategies, considering balance between system economy and environmental quality. 相似文献
19.
In examining ship-mediated biological invasions, most research and treatment development has focused on ballast water. Another vector that has gained attention recently is vessels arriving in a "no ballast on board" (NOBOB) condition. Such ships retain relatively small, unpumpable volumes of water and sediment in their ballast tanks. Nonetheless, these unpumpable portions can represent great ecological risk. This scenario is relevant in the Great Lakes, which have experienced a dramatic series of introductions, despite most vessels arriving there as NOBOBs since 1994. We examined shipping patterns of NOBOBs arriving to lower Chesapeake Bay to begin evaluating their risk of biopollution. Only 14% of ships arrive as NOBOBs, and of those, 17% depart to another port in the upper bay. Most NOBOBs arrive from or leave for other US ports; proximate trans-Atlantic crossings are few. Given the nature of their operations, we conclude NOBOBs may represent a risk for aquatic nuisance species invasions to Chesapeake Bay. 相似文献